Built between 1962-80, the MGB was a 2-door sports car first manufactured by the British Motor Corporation (BMC). It replaced the MGA that had been produced from 1955 until the release of the MGB. This one from 1964 is the product of a stalled restoration and needs someone to take the ball and run with it. Located in Aspen Park, Colorado, the roadster is offered here on craigslist for $5,000. Thanks to MattR for uncovering this tip for us
Throughout its 18-year run, the MGB would be enormously popular and spawn several variants. Those included the MGC and the MGB GT V8 and – all rolled together – accounted for more than a half-million assemblies. It would make a brief return in the mid-1990s with a limited output of just 2,000 cars. The original MGB used the BMC B-Series engine from the MGA but enlarged to a displacement of 1,798cc which was good for 85 hp. This was accomplished through the use of twin SU carburetors that were still able to garner 25 mpg between fuel stops.
The seller’s ’64 is a bit rare in that it came with an overdrive which was installed in only about one out of every five MGBs. We’re told this is a barn find, so given the photos provided, we assume that’s where he found it and brought it home to resell. The car does not run but looks to have no issues with being loaded on and off a trailer. It wears older California license plates. The prior owner had started to restore the little car but never completed the work. We’re told there are a lot of new parts, but that list is not detailed.
This MGB looks to be in good overall condition with no mention of the rust that sometimes plagued these cars. The odometer reads just shy of 100,000 miles, so someone had a lot of fun with this auto over the years. It’s said to be an original car, so if you can get it running again, it might be good for running around town and to car shows without spending more time and money. Since everything appears to be assembled, we’re not sure what the stalled restoration would have entailed.
These are good cars. Keep track of the rust areas and keep them serviced and they will provide fun transportation. Only weak area enginewise was the original 3 main bearing engine which they fixed either in this year or the next year. If you aren’t going racing they are very durable. Our ’66 was our gas crisis car in the ’70s and did the hauling for a lot of years during that time.
See the rear carb. top is 90 degrees off? Makes one wonder what else isn’t correct.
This car is more interesting and is in a lot better shape than any of the rusted out Mustang Mock1’s and Camaros you see every day here on Rust Finds. And for a lot less money too. This would be a fun car to get going again.
Carb tops can be turned 360 degrees and doesn’t make any difference. We turn ours to the position that gives the freest travel for the piston inside. Old stuff does warp over the years and you can usually get away from having to buy new parts by adjusting them for fit etc..
Please don’t give BMC any credit for the MGB V8. A third party started swapping in the Buick/Olds/Rover aluminum V8, and it proved so popular that he ran out of wrecking yard engines, so had to buy new from Rover. BMC finally opened their eyes, and his supply of new engines was cut off, and BMC announced the MGB V8.
A stock MGB with overdrive will go 115 mph all night long- a friend and I did a trip from CT to Dover race track (Delaware) many years ago. Fun cars and as predictable as anything I’ve ever driven.
I don’t understand the “carb top” being 90º off. These “carb tops”, aka “dash pots” or “suction chambers” are attached with three screws – not equidistant – around the perimeter. It is impossible to put them on any way but the correct way. I’ve never tried it, but maybe it’s possible to rotate 120º ± but not 90. My ’73 B/GT has been my daily driver for most of the 35 years I’ve owned it, and now has over 250,000 miles on it – with one engine rebuild at about 175,000 IIRC.
Yes, the Laycock type D overdrive on the three-synchro MGBs built up through 1967 was a rare accessory. I’m restoring a ’65 model now and it took a five-year search to find an O/D gearbox. The later LH overdrives are not exactly growing on trees either. BMC and its successor, British Leyland were not too bright about equipping US-bound cars with O/D, although during the years of the national 55 mph speed limit, O/D was hardly necessary. These days, there are several aftermarket 5-speed conversions that fit and work beautifully.
Regarding the MGBGTV8s, Peter Costello deserves the credit for the first V8 conversions – using the BOP-Rover aluminum 215 ci V8 originally designed for the downsized Buick Special circa 1962 and licensed to Rover later on. Rubber-bumper MGBs – introduced in mid 1974 – were redesigned to accommodate this engine.
Good write-up by Russ Dixon! My only corrections would be the power output of the 1798. In 1967, this engine developed 96 hp, not 85. It was plagued by US emissions standards from ’68 on out to end of production in 1980. By the end, these engines were putting out around 60 hp. While the engine is the same “B-series” Austin-based engine used in the MGA, the first car bearing the letters MG using this engine was the Z Magnette saloon brought out in 1953 – long before the MGA.
