Can any MGB on Earth go above 55 mph?
Discussion
rolymo said:
The painted rubber bumpers are actually not what you think. They are purpose built replica mouldings in fibre- glass. which retain their shape far better in the intensive heat of summer, contour to the fenders (wings) far better and are much easier to repair in the event of a scrape. They also remove a great deal of excessive weight from the front&rear of the vehicle, improving handling,performance and mpg, 
Sounds like a good idea, the rubber bumpers do appear to be made of lead.
Halmyre said:
Seems a bit unfair to be ragging on a 50 year old design for not conforming to modern standards. Back in the 60s were we ragging on Model T Fords for being crap?
No one on this thread has done that. The thread is not mainly about MGBs being crap or not crap (it's a joke thread about a stereotypical group of MGB drivers, as should be obvious to anyone, but seemingly isn't to some); but to the extent that it is about the cars themselves it's about MGBs being crap by the standards of their own era, not of later eras. Breadvan72 said:
Halmyre said:
Seems a bit unfair to be ragging on a 50 year old design for not conforming to modern standards. Back in the 60s were we ragging on Model T Fords for being crap?
No one on this thread has done that. The thread is not mainly about MGBs being crap or not crap (it's a joke thread about a stereotypical group of MGB drivers, as should be obvious to anyone, but seemingly isn't to some); but to the extent that it is about the cars themselves it's about MGBs being crap by the standards of their own era, not of later eras. Yertis said:
100% of the MGBs I've seen in the last two days have conformed to BV72s stereotype.
But at least they're out being driven, I've not seen any Triumphs at all
As a lover of all Triumphs (yes, even Acclaims*), I have to say: steady on! They will all be broken down. Ditto all the Lotuses. Still ace, though. But at least they're out being driven, I've not seen any Triumphs at all
To adopt a saying from Landy World (applied there to Jeeps): "I would rather be pushing my Triumph/Lotus/Alfa/whatever than driving an MG."
* Yes, I know.
Breadvan72 said:
No one on this thread has done that. The thread is not mainly about MGBs being crap or not crap (it's a joke thread about a stereotypical group of MGB drivers, as should be obvious to anyone, but seemingly isn't to some); but to the extent that it is about the cars themselves it's about MGBs being crap by the standards of their own era, not of later eras.
Maybe it's the way you tell 'em .Halmyre said:
Ah, OK. I once saw a description of an MGB that said it was a Morris Minor in a party frock, or something like that. Not sure how that would go down with Minor enthusiasts...
The thing about the Minor is that it is a great way to drive what is in effect a 1940s ish car for just a grand or three. Not many cars let you do that. I think that Minors are delightful to drive, subject to their known limitations. I slightly prefer the 1950s and so have a Series 3 Landy (50s in the 70s). When I used to fly, that was the 40s/50s too, tech wise, even though the crate was built in 1969. Minors, like MGBs, have their moderately irritating cult around them, but pleasantly bonkers lady teachers and so forth are more endearing than pipe smoking traffic blockers who have a shelf with all the mugs on and never even open their Webasto sunroofs (you don't want to crease it, after all).
MC Bodge said:
rolymo said:
This is another seniors special project car, restored to the "umph" degree, concorse winner, immaculate to the last nut and bolt but where will it go when it's owner calls time out?
To my British eyes, those cars you have posted are a little... well... over-done.
The comments regarding cruising MGB’s at 55mph raises quite a grin for me ,brings back memories of when I first moved to Florida where there had been an overall max speed limit of 55mph for several years and drivers had become accustomed to driving along in a virtual coma with zero concentration or awareness of their surroundings until some unusual occurrence like an 18wheeler air-horn or a low flying state-trooper got their attention in a heartbeat ! Which was equally dangerous.
After living with German unlimited autobahns for the last 15 years the American scene was an absolute
nightmare, no lane discipline, no mirror reference, no comprehension of closing speed and complete reluctance to allow over-taking produced a constant source stressful situations mile after mile on freeways and interstate /turnpikes.
Drivers would set their cruise-controls at 54mph on a three lane highway and then proceed three abreast for the next dozen or so miles building up a huge tail back of frustrated tail- huggers until some unfortunate went to sleep. Bang ! Bang ! Bang !
To make matters worse the manufacturers started to build their products down to a lower performance level, who needs handling when not required to exceed 55mph, tyre speed rating reduced , brake retardation reduced thus bringing down costs or enhancing profit, depends how you want to play the game, never seems to equate to a cheaper car ?
