Favoured by newcomers and experienced owners alike, the chrome-bumper MGB is popular for a reason. Easy to maintain and great to drive, it’s a cracking choice
Words: Chris Randall
Enthusiasts will need little introduction to one of the most affordable and popular cars on the classic scene. Launched in 1962 as a replacement for the MGA, the MGB was an instant success, and its monocoque construction made it a far more modern proposition. The roadster came first, followed in 1965 by the GT, whose crisp Pininfarina styling combined sporting flair with genuine day-to-day practicality.
Power came from the tough four-cylinder B-Series engine throughout (with the Rover V8 arriving from 1973, though that’s a story for another time), and while there was no shortage of rivals – including the Triumph TR4 and Sunbeam Alpine – few could rival the MGB for all-round usability and driver appeal. Here we’re focusing on the chrome-bumpered models which, with a series of detail updates, remained in production until 1975 before giving way to the more controversial rubber-bumper version that ran on until 1980.
Ultimately, the MGB is as compelling now as it ever was. Equally suited to seasoned enthusiasts and first-time classic owners, it’s a car that delivers on many fronts and fully merits its lasting popularity.
MGB values
You’ll have no difficulty finding MGBs on the market, which means you can be choosy on condition and buy the best car your budget allows. An early ‘pull-handle’ Roadster starts at around £3000-£4000 for a project, with usable examples closer to £8000. Top-class and concours cars typically sit between £15,000 and £25,000. MkIIs tend to be worth a few thousand less in comparable condition, with MkIIIs cheaper again.
For outright value, the GT is the one to target, especially later models, where projects can dip below £2000. Even solid, usable cars that can be improved gradually often come in under £5000, while £10,000-£15,000 should buy a really excellent example.
Prices have risen gently over time and look set to continue doing so in the short to medium term, driven by steady enthusiast demand for a thoroughly usable and enjoyable British classic.
Insurance Costs
1974 MGB Roadster, £10,000 value
Example quote: £109.97 or £127.97 with Agreed Value.
Quotation supplied by Lancaster Insurance. Tel: 01480 400761
Quote based on a 45-year-old marketing manager, access to another car, no claims or convictions, club member, 3000 miles per year, no modifications, living in SP2 0HL. Disclaimer: Subject to underwriting criteria. An additional charge may be payable. Authorised and regulated by the Financial Conduct Authority.
Bodywork
For a car that looks so small and straightforward, the B can hide a surprising number of corrosion-related horrors, so don’t be fooled by a glossy finish. Rust often lurks deep within the structure, demanding extensive repairs, and the cost of doing this properly will far exceed the car’s value. Many have already been restored, but it’s vital to confirm the standard of the work, as low values in the past led to plenty being poorly patched up.
In the most extreme cases, a brand-new bodyshell is available, but at £13,000-£15,000 depending on specification, it’s a costly route. If you’re not contemplating that, a painstaking inspection of the entire body is essential, with particular attention paid to the usual problem areas: wings, wheelarches, door bottoms, the bonnet (alloy until around 1970, when steel was adopted) and the GT’s double-skinned tailgate.
Check the scuttle panel, windscreen surrounds and door pillars as well, and look carefully at door fit; if they foul the B-posts, the shell may be out of line. The sills and castle sections are especially important, as replacing them involves removing the lower portions of both front and rear wings. Beneath the car, scrutinise the floors, outriggers, jacking points and rear spring hangers, all of which are prone to rotting away, and inspect the bulkhead under the bonnet.
The upside is that every panel and repair section is readily available, but restoring a B correctly still demands significant time and money. A well-restored example is therefore a far better place to start. Lastly, don’t forget to assess the brightwork, plus the hood and frame on roadsters – the original ‘packaway’ hood was replaced by a folding design in 1970, although the later, improved arrangement can be retrofitted to earlier cars.
Engine and transmission
The B-Series engine is a durable old unit, with the five-bearing version introduced in 1964 being particularly robust. With even modest routine servicing they’ll keep going, and a home rebuild is perfectly achievable; expect to pay around £2500 for a professional overhaul, or a similar sum for a fully rebuilt engine with an unleaded cylinder head.
If it appears generally sound, watch for blue smoke which can point to bore wear or a blocked crankcase breather, and check oil pressure – 50-60psi at cruising speeds is reassuring. Listen carefully for knocks or rumbles from the bottom end that suggest a rebuild is looming, as well as the rattle of a tired timing chain or worn valvegear. Oil leaks are common, but a leaking rear crankshaft seal is more serious as it requires engine removal. Poor maintenance can also allow the cooling system to silt up, so any signs of overheating could spell trouble for the head gasket.
The fuel and ignition systems are largely trouble-free and inexpensive to refurbish, although the fuel tank itself can rust, so it’s worth a close look. There’s also a wide range of tuning and upgrade options available, making it sensible to check whether any performance work has already been done.
