The MGB was the MG Midget’s bigger brother, produced from 1962-80 by British Motor Corporation (BMC). It was a 2-seat, 4-cylinder roadster that was part of a series of small cars that saw production exceed a half million units. This ’73 edition is said to have been barn kept, so we assume it was pulled out for a couple of photos, leaving years of dirt and dust intact. Located in Manchester, Maryland, the running condition of the car is unknown, but the asking price of $2,500 likely reflects that here on Facebook Marketplace.
BMC used the MGB to replace the MGA. The motor was enlarged to 1798 cc and output would be 94 hp with five main bearings by 1973. Fuel consumption of 25 mpg was possible using twin 38 mm SU carburetors and a SU-built electric fuel pump. The little cars were not rocket ships, but certainly capable of doing 0-60 mph in 10-11 seconds. Ironically, the decision to discontinue the MGB in 1980 was due in part to poor sales numbers turned in by the Triumph TR7, taking a toll on the company. Management felt the MGB was stealing some of the TR7’s thunder.
According to the listing, this car has been available for at least 13 weeks. Since the asking price isn’t unrealistic, the seller’s lack of a description or multiple photos does nothing to help move this car. NADA says that one of these cars can be worth in the mid-$20,000 depending on condition, but there are a lot of unknowns with this MGB. If the mechanical issues are minimal, rust is at bay, and the interior is okay, this could be a great little project.
It’s a wonder any cars sell on FB Marketplace: I message people all the time about their cars for sale, and they never respond.
There must be a rule that says the descriptions must be minimal and the photos few and dark!
I shifted my Honda on fb in 72 hours. It was a good car backed up with dozen of photographs of the interior and exterior. Took a hosing on the price, of course, but needed it out of my life.
Because I find most to be a scam.
Downside = Barn Mice
Upside = Appears to be complete, and it has the chrome bumpers.
MG went to the ugly rubber bumpers in early 1974.
It’s a project, but I’ve seen worse. Get to know Moss Motors.
HadTwo, I prefer the rubber bumpers…
Had a college friend of mine that was a go-getter, he would take a flatbed trailer, and go to California every summer and and buy 3-4 of these on the cheap. Then he would get them up to snuff, and make a nice profit on them. I drove one occasionally, but being 6’3″, I had to shoehorn myself in, but they were fun to drive. Never saw the allure of these cars, you needed a mechanic to ride with you. Always had electrical and carburetor gremlins.
These use either SU or Solex side draft carbs with a vacuum operated slide.
They can be a PIA to get right, so some folks put Webers on them.
Have no idea if that’s better or worse.
I had a ’72 in college, rust bucket, good engine, very good transmission.
20 years ago I bought my ’77 RBB. Not rusty, replaced the ZS with twin SUs then a couple years ago replaced those with a DGV. The SUs had been quite good for 10 years, but wore out. I’ve gone through a few alternators (free replacement if you keep the receipt, or it stays in the computer at O’Reilly and other places), a couple starters (son driving it and the ignition switch used to stick). Otherwise, quite reliable. But I made it so. Undependable British cars are due to the owner not paying attention.
I’m every bit of 6’2″ and there is lots of space for me. Put in Miata seats with speakers. My son is 6’4″-6’5″ never complains about size.
For many years, I drove it to work 3-4 days a week, 15 miles or so, during the summer.
Looks repainted and the body looks a little “bubbly” under the passenger door.
The undercarriage could be nothing but rust if it sat on a dirt floor in a damp barn, not to mention what the mice and bugs might have done to it.
“Always had electrical and carburetor gremlins”. NOT typical. I’ve had my ’73 B/GT for 35 years and the only electrical problem I’ve had in the 90,000 miles I’ve put on this 250,000-mile car was a failure of the aftermarket Delco alternator I installed several years ago – just to get more amperage. Well… I guess I’ve replaced a few lightbulbs.
