Wow! Believe it or not, but this a real work of art! This MGA was owned by Charles Wilp, but in May 1963 Arman, a French artist, created an explosion inside this MGA after which the remains were exhibited in several museums
Although this picture is not really an MG, this fibreglass body was also available on an MGA chassis. It was made in the 1960's by Fiberfab in California. The early examples of this body were called the Banshee and after Fiberfab sold the name to GM the car became the Caribee.
There used to be an MGA Banshee in Holland in the eighties, but I don’t know where it is now. See the thumbnails below, but because they were taken from a photocopy, their quality is really bad.  The picture on the right was published in Thoroughbred & Classic Cars from January 1986. It's a 1956 MGA with fibreglass body with gullwing doors like the one above. In 1963 it was still registered in the UK, then it went to the Netherlands and in 1986 it was in Belgium. photos by Bas Gerrits
Another beautiful body by Fiberfab in California. Barney Gaylord (the MGA Guru) reports: "In 1969 I came very close to installing a Fiberfab Jamaican body kit on an MGA. At the time my MGA had been hit in the rear and was an insurance write off, beyond economical repair. Good used MGA's were cheap at the time, so it didn't take much damage to total one out. I would indeed have done the body transplant, except I had a local body and frame shop inspect the car, and they said it had frame damage and recommended not using it". two Fiberfab leaflets dating from 1968
 This very standard MGA was used in 1964 in a study on how to improve on aerodynamic problems other than drag reduction. The results were published in a paper by J.J. Cornish III, head of department, Aerophysics Lab of Mississippi State University. One of their conclusions was that the air outlets on the hood are located in a position at which air pressure outside the hood is greater than inside and results in air flowing in rather than out
"The series of articles on streamlining by Walter Korff that appeared in SCG in July, September and November of 1962 has had some far-reaching effects. One result was Korff’s nomination to a Society of Automotive Engineer’s Board that presented several papers on streamlining to the Industry. Another was to introduce the Aerophysics Lab of Mississippi State University to start a series of automotive studies. This dovetailed nicely with their primary interest- performance improvement of sub-sonic aircraft. One of their first automotive projects was to take a standard production sports car (an MGA) and examine it for aerodynamic problems other than drag reduction. The result of their research was detailed in a paper by J.J. Cornish III, head of the Department. His conclusions were as follows:
1 - The MGA grill alters the course of the air flow entering the front off the car in such a manner as to deflect it away from the entrance to the carburetor air duct and heater duct.
2 - The high-velocity air passing beneath the car reduces the pressure within the engine compartment to the extent that it is lower than the pressure on the hood.
3 - The air outlets on the hood are located in a position at which air pressure outside the hood is greater than inside and results in air flowing in rather than out.
4 - A strong stagnation vortex exists at the base of the windshield, disturbing the flow and giving rise to problems with rain and the operation of the windshield washers.
5 - A strong reversed flow of air enters the cockpit from behind (with the top down) causing severe buffeting in that area.
6 - Insufficient ventilation or circulation is provided near the bottom of the cockpit causing high temperatures to develop in that area after protracted driving.
7 - The disturbed flow beneath the car, joining with the flow from above, produces a large wake of entrained flow behind.
8 - The noise level due to flow separation and other aerodynamic sources is particularly high.
As you can see, there are other important aerodynamic factors to automotive design aside from basic streamlining. Many other production cars share the MGA’s ills in this respect. Correction is, in some instances, restricted by other requirements, but it's easy to conclude that little - if any - consideration was given to these aspects in the design of the subject vehicle, yet both performance and passenger comfort could have been noticeably better if it had. We hope to encourage Mr. Cornish’s department to undertake studies of higher-performance coupes in the near future. Constructors are currently running into stability problems above 175 mph and conclusions of knowledgeable wind-tunnel studies might make a major contribution to the sport."
photos from (a photocopy of) Sports Car Graphic, April 1964
An MGA dragster from Denver, Colorado. It was built by Guzman and Ward in 1966 but started life as a ’58 MGA. It has a big Chevy block with a 6-71 GMC blower on top.
