MGB (car)

from Wikipedia, the free encyclopedia
MG B / MGC / MGB GT V8 / MG RV8
Production period: 1962-1980
1992-1995
Class : Sports car
Body versions : Roadster , station wagon coupe
Previous model: MGA
MGB Mark I in US version

The MGB was a sports car that the MG division of BMC brought out in May 1962 as the successor to the MGA . BMC's successors produced the car until December 1980.

history

Originally a roadster was offered, which was followed in model year 1965 by a station wagon under the designation MGB GT . This car was a two-seater with two jump seats (so-called 2 + 2) and could almost be seen as a shooting brake . The MGB had a four-cylinder in-line engine, the MGC , which was derived from it, had a six-cylinder in-line engine. From 1973 to 1976 an MGB GT V8 was also offered; the station wagon coupé had the 3.5-liter V8 engine that Rover had developed from a former Buick unit . A total of 523,836 units were produced by MGB, MGC and MGB GT V8 in 18 years. A “revival model” called the MG RV8 was built by the MG Rover Group in the 1990s in a limited edition of only 2000 pieces. Although the RV8 looked very similar to the roadsters, there were less than 5% identical parts.

When it appeared, the MGB was considered relatively modern. It had a self-supporting body that reduced vehicle weight and manufacturing costs and gave the car greater stability. This was a significant improvement over its predecessors, the MGA and MG T-Type , a competitive advantage that the MGB also had over its competitor Triumph TR. The new design also included crank discs and a larger interior with sufficient foot space and a hat shelf behind the seats.

The performance of the MGB was quite respectable in its time, as it accelerated from 0 to 100 km / h in just over 11 seconds, which is due to its low weight. Easy handling was one of the strengths of the MGB. The BMC-B engine with 1798 cc displacement and triple bearing crankshaft - the same that was also used in the Austin 1800 , only with two SU carburettors - made 95 bhp (70 kW) at 5400 rpm. In October 1964 the machine got five crankshaft bearings, which increased its reliability. The majority of the MGB were exported to the USA. In 1974, when the emission regulations in the USA were tightened, the performance of the MGB engine had to be reduced. In addition to the less powerful engines, these MGB had 25 mm more ground clearance and rubber-clad bumpers, which replaced the chrome-plated specimens in all markets and earned the car the nickname “rubber boat”.

The MGB was one of the first vehicles to have a defined crumple zone that protected the driver and front passenger in the event of a collision at up to 48 km / h (30 mph) against an immovable 200-tonne barrier.

Models

MGB Roadster

MGB Roadster
MGB Roadster (1966)

MGB Roadster (1966)
Production period: 1962-1980
Body versions : Roadster
Engines: Otto engine :
1.8 liters (70 kW)
Length: 3886 mm
Width: 1524 mm
Height: 1219-1295 mm
Wheelbase : 2311 mm
Empty weight : 934 kg

The roadster, released in May 1962, was the first model in the MGB series. It was a two-seater, but could be ordered with a small, single back seat if desired, which rarely happened. Thanks to the better use of space, the MGB offered more space for passengers and luggage than its predecessor MGA, although it was 76 mm shorter. The chassis was softer than the MGA, which improved driving comfort, and the larger engine gave a slightly higher top speed. The rim diameter fell from 15 ″ to 14 ″.

Mark II

By the end of 1967, so many changes had been made to the vehicles that a Mark II model could be defined. These changes were essentially: a fully synchronized four-speed gearbox with changed gear ratios, a Borg-Warner automatic transmission (except in the USA), a new rear axle and a three-phase alternator. The floor of the vehicle had to be changed significantly for the new transmission; at the same time a cardan tunnel with a flattened top was introduced. All models are rear-wheel drive.

In order to meet US safety requirements, the later US models were given three instead of the usual two windshield wipers, so that the required percentage of the windshield could be wiped, and dashboards with a padded upper edge, which were named " Abingdon Pillow" after the place of production .

For other markets, the well-known dashboard made of painted sheet steel was still installed. In 1969 there were "ROstyle" perforated disc wheels (Rubery Owen Style) instead of the previous pressed steel disc wheels, and in 1970 folding seats were introduced into the series.

In 1969 there was a new grille made of black aluminum, but in 1972 the traditional chrome-plated grille with black "honeycomb" insert returned. 1970 brought a split rear bumper with a center number plate, but in 1971 the old five-piece bumper came back.