The only problem with the carburetors is that folks keep fiddling with them. SU carburetors are the second-simplest device known to man. Second only to the club. Don’t keep looking for some mythical “sweet spot” where the horsepower magically doubles. Once you get it to running “pretty good”, that’s it. Close the bonnet and stay away from the carbs for another five years or 50,000 miles. If you can’t get ‘em to tune right, remembering that they are around 50 years old, you might have to rebuild ‘em. So there goes another Saturday. While you’re at it, check to make sure all the gaskets and spacers associated with the intake manifold are tight and not leaking. Then realize that most “carburetor problems” are in the ignition. Back in those days, cars required a lot more maintenance. If you’re gonna drive vintage cars, get used to it.
In fact, MGB engines went from three to five main bearings in 1965. I believe they achieved their maximum horsepower in 1967 – somewhere around 96-98 hp. Outside of PCV valves that showed up along in about 1964, emissions controls hit the whole industry hard beginning with 1968 models. That’s when MGs started coming equipped with smog pumps. More and more baggage showed up each year, along with ever more retarded timing and lower compression pistons. By 1973, I don’t believe these engines developed even 80 hp. By 1977, it was more like 60, but that’s a different story.
Another confusing thing about this car: it has the sunken “black hole of Calcutta” grill. These were discontinued in 1972; replaced with a much more pleasing black plastic egg-crate grill, encased in the traditional grill surround of the early MGBs. It appears that the front clip may have been replaced somewhere along the line. If these cars could only talk…
BTW, BMC was out of the picture by 1973. British Leyland took over in 1969.
At the bottom line, we need lots more pictures and text here. What little we can see rather suggests a pretty solid, complete, unmolested car for a very modest price.
Unless you get into a cam, flowed head, and free up the exhaust, the SU set-up is fine. Plugging up air leaks and synchronizing them is the key. The Solex rubber bumper versions are fine for cruising but not as sporty.
Once the carbs are right and all of the ground points are making good contact, they aren’t much trouble. But old Miatas are cheap and have better tops.
No MGB ever came from the factory with a Solex carbureter. They were all twin side-draft SUs until 1975, when emissions requirements required the change to a single Zentih Stromberg. A lot of people have tried switching to the single downdraft Weber DGV, and most of them I’ve talked to have switched back to the SUs. What does that tell you?
The Weber DCOE is a whole different animal. It is not something you fit up to a factory-spec engine, but for knowledgeable engine builders who use a flowed head, along with a warm cam and a substantial overbore, I understand they can be the carburetor of choice for competition cars. The decision to use one should not be made by guys like me – but only under the direction of a real expert: the name Hap Waldrop comes to mind. I don’t think the finished engine would be suitable for Christmas parades or Sunday afternoon cruises on back roads with your local car club – where nobody ever drives faster than 45 mph.
In fact just read the Moss catalog descriptive text! You’ll get the idea.
I’ve had 5 x MGBs … all rubber bumper GTs. Tried a Weber 42 DCOE on one of them without any head mods and it was no better than the twin SUs so I whipped the Weber off and sold it on fleabay for $1O0 profit and read several books about setting up SUs. Got pretty at it too! Currently running a 1978 BGT
with Eaton m45 supercharger, Nissan/Mazda Efi, Megasquirt ECU,warm cam
Intercooler etc etc… close to 125 RWHP, 15O ft lbs torque, uprated brakes, tele shocks all round and goes like S*** off a shovel. These are great toys, easy to work on, all parts readily available and cheapish. If I was living in US, I would jump on this red one at that price for sure
I’ve had 5 MGB’s over the years. Did a complete restoration on one and “fixed up” the others. It’s all about the rust….how bad it is and where. The mechanics are not a challenge. The rust should be the determining factor and there isn’t enough info on this one to get my interest.
I “bypassed” my 73 MGB’s, seat belt interlock wiring, due to some stranded by the road issues !
You’re right. Thought Stromberg, typed Solex. Not exciting at all. The Solex on my Opel 1900 wasn’t much, either.
I have to ask,
How they managed to push the car out of the barn, without laying handprints on that dusty bodywork.