The MG Midget turns 60

We're currently wishing a very happy diamond anniversary to a very iconic British car. Yes, the MG Midget turned 60 in 2021, its first generation having hit UK showrooms way back in 1961.

Launching right at the start of the 1960s, the prime decade for quick, fun and good-looking British roadsters, the Midget enjoyed a hugely successful, 18-year production run. More than 200,000 Midgets found homes, as did some 140,000 of its sister car, the Austin-Healey Sprite (we'll get into the subtle differences between those two cars in a moment).

So strap in as we look back on the Midget's illustrious career at the top table of fast, fun and affordable British roadsters. After that, we'll offer some advice on how you can get in on the brilliant adventure that is Midget ownership.

And by the way, if you are thinking of going down the Midget route, we strongly recommend arranging some classic MG insurance for your new acquisition. Here at Lancaster, it’s one of the most popular marques that we cover and we would always advise you to protect your little British classic against the repairs and restoration work that may be awaiting you further down the line.

The Midget: a history
1958-61: Preparing the ground

It's possible to take various different starting points for the MG Midget saga. Most accurately, though, the Midget story begins with the first Austin-Healey Sprite of 1958. This car was nicknamed the 'Frogeye', because of those bulbous front headlights that sat above, rather than either side of, a broad, gaping grille.

The Sprite was the brainchild of Donald Healey, who wanted to produce an affordable sports car for the masses (an idea later leapt on so memorably by Lotus, Mazda, Fiat and others). Based on the existing Austin A35 small family car, it swapped out the latter's single carburettor for twin carbs, thus raising power from 34 to a useful 43bhp.

This first-gen Sprite became best known for those distinctive headlamps. The funny thing is that the latter came about as a cost-saving decision – Healey had originally intended the car to have pop-up headlights.

The next waypoint on the Midget story is the 1960 concept car codenamed ADO34. (By the way, ever been curious what ADO stood for in that internal Austin naming system? That'll be 'Austin Drawing Office').

ADO34 showed a slightly different route that the Midget could have taken. Unlike the production Midget, which would be a rear-wheel drive car, this concept used the existing front-wheel drive seen in the Mini, which had made its debut the year before.

Both MG and Austin-Healey prepared versions of the ADO34, and there was even a coupé version, codenamed – you've guessed it – ADO35. However, the enormous success of the rear-wheel drive Midget, right from its debut in 1961, meant that the ADO34 never got any further.

1961-64: The first Midget proper

The MG Midget itself came into being because senior staff at the British Motor Corporation (BMC) wanted a replacement for the first-generation Austin-Healey Sprite, whose sales were just starting to tail off by 1960-61. And this was, after all, to be the decade of the small but desirable British roadster, as evidenced elsewhere by the Lotus Elan, Triumph Spitfire, Daimler Dart and Sunbeam Alpine. MG wanted a piece of the soft-top action.

The car was styled by Syd Enever, who would also design the larger-engined MGA and MGB cars. Indeed, the Midget took some cues from the MGB, which was to replace its MGA predecessor in 1962. Busy times at MG, the early 1960s!

The Mk1 Midget got Austin's 948cc, four-cylinder A-series engine, which was also doing service in the Morris Minor and Austin A40 Farina. New camshafts, larger valves and twin carburettors bumped the power up to 46bhp for the sportier Midget.

Costs were kept down by doing without external handles or locks on the doors, while the windows were simply sliding Perspex side-screens. A heater was an optional extra.

Around the same time, Healey's second-generation Sprite appeared, making the Mk1 Midget and Mk2 Sprite near-exact contemporaries. Indeed, for buyers today, the choice between these two iconic roadsters is an intriguing one. The Sprite is that bit rarer, although it sold in larger numbers than the Midget during the duo's debut year, 1961-62.

