mg factory tour

• Forum Listing
• Marketplace
• Advanced Search
• General Motoring Chat
• MG / Rover Related Chat - up to 2005

MG Factory visit - Trip report Part 1

• Add to quote

Attachments

Thanks for the write up, looks like you and Niall were very lucky. Looking forward to the next installment.  

thanks! all very interesting...!!  

Fascinating stuff. Thank you for taking the time to post it for us. It is, I think, evident that the constituency of people who post stuff about MGs on the interrent is a different one from that of prospective buyers of the new TF. Are you going to be buying an LE500? Your car looks so good, perhaps you aren't. I was surprised to see the name of Stowe mentioned as he has been working on the Geely(?) taxi for ages. Had he set this visit up previously?  

excellent keep it up  

It was setup around a month ago I guess. Paul does work for Geely, but it doesn't mean to say he's lost touch with the guys at Longbridge!  

Thanks for posting, a very interesting trip :broon:  

Great report, please don't worry about typing too much - I enjoyed your writing style and look forward to more of it in PartII.  

Part 2 is already up - great reading and swans, too! http://forums.mg-rover.org/showthread.php?t=255787  

• ?            
• 138.9K members

Top Contributors this Month

The MG Car Club

Top ways to experience nearby attractions

Most Recent: Reviews ordered by most recent publish date in descending order.

Detailed Reviews: Reviews ordered by recency and descriptiveness of user-identified themes such as wait time, length of visit, general tips, and location information.

The MG Car Club - All You Need to Know BEFORE You Go (2024)

• Mon - Thu 9:00 AM - 5:30 PM
• Fri - Fri 9:00 AM - 4:00 PM
• (0.36 mi) Hilton Garden Inn Abingdon Oxford
• (0.49 mi) The Brewery Tap
• (0.75 mi) The Crown & Thistle
• (0.32 mi) Cross Keys
• (3.78 mi) Oxfordbnb
• (0.19 mi) White Horse
• (0.14 mi) McDonald's
• (0.22 mi) Reeves
• (0.65 mi) Dorindo's Mexican Restaurant
• (0.49 mi) The Brewery Tap PH

Abingdon Works Centre

Website: www.mgabingdon.org.uk

The Abingdon Works Centre, originally the Works Auto Club of the MG car factory, became a Centre of the MG Car Club in its own right in 1984 and covers the counties of Oxfordshire, Buckinghamshire, Berkshire and Hampshire.

Although the AWC is the newest UK Centre it has a great responsibility in covering what, for most, is accepted as the spiritual home of MG. Consequently many events organised by the Centre are featured around the MG Car Company history.

The annual Old Speckled Hen tour commemorates the association between MG and the Abingdon brewery Morlands (now part of Greene King in East Anglia) who brewed Old Speckled Hen in 1979 as a tribute to the MG factory and the golden jubilee.

Visit  www.mgabingdon.org.uk  to find out more about the Abingdon Works Centre.

Latest News

New microsite.

News : MG opens its gates for factory tours

If you’ve ever fancied visiting Longbridge for a factory tour, now’s your opportunity. MG Motor UK is opening its gates for two-hour tours of the facility starting on 15 March. The tours take place every Thursday, start at 1.00pm, and last for approximately two hours.

Visitors will be able to learn more about MG, thanks to a factory presentation. And will then go on to vsitit Lord Austin’s office, which had been so effectively preserved by the Austin ex-Apprentices still working on the site during the downtime between the downfall of MG Rover and the resumption of production in 2008. There will also be a tour of the MG Museum and Technical Centre. The latter is well worth a look for anyone who remains unconvinced about the levels of UK input into current and forthcoming MGs.

Disappointingly, the tour does not include the assembly buildings. MG states, ‘we are currently undertaking facility work to to improve our capability for our exciting future models.’ Interesting.

To book, please call +44 (0)121 251 6533 or email [email protected] .

• Latest Posts

• Concepts and prototypes : MG EX record breakers (1930-1959) - 22 April 2024
• Buying Guide : BMC 1800/2200 - 14 April 2024
• The cars : Authi Victoria development story - 12 April 2024

41 Comments

Nice of them to open their doors, shame we cant look at the assembly lines,I only wished I visited the site before the demise of MGR. Regards Mark.

A good idea to increase and improve their profile – and make new friends? NISSAN started doing factory tours not long after they established the Sunderland Plant and it helps develop links in the local community (plus keeps people interested in manufacturing).

I visited Longbridge in 1987 for a tour. Saw body assembly for Rover 214s and final assembly on Minis (remember the Studio 2) and Metros. If the latter wouldn’t start they were taken off the line by fork-lift if my memory serves me well. Bet its a tad different now…

I’ll be along for this – sounds interesting. I know why they won’t be offering production line visits – the line surely can’t be moving judging by the sales figures. Why build cars that they can’t sell?

Are they having a Turkish? A factory tour that doesnt include the assembly buildings. Probably because there will be bugger all to see!

Remonds me of a Halewood Factory tour I did in 2003. In the antiroom before the start are hearts sank when we where told we could see the press shop only. The assembly lines where out of bounds because there was a secret new model coming down the line. As we turned a corner in the body shop, sitting there in all its glory was a pre-production X Type estate, still several months from launch. It hadnt even been scooped by the magazines. After that our guide said we might as well see the lines after all!

@ Paul. “Are they having a Turkish? A factory tour that doesnt include the assembly buildings. Probably because there will be bugger all to see!” Took the words out of my mouth, there…I’m not knocking them mind you. And the last sentence in that report is promising.

“Are they having a Turkish? A factory tour that doesnt include the assembly buildings. Probably because there will be bugger all to see!”

Even what’s left is still a sizeable site. Wonder if it will include the war time tunnels etc.

I’m with the others though, shame i didn’t go when they were still building minis.

Considering it took us little more than 2 hours to have a full guided tour of the Press Shop, the Body in White assembly, the assembly of the drive train, the Marriage Station and the full assembly line at the Jaguar factory at Castle Bromwich, what on Earth are they going to fill 2 hours with if they won’t even show anyone the uncrating of virtually complete cars?!

