60s MGB and MGB GT

The MGB, was introduced in 1962 replacing the curvy MGA, MG's first car with a full width body. The MGB had a new sleek, modern body and a larger engine than the MGA. In its original form with chrome bumpers and grille, the MGB had the restrained and classy look of the 60s.

The MGA had broken tradition with MG's previous vintage-looking TD and TF models. Its curvaceous body was a bold step for MG.  It was though, beginning to look dated by the early 60s.  Rivals Triumph and Sunbeam, both had new cars: the Triumph TR4 and the Sunbeam Alpine. MG's smaller Midget was also more modern and drew customers away from the MGA.

The MGB's new engine was a modified version of the B-series engine used by the MGA.  It was now 1800cc and with twin carburettors and a high compression ratio that allowed the MGB to achieve a 0-60mph time of 12.9 seconds and a top speed of over 100mph. In 1962 it was quite legal to drive at this speed on the new motorways. Whilst many family saloons of the era were struggling, the MGB was ideally suited to fast motorway travel, especially in 60s' road conditions - with the motorways mostly empty.

The MGB's interior was equipped with leather seats and a new crackle finish black facia. The new facia was a distinctive MG feature that was not copied by other manufacturers. In the 60s, sports cars had plain facias; the walnut treatment being usually reserved for saloons. The MGB also had wind-up windows, hardly a luxury today, but not always standard on sports cars of the 60s.  The heater though, was an optional extra on the early Bs.  Many customers opted for the wire wheels, retaining some of the vintage sports car appeal.  Engineers at MG at the time imagined that this option would disappear quickly, with the pressed steel wheels being more practical.  However, MG owners liked wire wheels and they became a feature of 60s' sports and performance cars.  The Jaguar Mk2 also had wire wheels as an option. 

Another useful MGB option was the overdrive which worked, at the flick of a switch, on top and third gears.  It gave a useful ratio for motorway cruising.  Many owners would have chosen the deluxe hood, which folded down behind the passenger compartment.  The standard hood was a do-it-yourself affair which had to be taken down and put in the boot.

Aftermarket accessories were available for the B, one of the first was a detachable hard top.  This was also very soon a factory option.  The car pictured above also has driving lamps fitted, the owner has modified the grille to take them.  It also has bullet shaped racing mirrors fitted and a wooden sports style steering wheel.  The standard steering was similar to that fitted to contemporary saloon cars, large and thin.  Another aftermarket accessory was the Paddy Hopkirk pedal extension fitted to the accelerator pedal.  It made heel and toeing easier.  [Heel and toe is a performance driving technique.]

The MGB was well liked by the motoring press.  It did not quite have the raw performance of the Triumph TR4, but was considered a more refined and comfortable car with better handling and road holding.  Motor tested an early three bearing MGB and found the car a 'delightful modern sports car'.  It was capable of reaching 108mph, but offered comfortable accommodation for two people and a reasonable amount of luggage.  They liked the handling and ride over rough and smooth surfaces and in the wet.  The engine provided plenty of torque and pulled well in top from 10mph.  There were minor criticisms about cold starting and the gear ratios, which were nonetheless well chosen to minimise the use of the unsynchronised first gear.

Motoring Which? also liked the MGB.  They praised the car's handling and performance.  Although the TR4 had the edge in performance in their tests, they considered the MGB's combination of performance, handling and comfort to be a better package than the TR4.  The Sunbeam Alpine, considered more of a tourer than a sports car, lost out to the MGB in terms of performance and its comfort and ride were considered no better than that offered by the MGB.  Motoring Which? found minor faults which included a tendency for the exhaust to cook the passenger's feet and they managed to bend the MGB's steering wheel!

It seemed that Abingdon had got the compromise right between performance, handling, ride and comfort.

 

MGB GT

In 1965 the MGB Roadster was joined by a closed fastback style coupe version, the MGB GT. The GT's hatchback style was very practical and the hardtop more suited to the British weather. It offered occasional rear seats for small children and a much larger luggage space in the rear.

The MGB GT was styled by Pinninfarina of Italy. The MGB GT's profile was similar to that of the Aston Martin DB5. The MGB GT offered saloon style comfort with sporting performance. Although a heavier car than the MGB Roadster, its more aerodynamic profile ensured similar performance figures. GTs were meant to offer a touch of sporting luxury. The MGB GT had similar equipment to the Roadster, although the boot was fully carpeted and the heater was standard. However, only the transmission tunnel was carpeted inside the car, the remainder of the floor was  covered with rubber mats as in the Roadster.

The original brochure talks about the MGB GT as a grand touring car in the spirit of the original definition. The brochure boasted of the MGB GT's ability to cover hundreds of miles without tiring driver or passenger. Experience with owning and driving an original MGB GT suggests that this claim may have been a little exaggerated.

The Motoring press liked the MGB GT just as much as the MGB.  Motoring Which? tested the car in 1968 and once again chose it as their best buy beating the Triumph GT6 (there was no official GT version of the TR4) and Sunbeam Alpine GT.  In their view it as the only car of the three to approach a true GT car. Motor journalist Michael Bowler had the MGB on long term test and came to the conclusion that it was the car for him. [The actual car is still around see Motor test MGB GT.]

MGB in the 70s

The MGB continued in production right through the 70s. The last car was made in 1980, when the MG Works at Abingdon closed as part of BL's rationalisation.

For 1971 the MGB had Rostyle wheels, a BL sports style wheel, and a black recessed grille. The colours, such as the orange MGB GT shown on the left, also reflected the changing taste of the early 70s.   Note the style differences between that and the tartan red MGB GT  from 1967

Whilst the MGB went through numerous modifications throughout its long production run, it remained mechanically similar to the 60s' MGB. The two most significant changes were the introduction of the MGB GT V8 in 1973 and impact absorbing bumpers, introduced in 1974 to meet US safety regulations.

The Rover V8 gave the MGB GT exceptional performance. The lightweight aluminium V8 engine was used in the Rover 3.5 Litre (P5b), Rover 3500 (P6), Rover SD1 and Range Rover. Strangely, the MGB GT was given the low compression ratio version of the V8 from the Range Rover. Nevertheless, its sparkling performance was welcomed by MG enthusiasts.

The impact absorbing bumpers met with much less enthusiasm. They were referred to as 'rubber bumpers' and MGBs from then on were divided into chrome bumper and rubber bumper cars. The rubber bumpers gave the MGB a modern look in the late 70s. However, higher suspension did little for the the handling.

70s' MGBs also benefited from constant updating of the trim. The last models had striped nylon upholstery, a new dashboard and a centre console. By the end of the 70s, the MGB, although a product of the early 60s, looked as much a part of the 70s as a pair of platform shoes. However, its performance was well behind contemporary rivals.

MGBs on film

Look out for a MGB in The Ipcress File starring Michael Caine. Major Dolby, Harry Palmer's treasonous boss, has a white MGB roadster. He appears to be the model English gent and the car suited the image well.

More on the MGB and MGB GT

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