British V8 Newsletter (Aka MG V8 Newsletter)

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California Dreaming: an MGB-GT-V8 on Route 66 (owners: Robert and Susan Milner) The British V8 Newsletter - Current Issue - Table of Contents

British V8 Newsletter May - September 2007 (Volume 15, Issue 2) 301 pages, 712 photos

Main Editorial Section (including this table of contents) 45 pages, 76 photos In the Driver's Seat by Curtis Jacobson Canadian Corner by Martyn Harvey How-to: Under-Hood Eaton M90 Supercharger on an MGB-V8! by Bill Jacobson How-to: Select a Performance Muffler by Larry Shimp How-to: Identify a Particular Borg-Warner T5 Transmission research by David Gable How-to: Easily Increase an MGB's Traction for Quicker Launches by Bill Guzman Announcing the Winners - First Annual British V8 Photo Contest by Robert Milks Please Support Our Sponsors! by Curtis Jacobson

Special Abingdon Vacation Section: 51 pages, 115 photos Abingdon For MG Enthusiasts by Curtis Jacobson A Visit to British Motor Heritage (to see actual MG production practices!) by Curtis Jacobson The Building of an MG Midget Body by S. Clark & B. Mohan BMH's Exciting New Competition Bodyshell Program by Curtis Jacobson How BMH Built a Brand-New Vintage Race Car by Curtis Jacobson

Special Coverage of British V8 2007: 67 pages, 147 photos British V8 2007 Meet Overview by Curtis Jacobson British V8 Track Day at Nelson Ledges Road Course by Max Fulton Measuring Up: Autocrossing and Weighing the Cars by Curtis Jacobson Valve Cover Race Results by Charles Kettering Continuing Education and Seminar Program Tech Session 1 - Digital Photography for Car People (with Mary Schils) Tech Session 2 - MGB Suspension Upgrades (with Ted Lathrop) Tech Session 3 - Ford V8 MGB Conversions (with Pete Mantell) Tech Session 4 - Installing a Wiring Kit (with Dan Masters) Tech Session 5 - Powder Coating (with Pete Mantell) Tech Session 6 - Rear Axle Selection and Set-Up (with Dan Lagrou) Tech Session 7 - Rover Electronic Fuel Injection (with Jim Stuart) Special Guest Vehicles - Factory-Built British V8s! Philip Cooke's 2006 MG ZT-T (with Ford 4.6L V8) Dave Massey's 1980 Triumph TR8 (with Rover 3.5L V8) John Targett's 1974 Aston Martin V8 (with Aston Martin 5.3L V8) John Targett's 1975 Jensen Interceptor III (with Chrysler 440 V8)

"How It Was Done" Articles: 137 pages, 372 photos #145 Ray Bencar (Mentor OH, 65 Healey 3000, Chevy 350 V8 blown, BW T56 6-speed) #146 Chris Caso-Rohland (Calgary Alberta, 78 MG MGB, Rover 3.5L V8, Toyota W58 5-speed) #147 Don Coleman (Dearborn MI, 79 MG MGB, Rover 4.9L V8, BW T5 5-speed) #148 Miles Crouch (Atlanta GA, 79 Triumph Spitfire, Ford 2.3L I4 turbo, Ford C4 auto) #149 Dan Furey (Columbus OH, 73 Triumph TR6, Ford 289, BW T5 5-speed) #150 Ed Greene (Spring TX, 72 MG MGB/GT, Rover 4.2, BW T5 5-speed) #151 Martyn Harvey (Waterloo Ontario, 75 TVR 2500M, Chevy 350 V8, BW T5 5-speed) #152 Ken Hiebert (Toronto Ontario, 72 Triumph TR6, GM LT1 5.7L V8, BW T56 6-speed) #153 Joe Hutcherson (Campbellsville KY, 76 MG MGB, Chevy 4.3 V6 EFI, 700r4 auto) #154 Matt Jennings (Minneapolis MN, 67 Sunbeam Alpine, Ford 302, C4 auto) #155 Chris Jones (Salt Lake City UT, 67 MG MGB, Buick 215 V8, BW T5 5-speed) #156 Dale Knapke (Sidney OH, 72 Triumph TR6, Ford 2.3L turbo, BW T5 5-speed) #157 Brian Kraus (Westminster MD, 76 MG Midget, Mazda 13B Rotary, Mazda 5-speed) #158 Jonathan Lamson (Rosemont NJ, 60 MG MGA Twin-Cam, Mazda 12A Rotary, Mazda 4-speed) #159 Mark Mallaby (San Diego CA, 77 MG MGB, Rover 3.9 EFI, LT77 5-speed) #160 Don Nicholls (Caledonia Ontario, 77 MG MGB, Chevy 3.4 V6, T5 5-speed) #161 David Petrikas (Sydney, Australia, 65 Sunbeam Alpine, Ford 302, Toploader 4-speed) #162 Jack Renaud (Dearborn MI, 80 MG MGB, Buick 215, BW T5 5-speed) #163 Joe Schafer (Mt. Pleasant MI, 71 MG MGB, Ford 5.0 EFI, BW T5 5-speed) #164 Terry Shulte (Sioux Falls SD, 74 MG MGB/GT, Ford 5.0 EFI, BW T5 5-speed)

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The table-of-contents has been sponsored by:

the editor's car In The Driver's Seat (Volume XV Issue 2, September 2007) by: Curtis Jacobson

Welcome readers!

This issue of The British V8 Newsletter is packed with more of everything: more articles, more top-quality color photography, and more practical tech-info you can use. Please tell your friends! Even the most dyed-in-the-wool purists will appreciate our cultural and historical articles. (Check out the Traveler's Guide to charming Abingdon England.) The spectacular results of our 1st-annual photo contest will knock socks off too.

This issue contains more information about new shop techniques and tools (e.g. powder coating), and more down-to-Earth explanation of how cars work. ("What are the pros and cons of competing mufflers?") We've stretched out to cover an even wider range of cars. (This issue includes our first Aston-Martin!) On the other hand, we're covering modified MGs and Triumphs in ever increasing depth. Why not? Our branch of "the old car hobby" is one of the very healthiest and fastest growing! Unlike conventional restorations, there's no limit to how much our cars can improve with every passing season.

British V8 2007 (August 2-5, 2007 in Willoughby OH)

Our annual meet was a huge success, thanks due to the hard work of coordinator Kurt Schley and his lovely new bride. (CONGRATULATIONS!) Special thanks also to Dan Masters for pitching-in to handle registrations at the meet, and to Pete Mantell for making our track day successful. On the ground, a team of volunteers pitched in to make everything come together seamlessly: tech sessions, autocross, parking lot parties, etc. What a great bunch of people! (Please see the special-event section of the newsletter for more specifics.)

Enjoying this article? Our newsletter is funded through the generous support of readers like you! To contribute to our operating budget, please click here and follow the instructions. (Suggested contribution is twenty bucks per year. Feel free to give more!)

Steve Ward's LT1-powered MGB, as photographed at British V8 2007

Believe it or not... there were actually way too many awesome cars at this year's British V8 Meet to fit into this one newsletter issue. We'll feature more cars and photos from the 2007 meet in our next issue!

British V8 2008 (July 12-16, 2008 in Elkhart Lake WI)

ACT NOW because next year's meet is going to be a huge success too. (As soon as I remember where I put the hotel information, I'll come back and paste it here.)

Coordinators Paul & Mary Schils are planning a full schedule of exciting activities. I'm looking forward to spirited drives near the Kettle Moraine glacier area and a visit to the Experimental Aircraft Association's museum in Oshkosh. We'll also have tech sessions, an autocross, and valve cover racing. I'm looking forward to cheese, beer and bratwurst... and especially a traditional Wisconsin "Fish Boil". (As always, ALL fans of modified British sports cars are invited to our events. You don't need to own or bring a car to join in the fun!)

Elkhart Lake is the home of the Road America race track. Consider staying over to enjoy the Kohler International Challenge (with Brian Redman). It's a full weekend of SVRA sanctioned vintage racing, plus associated activities such as a concours d'elegance.

This Newsletter is a Volunteer Effort

The British V8 Newsletter and website represent the work of many people. I want to take a moment to recognize and thank all the folks who've contributed articles, photos, and information. Returning readers will probably recognize some familiar names including Bill Guzman, Martyn Harvey and Larry Shimp. I also want to thank brand-new writer Max Fulton, researcher David Gable, photo judges Robert and Dreama Milks, and special photography contributors Bill Mohan and Steve Clark, plus all the folks who've contributed "How It Was Done" write-ups.

I continue to be amazed by the generosity of readers. Since May we've been blessed with financial support from readers Tony Andrews, Ken Bierman, Stephen Bryant, Robert Fair, Carl Floyd, Jeff Hug, Richard Lilly, Mikel Moor, Jack Renaud, Klaus Siebert, and Al Wulf. You guys are wonderful! Your contributions will be put to good use, expanding the depth and breadth of our coverage.

Finally, I want to assure everyone that the next issue of The British V8 Newsletter will be even better than this one. How can I keep promising that? I know people JUST LIKE YOU have valuable ideas to contribute. Our hobby is growing fast, and getting more exciting every day. Don't miss out on the fun - GET INVOLVED!

Please Support Our Sponsors!

Our sponsors/advertisers are mostly small businesses with limited advertising budgets. Make sure to THANK them for sponsoring our FREE newsletter! We couldn't produce it without sponsors.

We welcome sponsors that are new with this issue: Advance Auto-Wire Advance Auto-Wire: Electrical reliability in a British car? Believe it! British Motor Heritage Ask about the new Competition Bodyshells! Now available built-to-order. Targett MotorSport Performance & Racing - engine, tranny, wheels, brakes, handling & more. Triple-C Motor Accessories MINI Cooper, MINI Cooper S, MG, Triumph etc.

And familiar companies that have renewed and increased their sponsorship: All British Car Repair MGA and MGB V8 conversions. Quality restorations and repairs. Brit-Tek Ltd. The MGB specialists where people are more important than parts! Classic Conversions Engineering MGB V6 specialists, including kits, plus MGB chassis upgrades. Fast Cars Inc. British sports car chassis and handling. Conversions, modifications and brakes. Glen Towery British Cars 24 years of engine conversion experience. Complete line of MGB-V8 components. Mantell Motorsport Ford V8 engine conversions for MGB, plus powder coating. Moss Motors Ltd. Performance & restoration parts for MG, Triumph, and other British sports cars The Motorway Ltd., Fort Collins CO Restoration, customization, race preparation and performance. Pieces of Eight! Struts to hold open the bonnet and the boot lid or GT hatch of your MGB. Roadtronics Automotive Technologies (aka: "RATCO") Triumph frames & performance chassis upgrades. Reborn Company LLC Rover engine specialists. MGB V8 conversions and big brake kits.

A complete list of our sponsors can be found here: SPONSOR DIRECTORY Are you in the British sports car performance trade? If so, you should be supporting the newsletter too!

This article sponsored by: Canadian Corner (Volume XV Issue 2, September 2007) by: Martyn Harvey

My 1975 TVR 2500M

It was late April in 2006. It was one of those beautiful balmy days that so often grace the Ancaster British Flea Market in South-Western Ontario. The drive down in the MGB V8 had been exhilarating; top down and music playing. It was shaping up to be a perfect day.

As usual, the show was busy. There were lots of interesting British cars to view in the parking lot and there were a great variety of new and used parts to peruse. The Ancaster show is always a great "kick-off" to the sports car season in Ontario.

I noticed my friend Barry at his outdoor booth and headed over to speak with him. Barry produces the "Brooklands" series of sports cars based on the MGB. Numerous tired Canadian MGBs have been rescued from the crusher and given new leases on life by Barry. The Mustang II underpinnings and glass-fibre body panels transform the rusty wrecks into modern reliable driving machines.

As I headed over to Barry, I noticed the TVR parked beside his booth. Like many people, I have always liked the distinctive design of the early TVRs. They have always elicited some kind of visceral reaction in me. This car was no exception. I tried to ignore it because it had a "For Sale" sign in the windshield. "Damn it! - The car's for sale", I thought. I tried not to let myself get too interested but curiosity got the better of me. This was an opportunity not to be missed. The asking price was fair. "Damn it!" I could afford that if I sacrificed a bit on some other things. I realized I was interested and EXCITED.

I saw the owner chatting with a young guy who seemed enamored with the car. Instantly I became concerned that this guy might be making an offer! I decided to check out the situation. The list of details in the windshield included the word V8. My heart rate increased instantly. Love at first sight? For sure!

The next evening I drove to Toronto to test drive the car and was prepared to buy it.

It didn't really matter if the car didn't run, I was already convinced that I wanted it and it was worth every penny. That was not the best attitude to hold when making an automotive purchase. The test drive was disappointing at best. The car left us stranded at the side of a busy downtown street at rush hour and I tried to shake off the event as simple bad luck and not some kind of a bad omen. The clutch slave had "let go". That could happen to any British car. The fact that the TVR didn't have turn signals or brake lights was no big deal either. Actually, that was to be expected; and clunking sounds under the rear end? That would be a simple fix. The non-standard Chevy V8 engine? That simply confirmed my decision to buy the car.

Over the past year I have replaced numerous parts and improved several others. The car has become a lot more attractive and reliable. It's not practical but it's a unique and fun machine. I have plans to swap the engine to a Ford 289 or 302 in the future and to remove the body and restore the tubular frame. The differential will be swapped for a stronger posi unit (Salisbury) but for now I will chip away at improving the drivability with the Chevy engine. The list of improvements to date includes: - Front and rear brake upgrade (Toyota front brake conversion) - New brake master cylinder - New clutch slave cylinder - New steering U-joints - New tires - Electric fuel pump conversion - New air cleaner - New tachometer - Re-wired fuse panels - Re-wired starter motor cable - Renewed rear light bulb sockets - New seats - New Spax front coil-over shocks and springs - New rear wheel bearing (one side only) - New rear driveshaft U-joint (one side only) - New T5 gearbox (to replace the T10 4-speed) - New driving lights

The most significant upgrades have been to the brakes and driveline. The stock TR6 calipers and rotors have been replaced with Toyota 4-Runner calipers and Toyota Cressida vented rotors. This was an easy and inexpensive upgrade. All Toyota parts bolted directly to the car without modification and improved the stopping power. I have not felt the need to add any bias adjuster to the braking system either.

The Super T10 tranny has just been replaced with a BW T5 that I purchased from D&D Fabrications at the British V8 Meet this past August. The box was almost a direct bolt-in replacement. The driveshaft was shortened by a couple of inches and the tranny mount moved slightly forward.

The transmission change has helped the highway driving significantly, with the 5th gear overdrive dropping the revs down to a respectable 2000 rpm. Now the car is much more drivable and enjoyable.

What's next on the list? Perhaps a set of aluminum heads. My research to date has revealed the engine is of 1969 vintage. I think it's a 350 but I need to do more research to be sure. One thing is for sure though, I'm glad I bought the old TVR, she's become a real interesting British V8 project!

Disclaimer: This page was researched and written by Martyn Harvey. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

Photos by Martyn Harvey for The British V8 Newsletter. All rights reserved. Under-Hood Eaton M90 Supercharger (on an MGB w/ Buick 215 V8) as published in British V8 Newsletter, Volume XV Issue 2, September 2007 by: Bill Jacobson

Here are some construction photos of my new supercharger installation. The intake manifold, M90 supercharger, and drive system all fit under a stock MGB hood (although my hood had already been modified for air cleaner clearance.) This installation includes MegaSquirt electronic fuel injection and a Ford EDIS ("Electronic Distributorless Ignition System"). It also features cowl/cold-air induction. The original Smith's heater housing has been modified, and now functions as an air filter housing for the engine.

