Before the outbreak of the Second World War, from 1932 to 1934, the British marque MG produced a lightweight two-seater roadster known as the J2. Over its three-year production run, only 2,083 units were built. Equipped with an 847cc inline-four OHV engine, the J2 earned a reputation for its lively handling and approachable price, making it a beloved entry point into sports car ownership at the time.
Where better than the
MG Owners Club to read a brief history and the technical specifications.
Announced in August 1932 the J2 Midget was outstanding value for just £199 10s. and was within the reach of many enthusiasts of the era. It was based on the successful design of the C type or Montlhery Midget as it was better known, a direct derivative of the M type. From the outset the car represented everything that was right in basic sports car design incorporating such things as a large rear mounted slab type petrol tank with a huge fast fill1 petrol cap, fold flat windscreen with optional aero screens, centre lock wire wheels, remote control gear change, and a spring spoked flat steering wheel. A temperature guage, eight day electric clock, leather securing strap over the bonnet and protective mesh grilles for the headlamps and radiator completed the package of extras for an additional cost of £12 12s.
The chassis layout followed that of the C type incorporating virtually straight side members passing under the rear axle with tubular cross supports. The suspension was half elliptic all round on sliding trunnions. Cable operated brakes utilising 8 drums were quite effective for the size of car. The hand brake lever was mounted on a shaft linked to the foot pedal and four cables which allowed easy adjustment of the brakes. Friction type Hartford shock absorbers were fitted front and rear, with the latter being mounted transversely. The chassis was lubricated by a Tecalemit central greasing system, with the grease nipples neatly grouped on the back of the bulkhead wall. Other features of the chassis included a 12 volt Rotax lighting and starting system, Rudge Whitworth wire wheels and Marles steering gear which was adjustable for rake.
Whereas its forerunner the J1 was offered with 4 seater open or closed bodywork, the J2 was strictly a 2 seater and set the fashion in MG sports cars for many years to come. With its classic two humped' scuttle and low 'cut away doors the car was a masterpiece of simple, functional race bred design and is today considered by many to be one of the classic sports cars of all time. The long bonnet conceals not only the engine but gearbox, foot controls and the legs of the driver or passenger! On lifting the bonnet it seems odd by todays standards to peer into the footwell and cockpit from the engine compartment, but this design had its advantages for ease of maintenance. The tail of the car was short and stubby only extended by the 12 gallon slab tank, and the strapped-on spare wheel. Initially the car was produced with cycle-type front and rear wings, to be replaced a year later with long swept wings.
Power came from the well tried 847cc engine as used on the successful M type which was originally derived from a Wolseley unit. With an eight port crossflow cylinder head and twin SU carburettors, this unit produced a healthy 36 bhp at 5500 rpm, though with only a two main bearing crankshaft, revving the engine to its maximum soon produced premature failure of the flimsy crankshaft. A vertically mounted dynamo was driven off the front end of the crankshaft, with its armature forming part of the overhead camshaft drive. This particular design was a weak point on these engines with seals leaking oil into the dynamo causing embarrassing flat batteries.
The gearbox had four forward speeds unlike the earlier three speed gearboxes of the M and D types; it also had a neat remote gear change enclosed in an alloy casting, bringing the gear lever very conveniently to the driver's hand. The top two ratios were close, giving a good high speed range, whilst first and second gears were sufficiently low for either trials work or the unexpected very steep hill, with a fair step between second and third. A single plate dry clutch transfers the power via a Hardy Spicer prop shaft to the three-quarter floating rear axle
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