For most Americans, MGs just didn't exist before World War II. Most American racing enthusiasts weren't even aware of the fourth overall at Le Mans, the class win in the Mille Miglia or the outright victory in the Tourist Trophy. All that changed following the War. A few returning soldiers brought prewar MGs with them, some others who had remained in Europe for a few months after the hostilities ended came back with brand new MG TCs. To someone who had grown up in a world of Ford Model Ts and As, Buicks, Hudsons and other typical prewar American cars, MGs were pretty strange looking. Compared to standard American four-wheeled fare, TCs were also tiny things, weighing less than 1,800 pounds and powered by a 1,250cc overhead valve four-cylinder engine producing just 54.5 horsepower. With a tailwind a TC might hit 80 miles per hour, but it was responsive and fun to drive. The ride was rough, thanks to solid rear axles and leaf springs front and rear. But what Americans really noticed were those 21-inch wire wheels beneath the gracefully-arching fenders. It was certainly a car for the adventurous, though, with cut-down doors, right-hand drive and build-it-yourself weather equipment. Yes, there were windshield wipers, but if you wanted to stay warm in the winter, you piled on the woolens and kept a rag handy to wipe your condensing breath off of the windshield. The TD that came along in 1949 was a much more comfortable car thanks to the new independent front suspension and rack and pinion steering that allowed cars to be built with either right or left-hand drive. The fenders were wider and covered 15-inch pressed steel wheels. For the first time, parking protection was offered in the form of chrome-plated front and rear bumpers. One thing that didn't change on the TD was the engine, which was the same 1,250cc unit coupled to a revised four-speed transmission. That meant that performance was about the same, although handling and ride were vastly improved. Despite being a horsepower underdog to virtually any American car, on a winding back road, the nimble MG could easily stay out front. From August 1951 a larger clutch was fitted and associated changes made to the flywheel and bell-housing, subsequent cars being known as the TD II. This MG TD has proven a reliable mount in historic competition at Lime Rock. Found in derelict order, it was restored and race prepped by Braircliff Classic & Imported Service in Briarcliff Manor. It was a competition TD built with safety and reliability in mind. It has a good rollbar, fuel cell and a 5 point harness. The engine and gearbox were upgraded with performance and longevity in mind. To that end a forged steel crankshaft, Carillo connecting rods, Laystall alloy cylinder head and a Brown and Gammons camshaft have all been installed. In addition the car has been fitted with alloy cycle wings. The car comes with a VSCCA log book.
For most Americans, MGs just didn't exist before World War II. Most American racing enthusiasts weren't even aware of the fourth overall at Le Mans, the class win in the Mille Miglia or the outright victory in the Tourist Trophy. All that changed following the War. A few returning soldiers brought prewar MGs with them, some others who had remained in Europe for a few months after the hostilities ended came back with brand new MG TCs. To someone who had grown up in a world of Ford Model Ts and As, Buicks, Hudsons and other typical prewar American cars, MGs were pretty strange looking. Compared to standard American four-wheeled fare, TCs were also tiny things, weighing less than 1,800 pounds and powered by a 1,250cc overhead valve four-cylinder engine producing just 54.5 horsepower. With a tailwind a TC might hit 80 miles per hour, but it was responsive and fun to drive. The ride was rough, thanks to solid rear axles and leaf springs front and rear. But what Americans really noticed were those 21-inch wire wheels beneath the gracefully-arching fenders. It was certainly a car for the adventurous, though, with cut-down doors, right-hand drive and build-it-yourself weather equipment. Yes, there were windshield wipers, but if you wanted to stay warm in the winter, you piled on the woolens and kept a rag handy to wipe your condensing breath off of the windshield. The TD that came along in 1949 was a much more comfortable car thanks to the new independent front suspension and rack and pinion steering that allowed cars to be built with either right or left-hand drive. The fenders were wider and covered 15-inch pressed steel wheels. For the first time, parking protection was offered in the form of chrome-plated front and rear bumpers. One thing that didn't change on the TD was the engine, which was the same 1,250cc unit coupled to a revised four-speed transmission. That meant that performance was about the same, although handling and ride were vastly improved. Despite being a horsepower underdog to virtually any American car, on a winding back road, the nimble MG could easily stay out front. From August 1951 a larger clutch was fitted and associated changes made to the flywheel and bell-housing, subsequent cars being known as the TD II. This MG TD has proven a reliable mount in historic competition at Lime Rock. Found in derelict order, it was restored and race prepped by Braircliff Classic & Imported Service in Briarcliff Manor. It was a competition TD built with safety and reliability in mind. It has a good rollbar, fuel cell and a 5 point harness. The engine and gearbox were upgraded with performance and longevity in mind. To that end a forged steel crankshaft, Carillo connecting rods, Laystall alloy cylinder head and a Brown and Gammons camshaft have all been installed. In addition the car has been fitted with alloy cycle wings. The car comes with a VSCCA log book.
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