MGA
1955-1962 / Roadster / Coupe / United Kingdom
Photo: Photo by Bull-Doser / Wikimedia Commons Public domain
The MGA replaced the T-Types with a thoroughly modern envelope body that was lower, wider, and faster than anything MG had built before. It looked like a proper sports car for the modern age, and the market responded with over 100,000 sales. The standard pushrod engine was reliable and fun, while the Twin Cam variant offered more power but earned a reputation for burning pistons if not maintained carefully.
The coupe version with its fixed hardtop is particularly elegant and often overlooked in favour of the roadster. In Australia, MGAs are well-represented in the club scene and are popular choices for regularity rallies and touring events. They're more usable on modern roads than the T-Types, with better brakes, a more comfortable driving position, and enough performance to keep up with traffic. The 1600 Mk II with its 1,622cc engine and disc brakes is the pick of the range for regular driving.
Thinking of buying a MGA?
What to look for, what to pay, what to avoid.
What to watch for.
Sill (Rocker Panel) Corrosion
Minor Rust
Sill (Rocker Panel) Corrosion
MinorThe sills become soft, bubbly, or perforated. The body may flex excessively when jacked up or driven over bumps. Doors may not shut properly as the body distorts.
The MGA's sills are box-section steel that traps moisture from road spray, condensation, and water ingress through the body seams. Rust starts inside and works outward, by the time it's visible on the surface, the internal structure is compromised. Blocked drain holes accelerate the problem.
Cut out the corroded section and weld in a repair panel (or a complete replacement sill). The sills are structural, so the repair must be done properly, pop-riveted patches and filler are not acceptable. Repair panels are available from Moss Motors, SC Parts, and other suppliers. Cost: $500-$1,500 per side for supply and professional fitting.
Floor Pan Corrosion
Common Rust
Floor Pan Corrosion
CommonSoft or perforated metal in the floor pans, visible from underneath. Water may pool in the footwells. The floor may flex under foot pressure.
Water enters through deteriorated body seals, leaking weather equipment, and condensation. The flat floor pans offer no drainage, so water sits and rusts through the steel.
Cut out corroded sections and weld in repair panels. Complete floor pan assemblies are available. Cost: $300-$600 per side for panels, plus fitting.
Front Crossmember Corrosion
Minor Rust
Front Crossmember Corrosion
MinorVisible rust, scaling, or perforation of the front crossmember (visible from underneath the front of the car).
Road spray, mud, and trapped moisture attack the crossmember. It's a hidden area that's easy to overlook during casual inspections.
If surface rust only, clean, treat with rust converter, and protect. If structurally compromised, the crossmember must be replaced, this is a major job requiring the front end to be disassembled. Cost: $1,000-$3,000 for replacement.
Rear Spring Hanger Corrosion
Minor Rust
Rear Spring Hanger Corrosion
MinorThe rear spring mounting points show rust, cracking, or distortion. The rear of the car may sit unevenly or make clunking noises.
Road spray attacks the spring hanger brackets and the surrounding bodywork. The stress of the spring loading concentrates corrosion damage.
Weld in new spring hanger brackets and reinforce the surrounding body metal. Cost: $500-$1,500 per side.
Oil Leaks
Critical Engine, BMC B-Series (1,489cc / 1,588cc)
Oil Leaks
CriticalOil weeps from the rocker cover gasket, timing cover, rear main seal, and sump gasket. A layer of oil covers the engine and transmission.
Cork and rubber gaskets deteriorate over decades. The B-series rear main seal is a scroll-type design (early engines) or a lip seal (later engines), both leak eventually. The rocker cover uses a cork gasket that compresses and loses its seal with repeated removal.
Replace all gaskets systematically. Use modern gasket materials where possible. The rear main seal requires the engine or gearbox to be removed. A complete engine reseal: $300-$600 in parts, $500-$1,000 in labour if paying a workshop.
Carburettor Wear (SU H4)
Common Engine, BMC B-Series (1,489cc / 1,588cc)
Carburettor Wear (SU H4)
CommonRough idle, poor fuel economy, hesitation on acceleration, black smoke from the exhaust. The engine may run rich or lean depending on which component has worn.
The SU H4 carburettors use a throttle shaft that rotates in the carburettor body. Over decades, the shaft wears the bore oval, allowing unmetered air to enter. The jet and needle also wear, affecting mixture control. The dashpot piston and suction chamber can wear, affecting the carburettor's response to throttle changes.
Rebuild the carburettors with new jets, needles, gaskets, and throttle shaft bushes. Throttle shaft rebushing requires removing the carbs and having the work done by a specialist, the bodies need reaming and new bushes pressing in. Cost: $80-$150 per carb for basic rebuild kits; $150-$300 per carb for complete rebuild including shaft rebushing.
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Common questions.
What is the MGA?
The MGA is a two-seat sports car produced by MG at Abingdon, England, from 1955 to 1962. It replaced the traditional T-Type series and represented MG's entry into the modern sports car era.
Which MGA is the best to buy?
For a driver: the **MGA 1600** or **1600 Mark II**. The 1600's front disc brakes, all-synchromesh gearbox, and additional power (80 bhp over the 1500's 68 bhp) make it measurably better to drive in modern traffic.
How fast is an MGA?
**MGA 1500:** 68 bhp, 0-100 km/h in approximately 16 seconds, top speed 155 km/h. **MGA 1600:** 80 bhp, 0-100 km/h in approximately 14 seconds, top speed 163 km/h.
Is the MGA rust-prone?
Yes. Rust is the MGA's most significant weakness.
Reference
Workshop Manuals
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