Classic Car Catalogue

MG 1933

J-type Midget  
K-type Magnette  
F-type Magna – end of series
L-type Magna – new model
18/80 – discontinued Some 750 were built.

Great Britain

Motor SportOctober 1932
Sports cars for 1933.

The M.G. Car Co., Ltd., Abingdon-on-Thames.
Midget J1 and 2: 4 cyl., 57 x 83 mm., 847 c.c., 8.05 h.p.
Midget J1 and 4: 4 cyl., 57 x 75 mm., 746 c.c., 8.05 h.p.
Magna F2: 6 cyl., 57 x 83 mm., 1,250 c.c., 12.08 h.p.
Six Mark II: 6 cyl., 69 x 110 mm., 2,468 c.c., 18 h.p.
Stand No. 24.
The new 80 m.p.h. Midget was fully described, with a road test, in our issue of September. The J1 is a sports 4 seater and the J2 the 2 seater as tested by us. Chief alterations from the 1932 Midget, apart from the entirely new body with cut-away sides and racing rear-tank, lie in the new type cylinder head, with two new S. U. carburettors. The dynamo is driven by the vertical shaft of the camshaft drive, new small 14 mm. plugs are now used, and larger water spaces, giving improved cooling, are provided. Also, a 4 speed gear box, with silent third, is a great improvement, and the whole car bears signs of being evolved from racing experience.
The Magna is now fitted with 12in. brake drums instead of 8in. as heretofore, and other improvements consist of a modified cylinder head, and water manifold. Three types of body are listed on this chassis, a sports tourer, a sliding roof Foursome, and a new sports 2 seater similar to the new Midget, with cut-away sides and a racing rear petrol tank.
The big 6 cylinder Mark II saloon and speed model open car have proved so popular that they have not been altered for 1933.
Midget 2 seater, £199 10s. ; 4 seater, £220; Salonette, £255.
Magna 2 seater, £250; 4 seater, £260; Foursome, £295.
Mark II "Six" Speed Model, £630; Saloon, £699.
All prices, ex works.
Motor SportOctober 1932
Motor SportJuly 1933
K3 Magnette w 1933 roku rozgromił konkurentów w wielu słynnych wyścigach takich jak np. Mille Miglia i Tourist Trophy. K3 Magnette napędzane było 6-cylindrowym silnikiem 1100, dzięki sprężarce, uzyskującym moc 120 KM.
MG Magna L-type is developed from the 1931-32 Magna F-type. Engine is 41-bhp six-cylinder 1086-cc OHC unit with twin SU carburettors. Gearbox is four-speed.
MG Magnette K1 has Wilson patent pre-selector self-changing gearbox and is available in chassis, pilarless saloon and tourer form. The K2 has a conventional gearbox and sold in chassis form and as a two-seater. The K1 has 9 ft wheelbase, K2 and K3 7 ft 10 in.
MG K3 is racing version of the Magnette K-series (winner of 1933 Ulster TT). It has a two-seater racing body with flat tail and slab tank. Engine is a supercharged 1086-cc (57 x 71 mm) OHC six-cylinder, developing 120 bhp at 6500 rpm. Gearbox is four-speed pre-selector type.
MG introduced a cheaper L-type model as a direct replaced for the F type. The new engine variant known as the KC is a cheaper production version having two carburettors and conventional coil ignition as well as other small changes. The engine is installed in a chassis almost identical to an F type but with the now standard Wolseley four-speed gearbox and twin-plate clutch. The Magna is available as a four-seat tourer, known as the L1, or a two-seat sports car, known as an L2. Both body styles has flowing ‘swept’ wings and short running boards.
The Midget J4 is designated the race car of the series and has the same engine and ENV gearbox of the C type but fitted with a fully counterbalanced crankshaft, a front mounted supercharger and a door-less version of the J2 body. The J3 retains the standard two-seat body but has a supercharged 750cc engine, similar to the J4 but without a fully counterbalanced crankshaft. A ‘J5’ was planned, representing an un-supercharged version of the J4, but this car never went into production.
Magnette K-type engines: KA (6 cyl, 1086 cc, 39 bhp) fitted to the ‘pillarless’ saloons on a long wheelbase chassis, KB (6 cyl, 1086 cc, 41 bhp) on four-seat tourers with the same long wheelbase and to the two-seat sports cars, built on a short wheel base version. The long wheelbase cars, both tourers and saloons are known as K1, the short wheelbase version are K2. K2 on the short wheel base chassis have K3 engine (6 cyl, 1086 cc, 120 bhp).
Motor Sport July 1933

