Fast Road MGB
MGB Roadster ” Fast Road”
Er is weer een bijzondere auto binnen. Een MGB Roadster uit 1965* met een door Red Baron Garage & Derondeau Motorentechnik gebouwd blok, ook wel een “Fast Road MGB”. De motor is een pareltje. Het is een opgeboord en gebalanceerd blok. Met een SP724 nokkenas.
De kop is ook geport en geflowed. Er ligt een Big Bore uitlaat onder de auto om het geheel af te maken.
Onderstaande komt van de MGB-wiki
The roadster was the first of the MGB range to be produced. The body was a pure two-seater; 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 (electrically activated) overdrive transmission. Wheel diameter dropped from 15 to 14 inches (360 mm).
In late 1967, sufficient changes were introduced for the factory to define a Mark II model for the 1968 model year. Changes included synchromesh on all four gears with revised ratios, an optional Borg-Warner automatic gearbox (except in the US), a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel.
To meet US safety regulations for the 1968 model year, the MGB received a plastic and foam rubber covered “safety” dashboard, dubbed the “Abingdon pillow”, and dual circuit brakes. Other markets continued with the steel dashboard. Rubery Owen RoStyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardized.
1969 also saw three windscreen wipers instead of two (to sweep the required percentage of the glass), high back seats with head restraints and side marker lamps. The next year saw a new front grille, recessed, in black aluminium. The more traditional-looking polished grille returned in 1973 with a black “honeycomb” insert. In North America, 1970 saw split rear bumpers with the number-plate in between, 1971-1974 returned to the earlier single-piece full-length style chrome bumper.
Further changes in 1972 were to the interior with a new fascia.
To meet impact regulations, 1974 US models had the chrome bumper over-riders replaced with oversized rubber ones, nicknamed “Sabrinas” after the 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.
New US headlight height regulations also meant that the headlamps were too low. Rather than redesign the front of the car, British Leyland raised the car’s suspension by 1-inch (25 mm). This, in combination with the new, far heavier bumpers, resulted in significantly poorer handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). 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. US emissions regulations also reduced horsepower.
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. Due to a high demand for the limited edition model, production ended with 6,682 examples. The UK received bronze-painted roadsters and a silver GT model limited edition. The production run of homemarket limited edition MGBs was split between 421 roadsters and 579 GTs.
The last MGB roadster produced at Abingdon returned to Abingdon County Hall Museum on 1 December, 2011, with the help of British Motor Heritage. It was lifted up 30 feet through a first floor window of the Grade I listed building with inches to spare and now forms part of the collection on display in the main gallery.
Work on a successor for the MGB had been undertaken as long ago as 1968, but British Leyland had ceased work on that project by the end of 1970. When the Abingdon factory finally closed in late 1980, British Leyland did not replace it.