MGB (Auto)
| MGB | |
|---|---|
| |
| Manufacturer: | BMC |
| Production: | 1962-1980 |
| Class: | sports car |
| Body styles: | FR 2-door roadster FR 2-door coupe |
| Predecessor: | MGA |
| Successor: | MGF |
| MGB | |
| Production: | 1962-1980 512,112 |
| Engines: | 1798 cc B-Series I4 |
| MGC | |
| Production: | 1967-1969 9,002 (4544 MGC, 4458 MGC GT) |
| Engines: | 2912 cc I6 |
| GT V8 | |
| Production: | 1973-1976 2,903 |
| Engines: | 3532 cc Rover V8 |
| RV8 | |
| Production: | 1992-1996 about 2,000 |
| Engines: | 3946 cc Rover V8 |
The MGB was Britain's best-selling sports car. It was produced by the British Motor Corporation and sold under the MG marque. Available in both convertible and coupe ("GT") forms, it was launched in May of 1962 to replace the MGA, and produced through to October 22, 1980. A later run of updated MGBs, the RV8, was produced in the 1990s.
The MGB was designed (according to the original specifications) to cruise at 100 mph (160 km/h) - matching other far more expensive sports cars of the time. Unlike the A, and earlier T cars, the MGB used unibody, rather than body-on-frame, construction for lighter weight and cheaper manufacture.
At the time of introduction, the MGB out-classed many far more expensive rivals in performance and handling. Although the 3-bearing 1798 cc "B-Series" engine of the original British models were quoted at just 95 hp (71 kW) at 5400 rpm, performance was brisk with a 0 to 60 mph (100 km/h) time of just over 11 seconds. US (export) models were considerably less powerful, especially as emissions-equipped models were introduced after 1968. The engine was upgraded to a five bearing crankshaft in October 1964.
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).
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.
MGB roadster
The roadster was the first of the MGB range to be produced. The body was a pure 2 seater with no pretence at offering a rear seat and by making better use of space was able to offer more passenger and luggage accommodation than the previous MGA while being 3 inches (75 mm) shorter overall. The suspension was also set to be 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 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, a new rear axle and an alternator replaced the dynamo . To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan. "Rostyle" wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats standardised in 1970.
MkIII
Further changes in 1972 brought about the MkIII. The main changes were to the interior with a new facia and improved heater.
In 1974, in order to meet US impact regulations, the car was fitted with large rubber bumpers and the suspension was raised to allow these to meet the new standard height. This had a detrimental effect on handling and was only partly improved by revisions to the suspension geometry in 1977.
In 1975 overdrive became standard rather than an extra.
GT
The fixed-roof MGB GT was introduced in 1965. It used a Pininfarina-designed hatchback body and was, for a time, offered with a V8 engine. The 1973-1976 MGB GT V8 used the ubiquitous aluminum 3532 cc Rover V8 engine, first fitted to the Rover P5B. In MGB form with restricted inlet and exhaust manifold configurations the engine produced just 137 bhp (102 kW) (vs 180 bhp in Rover forms) with full emission controls. Fortunately 193lbft of torque helped it hit 60mph in around 8 seconds, and go on to a respectable 125mph top speed. This engine was later used in the MG RV8 in 3.9 litre fuel-injected form, producing 190 bhp.
MGC
The MGC was a straight-6 version of the MGB sold in the late 1960s as a replacement for the Austin-Healey 3000. The engine was a drastically revised version of the Healey 2912 cc six that was being designed for the new Austin 3-Litre 4-Door Saloon. This revision included converting the design to accommodate 7 Main Bearings, but also resulted in an engine that was shorter, enabling it to fit into the MGB's engine bay. The engine produced 145 bhp at 5250 rpm. The body shell had to have considerable revisions around the engine bay and to the floor pan but externally the only diferences were a distinctive hood bulge to accommodate the relocated radiator, and a teardrop for carburettor clearance. It got 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 reaching a top speed of 120 mph (193 km/h)
The heavy engine (209 pounds heavier than the 1798 cc MGB engine) changed the vehicle's handling, and it got a mixed press response. The MGC was cancelled in 1969 after less than two years of production.
RV8
Interest in small roadsters increased in the 1990s following the introduction of the Mazda MX-5, and MG (now owned by Rover Group) capitalized on this by producing updated parts and body panels for the original MGB cars. In 1992, the company used these parts to introduce a new 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 (100 km/h) acceleration of 5.9 s. Largely due to the rear drum brakes and rear leaf springs (percieved 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 paved the way for the introduction of the modern MGF a few years later.
It also capitalized on an interest in British products in Japan. A sizeable chunk of MG RV8 production went to that country.
Achieved overall or class wins
The MGB was highly successful in international road competition events such as the Monte Carlo Rally when in 1964 it won the GT category, Sebring, the Spa 1000 kilometre and the 1963, 1964 and 1965 Le Mans 24 hour beating more powerful expensive cars regularly.
References
- John Heilig: MG Sports Cars. Motorbooks, 1996, ISBN 0760301123.
- Ray Bonds: The Illustrated Directory of Sports Cars. Motorbooks, 2003, ISBN 0760314209.
- Anders Ditlev Clausager: Original MGB With MGC and MGB GT V8. Bay View Books Ltd, 1994, ISBN 1870979486.
- MGB Home Page. In: MG Enthusiasts. Abgerufen Format invalid.
- MGC Home Page. In: MG Enthusiasts. Abgerufen Format invalid.