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MG MGB GT V8 Factory Originals Technical - current Ford V8 engine/tranny suggestions

Hello gang,
Since I last looked at this sight last year I have put a 3.4 L. and T5 into my '77 B roadster. It is a gas to drive. Very fast and nice road manners. Now that I have a great car for me and my wife to drive I want to make one that is great for me and a little too scary for my wife.
When I last left this site, there was dissagreement on the best (easiest, most accessable and most reasonably priced) Ford V8 drivetrain. It sounded like the Explorer was a close bolt in with the front-end as is. What are those in the know suggesting now?
I would like to do this over the winter as I might have a line on another decent '77 to modify.
Thanks.
Chris
c l sorenson

Chris
Actually there is no close bolt in on a Ford --the Explorer engine advantage is a little shorter water pump set up.
You will have to notch the crossmember or get a crossmember from Fast Cars .
The 77B should have no prob fitting the Ford T5 .You will need a rear end--I am using D &Ds GM with posi --works very nicely.
I suggest Aluminum heads if you want to retain handling and it also adds power. I am using a carb but lots of the group are into fuel injection --thats an individual choice as I see it. Cooling is also a factor --lotsd too think about.
But it is too much fun --Ive done over 13.500 miles this summer with mine and grining all the way .
If I can be of help --just email me
Gil
Gil Price

Thanks, Gil,
Is there a modern, fuel injected engine which can go in as is ( I am not worried about Alum. heads as I hope to be pointed straight ahead when I floor this car) with the exception of headers and the deletion of the power steering and A/C compressors from the serpentine settup? If there isn't and I will have to go to the design school of hard knock, then I would rather buy a 2nd hand race motor so I have all high performance internals from the get-go. I might even vote for a small block GM if I will have to go through the same learning curve. I assumed that by now, there would be a sbf "system" which resolves the steering, cooling, clutch, cross member and header issues which every conversion deals with. I am not an engineer, nor do I have a ton of time to devote to this. I have a good deal of mechanical aptitude and a keen sense of practicality. Do you see a "system" on the horizon?
Thanks again,
Chris
c l sorenson

Chris,

Download the May, 2003 issue of the British V8 newsletter for a lengthy article on the Ford engine, at: http://www.britishv8.org/may2003.pdf
Dan Masters

Chris
The only "system" I see on the horizon is Bill Guzman was working on an installation kit --but have no idea where it is in availability. Fast Cars in MI are doing conversions now.
The fastest easiest way to get an engine is to buy a Ford crate 302 which is 375 HP out of the box alum heads and all.
Apart from that you can do as I difd and build it over the winter. I had my engine done by a local hot rod shop and did the rest my self --I am no engineer either--just a wrench turner.
Gil
Gil Price

OK, My turn.. There area a few similar, yet different issues to resolve with the Ford Install.

1. No matter what you will need to modify, have modified or purchase a modified Cross member to clear the oil pan. I was ableto do this to mine with NO metalworking experience at the time and 1/2hr of help from a neighbor.

2. Engine LENGTH - IT is a litle known fact but they are some HUGE differences to be found in the length of a Ford 302/5.0 As in 2 INCHES of overall motor length. Check out the Sept 2004 page of my Diary pages. The Explorer is the shortest factory produced set-up, followed closely (~0.300") by the 94/95 Mustang, then the standard water upm passemblyies are another ~1.75" longer than the mustang. The Explrer brackets require some small modification to clear the framerail and steering rack on the right side, but VERY simple.

3. Engine HIEGHT with EFI - THe Only set-up I was able to use (withouth hacking the firewall, or installing a hood bulge/scoop, is the 94/95 Mustang GT set-up. I treid the Cobra set-up and even had the intake milled as far as possible, but it would not clear the hood. Don't believe what most people think inthat there is no difference in hieght from 87-95, the 94/95 cars have a slooping hood like our cars. Maybe a 88 intake will fit on a 94 car, but that does not mean the intake that cam on the 94 is the same hieght, they are in fact shorter. I believe it is mostly the upper intake, so if you can only find an upper, they are usually $25.00 so grab it is you find it. The Distributors are also unique to the 94/95 and is a good 3/4" shorter.

