Richard Spurling wrote:
>
> My local MG shop has recommended a series of mods that apparently give quite
> a boost in power without turning the motor into a temperamental bitch, and
> to be honest, I can't remember exactly what they are at the moment, but it
> would be nice to hear your recommendations.
Whatever you do, just remember that the whole thing is a system, and to
gain maximum power increase you really have to modify all parts of the
system. Adding a hotter cam won't get you much unless you improve the
engine breathing to go along with it, for example. This means porting
and polishing the head, adding a performance exhaust like the complete
Peco set up (with header), and improving carburetion.
I highly recommend Peter Burgess' book "How to Power Tune MGB 4-Cylinder
Engines". This is the best discussion of the subject I have found.
> While the motor is out, the clutch is accessible. What should I be doing
> there, assuming nothing is stuffed now. New thrust bearing, but what else?
> New clutch regardless?
Yes, or at least a new disk and T/O bearing. At $100 or so I always
toss in a new Borg and Beck unit with a new engine, it is such a PITA to
pull these engines so I think it is a good investment. If you pull
tranny with the engine replace both the front and rear seals too.
>
> Just fixing the noisy, oily thing under the bonnet has to be only part of
> the story surely. What else should I be looking at? It has reconditioned SUs
> (fixed five days before the big bang) so that side is covered. On the
> exhaust side, it has extractors - may or may not be factory, that much is
> lost in time.
Does "extractor" mean "header"? If so, compare it with the Peco in the
Moss catalog to see if it is the same. If it is and you don't have the
back half of the Peco, get it! (A dead giveaway is that the Peco pipes
are 2", stock systems are smaller.)
What about ignition? I suspect I should get the dizzy looked
> at but what else? Coil? ???
Despite some failures mentioned on the list, I am a big fan of
electronic ignition. I've had a Crane unit on for about six years with
no problems, but I put a Petronix unit on with my new engine just for
comparison. I'll decide which to get for the kids cars later, but the
Petronix is self contained, easier to install, and cheaper, so it
probably won't be much of a decision.
>
> At the moment, it's running the original rubber nose suspension. I'm going
> to get it lowered to chrome bumper height. Apparently the shop buys a kit
> that does this, but it only handles the bits needed to lower it. I'm pretty
> sure the shockers are OK. The bushes look OK but I'll be getting them
> checked. Apart from the holes in the wishbones that get elongated, what else
> should they be checking while they are messing about with the suspension?
Replace the bushings with the V-8 type for much longer life.
>
> The rear brakes will need doing - crook wheel cylinders. The fronts seem OK
> but will be checked and I'll be getting a brake fluid change. Anything else
> in the braking system I should be looking at?
Inspect your break lines for rust. Usually only a problem where the
roads are salted and you drive on them, however.
>
> What have I forgotten, apart from the gear shift knob which looks ghastly
> and doesn't match the rest of the car at all.
Good grief, that is the easiest thing to fix! I would also follow the
procedure outlined in the Moss catalog (p. 39 in catalog MGB-13) for
examining and replacing the layshaft while you have the tranny out. It
is simple, and these shafts are the first thing to go in the tranny.
When they do wear they then wear out the expensive laygear too, and
eventually everything else. At $30 or so, it is cheap insurance.
>
> Cheers
> Richard
> 3 cylinder '76 B, soon to be a 4 cylinder again.
> =================================
> Anne and Richard Spurling
> http://www.geocities.com/twisted-lines
> =================================
--
Stuart MacMillan
Seattle
'84 Vanagon Westy (Escape vehicle)
'65 MGB (Daily driver since 1969)
'74 MGB GT (Undergoing restoration)
Assisting in restoration:
'72 MGB GT (Daughter)
'64 MGB (Son)
Parts cars:
'68 & 73 MGB, '67 MGB GT
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