MG MGB cars for sale – the story
There are MG MGB cars for sale that truly capture the essence of a classical motoring era. And among the most prominent is the MG MGB, one of the most popular vintage sports cars in the world. Behind the beautiful body, though, the MG MGB was able to bring the masses a sports car.
That, while somewhat understated in terms of performance, was cheap and easy to enjoy. A goal that could be reached below such titans as the Jaguar and the Ferrari. It was an aspirational machine that became a staple of the British motor industry. And even after it was contorted and discontinued, their thousands of classic car lovers looking for MGB cars for sale around the world. The MGB has seen life after death in the hands of dedicated enthusiasts, ensuring that there will be at least one of these humble little cars left on the roads.
MGB cars for sale to consider
The story of the MG MGB begins in the late 1950s when the then chief engineer of MG was tasked to replace the company’s then flagship model, the MGA. The MGA had been launched in 1955 to replace the TF1500 Midget. It was a crisp, beautiful machine that outsold on the export market with 95 000 units shipped abroad, while only 5869 cars were sold to UK owners. Problems emerged for the MGA, though, when Austin Healey, a rival car builder held under the same umbrella group as MG, called the Nuffield Organization, launched the Sprite in 1958.
The Sprite, despite its strange looks, was an instant hit among British buyers as trends moved towards smaller sports car designs. This, combined with other competitors such as the Sunbeam, Alpine, and the Triumph TR for a moment, the MGA sales were starting to struggle. Another fault of the MGA was its poor road comfort, which was much improved on its rivals, who could also match the car for performance. Therefore, as a part of the original specification for the replacement MG MGB, the new car would retain all the driver appeal of the MGA while also adding a certain degree of comfort and accommodation.
MG MGB development began in 1958 and was the first MG roadster to be fitted with a monocoque structure. The chassis and body shall come down the production line together rather than the previous body on frame construction, making it very strong. As required, the car carried over many features from the previous MGA, including the brakes. The engine, the BMC B series power unit of 1954 was enlarged from the previous MGs 1622 cc to 1798 cc in order to compensate for the heavier monocoque construction.
These MGB cars for sale are now among the most collectible classic cars.
A byproduct of this was increased torque, which added to acceleration against the MGA. To solve the matter of comfort, MG tried various methods of race suspension, mainly comprising. Of course, spring arrangements as well, but none were deemed suitable for the car. Thus, in desperation, the design team brought over the traditional arrangement of a livery axle sprung and located by Simple Leaf Springs. This somewhat agricultural solution was deemed to offer the best overall compromise between cost and effectiveness. The springing rates were much softer in order to achieve the comfort and stability the engineers were chasing.
- The front suspension and rack and steering were also carried out, with the whole assembly being mounted on a detachable cross member.
- If you are up to the MGB cars for sale, you must know, other comforts added to the MG MGB will make wind up windows a standard.
- A comfortable driver’s compartment offered generous amounts of legroom.
With their work done, the MG MGB made its debut at the 1962 London Motor Show, to which it opened to critical acclaim. Reviewers noted that the superb styling and performance were a worthy successor to the MGA. MG placed as much emphasis as possible on its looks to try and get the car sold in the United States.
MG MGB Performance
Performance for the original MG MGB was modest for the era with 11 seconds to 60 mph and a top speed of 100 miles per hour. To compare the Triumph that times had a note of 16 seconds to 60 mph and a top speed of 100 miles per hour. The Austin Healey 3000 had 11 seconds to 60 mph and a top speed of 115 miles an hour.
At the same time, the car was doing 23 miles per gallon. Aside from production in England, the MG MGB was also assembled in Australia at the Enfield PMC in Sydney, with complete knock-down kits being shipped there for easy construction. Eventually, production moved to the BMC plant in 1968. MG MGB’s would be built in Australia until 1972 when the government issued a requirement that to enjoy favorable tariff treatment, locally produced cars should feature 85 percent local content, of which the MG MGB only supported 45 percent.
In total, 9 000 Australian MGs were built, all of which were roadsters. These Australian built MGB cars for sale are always on-demand now. Following its launch, the first few years of the MG MGB saw little modifications but was subject to a continuous development plan by MG in order to ensure it remained relevant as the automotive world changed around it.