A fleet of M.G. Magnas and Midgets supplied to the Lancashire Constabulary.
Motor SportSeptember 1933
October 1933
Motor SportMay 1933

THE experience gleaned by the M.G. Car Company from its successes in the 1932 racing season has been embodied in the designs of all the new models. The new type of cylinder head, with its small plugs, first tried in the 1,000 mile Race at Brooklands, the straight underslung frame with flat springs and the cable-operated brakes are found on all models, and the large petrol tanks and other improvements which have been fitted to the more expensive models are now found throughout the range. Dunlop tyres and Rudge Whitworth wheels are also standard.
The J. Series includes all the four-cylinder cars. The J.2, the popular two seater model, and the J.1, which carries a four-seater body, are fitted with 850 c.c. engines, embodying the new type cylinder head, in which inlet and exhaust ports are on opposite sides, and twin S.U. carburettors. A four-speed gear-box with silent third, and 8 in. brakes with aluminium fins all help to improve performance, and the body and equipment is as complete as could be desired. The twoseater at under £200 has placed sports car motoring within the reach of almost everyone.
The J.3 is a supercharged version of the J.2. By shortening the stroke to 73 mm., the engine is brought within the 750 c.c. limit, and is ideal for fast touring or competition work. It costs £299 10s.
The J.4 and J.5 are the supercharged and unsupereharged cars corresponding to the old Montlhery type. New features are the head, with opposed ports and 14 mm. plugs, and the oiling system with a large Elektron sump holding one gallon. The oil is forced through a Tecalemit filter on its way to the engine, and the oil level is maintained by a float feed, supplied from a two-gallon dash tank. Like the other J models the valves are operated by an overhead camshaft through fingers, and three springs per valve ensures positive closing. The camshaft is driven by bevel gears from a vertical shaft at the front of the engine and the dynamo is incorporated in this.
Coil ignition is used, and a spare unit is supplied as standard. On the J.5 the mixture is supplied by two semi-downdraught S.U. carburettors, and is pumped from the 12 gallon rear tank by two Petrolift pumps. These have independent pipe lines, and the second one is only brought into operation when it is desired to use the reserve two gallons. The supercharged cars are fitted with No. 7 Powerplus blowers mounted between the front dumbirons in the familiar cowling. The blower runs at three-quarter speed, and is protected from any end-thrust from the crankshaft by a sliding coupling. A single carburettor is bolted to the casing, and the mixture passes to the engine through the special dual induction pipe, which maintains gas velocity at low speeds. A water pump is fitted.
The J.4 and 5 can either be fitted with the well-tried M.G. close ratio four speed gear-box, or with a pre-selective box of Wilson type, which costs an extra £25. In the first case a two plate clutch is used, but with the second the drive is taken up by the friction bands. A special feature of the pre-selective box is the servo-action of the bands, which increases the pressure when the engine is driving, preventing any possibility of slip on the lower gears. The gear-lever works in a gate carried on an extension of the gear-box, coming under the left hand, and the mixture and slow running controls are mounted below. The brake-lever is of racing type and the ratchet engages only when the knob is depressed and flies off when next the lever is operated.
The transmission follows the lines of the other models, but straight bevels are used in the back axle.
The flat chassis, upswept in front and passing under the rear axle, is retained unaltered, and gives a floor line only 12 inches from the ground. Additional steel bracing has been embodied at the rear. The flat undersiung springs slide in trunnions at their rear ends, and are bound with cord and taped to resist the extra strains of violent cornering and braking.
The brake drums are now 12 inches in diameter, and fitted with cooling fins, and the operating cables, like other chassis points are lubricated from nipples grouped under the bonnet. The brakes are adjusted by means of a hand wheel which is situated alongside the driver.
Cam steering is used and the special M.G. divided track rod contributes to the accuracy of the steering.
The J.4 and J.5, fitted with two-seater racing bodies, normal type gear-box, and Brooklands exhaust system cost respectively £445 and £395.
The M.G. Magna appeared on the market a little over a year ago, and made an immediate name for itself by reason of its good lines, brisk acceleration, and economy of upkeep. Soon there were enquiries as to whether a racing version on the lines of the successful Montlhery could not be produced. An undertaking of this kind requires much research and experiment, and it was not until last Olympia that the six-cylinder racing car, the Magnette made its debut. Its magnificent performance in the Italian 1,000 Mile Race showed that the period of development had not been in vain.
The engine is of course a six cylinder, with bore and stroke of 57 and 71 mm., giving a capacity of 1,086 c.c. The tax is £12. The cylinder block and top half of the crank case are cast in one, and the cylinder head has 6 inlet and 6 exhaust ports on opposite sides, and 14 mm. plugs. The overhead camshaft operates the valves through fingers, and is driven by the vertical shaft-cum-dynamo arrangement as on the 750 c.c. models. There are two valves per cylinder, and on the racing engines these are fitted with three valve springs.
The aluminium pistons carry three rings, and a special type of steel connecting rod is used. The four bearing balanced crankshaft is machined all over.
An unusual feature is the B.T.H. polar inductor magneto, which by reason of its construction sparks four times per revolution, and therefore has to run at three quarter engine speed.
Three semi-downdraught S.U. carburettors are fitted to the unsupercharged models, and an electric petrolift pump feeds the petrol from a 12 gallon rear tank, which has a reserve tap. The K.3 racing model has a 23 gallon rear tank, and two electric pumps, one of which is connected to the reserve. Quick-acting filler caps are fitted to each end of the tank.
