MGB V8 Roadsters
Discussion
Thanks to the two owners above for the pictures and background info. 
Just shows the very different ways that the V8 conversions can be taken.
There's loads of useful info on the owners club sites and you can even buy a brand new bodyshell configured for a V8.
Frontline have taken the MGB to a whole new level, but at a cost !
https://www.frontline-cars.co.uk/
Just shows the very different ways that the V8 conversions can be taken.
There's loads of useful info on the owners club sites and you can even buy a brand new bodyshell configured for a V8.
Frontline have taken the MGB to a whole new level, but at a cost !
https://www.frontline-cars.co.uk/
Jordie Barretts sock said:
AW111 said:
My understanding is that MG / BL had categorically stated tjat a v8 B was technically impossible, and were rather annoyed when Costello proved them wrong.
Did they then decide if you can't beat them, join them and make the GT V8?This is V8250's build thread for his 77 conversion. Some pretty amazing work. Can't believe how long ago that was and don't remember seeing him post for a while. Hope all is ok with him.
https://www.pistonheads.com/gassing/topic.asp?h=0&...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
I had a BL V8 GT back in the day. I rebuilt it (mainly due to rust - which was pretty much everywhere! With around 190hp versus the original 137 or 139, it was transformed. That was done using the parts then currently available(1985-ish) - BL special tuning spoiler - essential to keep the front end on the road! Uprated shockers, lowered springs with the same stiffness to the V8, Telescopic rear stiffened shockers.
The back end was pretty 'loose' and the torque gave some axle tramping - something not available at the time, but easily sorted now. I kept the BL inlet manifold but the engine had modest changes otherwise - the extra revs available made quite a difference.
Doing it again, I would concentrate on reducing the initial understeer and then the ultimate oversteer! So a properly adjustable suspension setup could make it a really nice thing to drive. These days power is almost whatever you want, but if you start to get over 200 odd hp, it will become skittish and difficult - there just isn't enough rubber to give good grip.
The back end was pretty 'loose' and the torque gave some axle tramping - something not available at the time, but easily sorted now. I kept the BL inlet manifold but the engine had modest changes otherwise - the extra revs available made quite a difference.
Doing it again, I would concentrate on reducing the initial understeer and then the ultimate oversteer! So a properly adjustable suspension setup could make it a really nice thing to drive. These days power is almost whatever you want, but if you start to get over 200 odd hp, it will become skittish and difficult - there just isn't enough rubber to give good grip.
First post for me, I've been dropping in to the forum for a while so thought it was about time I registered! Wife and I have had our BV8 for 26 years now, bought from a guy who had converted it from an automatic B in 1988. Not a Costello conversion but using parts supplied by the Kent Conversion co who I believe took over from Costello, it used a P6 v8 and the standard B overdrive gearbox. We gave it a total nut and bolt restoration in 2006 and fitted a 3.9 Range Rover v8 and LT77 'box. Still looking good, its an absolute hoot to drive. I'll post up some pics once I've worked out how to do it!
There is a book that details how to do it "give your mg v8 power”. https://www.v8register.net/subpages/bookreview2.ht...
That details how to do it....
The factory cars don't have the big holes in the inner wings costello used to route the exhausts, as they didn't have the budget for new metalwork, instead relying on hugger manifolds that squeezed between the block and the chassis arms.
I'm 8 years in with my factory GT v8, and as an occasional as required mechanic and tinkerer looking after a b v8 is achievable, though cramped at times. Though bodywork - the Achilles heel of any 70s car is beyond me..
The best thing you can do is start with as good a shell as possible, if component 1 is good - you are a long way down the road.
That details how to do it....
The factory cars don't have the big holes in the inner wings costello used to route the exhausts, as they didn't have the budget for new metalwork, instead relying on hugger manifolds that squeezed between the block and the chassis arms.
I'm 8 years in with my factory GT v8, and as an occasional as required mechanic and tinkerer looking after a b v8 is achievable, though cramped at times. Though bodywork - the Achilles heel of any 70s car is beyond me..
The best thing you can do is start with as good a shell as possible, if component 1 is good - you are a long way down the road.
51mes said:
There is a book that details how to do it "give your mg v8 power”. https://www.v8register.net/subpages/bookreview2.ht...
The factory cars don't have the big holes in the inner wings costello used to route the exhausts, as they didn't have the budget for new metalwork, instead relying on hugger manifolds that squeezed between the block and the chassis arms.
I'm 8 years in with my factory GT v8, and as an occasional as required mechanic and tinkerer looking after a b v8 is achievable, though cramped at times. Though bodywork - the Achilles heel of any 70s car is beyond me..
The best thing you can do is start with as good a shell as possible, if component 1 is good - you are a long way down the road.
I've got the book, it's truly excellent. Even though I'm intending to buy, not build, it gives invaluable information of the best options to look for. The factory cars don't have the big holes in the inner wings costello used to route the exhausts, as they didn't have the budget for new metalwork, instead relying on hugger manifolds that squeezed between the block and the chassis arms.
I'm 8 years in with my factory GT v8, and as an occasional as required mechanic and tinkerer looking after a b v8 is achievable, though cramped at times. Though bodywork - the Achilles heel of any 70s car is beyond me..
The best thing you can do is start with as good a shell as possible, if component 1 is good - you are a long way down the road.
An interesting observation from a V8 guru in the MG club, who's seen and built numerous V8's, is that those with the exhaust taken through the inner wings inevitably have less corrosion than those with the hugger manifolds. He can only put it down to the inner structure being kept dry by the heat from the pipes !
Edited by mph on Sunday 21st April 11:20
dave53 said:
First post for me, I've been dropping in to the forum for a while so thought it was about time I registered! Wife and I have had our BV8 for 26 years now, bought from a guy who had converted it from an automatic B in 1988. Not a Costello conversion but using parts supplied by the Kent Conversion co who I believe took over from Costello, it used a P6 v8 and the standard B overdrive gearbox. We gave it a total nut and bolt restoration in 2006 and fitted a 3.9 Range Rover v8 and LT77 'box. Still looking good, its an absolute hoot to drive. I'll post up some pics once I've worked out how to do it!
Look forward to the pictures. Does your car have any modifications/upgrades to brakes or suspension ?I think Costello also had a link with Frontline who now produce some really nice modified MGB's.
Due to forum rules as a new member it appears that I cant post pictures via dropbox for 14 days so will add some as soon as I am allowed.
But in answer to your question mph, the front end has poly bushes, uprated brakes (v8 calipers and discs) but retains the lever arm shocks. I've used RV8 exhaust manifolds which until I can come up with a better solution has meant that telescopic shocks are awkward to fit. The rear has Koni shocks but everything else is standard. Pics to follow!
But in answer to your question mph, the front end has poly bushes, uprated brakes (v8 calipers and discs) but retains the lever arm shocks. I've used RV8 exhaust manifolds which until I can come up with a better solution has meant that telescopic shocks are awkward to fit. The rear has Koni shocks but everything else is standard. Pics to follow!
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