The RV8 front end is a direct replacement for the original front cross member and simply bolts on using the same four bolts. The brakes are ventilated discs with 4 pot callipers and the suspension is double wishbone with coil over shocks. The kingpins are done away with and instead modern ball joints used in their place. The first thing I noticed was a slight increase in ride height (but with the V8 engine this would be reduced). Out on the road the most noticeable improvement was the brakes, they were amazing. The handling was better on bumpy corners but to benefit fully, the rear end had to be sorted out as well.

Following up – the Rear

As luck would have it, Cox & Perry had a V8 rear axle assembly sitting in their workshop! This came complete with 3.07:1 limited slip differential, disc brake conversion, Koni adjustable shock absobers and anti-tramp bars! To prevent the V8 from ripping the rear end off, two sections of channel were welded on to the rear suspension mountings to tie the anti-tramp bars to the chassis cross members. On the road this new set up was frustrating to say the least. The 4 cylinder 1.8cc engine pulling a 3.07:1 rear differential was somewhat comical. For the record 0 – 60 came up in a mind numbing 19 seconds! The car did however handle superbly, with the rear shocks set to their hardest setting there was hardly any roll in the corners. Unfortunately the tactic of slow in fast out was replaced with slow in, slow out! But all that would change.

Mr 4.6

Paul and I discussed at length the specification of the V8 we were going to fit and finally settled on a 4.6 litre unit from RPI Engineering of Horsford. At RPI’s recommendation a 4 barrel Weber carburettor and Mallory distributor were to be used for the induction and the ignition, the manifolds were as per the RV8. A second hand 3.5 litre Rover Vitesse engine was sourced, complete with 5 speed gearbox and wiring loom, the gearbox was sent away for a complete rebuild and the rest of the unit supplied items such as a starter motor, oil dipstick, oil and water pumps etc. The exhaust system had us scratching our heads for a little while but we decided to keep the original stainless steel system already fitted and simply put another one down the right hand side of the car. This meant a new fuel tank had to be made, but gave us four pipes at the back and kept the car in stereo!

Inside

The only changes to the interior of the car were recalibrated cream gauges and to move the choke control to the now redundant overdrive slot. The gap left by the choke control was then used to house a push button for the starter.

Vrooommm

After nearly 12 months of waiting the day finally arrived and we poured a gallon of unleaded into the tank and wound the beast up. The engine fired on the first attempt and settled down at 500rpm. It was so smooth that a cup of coffee was placed on one of the rocker box covers and sat there with hardly a ripple. After a few minutes tinkering and warming up we took the final step and rolled the car backwards off the ramp. The day was a wet one, but we were just too excited to care and decided to go out onto the roads for a quiet putter around! Attempt no.1 in first gear produced wads of wheel spin, as did second, third and with a little more trying fourth gear! We found it was quite possible to pull away in fifth but second seemed to be the most practical! Out on the road the car put the power down very well and felt very sure footed (It also sounded like nothing I’ve ever heard before – think a TVR sounds good? This is even better!) Since the car was finished I’ve had 1500 miles of Big Grin motoring. The car has torque coming out of its wing mirrors. Overtaking is just a case of pressing the right hand button a bit harder (in whatever gear you may be in) and power slides are available at will. Top speed has to be an estimate because of our wonderful speed limits, but I’m sure 150mph wouldn’t be far off.

All in all, the car is far better than I expected, superbly converted and unless you have spent £50,000 on your sports car don’t even think about any traffic light heroics, you’ll lose, to a 1968 MGB……..Tee Hee.

Many thanks must go to Paul and the boys (and Girl) at Cox and Perry, Horsted, Norwich for letting me think I was helping and for producing a very, very nice MGB Four-six (They can be contacted on 01603 737195.) Oh, and in case any of you are wondering the car isn’t for sale. It’s a 21st Birthday present for Charlie, my 4 week old son!