123-489: The Triumph GT6 is a 6-cylinder sports coupé built by Standard - Triumph , based on their popular Triumph Spitfire convertible. Production ran from 1966 to 1973. In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4 (also designed by Michelotti). An unmodified Spitfire 4 was delivered to Michelotti's design studios in Italy and late in 1963
246-457: A triple in power delivery. As such, it also requires crank throws at 60° – . Such designs appear to have been limited to diesel engines such as the Detroit 71 series , marine engines, and outboard motors. Some of the 120 possible crankshaft configurations have useful properties. Still, all of them have a rocking imbalance that may or may not require a balance shaft, depending on
369-452: A 0–60 mph (0–97 km/h) time of 10.1 seconds. Performance was now comfortably ahead of the MGB GT, which reached about 105 mph (169 km/h) and 0–60 mph (0–97 km/h) in approximately 13 seconds. Fuel economy was also improved to 28 mpg ‑imp (10 L/100 km; 23 mpg ‑US ). The last USA models performed relatively poorly, owing to
492-626: A 1.8 L flathead petrol engine used by the Opel 8/40 PS . The displacement of this engine was expanded as it was used in later models such as the Opel Kapitän and Opel Admiral , with later versions switching to an overhead valve (pushrod) design. In 1968, the straight-six versions of the Opel CIH engine were introduced, initially using a single overhead camshaft (SOHC) with some later versions using double overhead camshafts (DOHC). Production of
615-492: A 2013 case in which a driver in a hired 1963 MGB was killed in a collision with a taxi. A limited production of 2,000 units of the RV8 was produced by Rover in the 1990s. Despite the similarity in appearance to the roadster, the RV8 had less than 5% parts interchangeability with the original car. The MGB remains a popular choice for collectors due to inexpensive and readily available parts and simple mechanics. All MGBs (except
738-531: A V6 engine replaced it. The Nissan TB overhead valve engine was introduced in 1987 and produced alongside the other straight-six engines. The six-cylinder versions of the Prince G engine were introduced in 1963 and remained in production until 1969, three years after Prince's merger with Nissan. The 1969–1973 Nissan S20 dual overhead camshaft engine (used in the Nissan Fairlady and first generation of
861-497: A comfortable driver's compartment offered plenty of legroom. A parcel shelf was fitted behind the seats. The MGB achieved a 0–60 mph (97 km/h) time of just over 11 seconds. 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. From 1975, US-market MGB engines were de-tuned to meet emission standards, ride height
984-640: A federal version. 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. Subsequent to the launch of the Mazda MX-5 in 1989, British Motor Heritage (by then owned by Rover Group ) had placed the MGB bodyshell back in production to serve the MGB restoration market. The success of the MX-5 had given Rover confidence that
1107-533: A lower-cost version of the Oakland six, powered by the Pontiac Split-Head Six flathead engine, which used two cylinder heads. This engine was replaced by the 1941–1954 Pontiac flathead six . The unrelated Pontiac OHV 6 overhead valve engine was produced in 1964–1965, based on a Chevrolet design. Pontiac's final straight-six engine was the 1966–1969 Pontiac OHC 6 overhead camshaft engine, which
1230-645: A progressive, modern design in 1962, using a unitary structure, instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB's rival, the Triumph TR series. However, components such as brakes and suspension were developments of the earlier 1955 MGA, with the B-Series engine having its origins in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and
1353-472: A right-angled rear bench seat and far more luggage space than in the roadster. Relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars and a different windscreen which was more easily and inexpensively serviceable. In 2019, Road & Track named the GT one of the "16 of Pininfarina's Most Beautiful Designs That Aren't Ferraris." Although acceleration of
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#17328010669431476-614: A scuttle panel behind the seats making access difficult; the location gave excellent weight distribution and thus improved handling. The charging system used a Lucas dynamo. 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. From 1972 there were two different Pirelli Cinturato radial tyre sizes factory-fitted to new cars, depending on whether
1599-455: A single overhead camshaft engine in 1979 and upgraded to dual overhead camshafts before production ended in 2008 (with the 1G-FE being the final variant). Nissan's first straight-six engine was the 1950–1952 Nissan NAK flathead petrol engine, which continued in various forms until production of the Nissan P engine ended in 2003. The 1963-1965 Nissan K overhead valve petrol engine was used in
1722-597: A straight six version of the Chrysler flathead petrol engine. This was replaced by the 1959–2000 Chrysler Slant-6 overhead valve straight-six petrol engine, which was so named due to the 30-degree angle used to reduce the height of the engine (with the trade-off of a wider engine). The Slant-6 was released in the Dodge Dart economy car and used in many models until a V6 engine replaced it after 30 years. The Chevrolet Stovebolt overhead valve straight-six petrol engine
1845-496: A straight-six engine compare favorably with the more common straight-four engines and V6 engines , which experience significant secondary dynamic imbalance, resulting in engine vibration. As engine reciprocating forces increase with the cube of piston bore, the straight-six is a preferred configuration for large truck engines. An even-firing six-cylinder two-stroke engine requires ignitions at 60° intervals, or else it would run with simultaneous ignitions and be no smoother than
