SMOOTH, WILLING MG B

Press, Volume CV, Issue 30952, 7 January 1966, Page 7

SMOOTH, WILLING MG B

IMPORTS cars have an ' appeal all their own. and the MG B we tested this week is no exception. It is well-equipped, comfortable, enjoyable to drive and very safe.

The performance of the MG B is good but not remarkable. Gone are the days when sports cars were the fastest vehicles on the road, and there are several saloons that will better the MG acceleration of about 12 seconds from start to 60 m.p.h. But acceleration and top speed are not everything, and when driving enjoyment is considered the MG B scores well. This latest model has a five main bearing engine, which is very smooth. The MG B is a two-seater for all but short trips, when it is possible to squeeze in another one or even two adults. The model tested was equipped with heater, screenwasher and wire wheels. These, like such items as a headlamp flasher and ashtrays, are extras. HOOD

Weather protection is provided by the usual folding hood, which takes one person

about three minutes to take down and slightly longer to erect. It is draught-proof, free from drumming, and provides good visibility through large transparent panels. But half the fun of sports cars is driving with the “lid off.” With the hood down wind noise is not unduly loud, but there is a considerable back-draught, which is not noticeably reduced by windJ ing up the side-windows.

Under the bonnet all service points, including the distributor. are accessible. The boot is really suitable for soft luggage only, for the spare wheel takes up much of the room. With two persons on board, however, there is ample stowage room behind the seats. SEATING

One steps down into the; MG B. and the seating position is low. The driver’s legs! are stretched almost straight.; The seats are well shaped and! upholstered, and are very comfortable. The large transmission tunnel, which divides the accommodation, helps considerably to hold the driver in place: the seat backs would provide better location if they were slightly more curved.

Behind the large steering wheel, which could comfortably be at least an inch smaller, are two circular dials, the 120 miles an hour speedometter and the rev. counter. On the right is the fuel gauge, and on the left a combined water temperature and oil pressure gauge. There are warning lights for generator charge, indicators and headlight main beam. The speedometer is fitted with both trip-meter and total mileage recorder, and towards the centre of the dash is a pull-out choke, the ignition switch, and unmarked toggle switches for wipers and lights. Further to the left are controls for the powerful heater, a locking glovebox and a mapreading light. The stubby gear-lever is well-placed close to the steering wheel, and the pedals are well spaced, but heel-and-toe operation of accelerator and brake is impossible. The rearvision mirror is large and steady. The 1798 c.c. four-cylinder engine is both powerful and flexible, with considerable

low-down torque. It will pull quite happily from less than 20 miles an hour in top gear. The noise level is low. The gear-change is smooth and precise, with good but not obstructive synchromesh. The clutch is also both light and smooth, but has rather a long travel. The performance is good, with third a very useful gear for hills and overtaking, and the ride is firm but comfortable. There is still no syncromesh on first gear. HANDLING

The handling is very safe, and makes fast driving pleasant. The characteristic is a gentle basic understeer, which changes slowly to a gentle oversteer. The harder the car is cornered the more the oversteer, but it is always very progressive and very easy to control.

The steering, with less than three turns lock to lock, is light and precise, and the car can be placed easily and accurately. The brakes —discs at the front—-have plenty of feel and are adequate for the performance. During the fade test they smoked heavily and pedal travel and pressures increased slightly, but they still locked the wheels easily at the end of the test. They recovered normal feel quickly. The handbrake was quite ineffective.

The ride on the grass road was good, but on a moderately rough shingle road there was considerable scuttle shake and many of the shocks were fed back

through the steering to the driver’s hands. The oversteer tendency was increased, but the handling remained safe and predictable. The MG B can be summed up as a smooth, comfortable and willing performer. In fact the smoothness of the power unit and the readiness of its response are the outstanding features of the car. The test car was an English assembled vehicle and finish was good. The car is far from dustproof, however, and the scuttle shake detracts from its otherwise excellent road behaviour. The MG B costs about £1202 (£637 sterling, varying according to extras specified.

TECHNICAL Engine: Four-cylinder o.h.v. j operated by push-rods from . three-bearing camshaft. Five- | bearing, counter - balanced | crankshaft. Solid-skirt, alumI inium-alioy pistons. Bore 80.26 mm., stroke 88.9 mm., capacity • 1798 c.c.. 95 b.h.p. at 5400 r.p.m. Compression ratio 8.8:1. MaxiI mum torque 1101 b ft at 3000 ! r.p.m. Oil-cooler fitted. I Fuel System: Twin S.U. semi-down-draught carburettors fed from rear-mounted electric fuel . pump. Tank capacity 10 gallons.

Gearbox: Four-speed with synchromesh on second, third, and top gears. Central remotecontrol gear change. Steering: Direct rack and pinion with large-diameter, springspoke stering-wheel, 2.9 turns lock to lock.

Suspension: Front: Independent by coil springs and wish-bone-type links controlled by hydraulic dampers. Rear: Semi-elliptic springs controlled by hydraulic dampers. Brakes: Lockheed hydraulic discs at front and drums at rear.