Is there a gift shop?

They do have a Museum on site, It’s been there for years but was never really publicised by MGR or Rover. Rover Group even had a 1959 Mini refurbished at great expense to put in it. It’s still there i believe.

I had two tours of Lomgbridge in the late 80’s when our dealership was totaly disalusioned with it’s recently aquired Austin Rover franchise and had given notice that we were going to leave the network, they gave us a tours and hospitality to try and get us to rethink our decision on seeing the production line for the Mini/Metro and Rover 200 it convinced us that we had definately made the correct decision (how can somebdoy build a car and read the Birmingham Mail at the same time !!) witin a year we had our new feanchise on board and never looked back.

another positive step,and the line facilities work sounds good too.im going to visit.

Francis @ 13: I think you should.

I’m fascinated to hear what they are going to show you on a factory tour, if it doesn’t actually involve seeing anything being built.

Interesting. I`ll definitly try and go when in the area (and country). I’ve been to Longbridge three times. First in 1989 to see the Mini and Metro lines. My (very) pregnant wife was greeted with wolf calls and yelling! Then in 2001 at the MG saloon’s presentation, which was great, In 2007 I stopped at the gates to have a look. Very sad with all the demolition going on. Hopefully things are brighter now.

Fair play to MG, it’s a start and better than nothing. Any readers after a little more follow this rather usefull link:

http://www.jaguar.com/gl/en/experience/visits/factory_visits

Well worth a trip, enthusiast or not!

@ TwoR8s. I’d love to add an MG6 to my collection of 1:45 models, and maybe some MG branded chop sticks would be nice as well?

@ Andrew Elphick. I keep meaning to get my lazy butt down there and have a look…do they give free samples? But yes, fair play to MG UK, at least they’re trying.

BMW Offer tours of their Cowley plant too.

@Olof #15 I visited the powertrain dept in about 2002 and the group I was in were ‘heckled’ as we went down the line! thought it a strange way to greet visitors 🙂 Good to see MG opening it’s doors.

A trip to see car actual manufacturing at Cowley is well worth doing. If you do go to Longbridge, it would we be worth booking yourself in at Cowley too and then compare and contrast what goes on at the two operations.

Also, Triumph at Speke should be good tour!

Though I hear they assemble more TR7 cars today on Merseyside than they did in ’77

There’s another good one to go to if you want to see cars actually being built and that’s the Freelander and Evoque at Halewood.

Positive step, slightly bemused at no sight of the assembly line. Hope the reason given is true

I went as a school kid to see the then recently launched Metro and that was fun but the best factory tour I went to was Browns Lane when the X300 XJ6 was launched. It was a employees only event but Jag really pulled out the stops. The assembly track was lined with Jags/Daimler’s from the Jag owners club and we got to see the famous X120 road/rally car( the White one that’s always photographed), the XJ13, C/D/E Type etc. Brilliant day out so if you get the chance do it.

I’ve done two tours of Longbridge. One in in mid to late 90s towards the end of Metro production – the line in the B.I.W. kept stopping with technical problems. R8 production was in full swing. MGFs were in production in CAB2. The 2nd tour was early 2005. Quite depressing – the R40 lines in CAB1 came to a hault – no parts; this was a common occurentce at that time apparently. There was a gloomy feeling around the place and the writing was clearly on the wall. If I go again, I’ll wait until there is something to see in the CABs and, like everyone else, have to hope that the BTTC, AVis cars, diesel 6, new (and promising) dealerships and potential impact of the 3 start to rebuild from the current very low base.

Anyone going on the tour will probably be more stunned by the new Bournville College building that has gone up on the old Longbridge site. It’s an amazing building — take a look here:

DoctorD. Excellent, it looks like a paper aeroplane with windows.

When I went for the first 6 off the line there wasn’tmuch to see really. Interesting but nowhere near as much going on as when I did the Ford Rouge tour in Dearborn. That was very good and would recommend that.

I don’t know if this happens much at other car manufacturers in the UK, but in Germany it’s quite common to order a vehicle direct from the manufacturer and then you go and pick it up from head office (BMW in Munich, VW in Wolfsburg, MercedesBenz in Stuttgart) and get all sorts of special treatment. Maybe something for MG to think about.

@28 — glad you like the picture, but for ref the image came from a website called e-architect.co.uk

having the doors open is probably just a PR excercise, after all having a closed door policy is not good. Re-the factory lines there is nothing to see all they do is remove and refit subframes and wheels so that they can get a tax rebate. still they may up the prodcution line stuff as sales improve. alex

@30 DoctorD, have a search on here, I collected a new Mercedes from Rastatt a few years back and scribbled the tale up.

Ok, so much is happening at the Technical Centre but, I assume, virtually nothing on the assembly line. I still ain’t seen an MG6 out on the road. I remain bemused as to why more effort isn’t being made to sell the car here in the UK (and Europe). Surely by now they’ve also had time to broaden the range – diesel etc.

How many dealers are still on board??

I’d be very interested to look round. Shame I don’t live nearer.

@33 Andrew Elphick — thanks for that. For anyone else interested his story is at this URL:

http://www.aronline.co.uk/blogs/2010/10/08/b-klasse-delivery-turned-into-holiday/

Comments 12 and 20. There you have it. The main reason BL, AR, MGR failed. I’d like someone to interview some of the 70s militants and any 70s moderate shop floor to hear their take on their attitudes and actions now. Could be fascinating.

Did Harris design that college building? Its very wedgy!

9/ ‘[John – March 2, 2012

Considering it took us little more than 2 hours to have a full guided tour of the Press Shop, the Body in White assembly, the assembly of the drive train, the Marriage Station and the full assembly line at the Jaguar factory at Castle Bromwich, what on Earth are they going to fill 2 hours with if they won’t even show anyone the uncrating of virtually complete cars?!]’

Simple John, Re-education, Re-education, Re-education.

