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MG MGB GT V8 Factory Originals Technical - V8 conversion in UK

Is there a company in the UK that can and will build the MG B V8 that you require??
Bas

Bas,

List is prob endless

Maidstone Sportscars
Cox & Perry
MG Motorsport
Frontline Costello

Paul
Paul

Bas

I can thoroughly recommend Martin Cawte at the MG Barn:-

Abingdon Sports Cars Ltd
Culverlands Corner
Shedfield
Southampton SO32 2JF
Telephone +44 (0) 1329 835393

Safety Fast

Nigel
Nigel Steward

Bas,

You can also look at some smaller companies. Some are MGOC recommended but have a size/turnover that makes then VAT exempt. This could save you quite some bucks.
Remember that building one is nice, but it could well be expensive. I thought this through when another owner contacted me; he just imported his V8 Roadster from the UK last sunday. Definately wanted one and also thought about having one build to his own spec.
Please also consider differences in Dutch regulation and British rules. You really should contact RDW. Normally a Dutch-converted V8 is subject to a number of tests in Lelystad, that will cost you lots of money. I am not sure how British made V8 roadsters are affected. David Vale from V8 conversions had some high-cost problems with German TUV, so take care.
Some cost cutting could be achieved by sourcing your own parts; think especially gearbox, engine, dash.

Frank
Frank de Groot

Frank, thanks for the wise words according the RDW. I know these people quite well and I know that you have to have your act together before you enter the Teststation. Once entered its too late to rectify faults made. I understand that if the chassis is pre 1973 there are not many rules to be followed, but I will check again. Basically the vehicle should have a British registration 1973 or earlier and all the mods should already be mentioned in the V5 document. Correct??
Bas

Bas, you are completely right. Especially the documentation is very important. RDW is not really a nuisance; when I drove by with my original (so British) B GT V8 they were surpised and did not know of its existance. But registration was okay, and it is a nice sight to have four Officials looking under the bonnet at the same time.
Martin has recently bought a V8 roadster and is currently trying to import this car in Holland. He might be a good source for your idea. Eventually Martin decided to buy a complete V8 roadster and have it converted RHD-LHD in Holland; he couldn't work it out in the UK. To be honest: I feel it is nice to go and have a look at the car while work is in progress. I had it converted by Imparts, but Hebels and Peter Seegers do a similar job. But it is a lot of work. Is it really a roadster V8 you want?

Frank
Frank de Groot

Yes Frank I need to be a roadster. I do enjoy roadsters and in the end when you want to part with it they sell quicker. It must be automatic as I lost the use of one leg some months ago. Also power steering is better as I just need it. Used to drive VA's, a TD and other interesting cars but with only one usefull leg I cannot drive them anymore. Is Martin on E-mail? Do you have a V8 yourself? Whereabouts do you live? Cheers Bas
bas de voogd

Bas, Frank,

I went the routing of converting a 1977 roadster to V8 myself. I did all the work myself and i have to agree with Frank that from a cost point of view, the best routing is to buy a complete conversion from the UK. But you have to be aware that its a good one. That the conversion has been done according to good standards.
I did the conversion about 3.5 years ago and dealing with the RDW was not a problem for me. I didn't need to go to Lelystad. I only was with a local RDW station. The guys over there checked the car and everything was send to the headguarters and 6 weeks later i received the car papers. Because its a one-off homologation, every conversion may be treated different. Near Helmond there is a guy named Charles van Lookeren who did several conversions and just afterwards my conversion, he also did one and this car was asked to come to Lelystad. I must say that i made a large file of papers stating that the GT V8 was registered and that also the MG RV8 existed and pointed out that a V8-conversion was more or less identical. I don't know if things have changed since that time but i see it that you just have to be lucky.
About the cost: i did some checking and my estimate was that the conversion costed me about EURO
6-7000. This included an overhauled "C" rear axle. I bought the engine and gearbox cheap at EURO 300,- but i overhauled both completely myself.
You have to take the time to search for parts. You still may have luck. A year ago an SD1 was brought to a scrapyard nearby and i could buy the engine and gearbox for EURO 220,-. The scrapyard didn't see the value of it. I know keep this as a spare engine. I consider myself vert lucky because new pistons were fitted not long before.
If you let all the work done by a good compagny according to good standards, the costs will me more then EURO 25.000,- including the car and parts and labor.
In general it is worth it. Its a really nice car to drive. The torque and the power makes it a flexable and fast car. At the moment my car is fully dismanted to do the bodywork and i must say, i really mis it now the sun is shining.
If you want more information please let me know.
Good luck and regards
Peter
Peter van de Velde

Bas, Peter,

I have a MG B GT V8 from 1973. I bought it about 1,5 years ago. It was recently converted to LHD, by Imparts from Arnhem; something I would perhaps never do again with them. Rather with Peter Seegers or Hebels.
Looking at the budget, I estimate that it can be done for around 10.000 euro. That is if you don't count donor car.
Given what Bas wants, there are several options. I don't know if the MG automatics are suited for V8; I doubt this. So perhaps Rover auto-box? A different route that deserves some research is the "auto-clutch" rallye drivers use.
I live in Culemborg, by the way. Where about do you guys live? Drop by for a cup of coffee; you're always welcome.
I'd have to look for the e-mail address of Martin Foppen.

