MG Sports Cars

Quote:

We don't usually like engine swaps, but this one is different...

That's how a run-of-the-mill old car magazine would introduce this car. However, Scott Wooley's MGB deserves the praise and accolades which would follow. The MGB's charm has been retained even while old-school and innovative hot-rod details have been combined in thought-provoking and inspirational new ways. Without further comment, I'm pleased to announce another very fine addition to BritishV8's Photo Gallery and How-It-Was-Done Series:

Scott Wooley's Ford 289 Powered 1970 MGB



(For the record: we LOVE engine swaps!)

Another extremely well done car !!!
Dave

Yep, very nice!

Beautiful!

WOW!

Makes me wish I had my convertible back! Of course it never looked like that. Very nice job.



Paul

So good to see an engine bay that just contains an engine... instead of a spaghetti of pipes, hoses, wires, cables, and plasticky doohickusses, with an engine somewhere underneath.

Even the roll bar(s) look as if they belong.
Excellent.

Ivor

Looks great Scott. I haven't had a chance to digest the full write up but am looking forward to reading through it -- you clearly did great work.

I really like the cold air intake, what a neat idea!


Paul

I think that was Curtis' brainchild.

Jim

Absolutely, Jim! I've asked Curtis questions about what he used to do it. I just thought the reversed scoop was a good addition and might reduce the things I have to make from scratch. I was planning on putting an Odyssey battery on the firewall there so I would need to reroute the ducting.


Paul

Some people are blessed with the talent of keeping an engine bay clutter free all while boosting its automotive art deco look; congratulations Scott, job well done!

The car looks amazing!!!
I read that Scott used basically stock suspension, brakes and rear end. Any thoughts on how this car will handle, stop and will the rear end hold up to the power. It seems like the path of least resistance as far as money and time, but I'm wondering how it all works together. I'm thinking that these systems could be upgraded one by one, but is it necessary? THOUGHTS?

Dan,
Yes, I have a thought there. And it was probably on your mind as well as many other persons too. You obviously read the "Features and Specifications" part of Scott's HIWD article, not just look at the great photos of a beautiful car.

How it all works together you ask? I'm sure as well as an original 1970 MGB but with more power behind it. Will the rear end hold up? Depends on how you drive it. Handling? Depends on what you ask from it and how you drive it.

I'm a stating the obvious here but one thing that often happens with these builds is that they are an evolving process.Scott may find all the components in his car meet his requirements or he may end up constantly changing and upgrading his car like I did with mine, doing things twice etc. etc. etc.......

I think I remember Scott saying that rear suspension was next on his to-do list. That was in the spring, before a whole summer and fall of good driving weather. IMHO, there's a lot to be said for driving a project car before prioritizing upgrades. Is it necessary to make these upgrades? No, but if you enjoy the process why stop upgrading? I haven't driven Scott's car, but I can tell you that my MGB rear suspension could use improvement. It's my least favorite thing about my MGB, but somehow fixing it hasn't reached the top of my to-do list.

I suppose I'm of the mind that a project car is never really finished but I've driven my GT for years with only tube shock conversions on all four corners and been satisfied with it. That's not to say I wouldn't be pleased with some more exotic upgrades but, like Ken says, I haven't pushed it past what it's capable of. I suppose when I do the rear end will tell me when its had enough and I'll have to change it; hopefully I won't be too far from home. I do have plans to replace all the bushings and add a panard rod in the near future



Paul



Edited 1 time(s). Last edit at 11/15/2013 03:06PM by pspeaks.

Thanks for the input on Scott's beautiful ride. I agree with the notion of an "evolving" project, upgrading as money, time and needs change. I'd love to hear from Scott on these issues. I haven't actually ridden in a B for a while, (my project is just now starting with a really good rust free shell, some custom body mods, then the oily bits to follow) so I'm a little vague on stock performance. So Scott, if you're out there let us know how it's going. Once again, a beautiful job-simple and very clean!!!

Dan

Thanks for your comments.

