On the Production GT V8 a thicker disc was used along with a different calliper and a larger pad these components fit straight on the B stub axle/hub. The rear brakes are the same as the 1800. Although the V8 discs and pads are easily obtained the callipers are normally only available on an exchange basis. Some converters have successfully utilised the 2 pot SD1 callipers the mounting holes are on the same centres as the B calliper and the disc lies in the centre. The calliper mounting holes are too large so special bolts will be required or sleeves fitted to the hole, also the connection which accepts the brake flexi pipe has a metric thread that will require a special brake hose. Some insurance companies may request the brakes to be modified.
The later tandem, twin circuit brakes can be utilised as the servo does not obstruct the V8 installation, however some owners have noticed that this system feels rather spongy and does not seem as positive as the earlier one.
Competition front brakes can be purchased from a number of sources. These comprise twin or 4 pot callipers and ventilated discs but these systems are very expensive and for a road car it is debatable if this is worthwhile.
Suspension & Steering
Because of the similar engine weights the standard MGB suspension, with the addition of the competition wishbone arm bushes, is what MG used in their original V8, and this seems to cope with the increased power quite well. However the system will need to be in good condition as any slight weakness will be shown up by the V8. The only problem with fitting the Rover relative to the suspension is that clearance is very light between the crank pulley and the anti roll bar. On the RV8 the bar is slightly cranked alternatively it can be spaced down
Having said this the whole topic of suspension becomes a confusing maze as there me so many different options available on this particular subject. You have to consider ride comfort, ground clearance and your own taste. After all for many owners one of the attractions of the B is the rather out dated but predictable handling.
A 3/4" front anti roll bar will improve cornering and the VS lower wishbone bushes are an improvement over the I800 types.
The ride height of the black bumper MGB is higher than the earlier models and consequently road holding has suffered. This can be improved by fitting a lowering kit, comprising font coils and rear leaf springs, or alternatively the front spring pans and rear spring anchorage points can be altered. If the car is going to be driven hard it is well worth considering anti tramp bars at the rear to locate the rear axle.
This question of different crossmembers and steering set up is rather difficult to explain but I hope the following information is of some assistance.
On a standard Chrome Bumper 1800 the steering joint, between the steering shaft and column is far too large and would obstruct the exhaust manifold on a V8. So when the first chrome bumper cars were converted a special steering shaft was fabricated. This had a much smaller joint that was much closer to the bulkhead and the steering column was dropped as much as possible on its brackets. This resulted in line up problems between the rack and the column so another small joint was used on the steering shaft close to the rack and under the offside engine mounting. The engine in these early conversions was quite high in the engine bay because of the proximity of the engine to the crossmember and steering. This site is maintained on behalf of the Cambridge & District MGOC
by Kelvin Fagan mg.maestro@mgcars.org.uk
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