The supercharged cars are fitted with No. 9 Powerplus superchargers, driven off the front end of the crankshaft, and running at three-quarter engine speed. A single carburettor is used and the blower is lubricated from the engine.
Lubrication is an important matter on a high-speed engine, and the Magnette is fitted with a finned Elektron sump which holds 1¾ gallons. The oil is forced through a pressure filter before reaching the bearings, and on the K.3 a further supply is carried in a dash tank which holds nearly two gallons, and is fed into the sump by an automatic float device.
The Magnette chassis can be obtained either with a manual-type gear-box with constant-mesh third gear, or with a Wilson pre-selective box, which is standard on the saloon and the racing chassis. The gear-lever is mounted on an extension, and grouped with it are the ignition, slow running, mixture and reserve petrol controls.
Transmission follows the usual M.G. lines, with an open propellor shaft with two Hardy Spicer joints and a three-quarter floating back axle. On the K.3 straight bevel gears are used.
The enthusiast's ideal, the supercharged K.3. model M.G. Magnette.
The chassis, which is upswept in front and straight from the back of the engine to the rear end, passes under the rear axle. It is braced by tubular cross cross members, and by a special pressing at the rear. The width is greater than that of the Magna, and this with the track of four feet allows really roomy bodywork to be fitted.
The brakes are unusually powerful, and the drums are 13 inches in diameter. Attention has been paid to the reduction of unsprung weight, however, and the drums, shoes, and back plates are made of Elektron, with chrome cast iron liners in the drums. Cables from the king pins to the chassis relieve the front springs of the K.3 of any twisting strain. Cam steering is used with a large diameter wheel, and the M.G. divided track rod is a feature of all models.
The increased chassis width and track allows a full-sized four-seater and a most attractive four-door saloon to be accommodated on the nine foot chassis. The sweeping lines of the front wings are most graceful, and not being obstructed by a centre pillar no gymnastics are required to get in and out. The clever luggage container at the back is invisible when not in use. The open car costs £385, while the saloon, which is fitted as standard with pre-selector gear-box, is priced at £445. The K.2 is a short wheel-base model at the same price as the four-seater.
The K.3 racing model has a short chassis, and follows the lines of the rest of the K. series except for the differences already noted. It can either be had in chassis form, or fitted with the familiar two-seater racing body. A very full equipment of instruments is standardised, every electric circuit has its own switch and fuse, and the switches and fuse box are mounted on the dash. In fact no item which has been found desirable in racing practise has been omitted. Fitted with T.T. type two-seater bodies and pre-selective gear-boxes the cars cost £650 supercharged, or £100 less without the blower. A streamlined body is also available.
Through the kindness of Mr. G. F. A. Manby Colegrave, of Squire Motors, Henley, we were able to have a short run in a supercharged K.3. The first impressions were the solid and roadworthy feel of the car, partly due no doubt to the width of the track, and the comfortable driving position. The wheel came naturally into the lap, the upholstery soft and the side of the body padded where one's elbow normally gets rubbed. The wind-deflectors and aero screens made it unnecessary to wear a coat even at high speed.
The engine was not run in, so we had to content ourselves with 4,500 r.p.m. on top gear, which was about 80 m.p.h., and of course at this speed the progress of the car was quite effortless. Limitation of revs, also prevented the full benefit of the pre-selective gear-box from being had, for the willing engine reached the limit in each ratio almost in a flash. One can only say that its use is complete joy. The gate is worthy of mention. The lever now moves along a serrated quadrant with a fairly strong spring to ensure engagement, so that the movement is merely a straight pull, but with sufficient resistance to avoid overshooting a notch.
The grouped controls on the gear-lever extension were convenient, and the engine did not appear to be sensitive to the position of the ignition control.
The brakes were powerful, and the general feel of the car was most promising. Corners were taken without effort and the steering, though still a little stiff, held the car on an accurate course. A full road test which we hope to publish in the near future will undoubtedly answer a good many of the pleas of English drivers for a national sports car which can hold its own in Continental events.
The Magna range is being continued in a new guise, the L. type, and with the improvements embodied in it will more than retain its place in the ranks of light and economical sports cars.
The engine has been re-designed and now has the opposed ports and small plugs which are featured on the other models. Two carburettors are fitted. A re-designed semi-balanced crankshaft is used giving a shorter stroke, the dimensions now being the same as those of the Magnette. A pressure filter is used, and a water pump increases the efficiency of the cooling system.
A two plate clutch appears on the L type, and the gear-box is of a new type with constant-mesh third gear. Marles cam steering replaces the worm and wheel, and the brake drums are 12 inches in diameter.
The tourer, which costs £299, has a wider body than before, more comfortable seats are fitted, and a new body with a cowled scuttle. Long sweeping wings with running boards bring the car into line with the modern fashion in sports coachwork.
A two-seater costing £285 follows similar lines, and should be particularly useful for trials or other competition work, now that the capacity has been brought down to 1,100 c.c.
The saloon is more roomy than the F. type, particularly at the rear and embodies other detail improvements. The price is £345. A noticeable item in the Magna range is the size of the petrol tanks, 10 gallons on the tourer, 9 on the saloon, and 12 on the two-seater. In the latter case this should take the car at least 350 miles without refueling.
Motor SportMay 1933
The Boom of the Sports Car.

