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MG MGB GT V8 Factory Originals Technical - Any V8 projects for sale?

Anyone have an underway V8 project car for sale in the North East? I live in Upstate NY. Any leads would be appreciated.

thanks, justin
Justin Justin


Hi Justin,
try:
http://homepage.mac.com/apple_bit/PhotoAlbum2.html

If you like it, please email me back.. The pictures are of this car when it was unfinished This car is done and ready to go.
The V6 drivelines are easy to put together and offer a far easier time assembling and far less cost then a V8 conversion. Can come in Carburetor, TBI or SFI. No holes cut in body, nothing to cut but the wiring harness on late cars and very little to do to fit into earlier cars.
Dont be fooled, just because its only a V6, doesn't mean its slow! The owner of this one is already thinking about selling and starting another V6 project, just going further this time. I will be showing these conversions at MG 2001 in St. Paul MN next week (July 3-5) When working on these compared to the 215 V8 projects, it has been a far easier installation and parts are in every GM dealership and partsyard around. Also, the following (and clubs) for Chevy S10 and Camaros is far better then it will ever be for the Buicks 215, so parts should be aropund for many years.
Basic conversion would use a carburetor, NEW- not rebuilt crate motor (GM 3.4L) and used Camaro transmission, bellhousing, clutch and so on. Anyways, its something to ponder. I am as into these as the V8'ers are into there cars. Alot of people think that the more cylenders you have under your hood, the faster you are... NOT TRUE! A really good (and costly) MG B I4 1.8L can beat a poorly set up (and costly) 215 V8. It all depends on a persons abilities to build and budget.
Good luck,
Brian.
Brian Mc Cullough

> A really good (and costly) MG B I4 1.8L can beat a
> poorly set up (and costly) 215 V8.

You sure about that? Most halfway decent V8 conversions, of course depending on about 7.34 million variables, can do 0-60 in the range of 5 to 7 seconds -- OK maybe a factory car would take 8 -- I can't possibly fathom how a 4-banger could even think about this. I had to tweak my 4 a _considerable_ amount to get it under 10 seconds!

Sometimes the credibility of a whole argument is suspect when comparisons like this are trotted out, that's all.
Harry

I would tend to agree with you Harry,

In the UK the current figures from Pro V8 converters is about 350bhp on a Rover 4.6 V8 set up for road use, in addition to 300lb of Torque.

Brian,

Looks a very nice conversion - have you any figures to quote.

Also the roll bar looks a worthwhile addition- any details available.

Paul
Paul

Very nice Brian. Jim's car looks great!
I am glad the kit worked OK.
A four cylinder car is capable of putting lots of unreliable hp Huffaker could easy get a B or a Mini to be very fast 0 - 60 high 6 seconds, of course it takes lots of $$$ to be able to do that and the four cylinder engine. Not a very street able engine and not very economical as far is maintenance is concern.
I have seen some 215 chi V8's conversions that were anemic in hp.
The advantage of the V6 is the power to weight ratio.
I am not saying that one is better than the other is it all depends on how much $$$ the person has. The V6 offers good performance at an economical prize and a well balance package.
The V8 offers good performance at a high cost. Depending on the torque and hp can also offer a good balance.
It's nice to have choices.
Bill Guzman

Bill,
Was that one of your kits used to install the V-6?
I saw your car (the GT) a while back when you first did
the conversion, do you have a finished kit ready for sale?

Tracy

Tracy, to naswer your question, yes the kit was used on Jim's car and several kitas have been used to install the V6 on B's
Bill

My current roadster is a very-well-modified 18V, and I have to agree with Harry: I can't possibly fathom how a streetable 4 banger could possibly do 0-60 in the 5-7 second range either. If I could come near that kind of performance with a Series 18 engine, I'd build it and put it in my existing car. My next project will be powered by a Rover 3.9L V8 with a six speed Camaro transmission, Quaife Engineering differential, and a taller Crownwheel and Pinion set.
Steve S.

Steve, I totally agree with you. The 1.8 in modify street form would not do 0-60 in < > 7 seconds.
Huffaker has done engines that run in the high 6 second category, but these engines do not run under 35k rpm's These are not street engines, they are race engines that cost $$$$
Steve, I like your project idea. Have you consider the 4.3 Chevrolet? This is a great engine and plentiful which would cost less. I am not trying to sell the suggestion, just wondering what is your opinion. The bellhousing is the same as the V8 Chevy therefore the 6 speed trans would bolt to it, and the torque is the same or more than the 4.3.

