Fast Facts

• Best model: Roadster
• Worst model: Rubber bumper
• Budget buy: Rubber bumper GT
• OK for unleaded?: Needs additive
• Will it fit in the garage? (mm): 153in x 60in (1962 Roadster)
• Spares situation: Excellent
• Club support: Superb
• Appreciating asset?: Easing up these days

Trusty B-Series is bombproof. Check inner wings under the bonnet for ‘softness’ meaning serious rot

Steering wheel too big for most but every piece of trim is readily available for period or customised look

Most desirable MGB of them all is chrome bumper roadster although hood on early cars was fi ddly and time consuming to errect

Least loved but great value is the rubber bumper range

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Stylish, inexpensive to buy and run, great fun and much loved, everybody should own an MGB at some point in their lives

With the exception of the Mazda MX-5, the MGB is the world’s best selling sportster – and for lots of good reasons. With its straightforward mechanicals, superb parts availability and low running costs,this is one of the most usable sporty classics ever, and one that’s ably supported by some excellent clubs. In short, it’s the most sensible classic sports car on the block, albeit hardly the most exclusive.

History

The MGB’s launch in September 1962 was a seminal moment for this famous sports car maker. The new car was a radical break from its old sports ranges (and not before time too), featuring not only fresh styling that still looks good even today, but also unitary construction bodywork. Like its predecessor however, the B was powered by the familiar four-cylinder, BMC B-Series engine (after a proposed V4 was ditched on costs grounds), now expanded to 1800cc twin-carb tune and giving a quoted 95bhp.

The rest of the running gear was entirely orthodox too, with coil and wishbone type front suspension, lever style damping, rack and pinion steering, semi-elliptic rear leaf springs, and a front disc/rear drum braking system. Pressed steel or wire wheels held onto 14inch 165 tyres. All this for a pound under £950 looked decent value. Laycock overdrive as an option (January 1963) was an early amendment, as was replacing the three main bearing engine for sturdier, sweeter (albeit slightly slower) fi ve main bearing unit in October 1964. But the biggest news was the introduction of the ‘two plus two’ fastback GT a year later. Dubbed a poor mans’ Aston, the good looking, well proportioned fastback body featured a hatchback facility before it even became remotely fashionable, and the rear seats could be folded to provide additional luggage space. Somewhat heavier than the MGB, it featured a front anti-roll bar, stiffer springs and 5J rims as a result.

The only real change for ’66 was the Roadster gaining the same front anti-roll bar, but a year later saw the Mk2 introduced, benefiting from an all-synchro gearbox, or optional three-speed automatic transmission. An alternator along with negative earth also featured, while those nice early door handles were replaced with recessed types. October ’69 saw a new frontal styling, said to take its cues from the Ford Mustang (a lot of Ford staff made an exodus to British Leyland…), with Rostyle wheels just one of the other changes.

Mechanically, the only real difference was a lower axle ratio for automatic versions toimprove a hardly distinguished performance. Mark III versions (October 1971) gained cloth seats and the traditional chrome front grille was back for ’73, but the biggest chang of the 1970s came in October ’74, when the MGB lost its soul. Chromed bumpers were dumped in favour of energy-absorbing ‘rubber’ types, along with an increase of one inch in the ride height to appease US crash standards. Sadly the BL money pot was empty so MG engineers, who prided themselves in their skills, had to take the brutal bodge of simply fi tting special raising blocks to bring the front bumper height to the required level and re-cambering the rear springs. The anti-roll bars were deleted on the Roadster for some obscure reason, magnifying the problem, but GT-type seven leaf rear springs were fitted as compensation. Whatever, the once predictable handling of the MG was totally ruined.