Fabricated Intake Manifold

The intake manifold pieces were hand-formed, mostly from 1/4" T6061 aluminum. I have a spare engine block and heads that I bolted together to form a jig. The plenum bottom and the side plates that mate to the cylinder heads were constructed first, and I built up from there. Basically I made a few pieces, jigged them up in position (on the block/heads), and took the whole works down to the machine shop.

All the TIG welding was done by a local fabrication shop called "Peterzelka Brothers". After each bit of welding, I brought the manifold back home, made some more parts, jigged them up, and took them back for more TIG welding. Finally, the top and sides were machined true on a large milling machine.

The plenum bottom and the side plates that mate to the heads were constructed first. The box-tube structure shown here was just for temporary locating/clamping.

Beginning to build-up the plenum area... The "top" of the intake manifold, shown upside-down to display vanes...

The fabricated intake manifold, finished except for some polishing...

With the gasket in place, you can better see how the supercharger mates up. This view also shows the thermostat / water neck boss.

Modified Blower Housing

Since the blower was made for a 3800 V6, the blower housing had to be trimmed slightly to match the Buick 215 V8 port spacing and to allow room for the Delphi fuel injectors. Fortunately, the blower housing casting is very thick in this area, which allowed room for the modifications. The inlet angle was reduced on a milling machine. Then I made an angled spacer plate that points straight backward for hook-up to the cowl-induction system.

Compact throttle body with integrally mounted throttle position sensor (TPS) and idle bypass valve. This view also shows the angled spacer plate that points toward the cowl-induction system. Notice that the supercharger housing was modified slightly for fuel-injector clearance.

1996 Buick 3800 V6 supercharger housing (GM/Eaton M90), modified slightly to fit on a Buick 215 V8.

Custom Blower Drive System

Because I wanted to keep things compact (for a clean look), the blower drive system was a real head-scratcher! The oil pump, water pump, and hood all seemed to cause clearance problems. Also, there are a limited number of 8-rib serpentive belt lengths available to work with.

I started out making one piece at a time, using cardboard templates to save time and aluminum. Most of the belt drive system's frame is made from 1/2" aluminum plate. I used a metal lathe to make the idler bearing housing. The sealed bearings are press-fit with snap rings to make sure they stay put. The smaller black pulleys were made by ZZ Performance. The primary drive belt tensioner is from a Dodge truck, and the secondary drive belt tensioner is from a Ford. I made a round mounting bracket to house the primary tensioner. This allowed the tensioner to be reverse-mounted for additional clearance at the oil and water pumps.

The water pump inlet had to be cut-off and rebuilt with a ninety-degree elbow.

The Ford secondary drive belt tensioner ("idler pulley") in place. The thermostat water neck is has been extended to provide belt/pulley clearance. Less obviously, the distributor has been displaced. Actually, an old distributor has been cut-down to serve as an oil pump drive. (Buick 215 engines had cam-driven oil pumps.) A Ford EDIS ignition system makes the distributor obsolete.

These mounting flanges allow use of a variety of "bolt-on" ZZ Performance pulleys for drive ratio changes, if desired.

EFI Fuel Rail

Here are some pictures of the fuel rails, main pressure regulator, and remote fuel cell.

In order to improve low speed driveability, I recently installed a Vortech Fuel Management Unit (FMU). An FMU is a secondary fuel regulator that installs in series with the main regulator on the return line to the tank. The FMU is triggered by a pneumatic signal from the supercharger. I selected an 8:1 ratio unit. In other words, my FMU increases fuel pressure 8 pounds per square inch for every 1 pound of boost. (The FMU can be re-calibrated for 3:1 through 12:1 ratios.)

Why is an FMU desireable? In my case, the 21lb injectors are correctly sized for engine demand under full boost. However they're a little large for idle or low speeds, causing very short duration fuel pulse's at low load conditions. The FMU allows me to adjust fuel pressure lower (to 28-30 lbs at idle) and still have high fuel pressure under boost. The lower fuel pressure at idle or low engine loads allows longer fuel pulses for improved low speed driveability and fuel mileage! Ross Machine Racing extruded aluminum fuel rail stock was used to plumb fuel to the injectors.

The fuel injectors are 21lb Delphi II units, nominally from a 4.8-5.3L GM pickup truck. I selected the Delphi units for their relatively small external size, which allowed them to fit neatly alongside the blower housing.

The main fuel pressure regulator is an Aeromotive unit that is adjustable and boost referencing.

Fabricated Auxiliary Fuel Tank

The auxiliary fuel cell contains a slightly-shortened, late-model Chevy Astro high-pressure fuel pump that supplies the engine's requirements. Fuel is pumped from the main tank to the auxiliary fuel cell by a 72 gph low pressure pump. Excess fuel is cycled back from the fuel cell to the main tank via a return line. This keeps the cell full at all times.

The auxiliary fuel cell is slightly larger then one of the MGBs original 6-volt batteries. I designed it to is mount in the passenger-side battery compartment. (Editor's note: on MGBs, there are two battery boxes suspended behind the driver and passenger seats respectively.) A "Group 26" 12-volt battery is mounted in the driver-side location.

Ford EDIS (Electronic Distributorless Ignition System) Mechanical Parts

My Ford Electronic Distributorless Ignition System came off of a 1996 Crown Victoria with a 4.6L V8.

EDIS is a type of capacitive discharge ignition which operates on the "wasted spark" principle (which briefly means that it fires two cylinders at once, but only one of the two sparks matters.) Base ignition timing is determined by a Hall Effect sensor situated to detect the passing "teeth" on a crank mounted trigger wheel.

I selected an ignition pick-up coil from a parts catalog by looking for one with conveniently oriented mounting tabs. The one I selected is nominally for a Ford Escort, although pretty much any Ford pick-up coil could be made to work. (They all provide a similar signal.)

I ordered the trigger wheel from "www.triggerwheels.com". They offer trigger wheels in several diameters. This one is a 7.25" unit that I machined down to 7.125" to clear the timing cover. A also enlarged the center hole so it'd fit the back side of the Buick 215 harmonic balancer. (There are 36 tooth positions on the trigger wheel, except one tooth is deliberatly missing so the system can identify both the crank position angle and the engine speed very accurately.)

I made a mounting bracket for the primary coil packs, and mounted them to the side of the oil pan. A layer of header wrap between the pan and coils shields them from heat. An aluminum cover helps protect the coils from road debris. (Also, in this photo you can see a torque arm set-up that attaches to the crossmember bolts and limits rotation of the engine.) Aluminum billet pulleys for crankshaft and water pump were made to my specs by Peterzelka Brothers.

EDIS and MegaSquirt Electronic Controllers

The ignition's electronic control module is mounted to a "main electrical center" plate, which is located inside the car on the passinger-side kick panel. The MegaSquirt electronic fuel injection system controller, voltage regulator, relays and an auxiliary fuse panel are also mounted to this plate.

There are only two short leads between the MegaSquirt controller and the EDIS controller, but they're both very important. The fuel injection system gets engine speed information from the ignition controller, and based on engine speed and other factors it communicates required ignition timing advance back. Ignition advance "curves" are stored in the MegaSquirt controller, not the ignition controller! (Incidentally, I found them remarkably easy to tune.)

In Ford terminology, the signal wire from the EDIS module to the MegaSquirt system is known as the "Profile Ignition Pickup" (PIP). You can think of it as an engine speed or "tachometer" output. The MegaSquirt controller uses the PIP signal, the Manifold Absolute Pressure (MAP) sensor signal (which, very much like vacuum, is an indicator of engine load), and a user-programmed table to determine required timing advance. The engine won't run if the PIP signal is lost. (For one thing, the fuel injection system will assume the engine has stopped, and cease pumping gas.)

The second signal wire is used by the fuel injection system to communicate required ignition advance back to the ignition controller. In Ford terminology, it's known as the "Spark Angle Word" (SAW) wire. When the SAW wire is disconnected, the ignition system reverts to base timing... almost analogous to disconnecting a conventional distributor's vacuum advance hose. The base timing is determined by the physical angle between the crank sensor and the missing tooth on the trigger wheel. (I installed an inline fuse in the SAW wire to make it more convenient to verify base timing with a timing light.) Nominally base timing for the EDIS system is 10° before TDC.

MegaSquirt is the large silver box on the right, and the EDIS module is just to the left of it. The two black cables with plug-in connectors are for hooking-up an LC-1 wide-band oxygen sensor controller to a laptop computer. O2 sensor data can also be viewed through the MegaSquirt screen. The white cord (in the top right corner) is for connecting MegaSquirt to a laptop computer. Normally a a carpeted panel covers this all up...

Air Filter Housing (For cowl-induction... made from an old Smith's heater box!)

The heater box was added onto above and below, to allow airflow around the the 8" diameter K&N filter. The rubber coupling between the air box and throttle body was made from a plumbing roof seal!

Installation in the MGB

The new supercharger would fit under an unmodified hood. The GTO-style scoop came earlier...

The finishing touch: a "Supercharged" badge from a Chevy Cobalt SS

Disclaimer: This page was researched and written by Bill Jacobson. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

Photos by Bill Jacobson for The British V8 Newsletter. All rights reserved. Performance Mufflers: Theory-of-Operation and Selection as published in British V8 Newsletter, Volume XV Issue 2, September 2007 by: Larry Shimp

The focus of this article is on the silencing efficacy of an exhaust system, and how to get the minimum sound with the minimum flow restriction. This may not be of interest to everyone, but for those who want to drive for long distances, especially with air conditioned cars and closed windows, this may be more applicable.

Source of noise: The combustion process and exhaust cycle of the engine impart vibrations to the air stream that make themselves known as noise. Noise tends to increase in volume as an engine gets bigger and as compression increases, and to increase in frequency (and volume) as engine RPM is increased.

Muffler principles: There are four main performance muffling principles: expansion, "turbo", noise cancellation, and noise absorption. Old OEM mufflers worked primarily by restriction, but these will not be considered for performance use.

Dale Knapke's Supertrapp mufflers utilize the expansion principle.

Expansion

Expansion is one of the oldest designs and works by letting the hot exhaust gases expand and cool so both their velocity and volume are reduced. These mufflers are simply long, big diameter tubes with no internal baffles, usually with an increasing diameter from the inlet to the outlet. As the exhaust gases slow down, the amplitude of the noise they carry is reduced. Expansion is relatively efficient in that the exhaust flow is not really hindered. Unfortunately, it is only practical for smaller, low power, low speed engines. It worked on Model T Fords and similar cars, but modern V8s put out too much exhaust volume for any reasonably sized expansion muffler to take care of.

However, hybrid expansion mufflers are still around. The megaphone mufflers seen on some motorcycles work by expansion in the increasing diameter exhaust tube, and by sound absorption in the fiberglass lining. This is also the fundamental principle of SuperTrapp mufflers (without the plates installed). At this year's British V8 meet, Dale Knapke utilized SuperTrapp mufflers on his Ford SVO Turbo Triumph, and had good sound attenuation. Leonard Marshall's Summit Turbo mufflers utilize the same noise canceling principles as OEM mufflers. Chambered mufflers look externally similar, but utilize the "noise canceling" principle.

Turbo

"Turbo mufflers" are a variation on OEM style mufflers, but are less restrictive, so they are in the performance category. They were originally developed for the early GM turbo cars (especially the Corvair) because the turbocharged engines didn't like back pressure. Besides, the turbochargers already provided some muffling effect through expansion and cooling, so less sound attenuation was required from the mufflers. Turbo mufflers consist primarily of a pair of parallel, perforated dead-end tubes, sometimes with a baffle in between. Old style OEM mufflers are similar but usually have smaller tubes and less perforations, and sometimes extra baffles. The exhaust escapes from the holes in the inlet tube, and exits through the holes in the outlet tube. Noise cancellation is by restriction, which slows down the exhaust gasses, and by some noise cancellation as sound waves get reflected among the many inside surfaces. There is some case resonance, but the sound is otherwise similar to noise absorption mufflers.

Chambers

Noise canceling is the principle used in chambered mufflers. A well known manufacturer of chambered mufflers is FlowMaster. (Although they externally resemble "turbo" mufflers, their internal construction is quite a bit diferent.) Chambered mufflers have a series of compartments that are designed to cause the sound waves to be reflected back on each other. Sound waves have peaks and valleys. If two waves are 180 degrees out of phase so that the peak of one wave corresponds with the valley of another wave, the peaks and valleys will cancel and the result is silence. Noise canceling ear phones work by electronically generating signals exactly 180 degrees out of phase to detected noise signals. The ultimate car interior cancellation system is therefore an electronic noise canceling circuit that sends counteracting sound waves through the car's speaker system. This would let the driver determine the amount of interior noise at the turn of a dial. Prototype systems actually do exist, and I understand that some car companies were considering such a system for their production cars.

Mufflers are not (at least not yet) electronic devices and so they must generate the canceling waves mechanically. At certain frequencies, some sound waves will cancel in this type of muffler. The range of frequency cancellation is often increased by having sloped baffles that will work on a variety of frequencies at once. Perfect cancellation is not needed in order to be effective, even partial overlap of the sound waves will result in a reduction in noise. Because the mufflers are limited in size, they mainly cancel higher frequency sound waves (the higher the frequency, the shorter the wavelength). This gives chambered mufflers their characteristic deep (low frequency) sound.

The main appeal of chambered mufflers is their sound characteristics. Low frequency sound is much less irritating than high frequency sound and that is why these mufflers are often described as "mellow". Another characteristic of chambered mufflers is interior resonance. The sound within the muffler tends to vibrate the muffler case, turning it into what is, in effect, a speaker. This amplifies the sound inside the car and can be either an advantage or a disadvantage, depending on personal preference.

The main disadvantage of chambered mufflers is that they tend to restrict flow. This is a consequence of their sound wave reflection operating principle because as sound waves are reflected, so are actual exhaust gasses. However, they tend to be less restrictive than most turbo mufflers.

There are three ways to minimize this restrictive effect on performance. The first is to use as large a muffler as possible. But space in an MGB or similar car is very limited so this is not practical. The other is to place the muffler as far back from the engine as possible. In this position the exhaust gases have cooled as much as they can, and cool gases take up less volume; in effect giving the same outcome as a larger muffler. Many modern cars have their main muffler at the very rear of the exhaust system for this reason. However, space for an MG exhaust is very limited behind the rear axle, so this is not practical (but it may be practical for some cars like Triumphs). The third solution is to use an X pipe or an H pipe and a dual exhaust system. The connection between the pipes (before the mufflers) permits each exhaust pulse to use both mufflers, which gives the same effect as using a much larger muffler. Because the firing pulses in a V8 engine overlap to some extent (unless the engine has a single plane crankshaft), not every pulse has the whole exhaust system to itself, but the principle is still effective.

Car Chemistry brand mufflers are a variation on the out of phase noise canceling principle. They divide up the exhaust stream into two parts, and slow down one stream relative to the other. The velocity difference causes some out of phase variation in the sound waves between the two exhaust streams which results in some noise attenuation. For the maximum effect, the gas stream has to have a high inlet velocity, and so these mufflers are best installed as close to the engine as possible.