  • MGB Roadster (1969)

  • MGB cockpit

  • MG B Roadster from 1963

Mark III

The Mark III brought further changes in 1972 . Most of the changes were in the interior with a new dashboard and improved heating.

  • MGB Roadster (1973)

  • Rear view

  • interior

In 1974, due to the new regulations in the USA (no damage at impact speeds below 8 km / h), the chrome-plated bumper horns had to be replaced with larger ones made of rubber, and the chrome-plated bumpers had to give way in the second half of the year. The new steel-reinforced, black rubber bumper at the front also encompassed the radiator grille, which significantly changed the front view of the MGB, and a matching rear bumper rounded off the picture. The headlights were also installed too low according to the new regulations; but because the front view should not be changed any further, BLMC decided to raise the entire car by 25 mm. Together with the new, heavier bumpers, this resulted in significantly poorer driving characteristics.

Only in model year 1975 was the front stabilizer removed (as a cost-saving measure). However, it was available as an optional extra. The disadvantages that BLMC had dealt with with its response to the new US regulations on the wheel suspension were partially remedied in 1977 by further changes to the chassis geometry and stabilizers were again included in the standard equipment on all models.

The US emissions regulations also resulted in reduced engine performance, and when the MGB phased out in late 1980, its mileage was only average.

A total of 399,070 units of the MGB Roadster had been built by December 1980.

  • MGB Roadster (USA, 1973)

  • MGB Roadster (USA, 1977)

  • MGB Roadster (1979)

MGB GT

MGB GT
MGB GT (1974)

MGB GT (1974)
Production period: 1965-1980
Body versions : Combi coupe
Engines: Otto engine :
1.8 liters (70 kW)
Length: 3886-4019 mm
Width: 1524 mm
Height: 1238-1295 mm
Wheelbase : 2311 mm
Empty weight : 934 kg

The MGB GT with a fixed roof was introduced in October 1965 and manufactured until November 1980, although export to the USA was discontinued in 1974.

The car had a body designed by Pininfarina with a large tailgate and was designed as a 2 + 2 seater. The back seat was very small and only suitable for short journeys for adults or older children, but there was more space for luggage than in the roadster. The engine and transmission came from the roadster.

In fact, the two models only differed in a few points, although the MGB GT was equipped with different springs and stabilizers. The MGB GT also had a modified, higher windshield due to the higher roof line. Earlier special bodies, such as the MGB Berlinette manufactured by the Belgian coachbuilder Jacques Coune , had a higher windshield; In this way, the roof line - in line with contemporary tastes - could be made relatively straight instead of arched and at the same time ensure sufficient headroom.

The GT's acceleration was a little less than that of the Roadster because it was heavier. The extremely strong floor pan of the roadster was adopted for the coupe, although the roof could have absorbed a lot of stress. However, the costs for a suitable floor pan would have endangered the coupé project. Handling was better due to the greater rigidity of the body and the more balanced weight distribution. The top speed was 8 km / h higher at 168 km / h due to the lower air resistance.

A total of 125,282 MGB GTs were built by the end of 1980.

Rear view

MGC

MGC / MGC GT
MGC Roadster (1968)

MGC Roadster (1968)
Production period: 1967-1969
Body versions : Roadster , station wagon coupe
Engines: Otto engine :
2.9 liters (107 kW)
Length: 3905 mm
Width: 1524 mm
Height: 1219-1238 mm
Wheelbase : 2311 mm
Empty weight : 1023 kg

The MGC was the six-cylinder version of the MGB, produced from January 1967 to September 1969. Even in 1970, vehicles with the BLMC code ADO52 were still being sold. It was supposed to replace the Austin Healey 3000 , which had the BLMC code ADO51, but in this form did not get beyond the planning phase.

The first machine considered for its propulsion was an Australian- designed version of the BMC-B series, but the series used a version of the BMC-C series with seven crankshaft bearings, which is also used in the new Austin 3 -litre was used. The in-line six-cylinder with 2912 cm³ displacement and two SU carburettors made 145 bhp (108 kW) at 5250 rpm.

