Retro-Gnome on MGBs
THINK MGB GT and what springs to mind; the open road, everlasting sunshine, hidden villages, thatched cottages, lots of friendly bonhomie? Or degenerating bodyshells left to slowly rot and rust away in the back yard.
Fact is, these are very good and incredibly cheap ‘classics’ that, if cared for, motor on forever. But don’t tell anyone because they are so tempting I might just buy one. And while the open roadster is the natural summer choice the GT fixed-head coupe is much the better, all round practical proposition. Anyway, it’s faster and does more miles to the gallon.
Classic Shakespeare pose
Nice rear end
The first MGB roadsters were registered in 1962, followed by the GT three years later. During 1967 the car received a make-over, leather was replaced by retrograde vinyl but received in return an alternator and a new, stronger gearbox with the option of automatic transmission. Soon afterwards, when British Leyland took over, rumours started circulating that production was to be moved and the evocative birthplace of MG, the Abingdon Works, would close. Luckily, at least for the time being, it proved untrue and the purists heaved a sigh of relief.
The biggest market for the MGB was North America and ever-changing, more restrictive legislation dictated design changes that did the cars no favours at all. In 1970 the car received a recessed grille, rocker switches and Rostyle wheels and 1972 saw the carburettors being changed to meet new US emission laws. A year later, brushed nylon trim was introduced as well as alarming new orange and yellow paint schemes. But it was to get worse when in 1974 rubber bumpers appeared for the first time and the ride height was increased. Oh dear, oh dear. A Jubilee Edition held up sales but the fitting of a single Stromberg carburettor and catalytic converter in America made it quicker to wait for a bus.
In 1980 Michael Edwards became a hated man when he first decided to close Abingdon forever and then watch as the MG range was finally allowed to die with only a modicum of dignity. British Leyland was in turmoil, with bad publicity, strikes and poor quality control dragging the Company into an abyss from which it would never recover.
However, the MGB and in particular the later unwanted ‘rubber bumper’ GT versions have an important role to play as a starter classic for youngsters. Those of us who can pick and choose from a range of exotica would do well to remember that, without these cheap and unloved sports cars the next generation would simply miss out on a whole generation of British classics. Bad enough that the government has already usurped their chances of obtaining a driving licence by destroying a whole raft of small affordable cars under the name of ‘scrappage’.
This is what makes an MGB a classic - lots of fun
On the upside people smile at you, the brakes are pretty good and there is plenty of room among the shopping for a set of tools and jump leads. Insurance is cheap, road fund licence probably zero, spares are easy to find and an ‘in tune’ car will return thirty-five to the gallon on its way to an easy 100 mph. Just make sure the tyres are in good condition. Even the rubber bumpers serve a purpose in Tesco’s car park.
Once behind the wheel it’s comforting to find an array of Smiths chrome bezel instruments, whether they work or not is another matter. Turn the key and the motor should cough once or twice before bursting into life and sending a series of shock waves through the bodyshell. This will reduce to a gentle rocking motion as the B Series engine settles down. Oil pressure will rise and fall in sympathy as will the needle on the fuel gauge. Trust is at a premium when driving an MG.
I like the gear change but the clutch throw is exaggerated, one needs long legs and short arms as the steering wheel, in true vintage fashion, nestles against the stomach. I also love the overdrive on third and top gears. Was it standard? Not sure. Anyway, when cruising it provides a useful extra two ratios. Be careful though when changing down as neglecting to knock it out when selecting second speed sets off all sorts of nasty metallic clonks. And talking of clonks, expect one from the prop shaft, although the tone is less alarming.
When it rains you will be glad you opted for the Coupe over the roadster as the leaks are restricted to the lower levels so your head and shoulders stay dry. The wipers on this car are two-speed and efficient washer jets soon clear the screen, while keeping the small front quarter lights open allows just sufficient breeze to stop the windows from misting up.
Handling is very basic as one would expect from an English car and in the wet the car will easily slide and try to spin – how did drivers cope in icy conditions when only Dunlop C41s were available? This is, of course, just another helping of ‘character’ and should not be taken seriously.
Retro-Gnome shares MGB on 'Liege' rally
From the above you may think me not a great fan of the MG but that would be a wrong conclusion. I have travelled in the passenger seat of such a car all the way from Liege in Belgium to Istanbul, and back again, at rally speeds, covering 5,000 miles in ten days over some of the worst tracks that Turkey, Greece and Slovenia had to offer.
The car never once protested and at the finish was eager to do the trip again, which I had no intention of doing. But at my time of life, would I go out and buy another one? Why should I, there is already one in the garage.
Clubs:
www.mgownersclub.co.uk
www.mgcc.co.uk
Spares:
www.ukmgparts.com