That the sports car has never been so popular as it is at the present time, in spite of the prevalent conditions of economic stress, is strikingly proved by the latest production figures of the M.G. Car Company.
The Company increased its 1932 production by more than 100% over 1931, and plans for a still further increase commencing March, 1933, were made; even so, during that month it was found necessary again to increase the number of employees by as much as 25%, and the number of cars delivered during March showed an increase of almost 100% over the previous month's output.
Exports, also, which for some time have steadily progressed, showed a marked increase with the advent of Spring.

J-type Midget

J1 4 cyl, ohc, 847 cc, 36 bhp – discontinued in July
wb: 7' 2'' open four-seat 262 ex.
  Salonette 117 ex.
J2 4 cyl, ohc, 847 cc, 36 bhp  
wb: 7' 2'' open two-seat  
J3 4 cyl, ohc, 746 cc, 70 bhp, (s) – discontinued (November '32 - July '33)
wb: 7' 2'' open two-seat 22 ex.
J4 4 cyl, ohc, 746 cc, 70 bhp, (s) – March - July
wb: 7' 2'' racing 9 ex.
J5 4 cyl, ohc, 746 cc,  
wb: 7' 2'' racing  


Motor Sport October 1932

The 80 m.p.h. M.G. Midget which is extraordinary good value at £199 10s.

