THE MGB V8 – A CELEBRATION
20th August, 2020
On the 15th August 1973, MG announced a new model that offered ‘a unique combination of timeless good looks, high geared and effortless long distance travel, superb road-holding and handling. It is a thoroughbred Grand Touring car for the enthusiast who demands performance without having to work for it’. The B GT V8 was indeed a most desirable vehicle – and one that demonstrated Abingdon’s determination to retain their independence amid British Leyland chaos.
In many respects, the V8 represented a belated successor to the 3-litre MGC which ceased production in 1969. A year later Ken Costello of Sidcup offered a Rover engine transplant for the B and by 1971 Abingdon placed an order for one of these conversations to evaluate the feasibility of an in-house alternative. The ex-Buick 3.5-litre plant was 40lbs lighter than the 1.8-litre B-series engine, and a further distinct advantage was a 75 per cent increase in torque.
MG had only limited development funds for the V8; £200,000 was not a considerable amount of money for a new model even in the early 1970s. The B’s gained uprated suspension that was raised by one inch, brakes with larger front callipers and alloy wheels. The 3.5-litre engine was available only with the GT, as the Roadster lacked body rigidity, and the B V8’s top speed was 124 mph, with 0-60 in 8.25 seconds.
The press responses to the V8 are best described as “mixed”. and Motor Sport of October 1973 grumbled:
‘that superb engine and the excellent performance have not received the justice they deserve. It’s a likeable car, but has too many criticisms to make it covetable. The price of £2,293.96p plus £16.92 for inertia seat belts is not outlandish, buys many “extras” including tinted glass, overdrive, heated rear screen, headrests and so on, but also buys many 11-year-old features which could have been designed out.
That Motor Sport writer does appear to have been in an especially negative frame of mind. However, the fact remains that the V8 was based on an early 1960s design. The fascia may have sported air-vents and a cigar lighter, but the layout was still very 1962, down to the heater controls sourced from Austin A55 Cambridge Mk. II.
By contrast, Motor of 25th August 1973 was somewhat more positive. Their report made the very valid point that unlike the Costello V8 ‘buyers expect different standards when buying a modified car compared with a production model - and quite rightly too. They might forgive shortcomings in a modified car from a small specialist which they would find unacceptable from a large manufacture’. The scribe also believed:
As a poor man’s Aston Martin V8, the new MG has a certain charm but we feel that modernisation inside, even more performance (which might reasonably be expected from a 3 ½ litre 2-seater) and a smoother ride could have made it a worthy alternative to the Aston.
A further challenge facing MG dealers was that of price. The V8 cost nearly £800 more than the standard GT, even if the specification now included most MGB options including servo-assisted brakes and overdrive. This meant the MG was less than £200 cheaper than a Reliant Scimitar GTE and around £500 more expensive than a Ford Capri 3000 GXL Mk. I. Autocar of 16th August 1973 pointed out:
it is difficult to understand how a £500 differential can be justified between the MGB GT V8 and an MGB GT with the four cylinder engine, and the same optional equipment. Undoubtedly the car will sell well on the MG name alone, but it is a fiercely competitive area that the MGB GT V8 has stepped into, and if it succeeds, it will be mainly due to the excellent Rover V8 engine for which praise cannot be too high.
And Mel Nichols of Car magazine observed that the Datsun 240Z cost £2,535 and that it was ‘One of the best-looking coupes around, and known for its beautifully smooth and strong six-cylinder engine that can outrun the B by three mph and hold it firmly all the way in acceleration’. He also, and rather sourly, opined ‘All the V8 manages to do for the B is amplify its very long teeth. You get out of the car feeling only frustration for what might have-and should have-been’.
However, one undoubted fan was W. R. Taylor of Police Review, and he concluded in the 17th August 1973 edition ‘This car is very difficult to fault; it goes well, stops well, and handles well in the dry and the wet. It is so perfect for police work it could have been designed specifically for the job’. His test ended with ‘Recommendation: Traffic, with particular emphasis on enforcement’ and the V8 did go on to serve with Thames Valley.
Production ended in 1976 after just 2,591 units by which time the price was £3,317. The fierce competition for the V8 can partially explain the short run and there were also limited supplies of the engine due to the forthcoming debut of the Rover SD1. Sales were further impacted by the lack of a US-export model and, above all the 1973 OPEC oil crisis.
Looking back at these press reports it is apparent that the V8 was evaluated in terms of what it was not – a brand-new model – rather than in terms of the reality; a derivation of a long-running and highly respected model. There is also the issue that adverse copy regarding BL commenced even before its nationalisation in 1975. This does seem to be reflected in so much of the MG’s media coverage; the Motor test remarked ‘Telling British Leyland what they ought to do has become a national pastime’.
Perhaps John Bolster of the 27th December 1973 edition of Autosport best encapsulated the V8’s appeal when he noted that ‘Technically, the MGB GT V8 is perhaps new wine in an old bottle. It gives a harder ride than one would get with the latest suspension systems, but its vintage handling characteristics are beloved of -many enthusiasts’. He concluded:
To substitute a modern piece of light-alloy engineering for an olde tyme cast-iron lump must be progress, and the resulting sports car is no hybrid but an excellent performer with moderate fuel consumption.
Absolutely
Why choose Lancaster Insurance?
Here at Lancaster, we love classic cars as much as you do and we understand what it takes to protect them for future generations.
We have links with some of the top classic car clubs around the country and some of our policies even offer discounts of up to 25% for club members.
Other benefits of classic car insurance through Lancaster can include:
- Historic rally cover
- Static show cover
- Limited mileage discounts
- Choice of repairer
- 24-hour claims helpline
Give your classic the protection it deserves and get a quote for your MG today.
Share this story, choose your platform
