MG F-type 12/70 Magna, 1932
Hide slides
Mise à jour: 13-July-2020 17:01

MG F-type 12/70 Magna, 1932

Bruit moteur
Son conduit
Model information
Make history

MG F-Type 12/70 Magna, année 1932. Couleur bleue combinée avec un intérieur en cuir beige et un tapis noir. Capote et couvercle en mohair noir. La MG F-type Magna est un modèle MG rare fabriqué dans les années 1931 et 1932. Au total, 1 250 voitures furent construites. La MG Magna et la sœur Magnette ont été présentées à côté des plus petites « Midget ». La Magna se caractérisait par un châssis plus long et un puissant moteur en ligne à six cylindres de 38 ch, équipé de deux carburateurs. La Magna de type F et son successeur, la Magna de type L, ont constitué la base du succès de nombreuses courses de MG avec des voitures à six cylindres.

La magnifique MG F-type Magna présentée fut vendue neuve en 1932 à Ipswich, au Royaume-Uni. L’automobile fut restaurée et révisée détaillée en 1988. Cette Magna F-type est dans un état superbe ; concours !

Histoire : La MG a vécu avec le premier propriétaire de 1932 à 1939. La MG a ensuite entrepris un voyage autour du monde ! En 1939, la voiture fut expédiée à Malaga (Espagne) et environ vingt ans plus tard, la MG trouva une nouvelle maison à Singapour. De l'extrême est, la MG fut expédiée au Canada. En 1988, la voiture rentra chez elle au Royaume-Uni où elle fut entièrement restaurée et révisée à la perfection. En 1996, la MG a trouvé un nouveau propriétaire aux Pays-Bas et la voiture y a été enregistrée en 1997. Le seul propriétaire néerlandais a chéri cette MG Magna pendant 22 ans. C’est une MG à six cylindres très rares en parfait état !


Technical data

six cylinder in-line engine (SOC)
carburettors: 2x S.U.
cylinder capacity: 1087 cc.
capacity: 41 bhp. at 5500 rpm.
top-speed: 125 km/h.
gearbox: 4-speed, ENV pre-selective (Wilson patent)
brakes: drum brakes all round
weight: 813 kg.

MG history

MG (Morris Garage) was set up by William Morris in the year 1923 to market a more sporty line of Morris models. Morris Production Manager, Cecil Kimber, was transferred from the factory in Cowley to Morris Garages (in Abington) to design MG's using Morris parts. MG production in Abingdon started in the year 1924. At the end of the 1930s, even normal passenger cars were introduced under the MG label.
The business flourished when in 1945, just after World War II, the sporty prewar MG TB and its successor the TC stole the hearts of the American soldiers. Numerous MGs were shipped to America where this type of motorcar was yet unknown.
Demand for the MG sports cars quickly rose in America, and most of the MGs were sold across the big pond in the years that followed. MGs were simple and well-built, affordable and easy to maintain. In 1952, Austin Motor Corporation merged with Morris Motors to form British Motor Corporation Ltd*.
In 1955, the pre-war TB and the post-war TC, TD and TF series with their pre-war designs were followed by the MG A roadster, which also became available as coupes after 1956.
In 1962, the successful MG A was followed by the even more successful and austerely but elegantly lined MG B. This series, too, mainly found its way to America. The MG B was available as roadster and as a 2+2 coupe, called the ‘GT’.
As British Motor* had stopped the production of the Austin Healey, there was again the need for a six-cylinder sports car from this stable, which made the MG C see the light of day in 1967. It was an MG B with a six-cylinder engine. However, this car failed to live up to expectations as its road-holding and character were not of Healey’s caliber. Eventually, Healey’s successor was to come from the newly merged British Leyland* stable in 1968, and was called the Triumph TR6.
In 1973, a V8 variant of the MG B came onto the market: the MGB V8. This model had a powerful Rover 3.5 litre V8 motor and was to be built until 1976.

The MG B roadster and the GT were sold until 1980, and, under pressure from American legislation, were adapted with safety-enhancing and emission-reducing conversions during their last five production years. The resultant thick rubber bumpers and less powerful engines made these cars much less attractive. Meanwhile, Japan produced the Datsun 240 Z, and put an end to the British sports car hegemony in America.

In 1980, it was curtains for MG B. In the years after, some Austins did appear, ‘dressed up’ as MGs but we’d rather forget about them. Finally, in the 1990s, a worthy successor emerged in the form of the MG F, which is available to this day.
In the year 2001 BMW decided to get rid of Rover because they were losing lots of money because the British pound was too expensive as was manufacturing cars in England.
A group of investors bought Rover. They took over the entire model line and were able to work out the last details on the Rover 75 Tourer and market it. Next idea was to give MG a true rebirth; various Rover models were technically re-engineered, tuned and spiced up to make thru drivers cars of them, a sporty line of cars alongside the Rover middle-class luxury line.
Looking at the Rover/ MG cars and reading about them in the press we can tell that we have high expectations of the MG models to appear in the future.

© Marc Vorgers 

British Leyland*
(in the merger of BRITISH MOTOR HOLDINGS with Austin-Morris and Jaguar interests in 1966)
partly nationalized by the British government in 1975

Marc Vorgers
Marc vorgers.png
Marc Vorgers