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MG TD TF 1500 - MGB power train in TD

Dear Enthusiasts,

I am interested in corresponding with anyone who may have installed an 1800 cc MGB engine, transmission and differential in a TD chasis. I would like to know what obstacles they encountered and how they sucessfully solved them.

Thank you,

Roni Hines


Roni Hines

I installed an MGB engine in my TD, but I did not use the MGB gearbox, nor did I use the MGB diff. However, they can be used, and I hope that people who have done so will contact you.
In my case, I thought that the MGB gearbox (I only considered the overdrive version) was rather bulky, and if I was going to go to all the bother and expense of fitting the MGB engine, I might as well have a decent 5 speed gearbox. Thus I bought a HiGear fitting kit, and in particular the one that allows a Ford Sierra 5 speed gearbox to mate to the MGB engine. These kits include a propshaft and gearbox tunnel (or cover), and I had to specify the parts relevant to a TD. The kits are made in the UK, so I accept that this makes it easy for a UK resident, and I do understand that Ford Sierra gearboxes are not common in the USA. However, HiGear can ship to most parts of the globe, and reconditioned gearboxes can be supplied - all these details are on the HiGear internet site.
The position of the gearbox is determined by the HiGear fitting kit, and this in turn determines where the engine sits. To support the front of the engine and make the clutch work I followed the details given in an article titled "Phoenix Rising", written by Bob Hughes. The article appeared in the Sept 2004 issue 5 of the magazine "Totally T-Type", which is the magazine of the T Register of the MG Car Club. The magazine can be accessed on the internet by going to the T Register internet site. However, I should say that Bob Hughes and I were dealing with right hand drive cars, where in particular the clutch operating rod system is easily adapted to operate the MGB clutch, and the steering column is on the other side to the more extensive MGB exhaust manifold. LHD cars present problems in these areas, but I understand even these problems have been overcome, but I do not personally know anyone who has modified a LHD car. In addition, our front engine mount was an adaptation of the TD system, but I have seen an installation where a cradle was made, thus using the MGB front engine mountings - in which case the TD torque control rod was not needed. There were many other problems to solve, and I took a lot of (digital) photos, which I can email to you if you want.
A few other points. Firstly, the MGB diff is 3.9:1, but the MGB has 14" wheels. For the TD with 15" wheels, 3.9:1 is too high, particularly with an overdrive or 0.85:1 fifth gear. My diff is 4.3:1 as I have fitted an MGA rear axle, but I think the car could cope with 4.1:1. I will never change my diff as I am happy with the car as it is, and I do not want to spend the money on a car that only does about 2000 mile a year. Secondly, the TD has wheels that are only 4J wide (at the rims), but the MGB had 4.5J or even 5J rims, and these may be better at transmitting the extra power.
I have to say that I am well satisfied with the complete installation, although whilst I was doing the work my local Highways Authority must have gone round and flattened all the hills, as I now cannot find a hill that presents a problem. Bob Hughes, who wrote the article I mentioned, lives in the north west USA. On my small atlas that looks about four and a half inches away from Texas, but somehow I don't think that's just down the road.
Roger Wilson

Roni,

I've been involved in a couple of B-ina-T conversions. It is not for the faint of heart, a lot of work, but it can be done with out cutting everything up. The first challenge will be the front engine mount. You can weld to the chassis and do it like a MGB or create a saddle like a TD and use the stock mount (I chose this route). The rear mount at the trans will depend on what tranny you use. This is pretty straight forward as the stock attachment points on the frame lend themselves easily to adaptation. You will have to create a new tranny cover, I fabbed one out of sheet steel, but fiberglass works well too. With the B series motor having the carbs and exhaust on the other side compared to a TD, this will present a challenge as the stock throttle linkage will no longer work. I used the gas pedal and cable assembly out of a MGB to do this. The exhaust proved difficult as the outlet of the manifold fouled the steering column, You can address this two ways: 1. cut up an aftermarket tubular header to fit, or 2. Use a MGA manifold and re-machine the face where it meets the head to give the necessary clearance below (the method I chose) The end result of the conversion was we had a car sounded great, would comfortably cruise at 70mph and a completely reversible installation. Good luck!
Ben T.
Ben Travato

When I got my present TF 1500 it had an MGB rear axle installed. The guy who did it was a mechanical engineer ( Georgia Tech). He made up adaptors to fit 'T' series steel wheels to the MGB axle. Somewhere I have his drawings of how he did that. I went on several trips with the car and it handled the 3.9 rear end very well. If you are interested I think I can get copies of the drawings and mail them to you.

Sincerely,

Bob
R. K. (Bob) Jeffers

I wonder if anyone has tried to install an MGB motor in a TF? I imagine that the chassis is the same in a TD/TF (in which case the comments below re fitting an MGB motor to a TD are relevant also to a TF install?
J H Crighton

This thread was discussed between 20/02/2008 and 01/03/2008

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