MGA Twin Cam - Front

10 things you forgot about the MGA Twin Cam

The MG name may revert to new ownership. However, it is an old classic sports cars Gear heads remember the most. As a British-owned automaker, MG vanished in 2006, ending more than 80 years of innovation. The MGA began its life as a cheap, practical two-seater sports car that sold in droves. MG should have left MGA alone. But the pursuit of more sales turned out to be a temptation too big to resist.

The Twin Cam was supposed to be MG Rover’s ticket to even bigger sales, but it wouldn’t be the last MG Rover idea that failed to materialize. In 1976, the SD1 broke down despite the Rover V8’s strength through poor parts and assembly.

Without a doubt, the Rover was endowed with talent that at times proved to be world-class. The Lotus Elsie S1 used the hugely award-winning K-Class Rover engine. In her own cars, things were less successful.

By the 1980s, Rover’s time was nearly over thanks to the poor running of badge-returned models that were somehow worse than cars were. Rover slipped into the dark leaving BMW to pick up the remains. That’s what everyone has forgotten about one of the brand’s greatest creations, the MGA Twin Cam.

10 Early Beginnings MGA 1500

MGA arrived in 1955 to replace aging MG TF elf. MG is back with a new range of stylish compact sports cars. As promising as the MGA agreement was, there was room for improvement.

Tried and tested early production cars were used, with BMC B-series engines cutting 68 horsepower. Decent performance rather than speed, the MGA topped out at 98 mph, taking 16 seconds to hit 60 mph. However, since the MG still used drum brakes in all respects, this was fast enough.

9 Coupe or Roadster

Adding to the MGAs’ appeal, the UK automaker ramped up its line-up by choosing coupe or roadster bodies. Each has its drawbacks and advantages. In coupe form, the MGA was more comfortable to drive, Offer the best weather and soundproofing.

Choosing gear heads for a nicer and more elegant roadster means sacrificing basic functionality. You won’t find any visible way to open the door from the outside, instead, you lean in and pull a simple cable.

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8 Basic weather check

Like most sports convertibles of the period, the MGA featured a retractable fabric roof. More than a “just in case” item, the best owners can hope to keep dry in a light shower. Above the surface, the fragile frame and hood show little protection available.

If the roof didn’t provide much in the way of protection, MG made things worse Pair of liftable side blindsWith quick and easy removal of the side windows stored in the trunk when not in use. The simplistic approach affected MG’s decision to phase out door fittings. Exterior door handles and window crank mechanisms are not included.

7 chassis on chassis

Touted as a new generation of MG sports cars, the MGA dates back to 1951. Designed as a Le Mans prototype, the car used a fully enclosed or “Ponton” style that resulted in a lower body. Until then, MG had been a loyal follower of high-ride angular designs.

But some things never change. MG is armed with a new, more elegant design I kept the body setting on the frame. While the cheaper tooling and construction costs are a bonus, the flexibility of the body is less desirable and ultimately prevented the MGA from reaching its true potential.

6 Cooler and lighter wire wheels

The cost cuts in the process of building MGAs did not extend to other areas of the vehicle. Like many of its more expensive competitors, MG offered quite a few customization options for the user. The wheels are the most straightforward, with either pressed steel elements or cooled wire rims. The latter, simpler and easier to replace, was distinguished by the Dunlop mold.

Picture-conscious gear heads can select a set of 15-inch Moss Chrome wire wheels with 60 forks front and rear. Aside from the aesthetics, the wire wheels were lighter, which reduced the weight of the unsuspended MGA.

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5 1958 Twin Cam engine for the first time

If there’s one area the MGA lacks, it’s performance versus looks. Despite the best efforts of the MGA design and engineering team, the MGA required more power. In 1958, the desires of gearheads were fulfilled with a more powerful engine – a larger 1.6-liter four-cylinder unit with 108 hp.

But the improved power numbers did not depend on increased displacement alone. Keeping the B Series as a starting point, MG replaced the heads with a dual-cam design. With more power on tap, the Twin-Cam MGA dropped in a low 9-second range on a dash of up to 60 mph.

4 Engine detonation problems

Despite the much improved performance available, the success of the Twin-Cam MGA was short-lived. Within a short productive life, MG had to reduce the pressure ratio at the expense of performance. Engine output decreased to 100 hp.

With significant backlash from owners, Twin Cam production ended in 1960 due to poor sales and warranty repairs. Symptoms included excessive oil use that showed up in engine detonation. Damage to the MGA had a major impact on demand, and the model finally ceased production in 1962.

3 Low production numbers

Not all MGAs are created equal. The more powerful Twin Cam model is the most in demand despite the engine problems. To MG’s credit, all mechanical problems of the car were subsequently corrected under warranty. However, Twin Cam cars represent a small percentage of MGA sales.

Launched in 1955, the MGA had amassed just over 101,000 sales by the end of production in 1962. Of these, 2,111 cars were shipped with a troublesome double-camber engine. It may have been flawed, but today’s auction prices are up to six figures, proving that rarity can be a bigger attraction than reliability.

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2 racing wallpaper

Born to race long before production began in 1958, the MGA has seen some limited use for competition. In 1955, three MGA prototypes entered the 24 Hours of Le Mans, taking 12th and 17th places overall.

On US beaches, the MGA is a regular in classic car events, holding six SCCA National Championships between 1986 and 2005. MGA was not very successful in the NASCAR series. From 1960 to 63, MGA failed to achieve a single win, and until 2007 was the last foreign automaker to have a team.


In the wake of the MGAs’ demise, MG announced a successor to the MGB. On the face of it, the two differ enough to justify all of MG’s new claims. But, going under the skin, much of the MGAs transmission system was still around.

Under a modern unitary hull and body, BMC’s B-Series engine is filled up to 1.8L. Despite the bump in engine size, the MGB is slower with 95 hp on tap resulting in a 0-60 mph time of 12 seconds. None of this matters, as the MGB has been a hit with American gearheads. Over 17 years, 298,000 megabytes have reached the shores of the United States.

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