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Assembled in Abingdon, England, the MGA Twin Cam is a high-performance model of the MGA that was produced from 1958 to '60.

If you are a state-side gearhead, then the name MGA Twin Cam rings more than a bell to you. It means you remember the low-production masterpiece of an automotive machine dating back to the late 1950s. If nothing else, it seems there aren't enough Twin Cams to go around for classic car collectors and dreaming gearheads these days, which is saying a lot for a model that produced more than 2,000 units in two years – 1958 to 1960.

The Twin Cam initially generated a lot of buzz due to its distinctive features, but mechanical problems resulted in poor sales. If you’ve been paying attention, then you’re probably wondering why we consider 2,000 units as "poor sales." Well, that's because the MGA Twin Cam had plenty going for it besides its shortcomings, specifically, an adversely high compression ratio.

Also, The Twin Cam's use of premium gasoline was a problem that prospective owners didn't look forward to, and it also required precise ignition timing. So, MG had to pull the Twin Cam from the production line after just two years. Unsurprisingly, many people loved the Twin Cam anyway, recreating and updating the model to preserve its pedigree. We’ll talk about the Twin Cam’s engine in detail and why the car should be on a gearhead’s bucket list. But first, a little history.

Related: Classic British Sports Car: A Look Back At The MG MGA

Drivers had a problem with the MG MGA because it wasn't as quick as expected. For the 1959 model year, it got a 1.5-liter or 1.6-liter engine to spice things up a bit, although the performance didn’t exceed expectations. It took three years before the British automaker released the MGA Twin Cam as a high-performance version of the MGA. With a peak speed of more than 110 mph, the Twin Cam destroyed the competition on the racetrack without losing its classic MGA appearance.

The first-ever MG MGA, also known as the “MGA 1500 roadster," got produced in 1955. The MGA coupe then debuted in 1956. Two years later, MG disclosed that they had been putting a lot of effort into the perennially well-liked twin-cam variant, offered as a roadster or coupe. Due to its enhanced speed and sportier feel, the MGA Twin Cam was one of this series favorite models.

The initial 1500 roadster was quickly followed by the MGA 1600 MKI the following year, which was still offered with both roadster and coupe versions. MG stopped producing the Twin Cam models in 1960, replacing them with the 1600 De Luxe, which had brake discs on all four corners and shared the Twin-Cam chassis.

The 1600 De Luxe immediately rose to the position of the most coveted model in the MG lineup after the Twin Cam. The introduction of the 1600 MkII, available as a roadster or coupe in standard or De Luxe variants, was the final iteration in the MGA lineup, with the last car leaving the MGA plant in 1962.

MG's first production Twin Cam engine was initially planned to have a 1,489 cc displacement, but modifications to competitive categories resulted in a 1,588 cc capacity increase. Its crossflow cylinder head was of aluminum alloy and had dual camshafts that were chain-driven. A twin SU H6 carburetors propelled the Twin Cam, with a 9.9:1 compression ratio and had forged H-section conrods and a strengthened three-bearing crankshaft in a B-series block bored out to 75.4 mm and supported by a finned aluminum sump.

Compared to the 1,489 cc B-series, the new engine weighed 60 lbs more. Due to the Twin Cam engine's disrepute of loudness, unreliability, and turbulent operation, only 2,111 of the expected 2,500 units got manufactured. A piston easily struck a valve due to the engine's need to rev (Vandervell used this engine to test its new Tri-metal crank bearings because it was one of the few able to run above 7,500rpm).

For use on public roads, the Twin Cam required 95-RON fuel and N5 spark plugs, at the very least. For racing competitions, 100-RON fuel and N58Rs were recommended. The worst problem with this engine had to do with the piston rings that seal the combustion chamber. As you know, these rings have to be set with utmost precision, as is necessary to apply the correct pressure on the cylinder wall or liner, ensuring consistent lubrication across the cylinder's working surface and protecting against wear and tear.

Unfortunately, the Twin Cam engine was prone to melting the pistons, effectively dropping the compression ratio to 8.3:1. However, the automaker eventually found that the 134 in SUs were running lean due to engine vibration at specific speeds. So, MG abandoned the model in 1960. While in production, the problematic engine raised a lot of warranty issues, which caused a sharp decline in sales. There were cases of detonation as oil burns and explosions damaged the engine.

The low-compression version of the Twin-Cam engine fixed the majority of its issues, but sadly, it was already too late. The car had garnered an awful reputation that stuck to it like stubborn grease. The Twin Cam's production rate already dropped significantly before officially ending in April 1960, with 2,111 (or 2,210, if you believed some reports) produced.

Related: Collectors Stay Away From These '50s Classics

Remember, you just read that MGM fixed the engine issues when it introduced a low-compression version of the engine. People may have moved on, but a gearhead should definitely plant their rear on the driver's seat of the twilight Twin Cam models. In 1959, Twin Cam roadsters placed second and third in their class, followed by a third-place result in 1960—the same year won by a modified Twin Cam coupe in its class at the Le Mans.

An MGA Twin Cam placed first in class and 14th overall at Sebring before the MGA MGB took over in 1962. Eventually, the Twin Cam also performed well in timed trials. At the 1962 Tulip Rally, Rauno Aaltonen shocked the competition by setting the quickest time on the renowned Col de Turini stage and coming in sixth overall. The powerplant issues were substantially resolved, and as a result, the MGA Twin Cam is currently the Holy Grail of the model range due to its performance and scarcity.

The Twin Cam generally costs more than its siblings, but it's still an affordable classic you can buy today, with prices ranging from $15,000 to $35,000. Gearhead beware; you should budget around $45,000 for a Twin Cam in great condition, according to Hagerty. It's fair to think $40,000 is ridiculous for a car that opened with a $3,345 MSRP more than six decades ago, but get a quotation for a Twin Cam restoration and then come back to talk.

Philip Uwaoma, this bearded black male from Nigeria, is fast approaching two million words in articles published on various websites, including toylist.com, rehabaid.com, and autoquarterly.com. After not getting credit for his work on Auto Quarterly, Philip is now convinced that ghostwriting sucks. He has no dog, no wife- yet- and he loves Rolls Royce a little too much.