The Car Chemistry mufflers are not a good choice as a primary muffler because their overall sound attenuation is not as great as a conventional muffler. But they are useful as a supplement. These are available as a complete muffler, or as an insert that fits into the exhaust tubing. The inserts are the ultimate answer to ground clearance issues, but there is some restriction from the inserts. It is therefore best to oversize the exhaust tubing if using the inserts.

Al Wulf's glass pack mufflers utilize the absorption principle.

Absorption

Absorption is the principle by which a glass-pack muffler works. There is a perforated tube within the muffler, and the sound radiates out through the perforations where it is absorbed by the fiber filler. Essentially, the sound is dissipated trying to vibrate the filler material and, in addition, the filler material does not reflect the sound waves back to the exhaust stream. Unlike chambered mufflers, these mufflers absorb sound at all frequencies and the result is the normal exhaust sound, only quieter. They will not produce a nice rumble like a chambered muffler without a lot of higher frequency noise accompanying it. The goal of an absorption muffler is as quiet a sound as possible; otherwise the higher frequency components of the sound can become annoying. One advantage is that, because most of the sound is absorbed before it gets to the outer case, the case resonates very little, and so interior resonance is generally less compared to a chambered muffler.

Absorption mufflers can be more efficient than chambered mufflers, but that depends on the design and installation. Many of these mufflers have a louvered internal tube. When the flow goes against the louvers, the sound is efficiently absorbed, but the louvers create turbulence that restricts flow. Turning the mufflers around greatly reduces turbulence, but it also greatly increases noise. Some mufflers, like the Magnaflow, have perforated tubes with plain holes and no louvers. These can be installed in either direction, and have the best compromise between flow restriction and sound absorption.

Of interest is that absorption mufflers both get louder and lose flow capability if the packing starts to come loose. Loose packing creates larger internal voids and this causes greater turbulence in the exhaust gases as they penetrate farther into the muffler outside of the main flow tube.

Additional Issues

Muffler configuration: For the least noise it is always best to have two mufflers in series. The second muffler will absorb sound missed by the first muffler, and there will be some wave type noise canceling in the tubing between the two mufflers. Ideally, the second muffler should do most of the silencing but even a small resonator at the end of the exhaust system will make a big difference.

Exhaust outlet: The exhaust outlet should extend beyond the separate bumper found on MGBs and most vintage sports cars. This is because the curved inner surface of the bumper will reflect the exhaust noise back towards the car contributing to "droning" during cruising. Another alternative is to used turned down exhaust tips to keep the noise away from the bumper/reflector.

Exhaust pipe size: As a rule of thumb, a 2 inch dual exhaust is fine for a mild 215 engine, a 2 1/4 inch diameter is good for up to about 300 cubic inches, while a 2 ½ inch exhaust is good for a highly tuned 350. A 3 inch exhaust is better for larger performance engines. In theory, using too large of an exhaust can decrease low end torque because the increased gas velocity of a smaller pipe helps scavenging. However, I doubt this is too strong of an effect, and probably header diameter and length is more important for scavenging. But with an old British car, ground clearance is limited and that is a good reason for not using too large of a pipe.

In any case, the largest piping is needed before the X or H pipe. As was explained earlier, the X or H pipe allows the exhaust pulses to use both exhaust pipes, while the pulses are restricted to only one pipe before the cross over connection. Also, the exhaust gases have cooled slightly by the time they reach the cross over and will take up slightly less volume, but the cross over connection is the main effect. Logically, then, a way to minimize ground clearance issues and retain many of the advantages of a large diameter exhaust is to make a custom crossover piece with larger diameter inlet than outlet pipes.

To summarize, there are ways to make a quiet exhaust system without sacrificing power.

Disclaimer: This page was researched and written by Larry Shimp. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

The green-and-white tag reads "13-52-072". It reveals this is a 1985 Camaro "pre-world-class" T5. Identification Guide to Borg-Warner T5 Transmissions as published in British V8 Newsletter, Volume XV Issue 2, September 2007 researched by: David Gable introduction by: Curtis Jacobson

The easiest and surest way to identify the original application or gear ratios of a specific used Borg-Warner T5 transmission is to check and look-up the ID tag number using the chart below.

You'll notice that the chart contains a few abbreviations. The abbreviation "WC" stands for "world-class", which was the term Borg-Warner used to promote improved, second-generation versions of their popular five speed manual transmissions. World-class T5's were used in various Ford models starting in the 1985 model year, and in various GM models starting in the 1988 model year.

What makes a world-class T5 preferable? The world-class T5 transmission had bearings on 1st, 2nd and 3rd mainshaft gears whereas the non-world-class T5 transmissions didn't. Secondly, the world-class transmissions used tapered roller bearings on the countershaft, whereas non-world-class transmissions used flat (cylindrical) roller bearings. The synchronizers are also quite different: world-class T5 transmissions used 3-piece blocker rings on 1st and 2nd and friction-lined (aka "fiber" or "composite") powder-coated steel-core rings on 3rd and 4th for longer life. Non-world-class T5 transmissions used one-piece brass blocker rings throughout. With these improvements, the world-class transmissions have proven more durable, although both kinds are rebuildable.

Besides the ID tag, are there other easy ways to identify a world-class T5 transmission? Viewing the input-shaft end of the tranny (with bellhousing removed), the cover for the forward countershaft bearing/support is a dead giveaway. On non-world-class T5 transmissions it looks like a freeze plug, whereas on the later trannies it's a heavier steel cover (marked "Timken" and with a part number). On the world-class models, Borg-Warner recommended Dexron II automatic transmission fluid instead of a regular gear oil. If the transmission has a large yellow and black "use Dexron II only" warning label, it's probably a world-class T5.

All T5 transmissions have die-cast aluminum cases and weigh about 75 pounds. Mounting features on the cases vary considerably from application to application, as do shifter mechanism and placement, input shaft length, diameter, and number of splines, and overall case length.

Borg-Warner no longer builds T5 transmissions. This product range has been taken over by Transportation Technologies Corporation. TTC produces and markets transmissions under the "Tremec" trademark.

