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MG MGF Technical - High performance MGF mods.

hello to all!

in the near future i will have my hands on a VVC MGF, and being a performance nut there is no way that i will leave it in stock form. i've been searching the net for performance mods that other people have made to their MGs but i have found ziltch, nada, nothing... what i did find was a turbo-charged Elise but no specs were with the picture. i'm after serious power so a turbo would have to be the go. has somebody out there got a turbo Mgf that they are hiding, or would know much about the motor to be able to give me a rundown on what engine modifications are popular and reliable.

also, does somebody know if the factory computer is easily remapable or if certain aftermarket computers work better than others on the F with the VVC etc.
Al Sommer

Hi, I have seen a firm somewhere (I'll try and dig it out) that will fit a turbo to a 1.8 K series engine. However, it was VERY expensive, somewhere near £6000. - I also don't know if that was a VVC, as I expect the VVC mechanism adds a bit of complication.

However, without other substantial mods to the car, I would wonder how drivable a MGF with 200+BHP would be.

Probably very driveable actually ;)

Good Luck!


Regards

Steve.
Steve Childs

Upgrades in my order of preference.
1) Tyres and tracking. You'll go a lot faster and safer round corners. SO-2 and 5 mins toe in seem to be the consensus.
2) K&N air filter. Adds pickup, 5+/- BHP and noise factor.
3) Poly bushes and compliance washers - tightens handling.
4) New plugs and leads. Increases zippyness and fuel economy (although that doesn't seem to be a factor)
5) This is where you start getting onto new exhausts, cams, engine management systems. Buyer beware (especially if you're Dirk who guinea-pigged Icon chips).

I've only got as far as 1, due mainly to insurance considerations.

I'm sure others will have 'better' lists.

N837 OGF
Hugh

Brodie Brittain do a turbo conversion for the 1.8K, but it involves some fairly serious mods to the bottom end to get the engine to stay together, Turbo technics do a supercharger conversion which requires shorter rods and hyper-eutectic pistons to bring the CR down to a sane level for the supercharger, these are designed for the Elise but could be persuaded to fit the MGF I expect The problem with raising the BMEP on the K series is the relative fragility of the pistons and liners and the general flexibility of the block/head sandwich. BBR go some way to correct the lack of rigidity and also replace the liners with marginally thicker ones (this loses a small amount of capacity). The Turbo conversion is not for the faint hearted or shallow of wallet.

Getting power above 220/230 reliably is expensive..

Dave
Dave Andrews

K&N and new exhaust seem to be the two easy retro-fit ways to up the BHP. Porting the K series can give you another hike. Dave (above) has a great site with stuff about the K-series... can't remember the URL, though I'm sure he'll post it if you ask nicely :-)

E
Ed Clarke

FYI

Phase One "Super 140"

BBR.-GTi developed the Phase One in conjunction with Bell & Colvill, one of the country’s leading Lotus dealers, for use on the Elise. After supplying these exclusively to B&C, we are delighted to now offer them for all K-Series applications.

The conversion comprises a specially designed stainless steel exhaust system (all emission controls remain intact), coupled with a dynamometer-programmed version of BBR.-GTi’s unique Interceptor 2000 to handle the revised fuel and ignition requirements of the engine.

Performance is usefully improved throughout the entire range, making what is already an exciting sports car even more punchy!

For more details, click here



Phase Two "Super 160"

The BBR.-GTi Phase Two is for those drivers who want more out of their MGF than a Phase One can offer but who don't (yet!) want the raw power of a Turbocharger. The Phase Two comprises all that in the Phase One and also a pair of specially designed camshafts, timed in such a way as to maintain a smooth idle and the vehicle's low emission output.
One distinct advantage of this conversion is that the upgrade from Phase One to Super Phase One can be carried out at very little expense and on a while-you-wait basis.

For more details, click here



Phase Three "Super 185"

The BBR.-GTi Phase Three is as far as you would sensibly want to go with a normally aspirated engine. Anything beyond this would be quite unpleasant for road use. This conversion is fitted with a gas-flowed, big valve cylinder head, special fast road/rally camshafts, free-flow stainless steel exhaust system, free-flow air filter element and the Interceptor 2000. It is very definitely not while-you-wait.

For more details, click here



Low Pressure Turbo "LPT160"

As would be expected fom our repuation, we are finalising a range of turbocharged variations for the MGF. The BBR.-GTi LPT160 conversion is the first stage, requiring the minimum amount of internal engine work.

This conversion greatly enhances acceleration due to the significant increase in torque that is not generally achievable with normally aspirated conversions. The LPT160 is an introduction to the exciting world of turbocharging.

