The MGB GT V8’s story started well before its introduction in 1973.
Abingdon was trying to fit V8s in the MGB bodyshell as early as 1967. A prototype with a
Daimler 2.5 litre V8 being the first. The all alloy Rover V8, itself originally a Buick
unit was an ideal choice and the formation of British Leyland in the late sixties made the
engine available to Abingdon. Ken Costello who owned a tuning business started to sell a
modified MGB with a Rover V8 unit installed from 1971. There is quite some debate on
whether MG or Costello actually came up with the idea of using the Rover unit and why BL
stopped supplying V8s to Costello just before the introduction of MG’s car. As we
will see later, even MG had difficulty obtaining the power-plants.
Rover’s all alloy V8 engine went on to power a whole range of cars
from the Range Rover to specialist cars such as today’s ultra fast TVRs.
The Abingdon car was introduced to the public in August 1973 uniquely in
GT form and for the home market, it’s Rover unit was identical to the one used in the
Range Rover apart from a different inlet manifold which allowed more space for the
carburetors ( unlike the MGC, the bonnet is identical to the B’s). In this form it
produced 137 BHP. The V8 also had special wheels, although of the same diameter, up-rated
springs and a different instrument cluster.
Even if reviews of the car weren't as bad as for the MGC, reception was
lukewarm. The general feeling was that the car had too much of a vintage feel to it and
wasn't' comfortable enough, although performance was fine.
The GT V8 evolved with the MGB, getting rubber bumpers for 1975. The
last car rolled 
off the assembly line in September 1976. Production totaled a mere 2591 cars.
There are many reasons for the V8’s commercial failure, like it’s high price
(2,294 £, when a B GT only cost 1,547 and a Ford Capri 3000GXL a Mere 1,824), the oil
crisis, the lack of it’s presence in the US and the fact that MG had some difficulty
getting hold of enough engines.