T-5 Transmission Application Chart

TAG # VEHICLE APPLICATION CODE REV 1st 2nd 3rd 4th 5th 1352-001 AMC 1982-83 Passenger Car 258 L6 1352-002 AMC 1982 Jeep CJ 258 L6 1352-003 Never Released 1352-004 Nissan 1983 280z 2.8 L6 turbo 1352-005 GM 1984-86 Chevette 1.6 L4 D 3.76 3.76 2.18 1.36 1.10 0.86 1352-006 AMC 1982 passenger car 1352-007 AMC 1982 Eagle 258 L6 1352-008 AMC 1982 Eagle 2.5 L4 1352-009 Never Released 1352-010 GM 1982 S Truck 4-6 Cylinder P 3.76 4.03 2.37 1.49 1.10 0.86 1352-011 Never Released 1352-012 GM 1982 S Truck 2.4L Diesel C 3.39 4.03 2.37 1.49 1.10 0.86 1352-013 GM 1983 T Truck 4-6 Cylinder C 3.39 4.03 2.37 1.49 1.10 0.86 1352-014 GM 1983 T Truck 4 Cylinder all C 3.39 4.03 2.37 1.49 1.10 0.86 1352-015 GM 1983 Camaro/Firebird 2.8 V6 E 3.39 3.50 2.14 1.39 1.10 0.86 1352-016 AMC 1982 Jeep CJ 2.5 L4 1352-017 AMC 1982 Jeep CJ 258 L6 1352-018 Ford 1983-84 T-Bird/Mustang 2.3 L4 Turbo E 3.76 4.03 2.37 1.49 1.10 0.86 1352-019 AMC Passenger Car 1352-020 AMC Jeep 1352-021 AMC Passenger Car 1352-022 AMC 1982 Jeep 1352-023 AMC Jeep 1352-024 AMC Jeep 1352-025 AMC Jeep 1352-026 AMC Jeep 2.1 L4 Diesel 1352-027 GM 1983 Camaro/Firebird 2.5 L4 H 3.39; 3.50 2.14 1.39 1.10 0.73 1352-028 GM 1983 Camaro/Firebird 5.0 V8 G 2.76 2.95 1.94 1.34 1.10 0.73 1352-029 AMC 1983 1/12 Jeep XJ 2.5 L4 1352-030 AMC 1983 1/12 Jeep XJ 2.8 V6 1352-031 Ford 1983 T-Bird/Mustang 2.3 L4 1352-032 Nissan 1983 280ZX Europe 2.8 V6 Turbo D 3.76 3.76 2.18 1.36 1.10 0.86 1352-033 GM 1983 S10 Truck 2.0 L4 2.8 V6 E 3.39 3.50 2.14 1.39 1.10 0.78 1352-034 Ford 1983 SVO Mustang 5.0 V8 C 3.39 4.03 2.37 1.49 1.10 0.86 1352-035 AMC 1983 Jeep CJ 2.1 L4 Diesel 2.2 L4 U 2.76 2.95 1.94 1.34 1.10 0.73 1352-036 Never Released 1352-037 Never Released 1352-038 Never Released 1352-039 Never Released 1352-040 AMC 1983 Jeep XJ 2.5 L4 1352-041 AMC 1983 Jeep SJ 2.8 V6 1352-042 GM 1984-85 S-10 Truck 2.8 V6 A 3.76 4.00 2.37 1.49 1.10 0.76 1352-043 GM 1984-85 S-10 Truck 2.8 V6 A 3.76 4.00 2.37 1.49 1.10 0.76 1352-044 AMC 1983 1/12 Jeep CJ RHD 2.1 L4 Diesel 1352-045 AMC 1983 Eagle 2.5 L4 1352-046 AMC 1983 Jeep CJ 2.5 L4 1352-047 Nissan 1984 280ZX 2.8 L6 Turbo J 3.15 3.35 2.08; 1.38 1.10 0.78 1352-048 AMC 1984 Eagle 258 L6 1352-049 AMC 1984 Eagle 2.5 L4 1352-050 AMC 1984 Jeep CJ 2.5 L4 258 L6 1352-051 AMC 1984 Jeep CJ 258 L6 1352-052 AMC 1984 Jeep CJ 2.1 L4-D-2.2 1352-053 AMC 1984 Jeep CJ RHD 2.1 L4-D 1352-054 GM 1984 Camaro/Firebird 2.5 L4 K 3.76 3.76 2.18 1.42 1.10 0.72 1352-055 GM 1984 S Truck 1.95 L4 Isuzu C 3.39 4.03 2.37 1.49 1.10 0.86 1352-056 GM 1984 S Truck 2.0 L4 C 3.39 4.03 2.37 1.49 1.10 0.86 1352-057 GM 1984 S Truck 1.95 L4 C 3.39; 4.03 2.37 1.49 1.10 0.86 1352-058 GM 1984 S Truck 2.0 L4- 2.8 V6 P 3.76 4.03 2.37 1.49 1.10 0.86 1352-059 AMC 1984 Jeep XJ 2.5 L4 1352-060 AMC 1984 Jeep XJ 2.5 L4 1352-061 GM 1984 Camaro/Firebird 2.8 V6 E 3.39 3.50 2.14 1.39 1.10 0.78 1352-062 GM 1984 Camaro/Firebird 5.0 V8 G 2.76 2.95 1.94 1.34 1.10 0.73 1352-063 Never Released 1352-064 Never Released 1352-065 Ford 1984 Mustang/Capri 5.0 V8 U 2.76 2.95 1.94 1.34 1.10 0.63 1352-066 ? 1352-067 Ford 1984 SVO W/Hurst 2.3 EFI TC P 3.76 4.03 2.37 1.49 1.10 0.86 1352-068 Nissan 1984 300 ZX NA/EUR J 3.15 3.35 2.08; 1.38 1.10 0.78 1352-069 Nissan 1984 300 ZX NA/EUR J 3.15 3.35 2.08; 1.38 1.10 0.78 1352-070 GM 1984 1/2 Camaro/Firebird 5.0 V8 IG4 IG9 G 2.76 2.95 1.94 1.34 1.10 0.73 1352-071 GM 1985 Camaro/Firebird 2.8 V6 P 3.76 4.03 2.37 1.49 1.10 0.76 1352-072 GM 1985 Camaro/Firebird 5.0 V8 U 2.76 2.95 1.94 1.34 1.10 0.63 1352-073 Never Released 1352-074 AMC 1985-86 Eagle 258 L6 1352-075 AMC 1984 1/2 Eagle 1352-076 AMC 1985-86 Jeep CJ 2.5 L4-258 L6 1352-077 AMC 1985-86 Jeep CJ 258 L6 1352-078 AMC 1984 1/2 Jeep CJ 1352-079 AMC 1985-86 Jeep CJ 2.1 L4 Diesel 1352-080 Nissan 1985 300 ZX TC 3.0 V6 T 3.15 3.35 2.08 1.38 1.10 0.78 1352-081 Nissan 1985-86 300 ZX Europe TC 3.0 V6 T 3.15 3.35 2.08 1.38 1.10 0.78 1352-082 AMC 1985 Eagle 1352-083 GM 1985 Camaro/Firebird 2.5 L4 R 3.76 3.78 2.18 1.42 1.10 0.72 1352-084 GM 1985 Camaro/Firebird S 3.39 3.50 2.14 1.39 1.10 0.78 1352-085 AMC 1984 Jeep XJ 1352-086 AMC 1984-85-86 Eagle 2.5 L4 1352-087 Never Released 1352-088 Never Released 1352-089 Never Released 1352-090 Never Released 1352-091 Never Released 1352-092 Never Released 1352-093 Never Released 1352-094 Never Released 1352-095 Never Released 1352-096 Never Released 1352-097 Never Released 1352-098 Never Released 1352-099 Never Released 1352-100 Never Released 1352-101 GM 1985 M-Van 4.3 V6 S 3.39 3.50 2.14 1.39 1.10 0.73 1352-102 GM 1985-86 2.5 L4 R 3.76 3.78 2.18 1.42 1.10 0.72 1352-103 Never Released 1352-104 Never Released 1352-105 Never Released 1352-106 Never Released 1352-107 GM 1985 S-Truck 2.2 L4 Diesel R 3.76 3.78 2.18 1.42 1.10 0.72 1352-108 GM 1985-86 T-Truck 2.5 L4-2.8 V6 P 3.76 4.03 2.37 1.49 1.10 0.72 1352-109 Never Released 1352-110 GM 1985 S-Truck 2.5 L4-2.8 V6 R 3.76 3.78 2.18 1.42 1.10 0.72 1352-111 Never Released 1352-112 Never Released 1352-113 Never Released 1352-114 Ford 1985-86 T-Bird/Mustang 2.3 TC L4 WC P 3.76 4.03 2.37 1.49 1.10 0.81 1352-115 Ford SVO 5.0 V8 WC U 2.76 2.95 1.94 1.34 1.10 0.68 1352-116 Ford 1985-86 SVO Mustang 2.3 L4 EFI TC WC S 3.39 3.50 2.14 1.39 1.10 0.78 1352-117 Never Released 1352-118 Never Released 1352-119 Never Released 1352-120 Never Released 1352-121 Never Released 1352-122 Never Released 1352-123 Never Released 1352-124 Never Released 1352-125 Never Released 1352-126 Ford 1985 Mustang/Capri 5.0 V8 WC V 3.15 3.35 1.93 1.29 1.10 0.80 1352-127 Never Released 1352-128 Never Released 1352-129 Never Released 1352-130 Never Released 1352-131 Never Released 1352-132 Never Released 1352-133 Never Released 1352-134 Ford 1986 UK-SVO Sierra 2.0 L4 TC WC U 2.76 2.95 1.94 1.34 1.10 0.80 1352-135 Never Released 1352-136 GM 1985 S-Truck 2.2 L4 Isuzu R 3.76 3.78 2.18 1.42 1.10 0.72 1352-137 Never Released 1352-138 Never Released 1352-139 Never Released 1352-140 Never Released 1352-141 Ford 1986-87 Mustang/Capri 5.0 V8 EFI WC V 3.15 3.35 1.93 1.29 1.10 0.68 1352-142 Ford WC W 0.71 1352-143 Never Released 1352-144 Never Released 1352-145 GM 1985-86 S-Truck 2.5 L4-2.8 V6 R 3.76 3.78 2.18 1.42 1.10 0.72 1352-146 GM 1985 S-Truck 2.8 V6 P 3.76 4.03 2.37 1.49 1.10 0.76 1352-147 Never Released 1352-148 GM 1985 M-Van 4.3 V6 S 3.39 3.50 2.14 1.39 1.10 0.73 1352-149 GM 1986 M-Van 4.3 V6 S 3.39 3.50 2.14 1.39 1.10 0.73 1352-150 GM 1986 Camaro/Firebird V 3.15 3.35 1.93 1.29 1.10 0.68 1352-151 Nissan 1986 300ZX North America 3.0 Turbo V6 T 3.15 3.35 2.08 1.38 1.1 0.75 1352-152 Never Released 1352-153 Never Released 1352-154 Ford 1987 Mustang/Capri 2.3 L EFI WC X 3.70 3.97 2.34 1.48 1.10 0.85 1352-155 Ford 1987 T-Bird Cougar 2.3 L4 Turbo WC X 3.70 3.97 2.34 1.48 1.10 0.79 1352-156 GMC 1986 V6 F Cars 2.8 V6 LB8 P 3.76 4.03 2.37 1.49 1.10 0.76 1352-157 GMC 1986 V8 F Cars .9 V8 LG4-LG9 U 2.76 2.95 1.94 1.34 1.10 0.63 1352-158 GMC 1986 L4 F Cars 2.5 L4-L09 R 3.76 3.78 2.18 1.42 1.10 0.72 1352-159 GMC 1986 F Cars 5.0 V8 LG4 WC (cancelled) 1352-160 GM 1986 F Cars 5.0 V8 L69 WC (cancelled) 1352-161 GM 1986 Berlinetta 2.8 V6 LB8 P 3.76 4.03 2.37 1.49 1.10 0.76 1352-162 Ford 1987 Mustang/Capri 2.3 L4 EFI WC X 3.70 3.97 2.34 1.48 1.10 0.79 1352-163 BTR WC S 3.39 3.50 2.14 1.39 1.10 0.78 1352-164 GM 1986 M-Van 4.3 V6 S 3.39 3.50 2.14 1.39 1.10 0.73 1352-165 Ford 1986 Mustang 5.0 V8 WC V 3.15 3.35 1.93 1.29 1.10 0.68 1352-166 GM 1987 F Cars LB9-308 U 2.76 2.95 1.94 1.34 1.10 0.63 1352-167 Ford 1986 1/2 T-Bird/Cougar 2.3 L4 Turbo WC P 3.76 4.03 2.37 1.49 1.10 0.81 1352-168 Ford 1986 1/2 SVO Mustang 2.3 L4 Turbo WC S 3.39 3.50 2.14 1.39 1.10 0.78 1352-169 Ford 1986 1/2 Mustang/Capri 5.30 V8 WC V 3.15 3.35 1.93 1.29 1.10 0.68 1352-170 GM 1988 M-Van 2.5 L4 P 3.76 4.03 2.37 1.49 1.10 0.72 1352-171 Never Released 1352-172 Never Released 1352-173 Never Released 1352-174 Cosworth Sierra WC 1352-175 GM 1988 F Car B9 Racing 5.0L V WC U 2.76 2.95 1.94 1.34 1.10 0.73 1352-176 GM 1988 F Car lO3 TBI 5.0L V8 WC U 2.76 2.95 1.94 1.34 1.10 0.63 1352-177 GM 1988 F Car LB8 2.8 V6 WC P 3.76 4.03 2.37 1.49 1.10 0.76 1352-178 GM 1987 F Cars LB9 U 2.76 2.95 1.94 1.34 1.10 0.73 1352-179 GM 1989 M-Van 4.3L V6 S 3.39 3.50 2.14 1.39 1.10 0.73 1352-180 GM 1989 M-Van 2.5L P 3.76 4.03 2.37 1.49 1.10 0.72 1352-181 GM 1987 F-Car V6 P 3.76 4.03 2.37 1.49 1.10 0.76 1352-182 GM 1987 F-Car LB9-308 U 2.76 2.95 1.94 1.34 1.10 0.63 1352-183 GM 1987 F-Car LB9 U 2.76 2.95 1.94 1.34 1.10 0.73 1352-184 Ford 1988 Sierra 2.0 L4 Turbo WC U 2.76 2.95 1.94 1.34 1.10 0.80 1352-185 GM 1987 F-Car V8 U 2.76 2.95 1.94 1.34 1.10 0.72 1352-186 GM 1989 S-Truck 2.5L R 3.76 4.03 2.37 1.49 1.10 0.76 1352-187 BTR LB9 1352-188 BTR WC 1352-189 GM 1989 M-Van 4.3L V6 S 3.39 3.50 2.14 1.39 1.10 0.73 1352-190 GM 1989 M-Van 2.5L L4 P 3.76 4.03 2.37 1.49 1.10 0.72 1352-191 GM 1989 T-Truck 2.5L L4 P 3.76 4.03 2.37 1.49 1.10 0.72 1352-192 GM 1989 S-Truck 2.8L V6 Only R 3.70 3.97 2.34 1.48 1.10 0.79 1352-193 GM 1989 S-Truck 2.5L L4 Only P 3.76 4.03 2.37 1.49 1.10 0.86 1352-194 Ford 1989 Mustang 2.3L EFI WC X 3.70 3.97 2.34 1.48 1.10 0.79 1352-195 GM 1989 F-Cars L89 5.0L V8 WC U 2.76 2.95 1.94 1.34 1.10 0.73 1352-196 GM 1989 F-Car LO3 TBI 5.0L V8 WC U 2.76 2.95 1.94 1.34 1.10 0.63 1352-197 GM 1989 F-Car LB8 2.8 V6 WC P 3.76 4.03 2.37 1.49 1.10 0.76 1352-198 Isuzu Rodeo WC R 3.70 3.97 2.34 1.48 1.10 0.81 1352-199 Ford 1990 Mustang 5.0L V8 WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-200 Ford 1989 SVO Mustang WC (After Market) U 2.76 2.95 1.94 1.34 1.10 0.63 1352-201 GM 1990 S-Truck P 3.76 4.03 2.37 1.49 1.10 0.86 1352-202 Ford SVO WC (Aftermarket) U 2.76 2.95 1.94 1.34 1.10 0.80 1352-203 Panther Solo WC U 2.76 2.95 1.94 1.34 1.10 0.80 1352-204 Ford Mustang 5.0L V8 WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-205 Melroe Spray Coupe WC U 2.76 2.95 1.94 1.34 1.10 0.73 1352-206 GM 1992 S-Truck 2.5L L4 P 3.76 4.03 2.37 1.49 1.10 0.86 1352-207 Ford WC X 3.70 3.97 2.34 1.48 1.10 0.79 1352-208 Ford 1992 5.0L Mustang WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-209 Ford 1992 2.3L Mustang WC X 3.70 3.97 2.34 1.48 1.10 0.79 1352-210 GM 1993 MY-F Car 3.4L V6 WC Z 3.53 3.75 2.19 1.41 1.10 0.72 1352-211 GM 1992 S-Truck 2.5 L4 R 3.70 3.97 2.34 1.48 1.10 0.72 1352-212 GM 1992 1/2 MY-F Car WC U 2.76 2.95 1.94 1.34 1.10 0.73 1352-213 GM 1992 1/2 MY-F Car WC U 2.76 2.95 1.94 1.34 1.10 0.63 1352-214 GM 1992 1/2 MY-F Car WC P 3.76 4.03 2.37 1.49 1.10 0.76 1352-215 Isuzu 1993 Rodeo 2.0L L4 WC R 3.70 3.97 2.34 1.48 1.10 0.81 1352-216 GM 1993 MY 2.2L S-Truck WC P 3.76 4.03 2.37 1.49 1.10 0.76 1352-217 Never Released 1352-218 Ford 1993 MY GT V8 5.0 WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-219 Ford 1994 1/2 MY SN95 5.0L WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-220 Ford 1994 1/2 MY SN95 3.8L WC V 3.15 3.35 1.93 1.29 1.10 0.72 1352-221 GM 1993 MY S-Truck 2.5L WC A 3.76 4.00 2.37 1.49 1.10 0.86 1352-222 GM 1993 MY S-Truck 2.8L WC R 3.70 3.97 2.34 1.48 1.10 0.72 1352-223 BW 4x4 WC P 3.76 4.03 2.37 1.49 1.10 0.86 1352-224 Never Released 1352-225 Ford WC U 2.76 2.95 1.94 1.34 1.10 0.80 1352-226 Ssangyong FJ Vehicle 4x4 WC 1352-227 FSVO No Rev Brake WC 1352-228 GM 2.8 V6 WC P 3.76 4.03 2.37 1.49 1.10 0.76 1352-229 Melroe Sprayer WC 1352-230 Never Released 1352-231 Never Released 1352-232 GM 1993 MY S 2.8L WC R 3.70 3.97 2.34 1.48 1.10 0.72 1352-233 GM 1993 MY 2.5L P 3.76 4.03 2.37 1.49 1.10 0.86 1352-234 GM 1993 MY 2.8L 1352-235 Never Released 1352-236 Ford 1994 1/2 MY SN-95 3.8 V6 WC V 3.15 3.35 1.93 1.29 1.10 0.73 1352-237 Ssangyong WC 1352-238 Ford Mustang 3.8 V6 WC V 3.15 3.35 1.93 1.29 1.10 0.72 1352-239 Ford 1992-93 Mustang 5.0 V8 WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-240 TVR Griffith Veh 4.3 V8 WC U 2.76 2.95 1.94 1.34 1.10 0.73 1352-241 Never Released 1352-242 Ford 1994 Mustang Cobra 5.0 V8 WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-243 Ssangyong WC 4 X 4 1352-244 Ssangyong 1994 Korenda Diesel WC 1352-245 GM 1994 Camaro/Firebird V6 WC Z 3.53 3.75 2.19 1.41 1.10 0.72 1352-246 Ford 1994 Mustang 5.0 V8 WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-247 GM 1996 Camaro/Firebird V6 WC Z 3.53 3.75 2.19 1.41 1.10 0.72 1352-248 TVR WC U 2.76 2.95 1.94 1.34 1.10 0.80 1352-249 Ford Mustang All 5.0 V8 WC U 2.76 2.95 1.94 1.34 1.10 0.63 1352-250 Isuzu 1996 rodeo 2.6 L4 WC R 3.70 3.97 2.34 1.48 1.10 0.81 1352-251 Ford 1993-prior Mustang 5.0 V8 WC (Aftermarket) U 2.76 2.95 1.94 1.34 1.10 0.63 1352-252 Isuzu 1995 1/2 WC R 3.70 3.97 2.34 1.48 1.10 0.81 1352-253 Ford 1994-95 Mustang 5.0 V8 WC Y 3.15 3.35 1.99 1.33 1.10 0.68 1352-254 P/Tech Megestar 4x2 Lotus 2.2 TB WC Y 3.15 3.35 1.99 1.33 1.10 0.83 1352-255 Ssangyong WC 1352-256 Ssangyong WC 1352-257 Nissan 4X4 WC w/ 1354 T-case Mount 1352-258 1998 Isuzu Rodeo WC w.81 OD 1352-259 1352-260 1999 Mustang WC (w/elec.speedo) 1352-261 Ssangyong Diesel 1352-262 Ssangyong Gas

Note: the "code" column of the chart simply corresponds to the common first-through-fourth gear ratio combinations.

Disclaimer: This page was researched and written by David Gable. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

This article sponsored by: Step 1: on a scrap pair of leaf springs, remove the spring clips and then remove the center bolt. How-to: Easily Increase an MGB's Traction for Quicker Launches as published in British V8 Newsletter, Volume XV Issue 2, September 2007 by: Bill Guzman

A Great Afternoon Project

Solid traction bars were designed for big torque engines (with 400 ft-lbs of torque and up). The solid bars that are mounted under the spring are made from steel tubing and require welding and reinforcing to accept the shock loads created by the solid bar. It also loses the effect of the spring energy that helps launch the car off the line. Solid traction bars can also increase oversteer.

The purpose of the traction bar is to keep the leaf springs straight during acceleration. The leaf spring during acceleration looks like a horizontal "S", causing that energy to go up and down, thus creating wheel hop.

You can make a traction bar for your MGB (or any other leaf sprung car) from another set of leaf springs. Simply install the long second leaf next to the one with the bushings. (See pictures.)

Advantages: no welding, fast and simple, does not increase spring rate, helps launch car faster, no shock loads on drive train, light weight, no oversteer conditions thus improving traction out of a turn, and inexpensive.

Needed Parts and Suggestions

Old MG springs (Chrome-bumper springs for a Chrome-bumper car, Rubber-bumper...) Examine center bolts for rust and replace if needed before starting project. Follow shop manual and all best safety practices. Prepare all materials before you disassemble your car. Test.

Step 2: continue by removing the support leaf (it's the smallest one, located at the bottom). Step 3: cut the largest leaf, as seen in picture. From the center hole to the cut end should be the same as the removed "support leaf".

Step 4: unfasten the u-bolts on your MGB and (leaving the clamps alone) remove the center bolt. Then, reinstall the center bolt with the modified large leaf added below the spring pack. (Your leaf springs don't actually need to be fully removed from the car, as shown here.)

Step 5: tighten the center bolt to specs. Then, follow the shop manual processes to make sure your leaf springs are reinstalled and tightened-up correctly. Final: it should look like this when mounted on the car and on the ground. (The extra leaf only engages to counter-act & minimize wind-up at launch!)

Disclaimer: This page was researched and written by Bill Guzman. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

This article sponsored by:

First Annual British V8 Photo Contest Results as published in British V8 Newsletter, Volume XV Issue 2, September 2007 by: Robert and Dreama Milks, Official Contest Judges

And the winners are...

People Having Fun With Performance-Modified British Sports Cars

"To be a winner or runner-up in this class, photos must include both people and cars. No exceptions. It must be possible for a reasonably knowledgeable enthusiast to spot some detail of the car that's modified from 'original'. Points will be given for composition and craft... and also for how much fun the people are having and for how cool the performance mods are. Judges will give preference to photos that look good when re-sized or cropped to 600 pixels wide by 450 pixels tall." Winner : Martyn Harvey (photo of Jim Blackwood on the way to British V8 2006)

Judges' Comments A reasonably knowledgeable enthusiast just might notice that this car is modified. Do ya think? That wing - a la Superbird - is just so cool, nobody else dares to rip it. The fact that this car, and Jim himself, has always scared the judges, has indeed swayed our ruling. We honor the photographer who has indeed captured the most wicked street MGB, its pilot and his grin, implying something like "so you think you're gonna pass me?"