Motor Sport May 1933
Moderate Priced M.G. Midget Capable of 90 m.p.h.
The "J.3" Combines a High Performance with Comfortable Coachwork.

THE success of the J.2 M.G. Midget has been an accomplished fact since its introduction, but the merits of the J.3, a supercharged version of the same car, are less widely known, excepting for its fine performance at Montlhery, where several records, including 1 to 24 hour at 70.61 m.p.h. were put up at the close of 1932.
The car we took on test was the actual record-breaker, and we found the combination of speed and tractability almost incredible for a car fitted with an engine of only 750 c.c.
The chassis layout differs little from that of the J.2 described in the September 1932 issue of MOTOR SPORT. The single overhead camshaft engine has inlet and exhaust ports on opposite sides, 14 mm. sparking plugs, and a two-bearing crankshaft. A 6a Powerplus supercharger is driven direct from the front end of the crankshaft, and the S.U. carburettor is supplied from the 11 gallon rear tank, which has a reserve supply, by means of an Autopulse pump. The J.3 crankshaft is heavier than that of the J.2 and has a shorter throw, so as to bring the capacity down to 746 c.c.
The clutch is strengthened, and transmits the drive through a four speed gear-box, with a constant mesh third gear, to the spiral bevel back axle. With the increased power given by the supercharged engine a final ratio of 4.89 has been found suitable, allowing high road speeds without fuss.
Multum in parvo! The "J.3" Midget with an engine capacity of only 750 c.c. can obtain 90 m.p.h.
The front axle is dropped and the chassis passes under the rear one, with a consequent lowering of the centre of gravity. The springs are flat underslung semi-elliptics sliding in trunnions at their rear ends. Cable-operated brakes are used, and they and the other chassis points are lubricated from nipples grouped under the bonnet.
The car, we were informed, had a maximum speed of about 93 m.p.h., an amazing speed when one considers that two years ago the Mile Record for 750 c.c. cars stood at 94 m.p.h. Changing over from a car of three times the engine capacity and much larger chassis dimensions, we were a little doubtful as to whether this speed would prove agreeable on a small car.
Tyre pressures were checked, the shock absorbers tightened up hard in front and slightly less so behind and we set off from Abingdon. The pneumatic upholstery damped out any harshness from the tightened suspension, and it was evident that the trial was going to be a success. The steering is unusually light, and so is liable to be overwound by the heavy-handed, but once this feature had been recognised, the car was driven with complete confidence. So much so that it was taken down a main-road slope at 90 m.p.h. and proved perfectly controllable, while on corners the short chassis enabled one to get round with the minimum of effort.
The repairs on Brooklands Track prevented a complete circuit being made, but starting from the Fork side of the damaged bridge, the car reached 70 m.p.h. by the time it was passing the Vickers Sheds. A strong head wind on the Railway Straight kept the speed down to 80 m.p.h., but once under the shelter of the Byfleet banking it rose steadily to 88 and 90 would undoubtedly have been attained if it had not been necessary to stop before again reaching the bridge.
Offside view of the engine, showing the single S.U. Carburettor.
The acceleration chart reveals an excellent performance which might have been bettered at the top end if the strong wind had not made it difficult to do 80 against it. At the maximum engine revs. of 5,500 the speed in third gear is 70 m.p.h. and there was no sign of period throughout the range. 45 m.p.h. seemed about the safe maximum in second.
The brakes were as efficient as the high maximum speed demanded and from 40 m.p.h. the stopping distance was 55-57 feet. They were smooth and progressive in effect.
