Page 46 - Wayne Carini's Guide to Affordable Classics

A ‘rest of the world’ example sold new in the Netherlands, this immaculate 1973 MGB roadster highlights the handsome lines that marked every example built over the model’s long production run.
with a repositioned remote control gear lever and all-new internal componentry. An electric overdrive remained available as an option, but it was a more modern unit, the Laycock LH.
As in the MGC, the Borg-Warner Type 35 automatic transmission remained an option, although it was never very popular, finding only 1,737 customers (most were fitted in domestic market GTs) before it was discontinued in September 1973. A few years earlier, the old banjo-style rear axle was replaced by the Salisbury unit fitted to the MGC with a 3.909:1 ratio for manual gearbox models and a 3.70:1 ratio on those cars equipped with the automatic transmission. Adoption of a negative ground electrical system, featuring an alternator and pre-engaged starter, was also made standard across the range.
In 1972, third series variants continued to adapt to more stringent rules in MG’s most important market. North American export models came with SU HIF4 carburetors and a lower 8.0:1 compression ratio, reducing power to 82 horsepower at 5,400 rpm. Another distinction that marked cars bound for the United States was a new padded interior fascia, derided as the “pillow dash,” which featured a revised instrument layout that eliminated the glove compartment, as well as dual circuit brakes, anti-burst door locks and an energy-absorbing steering column.
Externally, these cars were creatures of their time, fitted with Rostyle wheel covers and made available in 34 vibrant body colors that scream disco and bell-bottom slacks, among them Aconite, Bedouin, Bermuda Blue, Black Tulip, Blaze, Bracken, Grampian Gray, Harvest Gold, Limeflower, Mirage, Mustard and Snowberry White.
44Wayne CariniAffordable Classics
This North American example wears Rostyle wheels and the redesigned grille that appeared in 1973.
Born Late
In 1969, Ken Costello, an engineer and talented fabricator, had started an enthusiastic following for his Rover V8 engined MGB conversions, forcing British Leyland’s hand to develop a factory- sanctioned model. Due to the 3528 cc Buick-derived engine’s 137 horsepower at 5,000 rpm, substantial effort was directed towards ensuring that the suspension and brake system could cope with the increased performance. This left little money available to change