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MG MGB GT V8 Factory Originals Technical - Non-V8 swap info needed

I am seeking info concerning a Rotary or Toyota 4AGE swap into a '74 BGT. Any help or warnings would be much appreciated.
Terry Sturgill

I was told that the Rotary powerplant would not fit in the MGB due to the exhaust header being too close to the frame rail. (you can make a real tight header, but it might burn a hole through it not to mention cause an exhaust restriction)

I have seen a Ford 2.3 Turbo swapped into an MGB.
(I still have the pictures and write up)
James ?

Saw a rotary in a B last year. It fit but it sure was ugly. Common belief is that the engine will foul the frame in front where it narrows. Anything is possible. I would favour anything with a Toyota DOHC and a five speed. JMHO
Pete Plouf

I have been running a Ford 2 litre Pinto in my MGA now for 20+ years hooked up to the stock Ford 4 speed. Goes great with amazing acceleration (easily smokes 245-60-14 rubber on the downhill slope!!) but would recommend the Sierra 5 speed box if doing it again!
regards
mark
mark mathiesen

Hey, I saw something on one of the Mustang sites. Get a SVO motor. They have been able to get 400hp out of em. I think they are the 2.3 mentioned earlier. Mustang folks will have info on how to tweake em...
Larry Embrey

Thanks for the info guys! The 2.3 Ford swap sounds interesting and I know where a World Class T-5 tranny out of an SVO can be purchased...hmmmm!
James ?, can you e-mail the photos and write-up you mentioned on the 2.3 Turbo swap? Thanks!
Terry Sturgill

Try this link:

http://lincmsrtek.homestead.com/my1965mgb.html

Greg
Greg

http://www.turboford.org/board/

another link if you need any help with the Ford 2.3T
engines.
James ?

Foudn the link of "godlike" SVO's... just the 1st link makes me want to reconsider installing my 302...

http://www.rothfam.com/svo/
Larry Embrey

I measured the 2.3 and found it relatively long tall and heavy compared to the B 1800. I think the ford small v8 block is shorter than the 2.3. With alloy heads there would be little if any weight difference and twice the cubic inches. If you want a warm engine compartment try turbocharging.
Barry
Barry Parkinson

check out this link for engine weights. According to this list http://triumph.cs.utah.edu/sol/tech/engine.html, a 2.3 turbo is about the same weight as a modern small block ford v8 with iron heads. Note in the web site with the 2.3 the huge cut out in the firewall for the exhaust system, the crunch for the oil filter, the missing heater box, the radiator mounted forward etc. A motor swap nobody looks at is Mitsubishi. My kid has a '92 d50 dodge/mitsubishi pickup 2.4 liter rated at 116 hp. Single overhead cam alloy head with counter balance shafts makes it real smooth. With Multiport fuel injection it makes that little pickup go faster than an MGB ever thought. A cam, retune the ports for hi rpm and it could be a cooking engine that looks like it could fit easily and be about the same weight as the stock engine. Ok it's not 400 hp and it's Japanese.
Barry
Barry Parkinson

Barry, nice counter opinion. I like that, you did research and gave this gentleman good info. WELL DONE, I am so tired of hearing the "why do that it is stupid" line, it is nice to hear a honest, thoughtfull respectfull posting.

I personally am going with a 302 and had no idea the 2.3 was so heavy. If you are in the US, by all means get a 302! they are easy to find. My only recommendation would be get a 1983 or later one as they mount a T5 a bit easier. The big issue is the flywheel and getting the correct size 157T and correct imbalance to match the block.. I have a 71 block and it a bit tricky to get imbalance and size, can be done, but not as easy as going to wrecking yard and yanking one like with later engines..

I could go on forever.. anyone interested in my reasons for 302 over the 2.3 or even the much written about 215, email me and I will be glad to share..
Larry Embrey

Thanks for the feedback! I was a bit leary of going the V8 route, but may reconsider, since there seems to be so much info on the subject. I was just wanting to keep the appearance of my BGT stock looking and figured another 4cyl/rotary swap would work the best! Any other links or suggestions are welcomed as this project is still in the planning stages. Thanks again!
Terry Sturgill

If you decide on going with a rotory mill, start with a 3rd gen RX-7, ALL are twin sequential Turbo's. If you don't want to turbocharge it, the rotor's are around 8.5:1 compression, and are wider along with the rotor housings... wider is stronger and better. I wouldn't try porting the engine, since this can affect the timing and cause overheating if done improperly.

For the ultimate beef, 4mm Apex seals can be sought after! (2mm stock, 3mm performance, 4mm for Die-Hards)

Rebuilds are very basic and easy!
(gasket/O-ring kits are around $400, rotor seals and tension springs increase the cost to an exorbital amount.)

I can imagine that a 3rd gen rotory stripped of intake, exhaust, flywheel, and acc's weighs in around #150. (I picked one up and placed it on a table.)
James ?

Having been a ThunderBird Turbo Coupe (intercooled of course) owner I'd give my eye teeth to get my hands on a 2.3 Turbo and the 5 speed that went with it. The turbo just gives you that high testosterone feeling as it kicks in. Not nearly the power vs. weight ratio of the 302, or the ease of installation, but very fun to drive and extremely economical for a daily driver. I was looking through some 2.3 turbo sights the other night and came across some 1/4 mile times. They were running low 15's completely stock @ 88mph. With the weight drop of an MG compared to a ThunderChicken I would think it would be a bit quicker. Too bad it would take a lottery winning to finance the project.

Sean
Sean Squires

This thread was discussed between 27/08/2000 and 30/08/2000

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