Bill

The real point is surely not how fast it drives but how it drives. You might get a four pot to shove the thing to sixty in around the six second mark, (particularly if you don't mind ringing the neck on your prize engine) but the beauty of the V8, or even 6, is the effortless power delivery.
A torquey V engine will always be an easier, gutsier drive, than a highly tuned 4 cylinder.
Cheers
warwick
Warwick Blench

Hey Bill,
How about the engine weight compared to the standard 4 or the aluminum 215? Also, the exhaust manifolds tuck in enough to avoid cutting or the steering? Any cutting for the transmission? Sorry about the rookie questions, but I'm just starting the thought and research process about adding cylinders. Looks real interesting as an option.
Thanks,
Mark
Mark Rotsky

Mark, I used to have an MGB with the 4.3 ltrs chevi, it is true this is for all intent and purposes a V8 less 2 cilinders, the weight is 425 Lbs, compared to 320 lbs. for the Alu 215, and 360 lbs. for the 1.8 MGB 4 cil. any GM trans will bolt to this motor, you will have to modify the engine bay as per 215 V8, for heathers I used tubulats from the same Astro van I took the engine from, only heavily modifyed mi mistake was to rout them inside the frame rails which placed them about 1/8" from starter and cooked the solenoid, i found my self replacing solenoids often. About power you can extract 250 H.P. one more thing You will not be able to shut the hood with out a bulge or scoop. for this set up i would recomend a hidraulic throut bearing, other wise you will have to shorten the clutch fork increasing pedal pressure to the point that it will not be a pleassure to drive in traffic.
hope this helps
Romney.
Romney

Mark
If you use either of the v-6 60deg head motors and the kit from Bill the headers will fit inside without cutting. There are two spots you will have to tap back out of the way. The 4.3 is a 90 deg head motor.
If I am not mistaken the weight of the engine and tranny are no heavier than the original B. You can contact Bill at bggtv6@aol.com
Garret
Garret

Garret,
OK, to further show my GM ignorance, which two motors are the 60 degree V's that you mention? How much do they weigh, and what vintage are they? How drastic is the kit to bolt them up? It would also seem far easier to use an older motor that uses a "self contained" ignition system (one that doesn't rely on a computer to run it). Agree? My initial interest here is to make a major bump up in power without a major redesign of the car. But it doesn't mean building a dragster engine for it. To me, doubling the power from the standard MG 4 cylinder to a V6 or 8 with a reliable, inexpensive 150 plus hp range easily fits the bill.
Further thoughs?
Mark
Mark Rotsky

Mark
The 3 motors are 2.8,3.1,3.4. I do not have the weights. If you write to Bill at bggtv6@aol.com he can give you far more answers than I can.
The v-6 I used was a 2.8 with normal carb. It is out of an 85 s10. I have done some engine work including cam and intake. I went to the edelbrock manifold and holley 390. I will end up in the 170HP range.
The kit is extremely easy to install.
As I said before, write to Bill Guzman and he will give you the answers you are looking for.
Garret
Garret

Actually, if reason dictated the choice of engines, the 60° V-6 would be the engine of choice. It gives an excellent balance of most of the issues involved in a swap. The only place it falls short is in the horsepower potential department, and for many that would be more than made up for in fuel economy, engine bay room, purchase price, etc, the factory having built them with the V-8 notwithstanding.
Jim Blackwood

Jim, the weights of the V6 varies on model of Fuel injection and Carb.
There is a debate on the exact weight of the V6, I will find out this summer when I do a swap on a GT the car was put on the scale with a 1.8 and when completed it will be put back on the scale. At that point I will have the install weight of the V6 with a Carb just like Garret's 2.8
At present the weights are 380 to 440. And some claim 480 lb.
As for HP I like to say that HP is for magazines etc.
The V6 is very capable of putting 200 hp with a torque of 190/200 LB it all depends on compression, tuning, and assembly. A stock compression 2.8 can develop 170 LB of torque, How much torque did the 215 V8 develop?
And if HP is #'s are important then consider a 3.4 V6 from a Camero from 91 to 94 with FI.
Bill Guzman

Back to the question. Try Andy Achauer in Ohio. Phone 888-923-7062 , web site WWW.MGBV8PARTS.COM
I visited his shop a few weeks ago and he had a few underway. I drove his car as a sample. VERY NICE!
It looks like Andy has the conversion down pat.

Kelly
Kelly

This thread was discussed between 23/06/2001 and 12/07/2001

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