Page 48 - Wayne Carini's Guide to Affordable Classics

Even though the advent of the rubber bumper spoiled the pleasant lines and forced an increase in the ride height that blunted the handling, the springs and shockers can be changed to restore the handling, while conversion kits are available to bring back the chrome bumpers, making these cars a really attractive proposition for the enthusiast on a budget. On the other end of the affordability spectrum is the MGC, which makes up for what it loses in handling ability in greater torque and a faster pace on the straights. If the budget allows, this is the car to have.
Regardless of the flavor, every MGB is an amiable motoring companion, more spacious than a Midget and more capable at higher speeds. They also share their smaller sister’s top trump of excellent parts availability and relatively simple restoration prospects, even for the novice restorer working out of the home garage. Maybe the best feature of the MGB is that with so many available options and aftermarket upgrades out there, a car can be modified to suit your taste, which is a rare thing indeed in the classic sports car world.
Compared to its peers, an MGB rattles less (or not at all) and does all the things that one expects a sports car to do. They’re reasonably fast, practical, handle well (even the rubber bumper versions) in the corners, and provide more enjoyment behind the wheel than any modern car ever could. Best of all, with so many ‘B’ variants out there, even the most finicky collector can find one that fits. Dreaming of a smaller Aston Martin DB4? Purchase an MGB GT. Want a Big Healey, but in a more comfortable and
refined package? Try on an MGC or MGC GT on for size. Do you fancy a big V8 and monster acceleration? Then the MGB GTV8 is the ticket. Tired of shifting for yourself or have to drive in traffic? There are even automatic versions available to soothe your aches and pains.
The point is that the MGB is the perfect sports car for the contemporary enthusiast. They’re easy to find, affordable to purchase, simple to maintain, and, most importantly, fun to drive. What else could anyone ask for? Well, there is exclusivity, but that’s overrated, after all, when is the last time that you selected a restaurant based on how empty it was?
With well over 500,000 examples sold, there is an MGB or MGC for every taste and budget. Among the most fun to drive sports cars ever built, these are simple, rugged and easy to maintain vehicles that will never fail to bring a smile to your face.
The Knowledge
dThe MGB’s ubiquity provides prospective buyers with an ample supply of potential vehicles and an array of replacement parts, including complete body assemblies manufactured under the auspices of the British Motor Industry Heritage Trust. Take the time to find the car that meets your expectations and fits within your budget.
dAs with most classic British sports cars, the condition of the bodywork is the most important factor to consider. The monocoque structure is sturdy and well-constructed, but can suffer from serious corrosion requiring complex and expensive repairs. The sills – comprised of inner and outer shells with a central membrane – are primary load bearing structures and the most common area for rust to strike. Even sills that appear solid from the outside can suffer from unseen corrosion, so look closely for any rough or loose metal at the lower edge of the outer section. Because the sills provide so much longitudinal strength to the monocoque, it is important to check the door gaps. They should be consistent from top to bottom.
dFrom underneath the car, examine the condition of the floors and further probe the sills for signs of weakness. The front cross member under the radiator should be inspected for both rust and damage; waves in the metal indicate that the car has had a front-end collision in the past. The jacking point should be considered another area that invites scrutiny. Insert a screwdriver inside each one and check
for movement in the metal. The battery trays, rear spring
mountings, and the chassis legs over the rear axle should also be checked for damage and deterioration.
dThe B-series engines are undeniably stout. The five main bearing engines, installed after October 1964, even more so than the original three main bearing units. Expect to encounter some valvetrain noise. An engine that is too quiet may have had its valve clearances set excessively wide to mask other problems. There should be an audible, but relatively faint, noise from the tappets at idle. Pay attention to any noises emanating from the bottom end, particularly knocks and rumbles that can indicate wear to the big end and main bearings.
dThe four-speed transmission – with synchromesh from 1968 on – is durable and simple to repair, but the later gearbox offers greater reliability and access to spare parts. The early transmissions are more likely to suffer from noise in second and third gears, while the later gearbox will sound protests in first and reverse. Both transmissions will grind and groan as wear or damage occurs to the bearings, thrust washers and gear teeth.
dPay particular attention to the clutch. Replacement typically requires removal of the engine and transmission. It should engage smoothly and disengage without judder. Excessive play in the clutch pedal – more than an inch – indicates wear in the master or slave cylinders that requires immediate replacement.
46Wayne CariniAffordable Classics