The MGB-GT model was introduced in 1965, 3 years after the MGB, and was a development of it. The GT version has virtually the same mechanical parts, and a body shell that is nearly identical in the lower areas but with a roof, hatchback, different windscreen, different windows in the doors, and side windows behind the doors. The design for the GT version was a result of work with Pininfarina.

Like the MGB, the GT has an 1800cc 4 cylinder BMC B series engine with 2 1.5 inch S.U. carburettors, 4 speed gearbox, live rear axle and independent front suspension. Up to 1967, the gearbox had synchromesh only on the top 3 gears, but with the introduction of the MGB Mk. II in late 1967 this was changed to a completely new all synchromesh box. Overdrive was always an option. Most US examples are seen with wire wheels, but this was in fact an optional extra, making the original steel wheels a rarity.

This example is a Mk. II and has, in addition to the gearbox, a number of features that were mandated by the American safety and pollution legislation that was coming into play at the time. The safety specifications included headrests, a large padded dash, side reflectors, collapsible steering column, and a dual sided braking system. For pollution, exhaust port air injection as well as a PCV valve were installed.

This particular MGB-GT has been in my ownership for over 16 years and sadly doesn't look as good today as it did when we took it on the trip where the above photo was taken (the location is Mt. St. Helens in Washington State). My education on the MGB and on classic autos in general has come a long way since I bought this car! Along the way I learned that this car had been badly damaged and repaired poorly, and most likely it was not a good example to buy. At least today I know a lot more about the telltale signs! This car always has exhibited strange handling characteristics in the wind at higher speeds, and in addition there are certain telltale ripples in a critical framelike section of the unibody between the firewall and the front crossbar. I think it was probably in a bad accident, and the damage was severe enough that it was not repaired well. Before I learned this I used to maintain the car's appearance, but since then I have considered the bodyshell to be expendable and so I only maintain the mechanicals. I planned to remove the mechanical parts and dispose of the bodyshell. After all, I have a nice replacement nearly ready to go, and in addition I have concluded that the 1967 GT is the best one to have and I have one of those in restorable condition as well! My eventual plan is to have a nice matched pair of an MGB roadster and a GT in the same color and with the same features and options.

Over the years I've owned this car I've done countless jobs on it and recounting them all would be tedious and most likely boring to read too! The biggest job was rebuilding the engine after a blown oil hose reduced the oil pressure of the previous engine. This rebuild, in the summer of 1988, was pretty well done, and the only trouble since then has been a blown head gasket.

I've experimented with various modifications and options on this car, and so it has a 3rd brake light, an upright spin-on oil filter, the mechanical oil pressure gauge from a later car (after the blown oil hose I no longer trust electrical oil gauges!), front A-arm bushings of solid delrin, rear telescopic shocks on special heavy duty mounts, an aluminum cast and machined valve cover (I made this myself in a college engineering course), electronic fuel pump, front larger diameter sway bar, battery cut off switch, and more.

This car was used for years on a daily basis, but became more of a beater than a classic. But it had been my basic transport vehicle for years, and I was used to it! An MGB-GT is a surprisingly useful little car, and I have used it for moving and all sorts of chores. The MGB has very predictable driving characteristics that give me real confidence. You can lock up and drag a wheel, or blow out a tire in an MGB with really no adverse effects at all. It's fast enough and handles well enough to enjoy but doesn't have so much power that you can get in over your head.

Nevertheless as part of my trimming down program I decided to sell the car. The new owner, Marty Adkins, a club member, was made well aware of the damaged condition of the bodyshell, but did not seem to mind. He has made considerable cosmetic improvements to the car, as well as mechanical rebuilds. I have gotten to see the car on a few occasions, the following photos are at a meet in Santa Clara. Marty unfortunately did not want the replacement body shell, and so it has gone to another new home, except I kept the rebuilt front suspension- see my page on my '67 MGB.