1968-415: A straight-six was the 1961–1969 Alfa Romeo 2600 executive car before the company switched to V6 engines. Mercedes-Benz's history of straight-six engines began with the 1913 Mercedes D.I aircraft engine. The first automotive straight-six engine was the 1924–1929 Daimler M836 3.9 L petrol engine. Following World War 2, Mercedes resumed production of straight-six engines with the 1951 introduction of
2091-509: A three-main-bearing engine (1962–1964) differed from its later counterpart. 1968 to 1974.5 1974.5 to 1980 Overdrive operated in fourth gear only in units made from February 1977 onward. Early MGBs 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 inch to 14-inch (360 mm) wheels). MGB GTs first began using
2214-414: A tube-type rear axle in 1967. This unit was substantially stronger, being, like the later gearbox, designed for the three-litre MGC. All MGBs used the tube-type axle from 1968. All MGBs were fitted with 11-inch (280 mm) solid (non-ventilated) disc brakes on the front with drum brakes on the rear. The front brake calipers were manufactured by Lockheed and used two pistons per caliper. The brake system on
2337-412: Is a piston engine with six cylinders arranged in a straight line along the crankshaft . A straight-six engine has perfect primary and secondary engine balance , resulting in fewer vibrations than other designs of six or fewer cylinders. Until the mid-20th century, the straight-six layout was the most common design for engines with six cylinders. However, V6 engines became more common in the 1970s. By
2460-402: Is due to the front and rear trio of cylinders moving in pairs (albeit 360° out of phase), thus canceling out the rocking motion present in a straight-three engine . The secondary balance is due to the crank throws being arranged in three planes offset at 120°, resulting in the non-sinusoidal forces summing to zero for all free forces until the sixth order. The engine balance characteristics of
2583-464: Is the German brand BMW , which has always used a straight-six layout for its six-cylinder engines. Since 2017, the trend of switching to V6 engines has reversed due to the ability to create a modular engine family of straight engines sharing many components. Examples include the 2017–present Mercedes-Benz M256 engine , the 2019–present Jaguar Land Rover Ingenium engines (AJ300 and AJ300D versions),
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#17328010669432706-605: The Austin-Morris division of British Leyland , as a four-cylinder, soft-top sports car . It was announced and its details first published on 19 September 1962. Variants include the MGB GT three-door 2+2 coupé (1965–1980), the six-cylinder sports car and coupé MGC (1967–1969), and the eight-cylinder 2+2 coupé, the MGB GT V8 (1973–1976). Replacing the MGA in 1962, production of the MGB and its variants continued until 1980, though fixed roof GT models ceased export to
2829-570: The BMW M337 (produced until 1958). Production of straight-six engines resumed in 1968 with the BMW M30 single overhead camshaft engine, built for 27 years and used in various models. The 1978–1989 BMW M88 engine was a double overhead camshaft design that was introduced in the BMW M1 mid-engine sport car. BMW's introduction of turbocharged straight-six engines (aside from the low-volume variants of
2952-508: The Duramax Straight-6 turbocharged diesel engine has been available in several General Motors SUV and light truck models since 2020. On March 25, 2022, Stellantis announced their new turbocharged straight-six engine, called Hurricane. Two outputs are available, a standard 400 or 500 hp (298 or 373 kW; 406 or 507 PS) high performance rated at 450 or 475 pound force-feet (610 or 644 N⋅m) of torque. The turbos on
3075-534: The Ford 240 I6 from 1965 through 1972. The Ford 300 cu in (4.9 L) version of the straight-six engine was built from 1965 until 1996, with notable uses in trucks, SUVs, and vans. However, Ford straight-sixes were replaced by V6 engines in passenger cars during the mid-1970s. In 1908, the Oldsmobile Model Z was powered by a flathead straight-six petrol engine, which was produced until 1912 (in
3198-674: The Ford Falcon large sedan was introduced with a locally-built version of the American Ford Straight-6 overhead valve engine. In 1998, these engines were upgraded to a single overhead camshaft design. This was followed in 2002 by the Ford Barra dual overhead camshaft engine in 2002, which was produced in both naturally aspirated and turbocharged versions. The Ford Barra engine remained in use until Ford Australia ceased local production in 2016. The Chrysler Valiant
3321-514: The MGB GT . Moreover, the unit was comparatively smooth and tractable, in contrast to the MG's four cylinder BMC B-series engine , which produced almost the same power in twin carburettor form, but at higher revs. Fuel economy was very reasonable for the period at 20 mpg ‑imp (14 L/100 km; 17 mpg ‑US ), and the interior well up to the competition. The only major criticism
3444-686: The Mercedes-Benz M180 overhead camshaft engine. In 1985, the Mercedes-Benz OM603 3.0 L diesel straight-six engine was introduced. In 1996, the company replaced its petrol straight-sixes with a series of V6 engines, although it continued producing diesel straight-six engines. Production of petrol straight-six engines resumed in 2017 with the introduction of the Mercedes-Benz M256 turbocharged DOHC engine. Opel began production of straight-six engines in 1927 with
3567-659: The Nissan Cedric Special 50 luxury car. Using a similar design, the Nissan H30 engine was used in several luxury cars from 1965 through 1989. In 1966, Nissan began production of the six-cylinder versions of the Nissan L single overhead camshaft engine, which was produced until 2009. The 1985–2004 Nissan RB engine , used in the Nissan Skyline and several other cars, was produced in single overhead camshaft and dual overhead camshaft configurations until
