BUYER’S GUIDE

MG B and MG B GT review

Predictable choice or not, the MG B deserves its reputation as 60s sports car icon and the perfect usable classic…

What Is It?

Now as back in its day, the MG B stands for (relatively) accessible thrills, and as the proud figurehead for a generation of affordable sports cars Britain exported to the world on a wave of Swinging Sixties optimism. A fixture of the classic car scene, the MG B represents the perfect intersection of traditional driving manners, DIY-friendly maintenance for driveway tinkerers and usable performance you can still enjoy on modern roads.

Launched in roadster form in 1962 and joined by its coupé GT relative in 1965, the MG B lived on through the 60s and 70s, with the last examples leaving the line in 1980. By that time, it had gained ugly rubber bumpers and lost something of its edge but, at its heart, any MG B remains a great starter classic, backed up with a huge network of clued-up owners, fans and specialists and a similarly expansive parts supply.

Corrosive Areas

Sills

Door edges

Inner front wings

Checklist

MG B launched in 1962 with a 1.8-litre evolution of the B-series engine from the MG A delivering a strong 96PS (71kW) through to twin-SU carb set-up
Unitary body, rack and pinion steering, independent front suspension and disc brakes provided solid foundations for future development for both road and competition models
Stronger and smoother five-bearing crank introduced for the 1965 model year
Coupé-bodied MG B GT launched in 1965
Earlier cars lack a synchro on first and reverse, with a fully synchronised ’box introduced from 1967 for the Mk2 along with other upgrades like alternator-driven electrics in place of the original dynamo system
Optional manually-selectable overdrive a popular extra when new and helps driveability on modern roads; standard on later cars
Original chrome-style grille swapped original vertical slats for black inserts from 1970 onwards, BL badges also added to wings at this time
Grille changed again from 1973 with new black honeycomb inserts
V8 version of GT added in 1973 with significantly increased performance
Crash protection upgraded in 1974, initially with prominent blocks on overriders (known as ‘Sabrina’ bumpers after the stage name of British glamour model Norma Ann Sykes) and then full rubber bumpers and raised ride height to comply with US crash regs
Engine and gearbox simple, tough and long-lasting when looked after properly – do usual checks for contaminated oil, obvious fluid leaks and persistent smoke or rattles
Early gearboxes can be a tad baulky in the non-synchronised shift between first and second but should otherwise operate precisely
Front suspension kingpins require regular regreasing to prolong life – beware squeaks, knocks or rattles and check with vendor this has been included in regular maintenance regime; same applies to original lever-arch dampers – don’t be surprised if these have been replaced with more modern telescopic ones somewhere along the way
Rust can strike anywhere but most common in visible areas like rear wing seams, wheelarches, door bottoms, front wing to windscreen scuttle join and outer sills
Structural rust is a bigger concern and expensive to address so inspect underside thoroughly, especially around the multi-layered sills, inner wings, suspension hangers – also check from inside car lifting carpets and rear seats (on GTs)

How does it drive?

For a car developed over 60 years ago, the MG B still drives well, albeit with a physicality that may surprise drivers not accustomed to non-assisted steering and part-synchro gearboxes. With just 2.9 turns lock-to-lock, the sharp rack-and-pinion steering becomes more blessing than curse once up to speed, and a good MG B should handle precisely thanks to this and the independent front suspension, the more basic leaf-sprung live axle at the rear less exotic but perfectly up to the performance of the car. If not especially powerful on paper, the 1.8-litre engine sucks enthusiastically through its twin SU carburettors, delivers a pleasing rasp from the exhaust and, even in standard trim, has enough performance to put a smile on your face along a twisty B-road. Beyond that there are plenty of tuning options if you so wish, but even in stock trim any MG B should deliver all the innocent fun the looks promise.

What’s good?

Of all the many delightful little sportscars built by British manufacturers through the 1960s, the MG B deserves its reputation as one of the best, given its combination of timeless looks, sharp handling and decent performance. The roadster is rightly popular for its wind-in-the-hair thrills and great fun on a sunny day, but the GT is arguably the better looking of the two, more refined on a run, a little faster at the top end thanks to its sleeker lines and also decently practical with its hatchback rear door and fold-down rear seats. Both have their fans. While prices of good ones have risen, plentiful supply has stopped them getting too out of reach, and huge popularity means there is an excellent support network of clubs, knowledgeable owners, specialist restorers and parts supply, up to and including brand new bodyshells. Fun in standard form, there’s also huge scope for personalisation, upgrades or conversion into competition style vehicles for track or rallying as suits.

What’s bad?

With popularity bordering on ubiquity, the MG B may be looked down upon by some as a clichéd choice. Suffice to say, if you want to turn heads at the local summer classics meet there may be more eye-catching alternatives, even among its 60s British sports car contemporaries. The large numbers in circulation can be both a blessing and a curse, relative affordability a double-edged sword given many will have got by on bodges and DIY repairs of varying quality over the decades. And the really serious horrors that could cost thousands can lurk under the skin of an otherwise presentable car, ready to snare the unwary impulse buyer skimping on their due diligence. Finding a truly original car could be a challenge as well, given the number of owners most will have passed through by now and interchangeability of parts. The mechanical simplicity and modest performance are perfectly charming as well, but for all the ’Safety Fast’ boasts, an MG B is, by modern standards, about taking it steady rather than flat-out thrills.

Which model to choose?

While the V8 puts a more serious spring in the MG B’s step and there are many and various modern engine transplants possible to meet similar ends, we’ll focus here on the standard 1.8-litre cars on the basis they’re more numerous and embody the car’s original spirit. And even in stock trim a B is a delight to own and drive. The choice between roadster and GT will come down to personal taste and intended use but both have their fans, the coupés are typically a little more affordable to buy like-for-like and perhaps a little sharper to drive. While you might save a bit in purchase price with a rubber bumper car, most people inevitably gravitate toward the prettier chrome bumper versions, purists prizing the earlier cars most of all. For a car to enjoy, a post-1967 Mk2 with the all-synchro gearbox, optional overdrive, alternator driven electrics and wire wheels is quite possibly the sweet spot in terms of looks and usability, though.

Specifications – MG B

Engine

1.8-litre four-cylinder petrol

Power

96PS (70kW) @ 5,400rpm

Torque

150Nm (110lb ft) @ 3,000rpm

Transmission

Four-speed manual, rear-wheel drive

Kerb weight

871kg (Mk1 roadster)

0-62mph

c. 12 seconds

Top speed

c. 105mph

Production dates

1962-1980