There were some real benefi ts though. A proper 12-volt battery was fi tted, the electric petrol pump was relocated from its underside position to the boot area and GTV8 instruments were fi tted. By September ’75, the body panels below the bumpers were sprayed in black to tidy up appearances while in ’76, a neat GT badge was designed to fi t by the rear windows to mask a body moulding seam. The biggest revise occurred that September for ’77 year cars. At last MG did something to put some sting back in the B with the refi tting of both front and rear anti-roll bars for the Roadster (along with older six leaf rear springs) and GT in conjunction with a slightly lower steering ratio to allow a smaller steering wheel to be used. An electric cooling fan saved a couple of welcome bhp and reduced the mechanical thrash of the now ancient engine. Moving the dash-mounted overdrive switch to a neater gear lever top location was not a moment too soon. The dashboard was redesigned with a more modern look, better heater controls, tinted glass on the GTs, better quality carpets and even a glove box that you didn’t need now a key to operate!

Roadsters also benefi ted from a better hood with a zip-out rear window. For 1979 the car received altered wiring and standard door speakers to accept an optional stereo, the instrument faces were standardised and special alloy wheels – as seen on US cars – were made an option, sitting on 185/70 x14 tyres. In 1980 rear fog lamps were fi tted under the bumper. In the US, the very last MGB was bought by…Henry Ford II no less. But for classic B lovers the big news must have been the arrival of the Heritage bodyshell in 1988 – a move ensuring that no matter how rotten a B became, it was never going to be beyond saving.

Driving

An oldie (in terms of design) even when new, the MGB became archaic by the time it was dropped almost two decades later in 1980. Already gaining classic status by then, time, as they say, is a great healer and the inherent classical feel of the MGB – which was so slated by the 1970s – is now a mainstay of the car’s appeal. MGBs aren’t fast or particularly fl eet of foot, but what it lacks in speed and cornering precision it makes up for in utter predictability and userfriendliness; you can have fun even at 30mph in this sports car. That much-needed revise for 1977 with the reintroduction of (thicker) anti-roll bars together with a slightly lower geared steering to lighten the heavy tiller, put back a lot of what was lost a few years earlier and there’s an enormous amount you can do to make an MGB perform very well – whatever your budget (see
separate section). The MG’s real saving grace on today’s roads is a lorry load of low speed torque; the complete antidote to modern 16-valve screamers? Pace isn’t great; 0-60mph was as tardy as 14 seconds according to Autocar in its 1977 test, but in terms of comfort and refinement the car is still pretty civilised for touring purposes.

Overdrive is virtually essential as it cuts down the engine revs and aids economy (up to 30mpg isn’t unrealistic) although the legal limit is always a fussy affair due to excessive wind noise. Hoods on early cars were fiddly and time consuming, but the GT has always been extremely practical and fairly family-sized. One area where rubber bumper cars score over their earlier ‘superiors’ is in the cockpit, which was improved regularly up right until its 1980 demise. And while the raising of the ride height does the handling no favours (although how many really drive their classics that hard?) that extra inch certainly makes entry and egress easier for the elderly enthusiast. It also makes the ride more
agreeable, especially on motorways. To sum up, the MGB is ideal for those who want an easy going classic that’s very drivable – but if you want pure cheap fun then the smaller Midget does it rather better.

Improvements

Where do you start (or end) with this car? Everything you could want, from full house race spec to Rolls-Royce style leather and wood-clad trim is available so you can bespoke a B to your heart’s content. Generally though it’s the handling and brakes that require priority attention; uprated dampers and springs (modern telescopics are best all round even if they harden the ride) along with poly bushes is the fi rst step, but if the funds allow then the MGR V8 with its double wishbone suspension is the ultimate. One mod that’s worthwhile on any car is to fi t a caster kit to reduce steering effort as the MGB was originally designed to run on cross-ply tyres. The B-Series can produce a lot more power and be enlarged up to an even lustier 2.1-litres, although better breathing with improved head and camshaft can work wonders on standard 1.8s. That said, the best all round mod has to be fi tting a Ford Sierra fi ve-speed ‘box which not only allows a long legged gait, but the intermediates are far better suited to the B-Series torque delivery and get rid of that annoying gap between second and third gears.