3690-721: The Nissan Skyline GT-R ) was based on the Prince G engine. Mitsubishi produced six-cylinder versions of the Mitsubishi KE engine from 1963 to 1970, as well as the rare six-cylinder versions of the Mitsubishi 6G34 version of the single overhead camshaft "Saturn" engine from 1970 to 1976. The 2000–2006 Daewoo Magnus (also called the Chevrolet Evanda, Chevrolet Epica, Holden Epica, or Suzuki Verona)
3813-531: The Oldsmobile Limited luxury car) in displacements of 453 cu in (7.4 L), 505 cu in (8.3 L) and 706 cu in (11.6 L). Oldsmobile's next straight-six engine was introduced in the 1913 Oldsmobile Six luxury car, initially with a displacement of 380 cu in (6.2 L), followed by a displacement of 177 cu in (2.9 L) for the 1917-1921 Oldsmobile Model 37 luxury car. The later generations of
Triumph GT6 - Misplaced Pages Continue
3936-536: The Oldsmobile Straight-6 also used a flathead design from its introduction in the 1923 Oldsmobile Model 30 luxury car until it was replaced in 1950 by Oldsmobile's V8 engine. The 1913–1929 Oakland Six luxury car was powered by a flathead petrol engine produced in displacements of 177 cu in (2.9 L) and 334 cu in (5.5 L). In 1926, the Pontiac Six was introduced as
4059-410: The (adjacent) catalytic converter tended to crack the intake–exhaust manifold. All MGBs used an SU-built electric fuel pump . All MGBs from 1962 to 1967 used a four-speed manual gearbox with a non-synchromesh, spur cut first gear. Optional overdrive was available. 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
4182-454: The 1,798 cc MGB engine) and new suspension changed the vehicle's handling, and it received a mixed response in the automotive press. It later transpired that the BMC press department had set the tyre pressures of the cars in the launch fleet incorrectly (to the same values as the standard MGB) and that even the correct pressures were insufficient to get the best handling from the car. The MGC
4305-675: The 1938 Jaguar 3½ Litre sports saloon/coupe and the 1948 Jaguar Mark V luxury car. The 1927 Rover Two-litre luxury car introduced the company's IOE straight-six petrol engine. This engine was used in various Rover models until the Rover P5 was discontinued in 1973, and in various Land Rover models from the 1961 Land Rover Series IIA until 1980 Land Rover Series III . The 1928 Austin 20/6 luxury car introduced Austin's flathead straight-six petrol engine. The 1938-1939 Austin Twenty-Eight used an enlarged version of this engine. This
4428-460: The 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful, and in 1965 resulted in 13th overall and a 1st in class at the prestigious 24 Hours of Le Mans (beating their main rivals,
4551-518: The 1968 model year a Mark II model. Changes included new gearboxes with revised ratios and synchromesh on all four gears, an optional Borg-Warner 35 automatic gearbox (except in the US, peculiarly), a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. The Mk II's new gearboxes required significantly altered floorpan sheet metal with a new, flat-topped transmission tunnel. To meet US safety regulations for
4674-399: 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 standardised. 1969 also saw three windscreen wipers instead of two to sweep
4797-459: The 1998–2006 Volvo S80 ) used the uncommon design of a transversely-mounted straight-six engine. Production of Volvo straight-six engines ceased in 2015. BMW's first product was the 1917 BMW IIIa straight-six aircraft engine. The company began production of automotive straight-six engines in 1933 with the BMW M78 petrol engine, a 1.2 L overhead valve design that evolved over the years into
4920-465: The 2000s, V6 engines replaced most straight-six engines. In terms of packaging, straight-six engines are almost always narrower than a V6 engine or V8 engine , but longer than straight-four engines , V6s, and most V8s. Straight-six engines are typically produced in displacements ranging from 2 to 4 L (122 to 244 cu in), however engines ranging in size from the 0.7 L (43 cu in) Benelli 750 Sei motorcycle engine to
5043-569: The 2021–present Stellantis Hurricane engine and the 2022–present Mazda Skyactiv-X and Skyactiv-D engines. Alfa Romeo's first production straight-six engine - 6.3 L flathead petrol engine - was introduced in 1921 in the Alfa Romeo G1 luxury car. An overhead valve design was introduced in the 1922 Alfa Romeo RL sports car, and an overhead camshaft design was used in the 1927 Alfa Romeo 6C sports car and various racing cars from 1927 until 1954. The last Alfa Romeo model using
Triumph GT6 - Misplaced Pages Continue
5166-467: 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. With a pre-war British racing green colour, tinted glass, gold body stipes and other gold trim, 751 Jubilees were made. One was destroyed in an advertising stunt that went wrong. There are thought to be about half of them left as of 2021. The final 1,000 LE models were
5289-401: The 6.7 L (409 cu in) Cummins B Series engine pickup truck engine have also been produced. Due to its well-balanced configuration, the straight-six can be scaled up to substantial sizes for heavy trucks, locomotives, industrial and marine use. If an appropriate firing order is used, a straight-six engine has perfect primary and secondary engine balance . The primary balance
5412-409: 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
5535-652: The E-Type associations. No doubt a consideration by Triumph to play it up. "The 'plus' is easily identified by the newly designed enamelled badges asymmetrically placed at the rear and on the hood." Rear tinted glass with integrated heating element was also equipped. Optional extras available for 1970 included safety hex-hub, centre locking, 60 spoke double laced wire wheels with each spoke "hand torqued to Triumph specifications". Racing mag or aluminium wheels, custom chrome plated steel roof rack, bumper guards, space for under dash radio were also listed. The final major facelift for
