The MG Midget uses disc brakes at the front and drum brakes at the rear throughout production, an arrangement that was advanced for a small sports car of the period and remains effective today with properly maintained components. The system evolved significantly across production, with changes to the master cylinder, wheel cylinders, callipers, and handbrake arrangement, and the introduction of a dual-circuit system on late 1500 cars. Correct identification of the car by chassis number, wheel type, and circuit configuration is essential when ordering replacement hydraulic components.
Front Brakes
The front brake assembly uses a single-piston sliding calliper acting on a solid (non-ventilated) disc. The disc and hub differ between steel and wire wheel cars and are integral, so the wheel type must be stated when ordering a replacement disc. Calliper pistons are available in standard steel or stainless steel, stainless offers vastly improved corrosion resistance and is a sensible preventative upgrade during any brake overhaul, eliminating the seized-piston failure mode that otherwise commonly develops on cars stored over winter.
Rear Brakes
The rear brakes use a leading-and-trailing shoe arrangement within a cast iron drum. Wheel cylinders differ between the 1275cc and the 1500 applications, and two cylinder specifications were used during 1500 production. Brake shoe adjustment is by a wedge adjuster accessible from the rear of the backplate, requiring a specialist square-drive brake spanner rather than an ordinary socket. The wheel cylinders are supplied with a modern three-toothed circlip retention system from Lockheed, superseding the original fitting method.
Master Cylinder
The brake master cylinder changed several times during production, reflecting evolving brake system regulations and dual-circuit safety requirements. Early 1275cc cars used a single-circuit type with a separate reservoir. The 1500 initially continued with single-circuit, then from GAN6-200001 (August 1977) a dual-circuit master cylinder was introduced, splitting the braking effort between front and rear circuits so that a single hydraulic failure would not disable the entire system. Within the 1500, multiple master cylinder specifications were used, distinguished by reservoir arrangement and bore diameter.
Handbrake
The handbrake operates mechanically on the rear drums via a cable and balance lever system. The cable specification changed during 1500 production, with separate cables for steel and wire wheel cars up to GAN6-182000 (1976), and revised cables from GAN6-182001 onward. Full details on handbrake components and adjustment are covered in the dedicated Handbrake section.
Brake Lines
Complete copper brake pipe kits provide all rigid pipe sections for a full system renewal with superior corrosion resistance over the original steel pipes. Three flexible hoses are fitted to the car: two at the front (one feeding each front calliper) and one at the rear (connecting the body-mounted rigid line to the rear axle rigid line). Stainless steel braided hoses are available as an upgrade, eliminating the pressure-induced expansion of ageing rubber hoses and providing a firmer pedal feel.
Brake Fluid
Brake fluid should be DOT 4 specification, changed at least every two years on regularly used cars. The original Midget specification called for Lockheed Series II disc brake fluid (a glycol-based fluid equivalent to today's DOT 3), modern DOT 4 fluid is fully compatible with the original rubber seals and hoses and offers a higher boiling point, making it the correct modern choice. Brake fluid is hygroscopic, it absorbs atmospheric moisture through the reservoir vent over time, lowering its boiling point (which can cause pedal fade under heavy use) and accelerating internal corrosion of cylinders, callipers, and pipework. A regular fluid change is one of the cheapest and most effective preventative maintenance tasks on a classic car.
Servo Assistance
No brake servo was fitted as original equipment to the Midget, all Midgets use unassisted hydraulic brakes, which contribute to the car's direct and communicative brake pedal feel. The pedal effort is modest given the car's light weight and small-diameter brake components, and most owners find the unassisted system perfectly adequate. Servo kits are available from specialist manufacturers for owners seeking reduced pedal effort, typically for drivers coming from modern servo-assisted cars