MGB Mk1 Special V6
Discussion
DavoA said:
Zetec??? I dont know if we get these in Aust?
Mate, how do you get on tuning the carbs
Looks like a nice job. Did you use another g box
Looks like you able to avoid cutting back panel, and you kept heater
Prob necessity in UK
Uses the ford 75 gear box off mondeo, the carbs are 750 kwasaki carbs tune them the same as webers , 1.6-1.7 jets for fuel and balance Mate, how do you get on tuning the carbs
Looks like a nice job. Did you use another g box
Looks like you able to avoid cutting back panel, and you kept heater
Prob necessity in UK
have just put new minilites on with 185 tyres when its nice weather I'll take it to the track.
MGB Mk1 SPECIAL
ENGINE: V6 3500cc SOHC 24v 9.5:1 comp.
Stage 2 cams, enlarged inlet plenum and tracts,
extractors, dyno mapped Haltec engine management
POWER: 185kw (248bhp) @ 5500 rpm. 340Nm @ 3800 rpm
GEARBOX: 5 speed all sychro. 3.29:1 - .86:1
REAR AXLE: Borg Warner LSD. Ratio 3.27:1. 110 kph @ 2750 rpm
KPH @ 6000 rpm: 1st – 63, 2nd – 110, 3rd – 163, 4th – 206, 5th – 220 (+)
BRAKES: Original MGB disc/drum plus booster
SUSPENSION: Front – original coil and wishbone plus HD roll bar.
Rear – original leaf plus telescopic dampers and tramp rods
WHEELS: 6.00 x 15 inch 4 stud alloy with 195 x 15 80R tyres
WEIGHT: 950 kgs
RESTORATION: May 2005 to Nov 2008
OWNER: David F Ashby
(“Blaansh” is Norwegian for white one)
Always wanted to put a Rover V8 in my first B but the bodywork always needed my V8 slushfund....
My newly acquired second B has immaculate bodywork and a slightly warm original engine, so once I've sorted the suspension out, I will inevitably start looking for something sweet under the bonnet.
Mitsubishi V6 eh? Lots of questions for you please!
a) Did you have any problems with engine mounts?
b) What are you using for a propshaft?
c) Have you had to do much to improve cooling?
d) Did you need to fabricate your own exhaust?
e) I'm assuming that the ECU and all of the engine management system would have had to be transferred across too?
My newly acquired second B has immaculate bodywork and a slightly warm original engine, so once I've sorted the suspension out, I will inevitably start looking for something sweet under the bonnet.
Mitsubishi V6 eh? Lots of questions for you please!
a) Did you have any problems with engine mounts?
b) What are you using for a propshaft?
c) Have you had to do much to improve cooling?
d) Did you need to fabricate your own exhaust?
e) I'm assuming that the ECU and all of the engine management system would have had to be transferred across too?
“BLAANSH”
I purchased this 1967 Mk1 MGB in 1994. It was in fair condition mechanically but was rusty and cosmetically very tired. My aim was to mechanically modify the car to become a long legged tourer with some real go, and also carry out a full restoration so it looked like a standard car. My plan was to produce a package with a reliable non peaky 250HP and a weight of 900kg.
Finally in 2005 after storing the car since 1994 I began work.
I had in previous years used the cars engine and gear box to re-power a fully restored Austin Lancer. (See images of “Mabel”)
After consideration of power plants I purchased a secondhand Mitsubishi 4wd V6 SOHC 24v of 3500cc capacity. I had previous experience with these great engines and as they are north-south and very compact, suited the MG engine bay. Standard output 140KW - 185HP.
After removing all the unwanted fruit from the engine I mated a 5 speed Toyota gearbox driven thru a small flywheel and heavy duty clutch. Gear stick position is 2 inches further back than original and it only needed minor mods to the trans tunnel and engine bay. Of course upgraded cooling, air inlet and exhaust was required. The engine mounts required engineering approval as did the whole project. I adhered to the set of very reasonable rules provided by the authorities in Australia for Performance Vehicle Modifications.
Exhaust extractors fitted, enlarged air inlet plenum and tracts, stage 2 cams and dyno mapped Haltec computer gave me a very torquey 250BHP@5500.
