The middle of April 1939, brought the end of the run of 3003 MG TAs. Following close on its heels was the new and improved MG TB. Even though the running gear was identical to the earlier model, there were several key elements to set it apart. A gearbox with much improved synchromesh and the now ubiquitous XPAG engine. This engine would continue under the bonnet of the T series right up to the TF. The XPAG was derived from the Morris Series M Ten engine.
The XPAG was to keep the same stroke, but the bore was increased to 66.5-mm, giving the ohv, four-cylinder engine a capacity of 1250-cc and a rating of 54 bhp. The new engine also benefitted from a much stronger bottom end and better valve timing, as well as a better designed cylinder head, a fully counterbalanced crankshaft and steel shell bearings for the main and big ends. As it was such a free-revving unit, it lent itself to a considerable level of tuning. This improved unit was mated to a dry-plate clutch and a transmission with better gear ratios from the previous MG.
The MG TB looked set for a long run, but with World War II raising its ugly head, MG had more pressing matters than building pretty little sports cars, so the total number built was only 379, covering both the open two-seater and the more luxurious Tickford drophead. This limited production run made the TB the rarest of all T series MGs.
MGTB 0443 was built July 4, 1939. It found its way to the U.S. in the 1960s then traveled north to Canada, where it was found by its current owner in 2010, after a 10-year search. The MG was in a sad state of neglect, with a good deal of rust, but it was a matching-numbers car. The little TB was treated to a nut and bolt restoration over the next few years, with only the right running board, and the lower sections of both doors needing replacement. The rest of the machine was brought back to life by a crew of very talented craftsmen.
Approaching the TB you have a feeling of delicacy and purposefulness in a slightly smaller package then the more numerous post-war TCs. This is no optical illusion, the TB is four inches narrower, so the cockpit is a tight squeeze for two, even if they are on intimate terms.
However, this is all forgotten when you turn the key and pull the starter to fire up the robust little four. The Jaeger gauges come to life and begin to give you feedback as to what’s going on. Water temp is just off your right hand, with a big tach right in front of you. The gauges for amps and oil temperature are just off to your left. You almost need your passenger to tell you how fast you’re going as the speedometer is on the other side of the dash! You also have a green 30 mph warning light right next to the tach, which was mandated by the British government to let you know, in their eyes, you were driving with too much alacrity! But for now, we will try not to notice.
The TB drives like you would expect a 75-year-old car to drive. It’s vague, and it wanders, as the 19-inch spoke wheels can flex at the most inopportune times. Anything over 50 mph needs your full attention. The ride is buckboard hard, but the brakes do a surprisingly good job of keeping the MG in check. You can double, triple or quadruple clutch the TB’s transmission, but it will in no way let you into first gear while moving. After that it’s not so recalcitrant. It’s been said that driving a T series is like riding a horse…but the horse can actually see where it is going!
But does this all matter? No! Driving a TB like this is to take a step back in time. Like a fall drive on a country road, as if you were leaving your country estate and going up the pub for a pint! My thanks go out to my long-time friend and mentor Jeff Rafalaf for letting me anywhere near his little jewel of a car.