@27 – It’s a wedge! – does Harris Mann know that his 70s creations inspired a new building?

I suppose they have to make money somehow…

Last night I had a dream that I went on the 2-hour Longbridge tour. I paid my money, then was shown to an empty room to watch a 2-hour video of the factory in China where the cars are actually made.

Leave a Reply Cancel reply

Your email address will not be published.

This site uses Akismet to reduce spam. Learn how your comment data is processed .

AROnline © Keith Adams 2001-2024 - please refer to the 'Terms of use' pages.

• British V8 Home Page
• Read the Current Issue!
• About The Magazine
• Searchable Archive
• How-it-was-Done Index
• Download Back Issues
• Contribute Articles
• Sponsor / Advertise
• Photo Articles
• MG Sports Cars
• Triumph Sports Cars
• Healey Sports Cars
• Sunbeam Sports Cars
• Other British Cars
• British Race Cars - New!
• Web Forum Hub
• The BritishV8 Pub
• Project Journals
• Rootes Group Cars
• Other British Makes
• Race Cars & Motorsports
• Drivetrain Issues
• Handling Issues
• Body / Trim / Interior
• Classified Ads
• Meetings Overview
• British V8 - 2016
• British V8 - 2015
• British V8 - 2014
• British V8 - 2013
• British V8 - 2012
• British V8 - 2011
• British V8 - 2010
• British V8 - 2009
• British V8 - 2008
• British V8 - 2007
• British V8 - 2006
• British V8 - 2005
• British V8 - 2004
• British V8 - 2003
• British V8 - 2002
• British V8 - 2001
• 2000 MG V-8 Meet
• 1999 MG V-8 Meet
• 1998 MG V-8 Meet
• 1997 MG V-8 Meet
• How To Contact Us
• Vendor Directory
• BritishV8 Store - New!
• VIP Contributors
• Support This Website!

Touring "British Motor Heritage"

Background information.

In 1975 British Leyland Motor Corporation formed a small division to provide technical information and genuine service parts for all the classic models of vehicles under its corporate umbrella. The "Leyland Historic Vehicles" division was charged with supporting both the British Motor Holdings side of the family tree (Austin, Morris, MG, Wolseley, Riley, Jaguar, Guy, and Daimler cars) and the Leyland Motors side (Triumph, Standard, Rover, and Alvis cars and utility vehicles plus Leyland trucks and buses.) For the sake of efficiency, the new division was managed from one centralized office. As an aside, it's interesting to note that Leyland Historic Vehicles gathered up a large collection of actual cars. Many of these cars were subsequently restored, and some of the division's expenses were funded by leasing cars for television, movie, and photographic uses. That part of Leyland Historic Vehicles ultimately evolved into The Heritage Motor Center museum at Gaydon. With the British automobile industry undergoing continuing turmoil and reorganization, Leyland Historic Vehicles became the British Motor Industry Heritage Trust ("BMIHT") in 1983. British Motor Heritage Ltd. was formed as the commercial ("parts") division of BMIHT, with a focus on body stampings and sub-assemblies off original factory tooling. Over the following years, British Motor Heritage operated as an autonomous subsidiary of The Austin Rover Group and its successors. (The Austin Rover Group was renamed Rover Group PLC in 1986, and was acquired by British Aerospace plc in 1988. In 1995 BMW bought the Rover Group from British Aerospace.) When BMW divested itself of Rover in 2000, British Motor Heritage wasn't included in the deal. BMW actually retained British Motor Heritage until November 2001, allowing veteran British automotive executives David Bishop, Neil Morrick, and John Yea to put together a financial takeover and management plan.

British Motor Heritage Today

British Motor Heritage continues to be an independent, privately-owned, entirely-British company. In early 2006, David Bishop and Neil Morrick returned to retirement, leaving John Yea in managerial control. John Yea is also the majority shareholder in the company. British Motor Heritage is based in Witney, Oxfordshire (about 12 miles west of Oxford, 14 miles northwest of Abingdon, and 65 miles west of downtown London.) Their staff of about 40 employees operates out of a single 51500 square foot building on a 3.6 acre site. This facility includes management, engineering, production and warehouse space. Steel stamping operations are outsourced, but assembly operations are done in house. BMH owns and maintains an archive of the original engineering drawings and specifications of BLMC vehicles and their predecessors. BMH also owns and maintains many of the original press tools and assembly fixtures for these vehicles. The oldest tools in their possession date back to about 1948, and are used to make service parts for Morris Minors. Some of the newest tools are used to make service parts for MG Rover Group vehicles such as the "MG TF" (which ceased production in 2005, but recently restarted production in China and at Longbridge under new company ownership.)

British Motor Heritage's core business is the sale and manufacture of previously-unavailable parts for classic British cars. BMH parts are exclusively distributed through a worldwide network of "Heritage Approved Specialists". If you want a new, complete, and authentic steel fender for an MGB (or a London taxi-cab for that matter), this is the place to get it!

Some reproduction body parts for classic British cars are available from "knock-off" parts suppliers. It's very important to recognize that knock-off suppliers only cherry-pick the most profitable body and trim parts. If anything ever happens to British Motor Heritage, the knock-off suppliers won't be able to help you with harder-to-find parts. The continued success of BMH is important for the long term viability of our hobby. Buyer beware! Some of the major catalog parts suppliers offer cheap copies alongside genuine BMH parts. Before you buy, make sure to verify you're buying genuine parts. What if you only need a patch panel? British Motor Heritage is also the exclusive distributor of the UK-made "Steelcraft" range. What's the difference? The Steelcraft brand is known for economical patch panels that can be welded into larger assemblies for rust repair, etc. Steelcraft parts are manufactured in the UK by Taylor Pressform Ltd. Production started in 1974, and about 400 different parts are currently produced. How can the number be that large? For one thing, Steelcraft also makes a lot of simple and less cosmetically important stampings (such as the backing plate for MGB front disc brakes.) Please note that Steelcraft parts are NOT made on original factory/production tooling. Steelcraft parts are clearly labeled "Steelcraft".

