1967 MG B 1.8L Petrol · PHJ 103E

The most recent MOT, carried out on 18 November 2025, was passed with no recorded defects, and the preceding six tests since 2012 have all been clean. This represents a clear reversal from the 7 July 2011 failure, which highlighted serious faults in the steering rack, brake pipe, rear exhaust support, and structural modification. The successive passes indicate that the vehicle has been restored to a road‑worthy condition and that, at least in the eyes of the DVSA, its maintenance trajectory has been stabilising rather than deteriorating. With a recorded mileage of 15 817 miles over a 59‑year lifespan, the average annual usage works out to roughly 268 miles per year – a figure far below the typical run‑rate for a classic MG B. Such low utilisation suggests long periods of storage or very light use, which can be as consequential as high mileage. Prolonged inactivity tends to accelerate the ageing of rubber components, promote corrosion in hidden chassis areas, and allow battery plates to sulphate, while any occasional journeys may have placed intermittent loads on the drivetrain without the benefit of regular wear‑in. Given the 2011 failure items, a prospective buyer should give particular attention to the steering rack, ensuring there is no play, binding, or uneven steering effort, and listening for any clunk or knock when turning the wheel at low speed. The nearside front brake pipe should be inspected for signs of corrosion or leakage around the fittings, and the brake pedal should feel firm without a spongy pedal travel. The rear exhaust system must be examined for secure mounting brackets and any rust‑induced cracks, while the area around the nearside body mounting should be checked for structural integrity, looking for any distortion, rust‑through, or non‑original reinforcement that could compromise chassis strength. Beyond the specific historic faults, the car’s age and low mileage demand a thorough age‑related inspection. Tyre sidewalls should be examined for cracking, dry‑rot, or hardening, as rubber deteriorates even on unused tyres. All suspension bushings, especially the front coil‑spring mounts and rear trailing arms, should be probed for brittleness or excessive play, which can cause clunking over bumps. The 12‑volt battery is likely to be well beyond its service life and should be load‑tested or replaced. Seals in the engine, gearbox, and differential should be checked for dried‑out O‑rings that could lead to leaks, and all fluids – engine oil, brake fluid, coolant and gear oil – ought to be refreshed on a calendar basis regardless of mileage. Finally, a visual inspection of the chassis for rust, particularly in the wheel arches, under‑body and around the suspension mounting points, will reveal whether prolonged storage has allowed corrosion to undermine structural integrity.