The MG MGB changed very little over the course of its almost 20 year life span. Most changes were additions to meet mostly US safety and emission standards. The change that would have had the most impact never saw the light of day, scheduled for introduction in mid 1981-82 with the introduction of a Rover V8 engine. Rumors also existed of the introduction of an automatic transmission to market the car to a wider US market.

 

When first released the 1798cc 4 Cylinder roadster weighed in at about 2,000 pounds and was rated at about 100 Horsepower. The only major changes to the power train were the addition of electric overdrive as an option in 1963, and going from a 3 main bearing engine to a five bearing engine in 1964 1/2. Otherwise Abingdon met each new emission and safety requirement by bolting on new parts rather than redesign and retool the factory. Thus when the last car rolled off the line in 1980 the car had gained 800 additional pounds, and was produced 62.5 Horsepower. 

 

Introduced in 1962, to replace the MG MGA, the MG MGB was a modern sports car. In 1963 an optional overdrive was added. In 1964 the 1798cc engine was changed to a 5 main bearing engine rather than its three bearing predecessor. While this cost some horsepower, it smoothed out the engine, and gave it a longer life to handle the heavier load US Highways placed on the little four. 1965 saw the introduction of the MG MGB GT a new body shell designed by the Italian Firm Pininfarina. 

 

1967 saw the introduction of the MG MGC, which sported a 6 cylinder engine to go head to head with the big Healy's. About this time a fully synchronized gear box was added, and an automatic transmission was optional, though not popular. I believe that in 1968 (1967??), the electrical system was converted from the Positive Ground (Earth) typical of British Cars to the North American Standard of Negative Ground. 1968 saw the addition of the third windshield wiper as well. 1970 saw styling changes which included a new black inset grille and the famous Rostyle Wheels. Side marker lights, and restyled tail lights with amber turn signals. US cars bore the split rear chrome bumper.

 

In 1972 the grille changed again. Now showing more chrome, with a black "honeycomb" center section. Most changes were cosmetic during this period with 1974 the last of the chromed bumper cars, but featured the over-riders to meet US Federal safety standards.

 

The first MG's to sport the new US Federal 5 MPH crash bumpers. Additionally, the cars were raised an inch and a half. This caused the 1975 cars to handle badly, with considerable body roll due to increased height and weight. The twin SU carburetors were replaced with a single Zenith Stromberg Carburetor. In 1976 a rear anti-sway bar was added to help restore the late model MGB's to their predecessor standards. 

 

In 1977 the engines were designed to use unleaded gasoline, and sported catalytic converters. Also in 1977 the cam was changed to the infamous "Smog Cam" reducing horsepower even more. The front wall in the engine compartment was moved forward, to accommodate a future optional Rover V8 engine. California cars facing tougher emission requirements used the Lucas 45DM electronic ignition. 1977-78 Federal cars used the more un-reliable 45D4 and switched in 1979 to the 45DM. As production started winding down the MGB LE was produced in 1980 (about 6500 cars) which used a lot of the odd bits still lying around the factory, and attempted to inject some life into the now failing sales. 

 

All in all 512,243 MGBs rolled off the line at Abingdon, of which 386,961 were MGB roadsters, and 125,282 were MGB GT's. More MGB's were sold than any other British car or any sports car in the world. The MGB defined the meaning and character of the sports car, and gave it life. When all was said and done, the MGB proved to be a fun to drive performance car, that was easy to maintain, and inexpensive to own.