1953-1958 MG Magnette

Following the merger of two British automotive competitors to form the British Motor Corporation (BMC) in the early 1950s, the company introduced a novel compact sedan—the 1953-1958 Magnette. While it bore the MG emblem, its design and engineering drew from a variety of influences.

Classic Cars Image Gallery

The car didn’t resemble a traditional MG. In the early 1950s, Britons were accustomed to T-Series sports cars and charming Y-Type sedans. MGs were rugged and outdated, featuring flared fenders, protruding headlights, and stiff suspensions that could shake you to the core.

However, the 1953 Magnette ZA broke the mold. It boasted a sleek appearance, a smooth ride, excellent cornering stability, and ample room for four passengers. It was unlike anything MG had produced before.

However, our perspective shifted once we discovered the designer behind it. It wasn’t the traditionalists from Abingdon (MG enthusiasts weren’t fond of steel roofs) or the veterans at Morris Motors. Instead, it was a fresh talent, Gerald Palmer.

After designing the sleek 1947 Jowett Javelin sedan, featuring an aerodynamic body and a flat-four engine, Palmer was lured back to Morris as the chief designer for MG and Riley. "My task," Palmer once remarked, "was simply to create new cars. There was no product planning or guidelines. I just had to propose ideas and hope they’d be approved. Fortunately, they were."

Although conceptualized at Morris, the ZA Magnette was among the first vehicles launched by BMC, following the much-discussed merger of two long-standing competitors on March 31, 1952.

On one side stood Austin Motors, founded in 1906 in Longbridge, near Birmingham in the British Midlands. Its founder, Herbert Austin, a farmer’s son, was later knighted and, in 1936, became Lord Austin in honor of his contributions to British industry.

One of the company’s most significant prewar achievements was the compact, no-frills, and affordable Austin Seven, introduced in 1922. Ambitiously, Sir Herbert established a factory in Pennsylvania to produce it as the American Austin starting in 1929. However, sales were disappointing despite the worsening U.S. Depression, and production ceased after five years.

The vehicle was quickly revamped into the American Bantam, produced by a restructured firm that eventually won the contract to design the U.S. Army jeep.

To learn more about the evolution of the 1953-1958 MG Magnette, proceed to the next page.

For additional details about automobiles, check out:

1953-1958 MG Magnette Development

Gerald Palmer's journey in designing the 1953-1958 MG Magnettes was a challenging and lengthy endeavor. Morris Motors, BMC's counterpart, was established in Cowley, near Oxford, by William R. Morris.

He was also knighted in 1929 and later granted a peerage in 1934, adopting the title Lord Nuffield. By then, his enterprise, renamed the Nuffield Organisation, included not only Morris and MG but also Riley and Wolseley, among other companies he acquired over the years.

Lord Nuffield, a skeptical individual who harbored a dislike for Lord Austin, found it ironic that the merger of Austin and Morris was largely orchestrated by a man who had worked for both. This was Leonard Percy Lord, a production expert and self-proclaimed car designer.

Although Morris was Britain's leading automotive company as early as 1913, Lord played a key role in its expansion—only to be dismissed by Lord Nuffield in 1936 over a profit-sharing dispute. Seeking retribution, Len Lord joined Austin around two years later and took over its leadership by 1942, following Lord Austin's passing the previous year.

By the early 1950s, he had transformed Austin into a sales rival to Morris, thanks to newer, more contemporary postwar models. However, Lord recognized that fierce competition was hindering both companies and had long advocated for a merger with Morris. It took years, but true to his character, he eventually succeeded.

This was the context for Gerald Palmer's work on the ZA Magnette. His initial proposal, which faced little opposition, envisioned not only a new MG but also a new Wolseley sedan, both sharing the same unitized structure, mechanical components, and design.

In a move reminiscent of General Motors, he differentiated the models by positioning the Wolseley two inches higher, a change he believed could be easily achieved by adjusting the fenders, underbody sills, and suspension mounting points. Initially, MG had minimal involvement in the project, lacking a formal design department at the time.

However, MG's general manager, John Thornley, demanded final approval over the styling, the use of the iconic MG octagon badge, and other specifics. He also selected the name, drawing inspiration from MG's renowned 1930s lineup of six-cylinder Magnette sports cars.

To learn more about the MG Magnette ZA, proceed to the next page.

For additional details about automobiles, explore:

1953 MG Magnette ZA

Gerald Palmer was required to utilize existing engines, gearboxes, and axles for his new MG/Wolseley, which was initially planned to feature a separate wood-framed body distinct from the MG Magnette. This approach highlighted the indecision within the Nuffield group and the overall complacency of the British automotive industry at the time.

