MG B

MGB
ManufacturerBMC / BMH / BLMC
Production1962-1980
PredecessorMGA
SuccessorMGB GT V8 and then MGR V8
Classsports car


The MGB was Britain's best-selling sports car model. It was launched in May 1962 to replace the MGA, and was produced until 22 October 1980. It was originally produced by the British Motor Corporation and sold under the MG marque. MGB production continued throughout restructuring of the British motor industry, and the parent company’s transition from BMC to British Motor Holdings (in 1966) and to British Leyland Motor Corporation (in 1968).

Originally introduced as a convertible, a coupé ("GT") version was introduced in 1965. The MGB featured a four cylinder engine. A derivative model, called the "MGC" featured a six cylinder engine and a limited production variant, called the "MGB GT V8" fitted with the ex-Buick Rover V-8 engine was made from 1973 to 1976. Combined production volume of MGB, MGC and MGB GT V8 models was 523,836 cars. A very limited-production derivative model with only 2,000 units made, called "RV8" was produced by Rover in the 1990s. Despite the similarity in appearance, the RV8 had less than 5% parts interchangeability with the original car.

The MGB was a relatively modern design at the time of its introduction. It utilized a unibody/monocoque structure that reduced both weight and manufacturing costs as well as adding chassis strength. This was a considerable improvement in comparison to that of the traditional body-on-frame construction used on the MGA and T-type models as well as the MGB's rival, the Triumph TR series. The design included wind-up windows and a comfortable driver's compartment.

The MGB's performance was brisk for the period, with a 0 to 60 mph (96 km/h) time of just over 11 seconds, largely because of the relatively light weight of the car. Handling was one of the MGB’s strong points. The 3-bearing 1798 cc B-Series engine produced a 95 hp (71 kW) at 5400 rpm. The engine was upgraded in October 1964 to a five-bearing crankshaft in an effort to improve reliability. A majority of MGBs were exported to United States. In 1974, as US air pollution emission standards became more rigorous, US-market MGBs were de-tuned for compliance. As well as a marked reduction in performance, the MGB gained 1" in ride height and the distinctive rubber bumpers.

Even today, running on tyres of the same generation, a 1962 MGB will corner better than a 2005 Ford Mustang, with a maximum turn rate of 0.96 g (9.4 m/s²) versus 0.85 g (8.3 m/s²) for the Ford Mustang.

The MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact with an immovable barrier (200 ton).

MGB roadster

MGB Roadster
Production1962-1980
399,070 made
Body style(s)2-door roadster
Engine(s)1798 cc B-Series I4
Length153 inches (3886 mm)
158 inches (4019 mm) rubber bumper version[1]
Width60 inches (1524 mm)[1]
Height48 inches (1219 mm)
51 inches (1295 mm) rubber bumper version[1]


The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare optional extra at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches (75 mm) shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. Wheel diameter dropped from 15 to 14 inches.

Mk II

In late 1967, sufficient changes were introduced for the factory to define a Mk II model. Changes included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox (except in the US), a new rear axle and an alternator in place of the dynamo. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. All models are rear-wheel drive. US models got three windshield wipers instead of just two, and also received a plastic and foam rubber covered "safety" dashboard, dubbed the "Abingdon pillow". Other markets continued with the steel dash. Rubery Owen ROstyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardized in 1970. 1969 also saw a new front grille, recessed, in black aluminium. The more traditional-looking 'honeycomb' grille returned in 1972. 1970 saw split rear bumpers with the number-plate in between, 1971 returned to the earlier five-piece style.

Mk III

Further changes in 1972 brought about the Mk III. The main changes were to the interior with a new fascia and improved heater.

In 1974, in order to meet US impact regulations, US models had the chrome bumper overriders replaced with large rubber ones, and in the second half of 1974 the chrome bumpers were replaced altogether. A new, steel-reinforced black rubber bumper at the front incorporated the grille area as well, giving a major restyling to the B's nose, and a matching rear bumper completed the change. New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car's suspension by 1 inch. This, in combination with the new, far heavier bumpers resulted in significantly poorer handling. Worse still, for the 1975 model year only, the front anti-roll bar was deleted from the standard car as a cost-saving measure (though it was still available as a cost option), causing further degradation in the car's handling. The damage done by the British Leyland response to US legistlation was partially alleviated by further revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models.

