35-446: For the automobiles, see MG Magnette and MG NE Magnette . Magnette is a surname. Notable people with the surname include: Charles Magnette (1863–1937), Belgian lawyer and politician Félix Magnette (1868–1942), Belgian historian Paul Magnette (born 1971), Belgian politician See also [ edit ] Maggette [REDACTED] Surname list This page lists people with
70-526: A familiar T-type style body and independent suspension on front axle using coil springs from the MG Y-type saloon: a 1950 road-test report described as "most striking" the resulting "transformation ... in the comfort of riding". The entire drivetrain was not lifted from the TC; along with the new hypoid differential, a completely different transmission was used (albeit also a four-speed). Also lifted from
105-505: A modification shared with its Riley sibling. Automatic transmission was offered as an option. The model continued to be listed through till May 1968 when the manufacturers announced that production had ceased with "no immediate replacement ... contemplated". 14,320 Mark IVs were built. In 2011, MG Motor confirmed that the saloon version of the MG 6 would carry the Magnette name for
140-521: A pair of 1 + 1 ⁄ 4 in (32 mm)-bore twin-choke SU carburettors, delivering 60 bhp (45 kW), driving the rear wheels through BMC's new four-speed manual gearbox with synchromesh on the top three ratios. Suspension was independent at the front using coil springs and had a live axle with half elliptic leaf springs at the rear. The steering was by rack and pinion. Hydraulically operated Lockheed 10 in (254 mm) drum brakes were fitted to front and rear wheels. When leaving
175-531: A range between refuelling stops of about 300 miles (480 km) and a green light on the facia flashed a "warning" when the fuel level was down to about 2.5 imp gal (3 US gal; 11.5 L). In 1950 the TD MkII Competition Model was introduced, produced alongside the standard car, with a more highly tuned engine using an 8.1:1 compression ratio giving 57 bhp (43 kW) at 5,500 rpm. The higher compression ratio engine
210-522: A sports car", instead "largely designed to consolidate and expand the car's sale in North America." The first TDs were built in late 1949. For the driver the "all-weather protection" was good by the standards of the time. For night driving, instrument illumination was "effective but not dazzling, by a pale green lighting effect". There was still no fuel gauge, but the 12 imp gal (14.5 US gal; 54.5 L) of tank capacity gave
245-556: Is different from Wikidata All set index articles MG Magnette The MG Magnette is a car that was produced by MG between 1953 and 1968. The Magnette was manufactured in two build series, the ZA and ZB of 1953 through to 1958 and the Mark III and Mark IV of 1959 through to 1968, both using a modified Wolseley body and an Austin engine. MG Cars had previously used the Magnette name on their K-type and N-type models of
280-649: The 1939 Australian Grand Prix handicap driving an MG TA. 3,003 were made and in 1936 it cost £222 on the home market, the same as the PB. When first introduced the model was known as the T Type and only after the advent of the TB did the TA designation come into use. From 1938 the car could also be had with a more luxurious Tickford drophead coupé body by Salmons of Newport Pagnell , and 252 were made. The soft top could be used in three positions, fully open, closed or open just over
315-652: The TA , TB , TC , TD , and TF models. Although the design was contemporary in the 1930s, it had grown outdated by the 1950s, and was replaced by the all new MGA in 1955. The TF name was reinstated in 2002 on the mid-engined MG TF sports car. The TA Midget replaced the PB in 1936. It was an evolution of the previous car and was 3 inches (76 mm) wider in its track at 45 inches (1,100 mm) and 7 inches (180 mm) longer in its wheelbase at 94 inches (2,400 mm). The previous advanced overhead-cam inline-four engine
350-496: The surname Magnette . If an internal link intending to refer to a specific person led you to this page, you may wish to change that link by adding the person's given name (s) to the link. Retrieved from " https://en.wikipedia.org/w/index.php?title=Magnette&oldid=1249664026 " Categories : Surnames Surnames of Belgian origin Hidden categories: Articles with short description Short description
385-625: The 0–60 mph (0–97 km/h) time to 18.5 seconds. The similar Wolseley 15/50 now shared the ZB's B-Series engine. A semi-automatic transmission , marketed as Manumatic , was fitted as an option on 496 1957 Magnettes. A Varitone model featured larger rear window and optional two tone paintwork, using a standard Pressed Steel body shell, the rear window opening enlarged in the Morris Motors body shop, Cowley, before painting. 18,524 ZBs were built. The Mark III announced 2 February 1959
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#1732794452756420-582: The 1250 cc engine from the MG TF . Although visually similar, the MG has lower suspension and only the front doors, boot lid, and roof panels are shared. The 4/44 was replaced in 1956 by the 15/50. In 1955, The Motor tested a Magnette and recorded a top speed of 79.7 mph (128.3 km/h) acceleration from 0-60 mph (97 km/h) in 23.1 seconds and a fuel consumption of 24.9 miles per imperial gallon (11.3 L/100 km; 20.7 mpg ‑US )
