Top 20 best MG sports cars

Before Old Number One, cars had been modified to MG specifications, but this was the first to actually bear the MG badge. Cecil Kimber designed it with one goal in mind: winning races. This car made its debut at the 1925 Land’s End Trial and was crafted on a bullnose Morris Cowley chassis. While not the inaugural MG model, it was the company's first purpose-built car for sporting endeavours.

The significance of this MG cannot be overstated. Introduced in 1929, it was derived from the Morris Minor platform and featured a Wolseley-designed overhead-cam engine. A total of 3,235 units were produced between 1928 and 1932. Reviewers at the time praised its performance, stating, “Driving at sixty or sixty-five miles per hour is not just an adventure but pure delight; acceleration is very lively – overall, an incredibly captivating little vehicle.” By 1931, with enhancements such as a four-speed gearbox, it became the first 750cc car to achieve a speed of 100 miles per hour.

Jumping ahead to 1934, MG introduced the P-Type as a successor to the J2, boasting 'over 100 new and improved features' compared to its predecessor. MG hailed it as 'The World's Finest Competition Car.' Initially powered by an 847cc engine, it was later upgraded to a more potent 939cc engine with the PB model in 1935.

The T-Type series kicked off in 1936 with the TA and continued until the MGA succeeded the TF in 1955. The TA, larger and more spacious than its predecessor, the P-Type, featured a Morris-sourced 1292cc four-cylinder engine producing 50bhp. This power enabled the TA to reach a top speed of 79mph. A total of 3,003 units were manufactured before it was succeeded by the TB model.

In 1939, MG introduced the TB, which, though visually similar to the TA, featured centre-laced wire wheels, semaphore-type indicators, and redesigned cooling louvres on the bonnet side panels. MG enthusiasts warmly embraced the TB, especially for its new 1250cc XPAG engine, known for its tunability and reliability compared to the TA's motor. Unfortunately, only 379 cars were produced before the outbreak of the Second World War.

After the war, MG reintroduced the T-Type line-up with the TC model. Essentially a wider version of the TB, the TC featured rubber bush shackles instead of sliding trunnion spring mountings. It was faster, equipped with the XPAG engine featuring twin carburettors and a four-speed gearbox with synchromesh on all forward gears. Despite being exclusively right-hand drive, the TC marked the first MG to be exported to the US, boosting production to 10,000 units.

The TD, produced in a total of 29,664 units, emerged as the most popular of the T-Type MGs. Introduced in 1949, it represented the first major redesign since the TA of 1936, though not all alterations were universally praised. The shift from wire to disc wheels stirred the most controversy, despite the practical benefits of easier maintenance and increased durability on Britain's uneven roads.

Debuted in 1953, the TF served as a transitional model as MG prepared for the launch of the MGA. Its faired-in headlights imparted a more contemporary appearance, yet the T-Type design was beginning to show its age compared to competitors like Triumph and Austin-Healey. Despite this, Road & Track dubbed it 'America's best sports car buy,' though it faced challenges in a market dominated by V8 muscle cars. A total of 9,600 TF 1250 and 1500 models were manufactured before production ceased in 1955.

The launch of the MGA in 1955 was eagerly anticipated. Stylistically, it was a world apart from its predecessor, the TA, despite a two-decade gap between them. The MGA featured a modernised chassis with components borrowed from the ZA Magnette saloon, including a 1489cc engine, drum brakes, independent front suspension, rack-and-pinion steering, and a four-speed gearbox. Within a year of its debut, the MGA roadster was joined by a coupe variant. Over subsequent years, the engine was upgraded to 1588cc in 1959 and 1622cc in 1961.

The MGA Twin-Cam, the swiftest of the MGA line-up, boasted a 1588cc twin overhead cam engine delivering 108bhp. This allowed it to accelerate to 60mph in a respectable 9.1 seconds and reach a top speed of 113mph. However, reliability issues tarnished its reputation. Coupled with stiff competition from Triumph TR3A and Austin-Healey 100/6, sales trickled to just 2,111 units sold between 1958 and 1960. Today, its combination of speed and rarity renders it the most valuable MGA model in 2023.

