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Old 10-24-2013, 06:00 PM   #231
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[QUOTE=79mgb;4849383]Hey there. . The car handles so well that after my Dad's first test drive he jokingly told me "Congratulations. You own a Miata."

I was into MG/Triumphs back in the seventies, got tired of the tow bills and moved on.

Fast forward.... Mazda came out with the Miata and I bought the first one. I had a sign painter put "My MG that Runs!" on the back of the trunk in small script.

Love your conversion and you have good skills, very nice.

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Old 10-27-2013, 11:46 AM   #232
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Aha! Another member who "learned" on British Iron... (my first car was a TR4A)

Nice to see this one up & running, and such a well done job as well. Gaining quite a following of others who want to do a similar project as well!

Thanks for all the updates as the project progresses, I've enjoyed watching it all come together.

Cheers!
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Old 11-01-2013, 12:49 PM   #233
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We're getting the Zetec roadster ready for paint, but just for comparison, this is the before and after what the engine compartment in my GT now looks like. Half the power of the Zetec, but twice the charm........

It's going to media blasting next week, then off to paint, too. Old English White with red leather interior.

Anyway, keep your fingers crossed. By Thanksgiving we may have two nice looking MG's! One fast, one half-fast.......
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Old 11-01-2013, 01:16 PM   #234
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We're getting the Zetec roadster ready for paint, but just for comparison, this is the before and after what the engine compartment in my GT now looks like. Half the power of the Zetec, but twice the charm........

It's going to media blasting next week, then off to paint, too. Old English White with red leather interior.

Anyway, keep your fingers crossed. By Thanksgiving we may have two nice looking MG's! One fast, one half-fast.......
If only our MG's engine bay looked that nice....
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Old 11-12-2013, 11:56 AM   #235
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When you shortened the 3.8l tranny input did that include turning down the splines or just cutting the end shorter?

When you tore down the tranny to remove the input, did you have to replace the main shaft or cluster shaft bearing or is there a way to remove it without damaging it?

I purchased a 2.3l tranny for 150$ but the main shaft bearing shaft was obliterated when I dismantled it. Now I'm on my way to just buy a rebuilt 3.8l and use the 2.3l bellhousing.

As for the rest of my car, well it was a complete tear down, paint off, rust repair. Still in a thousand pieces. The engine/trans is a smaller project I can make some progress on without being overwhelmed.

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We're mixing and matching a lot of parts, but it's not just a bolt-together. The input shaft of the transmission has to be turned down from .662" to .590" and shortened by about .380".

We're using the Escort flywheel because its a lot lighter than the Zetec flywheel (about 6 lbs less) and the Mustang clutch will bolt on. We're adding a trigger wheel to the front of the engine for the EDIS crank sensor.

Still have to make bushings for the bellhousing dowels to properly locate the bell and we still have to decide whether to mod the block or mod the bell for the top two bolts.
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Old 11-12-2013, 12:04 PM   #236
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How do you like the gear ratios so far? Any issues with the clutch and transmission combo? Starter? Did you get the tach and speedo set up? How did that work out?

[QUOTE=79mgb;4849383]Hey there. Thanks for checking in on us. It's been a pretty long time since I've updated.

The car had lost so much weight from the swap that we had to lower the car again to fix the stance. We started by cutting another coil out of the front springs. It looks and feels great but that's probably about as far as we can safely cut before running into issues. I also replaced the bushings in the rear and installed some lowering blocks. We converted the original shocks with some tube shocks. The car handles so well that after my Dad's first test drive he jokingly told me "Congratulations. You own a Miata."



Lately I've just been driving around town and working out some small bugs. We have a temporary air filter on the car but we'll make something much cleaner in the future.



We had some gunk clog up the jets last week so we had to disassemble the carbs and clean them out. We also had to chase down some vacuum leaks but everything seems to be sorted out now. After fixing those small issues, the car drives great. It's a smooth driving car and is much, much faster than the original engine. We just need to tweak the ignition some more to really fine tune some things.

Yesterday I had the new exhaust installed but the Magnaflows I chose were way too LOUD and raspy. I was getting some unwanted attention from local ricers. The MGB is currently at the exhaust shop today having the muffler replaced with something a little more quiet.

As for my dad, he recently purchased a 1973 MGB GT. He's already burning through his project and getting the engine compartment ready for paint. ]
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Old 11-12-2013, 12:57 PM   #237
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Quote:
Originally Posted by nateobie View Post
When you shortened the 3.8l tranny input did that include turning down the splines or just cutting the end shorter?

When you tore down the tranny to remove the input, did you have to replace the main shaft or cluster shaft bearing or is there a way to remove it without damaging it?

I purchased a 2.3l tranny for 150$ but the main shaft bearing shaft was obliterated when I dismantled it. Now I'm on my way to just buy a rebuilt 3.8l and use the 2.3l bellhousing.

As for the rest of my car, well it was a complete tear down, paint off, rust repair. Still in a thousand pieces. The engine/trans is a smaller project I can make some progress on without being overwhelmed.
I needed to reduce the length, the diameter, and remove some of the splined areas so I went to three different machine shops (all friends of mine) and they were not equipped to handle a shaft of that shape. It was easy enough to center the pilot end, but getting hold of the shaft to turn it was difficult. It was simply in the too-hard category for their machines and I didn't feel like going to other shops. In the end I simply used a shorter V8 input shaft and turned a longer custom pilot bushing out of oilite to fit the bigger pilot diameter of the V8 shaft.

