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Page 679. 1950 MG Y-Type. Restored & Ready to Use

1950 MG Y-Type

This is a well-restored example that is ready to use.

Mileage: 37,320

This beautiful 62-year-old MG underwent a body-off restoration by the previous owner.

My friend Peter in Yorkshire now owns it, and he has asked me to advertise it for him.

Peter resprayed the car (he resprays vehicles professionally). Everything has now been refurbished on the car except the headlining. Peter has purchased a new headlining, but it needs to be installed.

If you want to turn it into a concours example, there are a few minor jobs to do, such as varnishing the wooden dashboard and door trims. Although the car is perfectly good as it is now.

It was recently serviced, and has a new battery and tyres. It starts easily and runs well.

Please phone Peter directly (phone number below) to arrange viewing and to purchase the car.

THE CAR IS LOCATED IN SKIPTON, YORKSHIRE.

DELIVERY CAN BE ARRANGED WORLDWIDE

BUT FOR UK SALE,

PLEASE ARRANGE YOUR OWN TRANSPORTATION

TO VIEW THE CAR, PLEASE PHONE PETER:

07768-510356

FOR INTERNATIONAL ENQUIRIES,

please email  me as below

 

 

 

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THE MG Y-TYPE

History

The Y Type was the third MG saloon car of a series ready for the market just before WW2 started. The first was the huge MG SA saloon based on the Wolseley 18/80; the second was the middle model VA based on the Wolseley 12/14; the third was the small YA based on the Morris/Wolseley 8/4 with then engine of the 10/4. This gave MG an 18, 14 and 10hp range. The MG company had been stifled from producing its multiple models of small four and six cylinder sports and racing cars by the new Managing Director of Morris Motors, one Leonard Lord. He considered that racing was a waste of money, and had drawn in the reigns of MG and reducing Cecil Kimber from the Managing Director of MG to just Works Manager of Abingdon. Lord insisted that in future, all MGs would be based on corporate cars and the corporate parts bin. That meant MG had to use what was already in production with Morris and Wolseley. As a guide Morris were the family and less polished cars with side-valve engines; Wolseley was the posh end with ohv and some ohc engines but using basically Morris chassis, bodies and OHV conversions of sv Morris units. By 1938 the new Y Type, that used the centre section of the humble Morris 8 Series ‘E’ with a bored out Morris Ten Series ‘M’ engine, gearbox and rear axle, all fitted to a new fully boxed in ladder chassis, was ready for sale. It should have appeared in the 1939 London Motor Show, but WW2 intervened.

Some say that Gerald Palmer was responsible for the boot-bustle added to the rear of the Morris 8 body, and the extended bonnet from the Morris Ten used on the Y Type. Palmer rejects this in his autobiography. Perhaps Cecil Kimber had a hand in the styling; it was after all his forte. Underneath the very mid-1930s styling of the YA was a very modern ohv engine of just 1250cc, taken from the MG TB but fitted with only a single carburettor, and independent front suspension (ifs) with rack and pinion steering. Others still used worm & peg steering boxes with their attendant excessive play. The car handled so well that after WW2 MG used it as the basis of the very successful MG TD (and taking seven inches out of the chassis length to do so).

The facts are that now the little sports saloon is a very attractive car, and there are not many good ones left about. Before 1995 many were scrapped for their running gear as this fitted the MG TB,TC, TD and TF sports cars.

The Facts

So the MG Y Series is a 1930s design. In the 21st Century it is well to remember that fact. 
For instance, the Y Series does NOT have-;