In 1965, the MG MGB engine received a 5-bearing crankshaft end that had been introduced to improve the driving experience but at the cost of marginally slowing its acceleration. In late 1965, it became apparent that despite the MG MGB being popular and successful, customers desired the provision of a hardtop model.
Prior to this, MG MGB roadsters could be made available with a removable hardtop, but this wasn’t a popular alternative to a dedicated coupe design. To help develop a coupe version of the car, MG turns to the Italian Pininfarina for design assistance. The result was the greenhouse-style rear with a large window. While the closeup version of the MG MGB designated the MGT to shed most of its mechanical parts with the Roadster, there were some minor alterations.
The suspension received different springs and anti-roll bars and a different windscreen was installed. That was designed specifically for ease of replacement and service. In terms of performance, the added weight of the new roof meant the car had a slightly slower time to 60 mph than the Roadster. At the same time, improved aerodynamics meant it had a 105 mph top speed. The MGB GT was an instant hit among critics and buyers.
The design similarities of this car shape to High-End grantors meant it was affectionately dubbed the 'baby Aston Martin'. That's one of the things making MGB cars for sale so desired.
The most collectible MGB cars for sale
Aside from mass production, MG MGB’s were also produced by the Belgian coachbuilder Jacques Coune, which altered the front design fitted to Fastback and raised the height of the windscreen. The fruits of their labor were the MG MGB Burnett, a superb looking variant of the MGB of which only 56 were produced. That means you have got a treasure if you were looking for MGB cars for sale and found one of those rare 56 Burnetts. Customized MG MGB was also incredibly popular on the international road competition scene. With modified aluminum-bodied examples achieving victory in the grand touring category for the 1965 Monte Carlo rally, as well as seeing winds of the “Brands Hatch 1000 km’ in 1965 and the 84-hour marathon in 1966.
MG MGB’s also was among general winners and won on the GT category in the 1966 Targa Florio and many other competitions.
MGB ’30 Project’
Come 1966. It was apparent that the rival Austin Healey 3000, which had been in production since 1959 and had become one of Britain’s most successful sports cars, was in need of replacement. But considerations of developing a new car were slow to materialize. Originally, BMC had proposed a bespoke replacement for the car called the 030 or the Austin Healey 4000, a low slung coupé that seemed to follow many styling cues from the MG MGB. The ’30 Project’, despite much enthusiasm and with a proposed 360 000 unit per annum production run, suffered a slow, expensive and protracted demise due largely to management bungling and the merger of BMC with Jaguar to former British Motor Holdings (BMH).
Having spent in excess of one million pounds on the ’30 Project’ and achieved very little, BMH desperately needed a quick replacement for the 3000. And thus turned their sights to their other flagship sports car model, the MG MGC. As it happened, the designers at MG were working on their own improved variant of the MG MGB that would be fitted with a 3.0-liter engine from the Austin. Therefore, the MGC project was proceeding much more successfully than the Austin Healey 4000. PMH management chose MGC instead to merge the two schemes into a single model.
Initially, the plan was to create both the MGC and an equivalent Austin Healey model. Donald Healey, the founder of the original Donald Healey Motor Company that helped to form the Austin Healey joint venture in 1953, was less than enthusiastic of an Austin Heeley car being a rebadged MG and thus put up stiff opposition. While Healey demanded that the Austin Healey 3000 remain in production. Neither he nor the management could reach a compromise and thus, the Austin Healey 3000 ended without a successor.
In 1967. As for the MGC, this car was to be fitted with a 2.90-liter straight-six engine while adopting the crisp styling of both the MG MGB roadster in the jet. The engine producing 145 horsepower presented 9.7 seconds to 60 mph and the car would go on to a top speed of 118 miles per hour with fuel consumption of 20 miles per gallon. That’s the one you version you may find looking for MGB cars for sale. Problems came, however, following the launch of the MGC in 1967, when performance issues with the car were quick to make themselves apparent.
The first issue was caused by the PMH press office when they incorrectly pressured the tires on the launch cars, meaning that the heavier weight of the 3.0-liter engine exacerbated the car’s already significant understeer.
The heavy steering was noted and condemned by motoring critics, which put the car in a bad light from the start. The second issue was the rather unsightly bonnet bulge implemented on the MGC in order to accommodate the larger engine. It was a last-minute solution as no other method of enlarging the engine bay was forthcoming.