455-577: The 1930s. The Magnette ZA was announced on 15 October 1953 and debuted at the 1953 London Motor Show . Deliveries started in March 1954. Production continued until 1956, when 18,076 had been built. It was the first monocoque car to bear the MG badge. The Magnette was designed by Gerald Palmer , designer of the Jowett Javelin . It was the first appearance of the new four cylinder 1,489 cc (90.9 cu in) B-Series I4 engine with
490-515: The UK, Europe and China. At the media launch held at the historic Goodwood Circuit , MG Motor displayed the MG 6 Magnette alongside examples of the earlier ZA and ZB Magnettes to reinforce the continuity of the brand. MG T-type#TF The MG T-Type is a series of body-on-frame open two-seater sports cars that were produced by MG from 1936 to 1955. Known as the Midget , the series, included
525-643: The US alone. The main complaint that US owners had with the MG TD sold in the US was the British 12-volt electrical system, which was hard to service when most US cars were still using 6 volts. Also, they had minor complaints over the lack of water temperature and fuel gauges. But in general in surveys, owners of the Americanised MG TD had more positive remarks than negative. The 0–60 mph (97 km/h) time
560-408: The car was only ever built in right-hand drive. The export version had slightly smaller US specification sealed-beam headlights (7-inch buckets) and twin tail lights, as well as turn signals and chromed front and rear bumpers with over riders. The body was approximately 4 inches (100 mm) wider than the TB measured at the rear of the doors to give more cockpit space. The overall car width remained
595-464: The company's successful 1¼-litre saloon was the (still highly geared) rack and pinion steering. In addition the TD featured smaller 15-inch (380 mm) disc type road wheels, a left-hand drive option and standard equipment bumpers and over-riders. The car was also 5 inches (130 mm) wider with a track of 50 inches (1,300 mm). It was seen by enthusiasts at the time as a disappointment, mild and "not
630-401: The engine capacity was increased by 17 per cent to 1466 cc and designated XPEG. The bore was increased to 72 mm (2.8 in) and compression raised to 8.3:1 giving 63 bhp (47 kW) at 5,000 rpm and a 17 per cent increase in torque. The car was designated TF1500, and externally distinguished by a cream background enamel nameplate on both sides of the bonnet, placed just to the rear of
665-571: The factory the Magnette ZA optionally fitted the recently developed belted textile-braced, radial-ply Pirelli Cinturato 145HR15 tyres (CA67) but had 5.5-15 Dunlop tyres as standard. The car had leather trimmed individual front seats and rear bench seat. The dashboard and door cappings were in polished wood. Although the heater was standard, the radio was still an optional extra. Standard body colours were black, maroon, green, and grey. The similar Wolseley 4/44 , first sold one year earlier, used
700-534: The home (UK) market in 1947. Fuel consumption was 28 mpg ‑imp (10.1 L/100 km; 23.3 mpg ‑US ). Its 0–60 mph time was 22.7 seconds, a respectable performance at the time. A low fuel warning light would glow on the dash to alert the driver. The TD Midget, announced in January 1950, combined the TC's drivetrain, a modified hypoid -geared rear axle, the MG Y-type chassis,
735-710: The production of the MG TD were acquired by TD Cars Sdn Bhd in Malaysia to reproduce the TD series as TD2000 . The TF Midget, launched on 15 October 1953, was a facelifted TD, fitted with the TD Mark II engine, headlights faired into the wings, a sloping radiator grille concealing a separate radiator, and a new pressurised cooling system along with a simulated external radiator cap. This XPAG engine's compression ratio had been increased to 8.1:1 and extra-large valves with stronger valve springs and larger carburettors increased output to 57.5 bhp at 5,500 rpm. In mid-1954
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#1732794452756770-440: The same resulting in narrower running boards with two tread strips as opposed to the previous three. The tachometer was directly in front of the driver, while the speedometer/odometer was on the other side of the dash in front of the passenger, a nod to MG's trials history. 10,001 TCs were produced, from September 1945 (chassis number TC0251) to November 1949 (chassis number TC10251), more than any previous MG model. It cost £527 on
805-507: The seats. Wind-up windows were fitted to the higher topped doors making the car more weathertight and individual bucket seats used in the fully carpeted interior. Complete chassis were fitted with a very basic body at the Abingdon factory and driven to Newport Pagnell to have their coachwork fitted. A closed Airline coupé made by Carbodies , as fitted to the P type, was also offered but only one or two are thought to have been made. The TA