For more details, click here



Medium Pressure Turbo "MPT220"

The next stage up the ladder for turbo enthusiasts is the BBR.-GTi MPT220. Requiring a fair amount of internal engine work, very respectable power is achieved - enough to blow off all but the very pricey Super Cars.

For more details, click here



MGF 300 Turbo

The BBR.-GTi MGF 300 Turbo conversion is aimed at the driver who wants the ultimate performance from this great little car.

The 300bhp engine at the heart of this conversion was developed and built originally for the Maclaren chief designer, Adrian Newey. This astonishing power output from the K-Series engine gave his Lotus Elise performance comparable to the world's fastest super cars and the same power to weight ratio as the Maclaren F1 road car!

The project took 14 months to complete and will shortly be undergoing it's first magazine tests - which will be mentioned in these very pages soon.

Component parts are now available and all of these are either designed in-house by our own engineers or produced to our specification.

Just imagine it, instead of an F40 Ferarri you can purchase a BBR.-GTi modified MGF with similar performance and still have enough loose change left to buy a substantial house and garage to keep it in!

Turbo Techs

THE AFFORDABLE SUPERCAR
Turbo Technics Supercharged MGF is now available direct from the factory for both 1.8i and VVC engines.
Easy to live with, yet devastatingly fast – this thoroughly well engineered conversion will delight any MGF owner and demonstrate how to make an impressive car even better.


SPECIFICATIONS

Engine Compression ratio reduced by shortening the connecting rods, otherwise all other engine components remain standard.

Supercharger Centrifugal compressor rotating at up to 120,000 rev/min. Epicyclical traction drive system driven from the crankshaft via poly-vee belt. Small lightweight aluminium body and pulley. Dimensions 160 x 140mm. Weight 4.8kg.

Exhaust system The catalytic converter, exhaust manifold and system is retained unless otherwise specified. An uprated exhaust system may be specified as an optional extra.

Air system Air supply is through the standard air box and high flow filter element. Air to water charge cooler within integral cast aluminium inlet manifold. Minimal engine bay heat.

Fuel system Standard Unleaded 95 RON fuel. The standard injection system is retained but supplemented by twin injectors. Fuel and ignition controlled by digitally mapped ECU. No changes to the Rover MEMS software.

Transmission Gearbox, clutch and drive shafts remain standard.

Servicing Standard service procedure and intervals.

Techspeed

TECH-SPEED SPORT SUSPENSION KIT.

The result of months of intensive development work is the Tech-Speed Sport Suspension Kit. The car is lowered by 25-30mm. (Ride height unladen) and the suspension is uprated.

Tech-Speed took the dampers utilised in the races series and developed settings that suited the car on the road. This together with the other modifications to the suspension improves the stance of the car together with its handling and steering response. There is little deterioration in the ride and this together with the better feedback to the driver means more fun. Here's the specification...............

Lowered by 25-30 mm (ride height unladen)
Stiffened with modifications to the hydragas system
Eibach race specification dampers with Tech-Speed settings
Rear lower link compliance bush spacers

On completion the car will have a final geometry check and adjustments made where to be found necessary to meet our race car standards. Tech-speed will require the car for approximately two days. This time is necessary to allow the ride height changes to stabilise before track adjustments are made.

Total price (exclusive of VAT) is £675.00

Development of the Tech-speed MGF continues with the release of a 134 bhp replacement head conversion for the 1.8i.

Detailed specifications of this upgrade together with details of a close ratio box and uprated brakes will be available on the website.

MGF "QUICKSHIFT" GEAR LINKAGE

Tech-speed has developed a road going version of the MGF Race car gear linkage to totally enhance the gearshift feel the speed of operation. The system can be fitted in approximately two hours by the Tech-speed staff in our workshop at the cost of £165.00 + VAT.

To quote a few MGF owners who have driven our demonstrator:

The quality of the gearchange is markedly better then my own, very sweet it feels like a rod change.

The gearchange was fantastic the quality and throw are streets ahead of standard.

I like the gearchange - a lot.

To further complement this system a stage two is available for cars that have covered higher mileage's where the gear shift pivots have worn and this can be fitted in our workshop within 3 hours at a cost of £185.00 + VAT.

A kit of parts can be made available to personnel having the necessary fitting skills at a cost of £105.00 + VAT.
N.B. This is not a job for the amateur.

STOP PRESS

A revised clutch master cylinder unit is under development to improve the gearbox synchro performance.
Cost £T.B.A.

Plus others from Mike Satur, Moto-build etc

Gaz
Gaz

One of those unexpected facts: the TurboTechnics Supercharger kit was originally made for the MGF (commissioned by a company called Steven Palmer)- but since then the kit has been developed for the Lotus Elise, where, I gather, the majority of sales have gone.