Finally, was the fact it was neither a direct replacement for the Austin Healey 3000, nor was it a high-performance version of the MG MGB. The car is marketed as a standalone model that seemed somewhat lost in the PMH product lineup.
In total, only 8999 MGCs were built by the time production ended in 1969, of which 4457 were GTs and 4542 were roadsters.
Perhaps the only distinguishing legacy of the MGC was the fact that Charles Prince of Wales took delivery of a 1967 MGC, which he later handed down to his son, Prince William, in 1997. In 1968, British Motor Holdings merged with the Leyland Group to form British Leyland, and following this, the newly formed manufacturer began a slew of facelifts and replacements to the models it had inherited.
MG MGB 1969 Facelift and MGB cars for sale in the USA
The MGB was no exception. And in 1969, the car went to cosmetic overhaul with the original Chrome Grill being replaced by a recessed plastic design. This one of the options to consider searching for MGB cars for sale.
Problems didn’t just emerge from within the U.K., though, but also abroad, specifically the unprecedented rise of Japanese car builders. The most notable competitor to the MG MGB in 1969 was the Datsun 240 Z, a brand new sports car from the Nissan company that sought to compete directly with the MG and its most lucrative market, the United States.
The 240 Z was not only a stylish car but also presented reliability and build quality that far exceeded its European rivals and thus became the fastest-selling sports car in US history.
This was hampered further by the enactment of emissions regulations outlined by the Environmental Protection Agency, or EPA, through the Clean Air Act of 1963 and the Vehicle Air Pollution and Control Act of 1965, which required the management of unchecked pollution on both domestic and imported cars being sold in the United States. In response, MGB tune the B series engine from its original power output of 95 horsepower to 82 horsepower, increasing the time to 60 mph to 18 seconds and reducing the top speed to 90 miles an hour.
MG EX234 Project
If you are considering MGB cars for sale, is good to know – behind the scenes, attempts to replace the 8-year-old MG MGB were dropped by British Leyland’s chairman, Donald Stokes. The EX234 was a development considered as early as 1964 in which the design was to be revised in order to improve its suspension system, but this would be combined with a comprehensive styling overhaul with input provided by Pininfarina. The resulting prototype was a beautifully styled, low slung sports car with the drive out of an Austin Gypsie and Hijrah elastic suspension from the Austin 100.
With the MG EX234 project progressing nicely, the intention was to offer this MGB replacement with a new series of engines, including the A and B series power plants, with the possibility of the car also providing a replacement for the MG Midget. However, despite there being several working prototypes for the EX234 Donald Stokes and the British Leyland management made the short-sighted decision to stop the development of the new car as MG MGB and Midget’s sales were still strong and thus were in no need of replacement.
As Stokes was a former executive in the company, he placed a greater emphasis on the development of Triumph models in order to improve their sales and thus oversaw the creation of cars like the Triumph Stag and the TR7, both of which were designed specifically for the US market but ultimately failed to corner it due to a variety of mechanical and build quality issues.
All the while, MG, and Austin Healey were left to languish in isolation, providing the wider British Leyland firm with a steady income on the export market in order to help pay off the company’s mounting debts.
Therefore, rather than making a brand new Italian style sportscar reminiscent of the Alfa Romeo Spider and fitted with a variety of engines that allowed to rationalize their product range, the company was now stuck with near decade-old designs. That, while selling well, was acquired by an inevitable sense of commercial fatigue. Thus, the company underwent its first major reorganization as profits began to slip under increasingly strained worker relations.
In 1971, the company was subdivided into Austin Morris, incorporating the two mass-production brands and the specialist car division, which took on the high-end Jaguar Rover and Triumph. Behind the veil of reorganization, though, the splitting of the high-end and low-end marks was a tactical move by the British Leyland management to leave Austin and Morris stagnating out of sight and out of mind. More attention was placed into developing new models for their luxury brands such as the aforementioned T7, the Rover, and the Jaguar.
The ignorance of the British Leyland management to the Austin and Morris, which included MG, meant that no incentive or funds were allocated to develop a much-needed replacement for the MG MGB. Thereby forcing MG engineers and designers to consider cheaper ways of maintaining the car’s appeal in the market.
MGB GT V8
Perhaps the most sought after revision to the MG MGB was to provide the car with greater power but to be designed in a more dignified manner so that at the failed MGC. To help them consider this upgraded model, MG designers turn to the world of aftermarket modifications and had noticed the significant popularity of converting the original power plant to the superb Rover’s 3.50-liter V8.
