Original Poster. Search My Stuff What's New 3 12 24 Prev of 2 2 Next. How can i increase the bhp of my mgb gt rubber bumper ? The car runs well but it doesnt feel like its giving as much punch as i want from a that doesnt weigh much. Any advice? To get any noticeable power increase it will cost you quite a lot more than that. Starting point is setting the engine up properly, most Bs I have owned and driven have been terribly set up.
Just getting the engine right makes a huge difference. However these are not quick cars. Next step is a set of filters and exhaust.
The step after this is best tackled as one step. Rebore, flowed head, fast road cam. However you will spend circa 1K plus doing most of the work yourself and the end result will return very little. Your best off deciding if you want an enjoyable to drive classic car with enough performance to have fun, or if you want to make it in to something very quick indeed, if so then different engine is the way to go, just be aware that going this route will just highlight the primitive suspension and brakes even more.
Bs are not fast cars, they are great fun and can press on with ease but if you want a quick sports car it will save you a lot of hassle and money to just buy one. Thanks for that, I did susspect it would be the case. It is fun to drive despite its lack of power, maybe i'll just give it a decent service and enjoy it as it is. It just seems that an should have more to give.
Thanks again.Available at all good newsagents including WHSmith. MG expert David Knowles shows the best way to tune and improve your MGB for modern roads but without losing its essential classic character.
The MGB may be the most popular classic sports car ever made, but for some people that only serves to reinforce the notion that familiarity breeds contempt. Critics said the MGB was old fashioned when it was launched over 40 years ago. This article sets out to explore some of the more practical ways to redress the balance.
The first lesson to learn in improving the performance of an MGB or even a Ferrari for that matter is to ensure that the fundamentals are absolutely right before splashing out on any tempting modifications. It is all very well dreaming about making your trusty steed a road burner, but first it would be wise to invest some money in making the car as good as it should be before you embark on any further mods.
A thorough service and tune up perhaps with a session on a rolling road to play around with better carb and ignition settingspaying special attention to the state of the suspension, steering and wheel alignment plus a decent set of good quality tyres can transform any old jalopy. Similarly, no fancy mods can ever be a substitute for clapped out mechanicals.
The MG Experience
So before you shell out your hard earned cash, first make sure that your MGB is up to scratch. First important step is to plan sensibly ahead and budget accordingly — and try — if you can — to avoid buying on impulse or doing things out of order.
The factory parts and workshop manual relevant for the year of your car are good starting points — while the Haynes manual is a sensible backstop.
Next, obtain the very useful catalogues available from leading MG specialists, and set aside a few evenings to plan your campaign in greater detail. Make sure that the basic structure of the car is sound. It might seem obvious that the car should be solid and free of the dreaded tin-worm, but I have seen all too many up-rated death-traps where the first investments have not been the most sensible.
If you want to make serious improvements to the performance of your MGB which, by their nature, will impose much greater stresses and strains on the structure ofthe car, then it may be well worth considering a new Heritage bodyshell. Well, it is not a cheap optioncertainly, but remember that the MGB is one of only a handful of classic cars for which a brandnew factory-tooled bodyshell is readily available.
The standard MGB wheels and tyres are typically fourteen inch diameter on weedy 4. Even though many moderns come with gumball like superglue tyres this size is still ample enough for the B. MOSS offers a fifteen-inch diameter alloy wheel and having run a day-to-day MGB for five years on a set of these, I can testify they offer no problems.
Tyre choice is critical yet something skimped by many enthusiasts.
Having got the basics right, now is the time to turn your attention to achieving greater performance in terms of speed and acceleration.It's not really that hard to set up SU's, just different.
Of course it always gets more interesting when you have more than one The basic syncing process also applies to Zenith-Stromberg's, but the adjustment mechanisms are different. The carbs rarely need to be adjusted, once set. Of course, it helps if the carbs are in good mechanical condition as well. But you can consider a rebuild once you have gotten things working first! Step 2 - Clean the carbs! Use gum-out or similar stuff, clean all external linkages, shafts, and stuff.
Do not press down on the float, let it rest undre its own weight. Make sure the needle is moving and seating properly. Replace the cover. Note: You can check for matching float settings, after setting the mixture, by removing the pistons, and peering down at the jets. The fuel level should be about the same on both carbs, a little below the top surface of the jet. After car has been run only.
Step 4 - Remove the piston covers. Set the piston down on a clean wadded rag to prevent rolling. Clean the inside of the carb. Check operation of the throttle. The bushings and shafts can be replaced, but it requires some machining.
MGB, C & V8
A small amount of leakage can be tolerated, the car just won't idle as evenly. Clean the piston. Stare in awe at the odd carborator design, simple and effective, constant velocity.
Dump the old oil out of the damper if you haven't already spilled it. Reassemble, check piston movement, raise it, then let go, it should fall freely. If not, check assembly again, make sure the piston isn't binding against the carb body, it should ride only on the damper shaft.
Do not strech the spring. When all is operating properly, fill the damper with Marvel Mystery Oil for light damping, or use motor oil for heavier damping. I use MMO If you get "flutter" on, acceleration, you might try the heavier oil.During the era in which the B Series engine was designed, hydraulic lifters for automotive applications were still in their technological infancy, therefore the engine was designed to use solid lifters.