The J.3 is a very successful example of supercharging properly applied. On its normal fuel—50% Ethyl and 50% Benzol—it runs smoothly down to 500 r.p.m. on top gear, though for a fast get-away a change-down straight into second is a help. The K.L.G. 718 plugs, which are of course of the 14 mm. type, are as happy in traffic as on the open road. The bearings of the blower are lubricated from the sump and the blades get their supply from upper-cylinder oil used in normal quantities in the petrol. Because of this the plugs do not become swamped with oil after an all-night stand in the garage, and the car started instantaneously on all occasions. A possible criticism of the blower-installation is that being fitted on the front end of the crankshaft, a starting handle cannot be fitted, but with a light car like the M.G. a push start should not be difficult.
The blower and the engine were both mechanically silent, but the exhaust note becomes prominent at 3,000 r.p.m., which often seems to happen on a four-cylinder engine. Keeping above or below these revs, the exhaust note in traffic is inoffensive, while in the open country the trumpet note effect fits in well with the exhilirating effect of the car's acceleration.
With a touring car, as distinct from the semi-racing machine, one must have good suspension and comfortable upholstery. Even with the shock-absorbers fully tightened, as they were throughout the test, road shocks were hardly noticed, and the seat was adjustable both for distance from the pedals and for rake. The controls all came easily to hand, and the racing-type brake lever was of great use in traffic.
The gear-change from top to third was a joy, and with the 70 m.p.h. maximum there was no difficulty in getting quickly past any vehicles one normally encounters. All the gears were quiet, and third is a constant-mesh ratio. The gate of the remote-control gear-box is not very definite, as it is possible to catch the lever in the slot leading to reverse gear when changing down to second in a hurry, and one is also liable to put the lever into reverse instead of first gear in a traffic block and to rush rapidly backwards.
The enthusiast would overcome this by fitting a gate off one of the larger cars, which is interchangeable with the J. type.
The horn button is fitted to the dash where it can be operated with one finger, and the dipping switch with it. The latter simply cuts out one headlight when required. The lamps allow 60 m.p.h. to be maintained with safety.
The J.3 is a car which fits in with one's every mood, and is just as happy humming along at 40 m.p.h. as rushing round corners at full revs, with the inside wheels six inches from the gutter. The good power-weight ratio makes frequent gear-changing unnecessary, and one settles down easily to speeds of 65 to 70 m.p.h., the revs. at the latter speed being just under 4,000. Its maximum with the screen up is about 80 m.p.h.
Heavy rain on the second day of the test prevented the maximum road speed being determined, but it gave a good opportunity of trying the hood. When not in use, this folds down in a locker behind the seat. The sticks are of normal type, pivoted inside the body, and the front part of the fabric clips on to the screen. The latter is rigid and sufficiently high to give a good field of view, but the suction wind-screen wiper did not work when the blower was exerting pressure.
The hood locker is quite spacious, and could hold a pair of useful suitcases, especially if their dimensions were chosen to fill the space available. A removable flap gives access to the back-axle and the transversely placed shock-absorbers. Other manufacturers please copy!
Wet roads in no way affect the car's steadiness and even on tramlines, where the small tyres might have been expected to give trouble, there was no tendency to misbehave. The brakes were also applied fiercely in emergencies without causing any deviation from the desired path.
Considered irrespective of price, this supercharged 750 c.c. car gives real comfort for two people combined with a performance as high as any normal driver could want. Driven with a little consideration, there no reason why it should not keep its tune over long periods without attention, while the tax, insurance, and expenses should be small. Costing only £299 10s., the car is quite unique in the value it offers.