The Rover V8 derived from the power unit fitted to large American saloons like the Buick Skylark was among the most famous car engines ever built. And after buying the license to produce UK examples Rover placed the engine into a slew of their products, including the P5, the P6, and the Range Rover. The most notable aftermarket converter for MG MGB was independent tuning engineer Ken Costello, who was able to fit new engines to these sports cars in sufficient quantities. These MGB cars for sale are extremely rare now on the classic cars market.
While MGs engineers had previously been skeptical of the ability to fit a Rover V8 to the MG MGB, Costello proved it could be done without serious modification to the engine bay frame. After testing a Costello converted example, British Leyland chose to take the concept for themselves, but without providing a single penny of royalties to Costello himself for having come up with the original idea.
Saucing renovates was an easy matter now that both MG and Rover were part of the same firm, but there were a few management issues that meant the resulting car, the MGB V8, wasn’t as superb as it could have been. For a start, MG chose to downgrade the power output of the Rover V8 from Costello’s 180 hp to a meager 137 hp.
While a minimum power output of 140 hp would have been more suitable, the car’s performance was improved phenomenally, with 7.7 seconds to 60 mph and a top speed of 125 miles per hour.
This was complemented by the fact that the Rover V8 aluminum cylinder block was much lighter than the iron 4-cylinder fitted to the regular MG MGB, which meant that the handling and weight weren’t affected as much as it had been with the MGC. The second and more crucial management issue made regarding the MG V8 was the fact that no attempt was made by the company to sell the car in the United States. In America, the MG MGB and Midget were still selling in profitable numbers, so the inclusion of a range-topping high-performance model would have filled the product list perfectly.
Instead, British Leyland refused to work with the MG MGB for the left-hand drive market, only producing seven examples as testbeds for certification on US roads before eventually selling these cars on the European market.
The decision not to sell in the United States, while never formally established by British Leyland, was likely due to the fact that the company was swiftly losing presence on the American market due to an increasingly constrained dealer network. The stringent regulations for cars being sold in the U.S. and the influence of the fuel crisis, which struck in October 1973.
The fuel crisis would have a profound effect on the sale of V8 both in Britain and America as these inefficient machines were quickly superseded by economic models from Japan and Germany that swept up the market. The objective was no different. The concept of buying a V8 in the midst of an economic recession made no sense to prospective customers.
Sadly, without being made available on the lucrative US market, the car didn't truly find a home in Britain or the non-US export markets and thus began to falter in the face of larger, more practical sports cars like the Ford Capri.
Furthermore, as British Leyland fell into bankruptcy in 1975, the supply of Rover V8 sets fell drastically short of demand, and thus what units were available were placed into the upcoming Rover SD1 while the MG MGB V8 received leftovers.
Eventually, MGB GT V8 production quietly ended in 1976 with only 2591 units sold. Hunting for MGB cars for sale you simply must consider this model.
At the very least, the MG MGB did find a home with the Oxfordshire police force who took on several examples for use as patrol cars before replacing them with vehicles, Ford Capri. As for the MG MGB itself, British Leyland was determined to ensure that their sales in America remain strong and thus complied wholeheartedly with every U.S. emission and safety regulation enacted.
However, due to the continued indifference of the British Leyland management towards the Austin Morris subdivision, redesigning the car comprehensibly to suit these requirements was done on a very tight budget. The result was only serving to ruin both the car’s looks and performance. From 1974, new crash impact regulations stipulated the inclusion of revised 5 mph bumpers on production cars, and so cash strapped MG chose to replace the original chrome overrides with large protruding steel-reinforced black rubber bumpers with the front bumper, also incorporating the grille.
That same year, impact regulations also required that car headlights be a minimum height off the ground for rearview visibility. And since the MG MGB was a low slung sports car, it failed to pass muster on this requirement.
Again, as MG had been left largely to fend for itself financially, the design team wasn’t able to revise the front end to suitably match the regulations and instead simply raise the suspension by one inch. The consequence of both the heavy bumper and the altered suspension meant the car was now horrendously prone to understeer, not helped by emissions regulations that demanded a reduction in power output from the 4-cylinder engine.
