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Berlinetta Weekly – LOT 15 – 1975 MGB GT V8

Registration number: JHC 875P
Chassis Number: GD2D1-2497G
Engine Number: 2260

Overview:

‘…one of the finest enforcement cars available – the MG “B” GT V-8. This car is very difficult to fault; it goes well, stops well, and handles well in the dry and the wet. It is so perfect for police work it could have been designed specifically for the job.’  “Police Review” magazine, August 17, 1973.

Good enough for the boys in blue, good enough for us!

After 10 years in production and 10 years of both the press and public crying out for the MGB to be given the power its more than capable chassis deserved, in 1973 (some years after engineers such as Ken Costello had proved it did fit) British Leyland eventually succumbed and dropped their ‘in house’ Buick derived aluminium Rover V8 engine into the bay that could have been designed for it. In an instant power leapt from a respectable 98 bhp to a very healthy 137, despite the raging fuel crisis persuading the powers that be (or is that lack of powers) that the ‘low compression’ engine was the one to use even though this resulted in a further whole 6 ‘free’ bhp being spurned. The up-side was the V8 was in a totally unstressed state of tune and with a negligible weight increase over the iron block and head B Series unit (the B GT V8 weighed in at a negligible 7lbs more than its 4 pot sibling and a massive 228 lbs less than the car it directly replaced, the MG C), the rest of the car could mercifully remain pretty much as it was for its lesser brethren. Even the twin SU carburettors were treated to a redesigned inlet manifold and ‘lobster claw’ air cleaner arrangement to avoid the need for a bespoke bonnet. This was crucially important to BL who were still smarting from the engineering and production nightmare that was the MGC which required redesigned suspension and yet was still perceived to be an inferior driving machine to the car that spawned it. The Rover V8 was by comparison ‘plug and play’ as the young bloods say these days.

Despite what on paper looked to be a shoe-in winner, the V8 remained in production for but three years and while a run of 2,591 cars (or 2600 according to Ex-Abingdon V8 expert Geoff Allen) might sound respectable by say TVR standards when model runs often failed to break into three figures, the half a million MGB’s produced in total does emphasis this model’s rarity. The lack of visual differentiation was perhaps in part responsible for less than runaway sales figures though for someone looking for a stealthy ‘Q Car’ (an unmarked Police car for example) the discrete V8 badges and unique alloy centred wheels were probably all they wanted.

Never produced by the factory in roadster configuration, either because the convertible’s body-shell was not considered strong enough to handle the additional power (or perhaps more likely torque,) or due to powerful, open cars being ‘too scary’ as some commentators of the time would have people believe, the fastback GT was the only body style available. Standard too for all factory V8s was the overdrive gearbox and MGC derived 3.07:1 differential ratio, all of which combined to give a 0 to 60 time of 8.6 seconds and a top speed of 124 mph neither of which were too shabby for the early to mid-1970s.

JHC 875P is a genuine factory V8, confirmed by its GD2D1 chassis number and it was registered on 2^ndAugust 1975 no doubt to take advantage of the newly issued ‘P’ plate valid from the day before. It has had just two owners for the last 30 odd years, the most recent of which was Mr Barry “Sideways” Sidery-Smith, MGB racer of some repute and long term custodian of the famous Works MGB racer DRX 255C, who has owned this V8 since 2007.  Barely used recently the B has covered less than 200 miles since 2009 when it was disinterred, revived and successfully MOT tested in February this year.

We have all come across cars that look to be in very nice condition at first glance with shinny paintwork and sparkling chrome only for them to frankly be a bit of a disappointment on closer examination; this BGT V8 is actually the antithesis of this. Its green paintwork (we think it is ‘Tundra’ but are happy to be corrected by those more knowledgeable about such things) looks as though it may well be original but it has suffered a little in storage and a has been subjected to a couple of localised ‘rattle can’ type touch ups. Given this, the underside of the car is actually in surprisingly good condition with all the floors, as far as we could see, in fine order both inside and out. Indeed underneath the car it looks to be as solid as any we have seen and a lot better than many; our first impressions were a pleasantly surprised wow! All the pressings and jacking points remain sharp and though protected by a good layer of under-seal, this is not a recently applied finish and may even have been in place since the car was built. The sills all appear sound and straight with correct seams and mouldings and it is well worth while spending a little time examining the photos of the car’s underside in the gallery.

While it would obviously be the new owner’s choice, to us some diligence with cutting compound, T Cut and then polish would make the paintwork while not perfect, very presentable and this would very much emphasise the cars very original condition. Having said that, the apparent structural integrity of the shell means you could also make a strong argument for a full respray of the bodywork.

The original Dunlop part alloy, part steel construction wheels appear to be sound but could perhaps benefit from refurbishment. As these have been unobtainable for some years now it is encouraging that the full complement of five are present. The tyres are serviceable though there was one ‘advisory’ noted by the MOT tester who spotted a small amount of perishing to the off side front’s inner sidewall. The car’s strong originality is maintained by a set of period ‘V8’ mud flaps (with a spare in the boot to go with the wheel!)

Chrome-work is very presentable with no major pitting or blemishes while the V8 badges are correctly positioned on the boot and near side front wing only, (not the off side, we know times were tough but really BL?). The equivalent grill badge is not present however – more on that shortly.

Inside the original cord and vinyl trim in ‘Autumn Leaf’ (again we assume, do correct us if you know better) is in pretty good shape as are the carpets which again may well be the originals. Unfortunately the rear seat base is currently missing though it is hoped it will turn up. A very period Long and Medium wave Radiomobile radio is still in place in the centre consol.

The engine and its bay look to be again very original and unrestored with a full complement of chassis plate, commission tag and welded on body number, along with the unique to the B GT V8 ‘lobster claw’ carburettor set up and remote oil filter.

There is a tow bar fitted as we understand a previous owner hitched up a small lightweight trailer to the car occasionally. Rest assured the V8 was never pressed into service as a race car tow vehicle!

From cold after barely a full revolution of the engine on the starter, the V8 fires instantly reflecting the recent mechanical going over she has enjoyed. The B is understood to drive very well indeed and gives the impression of a machine in very good mechanical order.

The eagle eyed amongst you will have noted that as a 1975 car, this B would have left the factory wearing rubber bumpers and it has been converted to the more attractive classic chrome versions at some point in the past, possibly some time ago. This would explain the lack of a V8 badge on the grill which was not present on the later cars. Thankfully however the 1975 build pre-dates BLs penchant for somewhat garish seat trims and the place for deck chairs was still considered to be on Worthing pier.

As far as we are able to ascertain, this V8 has never been restored and we certainly could not find any evidence of welded repairs ever having been carried out. It will be for a new owner to decide if the MG is best left as is, mechanically and structurally very sound, and just given the use it surely deserves or if some attention to the cosmetics is the way forward. A strong case can be made for either option.

Registration number: JHC 875P
Chassis Number: GD2D1-2497G
Engine Number: 2260