The last of the 3003 TAs left the Factory in mid-April 1939 to be followed by the MG TB model. The TB's short production run was halted by the outbreak of World War 2, by which time 379 examples had been built.
Virtually all of the running gear was identical on the TA and the TB (indeed, they shared the same Parts List) but the major difference was in the engine and gearbox, the latter having improved synchromesh.
The new engine fitted to the TB was to be coded 'XPAG' and this unit was to power all the T-Series cars, right up to the TF model.
The XPAG unit was derived from the Morris Series M Ten unit, coded XPJM. The XPJM was designed with a shorter stroke (90mm) with a bore of 63.5cc, a capacity of 1140cc to keep it in the RAC rating 10hp bracket. In the XPAG unit the stroke was kept the same but the bore was increased to 66.5mm, giving a capacity of 1250cc and an RAC rating of 11hp.
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The XPAG unit was a lot sturdier than the MPJG equivalent and featured a fully counterbalanced crankshaft and steel wall shell bearings for the main and big ends.
It was altogether a more free revving unit and lent itself to a considerable degree of tuning, which was to be fully exploited when the MG TC came along after the War.
The TB shared the same body type number (B270) with all but the earliest TAs, which had body type number B269.
The popular Tickford conversion carried out on the MG TA (and on the much larger SVW series) was continued with the TB, albeit, a TB Tickford is a very rare car.
The MG TB has the highest survival rate of all the MG T-Types and it is reckoned that over 60% are still to be found.
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