1st Runner-Up : Bob English (Nostalgia Drag Races in Reading PA... 9.65s qtr mile!)

Judges' Comments The judges are relatively sure the subject of this photo is having fun. They also think that the subject has heard a comment something like "Why did he ruin a classic car like that?", for which all modifiers should share in the award for enduring those dismal folks that lack creativity when holding a plasma cutter. The photo also addresses all those emails questioning whether one can really apply all that horsepower of a modified LBC to the ground anyway; apparently the answer is yes.

Photographers Having Fun With Performance-Modified British Sports Cars

"To be a winner or runner-up in this class, photos must show the modification in a glamorous way. Showing a badge, decal or painted logo that indicates or suggests the existence of a modification counts too. The photo doesn't need to contain people. Points will be given for the photographer's creativity, composition and craftsmanship. Photos should look great when cropped or resized to 700 pixels wide by about 200 pixels tall. The photos may be cropped before submission, or the actual cropping may be left to the judges' imagination."

Winner : Susan Milner (Robert and "Aunt Bea" along Rt.66)

Judges' Comments The composition of this photo is what's so cool about it. It's perfect for a banner and it's got this whole Americana / road-trip / British-Cool car thing going. And the mod... this time the subtlety reins. The Jag-u-ar wheels might get someone asking questions... the kind of questions that take all day to answer.

1st Runner-Up : Mark Trosper (nostalgia for the gas prices of yesteryear)

Judges' Comments You can almost hear the car rumble. The flares, the exhaust, the wheels and tires all say this car has muscle. With it juxtaposed against the defunct gas station, the irony of eras is clear; why didn't they build it like that in the first place?

Judges' Closing Remarks The attached photo would've been our entry, captioned "The aging alter ego of Buddy Palumbo borrows another race car..." We'd yak some more about each photo, but it's a beautiful Sunday afternoon and we're going for a drive.

"The aging alter ego of Buddy Palumbo borrows another race car."

To Everyone Who Entered Our Contest: THANK YOU!

General Class Honorable Mentions (arranged in random order)

Tom DiCenzo: "Oh shit!" Bill Young: late night work on the MGA-I6

David Petrikas: out for a drive with Miriam

Carol Harvey: Libby driving Martyn's MGB-V8 Alexis Keech: Greg and "The Beast" (Land Rover 101 sporty retired military ambulance)

Carol Harvey: Martyn and Graeme out for a drive in matching MGB-V8s

Susan Milner: reflection in a Freightliner hub cap

Banner Class Honorable Mentions (arranged in random order) Bob Elwin: MG's "Roaring Raindrop" (EX181) at the Goodwood Revival

Martyn Harvey: Barrie and Anne Robinson on their way to British V8 2006

Jonathan Lamson: MGA leather bonnet straps

Mark Trosper: washing clothes?

Jonathan Lamson: RX-MGA

Jonathan Lamson: modified MGA dashboard

Susan Milner: Bill and Jan Guzman, near Townsend TN during British V8 2006

Disclaimer: This contest was judged by Robert and Dreama Milks. Views expressed are those of the authors, and are provided without warrantee or guarantee. Apply at your own risk. Copyright 2007 by The British V8 Newsletter. All rights reserved. Respective photography credits are as listed above.

This article sponsored by:

Abingdon For MG Enthusiasts as published in British V8 Newsletter, Volume XV Issue 2, September 2007 by: Curtis Jacobson

Background Information

The charming market town of Abingdon, in Oxfordshire England, was the home of the MG car company from 1929 until plant closure in 1980. Few car companies have ever been more closely associated with a specific place, so it's natural that Abingdon would be a "must see" for any MG enthusiast who visits England. Even now, visiting Abingdon gives some insight into why MG cars were designed and built the way they were.

Abingdon sits on the quiet banks of the Thames River, upstream from London. At Abingdon the smaller Ock River feeds into the Thames. That's the old way to get to London, but now with updated train service commuters can travel into London's Paddington Station in about 45 minutes. Partly for this reason, Abingdon is growing in population. However, the town still retains its small town feel. By my quick census there seem to be about 23 neighborhood pubs within the town limits, and both of the two pubs we visited were exceptionally friendly.

The village of Abingdon was a cultural hub even before the Romans arrived in England. Abingdon is in the middle of "white horse country", the area where pre-Christian residents scratched the outlines of horses into chalky hillsides. (Did they intend for them to be viewed from space?) Roman missionaries established the Abingdon Abbey. Many people believe the abbey to date to about 166 AD; and it's certainly one of the oldest in England. Interestingly, it was a destination for pilgrimages because people believed one of the nails from Christ's cross was re-used in the building's foundation. In more recent times, Abingdon has been overshadowed by a famous nearby college town: Oxford University is just eight miles north of Abingdon.

Abingdon is situated in a rich agricultural area. The "Cotswolds" region stretches from Abingdon out toward the North and West. Historically this was a major wool producing region. Small farms border most of the narrow country roads around Abingdon. I was surprised that there weren't more hills, but perhaps I shouldn't have been. Between flatness and the relatively short distances between turns, it shouldn't be a big surprise that MG cars were never famous for powerful engines. However, Oxfordshire roads are far smoother and narrower than the roads around Detroit.

Enjoying this article? Our newsletter is funded through the generous support of sponsors like: Pieces of Eight! Struts for your MG: Bonnet, Boot and GT Hatch

The Morland brewery was located in Abingdon until it was bought-out by the Greene King brewery in 2000. Morland's most famous beer was its "Old Speckled Hen" ale. Introduction of this beer was coordinated with the fiftieth anniversary of MG's time in Abingdon. (They closed one year later.) Old Speckled Hen ale was named after a particular MG car that was used for errands around the MG facility. The Old Speckled Hen car was a "Featherweight Fabric Saloon", made from cellulosed fabric stretched over a wooden frame! It was built in the Morris factory at Cowley and brought to Abingdon when the MG plant first opened.

In my opinion, since the closure of the MG factory the electronic rock band "Radiohead" has undoubtedly been Abingdon's most important export.

For Car Enthusiasts, Tours Begin at the MG Factory Site

On this site were built the models of the MG marque from 1929 to 1980. This plaque is displayed in grateful thanks to the MG Abingdon workforce by the officers and members of the MG Car Club through the Abingdon works center. (MG Car Club, founded in 1930)

After the MG plant closed, the entire property was sold to the Standard Life insurance company, which developed most of it into a large business park. This plaque is posted at the business park's entrance. If you can't get past the locked gate, don't worry. Probably everything you want to see is actually outside the gate.

Not Sure You Believe Me?

The car illustrated here ("FC 7900") is commonly known as "Old Number One". Cecil Kimber won a Gold Medal driving this car in the 1925 Lands End Trial. The car is at the British Automotive Heritage Museum. (The "bull nose" radiator and number plate are distinctive, but Old Number One is actually painted red.)

Okay, maybe there is one interesting thing beyond the locked security gate. A kind guard unlocked the Standard Life office building and invited us inside to see two wall hangings that were commissioned by the insurance company to honor the MG company and its workers. Interestingly, neither wall hanging shows car models that were built at Abingdon. "Old Number One" (shown here) was built in 1924 and 1925 before MG moved out of the Morris facilities in Cowley. It does however capture the true spirit of MG. A second wall hanging, displayed upstairs from this one, shows an MGF. The MGF model was developed and built by Rover long after MG offices and the Abingdon plant closed.

Start Your Factory Tour at the Big Map To get your bearings, it might helpful to note that this map is upside down. North is at the bottom, and the road you came in on is at the top.

The main drag into Abingdon from the west is the A415, which is called the Marcham Road. The MG facilities were on the north side of Marcham Road, straddling both sides of Colwell Drive. Colwell Drive is shown running top-to-bottom down the map. The only MG factory buildings that remain standing are the buildings marked "Blue Zone" on this map.

The Historic "B-block"

The blue zone corresponds to "Colwell Drive Units 1 though 6" but in MG days these buildings were known within the factory complex as "B-block".

Whereas A-block (which used to stand on the opposite side of Colwell Drive) was the main assembly plant, according to the John Price Williams book "Making MGs", B-block housed the tire fitting bay, final inspection, paint repair booths, the "rectification" (mechanical repair) shop, the Competitions Department (factory race team), and the Product Design group. According to Williams, the Special Tuning (performance parts) department and the export dispatch office were located around the corner in C-block, which was among the first parts of the facility to be demolished. (Referring to the map above, they would have been to the right of the "you are here" label.)

B-block actually consists of eight equal-sized bays.

They're addressed (south to north) as numbers 1 thru 6, with units "1" and "3" subdivided.

MG Department or Function Current Occupant (as of May 2007) Unit 1a: Competitions Department Unoccupied and For Rent! (formerly Viney's Distribution) (Bay 1) (at least in later years) Relocate your business into a part of the old MG plant! Contact "Benedicts" at phone number 01865-883364. This 1093 square meter (11767 square feet) facility can be leased for about 56,000 British pounds.

Unit 1b: Special Tuning Department Barloworld (Bay 2) (at least in later years) "Leading Brands" - I think they lease heavy construction machinery

Unit 2: Tire Fitting Creative Productivity Ltd. (Bay 3) a commercial printing service

Unit 3a: Paint Repair Howdens Joinery Co. (Bay 4) "Doors, Flooring, Kitchens, Hardware, and Joinery"

Unit 3b: Mechanical Repair Business Post (Bay 5) "Worldwide Express Parcels and Mail"

Unit 4-6: Experimental/Development Department Oxford Engineering (Bays 6-8) (Engineering was on a Bay-6 mezzanine, "Total Manufacturing Solutions" - www.oxfordengineering.com and the Drawing Office was downstairs.)

A-block has recently been replaced by a large and modern looking police station.

The Pavlova Leather Connection to MG

The histories of MG and of Abingdon are closely associated with the Pavlova Leather Co. Ltd.

Pavlova Leather was a tannery of glove leather that operated in Abingdon at least as far back as 1860. Its production changed over the years due to market demand. At one time it was known for book-binding leathers. Today, most people remember Pavlova for automotive upholstery. Pavlova Leather was purchased by Alfred Booth and Company of Liverpool in 1921, and came under reorganization that included sale of a large real estate parcel in 1929 to the MG car company. It was a copasetic agreement because MG became a significant customer for upholstery material. The Pavlova Leather tannery, operating from a facility just north of the MG factory, remained in operation until 1989.

We didn't drive up Colwell Drive to see what, if anything, remains of the Pavlova facility. I've been told that it's all been converted into housing. Although Pavlova Leather was established at least 21 years before the famous Russian ballet dancer Anna Pavlova was born, apparently an Abingdon real estate developer saw profit in creating an artificial association. At the former site of the tannery, Blacklands Way dead-ends into a residential street called "Anna Pavlova Close".

If you travel just north of the Blacklands Way traffic circle and peek behind a row of trees on your right, it should be possible to see the concrete pad where MG crash-tested cars.

Enjoy a Visit to The MG Car Club Ltd. MG Car Club Offices at #12 Cemetery Road

The MG Car Club is officed in this charming brick house, which they've named "Kimber House" after Cecil Kimber, the great man who fathered the MG company (as a spin-off of the Morris car company) and who led MG for many successful years. Cecil Kimber actually lived in different homes that were less convenient to the factory. (From 1933-38 he lived at 69 Oxford Road. That very large home was converted into a modern inn about twenty years ago, and it operates under the name "Boundary House".) The car club's house was originally owned by a manager of the Pavlova Leather tannery.

Although it's far from obvious today (since Cemetery Road is blocked to through traffic at Colwell Drive, and you have to drive through a residential neighborhood to find the Kimber House), the MG Car Club office is actually next door to the original plant's administrative "top office". The administrative building still stands, although the interior was completely gutted and remodeled in 2005, and the original red brick exterior has been covered in wood. The building is now a residential apartment building.

The MG Car Club Office has an excellent gift shop and a small but interesting collection of MG memorabilia on display.

It's Interesting to Note what MG Car Club Employees Drive To Work

2004 MG ZS180 in "XPower Grey".

"MG Rover Group" operated from 2000-2005. In that time they produced about 340,000 cars. The company was led by CEO John Towers, and reached a peak size of about 6000 employees. MG Rover Group production was at Austin's old Longbridge plant, near Birmingham, not at Abingdon. Smart "Roadster Coupe" (not to be confused with the company's earlier, dowdy "Coupe" mini-car model)

Smart GmbH was formed by Mercedes Benz in joint venture with the Swatch Group Ltd. watch company. Engine: rated 60kW (80hp). Weight: 790kg (1742lb). About 43,000 were made from 2003 through 2005. Lightweight and nimble, this car is often compared to classic British sports cars like the MG Midget. The tooling has been sold to an English investment group (called "Project Kimber") and plans are being made to reintroduce a re-styled version with Mitsubishi engine, badged as an "AC Ace".

The Abingdon County Hall Museum

After visiting the MG Car Club Office, proceed to the Abingdon County Hall Museum, which is located downtown in the old county hall building. This 1678 building was designed by Sir Christopher Wren's master mason, Christopher Kempster. It's interesting in that its open first floor served as a covered market. Immediately opposite this building are the medieval abbey grounds.

Reportedly, the Abingdon County Hall Museum has an excellent collection of MG materials. They're currently featuring a special exhibit called "The Making of MG". Although the museum is open daily, this special exhibit is only open Saturdays and Sundays through April 27, 2008. Sadly, the exhibit hadn't started yet when we were in Abingdon. Check the museum's website for further or updated information: Abingdon Museum, or call telephone number 01235-523703.

Abingdon Public Houses

Based on my too short visit, I can't recommend one pub over another. (We only got to try two.) Instead, here are notes I made for next time! For directions, Google the pub names followed by the word "Abingdon".

As mentioned above, "The Boundary House" is located in Cecil Kimber's house (where the founder of MG lived from 1935-39.)

"The Barley Mow" at Clifton Hampden has an excellent river-side location and a distinctive thatched roof. It's about 650 years old! I'm told that it appears in many early MG promotional photos, although the entrance has changed somewhat and the pub has burned down and been lovingly rebuilt since those days.

"The Magic Midget" (named after a particular famous MG, "EX127" that topped 120mph in 1932.) is or was a pub seemingly particularly for and by MG enthusiasts. We've received an unconfirmed report that it recently closed.

One kind gentleman told me that "The Kings Head" was most popular with his fellow MG employees after hours.

"The White Horse" is the closest pub to the old factory or to The MG Car Club, followed by "The Cross Keys" about one block further down the street. I was dissappointed to not find one single item of MG memorobilia at The White Horse. The place was cheerful, so we stayed and enjoyed a couple pints with the locals.

Driving the MG Test Routes All MG cars were taken for test drives before they were released from the factory. It's interesting and enjoyable to retrace the test routes, even if you have to settle for doing it in a modern rental car.

The MG Car Club has published an excellent map that shows four principal MG test routes. You can download it from their website. As it shows, the pre-war route traveled out to Frilford and then looped clockwise back to Marcham. The second era route traveled only out to Marcham, but then looped clockwise back through Gozzards Ford. Rather than reprint the MGCC map here, we've chosen to make our own map with more emphasis on sights along the post-1950 routes.