5658-538: The GT was slightly slower than that of the roadster, owing to its increased weight, top speed improved by 5 mph (8.0 km/h) to 105 mph (169 km/h) because of better aerodynamics. A special edition of the GT was produced in 1975 for the 50th Anniversary of the MG Car Company. It was in pre-war British Racing Green, had tinted glass, gold body stripes, V8 alloy wheels painted in gold and black, and other gold trim. 751 Jubilees were made, one of which
5781-569: The GT6 came in 1970 in the form of the Mk III. This time the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end. Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for
5904-739: The Hurricane Standard Output deliver a peak boost of 22 psi, while the Hurricane High Output turbos deliver 26 psi of peak boost. The 3.0 L Hurricane is produced at Stellantis’ Saltillo Engine Plant in Mexico. Toyota's first straight-six engine was the Toyota Type A , produced from 1935 through 1947. The Type A was an overhead-valve petrol engine based on the Chevrolet Stovebolt engine. This
6027-491: The Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme pre-dating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s. The following models were produced during the production run: Production Total (all models): 40,926 The new car was introduced in 1966 and called
6150-505: The M30 engine in the 1980s) was in 2006 BMW N54 and the production of naturally aspirated engines ceased in 2015. As of 2022 , the BMW B58 turbocharged straight-six engine remains in production, along with its higher performance BMW S58 variants. Rolls-Royce's first straight-six engine was a 6.0 L IOE petrol engine, which was used in the 1905 Rolls-Royce 30 hp luxury car. This car
6273-521: The MG Midgets). The Spitfire's competitive success and the continuing commercial success of the production vehicle led Triumph to re-evaluate its shelved plans for a GT version of the Spitfire. To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 2.0 L (1,996 cc) Triumph inline 6 originally derived from
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#17328010669436396-486: The MGB GT V8 in 1973 powered by the aluminium block/aluminium head 3,532 cc Rover V8 engine , first fitted to the Rover P5B . The V8's 137 hp (102 kW) and 193 lb⋅ft (262 N⋅m) of torque allowed it to reach 60 mph (97 km/h) in 7.7 seconds and go on to a 125 mph (201 km/h) top speed. Fuel consumption was just under 20 mpg. By virtue of its aluminium cylinder block and heads,
6519-431: 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 dual-circuit (separate front and rear systems) were installed on all MGBs to comply with US regulations. Servo assistance (power brakes) was not standard until 1975. Many modern and contemporary testers have commented on the very heavy brake pedal pressure needed to stop
6642-687: The MGB was cannibalising the TR7's sales and this therefore was a justification for taking it off the market. However, the TR7 failed to sell and was axed a year later. The MG marque was subsequently used to badge engineer sports versions of the Austin Metro , Austin Maestro and Austin Montego throughout the 1980s, prior to the re-emergence of the MGB in late 1992 as the MG RV8. The fixed-roof MGB GT
6765-455: The MGB, 15 inch wheels with Pirelli Cinturato 165HR15 tyres (CA67). a lower geared rack and pinion and special torsion bar suspension with telescopic dampers. Like the MGB, it was available as a coupé (GT) and roadster. An overdrive gearbox or three-speed automatic gearbox were available as options. The car was capable of 120 mph (193 km/h) and a 0–60 mph time of 10.0 seconds. The heavy engine (209 lb heavier than
6888-554: The Mk I. Braking was updated to a dual circuit system with tandem master cylinder and emission systems began to appear in markets that mandated them. The early emission systems consisted of a diaphragm type EGR valve, carbon canister and evaporation lines and were used on other cars of the period. The fuel cap was changed to a self-sealing magnetic design. The interior was updated with a new 'non-reflective' 'anti-dazzle' walnut finish dashboard and gauges with 'black rimmed instruments'. Gone were
7011-559: The Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform to new crash regulations, necessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds. The major changes were altered valve timing and larger inlet valves, with an increase to
7134-667: The Opel CIH engine continued until 1993, when a V6 engine replaced it. Volvo began production of straight-six engines with the 1929–1958 Penta DB flathead petrol engines. The company resumed production in 1969 with the Volvo B30 overhead valve petrol engine, followed by the straight-six versions of the Volvo Modular Engine introduced in 1995 and then the Volvo SI6 engine introduced in 2006. Several models (such as
7257-579: 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. Both chrome and rubber-bumpered GT versions of the V8-powered MGB were produced by the factory with production ending in 1976. MG never attempted to export the MGB GT V8 to
7380-633: The SC and then in use in the Triumph Vitesse (which shared a similar chassis with the Spitfire and Triumph Herald ). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the "Spitfire" prefix) to emphasise its GT styling and its 6-cylinder engine. Contemporary Triumph marketing advertised the GT6 as being developed from the "race winning Le Mans Spitfires" to capitalise on their aesthetic similarities, whereas
7503-585: The TR7. When the Abingdon factory finally closed in late 1980, British Leyland did not replace it, with the EX234 prototype finally being sold at auction in 2016. The decision to discontinue the MGB came about largely due to the poor sales performance of the Triumph TR7 , which had largely taken over as BL's contemporary offering in the small sports car market. BL management felt that continued production of