That was probably down to the Sprite being, by then, an established name on the market, thanks to that Mk1 'Frogeye' version. However, after that first year, the Midget would consistently pip the Sprite in the sales tables. As a result, the rarer Sprite will now command higher prices on the used market – well worth protecting with some specialist classic car cover. At any rate, the two cars looked similar, with the most obvious differences (apart from the badge) being the 'egg-crate' font grille that the Sprite maintained from its Mk1 predecessor.

Italian adventures: the Innocenti Spider

An interesting side chapter to the Midget story comes with the Innocenti Spider, an Italian version of the Midget / Sprite duo, also released in 1961. Italian coachbuilders Innocenti already had strong links with BMC: they had also produced their own Mini and, later on, would release an Italian version of the Austin Allegro.

Based initially on the 'Frogeye' Sprite, the Innocenti Spider launched at the 1960 Turin Auto Show, going into production the following year. At first, it went with the Austin-Healey’s 43bhp motor, but before long the Italians upgraded their car to the tweaked engine in the Midget, with its slightly larger 46bhp on tap. Innocenti did make some substantial changes of their own – installing longer doors, for example, as well as (the luxury!) proper wind-down windows. They also offered a hardtop version. Some 6,864 Spiders would eventually be made.

1961: the Midget goes rallying

In fact, 1961 was an eventful year for the Sprite / Midget family. For one thing, there was the Sebring Sprite Coupé, designed by John Sprinzel and unveiled at that year's London Racing Car Show. This car was based on the 'Frogeye' Sprite, but was effectively a very aerodynamic hardtop coupé. Pat and Stirling Moss competed in one of these cars at the USA's Sebring 4 Hours race that year.

And, talking of racing, three Mk1 Midgets got converted for rallying during 1961. Like BMC's recent sporting hit, the Mini Cooper, this trio of souped-up Midgets got Tartan Red bodies with a contrasting white roof. To save weight, the front wings, doors, bonnet and boot lid were all made from aluminium. Two of the trio competed in the 1961 RAC Rally, while their sibling took its bow at the following year's Monte-Carlo Rally. These cars got a larger, 995cc engine, tuned to fit Formula Junior specifications (the entry level class where drivers could harness cheaper components from production cars).

Tiny car… bigger engines

In fact, MG soon realised that the production car itself could do with a boost in performance, and in 1962 the Mk1 Midget got a bigger engine. This new 1098cc power plant, a stroked version of the 998cc block from the Riley Elf and Wolseley Hornet duo, actually did service in BMC / British Leyland cars until 1980, later featuring in the Mini Clubman and Austin Allegro.

It knocked the Midget's power output from 46 to 56bhp, with no weight penalty – and, buyers will have been delighted to note, a relatively small price rise of £23 (a little over £500 today). For that small extra outlay, you also got disc brakes on the front wheels, useful for bringing that increased engine power to a halt. Perhaps the most eye-catching change, though, was the time needed for the 0-60mph standing sprint: now 17.0 seconds, compared to the 948 engine’s 18.3-second time.

This had nothing, however, on the bespoke power upgrade that racing driver and engineer Jack Brabham offered to Mk1 Midgets from 1963. Brabham had already managed to prise a Coventry-Climax engine into a Triumph Herald, and now proceeded to repeat the feat in MG's smallest car.

The Climax's 1216cc engine gave the Midget an unprecedented 83bhp – and a top speed of 112mph. You could get a Brabham conversion on your MK1 Midget (which also, wisely, included front disc brakes) for a more substantial £360.

1962-1974: Mk2 and Mk3 Midgets – evolution, not revolution

The market that the Mk2 Midget entered in 1964 was rather different from that of its predecessor, and for one major reason: the Triumph Spitfire.

The latter car had launched in 1962 and made quite an impression on the marketplace, with its graceful looks and 1147cc engine. So, the new Midget had to up its game accordingly. It got wind-up windows instead of the fixed sidescreens of its predecessor, while new swivelling quarter-light windows were introduced just behind the wing mirrors. Exterior door handles also made their first appearance.

The retractable hood was also redesigned, becoming easier to raise, lower and secure in place. The 1098cc engine was retained, but power was tuned up to 59bhp, bringing the 0-60mph time down to 14.5 seconds and pushing the top speed up to 92mph.