We're told that, from 1950 pretty much all MG cars took one basic test route. The only deviation was that MGB-GT V8 cars continued a little farther out so that the cars could travel briefly on the A420 and thus reach higher speeds. The basic route was about 5.7 miles, whereas the extended (V8) route was about 11.2 miles. The basic route is "out-and-back", whereas the extension adds a big counter-clockwise loop.

All MG test drives started by leaving the factory and traveling west on the Marcham Road (route A415). In retracing the routes, you'll leave the built-up area of Abingdon and cross the A34 Abingdon bypass. Immediately after the bypass, you'll probably notice two truck rest-areas on opposite sides of the A415. Then, take the first road that turns off to the right. Apparently this road doesn't have a proper name, but you should see a sign marked "Frilford, Shippon & Dalton Barracks". Once you turn right and head north on this road, your navigator can relax and just enjoy the ride.

If you start at the MG factory, the turn-off from Marcham Road will be at about the one-mile mark. At about the 1.4 mile mark, the Barrow Road will turn off to the right. Don't take the turn unless you're curious to leave the route and visit the village of Shippon. Immediately after this turnoff, however, look to the right and see if you can catch a glimpse of the old "RAF Abingdon" airfield. The airfield actually dates to 1932, and it was an active bomber base during WW2. It continued to be operated by the RAF into the 1990's, and then was turned over to the Army who renamed it the "Dalton Barracks".

The Black Horse is a country pub along the test route, in a place called Gozzards Ford

As the road curves left, away from the airfield, the Black Horse pub will be on your left. This is at the 2.1 mile mark. Thick hedgerows are one of the distinquishing features of rural British roads.

Before you know it, you'll be at the Sheepstead Crossroads roundabout (i.e. traffic circle, which comes up at about the 2.9 mile mark). For a non-V8 MG it would be time to head back to the factory. Live a little! The V8-extension adds some very interesting sites to the test route.

The Dog House - a pub and country inn near Sheepstead Crossroads

About 3.2 miles into your drive, you'll reach The Dog House, a charming pub and country inn. There's no reason to drink alone in this part of England! If you stop at any of these establishments, you'll likely find that the natives are particularly friendly. This matches something we've always read about the MG factory at Abingdon. Throughout all of the unrest and poor labor relations that plagued the British car industry, Abingdon maintained its reputation for having the most cooperative workforce. The MG Car Club motto is "the marque of friendship", but by many reliable accounts this label applied first and foremost to the Abingdon workers who built the classic MG cars.

Unfortunately British Leyland's Chairman, Sir Donald Stokes, came into his job with an unfriendly view of MG. He'd previously been Chairman of Triumph. It was Stoke's decision to let MG and the Abingdon plant languish while Triumph developed and tooled-up to produce the TR7 (a unibody, 4-cylinder, live-axle coupe that was intended to replace the body-on-frame, 6-cylinder, independent-rear-suspension TR6 roadster.) Stokes also decided to build the TR7 at Speke (Liverpool). In the TR7 model's unhappy lifespan the Speke factory had to be closed, and production was moved first to Canley (Coventry), and then to Solihull. That couldn't have been very cost effective! Abingdon, where unibody sports cars had been built since 1958, looked on...

Turn right on the A338 at Frilford Crossroads, and enjoy driving along the woods. The A420 expressway gives you a chance to stretch your legs.

Continuing on, at about 4.6 miles into the drive you'll reach the A420. It's England, so you'll enter it from a roundabout - not an American-style highway clover leaf. The road is divided-highway for a section, and then merges. Pay attention, watching carefully for the turn to "Tubney" (at about 6.6 miles) which will take you back toward Abingdon.

Thatched-roof houses in the village of Tubney

I challenge you to drive through the quaint village of Tubney without stopping and taking pictures. Thatched-roofs and half-timber walls, flower filled gardens, trained vines, and ornamental trees in bloom... this is a really pretty place! This photo was taken immediately east of Tubney.

A hog farm between Sheepstead Crossroads and Gozzards Ford.

Some things are easier to spot when you're driving eastbound.

On the way back to Abingdon, you almost feel like you're driving a different road. For example, between Sheepstead Crossroads and the Black Horse pub, you'll pass a couple fairly large hog farms that flank both sides of the road. They must have been hidden behind hedgerows when we were traveling the other way.

In my opinion, it's certainly worth pulling over and checking these farms out. (Be careful though. Customs won't let you back into the USA if you admit to getting mud on your shoes here.) In the modern age of "factory farms", the hogs of Oxfordshire certainly seem to enjoy fresh air, green grass, and sunshine! The Didcot Power Station

As you pass the Dalton Barracks and you're driving south, it would pretty hard to miss this view of the Didcot Power Station. This is a coal fired power plant. (Let me be perfectly clear; this is not a nuclear power plant.) Readers of venerable old "Country Life" magazine were once polled... and they voted this power station the Third Worst Eyesore in all of Great Britain! On the other hand, the station won architectural awards when it was built. Architect Frederick Gibberd was very proud of his idea to clump the towers into two groups of three, instead of one group of six.

One more turn in the road and you're headed back into Abingdon.

Note: we wish to thank Andy Knott of The MG Car Club (and Editor of "Safety Fast!" magazine), MG historian Brian Moylan (author of "MG's Abingdon Factory"), and Mike Yeadon for their help with fact-checking this article.

This article sponsored by: Touring "British Motor Heritage" as published in British V8 Newsletter, Volume XV Issue 2, September 2007 by: Curtis Jacobson

Background Information

In 1975 British Leyland Motor Corporation formed a small division to provide technical information and genuine service parts for all the classic models of vehicles under their corporate umbrella. For the sake of efficiency, the new division was managed from one new centralized office. They named this new division "Leyland Historic Vehicles". Automobiles included in this mandate included both the British Motor Holdings side of the family tree (Austin, Morris, MG, Wolseley, Riley, Jaguar, Guy, and Daimler cars) as well as the Leyland Motors side (Triumph, Standard, Rover, and Alvis cars and utility vehicles plus Leyland trucks and buses.)

As an aside, it's interesting to note that Leyland Historic Vehicles gathered up a large collection of actual cars. Many of these cars were subsequently restored, and some of the division's expenses were funded by leasing cars for television, movie, and photographic uses. That part of Leyland Historic Vehicles ultimately evolved into The Heritage Motor Center museum at Gaydon.

With the British automobile industry undergoing continuing turmoil and reorganization, Leyland Historic Vehicles became the British Motor Industry Heritage Trust ("BMIHT") in 1983.

British Motor Heritage Ltd. was formed as the commercial ("parts") division of BMIHT, with a focus on body stampings and sub-assemblies off original factory tooling. Over the following years, British Motor Heritage operated as an autonomous subsidiary of The Austin Rover Group and its successors. (The Austin Rover Group was renamed Rover Group PLC in 1986, and was acquired by British Aerospace plc in 1988. In 1995 BMW bought the Rover Group from British Aerospace.)

When BMW divested itself of Rover in 2000, British Motor Heritage wasn't included in the deal. BMW actually retained British Motor Heritage until November 2001, allowing veteran British automotive executives David Bishop, Neil Morrick, and John Yea to put together a financial takeover and management plan.

Chris Gardner (at right) of British Motor Heritage welcomed British V8 into their facilities in May 2007.

British Motor Heritage Today

British Motor Heritage continues to be an independent, privately-owned, entirely-British company. In early 2006, David Bishop and Neil Morrick returned to retirement, leaving John Yea in managerial control. John Yea is also the majority shareholder in the company. British Motor Heritage is based in Witney, Oxfordshire (about 12 miles west of Oxford, 14 miles northwest of Abingdon, and 65 miles west of downtown London.) Their staff of about 40 employees operates out of a single 51500 square foot building on a 3.6 acre site. This facility includes management, engineering, production and warehouse space. Steel stamping operations are outsourced, but assembly operations are done in house.

BMH owns and maintains an archive of the original engineering drawings and specifications of BLMC vehicles and their predecessors.

BMH also owns and maintains many of the original press tools and assembly fixtures for these vehicles. The oldest tools in their possession date back to about 1948, and are used to make service parts for Morris Minors. Some of the newest tools are used to make service parts for MG Rover Group vehicles such as the "MG TF" (which ceased production in 2005, but recently restarted production in China and at Longbridge under new company ownership.)

This photo shows a very small fraction of the original factory tooling maintained by British Motor Heritage.

At left: three sets of pierce dies in storage. (These cut steel panels to size.) At right: a Morris Minor tool that punches bolt holes around the edge of a fender.

British Motor Heritage's core business is the sale and manufacture of previously-unavailable parts for classic British cars. BMH parts are exclusively distributed through a worldwide network of "Heritage Approved Specialists". If you want a new, complete, and authentic steel fender for an MGB (or a London taxi-cab for that matter), this is the place to get it! MG never expected MGB production to be so long-lived, so they didn't invest in more elaborate tooling that would've saved handwork. Authentic MGB front fenders are made from 10 different pieces of steel. Fine detailing of the fenders requires especially great skill.

At left: a production run of chrome-bumper MGB front fenders, in process. (There's a hidden weld in the headlamp bucket, where you see brighter metal.) At right: a production run of MGA quarter panels.

Some reproduction body parts for classic British cars are available from "knock-off" parts suppliers. It's very important to recognize that knock-off suppliers only cherry-pick the most profitable body and trim parts. If anything ever happens to British Motor Heritage, the knock-off suppliers won't be able to help you with harder-to-find parts. The continued success of BMH is important for the long term viability of our hobby. Buyer beware! Some of the major catalog parts suppliers offer cheap copies alongside genuine BMH parts. Before you buy, make sure to verify you're buying genuine parts.

What if you only need a patch panel? British Motor Heritage is also the exclusive distributor of the UK-made "Steelcraft" range. What's the difference? The Steelcraft brand is known for economical patch panels that can be welded into larger assemblies for rust repair, etc. Steelcraft parts are manufactured in the UK by Taylor Pressform Ltd. Production started in 1974, and about 400 different parts are currently produced. How can the number be that large? For one thing, Steelcraft also makes a lot of simple and less cosmetically important stampings (such as the backing plate for MGB front disc brakes.) Please note that Steelcraft parts are NOT made on original factory/production tooling. Steelcraft parts are clearly labeled "Steelcraft".

At left: just one aisle of British Motor Heritage's large parts warehouse. At right: British Motor Heritage's parts operations keep this truck busy.

British Motor Heritages's annual sales are in the ballpark of 4 million British pounds. Because the stamped parts they handle are only economical when produced in quantity, British Motor Heritage is obliged to carry a relatively large inventory. The value of their inventory averages about 2 million British pounds. The BMH manufacturing system currently lists about 10,000 different part numbers.

British Motor Heritage is an ISO9001-2000 accredited supplier to Ford (for Jaguar and Land Rover parts). A Unique Mission

Whatever BMH is today should largely be credited to the visionary leadership of David Bishop, who began combing through the back lots of old BLMC facilities in the early 1980's to gather and collect old tooling. The preservation of old tooling has helped keep repair, restoration, and even building of "new" reproduction classic British sports cars feasible for enthusiasts.

Although retired now, David Bishop's contribution as a "manufacturing guy" has been very important. His dedication to preserving the art and craft of old-school production techniques has been adopted and is being emulated by others. Furthermore, David Bishop's vision has not only kept old cars on the road, but also been crucial to keeping the British sports car hobby thriving.

How has this affected our niche... specifically engine swappers? If it weren't still possible to purchase excellent MGB fenders brand new, competition for "parts cars" would be fierce and the supply of cars for engine swaps would be more expensive.

On the other hand, engine swaps are becoming more refined, sophisticated, and higher-budget. Our cars now routinely sell for higher prices than pristine "original" and "restored" cars. Using brand new Heritage bodyshells has begun to make a lot of sense within our niche!

An MGB roadster bodyshell is being assembled on original factory fixtures.

What is a Heritage Bodyshell?

In concept, the idea is deceptively simple: a Heritage bodyshell is a complete car body. It's a sheetmetal foundation that's ready to go to the paint shop, and then ready for all the mechanical, accessory and trim parts to be installed onto it. British Motor Heritage first introduced the MGB-roadster Heritage bodyshell back in 1988. Just pause for a moment and think about this: Heritage bodyshells have been in production for longer than the original MGB was!

Over the last eighteen years, Heritage bodyshells have evolved tremendously. The very definition of Heritage bodyshell has changed. Originally, the MGB unibody was provided without bolted-on body parts such as doors, hood ("bonnet"), and trunk lid ("boot lid"). The cost of procuring and installing these parts wasn't the issue... the problem was that fitting these parts wasn't a job for do-it-yourselfers. In the context of sixties-era automobiles, "fitting" frequently meant assertive use of a hammer. Probably the single most important improvement made to Heritage bodyshells is that all major panels are now pre-installed and aligned by experts who know just where to smack!

Another obvious change from those early days has been the proliferation of distinct bodyshell variants. Shortly after the chrome-bumper roadster bodyshell was introduced, BMH followed with the GT model, and with rubber-bumper models. There were lefthand-drive variants versus righthand-drive variants. There were two-wiper (European spec) roadsters versus three-wiper (North American spec) roadsters. Pull-handle doors versus push-button doors... BMH even responded to requests for chrome-bumper shells with rubber-bumper underpinnings to provide roomier engine and tranny areas for engine swaps.

MG Midget and Austin-Healey Sprite enthusiasts started calling... and Triumph TR6 enthusiasts... and classic Mini enthusiasts... not to mention the Rover factory with their RV8 program! BMH says that they currently build 42 distinctive bodyshell models.

More importantly, BMH reports that "combined total production of bodyshells to date exceeds 6000 units" including MGB roadster and GT, MG RV8, MG Midget and A-H Sprite, Triumph TR6, classic Mini, and Mini Clubman.

Let's take a step back and think about what's involved with making a Heritage bodyshell. First, BMH had to recover "lost" tooling from all around Britain. When the various car plants were shut down, tooling was scattered. Some of it remained with suppliers, but supplier facilities were shutting down too. Quite a lot of tooling went to scrap yards. Finding, identifying, purchasing and reconditioning old tooling was a major undertaking and investment.

Perhaps you want a bodyshell built exactly to 1967 specs in every possible respect. Sorry, but that's not a realistic expectation. Here's why: running changes were made to the factory tools over time to accommodate ever changing production needs, model year specific features, changing requirements of various export markets, and changing option packages. So, if you're expecting an exact and specific combination of mounting holes and weld-nuts in your firewall, you very probably won't get it. Typically, a Heritage bodyshell will have a few extra mounting holes and/or weld nuts. This seems to be particularly true on earlier year-model cars.

At left: Curtis inspects an incomplete MG RV8 bodyshell. Note the distinctive firewall and center console. At right: MGB Heritage bodyshells back from being E-coated and primed. (The top one will have rubber bumpers.)

Heritage MGB-GT bodyshell. Fit of bolted-on body panels (like the GT hatch lid) is now carefully controlled.

Are Heritage Bodyshells as Good as New?

In some respects, Heritage bodyshells are categorically superior to "original" bodies. The most obvious improvements are in the area of corrosion protection. All original BLMC bodyshells were stamped from plain carbon steel. To dramatically improve corrosion protection, British Motor Heritage began using galvannealed (NOT galvanized) zinc coated steel sheet for all MG bodyshells starting in 1993.

