In 1949, a replacement for the TC was announced. It was not, as one might have expected, a car with a totally different, modern appearance, but yet another Midget in the familiar mould. The TD Midget, while it certainly had the appearance of a Midget, had much which was different under the skin.

The TD had a completely new chassis, which had been developed from that used in the Y-Type saloon. It was a much sturdier and stiffer frame than the old Midget chassis, as it had box-section side rails and crossmembers and it was of all-welded construction. Unlike the previous Midgets, the chassis was kicked up over the rear axle. Consequently, the rear leaf springs had a greater camber than before, and they were softer too being controlled by lever-arm shock absorbers.

The 1950 TD combined the TC's drivetrain but with modified hypoid geared rear axle with the MG Y-type chassis and a familiar T-type style body. An independent suspension using coil springs in front was new, based on that fitted to the MG Y-type saloons, as were rack and pinion steering, smaller 15-inch (380 mm) disc type road wheels and a left-hand drive option. Bumpers and over-riders became standard for the first time. The car was also 5 inches (130 mm) wider with a track of 50 inches (1,300 mm).

At the front, the old beam axle and leaf springs had been dispensed with in favour of an independent system comprising double wishbones and coil springs. The upper wishbones were actually formed by the levers of the shock absorbers. The complete front end design was common to the Y-type saloon and was to form the basis for the front suspension for many future MG's.

One departure from the old Midget which raised the hackles of the "hardy" MG enthusiasts, was the use of 15 inch pressed steel wheels rather than the old spindly 19 inch wire wheels. These looked slightly out of place on a car with such old-fashioned bodywork, especially at the rear where they didn't quite fill the wheel arches.

The engine and transmission were again the same as the TC, as was the body style, although the latter was a little wider and the wings were more enveloping because of the wheels. For the first time, an MG was equipped with bumpers fore and aft which, it was suggested, took away the slightly "cheeky" air of the earlier cars and gave the TD a more "civilised" look. And in a way this was true, as the TD was certainly more comfortable to drive than any of its predecessors.
As a result of this, the TD found an even larger market than the TC, selling almost three times as many in a similar four-year production run. Again, a substantial number of the cars produced went abroad, particularly to the USA.

A Mark II version of the TD was introduced during its production run, having a slightly more powerful version of the XPAG engine (57bhp) with a higher compression ratio and bigger carburettors. There were also improvements made to the suspension, while the one-piece seat back and individual seat cushions gave way to a pair of bucket seats. In 1952, centre-lock wire wheels were offered as an option.

By this time, sales of the TD were beginning to falter, but MG had the prototype of its replacement ready to go into production. The car, code named EX175, was based on a modified TD chassis and mechanicals but with a beautiful streamlined bodyshell which was right up-to-date. Sadly, it was to be turned down flatly by the boss of the now British Motor Corporation as a deal had already been signed to build a similar car - the Austin-Healey 100.

See also MG TD parts