US emissions regulations also reduced horsepower, and by the time of the B's demise in 1980, performance was decidedly lacklustre.

Enlarge picture
1977 US-spec MGB with rubber bumpers.

MGB GT

MGB GT
Enlarge picture
1967 MGB GT
Production1965-1980
125282 made
Body style(s)2 door coupé
Engine(s)1798 cc B-Series I4
Length153 inches (3886 mm)
158 inches (4019 mm) rubber bumper version[1]
Width60 inches (1524 mm)[1]
Height50 inches (1238 mm)
51 inches (1295 mm) rubber bumper version[1]


The fixed-roof MGB GT was introduced in October 1965 and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a Pininfarina-designed hatchback body. The new configuration was a 2+2 design but the new rear bench seat was very small and of limited use for adults or older children, however there was more luggage space than in the roadster. The engine and gearbox were the same as those in the roadster. In fact relatively few components differed from those used for the roadster, although the MGB GT did receive different suspension springs and anti-roll bars. The MGB GT also featured a different windscreen which was more easily and inexpensively serviceable. Early prototypes such as the MGB Berlinette produced by the Belgian coach builder Coune utilized a raised windscreen in order to accommodate the fastback.

Acceleration of the GT was slightly slower than that of the roadster due to its increased weight, though handling improved due to significantly increased chassis rigidity and perhaps slightly better weight distribution. Top speed improved by 5 mph (8 km/h) to 105 mph (170 km/h) due to better aerodynamics.

MGC

MGC
Enlarge picture
MGC 1968
Production1967-1969
9,002 made
(4544 MGC, 4458 MGC GT)
Body style(s)2-door roadster
2-door coupé
Engine(s)2912 cc C-Series I6


The MGC was a 2911 cc, straight-6 version of the MGB sold from 1967 through to 1969 with some sales running on into 1970, and given the code ADO52. It was intended as a replacement for the Austin-Healey 3000 which would have been ADO51 but this never got beyond the design proposal stage. The first engine to be considered was an Australian-designed six cylinder version of the BMC B-Series but the production versions used a 7 main bearing development of the Morris Engines designed C-Series that was also to be used for the new Austin 3-litre 4-Door saloon. In the twin SU carburettor form used in the MGC the engine produced 145 bhp at 5250 rpm.[2] The body shell needed considerable revision around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburettor clearance. It had different brakes from the MGB, 15 inch wheels, a lower geared rack and pinion and special torsion bar suspension with telescopic dampers. Like the MGB, it was available as a coupé (GT) and roadster. An overdrive gearbox or three-speed automatic gearbox were available as options. The car was capable of 120 mph (193 km/h) and a 0-60 mph time of 10.0 seconds.[2]

The heavy engine (209 pounds heavier than the 1798 cc MGB engine) and new suspension changed the vehicle's handling, and it received a very mixed response in the automotive press. The MGC was cancelled in 1969 after less than two years of production. Today the car is considered very collectible and the main causes of the poor reputation relating to handling have in the main been overcome by better tires and subtle modification of suspension settings.

MGB GT V8

MGB GT V8
Enlarge picture
MGB GT V8 - 1973
Production1973-1976
2591 made
Body style(s)2 door coupé
Engine(s)3532 cc Rover V8


MG began offering the MGB GT V8 in 1973 utilising the ubiquitous aluminium-block 3528 cc Rover V8 engine, first fitted to the Rover P5B. This engine had been used in the the A-body platform Buick Special and Oldsmobile F-85 and was the lightest mass-production V8 in the world, with a dry weight of only 318 lb (144 kg), and was about 60 lb (27 kg) lighter than its 4-cylinder counterpart by the MOWOG (Morris-Wolseley Garages) foundry. Some improvements were made by MG-Rover, and the engine found a long-lived niche in the British motor industry. These cars were similar to those already being produced in significant volume by tuner Ken Costello. MG even contracted Costello to build them a prototype MGB GT V8. However, the powerful engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137 bhp(102 kW) at 5000 rpm. But 193 ftlbf (262 Nm) of torque helped it hit 60 mph (97 km/h) in around 8 seconds, and go on to a respectable 125 mph (201 km/h) top speed.