The Midget started as a rebranded version of the Austin-Healey 'Frogeye' Sprite but surpassed its sibling by nearly a decade. Continuous development ensured its longevity through the 1960s and '70s, with production wrapping up in 1979 after a total of 224,843 units were built. In 1974, Triumph's 1493cc engine was introduced to meet US emissions standards, resulting in the production of 73,889 units with this engine configuration.

The MGB is likely the first MG sports car that comes to mind for many. It's considered the quintessential British roadster and held the title of the most popular sports car of all time until the Mazda MX-5 arrived. While its suspension was borrowed from the MGA to control development costs, the MGB featured an enhanced 1798cc B-Series engine generating 96bhp. Its competitive price undercuts both the Triumph TR4 and Sunbeam Alpine.

In 1965, three years after the roadster's debut, MG introduced the MGB GT at the Earls Court Motor Show. Styled by Pininfarina, the GT shared a striking resemblance to the MGB Berlinette, a limited-production coupe crafted in Belgium. Sir Alec Issigonis famously remarked to designer Jacques Coune that it appeared "too Italian." The MGB GT enjoyed immense success, contributing 125,282 units to the total production of 513,276 MGBs.

The GT V8 was conceived by Mini racer Ken Costello, who saw the potential to fit an ex-Buick Rover 3.5-litre V8 engine into the MGB's engine compartment. Unlike the MGC, which struggled with the hefty 3.0-litre straight-six shared with the Austin 3-Litre, the GT V8 featured an aluminium engine that was comparable in weight to the 1800cc unit. However, due to the fuel crisis, only 2,591 units were ever produced.

Introduced in 1967 as both a roadster and GT model, the MGC sparked controversy at Abingdon. While enthusiasts acknowledged the potential for the MGB to handle more power, the MGC struggled with its 3.0-litre straight-six engine, resulting in a nose-heavy feel that compromised the B's renowned handling. Although suitable as a grand tourer, sales were sluggish, totalling around 9,000 units evenly split between the two body styles before production ceased in 1969.

While we appreciate the MG versions of the Metro, Maestro, and Montego, they didn't quite live up to the legacy of MG sports cars. Just before the MGF arrived, the RV8 made its debut as a revamped MGB. It boasted a body by British Motor Heritage, a 3.9-litre Rover V8 engine generating 185bhp, and updated suspension. Of the 1,983 cars produced, approximately 1,500 were exported to Japan after its unveiling at the 1993 Tokyo Motor Show.

Despite being frequently overlooked in favour of the Mazda MX-5, the MG F debuted in 1995 to widespread praise. Equipped with a 1.8litrer K-Series engine producing either 120bhp or 145bhp, the F boasted Hydragas suspension and a five-speed gearbox. Its mid-engine design contributed to exceptional handling, complemented by a ride quality typically uncommon in sports cars. A total of 77,269 MG Fs were manufactured before production ceased in 2002.

The TF was another triumph for MG, becoming one of the UK's top-selling sports cars. Nearly 40,000 units were produced before MG Rover's closure in 2005, curtailing its chance to surpass its predecessor. With updated aerodynamics and steel spring suspension, the TF offered a sharper driving experience compared to the MG F. In a surprising turn of events, the TF returned in 2008 as the MG TF LE 500 after NAC acquired MG Rover's remaining assets.

MG faced turmoil when it introduced the SV as a flagship model for its line up. Originally developed as the De Tomaso Bigua and later the Qvale Mangusta, the SV was redesigned by Peter Stevens to bear the MG badge. Manufactured in Italy, the SV underwent final assembly in the UK. It offered two V8 engine options: a 4.6-litre in the SV and a 5.0-litre in the SVR. Only 82 cars were reportedly produced; currently, 19 are still in use on UK roads, with another 23 declared off-road under SORN.

The MG Cyberster, crafted by the MG Advanced Design Centre in London, pays homage to the brand's heritage as a two-door, two-seater sports car. It merges classic styling elements from the MGB Roadster with modern technology, boasting features like an interactive gaming cockpit and 5G connectivity. Its intelligent all-electric design promises an estimated range of 500 miles and a rapid 0-100km/h time of under three seconds.