When the MG TA took over from the short-lived P-type in 1936, buyers could have been forgiven for failing to notice. It didn’t look much different to the PB and the OHC engine had been binned in favour of a Morris 10 OHV engine.

By the time the MG TC came along in 1945, the engine had been replaced by the venerable XPAG engine, and both the brakes and transmission had been improved markedly. However, it still looked pretty much the same – a wise classic buy, then?

Early TCs were built just after WWII so the driving experience is literally from another era. They might not appear quick on paper, but 55bhp in a car that weighs less than 850kg will always feel lively. And the legendary DNA that gives any purpose-built MG sportscar its get-up-and-go is obvious here – the only real drawback, in fact, is affording a good one in the first place…

Bodywork

In truth, there doesn’t appear to be much in the way of TC bodywork to assess – the doors are cut away, leaving only the twopiece bonnet, wings and rear body tub to worry about. The exposed and delicate wings in particular are vulnerable to dents and scuffs, however, although these cars’ relative rarity means that most enthusiast-owned cars have been restored extensively by now. Ignore any rust at your peril.

That said, problems still arise – the doors are notoriously prone to maladjustment and will foul the surrounding bodywork if not fitted correctly. Thankfully, packing (or, if you’re feeling particularly brave, physically bending) the two hinges should get a wonky door properly aligned again.

It’s a complex car, too – there are actually 22 separate body components, most of which were fitted and aligned purely by hand and eye at the factory, so replacing rotten examples isn’t easy.

Such is the inherent strength of the body, however, that it can – just – hold together a car whose wooden frame is essentially shot, so closer inspection is a must on any car. Being an MG, parts back-up is exceptional, so replacement wood is available, but accuracy is essential – if the original timber has rotted away, then using cheap patterns to replace them is a false economy. Replacing an entire frame is neither cheap nor straightforward.

Engine

The 1250cc XPAG engine the TC inherited from its TB predecessor is a little honey that could reach almost 80mph in period. Rough running or reluctance to start could be something as simple as SU carbs in need of refurbishment or adjustment, but cars requiring restoration can suffer from all manner of maladies, ranging from seized valve stems (owing to poorly gapped valve guides; a consequence of which in extreme circumstances can be irretrievably damaged rocker arms) to worn camshaft lobes.

Seemingly low (20psi) oil pressure gauge readings while a car is idling shouldn’t be any cause for alarm as long as it rises to around 50psi at speed. Using a higher grade of oil is known to improve idling oil pressure slightly to around 25psi, but don’t discount the possibility of the gauge itself being faulty.

Engines are tougher than you might think – common strip-down and re-build procedures involve a re-bore, new pistons, new camshaft and crank, together with a fresh oil and water pump. This might sound like a lot to swallow in one go, but should be enough to restore health to a tired, but fundamentally sound engine.

Running gear

A noisy gearbox isn’t an uncommon TC trait, and if waggling the gear lever mutes the noise then chances are the fault lies with a failing (or failed) bearing within the remote linkage. The assembly which houses the bearing can, however, be re-bored and re-sleeved with plastic to eliminate the problem. Persistent jumping out of gear, however, is more serious and likely to warrant a gearbox re-build or, in a sworst case scenario, complete replacement. It’s worth remembering, incidentally, that a Riley RM gearbox is all but identical to the MG TC’s, and will fit with minimal modifications, so long as you have the TC bellhousing. The ratios are different, however, meaning you’ll also have to invest in a higher ratio differential if you go down this route.

Interior

Leaky hoods, deteriorated wet weather gear and so on can wreak havoc on a TC’s snug interior, but thankfully there is extremely good parts back-up for these cars, just about all the associated fixings and fittings you’ll ever need are readily available.