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» Inside the Octagon 2: A film by Gary Watson
From cars based on pre-war designs to the futuristic Roaring Raindrop and the beloved MGB, post-war MGs were synonymous with fun and excitement until the end came in 1980 when British Leyland closed the MG Factory in England.
Once World War II was over, the MG Car Company hurried back into car production. It dusted off pre-war blueprints and began building the MGTC.
“What we ran up against was steel rationing,” said John Thornley, retired general manager of the MG Car Company. “We’d sold or mortgaged practically everything we possessed, and we were virtually bust, and we were desperately in need of foreign currency, particularly dollars.”
Manufacturers were allotted supplies of raw materials in accordance to their ability to export and the MGTC was the first MG to be exported in substantial numbers.
In 1952, John Thornley was named general manager of MG and became the guiding light for the expanding MG’s position in the all-important American market. And America embraced the small, light sports cars for touring and amateur racing.
Phil Hill, Formula One Champion, was part of the early years of MG racing in America.
“The MG unquestionably was the prime mover in getting the whole sports car movement really going,” said American racing driver Phil Hill.
In 1959 Phil Hill became the fastest man in an MG, driving EX 181 over 254 miles per hour on the Bonneville Salt Flats.
“When we first went out to see (EX 181) that first day I was astounded,” said Hill. “It was really beautiful…I just couldn’t believe how low this car was! You climbed in, sat down…and pulled the steering back until it latched there…and shut the lid down.”
In the 1950s, MG found itself competing with a new sports car being built by its new owner, the British Motor Corporation. The Abingdon MG plant was forced to keep building pre-war inspired T-type MGs to compete with the more modern Austin-Healey 100. It wasn’t until 1955 that BMC allowed the production of the MGA, the first production MG without the signature upright radiator.
In the 1960s, the MG Midget was re-introduced followed shortly thereafter by the MGB, a car that would stay in production for 18 years.
“We had no idea of course when we were doing the car what we were actually starting,” said Don Hayter, MGB designer. “We knew we were doing something new”
But in the 1970s, further development of the MG sports cars was hampered by American emission and safety standards combined with lack of support from new owners, British Leyland. In 1979, after celebrating the 50th anniversary of the opening of the MG factory in Abingdon, it was announced that production of MGs would cease in the following year.
“I remember when the crane with the big ball on the end was knocking my factory to pieces – so I went home and went to bed,” recalled John Thornley.
But the closing of the factory wasn’t the end of the MG story. Enthusiasts around the world continued to drive and maintain their MGs and a whole new industry of specialists supplying parts and service developed. Among those companies is the British Motor Heritage bodyshell program that manufactures new MGB bodies on the original factory tools.
“I don’t think any other car in the world evokes such warm feelings, such membership in an elite club,” said David Bishop, former executive director of British Motor Heritage. “And I think that’s what drives people to want the cars.”
To make a tax-deductible contribution to the production of Inside the Octogon 2 via Paypal, please click below:
You may also make a contribution over the phone using American Express, Visa, Mastercard or Discover by calling SWAMP at 713-522-8592, or by sending a check to:
SWAMP
c/o Inside the Octagon 2
1519 West Main
Houston, TX 77006
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