By virtue of its aluminium cylinder block and heads, the Rover V8 engine actually weighed approximately forty pounds less than MG's iron four cylinder. Unlike the MGC, the MGB GT V8's increased power and torque did not require significant chassis changes or sacrificed handling.

Only GT versions of the V8-powered MGB were produced by the factory. Production ended in 1976.

MG never attempted to export the MGB GT V8 to the United States. They chose not to develop a left-hand-drive version or to seek US air pollution emission certification of the MGB GT V8, although the Rover V8 engine was offered in US-bound Rover models throughout the same period and beyond. British Leyland Motor Corporation management cited insufficient production capacity to support anticipated demand for the V8 engine in MGB GT, so they priced the MGB GT V8 high.

The MGB GT V8 was very warmly received by the automotive press, but British Leyland Motor Corporation was reportedly concerned that the MGB GT V8 would overshadow their other products, including the more expensive and less powerful Triumph Stag.

Continued public interest in V8-powered MGBs is evidenced by the thousands of MGB V8 engine conversions that have been completed by do-it-yourselfers and custom shops.

RV8

MG RV8
Enlarge picture
MG RV8
Production1993-1995
2000 made
Body style(s)2 seat sports/racer
Engine(s)3946 cc Rover V8


Interest in small roadsters increased in the 1990s following the introduction of the Mazda MX-5, and MG (now owned by Rover Group) capitalized on this in 1992 by producing new body panels to create an updated version of the old car. The suspension was only slightly updated, sharing the old leaf sprung rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. However, the engine was the respected aluminum Rover V8, previously used in the MGB GT V8. A limited-slip differential was also fitted.

The interior was built to luxury standards, featuring veneered burr elm woodwork and Connolly Leather.[3]

Performance was good, with 190 bhp (142 kW) at 4,750 rpm and 0 to 60 mph (96 km/h) in 5.9 s. Largely due to the rear drum brakes and rear leaf springs (perceived to be too old fashioned for a modern performance car), the RV8 was not popular with road testers at the time. However, this did not prevent the RV8 from being a moderate sales success, and it paved the way for the introduction of the modern MGF a few years later.

It also capitalized on an interest in British products in Japan. A sizable chunk of MG RV8 production went to that country.

Racing performance

Overall or class wins

The MGB was highly successful in international road competition events such as the Monte Carlo Rally. In 1964 it won the GT category, Sebring, the Spa 1000 kilometers½ and the 1963, 1964 and 1965 Le Mans 24 hour beating more powerful cars in the process.

References

1. ^ Culshaw; Horrobin (1974). Complete Catalogue of British Cars. London: Macmillan. ISBN 0-333-16689-2. 
2. ^ (Nov 4 1967) The Motor. Road test.. 
3. ^ Presenting the MG RV8 at mgrv8.com
  • John Heilig (1996). MG Sports Cars. Motorbooks. ISBN 0-7603-0112-3. 
  • Ray Bonds (2003). The Illustrated Directory of Sports Cars. Motorbooks. ISBN 0-7603-1420-9. 
  • Anders Ditlev Clausager (1994). Original MGB With MGC and MGB GT V8. Bay View Books Ltd. ISBN 1-870979-48-6. 
  • MGB Home Page. MG Enthusiasts. Retrieved on March 21, 2005.
  • MGC Home Page. MG Enthusiasts. Retrieved on March 21, 2005.

External links

The automotive industry is the industry involved in the design, development, manufacture, marketing, and sale of motor vehicles. In 2006, more than 69 million motor vehicles, including cars and commercial vehicles were produced worldwide.
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The British Motor Corporation (BMC) was a UK vehicle company, formed by the merger of the Austin Motor Company and the Nuffield Organisation (parent of the Morris car company, MG, Riley and Wolseley) in 1952.
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British Motor Holdings Ltd (BMH) was a British motor company created in an attempt to halt the decline in Britain's manufacturing base in the 1960s.

History

The Wilson Labour Government (1964–1970) came to power at a time when British manufacturing industry was in
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The British Leyland Motor Corporation (BLMC) was a vehicle manufacturing company formed in the United Kingdom in 1968. Ultimately, it would become nationalised as British Leyland, often referred to as just BL.
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The MGA was a sports car produced by MG division of the British Motor Corporation from 1955 to 1962.