photos from Hot Rod Magazine dated April 1968
 A '59 Twin Cam with a 121 cubic inch, dual overhead cam Ferrari engine headed for the Bonneville Saltflats, made by Bob Sutton from Redondo Beach, California in 1966. The car ran in G/Modified Sports and held the record both at Bonneville and El Mirage, The record, secured in 1964 at Bonneville, clocked the 2000 pound speedster at 140.14 miles
photo and text from Rod & Custom, August 1966
Click here for an update on both engine and MGA
When in 1960 D.N. Stephenson graduated from London’s Central School of Arts and Crafts Industrial Design, he demonstrated his abilities by designing a new body for the MGA Twin Cam. It was manufactured by Panelcraft Ltd.
photocopy from an article in Road & Track, March 1961
The roof has been chopped down and the rear door welded up. Quarterlights do not fit any more so have been done away with. The scuttle shape is unmistakable and the way it joins the top of the wing there. The headlights have just been fitted to the extensions of the front wings. The waist rail holes are still visible and the drivers’ door handle is still in the same place. Photo from www.magnette.org
You can still see the MGA chassis and engine of this sixties Hot Rod
photo courtesy Steve Simmons
A fiberglass body made by J.E. Byers Fiberglass Co. from California. The Byers MG was built in the mid 1990's. The body is a Byers CR90, which was intended for a shorter (88-90") and narrower chassis than an MGA (perhaps a Corvette?) The body turned up at an autojumble held at Lime Rock Park racetrack during the fall VSCCA race weekend. The body had never been used and cost two hundred dollars. The body was cut in half lengthwise and about six inches of fiberglass were taken out. Then the two halves were glued back together and fitted on a donor MGA chassis.
The car has passed through several owners and each has made significant improvements to the car. The Byers bodies were made in very small numbers and this seems to be the only one left.
painting by John Ericson
photos below by Steve Simmons
Frank Graham is (among another very special MGA) also the owner of a Devin based MGA. He reports: "The Byers shape is very similar to the Devin which was a much more popular body and many survive. This link will take you to a photo of a TR4 Devin bodied racer. It looks almost identical to the Byers, the major difference is that all Devin bodies had doors. I have the remains of a Devin bodied Twin Cam. On my website are 5 photos of a bare Devin body being mounted on an MGA chassis. Devin bodies came in 26 different sizes and the one seen here is the correct size for the MGA 94" wheelbase."
 This Devin was sold by RM during an auction in 2007. It's based on a 1962 MGA DeLuxe chassis and has a remarkably original Devin fiberglass body. When found it still had the original shipping tags on it. The engine is a 1622 unit fitted with a Judson supercharger. The red interior features rebuilt MGA competition seats.  images courtesy RM auctions
An MGA still under construction by Metalshapers
for more photos click here
thanks to Chris Harter for this link
 More information on this car, anyone? 22 September 2011 update by Colin Bain: It is in fact a 1600 Deluxe. The car is not a works car but has been extensively re-engineered and is owned by my friend Ewan McConnell and used for road rallies in Wales. The car is currently undergoing an extensive refurbishment, keeping it as a road / race car with the modifications shown. The car also has a fully louvred bonnet. The photo was taken at the MG owners day at Silverstone about 8 years ago. photo by Mick Anderson
 It was -or still is- owned by Paul Samuel photo supplied by Mick Anderson
Owned by Richard Harvey
photo from " MG, The Untold Story", by David Knowles, Motorbooks International 1997
  Mick Anderson sends these two pictures from a fourseater that turns up at most annual MG Days at Silverstone. Is it the same as the one above?