Prices

Due to weight of numbers and levels of popularity, MGB prices can be a tad unpredictable although unless you pay over the odds or mega bucks on a nut and bolt restoration, you’ll be unlucky to lose on one. Best bargains are the rubber bumper models where good sub £3000 buys are plentiful. Chrome bumper cans are in the region of £3000 - £5000 depending upon spec, with GTs worth, on average, £500 lower. Top (or previously restored) cars can easily break the £10,000 barrier from a dealer, which given the cost of restoring one to as new standards is a bargain – and there’s plenty around to choose from!

In terms of desirability, it’s the original Mk1s that command most interest and value. Funny-faced post ’69 cars are least wanted, along with rubber bumper cars, which at least have the benefi t of some nice special editions. The thing about MGB buying is to take your time and shop around as there’s loads to choose from.

10 Things you never knew about the MGB

1T he name ‘MGB’ was originally conceived as the name for the MGA Twin Cam.

2The MGB is always identifi ed with the equally classic BMC ‘B’ Series engine, but when the MGB was being conceived, MG parent BMC was also hatching plans for a whole new family of V4 and V6 engines. The MGB was to have been the recipient of the two-litre V4, but when the new engine project was scrapped, it was back to the trusty old B-Series.

3At fi rst, the MGB was going to have the old 1622cc engine, from the MGA. Early testing showed, however, that an MG with this unit would have been slower. Fortunately salvation came in the 1798cc version being developed for the Austin-Morris ADO17 1800 ‘Landcrab’.

4The height of the MGB windscreen was dictated by international racing rules for the class in which it might compete; without those rules – and MG’s competition aspirations for the MGB – the MGB might have been easier to see out of for taller drivers!

5When the MGB was launched, there was a bit of kafuffl e over at Renault, who claimed that MG had pinched their design as the front end of the MGB. The Renault Floride was a short-lived rear engined French sports car, and it could be argued Renault had ‘copied’ its design from a 1955 Ferrari. The argument soon went away…

6When MG designers started to think about what became the MGB GT, they just couldn’t get it to look right. Eventually, with the help of Pininfarina, they realised that the problem was that pesky MGB roadster windscreen. By lifting the top of the screen, the problem was soon solved and a classic look evolved.

7T he grille aperture of the 1970 MGB – fi rst of the British Leyland sports car facelifts, and known to detractors as the ‘black hole grille’ – was inspired by that of the 1968 Ford Mustang. At the time, many of Ford stylists had joined British Leyland…

8 The best ever sales of the MGB were in 1977 – at a time when incentives were being introduced in the USA for the TR7!!!

9 The ‘O’ Series engine was chiefl y designed for the MGB – but apart from prototypes, the MGB never received the new unit. The later Rover SD1 ‘2000’ had a twin-SU in-line ‘O’ Series with engine tune similar to that envisaged for the MGB.

10S tudies into a proposed turbocharged two-litre MGB ‘O’ Series later fed into what became the MG Montego Turbo.

Three Of A Kind

Sunbeam Alpine

Launched before the MGB, the Alpine is a softer, more civilised alternative although the pair are similar in terms of character, performance and driving – even though it was based upon the Husky van platform. No offi cial GT coupe but many aftermarket hardtops were made, as was the Harrington conversion. Rust like mad and spares and support isn’t on par with MG, but the Sunbeam makes a nice, stylish alternative that’s a fair bit cheaper.

Triumph TR4

Launched around the same time as the MGB, the Triumph TR4 is the more macho, hardcore option. Performance is again similar and handling equally dated, but you can make a TR4 into a TR6-eater. IRS (TR4A) is softer, rides better but handles less positively and is slightly slower due to added weight. Rare Dove GT was a sort of MGB GT. Spares and support is as good as MG and values remain similar, but these TRs are on the rise.

MGC

Big brother to the MGB, the MGC is almost as inexpensive to buy, restore and run yet interest and values are rising faster. Lusty six cylinder lorry-like engine is faster yet doesn’t feel it, while handling is decidedly the more ponderous of the pair. Excellent as a relaxed smooth cruiser and very pleasant in auto form (something the normal MGB isn’t). Forget what you’ve heard about this misunderstood car; just try one and you’ll be surprised…