However, with the formation of BMC under Leonard Lord's leadership, priorities shifted. Lord aimed to introduce a new family of engines as quickly as possible, forcing Palmer to revise his initial plans.

As a result, the new Wolseley, named the 4/44, debuted as planned in the fall of 1952, equipped with the older MG powertrain as originally intended. Meanwhile, the Magnette, which was supposed to launch first, was delayed by a full year to incorporate BMC's new B-series engine and transmission.

The unit body and chassis were outsourced to the Pressed Steel Company, an independent body manufacturer located near BMC's main Cowley plant, where the vehicles would be painted.

For reasons unclear, it was decided to assemble the Magnette in Abingdon, south of Oxford, while the 4/44 would be produced at Cowley alongside other Wolseleys and Rileys. This decision, though seemingly illogical, was characteristic of BMC's approach.

The design of the new models stood out as strikingly sleek and appealing, especially when compared to earlier MG vehicles.

"I had attended several European auto shows," Palmer explained, "and realized how exceptional Italian designs were. In contrast, British styling was lackluster. As with the Javelin, I took full responsibility for the styling of this new car. This time, I aimed to incorporate Italian influences. To achieve this, I focused on lowering the roof and floor-pan, which also justified the unit construction. Additionally, Pressed Steel handled much of the body engineering, making it a practical choice for mass production."

While the Magnette's powertrain was primarily developed externally, it's impressive that the core team consisted of just Palmer and 10 engineers. Today, with the reliance on computers, it would likely take over 100 people just to debate whether a car project was worthwhile.

The Magnette ZA debuted in October 1953, but only eight units were produced by year-end, aside from a few motor-show models. This delay was largely due to the time required to ramp up production of the new B-Series powertrain.

Full-scale production didn't kick off until February 1954, reaching approximately 80 cars per week by the end of that year. By 1955, output surged to over 180 units weekly, making the ZA the best-selling MG sedan in history.

Discover more about the MG Magnette B-series on the following page.

For additional details about automobiles, explore:

1953 MG Magnette ZB

By the standards of the 1950s, the MG Magnette was an elegant and compact vehicle, with clear Italian design influences evident throughout. (For proof, compare it to Lancias of the same era.) So what if the trunk was modest and rear legroom limited?

It offered significantly more space than the older Y-Series, and its classic MG grille adorned one of the most contemporary sedan designs Britain had produced in years (excluding the latest Jaguars).

However, the ZA Magnette appeared compact—and it was, measuring just 167.5 inches in length with a 102-inch wheelbase and a narrow profile. It also lacked substantial power.

While the 1489-cc version of the new B-Series four-cylinder engine eventually delivered 72 horsepower (in 1956 MGA models), it initially produced only 60 horsepower in the Magnette.

Still, this was a significant improvement over the YB's 46 horsepower, and the Magnette featured a smooth four-speed manual gearbox to make the most of it. This transmission also appeared in the MGA, where it was universally praised.

Although the ZB was produced for only two years,

its total production numbers surpassed those of the ZA.

The Magnette's B-Series overhead-valve four-cylinder engine was a heavily revised version of the unit first introduced in Austin's 1947 A40 Devon, a compact car that achieved modest success in the U.S. While not particularly refined, the durable B-Series engine would go on to power a wide range of BMC models for almost 20 years.

Initially available in two displacements, 1200cc and 1489cc, the engine's size gradually increased—first to 1588cc (MGA 1600), then to 1622cc (MGA 1600 Mk II), and finally to the 1798cc version that drove MGBs until their discontinuation in 1980.

The B-Series engine also found use in various BMC and British Leyland light trucks into the 1980s and remained in production until 1997 in India's Hindustan Ambassador sedan, which was based on the mid-1950s Morris Oxford Mark II.

Explore the next section for insights into the performance and design of the MG Magnette.

For additional details about automobiles, check out:

1953-1958 MG Magnette Performance and Styling

The MG Magnette delivered exceptional handling. The Autocar, a British weekly, praised it in a November 1954 review: "Whether on wet or dry roads, its performance remains consistent... Only a slight, controllable drift and minimal body roll hinted at high speeds. Its cornering ability is truly impressive."

With just 60 horsepower pushing nearly 2,500 pounds, the ZA wasn’t particularly fast, even by British standards. However, its charm lay in its design, personality, and interior quality.