The MGB body had to be significantly redesigned around the engine compartment and on the base plate to accommodate the six-cylinder, but the only external differences were a bulge on the bonnet, under which the radiator, which was moved forward due to the larger engine, and one smaller ones in teardrop shape to make room for the carburetors. The MGC had different brakes than the MGB, 15 ″ wheels, a larger gear rack and pinion steering and a special wheel suspension with stabilizer and telescopic shock absorbers. Like the MGB, it was available as a Roadster and GT. On request there was an overdrive for the four-speed gearbox or an automatic gearbox. The top speed was 192 km / h and the acceleration from 0 to 100 km / h was 10.0 seconds.

The heavy engine (95 kg heavier than the 1.8 liter R4 of the MGB) and the new chassis changed the handling of the vehicle and the press coverage was extremely mixed. In 1969 the MGC was discontinued after less than two years of production. The cars are in great demand by collectors today and the main reasons for poor handling have disappeared thanks to better tires and small changes to the chassis.

A total of exactly 9,002 MGC had been built by September 1969.

MGC GT (1967-1969)

MGB GT V8

MGB GT V8
MGB GT V8 (1973)

MGB GT V8 (1973)
Production period: 1973-1976
Body versions : Combi coupe
Engines: Otto engine :
3.5 liters (101 kW)
Length: 3931 mm
Width: 1524 mm
Height: 1238 mm
Wheelbase : 2311 mm
Empty weight : 1073 kg

MG introduced the MGB GT V8 in early 1973. It was equipped with the well-known 3.5-liter V8 engine from Rover , which had been used for the first time in the Rover P5B . Originally, the engine served in the Buick Special with the A-platform and the Oldsmobile F-85 . He was in his time the lightest serially produced V8 engine in the world with a dry weight of only 144 kilograms, which was about 27 kilograms less than its four-cylinder counterpart from the MOWOG ( Mo rris- Where lseley-M G ) -Giesserei. Rover and MG had revised the originally American engine concept in several points, so that the V8 engine was continued to be built in Great Britain for an unusually long time. Almost a year before the introduction of the MGB GT V8, the tuner Ken Costello († 2015) had produced around 200 copies based on the same concept. However, depending on the source, they were equipped with a 150 to 157 hp version of the Rover engine and differ from the subsequent series vehicles by a typical "hump" on the bonnet. MG then commissioned Costello to build a prototype for the plant. Costello later reacted to the upcoming presentation of the new MBG GT V8 with an advertisement in which he warned his customers to “beware of imitations”. Instead of the more powerful engines from the Costello conversions, the factory's production models were given a version with 3528 cm³ displacement, a maximum output of 137 bhp (102 kW) at 5000 revolutions per minute and a maximum torque of 262 Newton meters. This enabled an acceleration from 0 to 100 km / h in 8.8 seconds and a top speed of 198 kilometers per hour.

Due to the block and cylinder head made of aluminum, the Rover V8 weighed a total of approx. 18 kg less than MG's cast-iron four-cylinder. Unlike the MGC, the V8 in the MGB GT V8 did not require any major changes to the chassis that would have had a negative impact on handling.

From the factory there was only the closed MGB GT with the V8 engine, but no roadster version. Production was stopped at the end of 1976.

Initial considerations to export the MGB GT V8 to the USA were ultimately rejected. British Leyland decided not to build a left-hand drive version or apply for approval under the new US emissions regulations for this vehicle, although this engine was also offered in Rover export models in the US during this period and beyond. By then, a total of five prototypes had been built, three left-hand drive and two right-hand drive vehicles (serial numbers 95, 96, 97, 98, 99) and then ten pre-production vehicles (serial numbers 101-110) with seven or eight left-hand drive vehicles, depending on the source, but which are in firm hands. This is why practically all left-hand drive vehicles (LHD for "Left Hand Drive") and all V8 roadsters that can be found on the market today are retrospective conversions. The management of BLMC feared a high demand for the V8 in the MGB with limited production possibilities and therefore offered the MGB GT V8 at a comparatively high price.

The MGB GT V8 received a very positive response from the motor press, but BLMC was concerned that this model might outshine the other models in the group, particularly the weaker and more expensive Triumph Stag .

A total of 2591 factory copies of the MGB GT V8 as well as around 200 made by Costello were made by December 1976. 1856 Factory V8s were delivered as "chrome models", the last 735 from late 1974 to 1976 were so-called "rubber boat" models, which were often converted to chrome bumpers or even used as part carriers due to the look that took getting used to. According to various estimates, the number of rubber boat V8s still in existence and in their original condition (with 'rubber bumpers') is around 200 examples.

