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MG MGB GT V8 Factory Originals Technical - Ford v6 3.0

Hi
I see a lot of Ford fuel injected 60 degree V6 (Ford Taurus) engines around and was wondering if anyone has had success putting one in a "B" I have a 73 model with good engine & O/D that is running well but I would like to have modern (more) power. I realize that I would lose the MG character. I used to own an Sunbeam Alpine in the 60's which I sold and then bought a Tiger. I would like to have the same sort of experience. Any info would be appreciated. Thanks
Alan

Alan,
I have not heard much about the Ford V6, but the GM V6 has a kit already available. I think you will find a modern power plant a wonderful change to the car, though it will be easier to convert a 76 or later car. Those 73 cars are hard to find in stock form.

Another ford V6 to consider is one out of a mustang. Those will be able to bolt right up to a rear wheels drive tranny, which may save much headache. Believe me the fewer unknowns of fabrications the better! You will also find them in yards as well as pull out from people upgrading to a 302 V8.

Are you a member of the MG Car Club NW? We have meetings all over the area, and haev a very active touring club. There are a number of V8 conversions in the club and everyone is always willing to help out.

http://www.mgccnwc.com
Larry Embrey

Hi Larry,

No I am not a member of the MG club. I do have a stock ( well almost )73 "B' with O/D and wires. Has had the head done and a warmed up cam in it. Runs smooth and in its day would be great. I have seen and read many of your posts re: Ford v8 conversion. If I did go ahead with the swap I would like to stay around 3.0 liters. I would like to keep the wires as they are new and give the car the old - time British look. I am concerned that the splines would not be able to take the hit of a lot of torque. I simply would like more midrange 35 - 75 acceleration. I used to have a big block 427 Corvette (11.5:1 and solid lifters) - a real bear. I don't need or want that type of ride again. I am trying to build a well engineered EFI v6 5 speed "B". The 3.4's are still pricey. I can get the Ford V6 for $150 (rebuildable complete) all day long at the Pull A Part yard near here. It is my understnading that they are a better (easier) fit. Maybe I should email Guzman (he has done both) and get some of his input as well. Thanks Larry
Alan

Alan,
Sounds great, I can understand your reasoning completely. I originally undertook the 302 because of the ease of find parts here in US..

Keep in touch and let us know how things go.
Larry Embrey

Alan, the Ford V6 on the late models is 90 degree.
The early Ford V6 2.6, 2.8, and 2.9 are 60 degree.
The 2.8 are very hard to get now days and it's heavier and bigger than the GM V6. The Ford V6 lacks flow in the heads for any performance; it would require lots of work. The V6 flows really good numbers for a small ci engine and 60-degree design. The 2.8 Ford has gear drive cam , the 2.9 Ford Ranger has timing chain and are similar in design. Some parts exchange between the two.
A 3.1 GM V6 should not be hard to locate for the same $ value than a Ford This engine delivers great performance for the ci.
In short the Ford is more work to install than the Chevy.
Bill Guzman

Hey,
Thanks for all the input. Much appreicated. I am a slow mover on these types of projects, and believe in research. The fact that my "B" running great, only delays any final decision, as to when I should start the actual work. I guess the question to myself, is,
"what would I do,if the engine in my "B" suddenly dies an unrepairable death (throws a rod at high speed etc.)? What are the engine replacement choices if I wanted to keep the car? Anyway at this point I ask myself if I would rather put in a direct replacement engine and preserve the MG feel and character, slow and underpowered as it may be, or buy/rebuild/fabricate and install a v6?

Thanks Again
Alan

Alan,

Come to the British V8 conversion convention in Grand Rapids, MI, in August. See http://BritishV8.org for further info.

It's almost certain that someone will let you drive an MGB with a V8. That should help you with your decision.

