MG B and MG B GT review

How Does the MG B 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 draws fuel through its twin SU carburettors, delivers a pleasing rasp from the exhaust and 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 fun the looks promise. 

The MG B GT, on the other hand, feels slower to accelerate due to the increased weight of the fixed metal roof, but is actually slightly faster once it reaches top speed. The MG B GT is well regarded as a great starter classic by a lot of drivers, who enjoy the active and engaging driving style which keeps you far more focussed on the road than a more modern car might.

What to Look For When Buying an MG B or MG B GT

Both the MG B and the MG B GT underwent a number of changes during the years they were in production, with the MG B having several different marks which help denote significant upgrades or overhauls to both the aesthetics and mechanical aspects of the MG B.

You’ll likely find that some owners will sing the praises of certain years or specifications over others, but all of them have their own merits and charms.

Here is a quick breakdown of how the MG B changed year-on-year from 1962 to 1980.

The Mark I MG B: September 1962 to October 1967

The MG B was launched in September 1962 as the successor of the MG A. In place of the MG A’s separate chassis was MG’s first unitary body shell, which made the car stiffer than other contemporary sports cars, although it made it rather heavy too. Its mechanical makeup was mainly based on MG A parts, the main difference being an 1800 cc, 95 bhp evolution of BMC’s long-serving, three main bearing ‘B’ series engine.

This was superseded by a sturdier, five main bearing version in October 1964. By then, Laycock overdrive was also available. September 1965 saw the addition of a GT to the range, with styling nicely reworked by Pininfarina in Italy. Production of the Mark I cars ended in October 1967.

The Mark II MG B: November 1967 to October 1969

While some fairly dramatic mechanical changes and upgrades had been made to the Mark II MG B, it looks almost identical to the Mark I. The transmission tunnel is wider and flat-topped, and interior features like door and window handles were upgraded to minimise the risk of them injuring a passenger during a collision.

Mechanically, a new gearbox with complete synchromesh was installed in the MK II, and an automatic gearbox was not an option. Space for these stronger gearboxes was made by widening the gearbox tunnel and slightly narrowing the floors.

The MG B’s electrical system was updated, too, switching to negative earth to allow the dynamo to be replaced with a new, higher-output alternator. The pre-engaged starter motor was also upgraded to be more reliable. Increased reliability and a slightly easier time changing gear are both things to consider if you’re weighing up which year or Mark of MG B will suit you best.

 The Mark III MG B: October 1969 to August 1971

One of the most noticeable changes which came about with the MK III MG B is the change from the trademark chrome radiator grill to a black grill, but other changes were made, too.

There were new seats with vinyl facings, new rear lights, and British Leyland badges on the front wings. All Mark III MG Bs were now created with a folding frame hood, which had previously been an optional extra.

This tends to be where the Mark naming convention ends, with subsequent updates to the MG B being referred to by their production year, or as ‘rubber bumper’ MG Bs. 

More Changes: August 1971 to September 1974

The engine of the MG B saw some significant changes from August 1971, to allow the engine to make use of a lot of different parts from other vehicles, including the Austin 1800.

Inside the vehicle, you’ll find a centre console over the transmission tunnel which holds the radio, and more fresh air vents.

The chrome radiator returned for MG B’s produced from August 1972 onwards, although the centre of the grill was still black plastic. The seats were updated again, with cloth facings, but these are far less exciting than the addition of the V8 engine which was introduced for the MG B from August 1973.

Rubber Bumper MG Bs: October 1974 to October 1980

There were big updates to the look and feel of the MG B from October 1974 onwards. Like them or loathe them, the rubber bumpers were introduced here, and the suspension had to be raised by around 1.5 inches to allow for this. While these changes to the bumpers allowed the MG B to comply with the 5mph crash tests employed in the USA, it did also dramatically change the handling. This change to the handling is generally not seen as a positive one, and seems to have put a lot of people off of MG Bs from this era.

Fortunately, these issues with the handling were addressed in 1976, when rear anti-roll bars were fitted and the steering rack was updated, which allowed the MG B to handle much more like they used to before the rubber bumpers were fitted and the suspension height raised. While everyone welcomes these ‘fixes’ to the MG B’s suspension, the interior fabric is somewhat more divisive, with some people decrying them as garish.

What are the common problems with the MG B and the MG B GT?

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.

The biggest issue with both the MG B and MG B GT is corrosion, rather than mechanics. The B-Series engine is durable if serviced properly, but rust repairs can quickly exceed the value of a poor car. Check for worn suspension bushes, tired lever-arm dampers, kingpins, wheel bearings and ageing brakes.

Oil leaks are common but often more of an annoyance than a serious problem. Mechanically, look for low oil pressure, excessive blue exhaust smoke, noisy gearboxes and worn synchromesh, particularly on second gear. Cars with overdrive should engage and disengage smoothly.

Cooling systems should be checked for overheating, blocked radiators and failing water pumps. Electrical faults are usually simple to rectify, but ageing wiring, poor earths and worn switches are common.

On rubber-bumper cars, inspect the raised suspension carefully, while chrome-bumper cars may have been lowered or modified.

The MGB GT’s hatch seals can allow water into the boot, while Roadsters should be checked for hood condition, frame operation and water leaks. Fortunately, almost every mechanical part is available new, making maintenance far easier than structural restoration.

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

1.8-litre four-cylinder petrol

96PS (70kW) @ 5,400rpm

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

Four-speed manual, rear-wheel drive

871kg (Mk1 roadster)

c. 12 seconds

c. 105mph

1962-1980