British Motor Heritages's annual sales are in the ballpark of 4 million British pounds. Because the stamped parts they handle are only economical when produced in quantity, British Motor Heritage is obliged to carry a relatively large inventory. The value of their inventory averages about 2 million British pounds. The BMH manufacturing system currently lists about 10,000 different part numbers. British Motor Heritage is an ISO9001-2000 accredited supplier to Ford (for Jaguar and Land Rover parts).

A Unique Mission

Whatever BMH is today should largely be credited to the visionary leadership of David Bishop, who began combing through the back lots of old BLMC facilities in the early 1980's to gather and collect old tooling. The preservation of old tooling has helped keep repair, restoration, and even building of "new" reproduction classic British sports cars feasible for enthusiasts. Although retired now, David Bishop's contribution as a "manufacturing guy" has been very important. His dedication to preserving the art and craft of old-school production techniques has been adopted and is being emulated by others. Furthermore, David Bishop's vision has not only kept old cars on the road, but also been crucial to keeping the British sports car hobby thriving. How has this affected our niche... specifically engine swappers? If it weren't still possible to purchase excellent MGB fenders brand new, competition for "parts cars" would be fierce and the supply of cars for engine swaps would be more expensive. On the other hand, engine swaps are becoming more refined, sophisticated, and higher-budget. Our cars now routinely sell for higher prices than pristine "original" and "restored" cars. Using brand new Heritage bodyshells has begun to make a lot of sense within our niche!

What is a Heritage Bodyshell?

In concept, the idea is deceptively simple: a Heritage bodyshell is a complete car body. It's a sheetmetal foundation that's ready to go to the paint shop, and then ready for all the mechanical, accessory and trim parts to be installed onto it. British Motor Heritage first introduced the MGB-roadster Heritage bodyshell back in 1988. Just pause for a moment and think about this: Heritage bodyshells have been in production for longer than the original MGB was! Over the last eighteen years, Heritage bodyshells have evolved tremendously. The very definition of Heritage bodyshell has changed. Originally, the MGB unibody was provided without bolted-on body parts such as doors, hood ("bonnet"), and trunk lid ("boot lid"). The cost of procuring and installing these parts wasn't the issue... the problem was that fitting these parts wasn't a job for do-it-yourselfers. In the context of sixties-era automobiles, "fitting" frequently meant assertive use of a hammer. Probably the single most important improvement made to Heritage bodyshells is that all major panels are now pre-installed and aligned by experts who know just where to smack! Another obvious change from those early days has been the proliferation of distinct bodyshell variants. Shortly after the chrome-bumper roadster bodyshell was introduced, BMH followed with the GT model, and with rubber-bumper models. There were lefthand-drive variants versus righthand-drive variants. There were two-wiper (European spec) roadsters versus three-wiper (North American spec) roadsters. Pull-handle doors versus push-button doors... BMH even responded to requests for chrome-bumper shells with rubber-bumper underpinnings to provide roomier engine and tranny areas for engine swaps. MG Midget and Austin-Healey Sprite enthusiasts started calling... and Triumph TR6 enthusiasts... and classic Mini enthusiasts... not to mention the Rover factory with their RV8 program! BMH says that they currently build 42 distinctive bodyshell models. More importantly, BMH reports that "combined total production of bodyshells to date exceeds 6000 units" including MGB roadster and GT, MG RV8, MG Midget and A-H Sprite, Triumph TR6, classic Mini, and Mini Clubman. Let's take a step back and think about what's involved with making a Heritage bodyshell. First, BMH had to recover "lost" tooling from all around Britain. When the various car plants were shut down, tooling was scattered. Some of it remained with suppliers, but supplier facilities were shutting down too. Quite a lot of tooling went to scrap yards. Finding, identifying, purchasing and reconditioning old tooling was a major undertaking and investment. Perhaps you want a bodyshell built exactly to 1967 specs in every possible respect. Sorry, but that's not a realistic expectation. Here's why: running changes were made to the factory tools over time to accommodate ever changing production needs, model year specific features, changing requirements of various export markets, and changing option packages. So, if you're expecting an exact and specific combination of mounting holes and weld-nuts in your firewall, you very probably won't get it. Typically, a Heritage bodyshell will have a few extra mounting holes and/or weld nuts. This seems to be particularly true on earlier year-model cars.

Are Heritage Bodyshells as Good as New?

In some respects, Heritage bodyshells are categorically superior to "original" bodies. The most obvious improvements are in the area of corrosion protection. All original BLMC bodyshells were stamped from plain carbon steel. To dramatically improve corrosion protection, British Motor Heritage began using galvannealed (NOT galvanized) zinc coated steel sheet for all MG bodyshells starting in 1993. Galvannealed steel is coated with zinc on both sides by a continuous hot-dip process. Immediately as the steel exits the coating bath, the molten zinc is subjected to an in-line heat treatment that converts the entire coating to a zinc-iron alloy. (Iron actually diffuses from the steel into the coating.) The surface typically has a matte finish that's very different from the dappled metallic appearance of a galvanized coating. At times, galvannealed coatings may appear similar to uncoated cold rolled steel. The zinc coating dramatically reduces rust in two ways: not only does it provide an additional barrier layer on the steel surface, but the zinc also functions as a sacrificial protector against galvanic corrosion. In other words, even if the zinc coating is scratched and salt water contacts the steel, the nearby zinc will tend to corrode instead of the steel. Galvannealed steel differs from galvanized steel in that the coating is thinner, harder, smoother and more even in appearance, more scratch and scuff resistant, and far preferable in terms of paint adhesion. Still, the galvannealed coating isn't a perfect solution. For one thing, the zinc coating is typically burned off around welds, the zinc coating doesn't cover die-cut panel edges, and it is subject to damage in press operations and part handling. To further improve corrosion resistance and provide a more consistent basis for paint, British Motor Heritage also sends all assembled bodyshells out for E-coating. "E-Coat" is a technology used worldwide for high-quality, low-cost, environmentally-friendly, corrosion protection. Approximately 98 percent of all automobiles produced worldwide are primed with E-Coat because of the exceptional corrosion protection it provides! E-coat should NOT be confused with powder-coating! The "E" in E-Coat indicates that the primer is deposited by completely immersing the bodyshell in an "electrophoretic" liquid paint emulsion. An electrical current is passed through the paint tank, causing the paint in contact with the metal bodyshell to adhere. The coating thickness is controlled by voltage adjustment. The current is typically only applied for about two minutes. (This is a subtle difference between E-coat and plating processes where coating thickness is controlled by amperage and especially by time.) The newly adhered paint blocks further deposition until an exceptionally even covering of paint is achieved. (The variation is typically 0.1 to 0.2 Mil, versus a thickness variation of 0.5 to 2.0 Mils for paint spraying techniques. Furthermore, spraying techniques tend to produce even less consistent protection on sheet metal edges, sharp corners, and recesses.) Heritage bodyshells have been E-coated since the start of production back in 1988. Since 1993 all Heritage bodyshells have been E-coat primed after assembly, over top of their galvannealed zinc coating.

