1978 MG MGB

Convertible

4 - Cyl.

Manual

GHN5UJ452103 G

Clear

Gasoline

1978 MGB CONVERTIBLE NO RESERVE HIGH BIDDER GETS IT! This is a great example of British Heritage. The MGB is a classic from the word go. There is no mistaking the look and this car turns heads wherever I go. I have really enjoyed owning this piece of history however now I need to let her go. I purchased this car from the second owner about 4 years ago, and have enjoyed hassle free ownership of this car ever since. The car was completely restored by the second owner, and it runs great. It has about 20K on it since the restore and was never a trailer queen. These cars are meant to be driven. All around the car is great condition. The motor is solid and it burns clean and fires right up every time. Even when left sitting for more than a week. The 4 speed manual transmission has the coveted overdrive feature for smooth highway motoring. The interior is in great shape with no rips or tears. The dash looks great and everything works like it should. The paint is in very good shape. Although it could very well be a daily driver, the paint shows very well. These cars are great, simple to fix, and a joy to drive. The suspension is great and car handles like the fun car that it is. The tires are brand new all around. The car includes a box or two full of spare parts and other items for the car including a full size spare, and factory original steering wheel, although I prefer the wood one that is on the car right now (see pics). Here is a little info about the MGB. The MGB is a sports car launched by MG Cars in May 1962 to replace the MGA and manufactured until 22 October 1980—originally by the British Motor Corporation and later by its successors. MGB production continued throughout restructuring of the British motor industry, and the parent company’s transition from BMC to British Motor Holdings (in 1966) and to British Leyland Motor Corporation (in 1968) Originally introduced as a convertible ("roadster")in 1965 the MGB featured a four-cylinder petrol engine. The MGB was a relatively modern design at the time of its introduction. It utilized a monocoque structure that reduced both weight and manufacturing costs as well as adding chassis strength. This was a considerable improvement in comparison to that of the traditional body-on-frame construction used on the earlier MGA and T-type models as well as the MGB's rival, the Triumph TR series. The design included wind-up windows and a comfortable driver's compartment, with plenty of legroom and a parcel shelf behind the seats. The MGB's performance was brisk for the period aided by the relatively light weight of the car. Handling was one of the MGB's strong points. The 3-bearing 1798 cc B-Series engine produced 95 hp (71 kW) at 5,400 rpm. The engine was upgraded in October 1964 to a five-bearing crankshaft in an effort to improve reliability. A majority of MGBs were exported to United States. The MGB gained an inch in ride height and the distinctive rubber bumpers which came to replace the chrome for all markets. 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). Engine: All MGB's utilized the BMC B-Seriers Engine. This engine was essentially an enlarged version of that used in the MGA with displacement being increased from 1622cc to 1798cc. The earlier cars used a three main bearing crankshaft until mid 1965 when a 5 bearing crankshaft design was introduced. Horsepower was rated at 95 on both 3 main bearing and earlier 5 bearing cars with peak power coming at 5400 rpm with a 6000 rpm redline. Torque output on all MGB is good with a peak of 110lbf. Carburation: All MGB from 1963-1974 used Twin 1.5 Inch SU carburettors. US Spec cars from 1975 used a single Stromberg 1.75 inch carburettor mounted on a combination intake/exhaust manifold. All MGBs used a Lucas built electronic fuel pump. Gearbox:: All MGB's from 1962-1967 used a four-speed manual gearbox with a non-synchronized (or strait-cut) first gear. This gearbox was based on that used in the MGA with some minor upgrades to cope with the additional output of the larger MGB engine. In 1968 the early gearbox was replaced by a fully synchronized unit based on the MGC gearbox. This unit was designed to handle the 150HP 3 litre engine of the MGC and was thus over-engineered when mated with the standard MGB B-Series engine. Electrically engaged overdrive gearboxes were an available option on all MGBs. The overdrive unit was operational in third and fourth gears but the overall ratio in third gear overdrive was roughly the same as fourth gear direct. Later cars allowed the overdrive to operate only in fourth gear. The overdrive unit was engaged by a toggle switch located on the dash on 1963-1967 cars and on a column stalk switch on later cars. Overdrives were fitted to less