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#17328010669437626-533: The Triumph GT6. The new body was a sleek fastback design with an opening rear hatch, earning the GT6 the nickname of poor man's E-Type . It was really a 2-seater, but a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in
7749-683: The U.S. Their response came with the 1969 model year, with the introduction of the GT6 Mk II, branded in North America as the GT6+. The rear suspension was significantly re-engineered using reversed lower wishbones and Rotoflex driveshaft couplings, taming the handling and turning the Triumph into an MGB beater. The Vitesse was also modified, but the Spitfire had to wait until 1971's Mk IV for any improvements to be made. There were other changes for
7872-402: The US in 1974. Sales for the MGB, MGC and MGB GT V8 combined totaled 523,836 cars. After a 12-year hiatus, the MGB re-entered production as the heavily modified MG RV8 with a limited run of 2,000 cars before finally being replaced in 1995 by the MG F . Development of the MGB started at least as early as 1958 with the prototype known by its Abingdon codename; MG EX205. In structure the car was
7995-430: 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
8118-417: The United States. It chose not to even develop a left-hand-drive version of the MGB GT V8, although the Rover V8 engine had been offered in certain US-bound Rover models. The P6 3500, however, was withdrawn from the US after 1971 and the Rover 3500 SD1 only introduced in 1980 (its engine equipped with power-sapping emissions equipment) so that during the lifetime of the MGB GT V8 the engine was not being built in
8241-428: The V8 and 6 cylinder versions) used the BMC B-Series engine . This engine was essentially an enlarged version of that used in the MGA with engine displacement being increased from 1,622 to 1,798 cc. The earlier cars used a three-main-bearing crankshaft, 18G-series. In February 1964 positive crank-case breathing was introduced and the engine prefix changed to 18GA, until October 1964, when a five-bearing crankshaft design
8364-525: The application. The six pistons with six unique phases cannot be "paired" as in the four-stroke case. The Detroit engines used a configuration that, once the primary rocking couple was balanced out, was also perfectly balanced at all other rocking couples until the 6th order. Mercury came to use a configuration that canceled only the primary rocking couple and was run without a balancer. The reciprocating masses of all configurations are still imbalanced at only 6th-order and up in their plane of motion. Still,
8487-465: The balance of kinetic energy exchange between pistons has improved to a residual 6th-order-and-up inertial torque oscillation compared with the four-stroke design being imbalanced at 3rd-order and up. Crankshafts for straight-six engines usually have either four main bearings (i.e., a bearing in between each pair of crankpins and one at each end) or seven main bearings (i.e., a bearing between every crankpin): The first production straight-six engine
8610-414: The car was a roadster,(155/80x14) or a GT (165/80x14). With the 1974.5 arrival of the rubber bumper cars the factory-fitted tyre size was simplified to 165/80x14 for all cars, irrespective of whether the car was a roadster or a GT, and also irrespective of the wheel type (wire or RoStyle). The factory built V8s were fitted with alloy wheels and full profile 175HR14 tyres. The "Jubilee" model, made to celebrate
8733-414: The cheaper (but still effective) "swing-spring" layout fitted to the Spitfire Mk IV. This was a modification of the swing axle rear suspension used on the Herald-derived models, with the transverse leaf spring mounted on a pivot, eliminating roll stiffness at the rear, and thus greatly reducing the jacking effect under cornering loads. To compensate for this loss of roll stiffness, a larger front anti-roll bar
8856-464: The chrome toggle switches that festooned earlier models, having been replaced with smart non-reflective black rocker switches in keeping with the anti-glare theme. Headliners and matching sun visors were shipped in black and white, with white being the dominant colour in North America presumably an attempt to tame the beastly interior heat found in North American cars. Better interior ventilation
8979-539: The compression ratios being reduced to allow the use of lower octane unleaded petrol . The Mk III never sold in the numbers hoped for by Triumph, and was comprehensively beaten in the marketplace by the MGB. Triumph refused to release an official convertible version of the GT6 and, after poor sales, it was dropped from the Triumph range at the end of 1973, although a few cars were sold the following year. Straight-six engine The straight-six engine (also referred to as an inline-six engine ; abbreviated I6 or L6)
9102-410: The driver, model dependent. The switch was moved to the top of the gearshift knob in 1977. Overdrives were fitted to less than 20% of all MGBs. There were three different types of overdrive transmissions fitted to the MGB. 1962–64, 1965–67 The gearbox input shaft, flywheel and engine backing plate were changed with the advent of the five-main-bearing engine in 1965. Therefore, the transmission for
9225-461: The early gearbox was replaced by a full synchromesh unit based on the MGC gearbox. This unit was designed to handle the 150net bhp of the three-litre engine of the MGC and was thus over-engineered when mated with the standard MGB B-Series engine. The same transmission was used in the 3.5-litre V8 version of the MGB-GT-V8. An automatic three-speed transmission was also offered as a factory option, but