Galvannealed steel is coated with zinc on both sides by a continuous hot-dip process. Immediately as the steel exits the coating bath, the molten zinc is subjected to an in-line heat treatment that converts the entire coating to a zinc-iron alloy. (Iron actually diffuses from the steel into the coating.) The surface typically has a matte finish that's very different from the dappled metallic appearance of a galvanized coating. At times, galvannealed coatings may appear similar to uncoated cold rolled steel.

The zinc coating dramatically reduces rust in two ways: not only does it provide an additional barrier layer on the steel surface, but the zinc also functions as a sacrificial protector against galvanic corrosion. In other words, even if the zinc coating is scratched and salt water contacts the steel, the nearby zinc will tend to corrode instead of the steel. Galvannealed steel differs from galvanized steel in that the coating is thinner, harder, smoother and more even in appearance, more scratch and scuff resistant, and far preferable in terms of paint adhesion. Still, the galvannealed coating isn't a perfect solution. For one thing, the zinc coating is typically burned off around welds, the zinc coating doesn't cover die-cut panel edges, and it is subject to damage in press operations and part handling.

To further improve corrosion resistance and provide a more consistent basis for paint, British Motor Heritage also sends all assembled bodyshells out for E-coating. "E-Coat" is a technology used worldwide for high-quality, low-cost, environmentally-friendly, corrosion protection. Approximately 98 percent of all automobiles produced worldwide are primed with E-Coat because of the exceptional corrosion protection it provides!

E-coat should NOT be confused with powder-coating! The "E" in E-Coat indicates that the primer is deposited by completely immersing the bodyshell in an "electrophoretic" liquid paint emulsion. An electrical current is passed through the paint tank, causing the paint in contact with the metal bodyshell to adhere. The coating thickness is controlled by voltage adjustment. The current is typically only applied for about two minutes. (This is a subtle difference between E-coat and plating processes where coating thickness is controlled by amperage and especially by time.) The newly adhered paint blocks further deposition until an exceptionally even covering of paint is achieved. (The variation is typically 0.1 to 0.2 Mil, versus a thickness variation of 0.5 to 2.0 Mils for paint spraying techniques. Furthermore, spraying techniques tend to produce even less consistent protection on sheet metal edges, sharp corners, and recesses.)

Heritage bodyshells have been E-coated since the start of production back in 1988. Since 1993 all Heritage bodyshells have been E-coat primed after assembly, over top of their galvannealed zinc coating.

Want a stronger, stiffer bodyshell? British Motor Heritage now offers seam-welding before E-coat and paint. Stronger and Stiffer - The Competition Bodyshell Program

All of the classic BLMC models were built using spot welds and spot welds remain the main welding technology for Heritage bodyshells, but there were always a few places where the spot-welder electrode tips couldn't reach. (The welding equipment has to reach both the front and back side of the joint at once.) Back in the day, oxy-acetylene (flame) welding was used to weld these areas. Now, MIG electric arc welding is used instead. MIG welding involves use of an inert gas to "shield" the weld area (i.e. to avoid weld puddle contamination and to reduce splatter.)

British Motor Heritage's NEW "competition bodyshells" feature extensive MIG welding that supplements the standard spot welds for significantly increased chassis stiffness, strength, and crashworthiness. The Heritage competition bodyshell program also includes an a la carte menu of optional features including: welded-in roll-cage mounting brackets, precision-made roll-cages, reinforced mounting features for racing-type shoulder harnesses, FIA-spec tow eyes, etc. See Heritage Competition Bodyshells and Equipment for detailed information. A Spridget Club Get Together at British Motor Heritage

Austin Healey Sprite and MG Midget ("Spridget") Bodyshells

MGB fans sometimes forget a few facts about the little "Spridget" models, like that the MG factory at Abingdon had already produced over sixty thousand Spridgets before MGB production started in May 1962. That number includes all 48999 of the Mk.I (aka "bugeye" or "frogeye") Sprites. Their production run lasted from March 31, 1958 through January 1961. The Mk.II Sprite and Mk.I Midget were both launched in 1961. In 21 years and 8 months of production, almost as many Spridgets were built as MGB roadsters. Like the MGB, these little cars featured elegant, modern "unitbody" construction instead of frame-on-body construction.

British Motor Heritage has collected up the original tooling, and has been building Heritage Spridget bodyshells since 1991.

Are you curious to have a look? See photos of MG Midget bodyshells being built.

Managing Director John Yea's MG RV8 race car (parked outside British Motor Heritage)

MG RV8

British Motor Heritage played a pivotal role in the design, development and production of one of the rarest and most prestigious MG models. In 1990, Rover Group became interested in reviving the MG badge on an upmarket, limited-production sports car as a precursor to introducing more mass-market models such as the MGF. Code named "Project Adder", Rover purchased a Heritage MGB bodyshell and began mocking-up in modeling clay a thoroughly updated design.

Rover then contracted British Motor Heritage and Abbey Panels (famous supplier of hand-formed panels such as the original Jaguar XKE hood and the first Ford GT40 chassis) to bring concept to reality within a very modest development and tooling budget. British Motor Heritage would assemble the bodies for all RV8 cars.

First shown publicly in October 1992, the MG RV8 was obviously stylistically derived from the MGB, except featuring a wider and stronger stance. The RV8 was critically acclaimed, despite its premium price. Rover was especially delighted by response to the car at the 1993 Tokyo Motor Show. They wrote nearly 1300 orders! In fact, of the 2000 cars built, over seventy-five percent went to Japan. Rover assembled their final MG RV8 on November 22, 1995 after having accomplished their public relations goal.

Sadly for North Americans and mainland Europeans, Rover never even developed a left-hand-drive RV8, and at this time The British V8 Newsletter is only aware of three MG RV8 cars that have made it to North America.

Although all 2000 of the MG RV8 production bodyshells were built by British Motor Heritage, Scott Miller's RV8 is unique because he actually started with an aftermarket bodyshell and built his own car! Actually, Scott's car is even more one-of-a-kind than that because he invested all the special skill and effort to create a left-hand-drive RV8. You can read more about it here: Rare: Scott Miller's Unique Left-Hand Drive MG RV8, or here: Photos of Scott Miller's 1994 MG RV8

I guess it's small consolation to us now, but one of the best things about Rover's MG RV8 program is that it resulted in significant improvements to British Motor Heritage facilities. (I'm also happy about Rover's pioneering use of through-the-fender headers.) At this time the BMH isn't offering RV8 model Heritage bodyshells for sale.

The Classic Mini and Mini Clubman models (including the "Mini 1275-GT") can be built from Heritage bodyshells. Classic Mini and Mini Clubman

Naturally, there's a great deal of interest in everything to do with Sir Alec Issigonis's brilliant little over-achiever. Like most "younger" North American's, I mostly know the Mini from Austin Powers movies... but those movies have really sparked my curiousity. In total, 5.4 million classic Minis were manufactured over forty-one years of production. That build was spread over factories in eleven different countries. However, considering the worldwide popularity of the Mini as an icon of the sixties, remarkably few classic Minis were ever brought to North America.

BMH received the classic Mini tooling when production ended at Longbridge in 2000, and now Heritage Mini bodyshells are available in several interesting variants.

"Be the change you want to see in the world." Wouldn't a Heritage Mini bodyshell be an excellent platform for your next project? High performance and great gas mileage? Heck, why not build yourself an electric car? Trade in your sport utility vehicle now.

Another interesting but less obvious choice for your next hot-rod would be the Mini Clubman. The original Mini Clubman was produced from 1969 to 1980 in "saloon", "estate" (station wagon) and 1275-GT forms. (The 1275-GT version was a sub-variant of the saloon. It was the "performance package".) Strictly speaking, BMH only produces a Heritage bodyshell versons of the final-generation (1976-1980) Mini Clubman saloon. Although the Mini Clubman styling isn't universally popular, its larger engine bay suits installation of larger engines than a standard Mini. In England, hot-rodders frequently swap Honda VTEC, Vauxhall, or Rover K-series engines into the Mini Clubman. What would you put in your Mini Clubman? (Note: Clubman production totaled 626312 cars spread over eleven years of production. The breakdown was: 331675 saloons, 176688 estates, and 117949 1275-GTs.)

Note: galvannealed steel is not yet included on the new Hertage Mini and Mini Clubman bodyshells models, although they do come with E-coat primer.

What about Triumph TR6? For the time being, British Motor Heritage isn't accepting orders for Triumph TR6 Heritage bodyshells. They've produced a few... but production proved problematic because TR6 is a body-on-frame car. Even when BMH delivered a "perfect" TR6 bodyshell, there was no way to guarantee it would fit on a customer's (possibly tweaked) original TR6 frame. The TR6 bodyshells also proved especially susceptible to damage in shipping. If new aftermarket Triumph frames were available, BMH might consider marrying them to bodies and re-introducing the Heritage TR6 bodyshell. MGB-GT bodyshell being crated for shipment.

Order Your Bodyshell Factory-Direct

Until recently, Heritage bodyshells were only available through "Heritage Approved Specialists". Beginning in late 2006, British Motor Heritage now offers factory-direct sales too. Obviously there's potential for dramatically improved efficiency, but another motivation is that direct communication improves customer satisfaction.

British Motor Heritage prices their bodyshells in their local currency, "pounds sterling". They also add a 17.5 percent Value Added Tax ("VAT"). If you're purchasing a bodyshell for use outside the European Community, you may be able to get a refund of the value-added tax.

Shipping cost is also additional, and will have to be quoted on a case-by-case basis.

Purchasing a bodyshell by credit card is probably the easiest method. Check with your credit card company to determine current dollar-to-pound exchange rate and verify whether they have a surcharge on international purchases. (The credit card company's surcharge will probably be trivial. You could alternatively use an internation wire transfer, but the charge for that would be higher.)

Bodyshells are available in many variants. Here is a sampling so that you can get an idea of what they currently cost. Note: currency exchange rates vary daily. Don't despair - they're likely to improve for North American customers soon. (Prices below were current as of September 1, 2007. Exchange rates were current on September 1, 2007.)

MODEL # SPECIFICATION AND KEY FEATURES G.B. POUNDS U.S. DOLLARS

Popular MGB Variants HZA4246 67-74 MGB roadster, USA spec £ 4400 $ 8880 HZA5547 76-80 MGB roadster, USA spec £ 4400 $ 8880 BMH4011 "chrome-bumper" MGB roadster with V8 mods £ 5100 $ 10256 HZA4248 67-74 MGB-GT, USA spec £ 4750 $ 9586 BMH9010 74.5 MGB-GT, USA spec £ 4750 $ 9586 HZA4251* "chrome-bumper" MGB-GT with V8 mods £ 5400 $ 10859

MG Midget BMH8057 Oct.66 - Aug.69 MG Midget (square wheel arch) £ 3800 $ 7669 CZJ366 (& 203) Aug.69 - Aug.71 MG Midget (square wheel arch) £ 3800 $ 7669 CZJ83 (& 84) Aug.71 - Oct.74 MG Midget (round wheel arch) £ 3800 $ 7669

Popular Mini Variants BMP0343 76-85 MkIV Mini £ 3200 $ 6458 AAA360210 86-89 MkV Mini "sports pack" £ 3200 $ 6458 CZH594 69-80 Clubman/1275-GT Mini £ 3300 $ 6660

Popular MGB Options ??????? pull-handle doors in lieu of push-button doors £ ??? $ ???

MGB "Competition Bodyshell" Options ??????? incremental charge for MGB seam welding £ 750 $ 1512 ??????? incremental charge for MGB roll-cage £ 1500 $ 3024 ??????? incremental charge for MGB FIA-spec tow-eyes £ 100 $ 202 ??????? incremental charge for MGB shoulder harness reinforcement £ 95 $ 192 ??????? incremental charge for MGB aluminum hood £ 125 $ 252 ??????? incremental charge for MGB aluminum deep front valance £ 395 $ 796 ??????? incremental charge for MGB fiberlass rear valance £ 350 $ 706 ??????? incremental charge for MGB baffled/foam-filled fuel tank £ ??? $ ???

MG Midget "Competition Bodyshell" Options ??????? incremental charge for MG Midget seam welding £ 750 $ 1512 ??????? incremental charge for MG Midget roll-cage £ 1400 $ 2822 ??????? incremental charge for MG Midget FIA-spec tow-eyes £ 100 $ 202 ??????? incremental charge for MG Midget shoulder harness reinforcement £ 95 $ 192

Mini / Mini Clubman "Competition Bodyshell" Options ??????? incremental charge for Mini seam welding £ 750 $ 1512 ??????? incremental charge for Mini roll-cage £ 1400 $ 2822 ??????? incremental charge for Mini FIA-spec tow-eyes £ 100 $ 202

* : for HZA4251 you must specify left-hand drive, or you'll get right-hand drive.

A ten percent non-refundable deposit is required with the initial order, and must be increased to a fifty percent payment before commencement of build. The remaining fifty percent payment is due upon receipt of the bodyshell.

What about shipping cost? You'll need to call for a quote and work from there. The cost will very depending on your delivery location and on whether more than one bodyshell can be shipped over together. (Three crated MGB bodyshells, for example, will fit in a forty foot steel shipping container - but the cost to transport one container is the same whether it's full or empty. Heritage will be happy to consolidate shipments if they can.) Just for reference, to give you a conservative high-side shipping estimate, a customer recently paid $4800 for door-to-door transport of a GT bodyshell from Heritage to the buyer's house in Seattle Washington. In this case, the international transport charge wasn't shared at all. The cost of the wooden crate is £330 (about $667) + VAT.

How long will it take? Heritage bodyshells are made-to-order, and they're made in batches. You'll need to check with Heritage to see when your bodyshell can be produced. Delivery time also needs to be quoted on a case-by-case basis. Just for reference, delivery from the port in England to Seattle Washington takes about twenty-five days.

Disclaimer: This page was researched and written by Curtis Jacobson. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

This article is part of a set of FOUR! If you enjoyed this article, check out: BMH's Exciting New Competition Bodyshell Program How BMH Built a Brand-New Vintage Race Car The Building of an MG Midget Body

Photos by Curtis Jacobson for The British V8 Newsletter, except the first, sixth and eleventh photos from the top of the article, which remain property of British Motor Heritage and which are used by permission. The photo of Spridgets lined up outside BMH is by Steve Clark, and is used by exclusive permission. All rights reserved.

This article sponsored by: MG Midget Bodyshells - Being Assembled by British Motor Heritage as published in British V8 Newsletter, Volume XV Issue 2, September 2007 photos by: Steve Clark and Bill Mohan

The Midget and Sprite Club visited British Motor Heritage in April 2006 to see a production run of "square-wheel-arch" Heritage MG Midget bodyshells being produced. After a cordial greeting with coffee and biscuits, a brief meeting with company staff, and the ritual hand-out of eye-and-ear protection the group was invited to come on out and see Midget bodyshells being made.

The British V8 Newsletter is very pleased to document their visit in photographs. The curved (almost sculpted) front crossmember identifies this as a later Midget 1500 (rubber bumper) shell.

The straight-across (square tube) front crossmember identifies this as a chrome-bumber Midget bodyshell.

Although the crossmembers are different, the motor mounts look similar. Front wheel-arch assembly.

British Motor Heritage serial number plate... on the wheel arch.

