The chassis number is the key data for identifying your car. On all 'T'-types it is stamped on the near-side dumb-iron or chassis extension(front bumper bracket area). This number should agree with the chassis number (or car number) stamped on the plate(s) riveted to the battery/tool box or bulkhead under the bonnet of the car.
The body number plate location varies with Models... early T's may have the small rectangular body # plate under the scuttle (under dashboard), or on the underside of the toolbox lid.

MG TA - TB

For models TA/TB/TC there is no problem because these are the only prefixes used; the chassis numbers run from TA/025I-3255, TB/0252-0630 & TC0252-1025l.

MG TC

Some historians might dispute this, but it seems that the prototype TB & TC were numbered 0251 and were not counted as production cars.

MG TD

For the TD there is the slight complication of the TD Mark II; because this started off life as a competition version the chassis numbers were prefixed TDC. Probably because they were modified on the production line to special order. The Mk II chassis numbers occur throughout the span of the 'normal' TDs, which is from TD0251-29915. Only 1710 Mk II's were made, and of these a mere 52 were allocated to U.K. customers; all you hopefuls who register a Mk II with the MG Car Club have in many cases got a standard TD with a large clutch (see Engine Number). Remember, all genuine Mk IIs have the TDC prefix. TD Mk II engines beginning with 17029 were coded XPAG/TD3

MG TF

In the case of the TF, after two prototypes, Abingdon had to use a BMC imposed numbering system starting at 501. After 6200 TF 1250s and 3400 TF 1500s, the last TF was numbered 10100.(The MGA started at 10101).
The TF prefixes are easily decoded thus:
Letters:
HD stands for MG 2-seater in the BMC scheme of things.(H=MG/D=2 Seater)
A = Black, B Light Grey, C = Dark Red, E = Mid Green, P = Ivory.
First digit:
1 = U.K. RHD, 2 = Export RHD, 3 = Export LHD, 4 = North America LHD.
Second Digit:
3 Cellulose, 5 = Primer, 6 = Cellulose Body, Synthetic Wings.
The chassis stamping was TF plus chassis number (the 'TF number') whereas on the identification plate the car number was used. Thus, for example, HDE 23/10081 is a R.H.D. export model (it went to S. Africa) painted in green cellulose (it still is) and almost the last TF made (in May 1955).

• The first letter when related to the code provides indication of the make and model of the  vehicle -
• The second letter provides an indication of the type of vehicle -
• The third letter indicates the colour in which the vehicle is finished
• The first figure indicates the class to which the vehicle belongs - RHD Home etc.
• The second figure indicates the type of paint used to finish the car - Cellulose etc.
• Followed by the serial number starting with 501

Model	Code	Type	Code	Colour	Code	Class	Code	Paint	Code
Wolseley 6/80	A	Saloon 4-door	A	Black	A	RHD Home	1	Synthetic	1
Wolseley 4/50	B	Saloon 2-door	B	Light Grey	B	RHD Export	2	Synobel	2
Morris Six	C	Tourer	C	Dark Red	C	LHD	3	Cellulose	3
Morris Oxford	D	2-Seater	D	Dark Blue	D	North America	4	Metallic	4
MorrisCowley	E	Van	E	Mid Green	E	C.K.D. RHD	5	Primed	5
Morris Minor	F	Truck	F	Beige	F	C.K.D. LHD	6	Cellusosed body and Synthetic wings	6
Morris 5-cwt.	G	Cab	G	Brown	G
M.G. Midget - TF	H	Mail	H	C.K.D. Finish	H
M.G. 11/2 lit.	J	Engineers	J	Dark Grey	J
M.G.Magnette	K	Chassis	K	Light Red	K
Riley 11/2 l.	L	Traveller	L	Light Blue	L
Riley 21/2l.	M
Wolseley 4/44	N
Quarter-ton	O
Half-ton	P			Ivory	P
Wolseley 6/90	R			White	R
Isis	S			Mid Grey	S
Wolseley 15/50	T			Light Green	T
				Dark Green	U

Replacement Number Plates

Many companies produce "new" number plates. Where the originals were chrome plated brass, many of the new ones are thin aluminum. Care with accurate vehicle number research should be taken if a "new" plaque is present. Finding the chassis number on the front dumbiron is recommended in all cases of vehicle description or identification.
Original numbers were hand stamped and usually show some uneveness of depth and position...

The engine should have a circular or octagonal plate riveted to either the left-hand side of the bell-housing (TA/TB/TC & some TDs), or just forward of the exhaust manifold on later TDs and TFs, on which the engine number will be stamped. The original engine number will also appear on the above mentioned car ID plate on the bulkhead, on TD's often with a prefix or suffix LHX if the engine was destined for a LHD export vehicle.
The engine number prefix varied according to the car type:
TA were coded MPJG and were unique to that model.
TB, TC, TD, TF 1250 were coded XPAG.
TF 1500 had an XPEG prefix.
Specific identity of the model to which the engine was fitted is given by further numbers and letters as follows:
TB & TC engines were simply coded XPAG
TD engines with a 7 1/4" clutch were coded XPAG/TD/
TD engines with 8" clutch (after 9408) were coded XPAG/TD2/
TD Mk II engines (but not all of them!) were coded XPAG/TD3/
TF (1250cc) engines were coded XPAG/TF/
TF (1500cc) engines were simply coded XPEG
Text courtesy of the MG Car Club

MG TF XPEG Engine Information
From the MG Car Club T Register magazine (Roger Wilson)

Originally these blocks had M, MG, or W cast on them according to the vehicle into which they were to be fitted. By June 1952, Morris Engines were only making the 1250cc version, and undertook substantial changes to the block and head to improve the cooling. This was when the block to head water passages changed from oval to round, plus other changes to the head. However, also by June 1952, the main use of these engines was in the Wolseley 4/44, so Morris Engines probably decided they didn't want to produce special castings and batches of engines that were unique for MG. Thus they only continued to use the W casting boxes for the blocks, although they obviously changed the internal cores to incorporate the modifications. New casting numbers were introduced, and they are visible on the block and head. Later on, when the bore walls were moved out and other water passages moved to produce the XPEG block and head, Morris Engines probably only modified the cores of one or two casting boxes (of head and block), although they did change the casting numbers. The block became AEF117, but on the head, although the old number was (badly) filled in, it seems they forgot to engrave the new number; thus after casting, and possibly some more cleaning up, someone stamps on AEF118. As the XPEG engine was only used in the MG, you could ask why they didn't do the necessary block changes to some of the old MG casting boxes (for blocks) that they had lying around since June 1952. That I don't know; it is possible that they (Morris) were thinking of putting the 1466cc engine into the Wolseley 4/44 - who knows! It is more likely that they had already "changed" the MG boxes into W boxes. - XPAG casting numbers; Oval water hole, head 22952 block 24142, then 24146, then 24445 Round water hole, head 168422 block 168421 - XPEG casting numbers; head AEF118 (stamped on) block AEF117

A large number of cars with XPAG engines have had BMC replacement engines (Gold Seal) fitted. These usually had no XPAG on the octagonal plate, but instead a letter prefix (A to E have been seen) probably denoting the over-bore sizes, followed by a larger than usual number (E99794 has been seen). With replacement engines, the original number of that engine can sometimes be deciphered just above the octagonal plate, stamped on the block. Be prepared to find, however, that your engine might have started life on a Y-type!

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At the moment, only the vehicle's Prov/State and Country will be shown on the public data base list. Names and cities will be omitted. I can be contacted if research is being done on a particular vehicle.
As almost all of this info has been collected on the web, names of owners may be included in the future!