MG MGB: Models, Specs and Buyer's Guide

Preparatory work on the MGB began in the late 1950s, before production started in 1962 as a modern replacement for the MGA. The 1.8‑litre B‑Series four made about 95 bhp in UK tune, with a switch to a five‑bearing crankshaft in late 1964. In 1965, the stylish MGB GT broadened the B’s appeal with a practical 2+2 hatch‑coupé profile courtesy of Pininfarina. The range expanded briefly with the MGC (1967–69), and from 1973, the MGB GT V8 used Rover’s light‑alloy V8 without major handling penalties thanks to its low mass. 

Increasingly strict American safety and emissions rules from 1974 necessitated an increased ride height and rubber bumpers, while power outputs dropped markedly on U.S. cars. The Abingdon factory closed in 1980, marking the end of MGB production, although its legacy continued in the limited-run MG RV8 (1992–95) and later MG F.

Across both the chrome- and rubber-bumper eras, the MGB prioritised usable pace over outright speed. In most cases, this meant a 1.8-litre engine mated to a 4-speed manual with optional overdrive, rack-and-pinion steering and front disc brakes. Collectively, these delivered safe and predictable handling. 

The GT’s extra weight traded a little pace for better high-speed composure, although mid-’70s U.S. emissions equipment softened performance versus early UK cars, so be aware of this when considering an import. The MGB GT V8 changed the recipe more decisively, with strong in-gear thrust but the same fundamental chassis. 

The compact MGB sat on a 91-in wheelbase with classic long-bonnet/short-deck proportions. Overall length and kerb weight differed slightly between the Roadster and GT, while mid-’70s rubber-bumper cars rode higher to remain compatible with American regulations. The narrow body and short overhangs helped parking and delivered a tight turning circle, while the GT’s hatch added luggage practicality without significantly changing the footprint.

Clean, modernist lines and a low scuttle defined the MGB’s look: a long bonnet, short tail and slim pillars collectively ensured great sightlines. Inside, it remains purposeful and unfussy thanks to clear dials, simple rocker/toggle switches and seats that evolved from low-back early items to later high-backs with headrests. The Pininfarina-styled MGB GT added a graceful fastback and practical hatch.

Proportions and body: unitary shell with short overhangs and a compact 91-in wheelbase below subtle wing crowns and a simple, horizontal grille.

Chrome- vs rubber-bumper eras:

• Chrome (1962–mid-1974): slim bumpers with overriders, lower ride height, classic grille textures and bright side trim.

• Rubber (mid-1974–1980): impact bumpers, raised ride height (most notably on LHD American models), revised grille/valance and altered spring rates.

Tops and glass: The Roadster had a soft-top that evolved from early pack-away frames to later fold-away frames, which were quicker to erect when the British weather did what British weather does. For inclement conditions, a detachable factory hardtop was available. Winter-proof GT models used a fixed steel roof with an opening rear hatch and a heated rear screen.

Wheels and tyres: pressed-steel wheels with hubcaps were standard on early models, with optional wire wheels across the chrome-bumper years. The 1970s-era Bs often rode on Rostyle or alloy patterns.

Early (1962–67) cars featured painted metal dashboards with toggle switches, twin large Smiths dials and central auxiliaries. Later 1968–onwards versions had a padded dash with rocker switches, a safer column and a revised binnacle.

Cabin specifications: A progressively improved heater matrix and blower were fitted over the years, with eyeball vents added to later cars. The Roadster had a shelf behind the seats plus separate boot space, while the GT added a flat luggage bay with a folding rear backrest. Noise, vibration and harshness diminished over time, but there was still plenty of engine thrum and some wind rustle on soft-top models. The GT was quieter and more weather-tight.

It’s essential to remember that these were 1960s sports cars by design, so they lacked airbags and stability control. The monocoque body was fitted with lap belts early on, including a three-point inertia-reel on many later cars. The brakes were front discs and rear drums throughout, though servo assistance was available or standard, depending on the model year.

Post-fuel crisis 1974 models were afflicted by a raised ride height forced on MG by American safety regulations. Owners wishing to lower a B to chrome-bumper height need to have used the correct springs/ARB pack and then re-aligned the caster shims and wedges.

 Between 1962 and 1980 for the MGB/MGB GT, whereas the factory MGB GT V8 was made between 1973 and 1976.

The Roadster was an open two-seater, whereas the GT was a Pininfarina-styled 2+2 hatchback. It was a little heavier but more practical and slightly better at speed. 

 It’s highly desirable for cruising since it achieves a lower rpm, less noise and wear. It was optional on 4-speed cars.

Critical rust spots include sills, castle rails, floors, jacking points, front chassis legs, spring hangers and battery boxes.

The simple answer is yes. Uncomplicated mechanics, strong club support and plentiful parts keep ownership approachable, but choose your B based first and foremost on body condition.