No classic sports shouts so much common sense as the MGB – but they’re also great fun too

Until the Mazda MX-5 overtook it several years ago, the MGB was the world’s best selling sports car. And it’s easy to see why; ever since the car was unveiled in 1962, it’s been affordable, usable and incredibly easy to own. Over almost half a century those attributes haven’t diminished in the slightest – in some ways, they’re more applicable and enhanced than ever. With its straightforward mechanicals, superb parts availability and low running costs, this is one of the most usable classics around, and there are masses to choose from. So while you’ll never stand out at a classic car show with an MGB, you will fi nd the ownership experience more painless than for some other classics – especially other twoseater sports cars. The MGB is also supported by some top clubs, so if you’re after a classic that’ll boost your social life too, then look no further.

History

The A had been such a success for MG that it had to be replaced with something that was a genuine step forward. Something that was easier to live with, easier to drive and easier to build. And that’s just what happened, which means that when it comes to buying a practical classic, the MGB is right there at the top of the list. The MGB began in 1959 as project EX205, but by the 1962 British Motor Show the car had made its debut. Priced at £949, the B was powered by a 96bhp 1798cc B-Series engine and the suspension was based on that fi tted tothe MGA to keep development costs down. The biggest change was the ditching of the chassis that had served MG before the war in favour of the new-fangled monocoque idea. At fi rst the engine had just three main bearings, but from October 1964 a smoother if slightly less responsive fi ve bearing unit was fi tted with an oil cooler, while the rev counter was changed from mechanical to electric. Also the pull door handle were replaced by a more conventional design making the ‘pull’ handled MGBs highly desirable due to rarity. In March 1965 the fuel tank grew to 12 gallons while that October the still extremely attractive GT arrived, a stylish hatch that was a true mini Grand Tourer, as long as there weren’t more than two wanting to travel (in some discomfort). Mechanically the ‘poor man’s Aston’ as it was dubbed boasted a front anti-roll bar, stiffer springs and wider rims, but by November ’66 the roadster gained the front anti-roll bar.

Although outwardly the MGB didn’t change much, in October 1967 a MkII version arrived, with a fully synchronised gearbox, a change to negative earth electrics and an alternator instead of a dynamo. A month later an automatic gearbox became available – but slush box-equipped Bs are now very rare and not sought after. Two years later the MkII was facelifted with a recessed matt black nose (known as the Mustang look). It wasn’t a success but the rest of the improvements, such as a revamped interior including better, reclining seats were. Another two years on and the Mk III surfaced, reverting to a traditional grille along with more cabin tweaks. The rubber-bumpered B replaced the chromebumpered model in October 1974 – a move not celebrated by many, but one which – thanks to US crash test laws – produced a much more usable car that’s far more comfortable in everyday use.

Refi nement improved but the raised ride height, done so unbelievably crudely, didn’t help the already dated handling one little bit. MG quickly had to rethink matters and re-fi tted the anti-roll bars as well as altered the steering soon after. Although the rubber bumper cars are much derided there were compensations along the way. A proper 12-volt battery was fi tted replacing the weary old twin six volt set up, the electric petrol pump was relocated from its underside position to the boot area and nicer GTV8 instruments were now used. 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 fi tted by the rear windows to mask a body moulding seam. At last MG did something to put some sting back in the B for 1977 by the refi tting of both front and rear anti-roll bars in conjunction with a slightly lower steering ratio, allowing a smaller steering wheel to be used (3.5 turns instead of 2.9 lock-to-lock) for added comfort and legroom. 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 saner, safer gear lever top location came not a moment too soon plus 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
didn’t now need a key to operate!

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, would you believe! The last MGB was put together on 22nd October 1980, the last 1000 cars being special edition LE models. In 1992 the car was revived as the V8-powered RV8, of which 1982 were made within a three-year lifespan. But for classic B lovers the big news must be the arrival of the Heritage bodyshell in 1988 – a move which ensured that no matter how rotten your B became, it was never going to be beyond saving.

