Development work on the MGB begins under the direction of chief engineer Sydney Enever. The well-proven B-series engine and basically
an MGA suspension layout were chosen.
MGB production begins, reaching 4518 cars
by the end of December.
Improved five-bearing B-series engine
introduced, with optional overdrive.
The MGB GT is introduced, and takes a third of
sales by the end of the following year.
The MGB MkII is introduced.
British Leyland Motor Corporation is formed, meaning MG and Triumph have same owner.
Matt black grille and Rostyle wheels revealed
on MGB at motor shows.
The MGB is given a revised fascia to keep it
up to date.
Rubber-bumper US-specification MGB introduced, with ride height raised by an inch
and-a-half to meet headlamp regulations.
The first Triumph TR7s leave the production
line at the Speke plant in September.
Britain gets the Triumph TR7 from 19 May
after successful US launch.
The Speke factory goes on five-month strike in October. The factory closes the following May, costing us the introduction of the Lynx.
In October, TR7 tooling was transferred to the Canley factory, Triumph’s spiritual home, with
massive quality improvements.
Production of the TR7 convertible begins.
The Rover V8-engined TR8 is launched – but
it’s for the US market only.
The last MGBs leave Abingdon. Later in the year, TR7/8 production switches from Canley
to Rover’s Solihull factory.
In May, BL announces the end of TR7/8 production after of 114,445 TR7s and 2715
TR8s were built.