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MG TCs in Central Ohio – Part 1: Automobiles and Motoring in the late 40s by Bob Watts

Harley Watts, Bob Watts, Bob Fergus, Jaguar

Far right in the photo at left is the author of this article, Bob Watts, standing by  his brother (and my father) Harley Watts, and some other unidentified friends working on a Jaguar XK-120 race car owned by Harley’s co-driver, Bob Fergus, at an unidentified race event in 1953.


MG TCs in Central Ohio  by Bob Watts

A Historic Perspective

As a student at the Ohio State University, the first MG I saw was a TC parked behind the Horticulture building in the spring of 1948.  The size and appearance were quite attractive.  What it was, and where it was made, were not obvious, the owner was not around, and efforts to make contact were not successful as our class schedules were different.  Even after finally meeting the owner, only a minimum of information was obtained.

Some time later when my brother Harley, and I were after parts for our 1933 V-12 Cadillac, we became acquainted with Bob Fergus, a salesman at Columbus Motorcar, the local Cadillac dealer.  Bob had a late ‘48 TC and was required to hide it so Cadillac customers could not see it.  Bob introduced us to Ray Fisher who drove an Ivory TC.  Ray gave me my first ride in a TC.  It was a brief ride around the perimeter cinder road in Franklin Park which circled inside the park near the outside fence.  We were stopped by the park police for speeding on the park road.  The officer demanded my drivers license since I got out of the left side of the car.  Ray offered his license to the officer and was brushed aside.  Finally Ray opened the door on the left side , (the top was up and side curtains on, as the weather was cold), invited the officer , and said “See, no steering wheel”.  The totally confused officer looked at the TC, questioned how the steering wheel could be on the wrong side and couldn’t decide who had been driving, but finally took Ray’s license.  He banned TCs from the park for excessively exceeding the speed limit.

By March 1949 Tom Miller had purchased a ’48 TC from one of the Greiner brothers in Springfield, Ohio.  His brother Phil had gone to Canada and bought a TC, and Don Marsh had acquired a black TC in Indiana.  I don’t know just when, but Dave Lee showed up with a red TC and Chuch Dietrich came down from Sandusky with a BRG TC.  Harley Watts found a used BRG ’48 TC in Dayton, Ohio.  Don Marsh also bought an Ivory TC, he now had two TCs.  By the fall of ’49 there were at least ten TCs in the area which assembled on Sundays for tours and other activities.  Most TC owners drove their cars hard, occasionally drag raced of traffic lights and found every relatively close winding road arounb, many of which were in southern Ohio.

Many, if not most, current “T” series owners have little or no concept of those times.  To better understand them, when the TC was new, a brief discussion of the way things were about 1949 may provide a better perspective.

The population of the Columbus area was about one tenth of that of 1997.  With few exceptions, males between the ages of 21 and 30 had been directly involved in the recently ended world war.  Many men from ages 30 to 50 , had also been in the service in one capacity or another.  Everyone at home had been involved in the war effort, with rationing of most everything.  Also the great depression was a very vivid memory of a not very distant past.  Few families had more than one car.  Most middle class men rode the trolly bus to work or shared a ride with several others.  The street cars had just been phased out, and the tracks with the granite paving bricks between and beside them were being torn out.  Many cars were driven 10,000 miles or less per year.  For a change many more people had money to spend on a car and were eager to do so.

There were no fast food restaurants and restaurants in general were quite sparse.  For most families, eating out was rather rare and somewhat of an event.  The fist shopping center in the US was built by Don Casto on East Broad Street in 1950.  It was only the west end of the present “Miracle Mile”.  Gasoline and tire rationing ended in late 1945 and a desire to take advantage of this was still not fully satisfied by late 1949.  Traffic was light and roads were two lane, much narrower than today’s two lane roads, and not very well paved.

