Origins
This delightful lightweight saloon, designed on traditional lines, was first produced in 1951 as an improved version of the popular YA. In fact, only 1300 or so of these vehicles were built (in contrast to the 6100 YA examples), the production run ending in the latter part of 1953.
Using the 1245cc engine from the MG TD 2-seater, it produced 46 bhp at just under 5000 rpm, so its performance was modest. But acceleration was brisk and its handling was excellent.
Its interior and features befitted a quality saloon from this famous marque. Leather upholstery and pile carpet were standard, as were a screen demister, heater and radio. A walnut dashboard housed the typical MG octagonal dials, containing a combined oil-pressure gauge, ammeter and fuel gauge in one and a speedometer with trip and total mileometers in the other.
Apparently, the passenger compartment section of the YA & YB was based on an intended replacement for the Morris 8, just before the war. The new Morris 8 was not introduced (presumably because it was overtaken by the development of the Morris Minor), but the YA was put into production just after the war.
The Y Series MG saloons were replaced by the MG ZA Magnette series in 1954 which shared the same body shell with the Wolseley 4/44.
My mother's recollections were invariably fond of this little car. She loved the lightness and accuracy of the steering, the way it 'carved a path' through winding lanes and the efficient brakes. The pedals, she claimed, were absolutely built for a woman's feet and the visible wings from the driver's seat meant parking was easy, especially as reverse gear was so easily engaged.
As for performance, although its top speed couldn't have been much more than 70mph, I recall us bowling along the A14 to Huntingdon doing a shade over 60 mph in complete stability and quiet. It was very much at home whistling through the lanes around our village and mum seemed to enjoy flicking the steering left and right as we negotiated the tight bends.
It was a cosy car, always warm and well-padded. "Roger" seemed to spend a lot of time at the garage, however. There were never any real faults - with the exception of letting in rainwater because the openable windscreen would not wind shut properly - but it was (it seemed) always needing de-coking or greasing or having its carburettor adjusted. It did seem to run fast at idle sometimes, which alarmed my mother more than it should have, and was one of the factors that finally convinced her to get a new car. Another factor, by the way, was that it had semaphore trafficators and we didn't have the heart to "spoil" the bodywork by fitting flashing indicators. Nevertheless, it was one of our most loved cars and as the years went by so we appreciated the fine leather, the beautifully smooth action of the window-winders and the thoroughbred sound of its engine, amongst many other things, that one simply can't get today.
It was a pleasure to help wash and polish this car. Its paintwork and metalwork was immaculate and one appreciated its fine lines all the more by polishing its perfectly lacquered surfaces. This really was one of the last cars of its type in post-war England with, as Bill Boddy wrote, 'headlamps unashamed to be seen', real wings and a radiator filler cap that could be removed and the radiator replenished without the necessity of opening the bonnet.
Using the 1245cc engine from the MG TD 2-seater, it produced 46 bhp at just under 5000 rpm, so its performance was modest. But acceleration was brisk and its handling was excellent.
Its interior and features befitted a quality saloon from this famous marque. Leather upholstery and pile carpet were standard, as were a screen demister, heater and radio. A walnut dashboard housed the typical MG octagonal dials, containing a combined oil-pressure gauge, ammeter and fuel gauge in one and a speedometer with trip and total mileometers in the other.
Apparently, the passenger compartment section of the YA & YB was based on an intended replacement for the Morris 8, just before the war. The new Morris 8 was not introduced (presumably because it was overtaken by the development of the Morris Minor), but the YA was put into production just after the war.
The Y Series MG saloons were replaced by the MG ZA Magnette series in 1954 which shared the same body shell with the Wolseley 4/44.
Experiences
I have many, if rather patchy, recollections of the MG YB. My mother bought a 3-year-old YB in early 1956, which we christened "Roger" as the registration plate started with RJO. As is not atypical of our family, no photographs of this car survive, but it was a grey version similar to the photograph above. As a passenger, I remember the comfortable back seats with the centre AND side armrests and the pleasant crackle of the exhaust from the engine when under acceleration. Of course I preferred front-seat riding in the soft bucket seat whenever the opportunity presented itself. I kept my "I-Spy" books in the capacious glove locker, set in the wonderful, richly-grained walnut dash.My mother's recollections were invariably fond of this little car. She loved the lightness and accuracy of the steering, the way it 'carved a path' through winding lanes and the efficient brakes. The pedals, she claimed, were absolutely built for a woman's feet and the visible wings from the driver's seat meant parking was easy, especially as reverse gear was so easily engaged.
As for performance, although its top speed couldn't have been much more than 70mph, I recall us bowling along the A14 to Huntingdon doing a shade over 60 mph in complete stability and quiet. It was very much at home whistling through the lanes around our village and mum seemed to enjoy flicking the steering left and right as we negotiated the tight bends.
It was a cosy car, always warm and well-padded. "Roger" seemed to spend a lot of time at the garage, however. There were never any real faults - with the exception of letting in rainwater because the openable windscreen would not wind shut properly - but it was (it seemed) always needing de-coking or greasing or having its carburettor adjusted. It did seem to run fast at idle sometimes, which alarmed my mother more than it should have, and was one of the factors that finally convinced her to get a new car. Another factor, by the way, was that it had semaphore trafficators and we didn't have the heart to "spoil" the bodywork by fitting flashing indicators. Nevertheless, it was one of our most loved cars and as the years went by so we appreciated the fine leather, the beautifully smooth action of the window-winders and the thoroughbred sound of its engine, amongst many other things, that one simply can't get today.
It was a pleasure to help wash and polish this car. Its paintwork and metalwork was immaculate and one appreciated its fine lines all the more by polishing its perfectly lacquered surfaces. This really was one of the last cars of its type in post-war England with, as Bill Boddy wrote, 'headlamps unashamed to be seen', real wings and a radiator filler cap that could be removed and the radiator replenished without the necessity of opening the bonnet.
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