MG-Cars.info

Welcome to our Site for MG, Triumph and Austin-Healey Car Information.

Parts

MG parts spares and accessories are available for MG T Series (TA, MG TB, MG TC, MG TD, MG TF), Magnette, MGA, Twin cam, MGB, MGBGT, MGC, MGC GT, MG Midget, Sprite and other MG models from British car spares company LBCarCo.

MG MGB GT V8 Factory Originals Technical - LS1

If anyone is thinking of a V8 conversion, this chap would consider putting a LS1 in a B

http://www.chevroletls1.com/

Paul
Paul

and for those occasions when too much power is just barely enough...turbocharge it!
Peter Thomas

The one problem with an LS1 is that you have very limited choices as to a gearbox. The only manual you can really use is a T-56. An LS1 does not have the same type of bolt-on bell housing that we're used to -- it's ~ part of the motor. The T56 is of course a fine tranny but is _very_ wide. You may or may not mind, but you'll need to widen the tranny hump significantly. I was going to use an LS1 on my E-Type V8 conversion project until I saw some cars that had T56s and it simply ruined the character of the interior of the car to have the tranny tunnel that wide.

If you can live with an autobox or having a really wide tranny hump doesn't bother you, the LS1 is one heck of a stonking motor. I forget the exact weight but it is a very light unit as well. The only slight downside I can think of is that it's such a bland-looking motor -- the TPI setup, when all polished up, is very dramatic by comparison. Not that this matters; it's just that if you're going to spend 500 hours or so under the hood gettint the thing in, it's nice to have something good to look at!
Ted

Peter
Is this the same as the GEN 3 v8's we use ober here in our Commodores?
steve

Mike is a friend of mine, infact I was their today picking up some bits and pieces.

He is in the process of fitting a turbo-charged LS1 into his TR7. The engine is heavier, than the Rover (about 50+ lbs I think), but the plastic intake manifold, offsets the difference somewhat.

It’s a great engine, 5.7 litres, roller-rockers, shallow valve angles, built in ignition pickup on crank and runs 8 coils as standard.

He has an empty engine for test fitting so I may pop it in just to see if it fouls. Only problem is my steering column is in a different position as I have fitted powered steering, so it may not answer the steering column clearance questions for a standard rack.

Thinking about the T56 myself, it is wide and heavy, so it will only be needed if I increase my power substantially.

I have just brought my DTA management system through him as he is setting himself up as an agent, and is intending to run this system on his own LS1.

The sticking point is insurance, as soon as you move to a block not fitted by they factory. The insurance seems to go up disproportionately.

I also designed his website by the way, but prefer to work on my B.
Nick Smallwood

Steve,
Yes it is essentially the same motor but with a few minor mods like the exhaust system to get the thing to physically fit the Commodore engine bay where the old V8 used to reside in the previous model.

Happy New Year, Pete.
Peter Thomas

Ted:

You mention that a T56 is the only tranny that bolts up to a LS1/6. I do not see any kind of a extension or casting on the rear of the block. Do you mean it has a differrent bolt patern? If the automatics will bolt on, then why not a T5? I do agree that a T56 would not fit in a B without compromising interior space.

Pete
Pete

Pete,

The LS1 engine block has essentialy the same bolt pattern as the LT1 and earlier GM 5.7's. They all use 6 bolts to mount the tranny to the block. In the LS1's the passenger side upper most bolt has been moved to the very center of the bell housing (the appex if you will). The newer automatic transmissions although still the same 4L60E (sometimes refered to as a 4L65E for it's increased torque rating) are now made with a removable bell housing which incorporates this new style bolt pattern. The old style pattern will still fit but will just use one less bolt since older GM tannys won't have the hole at the appex of the bell housing and the block won't have a hole at the proper location on the passenger side upper part of the block. I can say this all with certanty as I work at a transmission shop and have allready rebuilt 2 4L60E transmissions in LS1 Camaros all be it for high performance applications.

Chris
Chris

Chris,

Given your expertise: is there, indeed, a way to fit a T-5 box behind an LS1? If so, I (happily) stand corrected -- I didn't see how to do it, but there are many vastly more knowledgable than I -- and if so, I'm sure this info would be of interest to many.
Ted

