1969 MG MGB MKII

At the time of its introduction in 1962 at the London Motor Show, the MGB wore a very modern design, with an all-new pressed-steel monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-Types and the MGB's rival, the Triumph TR series. It had a lightweight design which helped reduce manufacturing costs while adding to overall vehicle strength. Another benefit was the additional cockpit space.

The MGB went on to become one of the most successful sports cars ever made, both from a commercial standpoint (with over half a million made) and for its unsurpassed ability to deliver an exceptional driving experience at an affordable price.

The MG Midget
During the 1920s, the M-Type Midget had been created from the Morris Minor, offering an inexpensive, basic, two-seater alternative with sporting pretensions which ultimately led to the dynasty of Midgets. The Midget series would establish the MG marque as a manufacturer of sports cars and a serious competitor in motorsports. As the 1950s were coming to a close, another inexpensive two-seater was developed, this time the modern equivalent of the old Austin Seven was used, the A30/35. This new two-seater was known as the Austin-Healey Sprite and arrived in 1959 and was built at Abingdon. A major restyling to the bodywork of the Sprite was applied in 1961, with the front and rear being completely redesigned, resulting in a more conventional squared-off appearance. The engine and running gear were essentially the same as the earlier Sprite, but output was up to around 47bhp.

Comparison of the MG Midget and MGB
The MG Midget rested on an 80-inch wheelbase with an overall length of 137-inches. It was a two-door roadster that was essentially a more expensive version of the Austin-Healey Sprite Deluxe. Comparatively, the MG MGB rested on a 91-inch wheelbase and had an overall length of 153.2-inches. Standard equipment included wind-up windows and a parcel shelf was located behind the seats. The three-bearing 1,798cc B-Series engine offered 95 horsepower at 5,400 RPM and helped the MGB achieve a zero-to-sixty mph time of just over 11 seconds. During its long production lifespan, many mechanical updates were made. The MGB models built from 1963 to 1974 used twin 1.5-inch SU carburetors. Cars destined for the U.S. from 1975 used a single Stromberg 1.75-inch carburetor fitted on a combination intake-exhaust manifold. Early MGBs used a three-main bearing crankshaft, 18G-Series. From February of 1964 forward, a positive crank-case breathing was added and the engine prefix changed to 18GA. Later that year, in October, the engine received a five-bearing crankshaft, and the engine prefix became 18GB. All MGBs used a SU-built electric fuel pump.

The rest of the running gear, including the steering, suspension and back axle, was sourced from BMC's parts bin. The transmission was a rugged four-speed gearbox with the option of Laycock overdrive on third and top gears. More changes took place in October 1967, with the adoption of an all-synchromesh gearbox (plus the option of automatic transmission to broaden the B's appeal) and improved electrics, with an alternator replacing the dynamo found on earlier cars. Complying with new safety legislation, the MGB received a collapsible steering column and a padded dashboard.

The MGB would turn out to be one of the most successful sports cars of all time. It offered sporty styling, easy maintenance, and was mechanically similar to the preceding MGA. The MGB's attractive lines cleverly reinterpreted the traditional British roadster for the 1960s, with refinements like wind-up windows and door handles were added for the first time. A heater, however, remained optional and the soft-top was somewhat rudimentary.

It would enjoy an 18-year production life with sales totaling in excess of 500,000 cars.

By Daniel Vaughan | Jul 2016