​The MGB GT was born out of a desire to create a more practical and comfortable variant of the MGB roadster, which had been launched in 1962. The roadster was a successful and popular car, but it had some limitations, such as a lack of luggage space, poor weather protection, and noisy ride. The idea was to add a fixed roof and a hatchback to the roadster, creating a 2 + 2 car that could accommodate two adults and two (smallish) children and their belongings, while still retaining the sporty character and performance of the MGB.
 
As early as January 1962 the Abingdon design team, under the direction of John Thornely, had been working on the MGB GT as EX277. The GT was firstly drawn up at Abingdon by Jim Stimson at the request of the MGB lead designer, Syd Enever. These drawings were shown to Longbridge who would have the final sign-off of the model and insisted that the rounded appearance of the roof lacked something.

Instructing that the design be sent to Pininfarina who had a contract to do design work for the company (hence the Farina Austin A40, Farina Austin Cambridge, Morris Oxford, Wolseley 16/60, Riley 4/72, MG Magnette), Pininfarina incorporated the feature line (crease) around the roof and made a protype which was not that much different from the original Abingdon designs. However even Jim Stimson admitted that this improved the looks of the car no end, resulting in a sleek and elegant design that blended harmoniously with the existing MGB chassis and mechanicals. The new car looked like a miniature Aston Martin DB5, with a sloping roofline, a large rear window, and distinctive B-pillars.

The MGB GT made its debut at the London Motor Show in October 1965, and it was an instant success. The car received rave reviews from the press and the public, who praised its looks, practicality, handling, and performance. The MGB GT offered many advantages over the roadster, such as better visibility thanks to an enlarged (deeper) windscreen compared to the roadster, more headroom  - although some say, like the TR7 adverts "the MGB Roadster has 93 million miles of headroom" (roof down of course)!, more boot space and better insulation from noise and vibration. The car also had improved aerodynamics, which increased its top speed by about 5 mph. The MGB GT was also in some markets cheaper than the roadster to insure, as it was classified as a saloon rather than a sports car.
 
The MGB GT was powered by the same 1.8-litre four-cylinder engine as the roadster, producing 95 horsepower and 110 lb-ft of torque. The engine was mated to a four-speed manual gearbox, with an optional overdrive unit. The overdrive operates on both 3rd and 4th gear giving it a 3rd+ and 5th gear or 6 forward ratios overall. The car had independent front suspension, leaf-spring rear suspension, rack-and-pinion steering, and disc brakes at the front and drums at the rear. The car weighed about 2,200 lbs, and could accelerate from 0 to 60 mph in about 13 seconds. The car had a top speed of about 105 mph.
 
The MGB GT was produced until 1980, with some changes and improvements over the years. Some of the most notable ones were:

• In 1967, the car received a revised dashboard with rocker switches instead of toggle switches.
• The MK2 had a recessed grille imposed on Abingdon by Longbridge. The MK3 had the MK1 grille surround with an 'eggbox' grille in black which Abingdon designed to replace the recessed grille. The MK4 had rubber bumpers - see images below for comparison.
• The internal door handles were changed with the MK2 incorporating the Morris Marina internal door handles being used on many of the BL cars of the day and replacing the lever handles used on the MK1, which were also used in the MK1 Austin 1100 and UK-built Minis from MK2 on to the end of production.
• In 1971, the car received a new engine with larger valves and improved cylinder head, increasing the power output to 98 horsepower.
• In 1972, the car received a new gearbox with synchromesh on all gears instead of just three.
• In 1974, the car received rubber bumpers instead of chrome ones, to comply with US safety regulations. All MGB GTs use 165-14 tyres. The roadsters sent out with radial shoes were 155-14. The increased ground clearance on the rubber bumper models (roadster & GT) was achieved by raising the suspension which was a Californian legislative requirement to achieve a minimum bumper height..
• In 1975, the car received an electric cooling fan instead of a belt-driven one.

By Anthony Osborne

​We all owe Gar a huge thank you for organising, herding, marshalling and leading us through some of the most fantastic scenery in the British Isles. It is to be driven again, in the other direction, in 2025. Are you going to join us?