Ted,

Should just bolt right up but will use one less bell housing bolt (passenger side upper most bolt hole does not exist on the LS1 engine casting). I doubt you will break the bell housing lose with just 5 bolts. As for pilot bearring sizes in the end of an LS1 crank vs. an LT1 or earlier crank (which the T-5 came behind) I'm not sure. But that's not a big deal to make a bushing or something to correct it if they are indeed different. The only other thing I can think of that could possibly be different are input shaft lengths between the T-5 and T-56 but I doubt GM would change that either. Now, the other way round would be even better (older 5.7 cast iron block + T-56) because some older blocks for some reason do have a bolt hole at the appex of the bell housing bolt pattern which does line up with the corresponding hole on T-56's and newer removable bell housing 4L60E's (4L65E's). So you could use all 6 bolts. I wish I could draw a damn picture on this thing to better explain the differences. If you happen to have a early model GM small block laying arround look at it and you will see that starting at the drivers side of the block and moving clock-wise the first two bell housing bolts are one on top of the other in row perpendicular to the ground. The third one is half way between the second one and the very top of the "half circle" formed by the bell housing. The fourth one lies in a mirror position of the third and the fith and sixth are the mirror of the first and second. If that makes any sense. On LS1 blocks the pattern starts the same untill you get to the fourth bolt, which lies at the very top of the bell housing rather than being a mirror of the third hole. The fith and sixth are still in the same position. There is no hole in the block between the top of the bell housing and the fith bolt hole. If that makes any sense. I hope that I have answered your question and if I'm dead wrong please somebody let me know. (Like I had to type that. I know you guys will point out any errors)

Chris
Chris

How much wider is this engine then a 4.0 Rover or a 302 Ford?
K. Smith

K. Smith,

According to the link in the first post of this thread it's only .5 inches wider at the cylinder heads.

Chris
Chris

"I was going to use an LS1 on my E-Type V8 conversion project until I saw some cars that had T56s and it simply ruined the character of the interior of the car to have the tranny tunnel that wide."

What kind of f*cking savage would fit a crude yank V8 to an E-type?

I like the way you have concern for the character of the interior, but don't seem to give a sh*t that the engine looks sh*t compared to a jag motor.

Can't you find a frigging new engine for one. Give me your address and I'll sent you a copy of the Autotrader. There's always loads of V12's and XK's in there.

I'll even tee up a rare 6.2 48-valve 12 for you.

The only consolation of the butchery is that you've made everyone elses that bit more valuable.
Jonesy

I'm not a total savage. Or at least I'm a noble savage. I just found a ruined hulk of an XKE and thought I'd give it a whirl, as a test of my wrenching skills ... likely to be a really difficult test, but doable. Maybe you're right, it will come out to be a barker. But I say, let's run it up the flagpole and see if anyone salutes!
Ted

I've read a couple of threads in the V8 post and it seems to me like Jonesy is just a bitter, angry little man. In every post of his he just bitches and moans about the subject. Why do you even bother Jonesy? You do have a right to your opinions of course but couldn't you be a little more tactful in the way you deliver them? Maybe you should just stop reading the V8 conversion posts if the idea of putting something other than the factory engine between the frame rails upsets you so much. Just a thought.

LET THE FLAMES BEGIN!!!!!!

Chris
Chris

Ted,
Here in Australia there is a version of the LS1 with a Tremec T56 gearbox fitted at the factory so perhaps that may be an option rather than trying to get the T5 to mate up there.
Congratulations for having the err backbone shall we say politely to give it a try. Not sure if you will have room for a passenger though after the trans tunnel surgery as the XKE was somewhat cozy as I recall from some time back and I was somewhat thinner as well!

Jonsey,
Mate if you don't calm down you are going to give yourself a heart attack at the very least.
Read the comments from Chris above.
At the moment you are sounding like a sad , pathetic , little git and a total prat into the bargain.
Pete
Peter Thomas

I say go the LS1 and T56 combo into MGs.
Peter
Around 9k will get you the complete package from a holdden parts dealer and thats new as well.
steve

Hell, y'all, let Jonesy rant and rave here....Keeps him off the MGB Technical page!!
Ken Lessig

Wow,

people are f*cking crazy for f*ck sakes. If us sh*t brains are such f*cking savages, then why arent we the ones throwing around all the f*cking useless language, and accusing others of bastardizing cars? Ted, a jag xke is a beautiful thing. I could sit and stare at one all day long. Unfortunate that getting one into excellent mechanical shape is quite expensive, and inherently less reliable than a more modern v8. But, it doesnt sound like you want a car that costs tonnes of $$ cash to restore, only to sit in a garage begging to be driven, but never allowed to see the light of day. I think that the v8 is an excellent idea, and if i ever saw it, i'd beg for a ride too. Hmm, perhaps if i suggest you using a honda s2000 engine everyone will forget about the v8....
Alan Raddatz

Seems like that swap would be a cake walk if you were willing to live with a 4 speed Muncie. I believe all the needed parts are readily available, as that was at one time a very popular swap, and getting a 5 speed in there might not be that bad either. I say go for it. Give it the performance to go with it's looks. That LS1 is a very sophisticated engine by the 20 odd year old standards of the car and will probably make it handle better too! Might not want to build it up too much though, that old British iron just might not be up to the strain.
Jim Blackwood

This thread was discussed between 30/12/2002 and 21/01/2003

MG MGB GT V8 Factory Originals Technical index

This thread is from the archives. Join the live MG MGB GT V8 Factory Originals Technical BBS now