The problem of poor handling wouldn’t be rectified until 1977 when antiviral bars were fitted in order to counteract the effects of the raised height. By 1977, though, it was clear to both customers and critics that the MG MGB was being kept in production solely because MG had nothing else to sell, nor did they have the money to develop a replacement. The car was very much a carryover from a bygone age, contorted by safety regulations and strangled by emissions laws.
It’s antique design, an image wasn’t helped by the rise of highly economical hatchbacks in the mid-1970s like the Renault 5, the Volkswagen Golf, the Vauxhall Chevette, and the Talbot Sunbeam. These competitors were presenting power, performance, and practicality that far exceeded what few archaic sports cars remained in production. MG MGB continues to sell in spite of the hot hatch revolution, primarily due to their cheap price and running costs. But they made little profit. This was especially pronounced in America where MG would ship a minimum level of units to the USA in order to supply the demand that wasn’t there, with these cars sitting in stockyards and secure lots for months before being sent to the showroom.
The situation in America was so dire that British Leyland made a loss of 900 pounds on every car they sold in the US market. Not a surprise, now MGB cars for sale are more and more expensive as time goes.
The final straw came during the restructuring of British Leyland by the company’s new chairman, Sir Michael Edwards. As a part of his sweeping reforms, he had noted the fact that MG had apparently lost its identity and that with the previous policy towards supporting the Triumph brand over MG, morale at the company’s Abbington factory near Oxford was very low.
Edwards, therefore, could conceive no future for the MG brand as part of his plan and thus decided that the Abbington plant would close with all MG production being halted.
The announcement was wrongly timed as MG had celebrated the 50th anniversary of the brand in September 1979. The company highlighted the fact that worker relations compared to the industrial strife being brought elsewhere in British Leyland, was fantastic by comparison. MG had always operated in the manner of a family company with the week-long celebrations, including the flying in of MG dealers from the company’s 150 outlets across the globe, as well as a carnival on September 9th through the streets of Abingdon.
The end of MG MGB production
Therefore, the announcement on September 10th, the Abington factory was to be closed, hit the local area with shock. As MG had always operated with smooth industrial relations, the fact that their plant was being closed while other factories like Cowley and Longbridge were to remain open, came across as a brutal and insulting display of ingratitude. Instead of seeing some kind of investment for their efforts, the Abington factory was set to close in June 1980 and the MG brand itself was presented with an uncertain future.
The end eventually came on October 21st, 1980, when the last MG MGB roadster, rolled off the line. Abbington bringing a close to a production run of 8 years and produced 523 836 cars, as well as the company's factory home.
The last MG Midget, which also endured the decline of the MG brand, had drifted silently out of production on December 7th, 1979.
By the time the Abingdon factory closed, MG was losing approximately 400 000 pounds per week, a horrendous contradiction to the fact that it had once been one of British Leyland’s most profitable divisions.
Following the end of MG MGB production, British Leyland struggled to find a home for the MG brand and eventually settled on placing the brand on a variety of tuned versions of their regular family cars. However, the enduring legacy of the MG MGB meant that there was life after death for the superb, timeless machine. In October 1979, following the announcement of the Abbington plant closure and the end of MG MGB production, Alan Curtis, who held a 42 percent stake in the Aston Martin Company, entered into discussions with British Leyland to purchasing both the MG brand and the Abbington factory in order to create a new facelift of the MG MGB.
The scheme, however, required 30 million pounds in order to buy the Abbington factory from British Leyland, and there was much skepticism as to whether these funds could be garnered. Despite an Aston Martin MG MGB prototype being produced, proving itself to be a somewhat stylish little machine, British Leyland suddenly ended the deal when they considered the MG brand too valuable to sell.
All attempts by Aston Martin to buy the MG subsequently ended when the company nearly went bankrupt in January 1981. Despite this, the idea of creating a new dedicated MG sportscar was still in the cards. The general idea was to create a model based largely on the ever-popular MG MGB, a basic but fun roadster. In 1983, the company attempted to come back with a new MG Midget based on the underpinnings of the proposed RS6 range of Austin saloon cars, but this never went beyond a few working prototypes.
In 1985, MG moved drastically to the opposite end of the spectrum with the EX-E concept a 180 miles per hour supercar that was built to rivals like the Porsche 959. But this again never went beyond one prototype. MG returns to the idea of a low slung roadster design with the F-16, which included Pop-Up headlights and a crisp body. The last MG revival concept for the decade was the Roadster Design that experimented with the fitting of a large 3.90-liter Rover’s V8 engine.