9348-403: The extra weight of the new engine. The overall vehicle weight unladen was 1,904 lb (864 kg). The interior of the GT6 features a wooden dashboard housing a full complement of instruments, with carpets and heater included as standard. The new car's engine provided a 106 mph (171 km/h) top speed and 0–60 mph (0–97 km/h) in just under 12 seconds, a little better than
9471-479: 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 early as 1964 with the EX234, but due to the excellent sales of the MGB and MG Midget , BMC cancelled it in 1966. In 1968 a second proposed replacement
9594-459: 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 Sabrina . 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
9717-433: The last cars to leave the factory with alloy wheels. 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. The MGB offered better space utilisation to passengers and luggage than the preceding MG A, despite being both 3 in (7.6 cm) shorter in wheelbase and overall length, and 2 in (5.1 cm) lower. Growing in width by
9840-434: The market for 2 seater roadsters had re-emerged, and the decision was taken in 1991 to create an updated MGB model. The suspension was only slightly updated, sharing the leaf spring rear of the MGB. The boot lid and doors were shared with the original car, as were the rear drum brakes. The engine was the 3.9-litre version of the aluminium Rover V8, similar to the one previously used in the MGB GT V8. A limited-slip differential
9963-455: The non-servo-assisted cars. The MGB initially had an extremely simple electrical system. 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 ignition switch was also mounted on the dash. Like the MGA, the MGB used two 6-volt batteries wired in series to give a 12-volt positive earth configuration. The batteries were placed under
10086-429: The prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc (70 cu in) Standard SC engine , and plans for producing the Spitfire GT4 were shelved. Michelotti's fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for
10209-473: The required percentage of the glass (US market only), high seat backs 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
10332-455: The same, gave the MGB a distinctly lower and more squat stance than its forebear. The suspension was 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 in (36 cm). In late 1967, enough changes were introduced for MG to declare
10455-549: The top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) at 5000 rpm, and produced 117 lb⋅ft (159 N⋅m) of torque at 3000 rpm. The increased power necessitated certain changes to the Spitfire mechanics; the radiator was new and mounted further forward in the car and the gearbox was the stronger unit from the Vitesse 2 litre, with synchromesh on all 4 forward gears. An optional Laycock de Normanville overdrive
10578-450: The use of air or smog pumps. In 1971 UK spec cars still had 95 bhp (71 kW) at 5,500 rpm, with 105 lb⋅ft (142 N⋅m) torque at 2,500 rpm. Engine prefixes became 18V and the SU carburettor needles were changed for reasons of the latest emission regulations, under ECE15. By 1973 it was 94 bhp (70 kW); by 1974 it was 87, with 103 lb⋅ft (140 N⋅m) torque; by 1975 it
10701-406: The width of the head. Performance improved slightly to 107 mph (172 km/h), but perhaps more noteworthy the 0–60 mph (0–97 km/h) time dropped to 10 seconds. The fuel economy was also improved to 25 mpg ‑imp (11 L/100 km; 21 mpg ‑US ) average. Overdrive remained a popular option for the manual transmission with the same specifications as
10824-501: Was 85 with 100 lb⋅ft (140 N⋅m). Some California specification cars produced only around 70 hp (52 kW) by the late 1970s. The compression ratio was also reduced from 9:1 to 8:1 on US spec cars in 1972. All MGBs from 1963 to 1974 used twin 1.5-inch (38 mm) SU carburettors. US spec cars from 1975 used a single Stromberg 1.75-inch (44 mm) carburettor mounted on a combination intake–exhaust manifold. This greatly reduced power as well as created longevity problems as
10947-634: Was also fitted. The MG RV8 debuted at the British International Motor Show in October 1992. The British Motor Heritage manufactured bodyshell was painted at Rover's Cowley plant before final assembly at Cowley where the cars were hand-built in a separate unit, the LVA . The interior featured veneered burr elm woodwork and Connolly leather . The engine produced 190 bhp (142 kW) at 4,750 rpm, achieving 0–60 mph (96 km/h) in 5.9 seconds. Largely due to
11070-491: Was also to be used for the new Austin 3-litre four-door saloon. In the twin SU carburettor form used in the MGC the engine produced 145 bhp (108 kW) at 5,250 rpm. 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. It had different brakes from
11193-481: Was cancelled in 1969 after less than two years of production. 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. In 1967 Prince Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years later. MG began offering
11316-505: 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
11439-483: Was destroyed in an advertising stunt that went wrong. There are thought to be about half of them left as of 2021. The MGB Berlinette produced by the Belgian coach builder Jacques Coune used a raised windscreen to accommodate the fastback. Fifty-six were produced. The MGC was a 2,912 cc, straight-six version of the MGB sold from 1967 and produced until August 1969 with some sales running on into 1970. The car
11562-490: 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. 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. This was cancelled in 1970 in favour of the more-conventional Triumph Bullet, which later became
11685-421: Was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the knock-on wire wheels were no longer available. The unladen weight increased slightly to 2,030 lb (920 kg). Engine power and torque for the Mk III was similar to the Mk II, but better aerodynamics led to a new top speed of 112 mph (180 km/h) and