I chose a suitable Borg Warner rear axle with LSD, 3.27 ratio and 4 stud 15x6 inch Mini-Lite look-a-like wheels to give me the touring speed of 68MPH(110kph) @ 2750. (See specs for greater details.)
Prior to the cosmetic restoration, I carried out all the mechanical upgrade work and in fact drove the car around rusty and ragged for some time to ensure my engineering was all OK and to iron out any bugs. This may sound easy, but I had probable removed and refitted the engine and trans 10 times during the build up to test fit, clearance and accessory attachment.
The resto was a full bare metal with new panels as nec and some reinforcing. Long time, but finally a brilliant job of fit and finish after painting BMW white. All components back in with all new bits as necessary. Electrical, trim, instruments, chrome and all new glass. Weight 950kg. Total time from whoa to go 31/2 years!
Driving the car is great! Off line accelerating in fantastic with wheel spin, but checked by the LSD - no axle tramp, rev to 6300 limiter, power strong and even from 1500 rpm with real excitement from 3500 to 5500. Toyota gearbox brilliant, into 2nd then 3rd up to 90MPH, easy to 120 with more to go, but wind buffeting becoming intolerable and car stability questionable.
Handling, steering and braking a bit better than original but not up to modern day standard. Who cares, this goes, looks and sounds great!
I purchased this 1967 Mk1 MGB in 1994. It was in fair condition mechanically but was rusty and cosmetically very tired. My aim was to mechanically modify the car to become a long legged tourer with some real go, and also carry out a full restoration so it looked like a standard car. My plan was to produce a package with a reliable non peaky 250HP and a weight of 900kg.
Finally in 2005 after storing the car since 1994 I began work.
I had in previous years used the cars engine and gear box to re-power a fully restored Austin Lancer. (See images of “Mabel”)
After consideration of power plants I purchased a secondhand Mitsubishi 4wd V6 SOHC 24v of 3500cc capacity. I had previous experience with these great engines and as they are north-south and very compact, suited the MG engine bay. Standard output 140KW - 185HP.
After removing all the unwanted fruit from the engine I mated a 5 speed Toyota gearbox driven thru a small flywheel and heavy duty clutch. Gear stick position is 2 inches further back than original and it only needed minor mods to the trans tunnel and engine bay. Of course upgraded cooling, air inlet and exhaust was required. The engine mounts required engineering approval as did the whole project. I adhered to the set of very reasonable rules provided by the authorities in Australia for Performance Vehicle Modifications.
Exhaust extractors fitted, enlarged air inlet plenum and tracts, stage 2 cams and dyno mapped Haltec computer gave me a very torquey 250BHP@5500.
I chose a suitable Borg Warner rear axle with LSD, 3.27 ratio and 4 stud 15x6 inch Mini-Lite look-a-like wheels to give me the touring speed of 68MPH(110kph) @ 2750. (See specs for greater details.)
Prior to the cosmetic restoration, I carried out all the mechanical upgrade work and in fact drove the car around rusty and ragged for some time to ensure my engineering was all OK and to iron out any bugs. This may sound easy, but I had probable removed and refitted the engine and trans 10 times during the build up to test fit, clearance and accessory attachment.
The resto was a full bare metal with new panels as nec and some reinforcing. Long time, but finally a brilliant job of fit and finish after painting BMW white. All components back in with all new bits as necessary. Electrical, trim, instruments, chrome and all new glass. Weight 950kg. Total time from whoa to go 31/2 years!
Driving the car is great! Off line accelerating in fantastic with wheel spin, but checked by the LSD - no axle tramp, rev to 6300 limiter, power strong and even from 1500 rpm with real excitement from 3500 to 5500. Toyota gearbox brilliant, into 2nd then 3rd up to 90MPH, easy to 120 with more to go, but wind buffeting becoming intolerable and car stability questionable.
Handling, steering and braking a bit better than original but not up to modern day standard. Who cares, this goes, looks and sounds great!
Not a jest!! The final examination to determine that my mods complied with these rules, and the subsequent approval before road registration must to be carried out by the engineer who has tracked the course of the mods from the start. Also he has to put their balls on the line that all is correct before the licensing authority will license the car.
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