This offered the designers the opportunity to wisely leave the camshaft exposed to the crankcase so that its lobes could be lubricated by a spray of oil emitting from the lower ends of the connecting rods.
This desire to lubricate the lobes of the camshaft and the lower sections of the tappets dictated the thickness of the connecting rod big end. Adequate bearing support was achieved by using a large diameter big end design. Its Heron-type head used Weslake-patented combustion chambers which were a marked advance beyond previous technology, allowing for superior flow characteristics while permitting excellent flame propagation.
The siamesed intake ports, like some other features of the engine, were largely the result of production economics. By using siamesed intake ports the intake manifold could be of simple design and thus be inexpensive to produce. The tappets and pushrods could also be neatly situated between the ports, thus keeping the head as narrow and light as possible. The placement of the intake and exhaust manifolds on the same side of the head meant that only one mating surface need be machined, and fewer manifold mounting studs and their attendant threaded bores were required.
It also allowed the distributor and generator to be placed on the opposite side of the engine, thus greatly simplifying maintenance.
There are also some distinct engineering advantages to this approach. The small-bore long-stroke configuration gives better thermal efficiency and thus better fuel economy. The bore centers are the same as those on the earlier, smaller displacement versions of the engine, so the new engine could be produced on much the same tooling, thus keeping costs within reason.
Although the B Series engine design is truly a compromise, it's a brilliant one that modern mechanics recognize as one that was far ahead of its time when introduced.
It was further improved with the introduction of its 5 main bearing version. They all had diameters of 2. This produced an almost unbreakable crankshaft with lots of overlap between its journals and counterweights.
Certainly there were other new engine designs that were even more advanced in the mid-to-late s, but this one was intended to be available in cars that ordinary people could afford to own and operate.
In those days, that made it special, and its designers had every reason to be proud. During an era when full race engines struggled to reliably produce 1HP per cubic inch, when the 18G Series arrived in it boasted 95HP from a mere cu.
In its heyday, it was impressive indeed. Pretty fantastic for a relic whose design is well over a half century old! A true classic engine for a true classic car! Everybody who is about to rebuild their tired engine entertains the thought of improving upon the power output of this classic engine design.
Please wait Please tell us how we could improve your experience. Request a Catalog Sign up for E-news. Shopping Options Shop by Category. Gift Ideas Accessories Audio Exterior Interior Safety Equipment Cylinder Head Electronic Fuel Injection 2. Engine Controls External Engine Internal Engine Oil System Superchargers Cooling System Air Filters Carburetors Emissions 5.
Intake Manifold 6. Exhaust Exhaust System Clutch Brakes Brake Components Brake Controls 1. Front Suspension Rear Suspension Steering Loads of pictures from MG brochures, catalogues and press releases. Every car seems to be different as this article describes how the author added an expansion tank to his MGB…. An interesting project found on an internet forum.
The correct vacuum advance source is important An informative article expressing the importance of utilising the correct source of vacuum…. I suspect that when the loom was replaced by the previous owner — who incidently used a club endorsed garage!!
I was still getting some interference noise when tuning in to weaker radio stations so there was the possibility that…. A few interesting articles can be found on the classiccarhub. Apparently it will…. Following on from my previous post i thought i would check out ebay as to their availability.
These little things…. Some would say a waste of time as you struggle to hear a radio in an MGB anyway — but…. I had delivered a neat little gauge that I have now found a handy location.
It is a 40mm temperature…. Since i had the MG both doors did not close well and the gaps around the doors are very inconsistent…. Car radio interference originates usually in the ignition system, the charging circuit or among electrical accessories. There are several checks…. A useful piece of information but will not apply to all cars. Looks like it was issued in and…. I replaced the clutch and thrust bearing a year ago when I had the engine out. Skip to content. A really useful addition to my toolbox for not a lot of money but a long wait.
The one l…. Older posts.Our cc stage two balanced engine is by far the most popular engine we produce. All of which are very noticable in every day 'normal' road use. All Oselli engines are fully reconditioned to the highest standards. The cylinder block and head castings are stripped and chemically cleaned to remove all corrosion and crack tested to ensure servicability. Again dependant upon spec the head is then rebuilt to standard or modified specifications. The stage two engines are fitted with our own modified high pressure and high output oil pump, vernier timing gears if required depending upon camshaft fitted and high lift camshaft.
How to tune your MGB
With all gaskets and seals replaced the engine is painted in customers choice of finish. We also build and race our own products so see our racing information or see coments from other customers with our products under what they say about us.
For performance indications and comparison graph click here. Please note all stge 2 engines are supplied with high lift camshafts, vernier timing gear, high flow oil pumps, clutch and flywheel.
Prices quoted are on an exchange basis. MGB Engines Exchange engines or customer own units may be rebuilt to which ever spec required. All our engines are covered by our no quibble 12 months unlimited mileage guarrantee!
For performance indications and comparison graph click here Prices are listed below or contact us via email for a personalised spec sheet. In this section. Classic Oselli. Get in touch.