FEATURE - 1961 MG Midget MkI
Words: Mike Ryan
Photos: Courtesy of Bonhams
While it never achieved the same sales as the MGB when new, nor has it become a favourite with enthusiasts of British sports cars today, the postwar Midget is still an important model in MG’s history. A very early part of that history saw the diminutive roadster receive a serious upgrade from the aftermarket, but as so few were built, it’s an almost unknown part of the MG Midget story today.
While the Midget that most enthusiasts know of made its debut in 1961, the name has history with MG going back to the late 1920s. The original ‘M-Type’ Midget was a two-seat sports car where all previous MGs had been tourers or saloons (sedans). Fabric-covered, timber-framed bodies for the M-Type were the norm before metal panels became standard. Power was supplied by a Wolseley-derived 847cc four-cylinder engine, matched to a three-speed non-synchro manual transmission. In 1931, a D-Type Midget offered seating for four, while a C-Type Midget from the same year was a competition-focussed derivation on the M-Type, with a 746cc four that could be supercharged and a four-speed transmission. A year later, the J-Type Midget picked up where the C-Type left off and could be had with either the 847cc or the supercharged 746cc engine.
While the Midget name ended with the J-Type, its spirit lived on in several subsequent MG pre-war models, like the K3 Magnette and QA. Technically, the ‘Series T’ MGs that began with the TA in 1936 and finished with the TF in the '50s were Midgets, too, even though they were rarely labelled as such when new and even less so today.
After the last J-Type Midget was built in 1934, the name lay dormant until 1961, when the blending of Austin and Morris (and by association, MG) models was in full swing.
Midget is Back
Following the merger of Austin and Morris to create the British Motor Corporation (BMC) in 1952, carmakers that were previously competitors were now companions – at least in theory. There was still inter-brand rivalry, though, leading to BMC “badge engineering” through the 1950s and ‘60s in an effort to keep the various marques' dealers and customers happy.
While such practice rarely spread to true sports models, the postwar Midget was an exception and was born from MG dealers’ envy of the Austin-Healey Sprite that had done quite nicely for Austin since its introduction in 1958. Ironically, the original Sprite was built at the MG factory in Abingdon, using a mix of Austin A35 and Morris Minor parts.
Simple, fun and fast, if somewhat crude and lacking in appointments, the Sprite was also cheap, being around 40 per cent less than a 100-Six ‘Big Healey’ and around half the price of an MGA from the same period. More than 21,000 Sprites were sold in its first full year of production, proving there was a market for an affordable sports car and convincing BMC that expanding the model with an MG version had potential.
While the Sprite MkI had very much been the creation of Donald Healey and his team, BMC’s decision to add an MG version for the next generation meant the MkII version would be a collaborative effort, with MG brought in for the development phase that was both short and driven by a desire to minimise costs.
The basic monocoque structure and centre section from the Sprite was retained, but front and rear panels were completely redesigned, losing the distinctive ‘bugeye’ headlight treatment in the process. The 948cc A Series engine carried over with some internal changes that increased power, while a close-ratio four-speed manual became standard equipment.
The Sprite MkII launched in May, 1961, followed by the Midget MkI two months later. At first glance, the two cars appeared identical, but the MG’s grille was different, the MG also had interior trim of a higher standard, two-way sliding side windows and different colour combinations. The Midget was more expensive, too, at £669 versus £631 for the Sprite.
This began a pattern of sibling similarities that would endure until the Sprite was discontinued in 1971, while the Midget remained on the market until 1979. Key changes over that period include the adoption of a 1098cc engine and disc front brakes in late 1962, revised rear suspension and wind-up windows in 1964, a 1275cc engine in 1966, improved equipment levels and some styling changes in 1969 and again in 1972. By this stage, the Sprite had been withdrawn and the Midget was in MkIII form. The final iteration was the Midget 1500 that launched in 1974 with the Triumph Spitfire’s 1500cc engine and the ugly rubber impact bumpers that blighted the MGB’s looks, too.