Stronger and Stiffer - The Competition Bodyshell Program

All of the classic BLMC models were built using spot welds and spot welds remain the main welding technology for Heritage bodyshells, but there were always a few places where the spot-welder electrode tips couldn't reach. (The welding equipment has to reach both the front and back side of the joint at once.) Back in the day, oxy-acetylene (flame) welding was used to weld these areas. Now, MIG electric arc welding is used instead. MIG welding involves use of an inert gas to "shield" the weld area (i.e. to avoid weld puddle contamination and to reduce splatter.)

Enjoying this article? Our magazine is funded through the generous support of readers like you! To contribute to our operating budget,   please click here and follow the instructions . (Suggested contribution is twenty bucks per year. Feel free to give more!)

British Motor Heritage's NEW "competition bodyshells" feature extensive MIG welding that supplements the standard spot welds for significantly increased chassis stiffness, strength, and crashworthiness. The Heritage competition bodyshell program also includes an a la carte menu of optional features including: welded-in roll-cage mounting brackets, precision-made roll-cages, reinforced mounting features for racing-type shoulder harnesses, FIA-spec tow eyes, etc. See Heritage Competition Bodyshells and Equipment for detailed information.

Austin Healey Sprite and MG Midget ("Spridget") Bodyshells

MGB fans sometimes forget a few facts about the little "Spridget" models, like that the MG factory at Abingdon had already produced over sixty thousand Spridgets before MGB production started in May 1962. That number includes all 48999 of the Mk.I (aka "bugeye" or "frogeye") Sprites. Their production run lasted from March 31, 1958 through January 1961. The Mk.II Sprite and Mk.I Midget were both launched in 1961. In 21 years and 8 months of production, almost as many Spridgets were built as MGB roadsters. Like the MGB, these little cars featured elegant, modern "unitbody" construction instead of frame-on-body construction. British Motor Heritage has collected up the original tooling, and has been building Heritage Spridget bodyshells since 1991. Are you curious to have a look? See photos of MG Midget bodyshells being built.

British Motor Heritage played a pivotal role in the design, development and production of one of the rarest and most prestigious MG models. In 1990, Rover Group became interested in reviving the MG badge on an upmarket, limited-production sports car as a precursor to introducing more mass-market models such as the MGF. Code named "Project Adder", Rover purchased a Heritage MGB bodyshell and began mocking-up in modeling clay a thoroughly updated design. Rover then contracted British Motor Heritage and Abbey Panels (famous supplier of hand-formed panels such as the original Jaguar XKE hood and the first Ford GT40 chassis) to bring concept to reality within a very modest development and tooling budget. British Motor Heritage would assemble the bodies for all RV8 cars. First shown publicly in October 1992, the MG RV8 was obviously stylistically derived from the MGB, except featuring a wider and stronger stance. The RV8 was critically acclaimed, despite its premium price. Rover was especially delighted by response to the car at the 1993 Tokyo Motor Show. They wrote nearly 1300 orders! In fact, of the 2000 cars built, over seventy-five percent went to Japan. Rover assembled their final MG RV8 on November 22, 1995 after having accomplished their public relations goal. Sadly for North Americans and mainland Europeans, Rover never even developed a left-hand-drive RV8, and at this time The British V8 Newsletter is only aware of three MG RV8 cars that have made it to North America. Although all 2000 of the MG RV8 production bodyshells were built by British Motor Heritage, Scott Miller's RV8 is unique because he actually started with an aftermarket bodyshell and built his own car! Actually, Scott's car is even more one-of-a-kind than that because he invested all the special skill and effort to create a left-hand-drive RV8. You can read more about it here:         Rare: Scott Miller's Unique Left-Hand Drive MG RV8 , or here:         Photos of Scott Miller's 1994 MG RV8 I guess it's small consolation to us now, but one of the best things about Rover's MG RV8 program is that it resulted in significant improvements to British Motor Heritage facilities. (I'm also happy about Rover's pioneering use of through-the-fender headers.) At this time the BMH isn't offering RV8 model Heritage bodyshells for sale.

Classic Mini and Mini Clubman

Naturally, there's a great deal of interest in everything to do with Sir Alec Issigonis's brilliant little over-achiever. Like most "younger" North American's, I mostly know the Mini from Austin Powers movies... but those movies have really sparked my curiousity. In total, 5.4 million classic Minis were manufactured over forty-one years of production. That build was spread over factories in eleven different countries. However, considering the worldwide popularity of the Mini as an icon of the sixties, remarkably few classic Minis were ever brought to North America. BMH received the classic Mini tooling when production ended at Longbridge in 2000, and now Heritage Mini bodyshells are available in several interesting variants. "Be the change you want to see in the world." Wouldn't a Heritage Mini bodyshell be an excellent platform for your next project? High performance and great gas mileage? Heck, why not build yourself an electric car? Trade in your sport utility vehicle now.

