MGB GT V8 Special Edition Classic

When the newly developed MGB Roadster inherited the successful MGA in May 1962, nobody could foresee the long construction period this model would take. To extend the classic two-seater configuration, a small third seat in the rear could be ordered on request. Even without this rarely chosen option, the B offered significantly more space in the interior and boot than its predecessor model despite its shorter body. A 1.8-liter four-cylinder engine with 70 kW/95 hp sat under the bonnet throughout the entire production period. From October 1965, a 2+2-seater coupé, the MGB GT, completed the portfolio, whose body modifications with a higher windscreen and large tailgate were designed by Pininfarina in Italy. Compared to the Roadster, other springs and dampers were used.

For customers who were looking for more power or who were looking for an alternative to the aging Austin-Healey 3000, the British Leyland group offered the optically almost identical MGC as a Roadster and GT from January 1967. Only the slightly higher bonnet revealed from the outside that a three-liter inline six-cylinder engine with 108 kW/146 hp was at work here. Under the sheet metal, radical changes had to be made in order to accomodate the larger drivetrain. While the MGB initially only had a four-speed transmission, the MGC could also be ordered with an overdrive function or an automatic. After only 9,002 units, production of the MGC ended in September 1969. Meanwhile in the Mark II configuration of the MGB, which was available since the end of 1967, the automatic transmission became optionally available, except for vehicles for the US market. In the meantime, changes in the safety regulations relevant to registration of cars in the USA began to prompt manufacturers to modify their new cars. The US models of the MGB therefore received a padded dashboard and three instead of two windscreen wipers at the front.

In 1972, a further model upgrade was made to the Mark III, which finally gave the MGB a better heater and a modified dashboard. Only two years later, MG had to adapt the car to the US registration regulations, which had become stricter again, and therefore equipped all vehicles worldwide with new rubber bumpers, which withstand minor accidents up to a speed of 8 kph (5 mph) without damage. In addition, the regulations required a certain minimum headlight height, which the MGB in its original form was just below. Instead of modifying the bodywork, British Leyland came up with the more cost-effective alternative of simply raising the entire chassis by 25 millimeters. However, these modifications not only had a lasting negative impact on the appearance, but also on the driving characteristics. Through some fine tuning of the chassis, this weakness was slowly brought under control in the following years.

As early as 1973 the absolute top version of the series debuted in the form of the MGB GT V8. As the name already indicates, there was an eight-cylinder engine under the hood, which was delivered by Rover. This combination of light two-seater Coupé and powerful engine was invented by the British tuner Costello at the end of 1971, sold about 200 vehicles and thus aroused desire in the factory. In contrast to the tuning vehicle, the factory version was almost 20 horsepower shy at 102 kW/138 hp. Nevertheless, the MGB GT V8 reached a topspeed of almost 200 kph (124 mph). In contrast to the normal MGB and the MGC, there was no left-hand drive version of the GT V8 and therefore no export version for the USA. British Leyland feared that there would be too much competition for other vehicles of the group like the Triumph Stag and therefore set a relatively high base price in the UK. Production was stopped at the end of 1976 after 2,591 units. The production of the MGB in general (including GT and MGC) didn’t end until 1980 after 523,836 units.

This end of production was by no means caused by a model change, but by the closure of the MG plant in Abingdon. In 1981, there were still five unsold MGB cars on stock, which were converted into the luxurious ‘Special Edition Classic’ by a collaboration of British Leyland, the MG Owner’s Club and the Abingdon Classic Car Company. Each car was dismantled, the body then stripped and repainted and the vehicle then rebuilt to the best possible factory standards with the classic chrome bumpers and the chassis components of the pre-1974 models. More luxurious interiors and minor upgrades were used. In addition, a specimen of the MGB GT with the 3.5-liter V8 engine and five-speed gearbox was created from the Rover SD1. This car is currently on sale at The Market, where it will be auctioned shortly. Of the remaining four MGB Special Edition Classic cars, only one is still known, which makes this GT all the more interesting for collectors. It is also the very last MGB GT to leave the Abingdon factory. After a few years at Kay Shoemakers Ltd in Kendall (Cumbria), the car went to Sweden for a long time and finally returned to the UK about three years ago. The Market expects a hammer price between £ 28,000 and £ 40,000.

Images: The Market