Many baby boomers likely remember the affordable 1962-80 MGB sports car, and a good number owned a new or used one. That MG was the first new sports car for more than half a million Americans and probably was owned by at least a million more because the rugged "B" had second, third and even fourth owners. It was the last MG sports car sold in this country.

As with all MGs, the MGB required minimal maintenance and often withstood considerable abuse. It's still a kick to drive.

The MG "T-Series" introduced America to that British automaker. The 1945-49 MG TC was the very definition of "sports car" and was followed by the similar 1950-53 TD and 1954-55 TF. They had rakish 1930s British sports car styling, with a long hood, cut-down doors with side curtains instead of roll-up windows, sweeping fenders, running boards and a fold-flat windshield.

Those seemingly indestructible two-seaters weren't very fast, but no MG was bought for sheer speed. Rather, the low-slung car's quick steering, sharp handling and fun-loving personality compensated for its relative lack of power -- although most early 1950s American cars weren't very fast, either. And there were no high-speed interstate highways yet.

Many MGs with modified, higher-horsepower engines were raced. American sports car racing greats, including Phil Hill, America's first world Grand Prix champion driver, got started in TCs. Celebrities who raced, such as actor James Dean, began competing in a TD.

The T-Series was replaced by the even more rugged 1956 MGA, which was the first MG with modern, streamlined styling. Then came the solid MGB.

The MG was an entry level auto that was America's most favorite sports car. It was well known here by 1962, when the MGB arrived. MG was a famous British sports car company in Europe long before World War II, although few Americans knew it existed until GIs began returning from Europe with TCs after that war.

The TD firmly put MG on the map here because, unlike the TC, it was sold by a good national dealer network and had a more modern suspension and left-hand steering. The TC had its steering wheel at the right side of the cockpit, as did all British home-market cars. (MG never modified the TC for the U.S. market, and only 2,001 of the 10,002 TCs built were officially exported to America.)

The virtually all-new MGA was roomier and more comfortable. It was well received here, although many MG fans were shocked by its streamlined "envelope" body. The popular roadster (convertible) version retained side curtains, although a limited-production coupe version arrived soon after the roadster and had roll-up windows and outside door handles that the MGA roadster lacked. (I owned a used TD -- my first car -- and later a used MGA coupe and a used MGB roadster.)

The MGA was a big step forward for MG, and the MGB was even more modern. Its major improved technical feature was more rigid monocoque construction, which replaced the MG's old-style body-on-frame construction. The MGB retained the MGA's B-Series four-cylinder engine from British Motor Corp. (BMC), but the engine size was increased from 1.6 to 1.8 liters.

For the first time, the MG four-speed manual transmission could be supplemented with an optional electric overdrive unit for easier highway cruising in America.

The MGA could top 100 mph, as could the 95-horsepower MGB, which was faster off the line. The MGB used the suspension and brakes from the MGA. But it had a roomier cockpit and more luggage space despite a wheelbase that was 3 inches shorter, at 94 inches, than the MGA's.

The "B" looked boxier than the curvaceous MGA, but styling was smooth. The new MG had a wide, shallow version of the traditional MG grille, headlights deftly put in fender "scoops" and nifty vertical taillights. MG purists were shocked that the MGB roadster got roll-up windows and outside door handles, which were needed for the MGA coupe because it had a fixed roof.

The stylish MGB was fairly quick and could keep up with the Triumph TR4, another popular British entry level sports car. The MGB had a good ride and was fun to drive, with the sharp steering and adroit handling that always had been strong MG features.

The MGB price was right, at about $2,500 when it was introduced. Sales began at the end of 1962 and more than 23,000 MGBs were made in 1963, with a large number sent to America. That record number was broken the following year, when 26,542 were built.

The MGB was a fairly simple car that was easy to drive quickly. Running changes kept it competitive with similar-size sports cars in its market. For example, the engine was beefed up with a five-main-bearing crankshaft at the end of 1964.

A slick MGB GT hatchback coupe arrived for 1965 with a small rear bench seat for two kids. Based on the roadster, the GT was partially styled by Italy's Pininfarina exotic car outfit and could be used daily by a small family.

In 1967, the MGB "Mark II" got an all-synchromesh four-speed gearbox for easier shifting. The car also was offered that year with a three-speed automatic transmission, which seemed out of place because shifting gears was part of the fun of driving a sports car. The automatic quietly was dropped in 1973 after only about 5,000 installations.

Unfortunately for MG, BMC merged with Leyland Motors to form the fumbling British Leyland Corp. in 1968. And British Leyland placed more emphasis on the Triumph -- an old MG rival.

The MGB thus had to confront the '70s with only small changes, despite tough new U.S. safety and emissions regulations. British Leyland used cheap, unimaginative ways to meet the regulations. The MGB consequently steadily lost horsepower and became less attractive.

For instance, the '75 MGB's horsepower rating fell to merely 62. It had ungainly energy-absorbing black rubber bumpers and was raised 1.5 inches to meet U.S. headlight height rules, which didn't help the car's appearance or handling.

The nifty MGB GT coupe was dropped after 1974, but the roadster soldiered on until its production ended in October 1980, when the historic MG factory in Abingdon, England, was closed in one of British Leyland's attempts to cut costs and stay in business.

By the end, fully 387,675 four-cylinder MGB roadsters and 125,597 GT coupes were built. It's estimated that at least half of the 513,272 MGBs came to America.

The most desirable MGBs are the pre-1975 chrome bumper roadsters, with the 1962-67 models the best of the lot and valued at $7,900 in good condition, according to collector car price guides. The 1965-67 MGB GTs are the most appealing coupes and worth $5,925 if in good shape.

Those are extremely low prices for a classic sports car that still provides lots of driving fun.