Driving

There are lots of factors that affect how an MGB drives, such as how well maintained it is, whether or not it’s had any upgrades, whether it’s open or closed and also what engine is fi tted. As you’d expect, the 1.8-litre B-Series unit provides a very different driving experience from the 3-litre ‘six’ and the 3.5-litre V8. The B-Series never offered that much urge even when new while emission laws made it sluggish by the time the car bowed out. But on the other hand the unit is so torquefi lled that you’ll still enjoy the drive because it has a lot of low speed guts making it feel brisker than it really is plus sounds great with that characteristic lumpy idle and distinct burble. Rubber-bumper cars are the most refi ned of the lot, but the raised ride height doesn’t do the car’s handling any favours which has always been a bit soft and many ordinary saloons could out-handle what one famous rally driver dubbed ‘a two-seater Morris Oxford’. There again, the late great Roger Clark was a Ford man…

Where the MG scored was not in its out-andout grip but sheer predictability where you can a lot of fun at 30 or 50. Higher cruising is spoiled by excessive engine and wind noise; overdrive and (what MGB hasn’t got it?) is essential for today’s roads, cutting revs at the legal limit to comfortably under 4000rpm. Up to 30mpg isn’t pie-in-the-sky if in good tune and driven sensibly. How the press viewed the MGB changed over its long production run. When it was fi rst launched it was lauded for its clean looks and fair practicality. By 1971 and with the car much the same, it was dubbed in a road test by Motor as the “establishment sports car where many fanatics regard any change as an effrontery.”

But others such as Car was now calling the MG, “long in the tooth and an uninspiring car today” around the same time. Of course when the rubber bumper cars came along the Press had a fi eld day and the general opinion was that it should have been put to the sword years ago. However, the car was showing its classic potential even back in 1975 because Car said: “Strangely enough, through the noise and crudity of it all there is still a certain charm about the car”. Of course, there still is – perhaps more so because despite its faults the MGB is so easy to live with. Also, the MGB, especially the extremely practical and versatile GT, can still happily cut it as a totally viable daily driver even in standard trim. The rear seat is just about okay for small children and tolerably comfortable. Add a fabric sun roof and you have nearly all the benefi ts of an MGB roadster, but for all the family.

Prices

One of the best things about the MGB is that you don’t have to spend a fortune to buy a good one. The cheapest B you’ll buy is a rubber-bumpered GT. A runner will cost you less than £1000 but it’ll need work to keep it going, which is why you’re better off spending £1500 at least instead. A running rubber-bumpered roadster will set you back around £2000 while an equivalent chrome-bumpered example is £1000 more. The most valuable – and desirable – B is a chromebumpered roadster, perferably a ‘pull handle’ model. Top price for one of these or a car that’s just been built around a Heritage shell is around £13,000. The thing about an MGB is that there’s loads around which will keep prices sane and give buyers choice. Never buy the fi rst one you see as there’s usually something better in the wings.

Improvements

You can write a book on how to give your B more sting – and there’s plenty around so that’s really your fi rst step when deciding upon modifi cations. One of the most worthwhile upgrades is overdrive if not already fi tted – most MGBs already have it. But you can’t just bolt an overdrive unit onto the back of the existing gearbox, so why not opt for a Ford Sierra fi ve-speed conversion, which at around £1500 (as a complete kit) also offers far more acceptable intermediate ratios? The handling can be transformed if you have the inclination and cash. Lever arm dampers were fi tted front and rear, which are notorious for leaking. If you’re not worried about originality it’s possible to swap to telescopics, but the ride will be harder – and that means very hard indeed. To really sharpen up the handling it’s worth fi tting uprated front and rear anti-roll bars, which will transform the car’s dynamics for around £100 or you can go the whole hog and fi t the MGR V8 front axle and gain much improved brakes at the same time. But be warned, it’s a costly swap… MGBs were designed to run on crossplies and while the strong castor angles result in arrow straight stability, it does make the steering very heavy. To usefully lighten the steering there are castor alternation kits which make the car more acceptable for today’s radials.

Okay, so now on to the engine. While the B-Series is no powerhouse, it has oodles of torque and it’s a shame to lose that for typical road use. A good gas fl owed head and better exhaust with re-jetted SU carbs (or a single Weber) plus electronic ignition will suffi ce for many and give up to 110bhp – enough to make it fun and remain tractable, reliable and economical. The engine can be bored out to just under 2-litres and enhance the torque characteristics even further. If you don’t want to go V8, the K-Series and T-Series four pot engines can be fi tted fairly easily.