If you doubt the validity of my opinion just try driving a mid 80’s compact grocery-getter and check out the drivability and comfort level. If you still have doubts try an MGB Roadster after they (US Gov’t) went ahead with “Federalizing” the model to make it safe ( ? )
Photo :- US SPEC MGB (with all the bling)
After living with German unlimited autobahns for the last 15 years the American scene was an absolute
nightmare, no lane discipline, no mirror reference, no comprehension of closing speed and complete reluctance to allow over-taking produced a constant source stressful situations mile after mile on freeways and interstate /turnpikes.
Drivers would set their cruise-controls at 54mph on a three lane highway and then proceed three abreast for the next dozen or so miles building up a huge tail back of frustrated tail- huggers until some unfortunate went to sleep. Bang ! Bang ! Bang !
To make matters worse the manufacturers started to build their products down to a lower performance level, who needs handling when not required to exceed 55mph, tyre speed rating reduced , brake retardation reduced thus bringing down costs or enhancing profit, depends how you want to play the game, never seems to equate to a cheaper car ?
If you doubt the validity of my opinion just try driving a mid 80’s compact grocery-getter and check out the drivability and comfort level. If you still have doubts try an MGB Roadster after they (US Gov’t) went ahead with “Federalizing” the model to make it safe ( ? )
Photo :- US SPEC MGB (with all the bling)
Oh wow, here I am, Pistonhead's staunchest supporter of the MGB, and I've all but missed this thread. 
Breadvan, pretty much everything you have said about the B is wrong, and is contrary to my 10 year ownership of a '67 BGT, which I sold about 6 years ago or so.
I don't know how you measure the worth of a car, but I'd suggest sales and success in motorsport at the same time as a fair measure. As we know, the MGB was a huge sales success (and no that wasn't down to marketing at all) and on the race track or rally stage, where used the MGB would chalk many class and/or overall successes.
I mean, what else can you ask of a car other than win on Sunday and sell on Monday?
In it's period and today, all around the world the MGB is a popular, well-liked car that does bloody well in competition. They are very nice to drive as standard, are almost always ruined when modified - you have to be very careful indeed when tweaking an MGB - the car often gets compared to more expensive rivals.
TR's were great up to the TR4, after that they suffered unresolved, rolly-polly independant rerar suspension. The GT6 also had pretty awful rear suspension and emphatically did not handle as nicely as a B, and the GT6 was tiny to boot.
The Midget is a great car, but is also tiny and has chronically short gearing. I was an active member of a very active MG club, and when we were planning our trips (to places such as Scotland, or Dordogne or such-like) the first question would we be "do we have any Midgets?" 'Cos an overdrive fitted MGB will cruise at an indiocated 70 at just over 3krpm whereas a Midget would be revving its nuts off - so 55mph it would be then. Not only that but at Midget speed a B can comfortably do 300 miles on a tank of fuel but we'd have to keep stopping as a group to refill the Midgets. (This is starting to sound like a strange conversation
)
I don't have time today but I'll see if I can find any of the lengthy posts I've posted on PH in the past (I know, I bet you can't wait
).
Breadvan, pretty much everything you have said about the B is wrong, and is contrary to my 10 year ownership of a '67 BGT, which I sold about 6 years ago or so.
I don't know how you measure the worth of a car, but I'd suggest sales and success in motorsport at the same time as a fair measure. As we know, the MGB was a huge sales success (and no that wasn't down to marketing at all) and on the race track or rally stage, where used the MGB would chalk many class and/or overall successes.
I mean, what else can you ask of a car other than win on Sunday and sell on Monday?
In it's period and today, all around the world the MGB is a popular, well-liked car that does bloody well in competition. They are very nice to drive as standard, are almost always ruined when modified - you have to be very careful indeed when tweaking an MGB - the car often gets compared to more expensive rivals.
TR's were great up to the TR4, after that they suffered unresolved, rolly-polly independant rerar suspension. The GT6 also had pretty awful rear suspension and emphatically did not handle as nicely as a B, and the GT6 was tiny to boot.