These are excellent kits, see http://www.turbotechnics.co.uk for their home page. Initial teething problems encountered by lead footed Lotus owners have now been solved, and now is the time to buy. The kit uses the standard engine management chip (ECU) with an intercept to alter ignition and fueling to suit the engine mods already mentioned by Dave.

There are plenty of other mods you can undertake, and infact Dave's web site is an encyclopedia of K-series tuning knowledge that I'd highly recommend you read. Find it at http://members.aol.com/_ht_a/DVAndrews/kengine.htm

Al, I guess you have chassis brake mods in hand? Hugh's advice seems very sensible. Out of curiousity, what is your budget?

Good luck!

Rob
Rob Bell

Nice one Gaz- just glanced through all the stuff you've posted- very comprehensive! A bit of your own research for future mods on your own car?

Rob

Rob Bell

Also, Turbo Technics offer an option of a supercharger giving 190 BHP for an MPi or 215 BHP for a VVC.

Add to this a cleaned up head and you are talking. This does require a trip to the UK so not practical for you, 4800 Quid + VAT fitted.

With a bit of work on the head and a programable ECU you can get around 160 BHP out of an MPi. Mountune in essex recently introguced a kit which includes a gas flowed head, programable ECU, new cams and a new airbox developed to maximise cold air into the engine. This is sold as a kit at 1690 Quid + Vat and delivery.

The K&N air filter will give +8 BHP on an MPi and +15 BHP on a VVC. These figures are based on rolling road tests carried out by people on this BBS for MG World so are pretty damn accurate, for around 65 quit this is the best value performance modification for your MGF. A sports exhaust will only give an extra 3-5 BHP according to tests by some of the same people who tested the air filters and removing the cat will give you an extra 2 BHP.

After you have the air filter and exhaust, the only serious direction to get more power is the head. Then we have different profile cams, you can go for bigger valves if you really want to but I'm not really sure of the benefits here. Turbos or Superchargers are really the way to go if you still want more power, but for me, these are out of my price range. Mind you I would seriously consider an oil cooler if I went for a Turbo or Supercharger option.

Maybe if I win the lottery I will go get the supercharger fitted, get the head cleaned up, change the cams, fit a Luminition multiple throttle body kit and fully programmable ECU. Then nip of down to Techspeed and get them to fix everything I have not already done to my suspension and brakes.

Also note if you do anything to make the car a lot faster, quite a bit should also be done to the suspension and the front brakes should be replaced with a bigger disk setup. Otherwise when things start to wear out you could have problems keeping all that power on the road and out of the ditch.

In the end it you really want bucket fulls of power buy a TVR instead.
Tony Smith

I think boosting an MG past 160/170bhp is totally nuts. This car was never developed to cope with so much power.
And for the money you have to invest in it, you can buy other cars which were developed from scratch to handle much oompf.

Why not squeeze a Scooby engine into an F?
Or a Formula 1 engine? an F16 engine? ;)
If you have the cash (and I mean LOTS!) you can transform it into anything, you'll always find some people doing it 4u, but no cash can buy you a second life when the car disintegrates at hi-speed because your chassis is getting ripped apart or your wheels break off.

airfilters, suspension, brakes, tyres, plugs are all ok. Did it too and was pleasant improvement. Chipping is not my thing, I still don't know why my engine blew up, but the chip was the black sheep, so had to throw up over £3000 myself >:(
SP refused to take responsibility, and when I threatened them with further action they filed bankruptcy.
And knowing a chip of a few extra HP blows up a VVC, a supercharger will certainly reduce life of a 1.8 K to very limited levels!

Buy an F for the F, not for the power.
Dirk

>> removing the cat will give you an extra 2 BHP <<

Only on an MPi - The VVC is -1 bhp!!! Why is anyones guess, but, at the time of the tests, we suspected the VVC MEMS.

SF
Scarlet Fever

Thanks everyone for your response!

After reading all your comments, I can understand why you guys may feel that I'm stupid to want excessive power from the little car. In Australia, the performance scene is totally dominated by crazy 400kW Skyline GTRs, equally powerfull Subie WRXs and big 8-cylinder Holdens (I think our Holden Commodore is the same as your Vaxhaul Omega, imagine one with upwards of 500hp) and Fords. No one here has ever contemplated doing up a different sort of car, which is why I'd lke to break the ice with an F.

Gaz -thanks a lot for your comments, a short-throw gear shift is just was I was thinking about. There are a number of workshops here that recondition 'boxes for big power applications, but we'll see if it is neccessary.

