Discussion
After a few years of neglect and abuse I attempted to "sell" my GTV8.. I couldn't give it away.. it looks a bit rough as it has been well used and was my daily driver up until a few months ago.
So anyway I've now decided to restore it..I didn't want to break it or see it just rot away.
I've always liked the look of the Sebring MGCGTs but I know they're not eveyones cup o' tea and as I intend to sell it on completion should I keep it as close to original as possible, as the GTV8 factory car is relatively rare, or just go for it and do a Sebring look-a-like and run the risk of liking it so much I won't sell it....
So anyway I've now decided to restore it..I didn't want to break it or see it just rot away.
I've always liked the look of the Sebring MGCGTs but I know they're not eveyones cup o' tea and as I intend to sell it on completion should I keep it as close to original as possible, as the GTV8 factory car is relatively rare, or just go for it and do a Sebring look-a-like and run the risk of liking it so much I won't sell it....
Had the same problem about 2 years ago selling my BGTV8 - it went abroad in the end. Basically didn't have the time to keep 6 cars on the road with 2 major projects already underway. Seen the pictures of it restored - looks amazing. Not to mention it is one of the most driveable classics around - power is easily handleable
Quite tidy (Baccus's one) - but otherwise......
Streamlined Morris Oxford!
I have no love for the MGB because it was a typical British Leyland designed down to a price hunk of junk.
While Abingdon managed to improve it with the V8, it lived far too long, and should have been replaced before 1969 with a new model with new running gear.
Compare it to the MGA with it's alloy twin-cam engine.
You the take the running gear from a Morris Oxford, with all of inherant agricultural problems (lever arm shocks from the 1930's), and a poor cart spring setup at the rear, add a streamlined body, and "Look a Sportscar daddy".
There is only one MGBV8 I've ever had an interest in, and that was built by Malcolm Beer for Peter Cox, and that ran a 4.5L ex-Toleman V8, 5speed Getrag box, with proper coilover suspension, and looked very very nice, plus was clocked through the speed trap just after Blanchimont at Spa doing a cool 180mph. Peter always said, the car would win, if only he could drive, and didn't weigh close on 20stone.
I'm surprised it hasn't sold though. There must be someone with an imitation flying jacket that wants to buy it. Perhaps they've all bought MX5's now.....
Rob.
Streamlined Morris Oxford!
I have no love for the MGB because it was a typical British Leyland designed down to a price hunk of junk.
While Abingdon managed to improve it with the V8, it lived far too long, and should have been replaced before 1969 with a new model with new running gear.
Compare it to the MGA with it's alloy twin-cam engine.
You the take the running gear from a Morris Oxford, with all of inherant agricultural problems (lever arm shocks from the 1930's), and a poor cart spring setup at the rear, add a streamlined body, and "Look a Sportscar daddy".
There is only one MGBV8 I've ever had an interest in, and that was built by Malcolm Beer for Peter Cox, and that ran a 4.5L ex-Toleman V8, 5speed Getrag box, with proper coilover suspension, and looked very very nice, plus was clocked through the speed trap just after Blanchimont at Spa doing a cool 180mph. Peter always said, the car would win, if only he could drive, and didn't weigh close on 20stone.
I'm surprised it hasn't sold though. There must be someone with an imitation flying jacket that wants to buy it. Perhaps they've all bought MX5's now.....
Rob.
Edited by thunderbelmont on Saturday 4th November 10:08
thunderbelmont said:
I have no love for the MGB because it was a typical British Leyland designed down to a price hunk of junk.
Oh come on! Maybe they kept it alive for too long, but today it is is a very practical, reliable and fun to drive classic. Improving the suspension is very easy: just fit Koni of Spax shocks. It makes a great difference! The 4 pot engine has lots of grunt from low revs, and is even nicer when blueprinted. Also parts are relatively cheap.
Sounds great to me...
klassiekerrally said:
thunderbelmont said:
I have no love for the MGB because it was a typical British Leyland designed down to a price hunk of junk.
Oh come on! Maybe they kept it alive for too long, but today it is is a very practical, reliable and fun to drive classic. Improving the suspension is very easy: just fit Koni of Spax shocks. It makes a great difference! The 4 pot engine has lots of grunt from low revs, and is even nicer when blueprinted. Also parts are relatively cheap.
Sounds great to me...
Interestingly (to me anyway) I was reading a couple of weeks ago that the MGB had independant suspension until about a year before it was launched. It was apparently replaced by the live axle due to technical problems, although the cost aspect must have helped the decision.
I second the practical, reliable and fun to drive comments, it may not be the fastest way to cover ground, but it's certainly enjoyable and flattering to my capabilities.
niva441 said:
Interestingly (to me anyway) I was reading a couple of weeks ago that the MGB had independant suspension until about a year before it was launched. It was apparently replaced by the live axle due to technical problems, although the cost aspect must have helped the decision.
I second the practical, reliable and fun to drive comments, it may not be the fastest way to cover ground, but it's certainly enjoyable and flattering to my capabilities.