In the mid-90s, the then-BMW-owned parent company brought out a limited-production “commemorative” upgraded MGB-based “RV8” – a similar car but upgraded with all the bells and whistles 1990s buyers would expect in a new car.
Allen, comments like these are why I love sites like this. That’s incredible that you daily a B GT. I’m guessing you must live in a kind climate lol. I’ve always loved the B GT’s styling, but have never driven one and always drifted towards the flashier “muscle”, which lead to my 67 Mustang. Now that I’m getting older my tastes are changing and I’m back to an interest in MG’s. I wasn’t even aware that the HP output became that strained thru the course of production. I almost would’ve foolishly assumed the opposite, thinking there would be mild increases. I’m considering looking at a 66 and this is good to know.
Being a small, light car I would imagine that the 90ish horses move it along just fine? Also, you had mentioned aftermarket 5 speed conversions. Which do you recommend? Thank you again for the insight.
‘ Forgot to add that rotating the dash pot 120º could only be accomplished by leaving one or two attachment screws out!
The 3-main engine used in the ‘62-‘64 MGB wasn’t a weak point; it was, in fact, very durable and long-lived, as well as more rev happy than the later 5-main. The 5-main version of the same engine that replaced it for ‘65 was absolutely indestructible, however, so I guess the 3-main was weaker by comparison. Both tough, simple engines.
Eric,
I must confess to an oversight. Here in Michigan my B/GT is a THREE-SEASON daily driver. The limitation is not imposed by the car, however, it’s just that when I finally got around to restoring it in 2004-2005, I spent a lot of time, effort, and $$$ on proper rust repair, and once I complete that process on a car I’m NOT about to expose it to road salt ever again. But most years, I can drive it into mid-December before the salt comes out. And in a mild year I’m back on the road in early March.
On MGBs, I’ve always used the factory Laycock overdrives and I love ‘em! But I’ve had some experience with 5-speed conversions on MG Z Magnettes, where the tunnel is too small to fit an MGB overdrive box. In these cars, I’ve done two Rivergate-Datsun conversions. The conversion kit, made by Rivergate Restoration Products in Tennessee fits so beautifully, it’s a joy to assemble. The transmission is out of Datsun 280Z – circa 1980. Great combination with the MGB engine and 3.9 rear end. The problem is that sources of 280Z gearboxes are drying up. There are two other alternatives that I know of: the kit made by High Gear engineering in the UK, using a British Ford Sierra transmission, has also been highly successful. Moss Motors sells them in the US. The only car ever sold in the US that used the same gearbox was the Mercury Merkur – so you really need to buy the gearbox sold with the kit.
I know several guys using these and the reviews are great! https://hi-gearengineering.co.uk
The newest, most exciting conversion is one made by Vitesse in the UK, using brand-new gearboxes from the Mazda MX5. I believe Vitesse has a contract with Mazda, guaranteeing an indefinite supply of these boxes. https://www.vitesse-ltd.com/products/mgb-5-speed-mazda-gearbox-conversion-kit-vitmgb251?variant=21481996419155. This kit is also sold by Moss Motors.
In an early MGB, while power is not up with Ford 289s, 302s and a lot more, it always feels fast enough to be fun. And BTW, there are quite a bunch of Ford 302-powered MGBs out there. Just google MGB V8s. The problem with hp declining throughout the ‘70s is something that happened to just about all manufacturers. It just took them another ten years to develop designs that would meet emissions standards and still perform well. Had MG been able to hang on another five years even, into the era of computerized engine management – I’ll bet they could have kept their edge in the market.
Allen, I didn’t realize you had responded until now! Sorry about that and much thanks once again for all of the extremely invaluable info. I will reference it. The other thing I’m wondering about is hardtops for the convertibles. There was a plethora of aftermarket tops back in the 60’s and 70’s and while I wouldn’t expect there to be that many options today, I didn’t expect to find literally only one! And they’re ugly in my opinion. “Smooth line”. Just in case I never find a good BGT, but I come across a nice convertible, it’d be cool to have a top that completely changes it’s looks. I suppose vintage found on ebay and forums is the only option. Thanks again!
Allen. True on rotating the dash pots. My guess the pictured rotation was a quickie to get a picture of the engine. Great information you’ve provided. Our ’66 had the overdrive and it made it a great cruiser.