Dan Masters

Or drive a V6.
Bill Guzman

Feel the power of the dark side. Do an engine swap.
Darth Vader

Alan,

Here is my take on the 3.0L Taurus engine. It is front wheel drive car. So more than likely it has a different bolt patern than a rear wheel car transmission. Now ford did put a 3L in the ranger (less HP) and also a 4.0L that I think might be a better choice $$ wise. ALthough a 3.0L 24V 200hp V6 would be nice. Good luck.
Jim

Hi,
The 3.0 V6 is also found in the Windstar Van which I think,is a rear wheel drive configuration. The hesitation I have about the GM v6 is the fact that,(I think I read this,as written by Bill Guzman somewhere on the internet) it has to be positioned a little off center. I wonder about this, and if somewhere in the RPM range, there would be some strange harmonics developing as a result the difference in angles of the U-joints. On the other hand, for all I know, maybe the Ford has to be offset as well?? I will get a chance to drive a GM and Ford version somewhere in the near future I if start attending some of the meets and ask politely for a short ride. What do you all think??

Thanks,

Alan
ALan

Alan,

I don't know anything about the GM V6 needing to be off center - can't think of any reason why it should - but if it's true, there is no reason to be worried about the driveshaft/u-joint angles. The u-joints are required to be at an angle in the vertical plane, and there is no reason why they can't be at an angle in the horizontal plane as well. In fact, in most cars they are at an angle, as the pinion is rarely centered on the axle anyway. It is not at all uncommon either for the engine to be offset to one side or the other.

The same requirements apply for the horizontal plane, that the angle of the trans u-joint must offset the angle at the pinion u-joint. That is. the centerline of the engine must be parallel to the centerline of the pinion, but the two centerlines must not be concentric. For more on this, read my article on this subject in the last issue of the British V8 Newsletter @ http://www.BritishV8.org

Follow the links to download the newsletter.

Remember from your high school geometry - any two parallel lines (centerlines) form a plane, and any line (driveshaft) connecting these two lines lies within that plane. Up, down, right, or left, as long as the centerlines are parallel.
Dan Masters

The reason why the engine is offset on the V6 GM is for the headers to clear the steering columm. This is a commun practice specialy on the muscle cars such as big block Chevelles, Ford 429 ci Mustang, as well is the 426 Hemis on the Dodge Darts etc.
Harmonics "vibrations" (Good song of the sixties)are cause due to out of balance crank,harmonic balancer rods or flywheel, in some cases the clutch
Vibration (Not harmonic vibrations) Can be cause by out of alingment of the U joints, and misalignment of the angles between the differential and the transmission. This angle can not be more than 3 degrees, MGB's habe 1 1/2 degrees.
Bill Guzman

The 3.0l Ford would be a great choice for a conversion, EXCEPT I have yet to find a carb for this engine. You will have to fuel inject it. I have two in the garage with the A4LD autos. The size of this combination is perfect for a swap, but the A4LD is computer controlled and you would also need the Ford rearend to complete the swap.

A lot of work for 147 HP for the 3.0 Ranger engine. Headers add about 10-15 more HP.
Michael Wish

I have a Dodge Caravan with a 3.8 V6. That motor is a 60 V and is very narrow. It also has aluminium heads. The same problem as the Ford FWD V6, no carb set-up is available and the engine was only used in the FWD vans and cars.

Jim
jmlema

I'm starting a GM 3.4 liter 60 degree V6 conversion, BUT, Has anyone tried a conversion with a CHRYSLER High Output 3.5 liter 60 degree all-aluminum V6. I just picked up a 99 LHS, and this thing is suprisingly quick. The Chrysler 3.5 puts out 253 HP stock! I've read that it is easily good for 300hp, but the automatic transaxle is at its limits. Before you say its a front wheel drive car (it is along with its 300M sibling), the Prowler has the same engine in a rear wheel drive configuration. Also, it is mounted front to back in the LHS, 300M and, I assume, the Prowler.

Does anyone know about rear wheel drive transmission options for this engine?

Regards,


Brian Corrigan
72 BGT
67 Sunbeam Alpine
Brian Corrigan

Brian
All of the Chrysler made V6's are 60 degree engines. However, there is no after market induction kits available. Bell housing and flywheels may also be a problem as most of the V6 engines were used with automatics. The Prowler is the only exception that I know. Engine would fit, the rest would be hard.

Jim
jmlema

This thread was discussed between 24/02/2002 and 08/03/2002

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