4. Cooling - Probably THE single most debated topic there is in the MG V8 scene. With varying degrees (sorry) or grey area in the middle. I have been lucky, I am using that stock radiator that I bought in the car with the 4cyl. It used to run on the hot side with stock fans. I switched to dual ducted 8" pullers and now she is fine, I even upped to a 195* thermo as she was running to cold for the EFI. I have not had an real heat yet, but in the mornings she still stuggles to reach full temp, so I know I am on the right track. I have also been able to switch from oure watter to 50/50 antifreeze mix and NO water wetter... I know other's can;t get thier cars cool without pater, watter wetter and an alum rad..

So allot of info. The Crate ingine is also viable, though you then need to aquire more parts to complete it, BUT what most don't realise is that the crate motors COME witht he explorer timing cover, pump and balancer. The Fact is regardless if what FMS might tell you they are final run Explorer blocks with better cam and heads. To thier credit a 5.0 is a 5.0, they all used the same casting.

As for kits. I had considered it and still may in the long term, but have nothing going at this point. I think Fast Cars has a set of headers in development as well as a Crossmember?? I had NO issues with clearing steeering least not the steering shaft. I only had issue with the actual rack under the damper, which dictates motor hieght in the engine bay.
Larry Embrey

Chris,

Steve Carrick of Coyote Conversions has headers available for the Ford 302 conversion. They are RV8 style.
Steve's email address: mgbv8@iserv.net

Ted Lathop of Fast Cars Inc makes a very nice crossmember which makes the Ford install even easier. Plus it gives wilwood braking system (4 pot calipers & vented discs etc), coil over shocks, adjustable ride height and complete adjustment of camber, caster etc.
Look in the archives for the previously heated debate on it !!

For motor mounts, I got advice from Dale Spooner (2000 V8 meet Cleveland) and used 62-64 Mercury Comet 260 V8 mounts.
They fit really well on the frame rail, you just need to fab up the supports.

Roger Williams is in the process of updating his book "How to give your MGB V8 Power" this 3rd Rev will include the Ford 302 conversion.

Good luck

Pete
1969 MGB 302 V8




PJ Mantell

I decided not to do a Ford V8 kit, reason is you can buy mounts from PAW (This are the mounts to install a V8 into a Ford ranger)Headers from Steve Carrick, differnetial from Currie or D&D Same as the radiator.

The only thing you need is your efforts to get it install.
We will have available a modified crossmember that will allow the installation of a V8 and front coil suspension (optional) So all pieces needed for the job are available.


Bill Guzman

Chris - I have will have headers for sale by early November, I'm still fine tuning the fit to the car. I also have a stock cross member that has been modified for the 302 and has the Bilistien tube shock conversion installed. And I just so happen to have an 8.8" ford rear that is narrowed for your car.
Headers are $500.
Front end $300.
Rear end $500.

Steve Carrick
Coyote Conversions LLC
Steve Carrick

Steve,
"YOU HAVE MAIL!"
Larry Embrey

Thanks, Gang,
I have plenty to work on for a while.
The boby shell I had in mind has evaporated so when I find another I will back on line for your help.
Until then I will continue enjoying my 3.4 V6.
I am getting a weird snapping sound out of my serpentine tensioner. I get the sense that it is too far rotated when it tightens the belt. Has anyone else had this problem. I think i will reposition it to engage the belt earlier in it's travel
Thanks,
Chris
c l sorenson

Steve, what is the dia. size of the primaries tubes in the headers that will be selling and the size of the collector.

Are your headers made to fit with the engine sitting in it's normal position or engine set back.

Bill Guzman

Bill - I have 1 1/2" and 1 5/8" available. The collectors are both 2 1/2". I guess that the only way to describe the location of any motor is in reference to the back edge of the block, in relation ship to the firewall in front of the heater box. Mine sits about even. Steve
Steve Carrick

Thanks Steve. When completed could send a picture of the headers. I am helping a friend do a V8 GT to complement his collection of GT's
Bill Guzman

This thread was discussed between 20/10/2004 and 26/10/2004

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