Wheel arches are clamped tightly in place before the assembly is welded-up. Front subassemblies are lined up in a que.

This photo and the next illustrate the difference between a subassembly fixture and the main assembly fixture.

Precise, rigid body assembly fixtures are critical to proper alignment. "This shows the infamous front chassis curve being built in on the assembly jig." - Bill

Battery and heater shelf.

An initial MIG weld (from the transmission side of the front bulkhead to the front rails)...... then they weld more extensively from the interior side of the cockpit, once on the big fixture.

Rear subassemblies are lined up in a que. Rear cockpit bulkhead.

Rear luggage floor assembly.

Reinforcement panel, rear wheel arch to B-post. Rear wheel arch inner assembly.

Notice that on a Midget the rear cockpit bulkhead is mounted parallel to this "shut panel", and that together these two panels support the leaf spring hanger boxes. Rotisserie! Prepping fenders for installation.

After installation, fender, cowl, and door alignment is fine tuned. When the whole batch is ready, they'll be sent off to be E-coat dip-primed together. A nice overview... from the mezzanine.

Customer Comments about Using a Heritage Bodyshell

K. Harris (on the Isle of Wight) wrote: "I would advise not to buy a sprayed shell, but build the car up as much as you can to see what doesn't fit, then dismantle, have the shell sprayed, then build. This may seem stupid and long-winded, but in the long run it saves hassle, rather than cock-up a new spray job - having to do alterations due to ill-fitting parts or pre-drilled holes in the wrong place on the shell!!!"

Richard Boobier (of North Somerset) wrote: "I would definitly build-it-up (to trial-fit everything) prior to getting a body shop to spray it for you. There were numerous bits that required some fettling, especially any new bits! Lights/badges/chrome bits etc. I had an issue with a rear light/panel fit that required a bit of filing to make it just right, various welds needed dressing, and a dashboard captive nut below the dash top required repositioning (i.e rewelding). The odd bit of filing/filling when in primer is not an issue, but when it's in top-coat it's scary! The file has a will of its own. Well, at least all of mine do!"

Clive Berry (of Gloucestershire) wrote: "My Heritage shell was built in '94 and is yet to hit the road. The fit is slightly random and there are a few dings. I bought it already sprayed and can agree that virtually building the car, stripping, then spraying is the way to go. The thing is though, it is rust free and likely to stay that way for a long time. All I have to do is finish the blardy thing!

Bill Mohan (of Streetly, in the West Midlands) wrote: "Visiting the BMH factory, I had the impression that they have a little time to take greater pains with the shell than was available back in the mists of time and I'm sure that the shells get far better 'service' than they used to. Of course they don't spend hours fettling them as they build them. They're supposed to make money too!"

"So how would I go about buying one?"

British Motor Heritage bodyshells are available through Heritage approved distributors... or since September 2006 they can be purchased directly from BMH. British Motor Heritage prices bodyshells and accessories in local currency ("pounds sterling") and adds 17.5 percent Value Added Tax ("VAT"). If you're purchasing for use outside the European Community you may be able to get a tax refund. Shipping is additional, and will need to be quoted. Check with your credit card company for exchange rate and fees. Exchange rates vary daily, so the dollar figures below are approximate. (They were current on September 1, 2007.)

MODEL # SPECIFICATION AND KEY FEATURES G.B. POUNDS U.S. DOLLARS

MG Midget "Competition Bodyshell" Options ? incremental charge for MG Midget seam welding £ 750 $ 1512 ? incremental charge for MG Midget roll-cage £ 1400 $ 2822 ? incremental charge for MG Midget FIA-spec tow-eyes £ 100 $ 202 ? incremental charge for MG Midget shoulder harness reinforcement £ 95 $ 192

Disclaimer: This page was researched and written by Steve Clark. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

This article is part of a set of FOUR! If you enjoyed this article, check out: A Visit to British Motor Heritage BMH's Exciting New Competition Bodyshell Program How BMH Built a Brand-New Vintage Race Car

Note: Photos with filename suffixes A through N were provided by Steve Clark. Photos W through Z, plus all photos with two-letter suffixes, were provided by Bill Mohan. All photos were taken in April 2006.

This article sponsored by:

Heritage Competition Bodyshells and Equipment as published in British V8 Newsletter, Volume XV Issue 2, September 2007 by: Curtis Jacobson

In just the last few years, the number of really high-class (high dollar) MG-based hot-rods and "vintage racecars" has really exploded. At the same time, higher-power engine swaps - especially those using small-block Ford V8 engines - are putting more and more demand on chassis strength and rigidity. New MG suspensions are being introduced to dramatically improve handling, and tires are developing more grip. Performance-modified British sports cars are getting more track time too. (Did you read our article about the recent "British V8 Track Day" at Nelson Ledges?)

There just aren't many MGB "donor cars" available without rust or collision damage. If your used MGB body needs rust or collision repair, you're looking at expensive skilled labor to put it right. As if that weren't enough hassle, you may be looking at rubber-to-chrome bumper conversion work or engine compartment mods too. The time has come to explore Heritage bodyshells.

Here's the great news! Like other vendors, British Motor Heritage has begun to realize that performance modifiers are the fastest growing (and most lucrative) part of the British sports car hobby. They've responded by introducing new bodyshell configurations that Abingdon never even considered, such as "chrome bumper body but with rubber bumper engine compartment."

The newest and most exciting new BMH products comprise the "Competition Bodyshell Program".

British Motor Heritage's new "competition bodyshells" feature extensive MIG welding along seams to supplement the standard spot welds for significantly increased chassis stiffness, strength, and crashworthiness. All this is in addition to the simple advantages of "newness": the body hasn't been subjected to fatigue yet, and newer-technology processes (like a galvannealed zinc coating) have been applied. Spotlessly clean virgin steel contributes to optimal weld integrity... plus it's so much more convenient to do seam-welding as the body is being assembled! When BMH does seamwelding, they follow-up by giving the bodyshell a full-submersion E-coat primer bath. Have I got your attention yet?

The Heritage competition bodyshell program also includes an a la carte menu of optional features including: welded-in roll-cage mounting brackets, precision-made roll-cages, reinforced mounting features for racing-type shoulder harnesses, FIA-spec tow eyes, etc.

Three kinds of welds: spot, stitch, and continuous. Spotlessly clean metal contributes to optimal weld integrity...

...plus it's so much more convenient to do seamwelding as the body is being assembled!

Tip: some MGB racers weld 1/2" box tubing along that vertical flange (at left). With very little cost, weight, or effort you add significant stiffness. (Thanks Max!) Seam welds at the base of the c-pillar. A roll-cage mounting plate will be welded-in over these.

Note: this bodyshell has a 3-syncho tranny tunnel... from a forty year old donor car. This is the only bodyshell component for which original press dies no longer exist.

Seam welding around the driveshaft tunnel. Check rules to see if continuous welds are prohibited. Welded-in roll cage mounts, plus reinforced (from the back side) shoulder harness mounting point.

And here's a picture of the British Motor Heritage roll-cage, installed.

Shoulder harness mounting-point reinforcement, plus fuel filter and pump. Reinforced leaf spring mount (and reversed spring-eye for lowering effect).

Baffled and foam-filled MGB fuel tank.

Note: the press dies that were once used to make the transmission tunnels for Mk.I MGB bodies have all been lost, and they'd cost a bloody fortune to replace. If you want an authentic "three synchro transmission" tunnel in your Heritage bodyshell, a transmission tunnel has to be taken from a donor car. The two bodyshells seen in the photos above were built using "used" transmission tunnels.

"So how do I buy one?"

Well that's the tough question. Not only will you be the first guy on your street to "buy one", you may be the first person in your country. Don't fear - someone has to go first! Below are the commercial details as far as I know them:

British Motor Heritage prices bodyshells and accessories in local currency ("pounds sterling") and adds 17.5 percent Value Added Tax ("VAT"). If you're purchasing for use outside the European Community you may be able to get a tax refund. Shipping is additional, and will need to be quoted. Check with your credit card company for exchange rate and fees. Exchange rates vary daily, so the dollar figures below are approximate. (They were current on September 1, 2007.)

MGB "Competition Bodyshell" Options G.B. POUNDS U.S. DOLLARS incremental charge for MGB seam welding £ 750 $ 1512 incremental charge for MGB roll-cage £ 1500 $ 3024 incremental charge for MGB FIA-spec tow-eyes £ 100 $ 202 incremental charge for MGB shoulder harness reinforcement £ 95 $ 192 incremental charge for MGB aluminum hood £ 125 $ 252 incremental charge for MGB aluminum deep front valance £ 395 $ 796 incremental charge for MGB fiberlass rear valance £ 350 $ 706 incremental charge for MGB baffled/foam-filled fuel tank £ ??? $ ???

MG Midget "Competition Bodyshell" Options G.B. POUNDS U.S. DOLLARS incremental charge for MG Midget seam welding £ 750 $ 1512 incremental charge for MG Midget roll-cage £ 1400 $ 2822 incremental charge for MG Midget FIA-spec tow-eyes £ 100 $ 202 incremental charge for MG Midget shoulder harness reinforcement £ 95 $ 192

Mini / Mini Clubman "Competition Bodyshell" Options G.B. POUNDS U.S. DOLLARS incremental charge for Mini seam welding £ 750 $ 1512 incremental charge for Mini roll-cage £ 1400 $ 2822 incremental charge for Mini FIA-spec tow-eyes £ 100 $ 202

Disclaimer: This page was researched and written by Curtis Jacobson. Views expressed are those of the author, and are provided without warrantee or guarantee. Apply at your own risk.

This article is part of a set of FOUR! If you enjoyed this article, check out: A Visit to British Motor Heritage How BMH Built a Brand-New Vintage Race Car The Building of an MG Midget Body

Photos by Curtis Jacobson for The British V8 Newsletter, except the first one at the top of the article, which is the property of British Motor Heritage and which is used by permission. All rights reserved.

This article sponsored by: British Motor Heritage's 1964 FIA-spec MGB Race Car as published in British V8 Newsletter, Volume XV Issue 2, September 2007

Owner: British Motor Heritage Ltd. City: Witney, Oxfordshire, UK Model: 1964 MGB roadster Engine: B-series inline 4 Project Engineer: David Child

Note: This car was built to demonstrate Heritage's new "Competition Bodyshell" product range. Heritage Competition Bodyshells are available in several model and series specifications. This one is nominally a 1964 ("3 synchro") MGB, although the body was built in 2007 using original MG tools. The Competition Bodyshells feature extensive seam welding along the main chassis rails and in other key areas, plus a reinforced rear bulkhead for seatbelt mounting, roll-cage mounting plates, tow points, etc. Other newly-available Heritage performance components and options are also demonstrated. Engine: 1950cc 4 cylinder B-series. The engine has been bored-out to a larger capacity than normally allowed under FIA regulations due to the specific series it will be racing in. For FIA events, an engine of displacement no more than 1840cc is permitted. Induction: Single Weber 48 DCOE carburetor. Ignition: NGK spark plugs. Lucas "Sports" coil. Cooling: 19-row oil cooler and high flow radiator. Manually controlled electric fan for when the car is either in traffic or waiting on the grid. Exhaust: Maniflow 3-into-1 header. Single box exhaust system. Exhaust wrap on header to help prevent heat soak into the carbs. Transmission: MGB 4-speed box, straight cut gears, non overdrive. 2pc competition clutch. F. Suspension: "Negative-camber" lower control arms. Nylatron bushings. 3/4" anti-roll bar. Uprated and lowered coil springs. Lever-arm dampers with heavy oil and competition valves. Note: the rules specify that the suspension must be of original design, so it's not permissable to use telescopic shock absorbers, etc. R. Suspension: Lowered race leaf springs. Nylatron bushings. As with the front, modifications beyond the original race specification are not allowed. Rear Axle: Limited-slip differential and 4.1:1 gear set by MG Motorsport. Uprated halfshafts from MG Motorsport. Brakes: Standard drums and discs with EBC "Red Stuff" pads and uprated shoes. Friction material is free provided the maximum dimensions are not exceeded, however the drums and discs must not be changed. Wheels/Tires: Dunlop L section CR65 historic race tires. 14" x 5.5" Minilite style alloy rims. Rims are specially made with an offset so that the maximum track is not exceeded. Electrical (and 1971 wiring loom as this allows the alternator to be wired in easily. Rev counter replaced with one capable of Instruments): reving to 8000rpm. Shift light installed to help prevent going over the 7000rpm rev limit. GPS data collection system fitted for performance analysis. Other: Stripped out interior for maximum weight saving. Aluminum door panels. Full 6-point roll cage built to FIA regulations. Plumbed-in electrical fire extinguisher. Ridgard RS9 racing seat. 6 point racing safety harness. Deep aluminum front valance with hole cut for improved airflow over the oil cooler. Fiberglass rear valance. Original factory hardtop. Completed: June 2007. (First raced at Silverstone on June 24, 2007.) Miles driven: 600 road miles for running-in and about 1.5 hours track time (as of July 2007). Problems The only real problem encountered in the first race outing was an oil leak from the rear axle. (This only became Encountered: apparent when the car was being raced.) The more extreme conditions caused oil to leak into the left drum and onto the tire. The problem was easily rectified by replacing the oil seals and slightly under-filling the axle as advised by other racers. Note the inclusion of an alloy catch tank in place of the heater and the plumbed-in fire extinguisher. An electric fan has been installed to cool the car when waiting on the grid.

Class rules restrict master cylinder and brake plumbing choices

Body seams have been reinforced with strategically-placed MIG stitch welds (aka "seam welding")

Seam welding along more critical joints is continuous (such as here, along the frame flange) Fire suppression system bottle

One of the many fire-suppression-system spray nozzles

Front roll-cage mounting bracket (notice convenient theaded inserts) Middle (main hoop) roll-cage mounting bracket

Rear roll-cage mounting bracket

Reinforced seat belt mount (see also inside trunk area) Three-synchro bodyshell

No heavy sound-deadening mastic here

Aluminum door panel A view of the finished Heritage-built roll cage before the hard top went on the car.

The very comfortable Ridgard seat. FIA specification foam padding can be seen on the roll cage.

Sebring-style perspex headlight covers and lightweight aluminum bonnet Battery disconnect and remote-starter switches

Rear-mounted LED rain light, fiberglass rear valance, and FIA-required tow eye

Notice that the seat belt mounting is stiffened and reinforced by the fuel filter bracket Rear-mounted LED rain light

The splash tray is mandatory for the fuel filler neck. Fuel pump and filter/regulator can be seen mounted to the bulkhead.

Internally baffled and foam-filled MGB fuel tank Class rules require essentially "stock" suspension/brakes

Reinforced leaf spring mounts... and reversed spring-eyes for lowering effect.

Alloy deep front valance and FIA-required towing eye The car's first race meeting at a very wet Silverstone (on the 2.25 mile "International" circuit.) This was an "Equipe GTS Race Series" event consisting of three thirty minute sprint races.

Mr. David Child, Project Engineer

This article is part of a set of FOUR! If you enjoyed this article, check out: A Visit to British Motor Heritage BMH's Exciting New Competition Bodyshell Program The Building of an MG Midget Body

Photos by Curtis Jacobson (all rights reserved), except the photographs of racing action, of the installed rollcage, and of the fuel splash tray; which are property of British Motor Heritage Ltd. The article and photos are not to be republished in any form without the prior written permission of The British V8 Newsletter.

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