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MG MGB GT V8 Factory Originals Technical - Fuel injection system for US MBGV8?
|Has anyone here in the State ever done a fuel injection version V8 conversion on their MGB? If so, what type of system was it. I was thinking of using the Hot Wire system off of a Discovery Rover but it looks like there my be problems with the air intake being on the same side the brake mater cylinder.|
|call Towery, I think it is 302-734-1243, he knows all about this stuff|
I am going to use hot wire on a '71. The car has the dual line non-servo assist type brakes stock so there is no interference. In the UK, cars appearently used a single line system with a remote servo mounted on the left side of the E-bay where your master cylinders are presently. I believe you could use the earlier braking system without interference and mount the remote servo on the right. The single line servo could just be plumbed into the front circuit only, if even needed. It seems these servos were used on some Rover saloons in N/A, and perhaps other British cars, and could be picked up cheaply (if not needing a rebuild) if you have the right connections. A mounting bracket per stock V8 could made up out of sheet. Conversly, from studdying pictures closely, I think you may get away with your stock set up with or without simple mods to the air intake ducting. I'm going to try no servo on vented discs (one day) and see if it'll stop. Shouldn't be a problem if slaves are of simillar x-sectional surface area and pads are not huge. Still, try a test fit before changing anything. Sorry for rambling on and on and on and... Any tips on where to find a wiring harness for the efi?
|If you can locate a 'Federal' SD 1 or TR8 intake, they can be rotated 180 degrees to suit applications above.|
They are also lower, and easier to fit under yer bonnet, so clearance doesn't get hairy, Jerry. :0)
|Jerry, you can use the Hot-Wire-System in a LHD rubber bumper model. It's nit necessary to change the brake master cylinder to single line, ans not very clever too!|
I ran my car with hot-wire and dual-line with brake assistant and everything fits under a standard C hood. My engine sits very low and also as far backwards as possible inside the engine bay.
I will post you a pic!
That is a great idea with the C Hood, But many of us don't want to use a non stock hood, or have any outward signs (bulges etc) of what lies beneath the hood. I have seen a few MGB's with C hoods, they look great, no argumant, AND they make Engine bay mods easier, but they also give-away the fact that you have something special under the hood.
The challenge is getting a hotwire system under the hood with no signs. My friend here in Tacoma, has one about 90% done. Should be on road by end of month.. can't wait to see how he gets it in there..
|Hot Wire under standard MGB hood is quite feasible, having done it. Removal of height from the intermediate ram stack casting and the plenum base allows fitting with a few mm clearance on new standard V8 mounts, which will increase once the heat and vibration settles things.|
The plenum may be reversed, as long as you adapt the other attachements on the intermediate housing, or turn that as well. Then there is the possibility of trying to get a Costello plenum which replaces the standard unit and angles the throttle towards the left or right space above the footwell. (LHD and RHD variations) The system is able to be modified in other ways as well, as seen on a number of supercharged conversions wher throttles are cut and welded in different positions.
There should be no need to alter braking systems.
|I anyone able to confirm whether there is under-bonnet clearance to fit a Lucas Airflow Meter fuel injection system (from a Rover Vitesse) in an MGB V8? Are any mods required? I've seen photo's showing Federal & Hot Wire installations...are the clearance dimensions the same for airflow meter and hot wire type systems?|
|Castings are the same so external dimensions are too. Differences exist with the injectors, fuel rail and positioning of the extra air valve that makes it slightly more difficult to achieve. The actual mods to the castings is the same, but negotiating around the different parts alters the route. However it can and has been done.|
As with ALL V8 instalations in an MGB chassis the actual fitted height of the engine is critical to how much work is needed at the top. There are differences between standard cars and thsi was also carried over to the RV8 such is the limited room for production tolerance, so be aware that what is ok for one may not be quite the same in another.
The plenum castings and rams have been shortened per Roger Parker's instruction. The engine is set back with Glen Towery's A/C type mounting brackets and mounted as low as possible over a C/B x-member. There is about 1/4" clearance from the top of the plenum cover to the standard bonnet before any settling. The lower clearance limit exists between the steering pinion shaft and the motor mount nut/bolt behind the engine mount bracket on the frame. I'm encouraged that I could use the newer dual circuit master with integral servo. Come to think of it, I've seen a pic of Jurgen's pristeen engine bay.
you are absolutely right. If you shorten the plemum chamber the engine will fit under B bonnet. But it wouldn't pass german emission regulations. I left the engine as it was to get the tax lowered. My car runs on two Vauxhall Cavalier 2.0 catalytic convertors with a "closed" fuel system, that means no emissions of the fuel tank.
It's much easier to convert the plenum, than fitting a standard engine in the bay without using a RV8 bonnet. It took me a while to find the best position. The aim was to take a B bonnet, but there are 10 mm missing. If I would do a conversion again, I would route your way Roger.
That's it, what makes the V8'ing so interesting. Different ways to find a solution!
Keep firing on eight!
Of interest about 5 to 6 years ago I had contact with a German enthuiast who fitted the V8 and sourced an Airflow Meter injection system. Then he did some pretty drastic changes to the plenum to fit under the MGB bonnet. The result used twin cats and passed the tests at that time. From what your saying I take it that standards have altered or are there variations in the required standards depending say on vehicle age etc?
I had contact to this guy. He used a US-TR8-ECU with Lambda sensors. The time he converted the car was a lot easier to get the car road legal and excepted as a low emission vehicle.
The regulations gets stronger and stronger. So most of the cars are 99 percent clean, but government is working on regulations, that will make them 100 percent "green".
So it's getting harder for V8'ers. When you start a project, you cannot be sure, that you still get it on the road when the conversion has been finished.
For example, when I started my convertion it was good to get a catalytic convertor in it. Then regulation changed to 3-way-convertors and it was necessary to fit a closed fuel system in the car.
Well, my car has hot-wire-system with lambda sensors, cats, closed fuelsystem and is not excepted as emission free, because it has a different gearbox to the RV8.
Testing of emissions depends now on the whole car as a unit. I could get a test but that would cost me another 4000 DM.
So I attempted to get a historic car license for it. For that it has to be absolutely original.
The guys on TUV checked the car and came to the solution, that it is absolutely standard except of the wheels.
The man told me, that I should care of the car because I haveto be lucky to own such a rare thing. The V8 roadsters are very rare!!!
Today you wouldn't pass the TUV with a V8-conversion because they improve their regulations for historic cars.
Mr. Gorbatschow once said: You will miss your life if you are too late.
It also work on cars.
Keep firing on eight!
This thread was discussed between 04/08/2000 and 12/08/2000
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