Actually, a simpler, cheaper solution for a 3.8 trans would have been to just make a 5/8" spacer to go between the bell and the transmission to accommodate the extra length. Just need to pin it or index it to the center hole so that the trans is centered and you would still need to bore the pilot bushing to .672".

I installed a new input shaft bearing because the new V8 shaft didn't have one. Put the shaft in the freezer, bearing in the oven and it just drops on.

You don't need to tear the tranny down. When you remove the input shaft retainer you can then rotate the input shaft to a clearance cutout and pull it straight out. There are needle bearings between the input and the cluster as well as a shim for the input bearing. If you drop a needle bearing into the case, THEN you have to tear it down. Use a good sealer like Right Stuff to put the retainer back on. No silicone.

A 2.3 Mustang or T-bird transmission would be a bolt in. It is the right length and has the right pilot diameter. The downside is the 3.97 or 4.01 first gear coupled to the stock 3.909 MG rear. It just comes out too short for my liking, though it's no worse than first gear in a six speed Miata.

Quote:
Originally Posted by nateobie View Post
How do you like the gear ratios so far? Any issues with the clutch and transmission combo? Starter? Did you get the tach and speedo set up? How did that work out?
The speedo was easy. 6 tooth drive gear, 19 tooth driven for the 3.909 rear with the tires we have it computes to 1000 revs/mile. A speedo adapter from Speedway motors allowed us to hook a Camaro cable to the trans and MG speedo.

There's a post awhile back on the tach adapter we had to use. I tried just using diodes on the coil outputs, but a 4000 rpm or so the dwell overlaps and you lose the signal pulse.

Frankenclutch is still alive and well with good feel. Starter is good, gear ratios are good; nearly identical to stock, plus overdrive for a good cruise. My son can elaborate on how it worked on a recent trip to the coast.
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Old 11-12-2013, 01:51 PM   #238
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I did not know you could exchange the input shaft between transmissions. Is this true for all WC or certain gear ratios? I called one rebuild parts supplier and they said I was s* out of luck to swap my worn 2.3l input shaft.

Quote:
Originally Posted by Mustangsix View Post
I needed to reduce the length, the diameter, and remove some of the splined areas so I went to three different machine shops (all friends of mine) and they were not equipped to handle a shaft of that shape. It was easy enough to center the pilot end, but getting hold of the shaft to turn it was difficult. It was simply in the too-hard category for their machines and I didn't feel like going to other shops. In the end I simply used a shorter V8 input shaft and turned a longer custom pilot bushing out of oilite to fit the bigger pilot diameter of the V8 shaft.

Actually, a simpler, cheaper solution for a 3.8 trans would have been to just make a 5/8" spacer to go between the bell and the transmission to accommodate the extra length. Just need to pin it or index it to the center hole so that the trans is centered and you would still need to bore the pilot bushing to .672".

I installed a new input shaft bearing because the new V8 shaft didn't have one. Put the shaft in the freezer, bearing in the oven and it just drops on.

You don't need to tear the tranny down. When you remove the input shaft retainer you can then rotate the input shaft to a clearance cutout and pull it straight out. There are needle bearings between the input and the cluster as well as a shim for the input bearing. If you drop a needle bearing into the case, THEN you have to tear it down. Use a good sealer like Right Stuff to put the retainer back on. No silicone.

A 2.3 Mustang or T-bird transmission would be a bolt in. It is the right length and has the right pilot diameter. The downside is the 3.97 or 4.01 first gear coupled to the stock 3.909 MG rear. It just comes out too short for my liking, though it's no worse than first gear in a six speed Miata.



The speedo was easy. 6 tooth drive gear, 19 tooth driven for the 3.909 rear with the tires we have it computes to 1000 revs/mile. A speedo adapter from Speedway motors allowed us to hook a Camaro cable to the trans and MG speedo.

There's a post awhile back on the tach adapter we had to use. I tried just using diodes on the coil outputs, but a 4000 rpm or so the dwell overlaps and you lose the signal pulse.

Frankenclutch is still alive and well with good feel. Starter is good, gear ratios are good; nearly identical to stock, plus overdrive for a good cruise. My son can elaborate on how it worked on a recent trip to the coast.
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Old 11-12-2013, 02:16 PM   #239
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Quote:
Originally Posted by nateobie View Post
I did not know you could exchange the input shaft between transmissions. Is this true for all WC or certain gear ratios? I called one rebuild parts supplier and they said I was s* out of luck to swap my worn 2.3l input shaft.
Because of the ratios, you can only swap the shafts if the gears are the same. A WC 3.8 and a WC 5.0 trans both have 23 tooth gears.

Unfortunately, the only input shaft that will fit a 2.3 T5 is a shaft from another 2.3 T5.

Try contacting Anaheim Gear and see if they can help.
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Old 11-12-2013, 05:07 PM   #240
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Perfect. Thanks for the ref. to Anaheim Gear. Close by for me and seems very good, I'll use them for the repairs.

Quote:
Originally Posted by Mustangsix View Post
Because of the ratios, you can only swap the shafts if the gears are the same. A WC 3.8 and a WC 5.0 trans both have 23 tooth gears.

Unfortunately, the only input shaft that will fit a 2.3 T5 is a shaft from another 2.3 T5.

Try contacting Anaheim Gear and see if they can help.
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