A three-speed automatic was offered, but these are scarce today. The four-speed manual is tough and dependable, and a road test will quickly highlight worn synchromesh or tired bearings (remember that cars built before 1967 don’t have synchromesh on first). Rebuilding one isn’t prohibitively expensive, and a five-speed conversion is available, though a complete kit will cost £3500 or more.
Overdrive was a popular extra, so make sure it operates correctly; faults are usually down to electrics or low oil rather than major mechanical issues. Reconditioned units can be found for around £500, and while retrofitting overdrive is possible, it requires the correct gearbox and unit. Finally, listen for axle noise and any clunks as drive is taken up.
Suspension, steering and brakes
The MGB’s straightforward nature carries over to its suspension, with coil springs and wishbones at the front, plus a live rear axle on leaf springs and lever-arm dampers all round. Provided the mounting points haven’t fallen victim to rust, it’s largely a matter of checking for tired wishbone bushes and springs or dampers worn out by age. Parts are inexpensive and easy to source, with reconditioned dampers costing roughly £40 each.
If you’re tempted by telescopic rear dampers, allow £250-£300 for a conversion kit. There are plenty of suspension upgrades available for the B, so it’s worth finding out what’s been done, as the resulting ride and handling won’t suit everyone. Steering is via rack and pinion and should feel light and accurate, with no obvious slack. A refurbished rack is around £100, though it’s wise to inspect the mounting points for cracks.
Make sure the kingpins have been greased every 3000 miles, as neglect leads to rapid wear; any play can be detected by rocking the wheel top to bottom with the car jacked up, and replacements are about £45 per side.
Brakes comprise front discs and rear drums, with a servo fitted as standard from 1973. As long as maintenance hasn’t been overlooked, there’s little to cause concern, with wear and corrosion being the main issues. A home overhaul is straightforward and inexpensive.
Interior, trim and electrics
Part of the MGB’s charm is its comfortable and reasonably roomy cabin, and with a good driving position it remains a very practical classic. There’s little here to trouble prospective buyers, and everything is replaceable if refurbishment is required; a full set of vinyl seat covers and new carpets will cost around £700, with leather adding a few hundred pounds more if you fancy a touch of luxury.
The only potential concern is originality, as many examples have been restored more than once, though this may or may not matter to you. Perhaps more relevant is that a tatty interior is no cause for alarm if the rest of the car is sound. This advice applies equally to GTs and roadsters, although the latter needs an extra check for water ingress, which can damage trim and promote corrosion in the floorpan.
Electrics are generally low-maintenance, with most issues stemming from corroded terminals and poor connections. Greater caution is advised regarding bodges or amateur modifications, so ensure any changes or additions have been carried out to a proper standard.
Another point worth noting is that the MGB’s electrical system originally used two 6-volt batteries in compartments behind the seats, which are prone to corrosion, so these should be inspected. It’s not uncommon for cars to have been converted to a single 12-volt battery. This is straightforward to do – specialists can supply a battery and fitting kit for around £120 – and it’s a sensible upgrade, improving cold-weather starting and costing considerably less than replacing two new 6-volt batteries, which would set you back £180-£200.
MGB: our verdict
Affordable, enjoyable to drive and straightforward to maintain, it’s easy to see why the B remains so beloved by enthusiasts of all ages. The fact it enjoys the kind of specialist and club support that many classic car owners can only dream of is the cherry on top, meaning you can buy one confident that advice and assistance are never far away.
That level of backing shouldn’t be overlooked if you want a hassle-free ownership experience. If there’s a drawback, it’s the car’s tendency to rust and the risk that cheaper examples may have been poorly repaired in the past, but with so many available, finding a sound example should be straightforward.
Whether you go for a roadster or a GT, you won’t be disappointed with the fun on offer, and there’s plenty of room for upgrades – from handling and performance enhancements to making one more comfortable on longer trips – so you can truly make an MGB your own. It might feel like the obvious classic car choice, but there are plenty of reasons why so many drivers have succumbed to its charms.
MGB timeline
1962
The B is launched as a replacement for the MGA, bringing unitary construction and dependable mechanicals. It arrives in Roadster form first.
1963–64
Overdrive becomes optional and the original B-Series engine is replaced by a stronger and more durable five-bearing unit.
1965–1967
The Roadster is joined by the Pininfarina-designed GT. Mk II is launched in 1967 with an all-synchro gearbox and push-button door handles replace the original pull handles.
1969
Becoming the Mk III, improvements include reclining front seats and a year later the Roadster gains an improved hood while a steel bonnet replaces the alloy item.
1973
Further styling changes include a honeycomb grille and a brake servo and radial tyres become standard. A V8 engine is available, too.
1975
Production of the chrome bumper cars ends as US legislation forces the introduction of the rubber bumper model.