With the exception of the F-16, which would later be evolved into 1995, MGF, the Midget’s, and two roadster concepts fail to reach production due to a lack of certainty regarding the market for roadsters. Hot hatchbacks were the order of the day, and with the spectacular collapse of traditional sports cars in the late 1970s, it appeared that investing in roadsters was not commercially viable.
This mindset was suddenly overturned in 1989 when Mazda launched its incredibly successful MX5. The master admits five was directly inspired by the post-war British voters of the 1950s and 60s with cars like the MG MGB and the Triumph Spitfire being very popular in Japan.
Thus, the MX5 was conceived as a loving tribute with a low slung body akin to MGBs and Triumphs at the time, but with unbeatable Japanese reliability to back it up. The arrival of the MX5 opened the floodgates and started a trend that became a staple of the early 1990s. The trend was giving rise to numerous competitors and facsimiles such as the Honda 2000 and the Lotus Elan. When the MX5 was released in 1989, MG had committed themselves to the replacement for the F-16 project evolving the design towards the final MGF.
However, the eventual production model was leading towards wouldn’t be made available for at least another 4 years. The company needed to create a new short-term model to answer the demands of customers for a revived MG Roadster. The result was Project Adder, launched in late 1989. Project Adder was based on the highly successful MG MGB body shells being produced by British Motor Heritage (BMH) to supply the restoration market. As BMH was owned by British Leyland, a Rover group, this allowed for a ready supply of MG MGB style body shells for use with Project Adder. It could be cheaply assembled without distracting design efforts from other Rover Group products such as the R6 facelift program for the Rover.
Project Adder was based on a budget of only five million pounds and would use as many in-house parts as possible. In essence, Project Adder married the British Motor Heritage MG MGB body shells modified accordingly for the 1990s with the underpinnings and powerplant. To further save on costs, the leaf spring, rear suspension redrum breaks bootlegged and doors were carried over from the original MG MGB design and a limited-slip differential was also fitted.
As the 3.90-liter Rover’s V8 was to be used in the new car, the final production name for this machine would be the MGF V8. In terms of performance, the MGF V8 had 190 hp and could do 0 to 60 mph in 5.9 seconds, reaching a top speed of 135 miles per hour while also providing a fuel consumption of 26 miles per gallon. Production consisted of two parts:
- The body shell created by BMH at the former Morris factory in Cowley before being married to the drive.
- Chassis at the former Austin factory in Longbridge.
Such was the prestige of this model. It was essentially hand-built on its own production line away from other rival group products with the interior lined with veneer elm woodwork and Connolly leather.
The resulting car made its appearance at the British International Motor Show in October 1992, to which it received somewhat mixed reviews.
While the car’s performance was praised, the comfort handling, practicality, and economy saw less than enthusiastic feedback. Other bones of contention was the less than stellar braking caused by the rear drum brakes and really springs.
While the car’s price of 26000 pounds meant it was too expensive for the customer base it was hoping to appeal to.
Sales in the UK and Europe were also hampered by the influence of the 1992 global economic recession. While the car was seen as something of a joke in Britain, launched in the 1993 Tokyo Motor Show, it was greeted with widespread acclaim. The car was seen as an excellent retelling of the MG MGB formula, and the sales on the export market to Japan were several times greater than those for the domestic market. Of the 1983 RV8’s that were eventually produced, 1579 of them went to Japan, accounting for 79% percent of the total sales. These cars are really hard to get nowadays for everyone looking for MGB cars for sale, so you shouldn’t think too long if you found one of them.
Although it could be argued that the MG RV8 was a commercial failure, the reality was it served its purpose as a stopgap before the MG RV8 was unveiled in 1995. After nearly 10 years of development, the MGF caused a significant stir among the motoring press.
A clear sign of the MG’s success was that the BMW management, who owned the Rover group, refused to sell the car in the USA as they expected the MG RV8 to be such a hit, it would steal sales away from their own upcoming Z3 roadster. Regardless, the MG RV8 was a simple but superb two-seater roadster that perfectly captured the quirky, eccentric charm of post-war British roadsters from the 1950s and 60s, and surely from the MG MGB.
Finally, no doubt, if you are devoted to the true British classic cars, look for MGB cars for sale!