Buyers’ Guide: MGB GT
How to bag yourself the best rubber bumper ’B possible.
Why you want one
If you’re looking at buying your first classic, of all the makes and models out there, it’s the rubber-bumper MGB GT that arguably makes the most sense all round. For young drivers a closed classic will always be easier to insure than an open-topped one, and the GT offers better year-round usability than the roadster. Throw in low parts prices plus unrivalled ease of DIY maintenance and it’s easy to see why the ’B is an ideal classic whether you’re just starting out or you’re treating yourself to a retirement gift – or anything in between.
Which one is best for you
You haven’t got many decisions to make, as all of these cars featured much the same running gear and a familiar three-door hatchback bodyshell; we’re skipping over the V8-powered GT and sticking instead with only the cars featuring a 1.8-litre B-series four-cylinder engine. All rubber-bumper ’Bs come equipped with a four-speed manual gearbox with overdrive, apart from a few three-speed automatics, which are generally unloved although they do have a small following.
In 1977, after three years of gripes from the press, BL fitted a rear anti-roll bar along with a thicker anti-roll bar up front; these parts can also be fitted to an earlier ’B. A less direct steering rack also meant there was a bit more arm twirling in corners, but the steering was lighter. The result of these tweaks was a car that’s more dynamically adept than the earlier rubber-bumper GTS, with less roll in corners but still a compliant ride.
Few of these cars are completely standard, so before buying pin down exactly what changes have been made and ensure that the work has been done to a high standard, and (if you can) that decent quality parts have been fitted.
What are the Achilles’ Heels?
Repairing the complex sill structures properly means the front and rear wing sections (below the trim strip) being cut off, or the front wings and windscreen being removed. Check the back of the front inner wheelarches, by removing the front wheels to see if the box section at the top is still there – it usually collects mud and rots away, with repairs being involved.
The rear spring hangers rot and so does the battery tray, which is next to the offside hanger, which is easily overlooked. Floorpans rot too, as the original underseal cracks and peels off. Water collects in the corrugated top of the fuel tank, so if you can smell fuel, assume the tank has perforated and needs replacing, at £120 plus fitting. Roadster and GT tanks are interchangeable.
The double-skinned tailgate rots, as does the scuttle where it meets the base of the windscreen. Fixing the latter properly is quite involved because you have to strip everything out to gain access. Check the bottom of each door. Although door
skins are available for £100, it can be more costeffective to buy a whole new door at £470, as getting the new skin to fit properly is so involved.
Can you make it better?
The sky is the limit here, but don’t change too much or you’ll spoil the essence of what the ’B is all about; simple, reliable and affordable. Lever arm dampers were fitted front and rear, which are notorious for leaking. Swapping to telescopic dampers provides the perfect opportunity to reduce the ride height while you’re at it, to reduce the centre of gravity and therefore the amount of roll in corners.
Interior trim adjustments are a matter of taste, and so are wholesale engine swaps. A better and more affordable compromise is a tuned B-series engine, potentially taken out to as much as 2.1 litres; a spicier cam and better breathing will work wonders. The original 14in wheels shod with 165 rubber can be swapped for 15in items and 185 rubber for more grip, and while big-brake kits are available they’re not really needed if the standard set-up is maintained properly.
Specialist advice
The MG Owners’ Club’s Roger Parker told PC: ‘These cars have always been seen as the poor relation, so many have been converted to chrome or broken for spares. Some still get converted but owners are starting to restore them to original spec. For many, part of the appeal is the deck chair seat trim that is very period, but which was often thrown away; it’s now unavailable and original seats in good condition are very sought after.
‘In period some buyers gravitated towards the GT for its extra practicality, but now these cars are just toys, everybody wants the roadster. The problem is that, while the ceiling for a chrome-bumper GT is £35,000, for a rubber-bumper GT it’s £15,000, yet the two cost the same to restore. So, while there are lots of very good roadsters for sale, superb GTS are rarer – you need to be prepared to travel.’