Replacing the MGA in 1962, production of the MGB and its variants continued until 1980, though fixed roof GT models ceased export to the US in 1974.

The three-bearing 1,798 cc B-Series engine produced 95 hp (71 kW) at 5,400 rpm – upgraded in October 1964 to a five-bearing crankshaft.

The MGB was one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph (48 km/h) impact with an immovable barrier (200 ton).

[citation needed] The MGB remains a popular choice for collectors due to inexpensive and readily available parts and simple mechanics.

This greatly reduced power as well as created longevity problems as the (adjacent) catalytic converter tended to crack the intake–exhaust manifold.

The overdrive unit was engaged by a toggle switch on the dashboard or by pulling the wiper lever towards the driver, model dependent.

Many modern and contemporary testers have commented on the very heavy brake pedal pressure needed to stop the non-servo-assisted cars.

Dash-mounted toggle switches controlled the lights, ventilation fan, and wipers with only the direction indicators being mounted on a stalk on the steering column.

The batteries were placed under a scuttle panel behind the seats making access difficult; the location gave excellent weight distribution and thus improved handling.

Later MGBs had considerable changes to the electrical system including the use of a single 12-volt battery, a change from positive to negative earth, safety-type toggle (rocker) switches, alternator in lieu of dynamo, additional warning lights and buzzers, and most common functions moved to steering column stalks.

The "Jubilee" model, made to celebrate the 50th anniversary of the company in 1975, had the alloy wheels from the V8, allegedly because the V8 was not selling and they had a large stock.

The suspension was softer, giving a smoother ride,[citation needed] and the larger engine gave a slightly higher top speed.

The Mk II's new gearboxes required significantly altered floorpan sheet metal with a new, flat-topped transmission tunnel.

Rubery Owen RoStyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised.

[citation needed] 1969 also saw three windscreen wipers instead of two to sweep the required percentage of the glass (US market only), high seat backs with head restraints and side marker lamps.

The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models.

In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples.

[16] It was lifted up 30 feet through a first floor window of the Grade I listed building with inches to spare[17] and now forms part of the collection on display in the main gallery.

[19] In 1968 a second proposed replacement was developed, the ADO76, but British Leyland had ceased work on that project by the end of 1970; the ADO76 would ultimately become the rubber-bumper version of the MGB in 1974.

[20] A third MGB replacement was developed in 1969, this time with a mid-mounted BMC E-series engine, semi-independent Hydrolastic suspension and Ferrari-like styling.

The MGB Berlinette produced by the Belgian coach builder Jacques Coune used a raised windscreen to accommodate the fastback.

[25] The body shell needed considerable revisions around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburettor clearance.

At the time of the car's launch the manufacturers stated that the Austin-Healey 3000 would continue to be offered as a parallel model priced on the domestic market at £1,126, compared to the MGC's £1,102.

[29] By virtue of its aluminium cylinder block and heads, the Rover V8 engine weighed approximately 20 kilos less than MG's iron four-cylinder.

Unlike the MGC, the V8 that provided the MGB GT V8's increased power and torque did not require significant chassis changes nor sacrifice handling.

Abingdon built seven LHD examples, sent them to America to achieve certification, and brought them back to the UK to be sold to mainland European countries.

The success of the MX-5 had given Rover confidence that the market for 2 seater roadsters had re-emerged, and the decision was taken in 1991 to create an updated MGB model.

[citation needed] The high price of the car put it in direct competition with contemporary rivals from specialist manufacturers such as TVR which offered modern technology and a more up to date driving experience.

[41] Initially, assembly was undertaken by the Pressed Metal Corporation at its Enfield facility, but was subsequently moved to BMC Australia’s Zetland plant in 1968.

[1] Specially tuned MGBs (including some with aluminium panels) were successful in international road competition events, scoring a Grand Touring category victory in the 1965 Monte Carlo Rally.