By Anthony Osborne

Having checked out of the Spayside Hotel, already full of a generous Scottish breakfast, we were loading up the cars when we noticed we had an addition to the convoy. Eric Dalton had joined us again, having last met us at the museum in Glasgow. It was great to see him again, and his Rover 200 VdP in the car park.
In convoy we set off for our trip over the Cairngorms to Falkirk via Balmoral and the Royal Lochnager Distillery outlet there.
Due to roadworks closing one of the roads we were to drive down there was a slight diversion that added some 21 miles to the route! We arrived at a car park opposite Crathie Church, the church that the Royal Family use when at the Castle. The attraction for the brief visit to the car park was the facilities that were provided, which almost all of us visited for a comfort break (is that too much information?). A short drive and we were at the distillery outlet. We were amazed at the number of whiskeys that were available there, and the cost of some of the rarer ones (I would have had to take out a mortgage to buy many of them!).  ​

​Once again the scenery was fantastic, even if it was spoiled by the ski lifts that crossed the area (we hope that they have good snow in the winter to attract visitors to the area).

By Anthony Osborne

​Not far from the lifeboat was an oil industry service catamaran and Ian and I had an interesting conversation with an enthusiastic young crew member, a maintenance engineer, who appeared to be making himself rich serving on it.

​Gus then advised that when he checked in he was told of a Whiskey Tasting that was taking place at 6:00pm. The Osbornes signed up for that as well which meant that we had less than 15 minutes to get our cases up to our room and present ourselves in the Conservatory. The tasting was most interesting with four different local whiskeys presented to us. We were amazed how the flavours changed with just a drop of water from a pipette added. Sometimes this improved the flavour whilst in others the taste was not so good. Remarkably, an improvement tasted by some was not appreciated by others. By the time we had emptied our samples of whiskey it was time for dinner and the rest of the party were ordering from the menu in the dining room. Another well-presented meal was enjoyed expanding waistlines further. The beer was good again as well.

By Anthony Osborne.

Having been disappointed with the evening meal at the Arch Inn I was pleased to find that breakfast was up to the standards that we had been enjoying. I didn’t spot any croissants!
We set off for the loch Broom Filling Station where copious litres of E5 petrol were taken on board the convoy, replenishing the tanks after the previous day’s run.
We had a brief stop at Loch Kirkaig to admire the view and stretch the legs. An Aston Martin coming the other way stopped and I had a chat with the occupants comparing notes as they were driving the NC500 in the anti-clockwise direction. ​

​After some bracing fresh air, we were off again through some more fantastic scenery, both at sea level and in the hills and mountains, on substantial roads and on single track lanes between stone walls. The driving was certainly fun again although it did require a lot of concentration at times.

​Whilst we were enjoying cake Henry managed to get a new driver, although he struggled to reach the pedals with any of his four feet so gave the car back to Gus.

Anyway, after refreshment alongside the magnificent bridge we hit the road again with just a further 125 miles to go!
As we headed up to Durness, which was about as far North as we could go on the West Coast, before turning East the roads varied from single carriageway with street lighting to narrow single track with passing places. The scenery remained fantastic.  ​

​At Durness we took a left turn down a lane to the Balnakeil Craft Village where we had a look around in damp, dull and windy conditions. The Meet and Eat Café served excellent coffee and cakes which many of us enjoyed, taking over much of the café in the process. We also visited a craft shop and the Coco Mountain outlet there as well. Refreshed we returned to the road on our journey across the North of Scotland in an Easterly direction. For most of us the next stop was the Sea View Hotel at John O’Groats.

​However, for the last four days Betty had been towing Henry’s trailer because Gus was concerned about a knocking noise which was believed to be coming from the front UJ on the prop shaft. Gus had put an appeal out on the Group Facebook area for assistance and Vincent from Turso responded offering garage accommodation and he even obtained an UJ for the job. The plan was for Henry and his trailer to be left with Vincent overnight with Gar bringing Gus on to the hotel. The following morning Gar would take Gus back to sort Henry out. Thus Gus and Gar ventured into Thurso whilst the rest of us headed on to the Seaview Hotel in the rain.

​On our left, to the North, suddenly looming out of the gloom was a large spherical building with many other buildings around it. Of course, this was the former Dounreay Nuclear Power Station. The plant was opened in 1955 and three reactors – the Dounreay fast reactor, prototype fast reactor and the Dounreay materials test reactor – were built over the next 20 years. It was fully shut down in 1994, but a massive and complex clean-up operation remains ongoing.

​We all safely arrived at the Seaview Hotel in torrential rain, most of us being soaked as we took our cases into the hotel to check in, Gar and Gus catching up with us a little later. Some of the team took a walk down to the Visitor Centre, in the dark, to see the John O’Groats sign post there. On their return we all congregated at a large table that had been reserved for us in the restaurant, a similar sized group of cyclists occupying another large table. The beer and food were good as well as the excellent company.
After somewhere in the region of 185 miles during the day it is probably fair to say that a good night’s sleep was had by all!

To be continued ...

By Anthony Osborne.