Arriving in 1966, the Mk3 Midget brought some more subtle changes. Right from the start, the new generation got the 1275cc engine from the Mini Cooper S, albeit in a lower state of tune. Still, with 65bhp, it chopped half a second off the Midget's 0-60mph time (now 14 seconds on the button), and added 2mph to the top speed, peaking at 94mph.

Other changes included a new hood design: the Mk3 had a permanently fixed frame, which made the whole raising and lowering business easier. From the 1970 model year, some smaller changes followed – including a new black grille in place of the old chrome affair, plus squared-off rear lights like those on its MGB big brother. The car also got 'BL' badges on its front wings, as MG was now part of the newly formed British Leyland.

1972-74: a well-rounded personality

A little later, in January 1972, the look of the rear wheel arches changed – previously square at the top, they now became round. Many consider the round-arch Midgets from model years 1972 to 1974 to be the most desirable of all. It's perhaps not hard to see why: those circular arches lend the car the simple Italian grace of, say, a Mk2 Alfa Spider from around the same time. Some new colours, meanwhile, joined the Midget paint chart – with evocative names such as Harvest Gold, Bonze Yellow, Bracken, and Tundra.

Meanwhile, the Austin-Healey Sprite entered its fourth and final generation in 1966. Across its three most recent generations, the Sprite had lost out in sales to the Midget, so the car was discontinued in 1971. With competition within BL from both the Midget and the Triumph Spitfire, there just wasn't room for another competitor.

1974-1979: the Midget 1500

When it came to the final generation of the Midget, which arrived in 1974, changes were a little more evident. For one thing, the 1960s heyday of the roadster, where an open top and fun handling were all that mattered to drivers, were over.

MG owners now wanted a little more poke from their engines. So it was that, to stay competitive, the Midget adopted the 1493cc Triumph engine that also featured in the Spitfire. That car, incidentally, also got its final iteration, also dubbed the 1500, that same year.

Another good reason for the increased engine size was that, with the short-lived experiment with round wheel arches now at an end, the Midget had returned to square wheel arches – which meant greater rigidity, but also a slight increase in weight. This weight gain, though, was effectively neutralised by this bigger, pokier engine. Indeed, the 1500 was the quickest Midget, managing 0-60mph in 12.2 seconds and, splendidly, breaking the 100mph barrier at a nicely brisk 101mph.

Among the milestones of this last generation were the Jubilee special edition, brought out in 1975 to celebrate 50 years of MG. Then there was the Anniversary edition of 1979, commemorating a half-century of Midgets (yes, there'd been a previous MG Midget, also known as the M-Type, back in 1929). 1979 also saw, alas, the last Midgets leaving the company's Abingdon factory.

The final generation of Midget has rather different looks to those of its predecessors with those large rubber bumpers, which became a feature of so many cars at around this time, replacing the dainty chrome bumpers of the previous generations.

Why we love the Midget

The MG Midget is one of the most frequent cars for which we're asked to provide classics insurance here at Lancaster. And it really isn’t hard to see why: in its small size, light weight, perky handling and simple mechanicals, the car epitomises the joy of open-top motoring, and of classic car ownership at its most simple, fun and affordable.

The Midget's looks evoke that 1960s heyday of soft-top motoring, and it's one of the most instantly recognisable cars of its era. It also conjures memories of a high water mark in British motor manufacture, when cars like the Midget, the Mini, the Morris Minor and the Triumph Spitfire were the envy of the world – more so than the Marinas and Allegro generation that was to follow.

So yes, in short, here at Lancaster we are huge fans of the Midget: and we know that you are, in your thousands, as well. It's a car for which we'll be proud to continue providing classic car insurance for as long as possible.

MG Midget clubs to join

Whether you’re already a Midget owner, are thinking of buying one of these much-loved pocket rockets, or are simply interested in all things MG, we'd definitely recommend membership of an owners' club. And, happily, there is no shortage of friendly MG owners' clubs to join here in the UK.

