Sell Your MG

Pre-war and T-series: TA, TB, TC, TD, and TF

The T-series MGs are the root of post-war British sports car culture. The TC was exported worldwide after 1945, especially to the United States, and set the template for what a 'sports car' was. The TD and TF modernised the formula with telescopic dampers and synchromesh. On classic car markets these cars are regularly undervalued, because the price gap between an original driving MG TC and a concours-restored example is wide, and the knowledge to judge that gap is not always present.

At Octane your T-series MG gets the editorial attention that suits its historical place: a photographic presentation that captures the detail, and reach among buyers who appreciate it. An early TC with a factory document, or a TD Mk II in a never-resprayed colour, deserves that context.

MGA and MGB: the heart of the market

The MGA, built from 1955 to 1962, is considered by many the most beautiful MG ever made. With 1500, 1600, and Twin Cam variants, this generation spans a wide price range. The MGB, in roadster and GT form, was the mass-market entry point with over half a million built; only a small fraction are now in concours condition. The MGC and MGB GT V8 are rarer variants with significantly higher valuations.

The auction format brings together MG enthusiasts who recognise the subtle differences between a chrome-bumper MGB and a rubber-bumper car from the seventies, or between a numbers-matching MGA Twin Cam and a later conversion. That knowledge translates into fair pricing and bids that do the car justice.

Midget, MGF, and the modern MGs

The Midget has earned a steady place as an accessible entry point for younger classic enthusiasts. The MGF and MG TF, with their mid-engined layout and Hydragas or coil-spring suspension, are a chapter of their own: for enthusiasts who want MG ownership combined with modern reliability. It is exactly this diversity that makes Octane a fit for MG sellers. The community includes both classic T-series fans and modern MGF drivers, and each segment finds its own buyers.

Rust and bodywork by generation

MGs have model-specific rust spots. On the T-series, the wooden frame elements and wings are the worry. On MGA and MGB, buyers check sills, floors, the rear crossmember, boot floor, and the well-known A-post attachment. The MGF has its own concerns: the famous coolant pipe running along the chassis and the subframe mounts. An MG sold without honest discussion of body history raises suspicion; a seller who fully shares the story builds trust.

Engine and mechanicals by model

• T-series (TC, TD, TF): 1250cc XPAG or 1500cc XPEG four-cylinder. Ask about head gasket history, valve clearances, and gearbox condition.
• MGA: 1500/1600 B-series four-cylinder, with the Twin Cam having its own DOHC engine. Original Twin Cam engines are rare; many have been replaced with pushrod blocks.
• MGB: sturdy 1798cc B-series four-cylinder. Check for rear crankshaft oil leaks, SU carburettor originality (HS4 or HIF4), and the Laycock overdrive.
• MGC: 2912cc straight-six with modified front subframe. Steering and weight distribution are worth assessing on a test drive.
• MGF and MG TF: K-series engine, known for head gasket trouble when not properly maintained. Ask about a replacement with the correct multi-layer gasket and updated cooling.

Heritage Certificate, originality, and specification

The British Motor Industry Heritage Trust issues a Heritage Certificate for MGs listing original colour, specification, and delivery address. For MGA, MGB, and MGC it is standard practice to have one in the file. Buyers look at original colour (especially Old English White, BRG, Tartan Red), original wheels (steel disc, wire wheels, or Rostyle), presence of overdrive, and correct interior trim. An MGB GT V8 with documented factory conversion commands considerably more than a later V8 conversion. Gather handbooks, period brochures, and old photos if available; they complete the story.