Vehicles on the road around Ohio, when the T cars were new, were leftovers from the ‘30s, if not in fact, they were in design, just like the TC.  Relatively new Fords had 85 hp, flat head V-8s, and torque tube drive.  Chevrolets were straight 6 pushrod engines that relatively recently had gone from 15 psi oil pressure (rod bearings being lubricated by a scoop on the bottom of each rod that dipped into the oil) in the pan – if there was any there- to full pressure of 35 lbs.  Most others were flat head fours, sixes, or eights.  Standard transmissions were normal, three speed on the column which were very sloppy, even when new.  Four speeds were unknown to the average driver.  Electric systems were six volt with the battery under the floor on the front passenger side on many cars.  Windshield wipers were vacuum operated from a hose off the intake manifold.  During acceleration the wipers stopped.  Heaters were poor at best and were re-circulating only (except on Nash cars).  Defrosters consisted of a small after market electric fan on the dash blowing on the windshield, wiping the inside of the glass with a cloth, or driving with the windows open regardless of the temperature.

Antifreeze consisted of two choices, alcohol or Prestone.  Alcohol boils at about 180F, and frequently boiled away on winter days.  Cracked blocks were not unusual.  Freeze out plugs lived up to their name.  “Permanent” antifreeze was drained in the spring, saved, and returned to the cooling system in the fall.

Most cars had 6.00 x 16 tires.  All were tube type.  There were no radial tires.  Normal tire life was about 10,000 miles.  Exuberant driving shortened this.  Retreading of bald tires was fairly common.  Blowouts were all too common.

Starters were activated by pushing on a foot pedal on the floor, except for Buick which was on the accelerator pedal when depressed all the way to the floor.  Power steering arrived in the mid 50s. Vacuum assist power brakes were around from the late 20s, or early 30s on high priced cars only.  Constant maintenance was necessary. “Gas stations” all changed oil, spark plugs, and provided regular maintenance, including washing, and they all pumped the gas as it was against the law in Ohio to pump your own.  Every gas station had a lift or sometimes a pit in the floor with steps down to it.

Many prewar cars were daily drivers.  Model A Fords, early 30s Chevys , Auburns, Hupmobiles, LaSalles, and run of the mill Oldsmobiles, Pontiacs, Plymouths, Studebakers, Kaisers, Henry Js, Mercurys, Packards, Nashes, Lincolns, Willys’, Crossleys, etc were commonly seen daily.  An occasional Model T Ford, Deusenberg, or Cord 810 or 812 or Pierce Arrow was not unusual.  An occasional Cadillac OHV V 12 or V 16 from the 30s was seen.  There was even a Baker electric driven by a little old lady out on East Broad Street.  Semi  trucks were much smaller and slow.  New car transporters were limited to carrying four cars.

About 1950 an Army Air Force officer stationed at Lockbourne AFB was driving his Bugatti Royale to the base from his rooming house on Bryden Road in Columbus where the Bug was parked on the street.  It was offered for sale for $2500 but there were no takers.

Cadillac had introduced the Kettering OHV V-8, which was also in the brand new Oldsmobile 88 in ’49.  It was well known to not keep its tune very well, especially when run hard.  There were more sick “88s” than properly running ones.  Chrysler brought out the Hemi-Head V-8 in late ‘49 or’ 50.  The “cheap” Ford and Chevy first saw V-8s in ’55.  The “performance” V-8 cars were the exception, not the rule, and suspension development had not caught up with engines.  The shock of the acceptance of the small “quick sports car from England” by mainly the young, had yet to sink in at GM, Ford, or Chrysler and other manufacturers.  The Chevy Corvette was still a few years away, and the Mustang even farther.  The early influence, primarily of the MG, is the reason these cars came about, even if they are not “Sports Cars” in the same sense of the word.

As a result, any well driven TC or TD could out drag, and out run, many then current American cars on the road, even on straight roads, and frequently did.  Also, the MAXIMUM speed limit on the best rural State and National highways in Ohio was 50 mph.  Many places it was 25 or 35 mph.  There were no freeways and very few four lane roads, and no radar.  Few MG owners had not been stopped for speeding.  On the open road the Highway Patrol would fall in behind an MG and look for an excuse to stop him.  They frequently would turn around  when an MG was spotted going the other way and fall in behind.  The smart (or smart alec) MG driver would stop and “check the oil”, or take off down a side road, often gravel, and try to lose the “law” This latter tactic usually worked, and was quite successful in advancing the reputation of MGs and other “sports cars”.  Fortunately the point system for violations did not yet exist.

The ten or so TC owners in the Columbus area,……………..STAY TUNED FOR PART 2!