Another interesting but less obvious choice for your next hot-rod would be the Mini Clubman. The original Mini Clubman was produced from 1969 to 1980 in "saloon", "estate" (station wagon) and 1275-GT forms. (The 1275-GT version was a sub-variant of the saloon. It was the "performance package".) Strictly speaking, BMH only produces a Heritage bodyshell versons of the final-generation (1976-1980) Mini Clubman saloon. Although the Mini Clubman styling isn't universally popular, its larger engine bay suits installation of larger engines than a standard Mini. In England, hot-rodders frequently swap Honda VTEC, Vauxhall, or Rover K-series engines into the Mini Clubman. What would you put in your Mini Clubman? (Note: Clubman production totaled 626312 cars spread over eleven years of production. The breakdown was: 331675 saloons, 176688 estates, and 117949 1275-GTs.) Note: galvannealed steel is not yet included on the new Hertage Mini and Mini Clubman bodyshells models, although they do come with E-coat primer. What about Triumph TR6? For the time being, British Motor Heritage isn't accepting orders for Triumph TR6 Heritage bodyshells. They've produced a few... but production proved problematic because TR6 is a body-on-frame car. Even when BMH delivered a "perfect" TR6 bodyshell, there was no way to guarantee it would fit on a customer's (possibly tweaked) original TR6 frame. The TR6 bodyshells also proved especially susceptible to damage in shipping. If new aftermarket Triumph frames were available, BMH might consider marrying them to bodies and re-introducing the Heritage TR6 bodyshell.

Order Your Bodyshell Factory-Direct

Until recently, Heritage bodyshells were only available through "Heritage Approved Specialists". Beginning in late 2006, British Motor Heritage now offers factory-direct sales too. Obviously there's potential for dramatically improved efficiency, but another motivation is that direct communication improves customer satisfaction. British Motor Heritage prices their bodyshells in their local currency, "pounds sterling". They also add a 17.5 percent Value Added Tax ("VAT"). If you're purchasing a bodyshell for use outside the European Community, you may be able to get a refund of the value-added tax. Shipping cost is also additional, and will have to be quoted on a case-by-case basis. Purchasing a bodyshell by credit card is probably the easiest method. Check with your credit card company to determine current dollar-to-pound exchange rate and verify whether they have a surcharge on international purchases. (The credit card company's surcharge will probably be trivial. You could alternatively use an internation wire transfer, but the charge for that would be higher.) Bodyshells are available in many variants. Here is a sampling so that you can get an idea of what they currently cost. Note: currency exchange rates vary daily. Don't despair - they're likely to improve for North American customers soon. (Prices below were current as of September 1, 2007. Exchange rates were current on September 1, 2007.)

A ten percent non-refundable deposit is required with the initial order, and must be increased to a fifty percent payment before commencement of build. The remaining fifty percent payment is due upon receipt of the bodyshell. What about shipping cost? You'll need to call for a quote and work from there. The cost will very depending on your delivery location and on whether more than one bodyshell can be shipped over together. (Three crated MGB bodyshells, for example, will fit in a forty foot steel shipping container - but the cost to transport one container is the same whether it's full or empty. Heritage will be happy to consolidate shipments if they can.) Just for reference, to give you a conservative high-side shipping estimate, a customer recently paid $4800 for door-to-door transport of a GT bodyshell from Heritage to the buyer's house in Seattle Washington. In this case, the international transport charge wasn't shared at all. The cost of the wooden crate is £330 (about $667) + VAT. How long will it take? Heritage bodyshells are made-to-order, and they're made in batches. You'll need to check with Heritage to see when your bodyshell can be produced. Delivery time also needs to be quoted on a case-by-case basis. Just for reference, delivery from the port in England to Seattle Washington takes about twenty-five days. Disclaimer: This page was researched and written by Curtis Jacobson. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk. This article is part of a set of FIVE!  If you enjoyed this article, check out:       BMH's Exciting New Competition Bodyshell Program       How BMH Built a Brand-New Vintage Race Car       The Building of an MG Midget Body       The Building of an MG MGB Body Photos by Curtis Jacobson for The British V8 Newsletter, except the first, sixth and eleventh photos from the top of the article, which remain property of British Motor Heritage and which are used by permission. The photo of Spridgets lined up outside BMH is by Steve Clark, and is used by exclusive permission. All rights reserved.

Our Home: Mercedes F1 Factory Tour!

Taking you behind the scenes at our Formula One factory in Brackley, to show you some of the departments you don’t see on TV and what goes on behind closed doors 👀

SAIC set to manufacture the MG4 in Europe

SAIC,the parent company behind MG Motor is considering opening a new factory dedicated to building the MG4 electric car somewhere in Europe. The company hasn’t revealed any concrete information about where the location will be yet. However, we can expect SAIC to make the decision in the next few years.

William Wang, the head of MG Europe gave some insight into the decision process. While the company hasn’t yet decided on a location, the production cost will be significantly more expensive than it is in China.

“We need to check the energy costs, the labour costs, just everything, to find out which country is best. We need a very detailed calculation.”

William Wang – Head of MG Motor Europe

A candidate for the factory is the original MG Rover plant in Longbridge, near Birmingham in the UK. The plant hasn’t been used since 2016 and is currently used as a research and development centre. While SAIC owns the location, it would need significant investment to get the place ready to make cars again.

The UK would make a lot of sense for a new MG factory, as currently the UK is the largest European market for MG.

Share this:

Advertisement.

• apple-podcasts

Follow us on Google News

ADVERTISMENT

Daily deals.

Deal: Get this meross power strip, with HomeKit support for over 40% off on Amazon UK

Deal: Save 9% on a MacBook Pro with M2 chip on amazon.co.uk

Deal: Get almost £100 off the M1 MacBook Air today on amazon.co.uk

iPhone SE 256GB is now £501 on amazon.co.uk

Deal: Mac mini M1 has over £50 off today on amazon.co.uk

WHAT TO EXPECT

Success runs in the family. And so does agility. AMG Factory Experience and driving experience in the Home of Driving Performance.