  • Rear view

  • MGB GT V8 (1975)

MG RV8

MG RV8
MG RV8 (1995)

MG RV8 (1995)
Production period: 1992-1995
Body versions : Roadster
Engines: Otto engine :
4.0 liters (140 kW)
Length: 4010 mm
Width: 1694 mm
Height: 1320 mm
Wheelbase : 2330 mm
Empty weight : 1280 kg

Interest in small roadsters increased in the 1990s after the introduction of the Mazda MX-5 and the MG Rover Group took this into account in September 1992 and manufactured new bodies for a revised version of the old car.

The chassis was only slightly improved and still had the old leaf-sprung rear axle of the MGB. The hood and doors were also from the old model, as were the rear drum brakes. But the new engine was the well-known Rover V8 from the old MGB GT V8, but with a displacement of 3,946 cm³. A limited slip differential was also installed.

The interior was luxurious and featured veneer made from elm wood and Connolly leather.

The driving performance was good; 190 bhp (142 kW) at 4,750 min −1 enabled an acceleration from 0 to 100 km / h in 5.9 seconds. Mainly because of its rear drum brakes and rear suspension on leaf springs (which were considered old-fashioned in a high-performance vehicle), the RV8 was not well received by contemporary car testers. This did not prevent the RV8 from having at least a modest sales success, however, and it paved the way for the introduction of the modern MG F a few years later.

The car also paid off with increased interest in British products in Japan and some export there.

In total, exactly 2,000 vehicles were built from the MG RV8 by December 1995.

  • Rear view

  • cockpit

Racing successes

The MGB successfully took part in road races such as the Monte Carlo Rally , the 12-hour race in Sebring , long-distance races in Spa, etc., where it sometimes had to compete against much stronger and more expensive competitors, sometimes beating them and winning several classes. In the Le Mans 24-hour race , an MGB saw the checkered flag from 1963 to 1965, in 1963 in a factory-supported private team as twelfth overall and winner in the "GT vehicles 1600 to 2000 cc" category, in 1964 as a works team with 19th place. Overall place (the class win went to a Porsche 904 ) and in 1965 again as a works team with eleventh place overall (second in class behind a Porsche 904).

The MGB as a technology donor

The mechanics and drive technology of the MGB served as the basis for numerous mostly British kit cars until the 1980s . The southern English company NG Cars, for example, built a whole range of model kit replicas based on MGB technology.

Web links

Commons : MG B  - Collection of Images
Commons : MG RV8  - Collection of Images

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Individual evidence

  1. ↑ Information about the MGB chassis
  2. ↑ Impact of an MGB (1967) with 48 km / h on a concrete block in Abington 1967 (scroll down!)
  3. ^ Culshaw, David & Horrobin, Peter: The Complete Catalog of British Cars 1895–1975 , Veloce Publishing PLC, Dorchester (1997), ISBN 1874105936
  4. ↑ The MGC Two-seater , The Motor, November 4, 1967
  5. ↑ The MGC Two-seater , The Motor, November 4, 1967
  6. ↑ Report on the MGB GT V8 in the specialist magazine Auto, Motor und Sport , accessed on August 22, 2016
  7. ↑ Reports on the Costello conversions compiled by the MG Costello interest group , accessed on August 22, 2016 (English)
  8. ^ Report on Ken Costello and the MGB V8 on the website of a classic car dealer , accessed on August 22, 2016
  9. ↑ a b Geoff Allen, MG V8 register Historian and Archivist, April 25, the 2,001th
  10. ^ David Knowles: MGB, MGC & MG B GT V8 . Heel Verlag, Königswinter 2004. ISBN 978-3-89880-344-1 , p. 115 f. (seven prototypes).
  11. ↑ Report on the left-hand drive MGB GT V8 on the web portal britishv8.org , accessed on August 21, 2016 (English) (eight prototypes).
  12. ↑ Anders Ditlev Clausager: MGB MGC V8 . Heel Verlag GmbH, Königswinter 2016, ISBN 978-3-95843-307-6 , p. 127 .
  13. ↑ MG Stammtisch Leipzig: Chrome remodeling. Retrieved February 20, 2017 .
  14. ↑ personal conversation with MGB expert Jürgen Kuhnle from 'Home of the MGB' [www.mgb-v8-home.de], February 3, 2017
  15. ↑ technical data for the MG RV8 (bottom of the page, English)
  16. ↑ Presentation of the MG RV8 (English)