MGB GT provides thrills on the cheap

by Sam Barer

My recent story on inexpensive alternatives to coveted classics resulted in my inbox getting inundated with email from readers interested in learning more about other affordable collector vehicles. There are gaggles of people who after making mortgage, tuition and retirement payments, still route a little cash each month to fund an affordable classic.

This week’s Sound Classic profile spotlights a collector vehicle that set the owner back a whopping $500 to purchase. It isn’t a rust-bucket sedan either. It’s a solid, proper British sports car for all seasons, a 1970 MGB GT.

When the MGB GT was unveiled in 1966, Cecil Kimber’s Morris Garages had already been producing affordable sports cars and prototype racers for over forty years. Though early MGs gained European attention, it was the 1945-49 MG-TC initiating America’s addiction to production sports cars -- a result of thousands of WWII GIs shipping them stateside after the war.

MG’s antiquated TC, TD, and TF models, as well as its sexy MGA roadsters and coupes, were equally successful on street and track. Cross-country highway tourers, however, they weren’t. As the sixties approached, it was clear the MG would need to offer sports cars with more space, luxury and high speed touring ability.

The MGB roadster debuted in 1962. Featuring a larger, more powerful OHV 1.8-liter inline-four producing 94hp, the MGB offered more amenities than the MGA, including roll-up windows, increased luggage space and more supportive seats. At $2,400 new, the 100mph roadster was cheap, entertaining transport.

The MGB GT fastback coupe was unveiled as an all-season sports tourer for the family man. At 2190 pounds, the 2+2 coupe carried a 160-pound weight penalty compared to the roadster.

Today I’m walking towards an original example of a 1970 MGB GT. While the roadsters were often accused of looking somewhat nondescript, by simply welding-on a top and hatchback, MG achieved a more muscular look with the GT. The original dark blue paint, and great 14-inch silver painted wire wheels add a distinctively vintage image.

This rust-free car sat under a tarp without running for the better part of a decade. The current owner responded to a classified ad and bought it in 2003 for its full asking price of $500. After replacing the missing dual SU carburetors and leaking radiator, all of which were sourced in Ebay auctions for a total of $120, the car started right up.

Aside from tears in the vinyl seats, the original black interior looks pretty good. I drop into the low driver seat, cocooned between wide sills and a large transmission tunnel. Surprisingly, there’s enough head and legroom to accommodate NBA players. The rear bench seat, however, is best reserved for tiny mythical beings like elves or hobbits.

Glancing at circular Smiths gauges (with central rectangular oil pressure readout,) manual choke pull, plastic rocker switches, and dainty column-mounted stalk operating the horn, it all screams 1960s. Partially turning the column-mounted ignition, the Lucas electric fuel pump loudly ticks, filling the carb float bowls. I fully twist the key, coaxing the little engine to life with a big roar. Even at idle, the engine is fairly loud.

Putting the car into motion, the engine winds quickly. A nice little snick gets into second via the short-throw lever. Pedals are well placed for heel-toe downshifts. This car doesn’t have the optional overdrive, so at highway speeds, the RPMs in fourth gear are fairly high.

The perfectly weighted unassisted steering has a fantastic ratio, and communicates road feel effectively through the thick-rimmed steering wheel. There’s noticeable body roll, but the monocoque body is very rigid. The coupe’s rear-biased weight balance makes tail-out exits easy (and fun) to induce. Handling limits would certainly benefit from newer tires, as the current rubber boasts “Made in Bundesrepublik Deutschland.”

Emissions regulations soon robbed MGBs of power. In 1975, GTs were discontinued. The roadster, wearing ungainly rubber bumpers and wallowing on tall springs soldiered on with only 60hp for its porky 2600 pounds until its demise in 1980.

Over a half-million MGB roadsters and GTs were produced, so parts are widespread. Repairing structural rust usually outweighs the value. Don’t let Lucas electrics scare you, however, as usually a new wiring harness and voltage regulator fixes everything.

The MGB GT might not be the fastest or best handling car from the era, but it is wonderfully gratifying to drive. Although you probably won’t be lucky enough to find one this good again for $500, at $2000 it’s still one of the best classic bangs for the buck.

Sam Barer writes for Apex, an Olympia, WA based freelance writing company. To submit a car for a future “Sound Classics” story, email soundclassics@apexstrategy.com

Read Other Sound Classics Profiles

 

Sound Classics, the Sound Classics logo and all associated content are property of Apex Marketing Strategy. (c) 2002-2003 Unauthorized use, including reprinting or publishing online is prohibited by law.  For information on reprinting or syndicating Sound Classics content, please call 360-402-6487 or email info@apexstrategy.com