Having left Skye over the bridge to the mainland our first call, to satisfy the wishes of Fat Controller, Gar, was to Eilean Donan Castle on its own island in Loch Duich.  ​

Passing places were visited often to allow traffic coming in the other direction to pass. Near the top of the pass we encountered a series of hairpin bends and then the road levelled out with a car parking area at the highest point of the road, the Bealach Na Ba (Pass of the Cattle) view point.  ​

It was a little cool outside the cars but some brave souls braved it in their ‘T’ Shirts! It was a magnificent view point but lacked any amenities, just a level area with a Triangulation Point at one edge.  ​

To be continued ...

By Anthony Osborne.

​Black Five number 45407, built for the LMS by Armstrong Whitworth in 1937 pulled the Jacobean, consisting of a rake of seven maroon BR Mk1 Coaches, across the viaduct creating an impressive scene with the driver opening the throttle creating a cloud of exhaust (steam) as the train accelerated away from Glenfinnan to continue its onward journey to Mallaig.
Our little convoy left the Glenfinnan car park and, like the Jacobean, also headed up towards Mallaig where, as we approached, we could see the Jacobean simmering at the station. We drove round the harbour of this small fishing village to the other side of the bay, dodging tourists who seemed to be hell bent on being run over irrespective of how slowly we drove, where we found parking space for us all and an excellent view of vessels entering or leaving their moorings. Someone found that there were public loos adjacent to a car park opposite the railway station and those in need investigated the service provided. It was a bit disconcerting to discover that you could only enter by swiping your contactless card from which 40p was extracted! I dread to think what happened to anyone without a credit or bank card in their wallet! With our check-in time approaching we retraced our steps to the harbour and joined the queue for embarkation on the ferry, ‘Loch Fyne’ to Armadale on the Isle of Skye.

We were not allowed to check in until 4:30 pm so we enjoyed a natter on the small jetty whilst we waited for Reception to open.  ​

​This was a lovely hotel with excellent food and beer. It was also our most expensive hotel of the tour. One aging waitress was most entertaining with her negative attitude to the diners, she was lovely!
However, wherever we were young Brian always seemed to have a problem. At the Hotel Eileen Iarmain he was unable to stand by the four poster bed without walking sideways there was that little room between the bed and the wall. At least it was on the ground floor this time!

To be continued ...

By Anthony Osborne

​Whilst we enjoyed our lunch break some kayakers came ashore and soon disappeared with their boats on car roofs. They appeared to have enjoyed a brisque paddle on the loch.

Having crossed Lock Etive we again proceeded up the coast with the next superstructure being the Ballachulish Bridge which was of a similar construction to the Connel Bridge, this time over the entrance to Loch Leven from Loch Linnhe.  ​

To be continued ...

By Anthony Angus Osborne.

After filling ourselves with breakfast at the Gables Hotel we set off in a convoy of six cars for the first time. The first requirement was petrol, E5 preferably as the cars were not designed to run on ethanol, and this was found not far from the hotel.  ​

​We then ventured further into Scotland with our next destination being the River Clyde at Glasgow. Here we were to visit the Riverside Museum.

​The displays were remarkable with cars on shelves just like some of my Dinky Toys were in my youth!

​Gar and Brian were walking along admiring the cars when one asked the other if Eric Dalton, an active member living near Edinburgh, had ever been to this museum. They looked up and much to their amazement he was walking towards them! It was great to catch up with Eric and Fiona, his wife, even if they had come over in their modern Ford.
Having had some time to look at the various trains, ships and cars it was time for a tea or coffee and then back to the cars. In the car park we said our goodbyes to Eric and Fiona and headed out of the Glasgow conurbation, northwards into the hills.
Driving up the side of a rather large valley we were suddenly brought to a halt by a set of traffic lights, miles from anywhere. They were controlling traffic round some road works but it almost felt as if we were back in Birmingham as we had to wait that long! The lights went to green and we continued up the valley finding a lay-by where we parked for a comfort break, several of the local trees being well watered! There were many cars coming and going in the lay-by but one seemed to attract more attention than most. They were completing a sponsored charity run of the NC500 in a car costing less than £500. I hope that they succeeded without losing any of their Little Tyke cars!

​Our destination for the night was the Cairndow Stagecoach Inn on the banks of Loch Fyne.
Off the main road and down a narrow lane we arrived to be welcomed at the hotel where we checked in and the more energetic members of the group went for a walk to examine the local church. The preacher looked very familiar!

After a lovely meal and the odd drop of a suitable alcohol we retired to our beds, the second of our holiday.

To be continued ...