The MGB GT has always been a nice alternative to the “B”‘s open, wind-in-your-hair architecture. If you enjoy the MGB’s road manners but prefer a quieter, more secure cab experience, the GT would be the car for you. Regardless of choice or preference, you got the same 1.8 liter, in-line four-cylinder engine. But even at that, there are always options and that’s what we have for review today, a 1969 MGB GT with something a little different under the bonnet. This MG is located in Albuquerque, New Mexico and is available, here on eBay for a current bid of $2,700, with twenty-seven bids tendered so far.
Built between the model years 1966 and 1980, total GT production, according to the MG Owner’s Club UK, reached about 125K copies, or 24% of total “B” production. Now that previously mentioned 1.8-liter engine wasn’t really the only game in town as there was a limited production number of MGC GTs (’67-’69) assembled that sported a 2.9 liter in-line six, and a few MGB GT V8s (’73-’76) that put on a big show with Rover’s 3.5 liter V8. These specialty models were hardly aberrations, 9,000 copies in the case of the MGC GT and about 2,600 received the V8, but they’re hardly everyday finds anymore.
The story with our no reserve find is that the seller acquired this GT six or seven years ago and replaced the original blown MG engine with a Volvo B18, in-line four, coupled with a Merkur five-speed manual gearbox. The seller employs the standard powerplant description of, “THE ENGINE HAS BEEN GONE THRU AS IT REQUIRED (ALL BILLS AND RECEIPTS WILL BE INCLUDED)“. Well, maybe the receipts will tell the tale, “Gone Thru” means nothing as it stands. Added is the claim that the engine starts right up and there is, “A NEW CLUTCH, DOWNDRAFT WEBER CARBURETOR, NEW VOLVO HEADERS, NEW ‘SPORT’ EXHAUST SYSTEM“. Additionally, the brake system has been rebuilt.
The externals look good and I like the what looks like “Minilite” alloy wheels. We are told that the body is straight with solid floors and just a trace of “bubbling” in the passenger-side dog leg. The finish is faded but the presentation is still pretty good. Together with the in-place trim and chrome bits, the exterior could probably be left as is.
Inside is another matter and the listing states, “NEEDS COMPLETE INTERIOR ALTHOUGH THE HEADLINER ISN’T BAD AND NEEDS WIRING COMPLETED…” The door cards, carpet, kick panels, and rear bolster coverings are missing and the instrument panel looks like it has mismatching gauges. As for the seating upholstery, no image is provided so they’re an unknown. And I’ll have to say that the dash looks non-original and fabricated but I’ll ask those more familiar with the MGB GT’s total arrangement to comment on that front.
The more that I dig, the more there is here to like. I would like to get a better understanding of how the engine was fitted and what activity it has been the benefactor of. The seller adds, “I WISH I COULD FINISH IT BUT I’M 80 YO WITH OTHER PROJECTS AND RAPIDLY RUNNING OUT OF ROAD“. Well, I say, good one on him for being able to continue with his automotive hobby at such an august age. I guess we’ll all be fortunate if things work out for us in the same way, wouldn’t you agree?
This looks like it would be a fun project. The B18 is a great choice over the MG lump. There is a lot you could do with that engine. Kind of a period engine swap keeping her all pushrods and all. No rust to contend with (huge bonus with a MG). Redo the interior love the patina and go have a blast.
These engines take kindly to power upgrades with plenty of options available from the aftermarket guys. The 1800ES we used to race was was pumped up to 226 hp on the dyno and was still smooth enough to drive on the street. Never did but have seen many street engines that put out plenty of power for a car of this size. Nice project.
A 6’6″ buddy of mine had a MGB and a MG Midget. He just stepped over the side and slid down into the seat. It was comical watching him get back out. The B had a 350 Chevy with a four speed in it, it ran pretty well. I always thought a GNX motor would be a nice balance in one of these or a MGA.
Weeeeeelll, personally, I would have repaired the motor and stuck the money into the interior, I mean, what did they gain here, and I’m sorry, the only way to “blow up” a MGB motor is to run it out of oil. These are the best GT’s to have, and gained nothing with this swap , I feel, especially with that finicky Italian carb, that has no place on a British car to begin with. And don’t give me that “SU this and that baloney”, I put a lot of miles on them, and they were simple and always worked fine. Don’t get me wrong, B18 a great motor, in a Volvo, but nothing wrong with the MG motor and O/D, love the mags, it’s a sharp looking car.
Assuming that’s a genuine Weber and not a Chinese clone, the only thing “finicky” about them is the initial setup, what with having to swap jets to get the tune dialed in just right, but once that’s done they “just work” without any further fiddling required.
The Chinese-made clones are supposedly “licensed”, but only for the overall design and the Weber name/logo; however, they aren’t finished to the same exacting tolerances as a genuine Weber and thus can’t be properly tuned to run right in all conditions, which makes them indeed quite “finicky”.
You just said it, “the initial setup’ was where many went wrong. No doubt, Webers top some of the most fantastic motors made, but work best under full throttle, and they DO require “fine tuning”, something many Yanks just don’t know what to do, especially coming from something as simple as a SU. It’s actually become more of a fad, “oh boy, it’s got a Weber carb”, as if that’s some kind of plus. I’ve seen more “Weber remorse” than actual success stories, especially if the temperature drops below 40, something the Italians rarely need to think about.
I never found Webers difficult or finicky. You just need to know what you are doing. Same thing can be said for SU, Stromberg, Mikuni, Nikki, Carter, Holley, the list goes on.
Love the B18 for a replacement engine, drove many miles with them in 122s and 544s. The optimal set up is dual SUs though. I wouldn’t worry to much about the interior, plenty of replacements available either used or Moss sourced. Or be creative with some Miata seats and homemade door cards whatever you choose it’s not going to matter. I like it a lot with the mini lights and faded paint. Wouldn’t touch a thing on the outside, maybe some period fogs on the front. This would be a fun project and a pleasure to drive once sorted.
Like to see a turbo 4 like an Ecoboost installed.
It’s hard to find such a good shell. Right now it’s 4500.00 and still a good deal at 6k I think , if this floats your boat. The dash is the tipping point for me because I’d have to go back to the original or forget it.
I would think the coupe would be worth more than the convertible MGB. The convertibles seem to plentiful in New England especially the chrome bumper years.
The swap is a bit like for like, giving the effort involved.
I have a factory MGBGT V8 and think it is one of the best post war MGs, but RHD only.
I would start over with the Buick aluminum 215 V8, or the larger Oldsmobile version, and go on from there. Sell the B18 to a Brickhead, maybe keep the transmission.
The best bang for buck improvement to the Midget or B is an overdrive or five speed – call it what you like.
All engines mentioned are stalwart. There is nothing wrong with the 1800, but the Volvo is an interesting path I would not have considered.
The Buick / Rover V-8 with overdrive is probably the Holy Grail for MG’s.
Pale Primrose is probably my favorite MGB color.
My brother and I had a 1968 B GT in pale primrose. The dash should be the black “pillow”. The wooden dash is a turn off for me.
The 1800 motor is an excellent swap for the MGTD though.