Demand, mainly from US and UK markets, remained solid throughout the production run for both models. Surprisingly, it took until 1968 for the Midget to be offered in Australia – the Sprite considered adequate for our market until then.
Combined, Sprite/Midget sales reached more than 230,000, while the Midget 1500 sold more than 72,000 units on its own.
Give ‘em hell, Jack
Back when the Midget was still a brand-new car, there were those who thought it could do with more power and one of those was Jack Brabham. At that time, Brabham was already a two-time Formula 1 World Champion with Cooper and working on the dream of making an impact in Formula 1 with his own cars. Brabham was also operating a UK garage – Jack Brabham (Motors) Ltd. - offering tuning services. It’s from here the car featured was born.
As shown in the evolution of the Midget, larger engines improved the experience and it was this approach that Brabham took by replacing the standard 948cc four (remember, the 1098cc didn’t become available until 1962 and the 1275cc until 1966) with a 1220cc Coventry-Climax ‘FWE’ SOHC inline four. Found in Lotuses of the period, but also used as a stationary engine, the FWE had previously been fitted by Brabham to Triumph Heralds, so he knew it could also improve performance in the smaller, lighter and sportier Midget.
Lighter than the Austin 948cc, the1220cc FWE offered performance benefits out of all proportion to the 72cc difference in capacity. Period road testing claimed the Midget MkI with an FWE fitted by Brabham offered 80 per cent more power than the standard engine and dropped the 0-60mph acceleration by more than half – 9.2 seconds versus 19.8.
The engine upgrade required a complementary clutch upgrade and included an tachometer. However, at £360, the upgrade was more than 50 per cent of the cost of a new Midget in 1961 – a tough sell for a budget sports car - and that was before the options were added.
Brabham recommended a front brake upgrade to discs, radiator fan, a front anti-roll bar and Dunlop high-speed tyres when customers ordered their Midget upgrade. How many did so is unrecorded, as is the number of such conversions that were carried out.
Some say production never went beyond single figures, with only four examples known of in the UK, where all the customers seem to have come from. Had Brabham pitched his hi-po Midget to the US market, perhaps it would have done better and in turn be much better known.
A Tribute to Jack
Today, no original examples of the Midget MkI by Brabham exist, but the car featured is the closest to what the Aussie F1 icon offered more than 60 years ago.
This Midget is not only one of the earliest examples built, it’s the actual press car used by Brabham to demonstrate his engine conversion and related options. With UK registration of 751 VPF, this car was driven in period by correspondents for Sports Car World, Modern Motor and other motoring publications, who understandably marvelled at its performance over a stock Midget.
This car’s ‘post-Brabham’ life is blank, though, and it is only when it was discovered by a former Lotus employee in 2008 that its story resumed.
Partially restored, but missing its Coventry Climax engine, 751 VPF was running a standard 948cc unit as found. Whether the other period upgrades, like the disc front brakes and anti-roll bar were still fitted when found is unrecorded.
With confirmation that this was the Jack Brabham press car, the owner undertook a thorough restoration that took eight years. A replacement Climax engine, sourced out of a Lotus Elite, was fitted, with every effort made to ensure it was as close to what Brabham had created in 1961.
To Auction
The restoration was completed in time for this special Midget to take part in the Jack Brabham memorial event at the 2016 Goodwood Revival in the UK. Usage has been limited since then and it was at last year’s Goodwood Revival that the car was consigned for the Bonhams auction held in conjunction with the event, due to the owner’s declining health.
Against a £20,000 - 30,000 estimate (AU$39,000 – 58,000 approx.), this Midget MkI Brabham sold for £18,400 (AU$35,900 approx.), including buyer’s premium. Whether this was due to a lack of documentation provided with the car or a general dip in the UK classic car auction market is unclear, but it’s arguably a disappointing result for a car with such history.
For more details, go to: cars.bonhams.com
Thanks to Motor Book World for research material used in this article.
Motor Book World
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