The MGA replaced the older T series cars and represented a complete styling break from the older vehicles.
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Car classification is subjective since many vehicles fall into multiple categories. Not all car types are sold in all countries and names for the same vehicle can differ by region. The following are commonly used classifications.
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sports car is an automobile designed for performance driving. Most sports cars are rear-wheel drive, have two seats, two doors, and are designed for precise handling, acceleration, and aesthetics.
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sports car is an automobile designed for performance driving. Most sports cars are rear-wheel drive, have two seats, two doors, and are designed for precise handling, acceleration, and aesthetics.
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The MGA was a sports car produced by MG division of the British Motor Corporation from 1955 to 1962.

The MGA replaced the older T series cars and represented a complete styling break from the older vehicles.
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The British Motor Corporation (BMC) was a UK vehicle company, formed by the merger of the Austin Motor Company and the Nuffield Organisation (parent of the Morris car company, MG, Riley and Wolseley) in 1952.
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MG

Private
Founded 1924 by William Morris and Cecil Kimber (founders)

Headquarters Longbridge, England

Key people Wang Hao Liang (NAC Chairman)
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For other uses of marque, see marque (disambiguation).


A marque (French for "brand" and IPA pronunciation: [mɑ(r)k]) is a make (brand) name, most commonly used for automobile brands.
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British Motor Holdings Ltd (BMH) was a British motor company created in an attempt to halt the decline in Britain's manufacturing base in the 1960s.

History

The Wilson Labour Government (1964–1970) came to power at a time when British manufacturing industry was in
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The British Leyland Motor Corporation (BLMC) was a vehicle manufacturing company formed in the United Kingdom in 1968. Ultimately, it would become nationalised as British Leyland, often referred to as just BL.
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convertible (sometimes called cabriolet in British English) is a car body style with a folding or retracting roof (aka 'soft top' or 'top' in USA, 'hood' in UK).
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coupé (French word from the verb couper to cut) or coupe is a car body style with a close-coupled interior offering either two seats or 2+2 seating (space for two passengers up front and for two occasional passengers in the rear).
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The Austin Rover Group (ARG) was formed in 1981 as the mass-market car manufacturing subsidiary of British Leyland (BL).
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Monocoque (French for "single" (mono) and "shell" (coque)) is a construction technique that supports structural load using an object's external skin. This stands in contrast with using an internal framework (or truss) that is then covered with a non-load-bearing skin.
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Body-on-frame is an automobile construction technology. Mounting a separate body to a rigid frame which supports the drivetrain was the original method of building automobiles, and its use continues to this day.
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MG T series of cars (including the TA, TB, TC, TD, and TF) was a basic body-on-frame sports car produced from 1936 through to 1955. It was replaced by the MGA.
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BMC B-Series was a straight-4 automobile engine family created as a larger alternative to the company's A-Series. Displacements ranged from 1.2 L, 1.6 L, and even 2.4 L.
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crumple zone of a vehicle such as a train or an automobile is a structural feature designed to compress during an accident to absorb energy from an impact. Typically, crumple zones are located in the front part of the vehicle, in order to absorb the impact of a head-on collision,
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body styles. Some are still in production, while others are of historical interest only. These styles are largely (though not completely) independent of a car's classification in terms of price, size and intended broad market; the same car model might be available in multiple body
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Roadster is the North American term (spyder in England and a spider in Italy) used for a 2-seater lightweight car without a permanent top, rear wheel drive and the windshield bolt on rather than part of the chassis as in modern cars.
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BMC B-Series was a straight-4 automobile engine family created as a larger alternative to the company's A-Series. Displacements ranged from 1.2 L, 1.6 L, and even 2.4 L.
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The straight-4 or inline-4 is an internal combustion engine with four cylinders aligned in one row. Nicknamed a 'i-4', four-banger or a four-pot, this straight engine configuration is the most common in cars with a displacement up to 2.4 litres.
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Confusingly, fascia is used for two completely different things in the automotive world.

In British English, a car's fascia is its instrument panel and dashboard area - what lies in front of the driver and front-seat passenger.
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