11808-469: Was followed by an IOE version in 1916. The 1951 Hudson Hornet introduced a 308 cu in (5.0 L) flathead straight-six engine. These engines dominated dirt track and NASCAR racing at the time. Production of the Hudson I6 continued after the 1954 merger forming American Motors Corporation and was eventually replaced by a new Rambler V8 after 1956. In 1924, Chrysler began production of
11931-589: Was followed by the AJ6 and AJ16 engines, produced from 1984 to 1996, before being replaced by a Ford-derived V6 engine. The 1948–1959 Lagonda straight-6 dual overhead camshaft petrol engine was used in various Aston Martin and Lagonda cars. This engine's successor was the Tadek Marek-designed straight-six used in the DB4 (1958), DB5 (1963), DB6 (1965) and DBS (1967). The Ford Zephyr 6 overhead valve engine
12054-412: Was followed by the 1962–1988 Chevrolet Turbo-Thrift engine (also using an overhead valve design), which was replaced by various General Motors V6 engines. The 1952 through 2006 AMC Straight-6 petrol engine initially used a flathead design before being upgraded to an overhead valve design in 1956. A new I6 design with a short stroke and seven main bearing crankshaft was introduced in 1964. The engine
12177-423: Was followed by the first generation Toyota F overhead valve engine, which was produced from 1949 to 1975, which in turn was followed by the 2F version from 1975 to 1988 and the fuel-injected 3F / 3FE version from 1988 to 1992. This was replaced by the dual overhead camshaft Toyota FZ engine , produced from 1993 until 2008. Produced alongside these engines was the single overhead camshaft Toyota M engine , which
12300-534: Was given the model code ADO52. It was intended as a replacement for the Austin-Healey 3000 Mk. III which would have been ADO51 but in that form never got beyond the design proposal stage. The first engine to be considered was an Australian-designed six-cylinder version of the BMC B-Series but the production versions used a new seven-main-bearing development of the Morris Engines designed C-Series that
12423-554: Was increased by an inch (25 mm), and distinctive rubber bumpers were fitted to meet bumper standards . 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). Nevertheless, the British AA motoring association has described the car, like many other classic models, as much less safe than modern cars. The issue received public attention following
12546-531: Was introduced in 1929 as a replacement for the brand's straight-four engines and was produced in displacements of 181 cu in (3.0 L), 194 cu in (3.2 L) and 207 cu in (3.4 L). The second generation of this engine family - often referred to as the Blue Flame engine - was produced from 1937 to 1962 in displacements of 216 cu in (3.5 L), 235 cu in (3.9 L) and 261 cu in (4.3 L). This
12669-685: Was introduced in 1962, powered by the American Chrysler Slant 6 . In 1970, the Valiant switched to the Chrysler Hemi-6 overhead valve engine, an Australia-only engine that was produced until Chrysler Australia ceased production of large cars in 1981. MG MGB#MGB GT The MGB is a two-door sports car manufactured and marketed from 1962 until 1980 by the British Motor Corporation (BMC), later
12792-407: Was introduced in 1965 and produced over seven generations until 1993 (with the 7M-GTE being the final version of the M engine). The M engine was replaced by the dual overhead camshaft Toyota JZ engine , which was produced from 1990 to 2007 and is arguably known as Toyota's best straight-six engine. Toyota's third line of straight-six engines was the 2.0 L Toyota G engine , which was released as
12915-414: Was introduced in October 1965. Production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a greenhouse designed by Pininfarina and launched the sporty " hatchback " style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe. This new configuration was a 2+2 design with
13038-670: Was introduced in the Willys Jeep Station Wagon . At the time of its introduction, the Tornado engine had the lowest specific fuel consumption of an American gasoline (petrol) engine. The Tornado engine was replaced by the AMC I6 engine. In 2001, General Motors resumed production of straight-six engines with the Vortec 4200 dual overhead camshaft petrol engine. This engine was used in various SUV models until 2009. Also,
13161-647: Was introduced in the Dutch Spyker 60 HP racing car in 1903. Straight-six engines increased in popularity in the years after and by 1909, approximately 80 manufacturers were using them (including 62 in the United Kingdom). Prior to the 1950s, V6 engines were rarely used, due to the poorer engine balance of V6 engines compared to straight-six engines. Since the 1980s, however, the shorter length of V6 engines has seen most manufacturers replace straight-six engines with V6 engines. An exception to this trend
13284-403: Was introduced, the engine prefix became 18GB. Horsepower was rated at 95 net bhp on both five-main-bearing and earlier three-bearing cars with peak power coming at 5,400 rpm with a 6,000 rpm redline. Torque output on the MGB had a peak of 110 lb⋅ft (150 N⋅m) and fuel consumption was around 25 mpg. US specification cars saw power fall in 1968 with the introduction of emission standards and
13407-548: Was not helped at all by the increased weight at the front of the car. The handling was most bitterly criticised in the USA, an important export market for Triumph, where they were traditionally very strong. Similar criticism was being levelled at the Vitesse saloon , which shared the GT6's engine and its handling problems. Triumph realised that they needed to find an answer to the handling problem, if only to maintain their reputation in