840-456: The two top ratios and was connected to the engine by a cork-faced clutch running in oil. Unlike the PB, hydraulic brakes were fitted with 9-inch (230 mm) drums. Like the PB, most were two-seat open cars with a steel body on an ash frame. A bench-type seat was fitted with storage space behind. The T-type was capable of reaching almost 80 mph (130 km/h) in standard tune with a 0–60 mph time of 23.1 seconds. Allan Tomlinson won
875-426: Was 22.7 seconds according to Popular Mechanics . An example tested by The Motor magazine in 1952 had a top speed of 77 mph (124 km/h) and could accelerate from 0–60 mph (97 km/h) in 18.2 seconds. A fuel consumption of 26.7 miles per imperial gallon (10.6 L/100 km; 22.2 mpg ‑US ) was recorded. In 1998, the rights, intellectual properties and trademarks associated with
910-541: Was a slightly improved version of the XPAG first introduced to MG in the TB. Notable improvement was through the addition of a hydraulically (oil pressure) adjusted timing chain tensioner. All TCs utilized a (single battery) 12 volt electrical system. All TCs came with 19" Dunlop wire wheels. Automatic mechanical timing advance was built into the ignition distributor. It was exported to the United States, even though
945-456: Was also replaced by a dry-plate type and gear ratios revised. Available as an open two-seater or more luxurious Tickford drophead coupé, this is the rarest of the T-type cars, as production began just prior to Britain's entry into World War II. Only 379 TBs were made before the MG factory emptied its buildings and switched to making major aircraft components and modifying tanks. The TC Midget
980-589: Was by then not in use by any other production car so it was replaced by the MPJG OHV unit from the Wolseley Ten , but with twin SU carburettors, modified camshaft and manifolding. The engine displaced just 1292 cc, with a stroke of 102 mm (4.0 in) and a bore of 63.5 mm (2.5 in) and power output was 50 hp (40.3 kW) at 4,500 rpm. The four-speed manual gearbox gained synchromesh on
1015-557: Was enhanced by fitting twin S.U. H.D.4 carburetters. The interior featured a walnut veneer facia panel, door cappings and leather upholstery as well as safety glass windows. A Mark III was tested by The Motor magazine in 1959. They recorded a top speed of 85.5 mph (137.6 km/h), acceleration from 0-60 mph (97 km/h) in 19.7 seconds and a fuel consumption of 31.4 miles per imperial gallon (9.0 L/100 km; 26.1 mpg ‑US ). The test car cost £1012 including taxes. 16,676 Mark IIIs were built. The Mark III
1050-751: Was nearly identical to the Riley version (the 4/68 ) of the new Pinin Farina -designed midsize BMC saloon line. They both had truncated tail fins. All versions (including the Austin A55 Cambridge Mark II , Morris Oxford V and Wolseley 15/60 ) were produced by the British Motor Corporation (BMC). The car featured BMC's 1489 cc B type engine but, in the MG Magnette III (and its Riley sibling), performance
1085-415: Was offered with export markets in mind, and would not have been suitable for the UK, where carryover wartime restrictions limited fuel to 72 octane " pool petrol ". The TD MkII also featured twin fuel pumps, additional Andrex dampers, and a higher ratio rear-axle. Nearly 30,000 TDs had been produced, including about 1700 Mk II models, when the series ended in 1953 with all but 1656 exported, 23,488 of them to
Magnette - Misplaced Pages Continue
1120-480: Was recorded. The test car cost £914 including taxes. The ZA was replaced by the Magnette ZB that was announced on 12 October 1956. Power was increased to 64 hp (48 kW) fitting 1 + 1 ⁄ 2 in (38 mm)-bore carburettors , increasing the compression ratio from 7.5 to 8.3, and modifying the manifold. The extra power increased the top speed to 86 mph (138 km/h) and reduced
1155-665: Was replaced by the TB Midget in May 1939. It had a smaller but more modern XPAG engine as fitted to the Morris Ten Series M , but in a more highly tuned state and like the TA with twin SU carburettors. This 1250 cc straight-four unit featured a slightly less undersquare 66.6 mm (2.6 in) bore and 90 mm (3.5 in) stroke and had a maximum power output of 54 hp (40 kW) at 5200 rpm. The oil-immersed clutch
1190-437: Was the first postwar MG, and was launched in 1945. It was quite similar to the pre-war TB, sharing the same 1,250 cc (76 cu in) pushrod- OHV engine with a slightly higher compression ratio of 7.4:1 giving 54.5 bhp (40.6 kW) at 5200 rpm. The makers also provided information for several alternative stages of tuning for "specific purposes". The XPAG engine is well known for its tunability. The TC engine
1225-535: Was updated in 1961 as the Mark IV . A larger 1.6 L (1622 cc) B-Series engine, with capacity increased by increasing the bore to 76.2 mm, was fitted, and the car had a longer wheelbase and wider track. To improve handling anti-roll bars were fitted front and rear. From the outside, the Mark IV was almost identical to the Mark III, apart from the remodelled and slightly less sharply pointed tailfins ,
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