These clubs offer several advantages, first and foremost of which is being part of a huge and welcoming community of passionate, knowledgeable fellow owners. If you are desperately seeking a spare part and finding it hard to come by, or want some expert advice on a restoration problem, an owners' club is an invaluable storehouse of expertise.

Another good reason to join a club is for a possible discount on your classic car insurance. At Lancaster, we have links with many UK classic car owners' clubs, and we are pleased to be able to offer members some attractive discounts on their annual classic car insurance premiums.

When it comes to the MG Midget, UK owners' club options include the MG Car Club, as well as the large and friendly MG Owners' Club, which proudly calls itself the world's largest single-marque club. If you want to get model-specific, you've also got the Midget and Sprite Club, which will celebrate 40 years in 2023.

The Midget: a brief buyers' guide

The Midget was deservedly popular during its near-two-decade lifespan. And, ever since it came off the production line, it's continued to be much cherished by drivers and restorers seeking something affordable, nice-looking, quintessentially British – and great fun.

But, for those wanting a slice of Midget action, which generation should you zoom in on? How much should you expect to pay? And what mechanical or cosmetic issues should you be on the alert for?

Well, as a broad rule of thumb, around £7,000 or £8,000 should secure you a decent Mk1, Mk2 or Mk3 Midget. If you can stretch to £10,000 or £12,000 you'll be able to get yourself a really nicely maintained example.

As with some other cars of this style and vintage (its MGB sibling, to take one example), the earlier, chrome-bumpered generations are considered more desirable than the final, 1500 generation with its bigger rubber bumpers. Given that, you may be able to secure a 1500 in good condition for as little as £4,000 or £5,000.

Of the three early, chrome-bumpered generations, the Mk3 is the one that most enthusiasts seek out. That's because, while maintaining the svelte '60s looks of the first two cars, it adds a few creature comforts that you'll be glad of – such as the bigger fuel tank.

So, what should you prioritise as you peruse the classified columns? Well, with the Midget, as with many other cars of this vintage, condition is key. All generations were somewhat prone to rust, and new Midget panels (or entire bodyshells) don't come cheap. So, in general, you should aim to buy on condition and cosmetics, rather than mechanicals. Being fairly simple, problems with the latter don't tend to be too expensive or time consuming to rectify.

A Midget checklist: what to look out for

Brakes, suspension, steering

Some hard-driven Midgets may have a suspension set-up that now feels rather loose and bouncy. Avoid these if you can, as those flabby driving dynamics will remove quite a lot of the fun from this car. Look out for rusty or worn kingpins, leaky dampers, and broken springs. You'll need the brakes to be in tip-top condition, too, so check for any worn discs, leaking brake hoses or rusty cables – all fairly common issues.

Bodywork

As we recommend often when going along to inspect a used car, we'd advise taking a magnet along to any Midget you're thinking of buying. You can use it to tell what's proper steel and what's filler. Take a screwdriver, too, to check the paintwork for rust. Sills, doors and wheel arches are all prone to rust. Don't forget that the car will have spent a lot of its driving life with the roof down, and rain may have got in, soaking carpets and causing the floors to corrode, so arrange for an inspection underneath if you can, too.

Bear these precautions in mind, though, and you should have some happy hunting in the classifieds. There are plenty of used Midgets out there, and a little time and application should help you to get your hands on one of those much-loved British roadsters.

Classic car insurance from Lancaster

It's hard to think of a car more instantly recognisable as a classic than MG's diminutive, delightful Midget.

As far as we're concerned, though, the Midget is just one of a vast range of cars that can be dubbed classics, and for which we are able to provide collector car insurance. Whatever car from our rich motoring past you own, we should be able to provide the classic car insurance you need.

Contact us to find out more.

Policy benefits, features and discounts offered may very between insurance schemes or cover selected and are subject to underwriting criteria. Information contained within this article is accurate at the time of publishing but may be subject to change.