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ABINGDON MUST have been an incredibly busy place during the late 1950s and early 1960s. Not only was the MGA in production, but also the Austin-Healey Sprite and 3000, and then in May 1961 along came the MG Midget. Then there were the experiments - the MGA- engined Sprite, front-wheel-drive Midget sports car and the front-wheel-drive coupe, all based on Mini components. If you look at photos of these and other prototype vehicles you can clearly see a number of elements that eventually found their way into the production MGB - the car that went on to become the best-selling sports car of all time, a crown it still wears today.

Right from the early days of the MGA, Abingdon was working at designing its replacement   and   had   chassis-less monocoque construction in mind. First prototypes were produced in 1959 and after some considerable energies the first MGB was constructed in May 1962 and released   the following September.

Originally the engine planned for the B was the 1622cc B-series that was destined for the MGA (the twin-cam unit was also discussed as a 'B powerplant) but eventually the stretched four-cylinder 1798cc B-series engine was chosen.

The 'B was three inches shorter than its predecessor, both in wheelbase and overall length, but at the same time the driver's pedals had been moved forwards by six inches. The floor was lower and both the seats and cockpit were wider. The MGB's designers managed to fit quite a lot into a relatively small space. Prototypes were fitted   with   an   independent   rear suspension, but this proved to be unworkable and so the 'B actually turned out to be conventional. Front suspension was by coil springs, lever type shocks and king pins on a separate subframe, along with the steering. The rear suspension was by quarter elliptics with a solid rear axle.

In just 12 months, no less than 23,308 MGBs had been built.

When it was first launched the MGB was only available as an open tourer, although there was a factory fibreglass hardtop available along with many aftermarket tops. Just three years after release, the MGB GT coupe joined the tourer and was an instant success.

To the casual observer the first 'B looks

much like the last, but there are differences. In 1975 all new MGBs were fitted with black rubber bumpers to comply with US regulations. Over two-thirds of MGB production went to the US and besides having to comply with that country's regulations on bumpers, unique reinforcing items also had to be introduced like longitudinal beams built into the doors, which were not fitted into vehicles destined for other countries.

The four-cylinder engine remained the same throughout the MGB's life. Its capacity of 1798cc came

from a bore and stroke of 80.26 x 88.9mm. Initially the engine was fitted with a three-main-bearing crank which wasn't that smooth, so in 1965 it was changed to a five-main-bearing crank. The  'B's first gearbox was essentially that used in the MGA, though an optional overdrive was available. In 1967 a new all-synchro gearbox became available and stayed with the vehicle until it ceased production, and as before, overdrive was available. MG also made available a Borg-Warner Type 35 auto transmission for those who didn't want to make their own changes. It was not a success!       

There was no serious intention to race the 'B, though a works-prepared car easily achieved 140mph at Le Mans. The 'B also came into its own in endurance

events such as Sebring and various other European rallies. There were also some all-alloy bodied   'Bs   produced   that   achieved considerable success in races in the UK and Europe.

to the US. Hmm…

logbook, invoices and receipts, revealing that the list price for a new MGB in Australia on October llth, 1968 was $3355 - though the first owner managed to receive a discount of

register, including third party insurance and stamp duty.

Included during the restoration at Nepean were all new parts including the engine, gearbox, differential, suspension and it has been fitted with new trim, hood, chromework and reconditioned wire wheels and hubs.

 This article was extract from the Australian Classic Cars Magazine - Issued November 1998