Buying a used MGB (1962-1994)

MG launched what proved to be its most successful model at the 1962 London Motor Show. Within weeks production was at capacity and cars were trickling into Australian dealer showrooms. Local assembly began in 1963, with kits of parts from the UK gradually being supplemented by locally-sourced items. However, the Aussie-built 'B' would never achieve the 85 percent level of local content it needed to qualify as 'Australian made'.

The engine was a 1.8-litre derivative of the BMC B series four-cylinder - rugged, dependable and delivering a fraction of its potential power. Fed by twin SU carburettors, early versions produced just 71kW but that could be taken very easily to 100kW and higher.

Reliability and smoothness both improved when in 1964 the engine acquired a new crankshaft with five main bearings - up from three in the earlier version. Quoted power output and performance were unchanged.

The factor that attracted buyers most strongly to the MGB wasn't its looks and certainly not performance. It was the level of 'creature comforts' available in a car that was priced well below the comparably-equipped Sunbeam Alpine and Triumph TR4.

The cabin was wider and longer than the MGA it replaced with lots of leg-room and seat travel. A shelf behind the seats provided extra luggage space. Luggage-carrying capacity, even with a haphazardly-mounted spare wheel in the boot, was reasonable.

The dash glittered with switches and chrome-rimmed instruments, and while a heater wasn't initially standard, it was a popular option. Most significant among the MGB's advances was introduction of wind-up windows, replacing the fiddly and draughty side-screens used by the MGA and earlier models.

From 1965 a fixed-roof GT version with hatch access to the luggage area was offered in the UK and to some export markets. The GT wasn't officially sold in Australia but that didn't stop the fully-enclosed MG coming here in sizeable numbers. Local manufacturers including J&S Industries produced 'fastback' conversions in fibreglass.

A revamp in 1968 brought the Mark 2 MGB with improvements including reversing lights and an all-synchromesh manual transmission. Most significant was the shift from dynamo to alternator and altering the electrical system from positive to negative earthing.

An MGB L model with a plastic grille and optional automatic transmission was available to Australian buyers from mid-1970 and further upgraded until Australian assembly ceased in 1972.

UK production continued until 1980 but with significant alterations to comply with US regulations, diminishing the sporting appeal of later cars. These changes entailed increasing the ride height by 25mm and fitting massive rubber bumpers to meet '5mph impact damage' rules. To comply with 'smog' laws, the twin SU carburettors were replaced by a single Stromberg, dropping engine power by 25kW and ensuring the performance of 'rubber-nose' MGBs matched their compromised handling.

More positive was the announcement in 1973 of a 3.5-litre GT V8 model. It was only made in fixed-roof form and wasn't officially sold in Australia - although plenty found their way here - or in the USA, where it might have rescued the brand from an ignoble end.

Survival during the 1980s meant that MG badges were attached to a variety of ordinary and forgettable sedans and hatchbacks. All seemed lost for sports-car enthusiasts, but then in 1993 the Rover Group announced the first (and last) V8-powered MGB Roadster. The 3.9-litre RV8 shared its basic shape with the earlier version but very few panels were shared.

Just 2000 RV8s were made and around 70 per cent of them went to Japan. Five years later, and in keeping with keeping with that country's application of strict roadworthiness laws to older cars, most were returned to the UK or exported to Australia.

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Flopping into the flat, vinyl covered seat of an MGB, drivers with expectations of lateral support or organised ergonomics are in for a shock. You sit low in seats that are kindly described as 'dreadful' and getting close enough to comfortably operate the pedals will put the steering wheel in your lap. There is no power steering but as your forearm muscles develop you will be looking for a smaller diameter steering wheel to make the movements less extreme.

The gearshift should be crisp and positive with gears snicking in with just a dab on the clutch pedal or no clutch at all, once on the move. Full throttle acceleration in a standard 'B' will generate lots of engine roar and gearbox whine, but not much progress. Acceleration times recorded by factory-issue cars suggest your classic two-seater won't beat very much at all when leaving the lights.

Top-down visibility is outstanding but unless you plan to drive topless every day a left-side door mirror is essential. The vinyl rear windows unless recently replaced can be yellow and almost opaque.

Given that a lot of Australia's MGBs are already well past their 50th birthdays it is quite amazing how responsive these cars can be made to feel. Uprated suspension components and modern tyres on alloy rims - ditch the wires if you want to make your 'B' handle - help the body sit flatter and reduce steering inputs.

Purists will say that sports cars without a folding top are sedans but a 'B' with the optional hardtop makes great sense. The soft-top must be well-maintained in order to operate as it should and even then heavy rain finds its way into the car.

Choosing one of the fully-imported V8 GTs or even an RV8 will deliver satisfying performance while retaining a 'classic' feel. Even the RV8 with its bigger rubber, improved spring rates, power steering and brakes is a cruiser not a dasher. Thicker, higher-set seats mean that tall occupants might feel quite constricted when driving with the roof in place.

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>> MGBs are endemic rust traps. If a car is too far gone for economic repair the solution is a complete new body shell, which can be sourced from the UK, plus all necessary hang-on panels. Reshelling is very expensive, so when buying it is essential to have the car hoist-inspected, Close scrutiny will reveal costly areas of corrosion such as around the rear spring mounting points, battery boxes behind the seats, inner sills, floors and the windscreen pillars.

>> Engines which have been decently maintained will be reliable. Watch for smoke from the exhaust at start-up and from the breather when the engine is hot. Check that the temperature doesn't rise significantly when the engine is switched off and then restarted after a few minutes.

>> The four-speed gearboxes make pretty horrible noises even when in good condition, but avoid cars that jump out of gear when accelerating or have a constant buzz and vibration through the gear-lever. Clutch shudder is common, replacement simple.

>> When test-driving a wire-wheeled MG - or any spoke-wheel car - stand opposite and have someone accelerate briskly from a stand-still. If the wheels can be seen - and heard - slipping then the splined hubs are dangerously worn and will need to be replaced. So might the rims.

>> Early MGs use twin six-volt batteries mounted behind the seats. Inspect the battery connections, cables and the boxes themselves for corrosion or accumulated water. Conversion to 12 volts is possible.

>> Expect early cars will demand a firm push on the pedal when braking, but one that is reluctant to stop at all has hydraulic problems, glazed rotors/pads and/or seized rear drums.

Used vehicle grading:
Design & Function: 12/20
Safety: 5/20
Practicality: 10/20
Value for Money: 15/20
Wow Factor: 14/20
Score: 56/100

Also consider: Sunbeam Alpine, Datsun 1600 Sports, Triumph TR4

Find a classic MGB on carsales.com.au