13530-511: Was of its rear suspension; the GT6 inherited the swing-axle system from the Spitfire , which in turn was copied from the Herald small saloon . In the saloon it was tolerated, in the little Spitfire it was not liked and in the powerful GT6 it was heavily criticised. Triumph had done nothing to improve the system for the GT6 and the tendency to break away if the driver lifted off the power mid-corner
13653-408: Was offered giving a 20 per cent overdrive on 3rd and 4th gears. In effect this added only one ratio as overdrive 3rd was identical to 4th without overdrive. The overall gearing of overdrive and non-overdrive cars was not different as the non o/d cars came with a 3.27:1 differential while the overdrive cars' diffs were the same as the Vitesse 2 litre at 3.89:1. Front springs were uprated to cope with
13776-527: Was powered by a 1.3-1.6 L overhead camshaft straight-six petrol engine. The 1931–1932 MG F-type tourers, 1932–1934 MG K-type sports cars, and 1934–1936 MG N-type sports cars were powered by an overhead camshaft straight-six petrol engine. During the mid-1930s, the Riley MPH sports car and Riley Kestrel 6 saloon were produced in small numbers and were powered by dual overhead camshaft straight-six petrol engine. The 1947 Bristol 400 luxury car
13899-613: Was powered by an overhead valve straight-six petrol engine based on the design of the BMW M328 engine. This engine remained in use until the Bristol 406 was discontinued in 1961. The dual overhead camshaft Jaguar XK6 engine petrol engine was produced from 1948 to 1992 in the Jaguar XK120 sports car. Introduced as a 3.4 L, it was used in passenger and racing cars, produced in displacements of 2.4 to 4.2 L. The XK6 engine
14022-573: Was powered by the Daewoo XK6 straight-six petrol engine, which is one of the few straight-six engines to be used in a transverse engine front-wheel drive car. From the 1950s to the 2010s, many cars produced in Australia were powered by a straight-six engine. Holden's first car, the 1948 Holden 48-215 sedan, was powered by the Holden 'grey' motor , an overhead valve petrol engine. This engine
14145-521: Was provided via flow-thru vents in the rear pillars in addition to a two-speed blower. Interior window cranks and door levers were changed and shared with the TR6 model. Tops of interior doors were covered with foam backed vinyl trim. US Market cars also received high back reclining bucket seats. The rear reversing/number plate lamp fixture for 1970 was borrowed from the E-Type Jaguar, further cementing
14268-419: Was replaced by Chevrolet's straight-six engine and Buick's V6 engine. a The overhead valve Buick Straight-6 petrol engine was introduced in the 1914 Buick Six luxury car and was produced until 1930. Buick did not make another six-cylinder engine until they introduced a V6 engine in 1962. The 1916 through 1926 Hudson Super Six was powered by a 289 cu in (4.7 L) straight-six petrol engine. This
14391-605: Was replaced by the Austin D-Series engine , an overhead valve engine initially designed for trucks, which was used in passenger cars from 1947 until 1968 (along with several Jensen Motors models from 1946 to 1962). The overhead valve BMC C-Series was used by various BMC brands from 1954 to 1971, followed by the 2.2 L version of the BMC E-Series overhead camshaft engine, which was produced from 1970 until 1982. The 1930–1936 Wolseley Hornet six lightweight car
14514-532: Was replaced by the Holden 'red' motor , which was produced from 1963 to 1980 and in turn followed by the 1980–1984 Holden 'blue' motor . The final locally produced Holden straight-six was the 1984–1986 Holden 'black' motor , which was initially replaced by the Japanese-built Nissan RB30 engine before Holden switched to a locally-built V6 engine. Ford produced straight-six engines for the longest time of any Australian manufacturer. In 1960,
14637-479: Was replaced by the 1906–1926 Rolls-Royce Silver Ghost , which switched to a flathead (side-valve) design for its straight-six engine. In 1906, the Standard Six luxury car was introduced, powered by a 20 hp (15 kW; 20 PS) I6 petrol engine. Standard's engines were also used in several cars built by SS Cars and its successor Jaguar, such as the 1932 SS 1 sports car, the 1936 SS Jaguar 100 and
14760-467: Was rugged, reliable, and became noted for longevity. A turbocharged racing engine based on the AMC Straight-6 engine block produced 875 hp (652 kW) and competed in the 1978 Indianapolis 500 race. The final application for the AMC Straight-6 engine was the 2006 Jeep Wrangler (TJ) , after which a V6 replaced it. The 1962 through 1973 Jeep Tornado overhead camshaft straight-six engine
14883-413: Was unpopular. Electrically engaged overdrive gearboxes were an available option on all MGBs. The overdrive unit was operational in third and fourth gears (until 1977, when overdrive was only operational in fourth) but the overall ratio in third gear overdrive was roughly the same as fourth gear direct. The overdrive unit was engaged by a toggle switch on the dashboard or by pulling the wiper lever towards
15006-575: Was used in several of the company's sports cars. The 1906–1908 Ford Model K luxury car used a 405 cu in (6.6 L) straight-six petrol engine and was the only Ford six-cylinder passenger car engine until the 1940s. The Ford flathead I6 was produced from 1941 until 1951, followed by the Ford OHV I6 overhead valve engine from 1952 through 1964, then the Ford Thriftpower Six overhead valve engine from 1960 until 1982, and
15129-687: Was used in the Ford Zephyr executive car and several other models from 1951 to 1966. The Triumph I6 overhead valve straight-six petrol engine was produced from 1960 to 1977 and debuted in the Standard Vanguard Six sports saloon. The Leyland PE166 engine was loosely based on the Triumph design and was produced from 1977 to 1986. The 1972–1977 TVR 2500M sports car was powered by the Triumph I6 engine. Then, from 1999 to 2007, TVR's own TVR Speed Six dual overhead camshaft engine
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