The Midget is a great car, but is also tiny and has chronically short gearing. I was an active member of a very active MG club, and when we were planning our trips (to places such as Scotland, or Dordogne or such-like) the first question would we be "do we have any Midgets?" 'Cos an overdrive fitted MGB will cruise at an indiocated 70 at just over 3krpm whereas a Midget would be revving its nuts off - so 55mph it would be then. Not only that but at Midget speed a B can comfortably do 300 miles on a tank of fuel but we'd have to keep stopping as a group to refill the Midgets. (This is starting to sound like a strange conversation
)I don't have time today but I'll see if I can find any of the lengthy posts I've posted on PH in the past (I know, I bet you can't wait
).Here are some people enjoying MGB's, as might be seen on any Sunday in Europe, North America, Australasia or wherever.
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
Reply to Hooli :-
The MGB hood (sorry Bonnet) has a “stonkin” great V8 engine under it with a huge Edelbrock 4 barrel carburettor so requires a modicum of clearance to get the job done
On the question of manufacturers down grading of specifications to suit the 55mph scenario. this even extended to speedometers maxed out at 70mph on cars like MGB, Triumph ,Mustang Mk2 and Pontiac Fieros . (Driving over 70mph required the use of the rev-counter to calibrate your speed ! )
My Midget V8 engined MG would have to stop at every gas station as it was only designed to drive round parking lots and drag-strips at incredible speeds for very short distances
Photo :- Gas-guzzler input MG MIDGET.
The MGB hood (sorry Bonnet) has a “stonkin” great V8 engine under it with a huge Edelbrock 4 barrel carburettor so requires a modicum of clearance to get the job done
On the question of manufacturers down grading of specifications to suit the 55mph scenario. this even extended to speedometers maxed out at 70mph on cars like MGB, Triumph ,Mustang Mk2 and Pontiac Fieros . (Driving over 70mph required the use of the rev-counter to calibrate your speed ! )
My Midget V8 engined MG would have to stop at every gas station as it was only designed to drive round parking lots and drag-strips at incredible speeds for very short distances
Photo :- Gas-guzzler input MG MIDGET.
MGB ( or “C” ) replacement Hood (Bonnet)
One of the constant problems we were confronted with in Florida , 3 Or 4 months of the year , it is not unusual to experience ambient temperatures up in the 100+ degrees , which causes a huge struggle to maintain under bonnet heat levels that are acceptable.
Transferring to the type exhaust headers that exit through the front inner wing (fender) panels makes a phenomenal difference, even more so when incorporating a twin pipe exit system and multi row oil cooler ( the US spec front valance was actually designed to accommodate this modification)
Every attention needs to be directed at achieving maximum air flow through the engine compartment even to the extent of operating twin thermo controlled air fans to contend with traffic congestion situations and high efficiency radiators that allow higher flow.
The “C “ type hoods where manufactured in fibre-glass in our own workshops as double skinned assemblies using the original hinges and lock fittings to very accurate dimensions. However an alternative raised version was available to cater for clients wishing to install Chevy/Ford S/B V8’s
Photo :- typical V8 installation with Rover/Buick
One of the constant problems we were confronted with in Florida , 3 Or 4 months of the year , it is not unusual to experience ambient temperatures up in the 100+ degrees , which causes a huge struggle to maintain under bonnet heat levels that are acceptable.
Transferring to the type exhaust headers that exit through the front inner wing (fender) panels makes a phenomenal difference, even more so when incorporating a twin pipe exit system and multi row oil cooler ( the US spec front valance was actually designed to accommodate this modification)
Every attention needs to be directed at achieving maximum air flow through the engine compartment even to the extent of operating twin thermo controlled air fans to contend with traffic congestion situations and high efficiency radiators that allow higher flow.
The “C “ type hoods where manufactured in fibre-glass in our own workshops as double skinned assemblies using the original hinges and lock fittings to very accurate dimensions. However an alternative raised version was available to cater for clients wishing to install Chevy/Ford S/B V8’s
Photo :- typical V8 installation with Rover/Buick
rolymo said:
Reply to Hooli :-
The MGB hood (sorry Bonnet) has a “stonkin” great V8 engine under it with a huge Edelbrock 4 barrel carburettor so requires a modicum of clearance to get the job done
Perfectly sensible then & I've always preferred the look of the 'C' anyway so I like it.The MGB hood (sorry Bonnet) has a “stonkin” great V8 engine under it with a huge Edelbrock 4 barrel carburettor so requires a modicum of clearance to get the job done
Gassing Station | Classic Cars and Yesterday's Heroes | Top of Page | What's New | My Stuff