Similar to the recently launched Morris Minor, which shared the same design lineage, the Magnette boasted excellent road grip and precise rack-and-pinion steering.

Its front suspension, featuring coil springs and wishbones, was perfectly suited for the task, while the rear beam axle, supported by semielliptic leaf springs, was stabilized by a robust torque arm connecting the axle to the chassis.

However, initial assumptions proved incorrect, as an additional front suspension tie-bar had to be installed, and the torque arm was removed before the first deliveries (though after the public debut), as engineers discovered it didn’t perform effectively.

The ZA also impressed with its interior. It was a modest four-seater without any grand pretensions, featuring individual front seats, a floor-mounted gear lever, and a central handbrake. Yet, it offered genuine leather upholstery and carpeting instead of basic rubber mats.

The dashboard appeared to be wood-trimmed, but a closer look revealed a mix of wood, painted metal, and Bakelite plastic. Initially, only four exterior colors were available, and options were limited, but demand for the car remained consistently high.

While it didn’t fully meet BMC’s aspirations of being a "quality car"—evident in the faux wood dashboard—the Magnette still presented a tidy appearance. Priced at $2,475 (including East Coast delivery), it offered a modern take on the classic upscale British automobile.

Discover the updates made to the 1953-1958 MG Magnette in our concluding section.

For additional details about automobiles, explore:

1954, 1955, 1956, 1957, and 1958 MG Magnette

Early modifications included the introduction of swiveling front-door vent windows in March 1954 and the addition of more nonmetallic color options. The slow production ramp-up led to fierce competition among magazine editors to secure test vehicles, with many having to wait until the 1955 model year. Some even bought their own cars for testing purposes.

BMC quickly introduced the Magnette to the lucrative U.S. market, aiming to leverage the strong fanbase established by MG's sports cars. While exact numbers are scarce, records show 312 Magnettes were shipped to the U.S. in 1954, and it’s probable that over 300 were exported the following year, when the dashboard was upgraded with fully polished wood trim.

The MG Magnette received updates for 1957, transitioning from the ZA to the ZB. This included subtle styling tweaks, such as revised side decorations, along with a 4-horsepower boost (achieved through higher compression and double valve springs) and revised gearing. The standout additions were an unusual transmission option called Manumatic and the introduction of the "Varitone" body style.

Developed by Automotive Products/Lockheed, Manumatic was a clutchless manual transmission similar to Volkswagen’s later "Automatic StickShift." It used a combination of electrical and hydraulic systems to disengage the clutch when the driver applied pressure to the gear lever. A centrifugal clutch handled take-off from a standstill.

Manumatic performed well when perfectly calibrated, but this was seldom the case. Additionally, its extra cost (around $140) made it unpopular. Only 496 units were sold (approximately 110 in North America) before the option was discreetly discontinued in 1958.

The Varitone body option fared better, partly due to its larger, slightly wraparound rear window, inspired by American designs. It also featured stylish two-tone paintwork, with the secondary color extending from the hood over the roof and trunk, following a crease along the upper body.

Varitone Magnettes were visually appealing, but BMC complicated the production process by transporting standard "small-window" body shells from Pressed Steel to Morris Motors, where the rear window aperture was manually enlarged.

This customization came at a cost: In the UK, a Varitone was priced at £8 compared to £1 for a single-color, small-window ZB. (At the time, these amounts equated to $3,018 and $2,915, respectively.) Despite the higher price, the option gained popularity. Out of 18,525 Magnettes produced between 1957 and 1958, 7,803 were Varitones, representing roughly 42 percent of total production.

Sales figures also improved over time. In 1958, the final year of this Magnette generation, 9,438 ZBs were manufactured—a modest number by American standards but a significant achievement for Abingdon's planners.

While too heavy to excel in racing, the final Magnettes boasted a top speed of 86 mph, impressive for a small-engine British sedan. It remained one of the best-handling sports sedans of its era.

By this point, Gerald Palmer had already transitioned to GM's Vauxhall subsidiary in Luton, leaving behind a less dynamic engineering team based primarily at BMC's Longbridge facility, the former Austin plant. This team seemed unlikely to develop a successor to the Magnette.

As expected, the 1959 Mark III was poorly received, with the British press offering no praise. It was essentially a modified version of the awkward new-generation Austin Cambridge. Fortunately, it was never produced at Abingdon, where John Thornley and his team were far more content manufacturing MGAs, Austin-Healey Sprites, and soon, MGBs and Healey 3000s.

For additional details about automobiles, explore: