MG MGB

MGB GT
MGB GT
Overview
Production	1965-1980; 125282 made
Body and chassis
Body style	2 door coupé
Powertrain
Engine	1798 cc B-Series I4
Dimensions
Length	153 inches (3886 mm); 158 inches (4019 mm) rubber bumper version
Width	60 inches (1524 mm)
Height	50 inches (1238 mm); 51 inches (1295 mm) rubber bumper version

MGB Roadster
MGB Roadster
Overview
Production	1962-1980; 399,070 made
Body and chassis
Body style	2-door roadster
Powertrain
Engine	1798 cc B-Series I4
Dimensions
Length	153 inches (3886 mm); 158 inches (4019 mm) rubber bumper version
Width	60 inches (1524 mm)
Height	48 inches (1219 mm); 51 inches (1295 mm) rubber bumper version

MGB
MGB
Overview
Manufacturer	BMC / BMH / BLMC
Production	1962-1980
Body and chassis
Class	sports car
Chronology
Predecessor	MGA
Successor	MGB GT V8 and then MGR V8

The MGB was Britain's best-selling sports car. It was launched in May of 1962 to replace the MGA, and production continued until October 22, 1980. The MGB was originally produced by the British Motor Corporation and sold under the MG marque. MGB production continued throughout restructuring of the British motor industry, and the parent company’s transition from BMC to British Motor Holdings (in 1966) and to British Leyland Motor Corporation (in 1968).

Originally introduced as a convertible, a coupé ("GT") version was introduced in 1965. The MGB featured a four cylinder engine. A derivative model, called the "MGC" featured a six cylinder engine and a limited production variant, called the "MGB GT V8" fitted with the ex-Buick Rover V-8 engine was made from 1973 to 1976. Combined production volume of MGB, MGC and MGB GT V8 models was 523,836 cars. A very limited-production derivative model with only 2,000 units made, called "RV8" was produced by Rover in the 1990s. Despite the similarity in appearance, the RV8 had less than 5% of the original car.

The MGB was a relatively modern design at the time of its introduction. It utilized a unibody/monocoque structure that reduced both weight and manufacturing costs as well as adding chassis strength. This was a considerable improvement in comparison to that of the traditional body-on-frame construction used on the MGA and T-type models as well as the MGB's rival, the Triumph TR series. The design included wind-up windows and a comfortable driver's compartment.

The MGB's performance was brisk for the period, with a 0 to 60 mph (96 km/h) time of just over 11 seconds, largely because of the relatively light weight of the car. Handling was one of the MGB’s strong points. The 3-bearing 1798 cc B-Series engine produced a 95 hp (71 kW) at 5400 rpm. The engine was upgraded in October 1964 to a five-bearing crankshaft in an effort to improve reliability. A majority of MGBs were exported to United States. In 1974, as US air pollution emission standards became more rigorous, US-market MGBs were de-tuned for compliance. As well as a marked reduction in performance, the MGB gained 1" in ride height and the distinctive rubber bumpers.

Even today, running on tyres of the same generation, a 1962 MGB will corner better than a 2005 Ford Mustang, with a maximum turn rate of 0.96 g (9.4 m/s²) versus 0.85 g (8.3 m/s²) for the Ford Mustang.

The MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact with an immovable barrier (200 ton).

MGB roadster

The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare optional extra at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches (75 mm) shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. Wheel diameter dropped from 15 to 14 inches.

Mk II

In late 1967, sufficient changes were introduced for the factory to define a Mk II model. Changes included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox (except in the US), a new rear axle and an alternator in place of the dynamo. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. US models got three windshield wipers instead of just two, and also received a plastic and foam rubber covered "safety" dashboard, dubbed the "Abingdon pillow". Other markets continued with the steel dash. Rubery Owen Rostyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised in 1970. 1969 also saw a new front grille, recessed, in black aluminium. The more traditional-looking 'honeycomb' grille returned in 1972. 1970 saw split rear bumpers with the number-plate in between, 1971 returned to the earlier five-piece style.

Mk III

Further changes in 1972 brought about the Mk III. The main changes were to the interior with a new facia and improved heater.

In 1974, in order to meet US impact regulations, the chrome bumper overriders were replaced with large rubber ones. In 1975, a new front rubber bumper mounted to hydraulic cylinders incorporated the grille area as well, giving a major restyling to the B's nose, and the rear bumper became rubber as well. The suspension was raised 1 inch to meet new US headlight height regulations. The much heavier bumpers and increased height had a detrimental effect on handling which was only partly alleviated by further revisions to the suspension geometry in 1977. US emissions regulations reduced horsepower, and by the time of the B's demise in 1980, performance was lacklustre.

MGB GT

The fixed-roof MGB GT was introduced in 1965 and production continued through 1980, although exportation to the US ceased in 1974. The MGB GT sported a Pininfarina-designed hatchback body. The new configuration was a 2+2 design but the new rear bench seat was very small and of limited use for adults or older children. The engine and gearbox were the same as those in the roadster. In fact relatively few components differed from those used for the roadster, although the MGB GT did receive different suspension springs and anti-roll bars. The MGB GT also featured a different windshield which was more easily and inexpensively serviceable. Early prototypes such as the MGB Berlinette produced by the Belgian coachbuilder utilised a raised windscreen in order to accommodate the fastback.

Acceleration of the GT was slightly slower than that of the roadster due to its increased weight, though handling improved due to significantly increased chassis rigidity and perhaps slightly better weight distribution. Top speed improved by 5 mph (8 km/h) to 105 mph (170 km/h) due to better aerodynamics.

MGC

MGC

Overview
Production	1967-1969 9,002 made (4544 MGC, 4458 MGC GT)
Body and chassis
Body style	2-door roadster 2-door coupé
Powertrain
Engine	2912 cc C-Series I6

The MGC was a 2912 cc, straight-6 version of the MGB sold in the late 1960s from 1967 through to 1969 with some sales running on into 1970. and given the code ADO52. It was intended as a replacement for the Austin-Healey 3000 which would have been ADO51 but this never got beyond the design proposal stage. The first engine to be considered was an Australian-designed six cylinder version of the BMC B-Series but the production versions used a 7 main bearing development of the Morris Engines designed C-Series that was also to be used for the new Austin 3-Litre 4-Door saloon. In the twin SU carburettor form used in the MGC the engine produced 145 bhp at 5250 rpm. The bodyshell needed considerable revision around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburettor clearance. It had different brakes from the MGB, 15 inch wheels, a lower geared rack and pinion and special torsion bar suspension with telescopic dampers. Like the MGB, it was available as a coupé (GT) and roadster. A three-speed automatic gearbox was available as an option. The car was capable of 120 mph (193 km/h).

The heavy engine (209 pounds heavier than the 1798 cc MGB engine) and new suspension changed the vehicle's handling, and it received a very mixed response in the automotive press. The MGC was cancelled in 1969 after less than two years of production. Today the car is considered very collectable and the main causes of the poor reputation relating to handling have in the main been overcome by better tires and subtle modification of suspension settings.

MGB GT V8

MGB GT V8
MGB GT V8 - 1973
Overview
Production	1973-1976 2591 made
Body and chassis
Body style	2 door coupé
Powertrain
Engine	3532 cc Rover V8

MG began offering the MGB GT V8 in 1973 utilising the ubiquitous aluminium-block 3528 cc Rover V8 engine, first fitted to the Rover P5B. This engine had been used in the the A-body platform Buick Special and Oldsmobile F-85 and was the lightest mass-production V8 in the world, with a dry weight of only 318 lb, and was about 60 lb lighter than its 4-cylinder counterpart by the MOWOG foundry. Some improvements were made by MG-Rover, and the engine found a long-lived niche in the British motor industry. These cars were similar to those already being produced in significant volume by tuner Ken Costello. MG even contracted Costello to build them a prototype MGB GT V8. However, the powerful 180 bhp engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137 bhp (102 kW). But 193 lbf·ft of torque helped it hit 60 mph in around 8 seconds, and go on to a respectable 125 mph top speed.

By virtue of its aluminium cylinder block and heads, the Rover V8 engine actually weighed approximately forty pounds less than MG's iron four cylinder. Unlike the MGC, the MGB GT V8's increased power and torque did not require significant chassis changes or sacrificed handling.

Only GT versions of the V8-powered MGB were produced by the factory. Production ended in 1976.

MG never attempted to export the MGB GT V8 to the United States. They chose not to develop a left-hand-drive version or to seek US air pollution emission certification of the MGB GT V8, although the Rover V8 engine was offered in US-bound Rover models throughout the same period and beyond. British Leyland Motor Corporation management cited insufficient production capacity to support anticipated demand for the V8 engine in MGB GT, so they priced the MGB GT V8 high.

The MGB GT V8 was very warmly received by the automotive press, but British Leyland Motor Corporation was reportedly concerned that the MGB GT V8 would overshadow their other products, including the more expensive and less powerful Triumph Stag.

Continued public interest in V8-powered MGBs is evidenced by the thousands of MGB V8 engine conversions that have been completed by do-it-yourselfers and custom shops.

RV8

MG RV8

Overview
Production	1993-1995 2000 made
Body and chassis
Body style	2 seat sports/racer
Powertrain
Engine	3946 cc Rover V8

Interest in small roadsters increased in the 1990s following the introduction of the Mazda MX-5, and MG (now owned by Rover Group) capitalised on this in 1992 by producing new body panels to create an updated version of the old car. The suspension was only slightly updated, sharing the old leaf sprung rear of the MGB. The bonnet, boot lid, and doors were shared with the original car, as were the rear drum brakes. However, the engine was the respected aluminum Rover V8, previously used in the MGB GT V8. A limited-slip differential was also fitted.

Performance was good, with 190 bhp (142 kW) at 4,750 rpm and 0 to 60 mph (96 km/h) in 5.9 s. Largely due to the rear drum brakes and rear leaf springs (perceived to be too old fashioned for a modern performance car), the RV8 was not popular with road testers at the time. However, this did not prevent the RV8 from being a moderate sales success, and it paved the way for the introduction of the modern MGF a few years later.

It also capitalised on an interest in British products in Japan. A sizeable chunk of MG RV8 production went to that country.

Racing performance

Overall or class wins

The MGB was highly successful in international road competition events such as the Monte Carlo Rally. In 1964 it won the GT category, Sebring, the Spa 1000 kilometres and the 1963, 1964 and 1965 Le Mans 24 hour beating more powerful cars in the process.

References

^ ^a ^b ^c ^d ^e ^f Culshaw (1974). Complete Catalogue of British Cars. London: Macmillan. ISBN 0-333-16689-2. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)

John Heilig (1996). MG Sports Cars. Motorbooks. ISBN 0-7603-0112-3.
Ray Bonds (2003). The Illustrated Directory of Sports Cars. Motorbooks. ISBN 0-7603-1420-9.
Anders Ditlev Clausager (1994). Original MGB With MGC and MGB GT V8. Bay View Books Ltd. ISBN 1-870979-48-6.
"MGB Home Page". MG Enthusiasts. Retrieved March 21. {{cite web}}: Check date values in: |accessdate= (help); Unknown parameter |accessyear= ignored (|access-date= suggested) (help)
"MGC Home Page". MG Enthusiasts. Retrieved March 21. {{cite web}}: Check date values in: |accessdate= (help); Unknown parameter |accessyear= ignored (|access-date= suggested) (help)

External links

[BritishCars-1] ^ ^a ^b ^c ^d ^e ^f Culshaw (1974). Complete Catalogue of British Cars. London: Macmillan. ISBN 0-333-16689-2. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)

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