Hi,
I've seen some interest and questions concerning the MGB V-8. I would
like to share my experiences.
My research indicates General Motors sold the rights and tooling to
British Leyland in 1967. The 215 ci buick engine became
the 3500 Rover engine in one of it's earliest forms. The good news is
many of the GM and BL parts inter-change. GM
produced this engine from 1961 to 1963, using it in Buicks (about
750,000), Oldsmobiles (about 200,000 including
turbocharged 215 HP), and some Pontiacs. So, approximately 1 million
were produced. Look for 1961 - 63; Buick Specials,
Oldsmobile F-85s, and 61 - 62 Pontiac Tempest in the wrecking yards. As
I was rebuilding a Buick 215 for my 1978 Volvo
Wagon, I learned of some of this engines design short comings:
1. The oil passage from the pick up in the sump to the oil pump is
very long and 3/8s inch diameter.
I fixed this using a drill press, a long 1/2 inch drill, and
aligned the block using a 3/8 inch drill. Measured the depth
accurately, and enlarged the passages. The pick up's passage intersects
the oil pumps passage at 90 degrees. Then I used a
late model Buick 231 ci turbo engine's timing cover and oil pick up.
Their passages are 1/2 inch, high volume oil pumps and
1/2 inch pick up are readily available, and bolts right up. I had to
fabricate a timing pointer. (Remarking the pulley would have
worked.) Buick used the 215 aluminum engine as their starting point for
the cast iron V-6s: the 198 in 61, the 225 in 63, and
the 231 and larger around 1975. The Buick V-8 300 ci introduced in 1964
was a cast iron clone of the 215. In 64 only, the
300 had aluminum heads and larger exhaust manifolds. (I had to use the
64 exhaust manifolds on the 63 engine for clearance in
the Volvo). The 215 can use the 300's crank by fabricating a rear main
seal holder. Up to 4 inch sleeves can be installed for
piston bores (they are dry sleeves). This would yield close to a 340 ci
aluminum engine. The Buick and Olds heads do not
directly interchange, the Olds has an additional head bolt.
2. I found kits of the proper length studs for almost every
fastener: main bearing caps, heads, exhaust manifolds, oil pan and
valve covers, water pump, I am sure (it has been since 1985) I did the
intake also, but don't remember if I positioned the
manifold first. The use of studs in aluminum lowers the possibility of
pulling out the threads after several installations and
stronger clamping forces are obtained. Red Locktite #271 is good for
most stud locations. Blue Locktite #242 is good for the
intake manifold studs, red Locktite #272 (High Temp applications) should
be used for the exhaust studs.
Buick used the 215 aluminum engine as their starting point for the cast
iron V-6s: the 198 in 61, the 225 in 63, and the 231 and
larger around 1975. The Buick V-8 300 ci introduced in 1964 was a cast
iron clone of the 215. Later increased to the 330
ci. In 64 only, the 300 had aluminum heads and larger exhaust manifolds.
(I had to use the 64 exhaust manifolds on the 63
engine for clearance in the Volvo). The 215 can use the 300's crank by
fabricating a rear main seal holder. Up to 4 inch
sleeves can be installed. This would yield close to a 305 ci aluminum
engine. The Buick and Olds heads do not directly
interchange, the Olds has an additional head bolt.
GM's 215 came with 8.8 - 11.0 to 1 compression ratios. When I did my
rebuild, the 9.0 to 1 pistons were available as Buick
parts, and 11.0 to 1 were available , at an inflated price, for Rover
parts. TransDapt makes an adapter to bolt up a Warner
T-5 5 speed trans mission to the 215. I do not know if the stock MG
3500 block to trans bolt pattern was modified. I tried
both Holley 390 CFM 4 bbl and Carter 400 CFM 4 bbl carbs. The carter
was easier to tune, the Holley worked better. As
this was in my wife's Volvo, I used a 700R4 lock up TC, 4 speed trans.
The air conditioning, cruise control, etc., all worked
fine. A lot of fun to drive, sounded great when the secondaries opened,
and gave 3 series BMW drivers fits. When I put the
215 in the Volvo, I had to lower the front end to get back to stock ride
height. The Volvo was a cast iron 4 with an aluminum
head.
Get in touch if you have and questions. I am also always open to other
(and sometimes conflicting) views. That is how I learn.
Mike Dwyer
Magic Auto
Redwood Valley, CA
mldwyer@saber.net
I like my redline at 500 RPM below valve float.
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