than 20% of all MGBs making it a very desirable feature. Rear Axle: Early MGB's used the "banjo" type differential carried over from the MGA with the rear axle ratio reduced from the MGA's 4.1 (or 4.3) to 3.9 to 1. (Compensating for the reduction from 15" to 14" Wheels.) MGB GT's first began using a tube type rear axle in 1967. This unit was substantially stronger being, like the later gearbox, designed for the three liter MGC. All MGB's used the tube type axle from 1968. Brakes: ALL MGB's were fitted with 11" solid (non-ventilated) disc brakes on the front with drum brakes on the rear. The front brake calipers were manufactured by Girling and used two pistons per caliper. The brake system on the MGB GT was the same as the Roadster with the exception of slightly larger rear brake cylinders. A single circuit hydraulic system was used before 1968 when duel circuit (separate front and rear systems) were installed on all MGBs to comply with US regulations. Servo assistance (power brakes) was not made standard until 1975. Many modern and contemporary testers have commented on the very heavy brake pedal pressure needed to stop the non-servo assisted cars. Electrical System: The MGB initially had an extremely simple electrical system. Dash mounted toggle switches controlled the lights, ventilation fan, and wipers with only the turn signals being mounted on a stalk on the steering column. The ignition switch was also mounted on the dash. Like the MGA, the MGB utilized two 6-volt batteries wired in series to give a 12 volt positive earth configuration. The batteries were placed under a scuttle panel behind the seats making access a bit of a challenge but the location gave excellent weight distribution and thus improving handling. The charging system used a Lucas generater (Dynamo). Later MGBs had considerable changes to the electrical system including the use of a single twelve volt battery, safety type toggle switches, an alternator in place of the generator, additional warning lights and buzzers, and having most common functions moved to steering column stalks. The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches (75 mm) shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four speed gearbox was an uprated version of the one used in the MGA with an optional (electronically activated) overdrive transmission. Wheel diameter dropped from 15 to 14 inches (360 mm). Early in the 1974 model year, to meet impact regulations, US models saw the chrome bumper over-riders replaced with large rubber ones, nicknamed "Sabrinas" after the well-endowed British actress. In the second half of 1974 the chrome bumpers were replaced altogether. A new, steel-reinforced black rubber bumper at the front incorporated the grille area as well, giving a major restyling to the B's nose, and a matching rear bumper completed the change. 1979 MG MGB (North America) New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car's suspension by 1-inch (25 mm). For the 1975 model year only, the front anti-roll bar was deleted from the standard car as a cost-saving measure (though it was still available as an option). British Leyland added further revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. As for this car it is again as shown in the pics. The car will be sold to the HIGHEST BIDDER at NO RESERVE so good luck. The car is sold AS IS. Any buyer should invest the time to drop by and take a look at the car prior to bidding, or feel free to email with any questions. I rest my ebay reputation on the things I have sold in the past as fairly represented. Saying that if you are close enough, then feel free to stop by, and you should check it out as with any major purchase. Shipping is at your cost, however there are a lot of options. You could fly in and drive the car just about anywhere, but I would recommend shipping the car anywhere over a 12 hour drive, as you would want to get used to the car. Door to door shipping rate are very competitive and I have a few suggestions but if you want a shipping quote then please call your own carrier. The car has been garage kept and is housed in West Hills California should you choose to come and take a look at it (which I encourage) After you see the car and drive it, I know you would want it even more. The value of these cars continues to rise and there are clubs and tons of enthusiasts wherever you go. Enjoy owning your investment. GOOD LUCK AND HAPPY BIDDING. FEEL FREE TO EMAIL ME WITH ANY QUESTIONS. I HAVE A LOT OF EXTRA PICTURES THAT I CAN EMAIL. ALSO I HAVE A SHORT VIDEO OF THE CAR RUNNING, AND DRIVING IF YOU WOULD LIKE ME TO EMAIL IT JUST ASK. Finally remember that $750 dollars is due via PayPal 24 hours after the auction, and the balance will be due upon pick up. Any checks from major banks can be cashed prior to pick up