  • Power steering.
  • A brake servo.
  • Disc brakes.
  • Radial ply tyres as original.
  • Fuel injection.
  • An engine management system.
  • An oxygen sensor.
  • Telescopic dampers.
  • Independent rear suspension.
  • Monocoque construction.
  • Central locking.
  • Windscreen washers (only required on cars with fixed windscreens, by law in 1970).
  • A pressurised cooling system.
  • An air filter, (it is only an air silencer).
  • A main beam light.
  • An engine temperature gauge.
  • Child proof rear door locks.
  • Seat belts (see later for legal problems here).
  • Air bags.
  • Negative earth system for modern radio/CD players and LED lamps.
  • Any crushable accident body zones.
  • A heater.
  • Windscreen demisting system.
  • When built, rear reflectors (but now mandatory so most have them fitted since 1956).
  • Quartz halogen headlamps.
  • Flashing indicators.
  • An ergonomically laid out dash board.
  • Tachometer.
  • Electric window winders.
  • Reinforced doors with side crash bars.
  • Synchromesh on first gear.
  • A five speed gearbox.
  • A long 10,000 mile service interval.
  • As built the engine is not lead-free petrol compatible (but see later).
  • A catalytic converter.
  • Hydraulic tappets.
  • Electronic ignition.
  • The Y Type DOES have
  • A top speed of only 69mph giving a cruising speed of 50mph maximum.
  • An opening sun roof.
  • An opening windscreen.
  • A reversing light.
  • An adjustable steering column.
  • Limited front seat fore and aft adjustment.
  • Independent front suspension when others were still using beam axles and cart springs.
  • A separate boxed in steel ladder chassis.
  • On the YA and YT a rear axle locating Panhard rod.
  • On the YB a front anti-roll-bar.
  • A lively ohv engine whilst many were still fitting asthmatic side-valve units.
  • Excellent road manners and handling (why it was used as a basis for the TD sports car).
  • A wide torque curve requiring only a four-speed gearbox (you can run down to 20mph in top).
  • Leather and polished wood interior.
  • A style and character that no modern car can ever match.
  • A radiator cap that really is the filler for the radiator.
  • Semaphore ‘Trafficator’ indicators, all the rage in the 1930s.
  • Forward opening ‘suicide’ front doors giving a much more natural entry and exit.
  • A ‘choke’ necessary for engine starting in cold weather.
  • A starting handle very useful in cold weather, a flat battery, or for servicing.
  • A 1000 mile service interval for certain grease points in the front suspension and steering.
  • A 3000 mile engine oil change period with 6000 miles for the (non-spin-off) oil filter.
  • A large steering wheel to give the correct leverage for the accurate steering.
  • Drum brakes all round, single leading shoe on the YA and YT, twin leading shoe on the YB.
  • Interior light, rare in those days, but it does not work off the doors.
  • Rear grab handles for rear seat passengers, and a central liftable arm-rest.
  • Positive earthing electrical system, modern cars are negative earth. Limits your accessories.
  • Synchromesh on three upper gears.
  • Spiral bevel rear axle on the YA and YT, more modern hypoid rear axle on the YB.
  • Some fit an alternator which are all neg-earth, and a few fit seat belts but this requires reinforced areas of the chassis adding and the ‘B’ post problem solving. Not to say anything of an insurance company’s requirements for an engineer’s report.
  • What to Expect

  • The reason the MG Y series cars did not sell very well was simply because they were out of date in their styling when they were introduced to the car market in 1947. Remember it had been almost ten years earlier when it was designed and built. Even though its specification was right up to date, the separate wings, running boards and narrow tall bonnet and radiator dated it. You only have to look at what other cars were styled like in 1947-50. By 1953 the model was deleted and the much smoother, faster, bigger and stylish MG ZA arrived (using Austin Cambridge running gear, as Austin and Morris had amalgamated by then to become BMC).
Study the interior pictures of the dash. Not very well laid out at all, switches all over the place, none labeled either. It is doubtful if a modern car owner would even be able to start the car today. He would probably break the ignition key in its lock by trying to twist it to operate the starter. No, you pull another button for that, the ignition switch only switches on or off the ignition. If it is cold weather you would also need to ‘set the choke’ by pulling out its knob (note the clothes peg in the photo under the dash, it is just the right width to hold out the choke). This ‘enriches’ the mixture for starting and increases the idle rpm a little. But it must be pushed in as soon as possible or you will drink fuel and wash off the oil from the cylinder bores. There is no EMS on this car to do all this for you, YOU are the engine’s management system.

This info with thanks to - http://www.mgccyregister.com/node/18190

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