The sound of our cars that gets under your skin? It comes straight out of Affalterbach. At this unique experience, you will spend the day exploring the home of the World’s Fastest Family. During the AMG Factory Experience, you will get the exclusive opportunity to experience the fascinating ‘One man – one engine’ philosophy up close. Afterwards, you will hop into the driver’s seat of our latest Mercedes-AMG models – with highlights such as the new Mercedes-AMG GT 63 Coupé – for an adventure featuring some spectacular bends.

When you visit the World’s Fastest Family, you don’t sit at the coffee table, but behind the steering wheel. On a guided drive through the charming countryside of Hohenlohe and the surrounding area, you will try out different Mercedes-AMG models and experience the top-notch performance of our fleet for yourself. Professional instructors will show you how to harness the full potential of your Mercedes-AMG, the features at your disposal, and the ideal time to use the different driving modes.

A nine-speed gearbox and a three-course lunch: after enjoying a one-off, specially created menu at the renowned five-star superior Wald & Schlosshotel Friedrichsruhe, you will return to Affalterbach where you will end the day in like-minded company in the AMG Private Lounge.

Spend the day immersed in the history of Mercedes-AMG and experience the latest Mercedes-AMG models.  

Affalterbach, Germany

Discover the history of the brand Mercedes-AMG and explore the region.

We will provide you with the latest Mercedes-AMG vehicles, including highlights such as the Mercedes-AMG GT 63 Coupé 1 , the Mercedes-AMG SL 63 2  and many more.

1 Kraftstoffverbrauch kombiniert: 14.1 l/100 km | CO2-Emissionen kombiniert: 319 g/km  2 Kraftstoffverbrauch kombiniert: 13.2 - 12.8 l/100 km | CO2-Emissionen kombiniert: 300 - 290 g/km

INCLUDED SERVICES

The following services are automatically included in the basic price for your booking:

• You will drive in a variety of Mercedes-AMG models on a double occupancy basis. 
• All parts of the event will be held in German and English.
• You will receive first-class catering throughout your entire AMG Experience on Road.
• The number of participants is limited to a maximum of 24 people.  
• A professional photographer will accompany the event, and you will receive the photos after your AMG Experience on Road.

Individual arrival to Mercedes-AMG in Affalterbach Welcome and breakfast in the AMG Private Lounge AMG Factory Experience Safety Briefing Guided drive Lunch at the Wald & Schlosshotel Friedrichsruhe Guided drive Snacks and farewell in the AMG Private Lounge

Programme schedule subject to change.  

REQUIREMENTS

You need a German Class B driving licence, a European driving licence, or an international driving licence. 

You must be at least 21 years old to take part in the Spirit of Affalterbach.   

Errors and omissions excepted. Images similar.

AMG EXPERIENCE Newsletter

Stay in the fast lane with the latest information.

With our AMG Experience Newsletter, we keep you up to date on our latest events and trainings and inform you about free spots and interesting facts.

Please keep me up to date about AMG Experience events, free spots, and news. I would like to subscribe to the newsletter, from which I can unsubscribe at any time. You can find our privacy statement here

Ich möchte über AMG Experience Events, freie Plätze und Neuigkeiten informiert werden und melde mich zum Newsletter an, von dem ich mich jederzeit wieder abmelden kann. Unsere Datenschutzerklärung findest du hier

If you have any questions regarding our events, dates or your booking, please contact us. This is how you can reach us:

• +49 711 340335-55 (Mo-Fr 8am - 6pm)
• [email protected]

• Latest Topics Table
• MGB & GT
• Buy, Sell & Trade
• Vendor Market
• MG Performance
• MG Engine Swaps
• Factory Correct
• MG Magnette
• 1100 & 1300
• T-Series & Prewar
• EV Conversion
• MG Motorsports
• Events & Meetup
• MG 2024 Katy Texas
• Other Vehicles
• Random Topic
• Who's Online?
• Add Your Car
• Top Rated Cars
• Browse Registry
• Recently Added
• Search Registry
• Motorsport Info
• Random Vehicle
• Cars For Sale
• Sell Your Car
• Parts For Sale
• Buyer Safety
• Buy & Sell Forum
• MGExp Regalia Shop
• Books & Magazines
• Parts & Accessories
• Tires & Wheels
• My Order Status
• Events Calendar
• Add an Event
• Featured Build Journals
• Latest Journal Posts
• Create a Journal
• Tech Library
• Featured Articles
• Submit an Article
• Buying a Used Vehicle
• Frequently Asked Questions
• General Maintenance
• Service & Repair
• Body Repair & Paint
• Restoration
• Video Library
• Scanned Publications
• Miscellaneous
• Early MGB Reference
• Motorsport Library
• Link Directory
• Link to This Website
• Member Services
• Parts Suppliers
• Reference & Tech
• Clubs & Registers
• Personal Sites
• Specialist Services
• General Suppliers
• Other Links

MGB & GT Forum

Mg factory tour.

To reply or ask your own question: Members Sign In or Create an Account Registration is FREE and takes less than a minute

Having trouble posting or changing forum settings? Read the Forum Help (FAQ) or contact the webmaster Phorum Open Source Software -->

Moscow Metro Tour

• Page active

Description

Moscow metro private tours.

• 2-hour tour $87:  10 Must-See Moscow Metro stations with hotel pick-up and drop-off
• 3-hour tour $137:  20 Must-See Moscow Metro stations with Russian lunch in beautifully-decorated Metro Diner + hotel pick-up and drop off. 
• Metro pass is included in the price of both tours.

