Ten things you need to know about...
Often referred to as the nation’s favourite sports car, the MGB makes a great first time classic and a well sorted example will provide a proper sports car driving experience
The MGB – The car that helped kick start classic motoring as we know it.
T he most successful sports car built in Britain enjoyed an eighteen year production run, stayed in production for far too long and was very tired and old hat when it finally bowed out – thanks to BMC and BL neglecting the model. When it was launched in 1962, the new MGB – taking little from the previous MGA – wowed the public with its Ferrari- esque Pininfarina styling and looked far more exotic than it actually was. Just look at a Ferrari 250 California and you’ll see where Pininfarina recycled some of their ideas.
Using stock BMC mechanical parts, such as coil spring front suspension with lever arm dampers and a leaf sprung rear axle, the MGB was nevertheless very competent, went well and was overall a useful advance over the MGA, as well as being a good rival to the Triumph TR4 – many owners thought it was a better driving car.
As the ‘Sixties and ‘Seventies rolled on, other cars came along such as the 105 Alfa Spider and the Fiat 124 Coupé, yet BL refused to make the most rudimentary upgrades – telescopic dampers, rear axle radius arms and
a capacity increase to 2.0 litres were all very achievable and would have improved the car considerably – an MGB equipped with such basic mods is a superb thing to drive.
As it was, the ‘B was foisted with rubber bumpers in 1974 for the US market, yet the car was never improved for the UK market. Higher-powered versions – the MGC and MGB V8 met with failure in the face of the 3.0 litre Capri and Datsun 240Z, a situation brought about by a combination of lack of funds and BMC/ BL not really having a clue. Still, the 1800 MGB sold well enough and made a decent profit. Today, there’s not much better on a hot day than an early MGB Roadster with a few choice mods, it’s a great car and well deserves its longstanding popularity.
1
The MGB weighed exactly the same as the MGA in 1962 form but the 1800 engine gave much better performance. 105mph and 0- 60 in a little over 12 seconds was good going in those days and the ideal gearing of 18mph per 1000rpm meant it had pretty vivid performance on the road – overdrive, which operates on third and fourth gear, was a very worthwhile option however.
2
The MGB was not above criticism though. as BMC really took its time to improve the car. In October 1964, in line with the new Austin 1800 launch, the engine was improved with a five bearing crankshaft, whilst improved crankcase breathers were fitted shortly before. In this form the 1800 B-Series was even better, tough, reliable and full of torque.
3
Buyers had to wait until late 1967 when, along with most BMC cars, the MGB was finally fitted with a four-synchro gearbox based on the MGC unit. The familiar whine in first from the old straight cut first gear was lost, but being able to snick down into first at a junction without doing a version of river dance with the clutch and accelerator pedal is valuable.
4
The MkII version of the ‘B’ arrived in late 1967, pretty much the same time as the four-speed all synchro box appeared. The car’s dreaded six-volt batteries located under the rear bench cover or seat squab, depending on model, were replaced by a single 12-volt and negative earth and the MGB GT’s banjo style Salisbury tube rear axle was now fitted to the Roadster. Somehow, performance was even better after this date; eleven seconds for 0- 60 was pretty decent by anyone’s standard.
5
The MGC arrived in 1967 to replace the Healey 3000 but failed. Handling problems have been blamed on tyre pressures but really, it was just too nose heavy with inadequate dampers. Also, unlike coil springs, torsion bars don’t increase in rate as they twist. It was poorly thought out and needed a lot more development – including work the breathless six cylinder engine.
6
Ken Costello’s MGB V8 (Roadster and GT) was a superbly engineered car that would eat a standard Capri 3000 alive and challenge a 240Z. BL’s version though was the usual job, all done on a tight budget and deeply flawed. Had BL employed Ken or just paid for consultancy, a factory MGB V8 Roadster could have replaced the troublesome Stag and sold strongly – yet another missed opportunity.
7
A Borg Warner automatic gearbox was introduced for 1968 and the MkII model. However, this wasn’t a huge success, with most automatic MGB’s going to the USA where the car was already a big success. This gearbox required a new floor pan pressing with a wider and flatter tunnel – conversions from auto to manual are obvious.
8
The MkIII MGB was a ‘Leylandised’ version and arrived in 1969 alongside the Mini 1275GT – both featured black grilles, BL side wing badges, new vinyl interiors and bright new colours. This gave the car a new lease of life but in the US, it was to be comprehensively outsold by the new Datsun 240Z that cost about the same but was a new car and much faster.
9
The GT version arrived in late 1965. Weighing more than the Roadster, it didn’t go quite as well but it brought with it some worthwhile developments such as a front anti-roll bar and the Salisbury rear axle that would find their way onto the roadster in late 1966 and late 1967. It was another big seller and famous owners include none other than Mrs Thatcher!
10
The ‘Seventies were not good for the MGB. Foisted with rubber bumpers in 1974 for the US market, the US also had a taller ride height to meet headlight laws and BL sold this taller version in the UK as well – an unbelievably bad decision. The V8 was discontinued in 1975 after dismal sales (not sold in America for some odd marketing issue) and in this form, MGB production ended in 1980.