Page 43 - Wayne Carini's Guide to Affordable Classics

THE BACKSTORY
Having watched the T-Series languish past the point of market competitiveness, MG wanted to avoid the same fate with the recently launched MGA. Less than two months after it was introduced, MG started work on a replacement. A small team used the company’s EX 181 record-breaking car as inspiration, but with pocketed headlamps, broad surfaces and smooth sides. The real story, however, was that the new car would feature monocoque construction, rather than the body-on-frame chassis used in previous sports cars from Abingdon.
Because several engine options were under consideration, MG made sure there was enough room under the hood to accept an engine of almost any size, although various factors led to the initial retention of the MGA’s 1588 cc pushrod B-series engine. Attempts to use a fully independent suspension were frustrated by the lack of an available final drive unit and a coil spring rear axle proved problematic, leading to use of the familiar semi- elliptic leaf spring layout.
Although the monocoque chassis paid considerable dividends in rigidity, the new car was substantially heavier than the MGA, meaning that performance was likely to suffer. Fortunately, there was an available solution in the form of the 1798 cc engine slated for use in the Austin 1800 saloon. An enlarged variant of the MGA’s B-series pushrod engine, it featured an increased 80.26 mm bore made possible through the use of siamesed cylinders. The existing cylinder head, valvetrain, and induction system remained unmodified, except for minor alterations to the carburetor needles and air filters, but the larger capacity and an 8.8:1 compression ratio pushed output to 95 horsepower at 5,400 rpm and 110 lb ft of torque at 3,000 rpm.
Although based on the same B-series engine used in the MGA, the MGB unit featured a larger 1798 cc capacity that offered better performance and tractability.
Class Favorite
The MGB was officially launched in September 1962 to rave reviews. At an overall length of 153.2-inches, the MGB was shorter than the MGA, but the unique geometry of the monocoque chassis afforded a more spacious cabin than its main rivals. There was also a shelf behind the front seats that could accommodate small children and packages. In terms of comfort and practicality, the car was a vast improvement, introducing roll-up windows, lockable doors, an actual glove compartment and a spacious trunk.
MG MGB & MGC
The MGB’s workmanlike interiors from the 1960s stand in sharp contrast to the padded surfaces used in examples built after the imposition of American safety regulations, which exacted a terrible aesthetic penalty from the once handsome cabin.
Not long after the MGB’s debut a removable fiberglass hardtop was made available, featuring Pininfarina inspired lines, but the more significant option was the Laycock de Normanville electric overdrive (working on third and top gears) that appeared in early 1963. In August, an attached unit replaced the erector-set top assembly, which transformed the roadster into a proper convertible, helping propel production to almost unprecedented heights.
When the Austin 1800 saloon appeared on the scene in October 1964, the MGB happily borrowed its 1798 cc engine, featuring a robust five main bearing crankshaft for smoother operation at high engine speeds. At the same time that the new powerplant was adopted, an oil cooler was made standard for all markets, along with an improved tachometer and fuel gauge, soon followed by a larger 12-gallon tank, sealed propeller shaft bearings, and press button door handles.
An Affordable Grand Tourer
Work on an enclosed version of the MGB started in January 1962, which entailed sending the prototype to Italy’s Pininfarina to fettle some of the final details. Although it would have been desirable to eliminate some weight from the underlying structure, BMC was hesitant to spend additional funds on the project, leaving the coupe considerably heavier than the roadster. Although performance
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