I've put approximately 6000 miles on the car since this spring and I'd be happy to share some of my impressions. (First of all, yes, the cowl induction idea was stolen dirctly from Curtis when I saw his car for the first time about 10 years ago at the Colorado Conclave. :) First some backround information:
The car was a rusted out basket case to start with. I had no prior experience with British cars, auto body, paint or engine conversions. I did all of the work myself, in my own garage over the course of appoximately 10 years. The two books I purchased and used as guides through the process are Lindsay Porter's "MGB Restoration Guide" and Pat Ganahl's "How To Paint Your Car on a Budget. All other knowledge was picked up from life experiences and internet reading, particularly this website.
I did not start out with a V8 conversion in mind. I simply wanted to "fix up" the the little MGB I had and make it a little nicer than it was. It was only after stripping off layers of paint / bondo / fiberglass did I realize what a challenge I had ahead of me. It needed full sills, floors, left rear quarter panel, hood, lower right front fender, plus lots of hammer work on the what was left. I could only imagine the stories this car had to tell! I was determined to make the car sound again and free of any rust. While I was busy restoring the body shell, I had the original engine and (freshly rebuilt) overdrive transmission out and sitting on the garage floor near the car. My wife and I were having a garage sale one day, when a man offered to buy my original transmission for a price that I couldn't refuse. A week later I sold the engine as well and convinced myself I'd convert it to V8 power also.
I told several people that I was looking for a small block V8 engine for my MGB, and was leaning toward the Ford 260 / 289 / 302 or the BOPR 215 variant. A short time later my search paid off when my co-worker spotted what looked like a Ford 289 in his buddies junk pile beside his garage. I offered him a twelve pack of beer for it, and he accepted. A second co-worker, a newly hired mechanic, had a Borg Warner T5 from an '87 Mustang GT laying around his garage he wanted desperately to get rid of. I offered to buy him lunch in exchange for it, which he also accepted. So for the cost of some beer and the price of a chicken torta from a local Mexican bakery, I had the drive train for my MGB project figured out! From there I began to slowly research and collect parts for my conversion. My goal was to make the car structurally sound, a little bit faster, and try my hand at body work and paint as well. I feel like I did well with what knowledge and tools I had to work with.
So how does it all work together? Very well actually! The car handles very much like a well-sorted stock MGB, despite the fact it's gained some weight. The car stops confidently, and I can lock all four wheels with firm pedal pressure. I don't feel the need to upgrage to better brakes at the moment, but as time goes by and I run out of things to improve... Also, for the record, I drive the car on the street and don't drag race or autocross. I may try both at some time, just for fun, but doing so will likely only warrant more upgrades and more $$$.
The engine build was kept mild, only a slightly more agressive cam than stock was chosen. It runs and idles great and makes good power that pulls hard from 2500 to redline. Eventually I'll make some dyno pulls and post the results here, but I would guess the car is making about 200 RWHP. It sets you back into the seat and makes some wonderful mechanical music on the way to 6000 rpm. The Hurst shifter works great, although the handle position is back a bit far. (I may make an extension for the stick later)
What don't I like? The stock rear end and gear ratio. It's adequate and works just fine, but I think there are IRS, and 3 and 4 link rear setups that would improve on ride quality, launch control, have height adjustability and lower unsprung weight. With that said, I'm still investigating my options, but leaning toward an 8" Ford with a gear ratio in the 3.00 to 3.55 range. (The current ratio does not help with gas mileage, but the engine seems quite happy to spin all day over 3000 rpm.)
The exhaust note is pretty agressive. It's low toned and mean sounding, with no pops or backfires. It IS a bit loud however, and people definately take a second look when they hear me coming, then wonder what the heck is under the hood! I'm thinking of adding a couple of discrete mufflers in the old battery box area to mellow it out a bit. I've already made the exhaust cutouts in the rear valance bigger to accomodate the big exhaust tips I used. ( I made the original cutout for a 2 1/2 " pipe to pass through, then later decided I wanted the tips to be flush with the valance.)
I would offer just about anyone here an opportunity to drive the car yourself and give me your feedback. I plan on attending Britsh V8 2014 in Colorado Springs, so hopefully I'll get to finally meet some of you and thank you for all of your inspirational ideas and words of wisdom. Curtis, when your car is out of winter hibernation, we'll get together and I'll let you drive it if you're interested. I'd love to trade you for a spin in that fly-weight fuelie GT of yours as well. Cheers.

Scott

Scott
Thanks for the update. I'm inspired to spend more time in the shop.

Dan