Highlight of Metro Tour

• Visit 10 must-see stations of Moscow metro on 2-hr tour and 20 Metro stations on 3-hr tour, including grand Komsomolskaya station with its distinctive Baroque décor, aristocratic Mayakovskaya station with Soviet mosaics, legendary Revolution Square station with 72 bronze sculptures and more!
• Explore Museum of Moscow Metro and learn a ton of technical and historical facts;
• Listen to the secrets about the Metro-2, a secret line supposedly used by the government and KGB;
• Experience a selection of most striking features of Moscow Metro hidden from most tourists and even locals;
• Discover the underground treasure of Russian Soviet past – from mosaics to bronzes, paintings, marble arches, stained glass and even paleontological elements;
• Learn fun stories and myths about Coffee Ring, Zodiac signs of Moscow Metro and more;
• Admire Soviet-era architecture of pre- and post- World War II perious;
• Enjoy panoramic views of Sparrow Hills from Luzhniki Metro Bridge – MetroMost, the only station of Moscow Metro located over water and the highest station above ground level;
• If lucky, catch a unique «Aquarelle Train» – a wheeled picture gallery, brightly painted with images of peony, chrysanthemums, daisies, sunflowers and each car unit is unique;
• Become an expert at navigating the legendary Moscow Metro system;
• Have fun time with a very friendly local;
• + Atmospheric Metro lunch in Moscow’s the only Metro Diner (included in a 3-hr tour)

Hotel Pick-up

Metro stations:.

Komsomolskaya

Novoslobodskaya

Prospekt Mira

Belorusskaya

Mayakovskaya

Novokuznetskaya

Revolution Square

Sparrow Hills

+ for 3-hour tour

Victory Park

Slavic Boulevard

Vystavochnaya

Dostoevskaya

Elektrozavodskaya

Partizanskaya

Museum of Moscow Metro

• Drop-off  at your hotel, Novodevichy Convent, Sparrow Hills or any place you wish
• + Russian lunch  in Metro Diner with artistic metro-style interior for 3-hour tour

Fun facts from our Moscow Metro Tours:

From the very first days of its existence, the Moscow Metro was the object of civil defense, used as a bomb shelter, and designed as a defense for a possible attack on the Soviet Union.

At a depth of 50 to 120 meters lies the second, the coded system of Metro-2 of Moscow subway, which is equipped with everything you need, from food storage to the nuclear button.

According to some sources, the total length of Metro-2 reaches over 150 kilometers.

The Museum was opened on Sportivnaya metro station on November 6, 1967. It features the most interesting models of trains and stations.

Coffee Ring

The first scheme of Moscow Metro looked like a bunch of separate lines. Listen to a myth about Joseph Stalin and the main brown line of Moscow Metro.

Zodiac Metro

According to some astrologers, each of the 12 stops of the Moscow Ring Line corresponds to a particular sign of the zodiac and divides the city into astrological sector.

Astrologers believe that being in a particular zadiac sector of Moscow for a long time, you attract certain energy and events into your life.

Paleontological finds 

Red marble walls of some of the Metro stations hide in themselves petrified inhabitants of ancient seas. Try and find some!

• Every day each car in  Moscow metro passes  more than 600 km, which is the distance from Moscow to St. Petersburg.
• Moscow subway system is the  5th in the intensity  of use (after the subways of Beijing, Tokyo, Seoul and Shanghai).
• The interval in the movement of trains in rush hour is  90 seconds .

What you get:

• + A friend in Moscow.
• + Private & customized Moscow tour.
• + An exciting pastime, not just boring history lessons.
• + An authentic experience of local life.
• + Flexibility during the walking tour: changes can be made at any time to suit individual preferences.
• + Amazing deals for breakfast, lunch, and dinner in the very best cafes & restaurants. Discounts on weekdays (Mon-Fri).
• + A photo session amongst spectacular Moscow scenery that can be treasured for a lifetime.
• + Good value for souvenirs, taxis, and hotels.
• + Expert advice on what to do, where to go, and how to make the most of your time in Moscow.

Write your review

• Preplanned tours
• Daytrips out of Moscow
• Themed tours
• Customized tours
• St. Petersburg

Moscow Metro 2019

Will it be easy to find my way in the Moscow Metro? It is a question many visitors ask themselves before hitting the streets of the Russian capital. As metro is the main means of transport in Moscow – fast, reliable and safe – having some skills in using it will help make your visit more successful and smooth. On top of this, it is the most beautiful metro in the world !

. There are over 220 stations and 15 lines in the Moscow Metro. It is open from 6 am to 1 am. Trains come very frequently: during the rush hour you won't wait for more than 90 seconds! Distances between stations are quite long – 1,5 to 2 or even 3 kilometers. Metro runs inside the city borders only. To get to the airport you will need to take an onground train - Aeroexpress.

RATES AND TICKETS

Paper ticket A fee is fixed and does not depend on how far you go. There are tickets for a number of trips: 1, 2 or 60 trips; or for a number of days: 1, 3 days or a month. Your trips are recorded on a paper ticket. Ifyou buy a ticket for several trips you can share it with your traveling partner passing it from one to the other at the turnstile.

On every station there is cashier and machines (you can switch it to English). Cards and cash are accepted. 1 trip - 55 RUB 2 trips - 110 RUB

Tickets for 60 trips and day passes are available only at the cashier's.

60 rides - 1900 RUB

1 day - 230 RUB 3 days - 438 RUB 30 days - 2170 RUB.

The cheapest way to travel is buying Troyka card . It is a plastic card you can top up for any amount at the machine or at the ticket office. With it every trip costs 38 RUB in the metro and 21 RUB in a bus. You can get the card in any ticket office. Be prepared to leave a deposit of 50 RUB. You can get it back returning the card to the cashier.

SamsungPay, ApplePay and PayPass cards.

One turnstile at every station accept PayPass and payments with phones. It has a sticker with the logos and located next to the security's cabin.

GETTING ORIENTED

At the platfrom you will see one of these signs.

It indicates the line you are at now (line 6), shows the direction train run and the final stations. Numbers below there are of those lines you can change from this line.

In trains, stations are announced in Russian and English. In newer trains there are also visual indication of there you are on the line.

To change lines look for these signs. This one shows the way to line 2.

There are also signs on the platfrom. They will help you to havigate yourself. (To the lines 3 and 5 in this case).