The graceful MGB GT was introduced in 1965, three years after the MGB roadster debuted. With styling by Pininfarina, the GT could just about accommodate a couple of children in the rear, but that space was better suited for ferrying groceries. The fold-down rear seat expands the cargo area significantly; my daily driver GT can carry at least six bags of feed grain – and sometimes it’s hauled enough spare parts to run my swap meet booth at the ABFM. Today’s offering is a ’68 GT in British Racing Green, looking for a new owner to sweep her away from Los Angeles where she’s been stored since 1981. Thanks to decades in the desert, the car is rust-free, and the body has just a few dings and scratches. MGB fans will argue endlessly about which year is the “best”, but this ’68 has a compelling blend of vintage looks with its chrome bumpers and mechanical improvements that were exactly that, and not just reactions to government regulations.
The 1.8-liter BMC B-series four-cylinder will crank but won’t start. This car still retains its factory smog pump/air injection apparatus – usually long gone once these cars are restored. The gearbox is a four-speed manual and by 1968, first gear had synchromesh. Overdrive was optional. Aftermarket parts can significantly boost the factory horsepower rating of 97; the MGB GT is 250 lbs heavier than the roadster so every little bit helps.
Though the weight penalty didn’t augur well for performance, there are compensations: the GT somehow has a more generous interior than the roadster, and it feels more positive on the road. The torn dash pad can be repaired or replaced though if treading the “replacement” path, expect to spend time and encounter trouble. This was the first year for the padded safety dash in the US, and apparently sorting the question of a glove box was not on the docket, because it wasn’t until 1972 before that feature re-arrived. That’s the ashtray lid sprung open next to the gearshift, and behind it, the speaker grille is missing. The seat covers are aftermarket items.
The wire wheels are likely worthless at this point – no one tunes these any longer, so consign yourself to a new set. The left rear over rider is dented – replacement is simple. The glass looks to be in decent shape, though this rear hatch doesn’t have the defrost option. Stands to reason for a California car! The seller has his GT listed here on eBay, and one bid has established the price at $2000. No reserve is in play. These little Brits are attractive, fun drivers with just the right measure of practicality; and restoring one is profoundly simple. The MG Experience forum is an excellent source for help, parts, and banter. What do you think – could this MGB GT be a diamond in the rough?
Probably one of the best sports cars made at the time. Decent power and extreme good looks. Well worth a rolling restoration.
Remove all the extra stuff thats not needed like emission pump etc.they run better with it removed ,
As projects go, MGB’s are the “Dick and Jane” of the resto world. They are very basic, and well supported in the aftermarket. While this GT appears to be a good platform to begin, let me be the first (of many) to warn about rust. On GT’s the dog legs, doors, floors and rockers need to be examined up close. Rust will take the simple rebuild and turn it into a lost cause. If the builder is mechanical, most of the jobs are straightforward. Minor porting of the cylinder head, .020 overbore and shallow dish pistons, mild cam, rebuilt/recurved distributor, and comprehensive rebuild of the dual SU’s (I hear there is a guy in Texas that does that) normally produce a 90 – 100 HP engine, that if connected to a Black Label overdrive gearbox give a good performing vintage two seater that will perform all day long at highway speeds and keep the driver smiling all the way. But if you have to do body work to alleviate the tin-worm, the budget goes out the window. Michelle speaks of replacing the wire wheels, and while high priced, with proper care they should last another 50+ years (I chose to upgrade to the centre-lock 8 spoke alloys from SuperLite, and it’s the best $$$ I’ve spent on mine [btw, always renew the hubs with new centre-lock wheels]). There are alternatives to the “Abingdon Pillow Dash” that have been discussed at length on the MGE, and as she says, it’s a great place to source parts, get tech tips from folks with decades of B experience and swap lies about how our cars perform. This appears to be a good place to start. GLWS!
I restored one of these, a ‘67, and drove it everywhere, every day from April through November, for about 20 years. It was beautiful and will sorted, with modern tubeless 15” wire wheels (see MGCs).
I especially loved the way it looked! Roomy and weather proof. GO for it!