An MGA with battery power, made by the late Bob Wing. Read the full story of his 27 years of MGA ownership
This one was made by a team of the University of Texas in Arlington. Sadly the report of much of the project information was lost (at least temporarily) when the project web site was purged from the University computer, but the photos of the conversion can still be seen on the website of Barney Gaylord (the MGA Guru)
A 1955 ZA-Magnette owned by Ronald Faulkner in Germany. Already early in its life was this Magnette fitted with a (I think) Perkins Diesel. See the full story on the Magnette Register
This 1960 MGA was made by Harrison Manell~Irvine from California. Under the hood you'll find an 1982 3.8 liter Buick V6
The Elva used the MGA engine, but was otherwise a full production car. So I’m not sure if this model counts, but I’ll include it anyway
A 1962 MGA custom built with a Chevy 350 Small Block V8 and automatic transmission. The engine is completely chromed and detailed. The exterior is finished in Candy Apple Red Paint with a Tan Leather interior
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The N.H. Buchanan Motor Co. Pty. Ltd from Australia made at least two fibreglass bodies using an MGA-engine and one on an MGA-chassis
 Spotted by Tom from Florida at the Turkey Rod Run, Daytona Beach 2004. Presumably it has a Ford V6 engine. For a full story on this car click here (from the pages of the Magnette register) 
Among many other modifications this car has a Chevelle chassis, a 327 engine and a VW windshield. Not much MGA left, though.
 The short-lived Shamrock was made in Ireland in 1960. It had a fiberglass body with (presumably) an MGA engine. For full story see article by Jonathan Stein in Autoweek. Photo by Susan G. McSpadden
If you have more examples of special MGA's and Z-Magnettes, please let me know by
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Wow! Believe it or not, but this a real work of art! This MGA was owned by 
Although this picture is not really an MG, this fibreglass body was also available on an MGA chassis. It was made in the 1960's by Fiberfab in California. The early examples of this body were called the Banshee and after Fiberfab sold the name to GM the car became the Caribee.
Another beautiful body by Fiberfab in California. Barney Gaylord (the 
An MGA dragster from Denver, Colorado. It was built by Guzman and Ward in 1966 but started life as a ’58 MGA. It has a big Chevy block with a 6-71 GMC blower on top.
When in 1960 D.N. Stephenson graduated from London’s Central School of Arts and Crafts Industrial Design, he demonstrated his abilities by designing a new body for the MGA Twin Cam. It was manufactured by Panelcraft Ltd.
The roof has been chopped down and the rear door welded up. Quarterlights do not fit any more so have been done away with. The scuttle shape is unmistakable and the way it joins the top of the wing there. The headlights have just been fitted to the extensions of the front wings. The waist rail holes are still visible and the drivers’ door handle is still in the same place.
You can still see the MGA chassis and engine of this sixties Hot Rod
A fiberglass body made by J.E. Byers Fiberglass Co. from California. The Byers MG was built in the mid 1990's. The body is a Byers CR90, which was intended for a shorter (88-90") and narrower chassis than an MGA (perhaps a Corvette?) The body turned up at an autojumble held at Lime Rock Park racetrack during the fall VSCCA race weekend. The body had never been used and cost two hundred dollars. The body was cut in half lengthwise and about six inches of fiberglass were taken out. Then the two halves were glued back together and fitted on a donor MGA chassis.
Frank Graham is (among another 
An MGA still under construction by 
Owned by Richard Harvey
An MGA with battery power, made by the late Bob Wing. Read the full 
This one was made by a team of the 
A 1955 ZA-Magnette owned by Ronald Faulkner in Germany. Already early in its life was this Magnette fitted with a (I think) Perkins Diesel. See the full story on the 
This 1960 MGA was made by 
The 
A 1962 MGA custom built with a Chevy 350 Small Block V8 and automatic transmission. The engine is completely chromed and detailed. The exterior is finished in Candy Apple Red Paint with a Tan Leather interior
.
The N.H. Buchanan Motor Co. Pty. Ltd from Australia made at least two fibreglass bodies using an MGA-engine and one on an MGA-chassis
Among many other modifications this car has a Chevelle chassis, a 327 engine and a VW windshield. Not much MGA left, though.