Frank
Frank de Groot

Frank & Peter & other readers,

Do I need a C rear axle? Is this because the standard B axle cannot stand the torque of a V8? I had a look at the autoclutch possibilities. System is called Click & Go but it gives a lot of extra electronics on board. Something which I did not want to do on the old MG's. It seems 1973 or older cars are easiestwith the RDW. It is only from 1974 that they have to check for emission. Also it is realy vital that the V8 is mentioned in the British documents (V5). If that is all correct you will never run into trouble with the RDW. The body of rubber bumper B seems to be more suitable to put a V8 in. They only started making these in 1974 I believe, so can there be a 1973 car suitable for a V8? Is the rubber bumper body equel to a standard Abingdon V8? Bas
Bas de Voogd

Frank,

I live in Helmond. Thanks for your hospitality. I will drop by when i am round. The same for you. If you or Bas are nereby, please come by.

Bas,

From a torque point of view the standard B-axle can handle the V8. Henry Hebels from Hebels british sportscars in Eindhoven used to have a V8 with a standard B axle but the car tends to be rather nervous and also the rpm at cruising speeds is rather high with a standard B-axle. I must correct myself. I didn't buy an overhauled C axle but a compagny in England fitted a new C crown and pinion in my B axle. Then you get more or less a C axle.

Converting a chroom bumper car is more difficult. You need to modify the SD1 sump to clear the front crossmember. The rubber bumper crossmember is a little higher compared to the chroom bumper one. Also it seems that the bulkhead needs to be modified on a chroom bumper car.
I choose the routing of a rubber bumper car and converted it to chroom bumper because of the looks.
I believe an automatic box gives a little more problem to fit because of its oil cooler pipes.
Also i assume, you will need to modify the transmission tunnel but am not sure.

About where to go to get the work done, i can't be of much help. I go to Henry Hebels for my car's APK and he is a friendly and relaxed kind of person with more then enough knowledge to do it. He also likes Englisch classic cars. But he never did any repairs for me.
Before that, i lived in Vlaardingen and in Schiedam you find van der Ree. Also a very relaxed and knowledgable guy who surely also could do the job. He is also someone who likes classic cars and sometimes forgets, he is running a business.
Regards
Peter
Peter van de Velde

Bas, Peter,

C ratio is more suitable at around 3.3:1 for automatic C's. The C used these ratio's because with a three speed auto box (third is prise-direct) you can only cruise relaxed with longer final gearing. The best way for a V8 rear axle is the original CW&P or a shortened Rover. Both aim at 3:1 final.

The inner wings, the tunnel and the front crossmember are the most noticable differences between the types you mentioned. The crossmember is easily sorted by buying a rubber bumper crossmember and using shorter springs. They are called inch-lowered and are a very common way to adjust ride height to c/b height. The factory V8 also used the R/B crossmember to clear the sump.

The most cost effective way is to buy an already converted car, I think (mostly between 7,5 and 10.000 pounds). But it is a compromise and more risk. In the UK there are more cars available; I could scan the V8 page from the Enjoying MG magazine from the MGOC (UK) and e-mail it. Converting RHD-LHD involves taking the engine out (though I didn't mind driving RHD). Nice moment to switch to auto box. If you want to sell the five speed SD1, I am interested. The only other way is to have one build. Just call around to a couple of companies and point out your wishes. I'd also talk it through with Henry Hebels.

Frank
Frank de Groot

Bas,

There is an automatic box for SD1, which if same dimensions as standard SD1 box may work. Automatic Transmissions of Preston quote 350 for a complete overhaul as they have huge stocks of new and secondhand parts on the shelf. May be worth contacting Roger Parker at MGOC to see if anyone has used this box in a conversion. Also Terry Brown SD1 specialist may be able to help tel 01772 635728.

Power steering at a price is available and may be worth considering in conjuction with the RV8 style front end (Cox & Perry tend to use this). Also worth considering is the Hoyle IRS set up with choice of Cossie diffs, which I understand are being remanufactured, so spares in future should not be a problem.

Paul
Paul

Bas,Peter, Frank,

I have also build my V8 roadster (body from 1975, SD1 engine and 5 speed Rover gearbox, standard MGB rear end) drove the first 1000 km with and it is really a great car to ride in.
I had the car for the first visit at the RDW a few weeks ago and the guy doing the inspection looked very strange and had never seen this before, a yonger college of him tried to scare me telling that my car would need a homolegation and that the cost would be at least 15000 euro. But after a look at the car and the papers he took all the papers into the office and came back after 20 minutes, he then checked the brakes, CO level, steering, wheelmountings , engine and gearbox-mounting, he weighed the car (1000 kg with tools and spares in the trunk)and told me that the car was ok to go to Lelystad for a driving test and noise-
level test.
The test at lelystad wil be 12 June, I will keep you informed.
Anyone interrested in details of the conversion please mail me

Regards,

Arno
Arno

Hallo Arno, this sounds all interesting. Did you have a dutch registration with the MG or something else?
Cheers Bas
Bas

This thread was discussed between 05/06/2002 and 09/06/2002

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