I second the practical, reliable and fun to drive comments, it may not be the fastest way to cover ground, but it's certainly enjoyable and flattering to my capabilities.
Regarding the independant suspension - that's true. MG had some nice designs for the B, which did not include any of the running gear from the Morris Oxford. A proper independant rear end, more advanced than the iffy Triumph TR4, a development of the MGA's twincam motor, and a better gearbox.
In the end, it became a parts bin special just to save money.
Regarding reliable. As reliable as a B series can be. Or not as the case may be. One of my old school mates was a MG nut, and swore by his chrome bumper B. He was working on it nearly every weekend, just to keep it running sweet.
My aged Opel Ascona, and the ancient Opel Manta before that, needed nothing more than a bog standard oil/filters/plugs/brakes service every 6month. Started on the button, and blitzed any MGB/GT on both road holding and performance.
One car that nobody here has mentioned - the MG-C. A dog. A commercial iron 6pot engine slotted into the B. Handling was dreadful, and an 1800TC Marina would run rings around it, and they were barking too.
BMC managed to destroy so much in the 1960's, through takeovers, aquisitions, and gifts (like Alvis). There were so many good designs destroyed by the short sighted committees that ran the show. Morris Garages created so many concepts that were swept under the carpet, never to see the light of day, which would have put them at the forefront of sportscar/sports saloon manufacturing.
In the midlands, Rover-Standard-Triumph were gifted the Alvis car production facilities and designs. The Triumph people only OK'd the deal on the premis that all Alvis stuff was destroyed, and Alvis designs would never form part of any future lineup. The sour grapes that followed Alvis' decision to drop the Triumph 4sp o/d box in favour of a 5 speed getrag. The Alvis 3litre 6 was ever so much better than anything that came out of the Triumph factory, a proper 7 bearing crank, reliable consistant power. They used disc brakes all round, on a superb chassis. All binned for politics. I was told this by someone who worked for Triumph as an apprentice, and took an early retirement/redundancy package before Rover went belly up just before BMW took them over. He was astounded by the things that went on when Triumph swallowed Standard too.
Ok, so you say the MGB is crap because it is not as good as it could have been.
I think that is not completely fair. Fact is that it was the best selling sportscar (although you question that title) before the MX5 took over that label. So at least in that respect is was a succes.
And I still think a well restored MGB is a reliable car. The mechanics are robust (agricultural), the chassis/body is pretty stiff for a roadster and on the electrical side there's just not much that can go wrong.
And a GTV8 is a gorgeous body with a wonderful sounding alloy V8. I'd drive it every day if I could.
I think that is not completely fair. Fact is that it was the best selling sportscar (although you question that title) before the MX5 took over that label. So at least in that respect is was a succes.
And I still think a well restored MGB is a reliable car. The mechanics are robust (agricultural), the chassis/body is pretty stiff for a roadster and on the electrical side there's just not much that can go wrong.
And a GTV8 is a gorgeous body with a wonderful sounding alloy V8. I'd drive it every day if I could.
The Alvis company were actually taken over by Rover prior to joining BMC.
This was what Rover had in mind for Alvis.... a mid engined Rover V8 powered coupe based on the P6BS.
Only Jaguar didn't like it and stomped all over Rover on the BMC board. Absolutely tragic.
Instead we got the XJS.
This was what Rover had in mind for Alvis.... a mid engined Rover V8 powered coupe based on the P6BS.
Only Jaguar didn't like it and stomped all over Rover on the BMC board. Absolutely tragic.
Instead we got the XJS.
Edited by 215cu on Thursday 16th November 16:30
Klassiekerrally & Dinkel,
Maybe you guys should come over to Ghent & have a go in my GT V8 (pic in profile)... For now it's standard, but I have some glorious (Peter Burgess) modified cylinder heads, SU needles & K&N filters ready for installation.
Just give me a bit of time to sort out the number plates.
Apparently, Uncle Dave's site is down, so I'm putting in a pic here...
Maybe you guys should come over to Ghent & have a go in my GT V8 (pic in profile)... For now it's standard, but I have some glorious (Peter Burgess) modified cylinder heads, SU needles & K&N filters ready for installation.
Just give me a bit of time to sort out the number plates.
Apparently, Uncle Dave's site is down, so I'm putting in a pic here...
Edited by Church of Noise on Tuesday 28th November 22:54
UPDATE: 
(like you give a shit)
Car is now in the workshop being stripped out.
A couple of rust problems to cure (one floorpan needs replacing)and I expect when the wings come off there will be other areas to look at.
Decided on BRG for the bodywork with yellow front valance and a totally stripped interior.
Hopefully be back on the road by Feb '07 ready for another A23 Blat.
(like you give a shit) Car is now in the workshop being stripped out.
A couple of rust problems to cure (one floorpan needs replacing)and I expect when the wings come off there will be other areas to look at.
Decided on BRG for the bodywork with yellow front valance and a totally stripped interior.
Hopefully be back on the road by Feb '07 ready for another A23 Blat.
Gassing Station | Classic Cars and Yesterday's Heroes | Top of Page | What's New | My Stuff