The 1934 Edition of the J.2. Midget, showing the improved flared wings.


K-type Magnette

K1 6 cyl., ohc, 1086 cc  
wb: 9' 0'' saloon  
  open four-seater  
K2 6 cyl., ohc, 1086 cc * March
wb: 7' 10'' open two-seater  
K3 6 cyl., ohc, 1086 cc, (s)  
wb: 7' 10'' racing  


K1 Magnette Pillarless Saloon

K1 Magnette model '34

K1 Magnette

K2 Magnette
Motor Sport March 1933

K3 Magnette
Motor Sport May 1933

The 13" brake drums, and the method of mounting the Powerplus blower on the M.G. K.3 Magnette.

L-type Magna

L1 6 cyl, 1086 cc, 41 bhp – January
wb: 7' 10'' 4-seat  
L2 6 cyl, 1086 cc, 41 bhp – March - November
wb: 7' 10'' two-seat 90 ex.
L 6 cyl, 1086 cc, 41 bhp  
wb: 7' 10'' salonette  
  Continental Coupe – new model


Motor SportApril 1933
Motor SportJune 1933

Magna L-Type two-seater.
Motor SportMay 1933

The latest M.G. Magna has beautiful lines, and for the four seater illustrated above sells at £299.



  Event: Entered: Raced: Finished: Best results:
26.02.1933 Swedish GP 1 1 1 23 Tore Wistedt J2 11th  
05.03.1933 Swedish Ice Race 1 1 1 1 Tore Wistedt J2 9th  
11.03.1933 Brooklands First Mountain Handicap - - -   Kenneth D. Evans Midget 1st  
09.04.1933 Mille Miglia 3 3 2 39 Eyston / Lurani Magnette K3 21st S→1.1 1st
          42 Howe / Hamilton Magnette K3 22st S→1.1 2nd
16.04.1933 Brooklands Lightning Short Handicap - - -   R. T. Horton 747 c.c. (s) 3rd  
16.04.1933 Brooklands Lightning Long Handicap - - -   R. T. Horton 747 c.c. (s) 3rd  
16.04.1933 Brooklands Third Mountain Handicap - - -   D. N. Letts 747 c.c. (s) 1st  
06.05.1933 International Trophy 13 12 3   E. R. Hall Magnette 2nd Gr.2 1st
            Mrs. E. M. Wisdom Magnette 3rd Gr.2 2nd
            Earl Howe Magnette 4th Gr.2 3rd
21.05.1933 Avusrennen (voiturette) 2 1 1 18 Ron Horton   5th →0.8 1st
05.06.1933 Brooklands Fourth Mountain Handicap - - -   Kenneth D. Evans 747 c.c. (s) 1st  
France 17.06.1933 24h Le Mans 2 2 1 41 Ford / Baumer Midget J4 6th →750 1st
01.07.1933 India Trophy (British Empire Trophy) 8 6 5   M. B. Watson M.G. Midget 747 c.c. (s) 1st  
            K. D. Evans Midget 747 c.c. (s) 2nd  
          1 R . T. Horton Magnette 1,086 c.c. (s) 3rd  
01.07.1933 British Empire Trophy 2 2 2 8 Manby-Colegrave K3 Magnette 3rd  
          7 Ron Horton K3 Magnette 4th  
12.07.1933 Mannin Beg 12 10 2   D.K. Mansell Midget 746 c.c. (s) 2nd  
          12 J.L. Ford Midget 746 c.c. 3rd  
17.09.1933 Masaryk Circut 1 1 0 76 Hamilton Midget - →1.5 acc

Pierwsze (Nuvolari) i drugie (Hamilton) miejsce w Tourist Trophy (GB).

Magnette is winning Tourist Trophy.

Eyston / Lurani's Magnette won in the Sports up to 1,100 c.c. in Mille Miglia

Birkin / Rubin's Magnette did not finish in Mille Miglia.
Motor SportMay 1933
Motor SportMay 1933

Earl Howe (at the wheel) and H. C. Hamilton speeding through a town with their M.G. Magnette in Mille Miglia.
They finished 2nd in the Sports up to 1,100 c.c. class.
Motor SportJuly 1933
MG 1933 Magnette, British Empire Trophy

Midget J4 C (John Ludovic Ford / Maurice Baumer) won its class at 24h Le Mans.
  Event: Entered: Raced: Finished: Best results:
21-25.01.1933 Rallye Monte Carlo 5 4 3 98 Lacroze / Belgrave   14th
          55 Platt Midget 32nd
          79 Wright Magnette 64th
  31.07.1933 Coupe des Alpes   8 6   Watkinson/Welch/Wisdom 1,086 cc 500→1100 1st Alpine Cup
            W. E. Belgrave 746 cc 500→1100 1st Glacier Cup
            D. Hankey / J.A. Llloyd Midget 847 cc 500→1100 4th
            R. J. G. Nash Magna 1,271 cc 1100→1500 13th

W.T. Platt's MG Midget started from John o'Groats and finished 32nd.

#79 G.W.J.H. Wright's MG  

„Magic Midget”