Rob -I love racing, and would use the car at track meets, so i was going to put a full cage in, for safety, but also in the hope that it would produce some strength in the chassis. I haven't had the chance to look closely at the structural integrity of the Fs, but i will surely have to check it out to find some possible ways for strengthening the car in that regard. On the same level, I haven't looked too far into the brake upgrade. I was thinking along the lines 4-caliper brembos or something similar from an equally reputable brand.
Al

Al,

The VVC has largely been bypassed in terms of modification. I have always created more powerful converted cars and when buying the MGF I deliberately chose the MPi rather than a VVC. I regard the standard power gains as being too small for the added complication, and go as far as to say that VVC stands for Very Very Complicated.

The VVC does offer the best commonly available head in terms of standard airflow and power production capacity but it, like the MPi head, is far from perfect and there is much that can be achieved with careful and detaile work. The drawback is that the VVC inlet cams dictate that the dimensions of that assembly is larger than the normal solid cams and so it is not possible to simply retro fit a solid cam into the VVC head.

The reason you would want to do this comes from the complication in engine managment control and the fact that the MEMS 2J system is not going to allow you to modify it. I have been liasing with one aftermarket engine managment system maker who has recently started to look at adapting his aftermarket ECU to work with the VVC. It already works with the MPi. There is no guarantee that this will get to the market and there is no timetable either.

There is an alternative to the VVC mechanism and that is the Piper solid cam conversion. Not cheap, but comprehensive and it does allow the engine to be reverted to the MPi configuration with the specially made cams of which there is a good selection. Again the market this is aimed at is the MPi market where the VVC head is used for it's port and valve configuration to be fitted to an MPi engine.

Last year I fitted a modified head to a VVC and retained the VVC system. The results are very pleasing as the modded head not only provided some extra peak power, but more importantly it filled in the low and mid range, where the engine is a little weak. This engine is completely indifferent to raod conditions of any type inc long periods of town crawl. It is also producing over 150 bhp at the wheels and returning at times better fuel consumption.

Not what your looking for but shows that there is some scope for improvements without trading off the bottom end driveability, reliability or general efficiency. The head mods were very modest so there is quite some room for some improvement, but not mind blowing.

If you want silly power without too much cost in building an exotic engine then you may want to consider a 2 litre T16 Turbo engine from a 220/420/620 or 820 Rover. The same PG1 series gearbox is used, with a different clutch housing case shape, but otherwise a simple change over. Same with clutch as the 228mm turbo clutch (the largest that can be fitted inside the clutch housing) is another simple fit.

Unlike considerations of a V6 (KV6 is too big and needs serious changes) the T16 has with my own experience the ability to produce over 250bhp within standard MEMS engine management control parameters, with massive torque from very low revs. (around 2100rpm for peak torque!) The result in an F would be quite stunning and here is a 4 cylinder engine that is relatively bullet proof compared to the K series. (I have seen these running well with 350bhp and a big turbo.) They are also overlooked that makes them cheap in the UK!

Fitting would involve some mods as the T series is bigger than the very compact K series. However these difficulties would be reasonably straight forward to overcome, especially as your intending to make the body structure more rigid.

This neatly brings up the subject of the MGF Cup cars where Mayflower would take new shells off the line and put them through a strenthening process involving stich welding of body seams and additional strengthening plates in a number of places. Finally a full approved roll cage was added that also significantly added to structural rigidity..

Brakes are again catered for as these Cup cars had massive stoppers from AP Racing. The new Trophy 160 showing a road variant of these with 4 pot calipers and 304mm dia discs at the front.

One thing you haven't mentioned is areodynamic aids. Front lift is an issue with standard cars and any serious performer will need to have some work doen to reduce this and improve stability.

Rog

Roger Parker

I think the people of some countries have more of a tradition of car customisation and have produced some very strange creations whereas other do not and find it very difficult to see why someone would want to take a car and make it into something different. More so when something similar to that "something different" was already available.

I sometimes had dreams of turning my old 1987 1600 Mazda 626 Coupe into a MAZDARATI, well it had a similar shape as the Bi-turbo, maybe using an RX7 motor (Bi-Rotor), just a dream, and well beyond me, but I can appreciate the people who do things like this, art for art's sake? :-)
Tony Smith

>> Nice one Gaz- just glanced through all the stuff you've posted- very comprehensive! A bit of your own research for future mods on your own car?

Rob,

Don't think I'll ever be making any serious mods to the engine ... suspension, clutch, cooling and interior are my main concerns.

Gaz
Gaz

This thread was discussed between 16/03/2001 and 20/03/2001

MG MGF Technical index

This thread is from the archive. The Live MG MGF Technical BBS is active now.