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MG MGA - Maximum torque for wires, rear-end

Does anyone have any technical specifications available on the maximum torque that an MGA rear-end can tolerate? I am specifically interested in the viability of wire wheels when coupled with the increased horsepower of a V6 conversion.
GC Mead

Not sure of absolute values, but you may want to contact Harrison Mandell. He put a V6 in his A and may have useful information. Check out the first set of photos at http://www.lbcnuts.com/mg/modslate/
Steve Simmons

Also see http://www.lbcnuts.com/mg/modsengine/
Steve Simmons

Unless you are planning on doing some hard launch drag racing the rear axle should hold up fine. The wires and hubs are another matter. If they are in good condition the hubs should be ok, they lasted in the six cylinder Triumphs and MGC's. I would upgrade to at least 60 spoke wires, preferably 72 spoke wheels with a V6.
Bill Young

GC,
We have one fellow with a V6 in his A, a non-stock diff converted to wires and knock off hub wheels. These seem to hold up fine. I agree, going to 60 or better yet 72 spoke OR the knock off Minilite lookalikes is the way to go. You will also find more info on the MGB GT V8 and Conversion section of this same board.

Which V6 are you going with?

-BMC.
BMC Brian McCullough

I've just started looking. I'm going to have to take some engine-bay measurements to determine whether a 60-degree or 90-degree is a better fit. My only requirements of the engine are:

1) five-speed available
2) fits in the bay without any modifications to exterior lines of the car (modifying cross-members, etc aren't a problem)
3) cheap :)

I've been looking at the Chevy and Ford V6s. I'm thinking that to fit around the interior of the wheel wells, I'll need to go with a 60 degree, thus the Chevy engine out of Camaros. Like I said, I haven't started any serious selection processes yet, and I still have a long way to go before I get to think about anything as exciting as engine selection.

I like the looks of the Dayton 72-spoke wires. Any concern with the width only being 5"? Is that enough to translate ~200 HP to the road in a car weighing in under 2000 lbs?
GC Mead

GC, IMHO the 60 degree Chevy is the best fit for the A chassis. Check out the engine/5 speed in a S10 pickup. This should fit fine with the shifter close to the original location. Try for an '87 or later engine, better rear seal in these. Earlier versions had non-computer ignitions and carbs for a simple swap. A MGB radiator cools mine in my midget fine, an A radiator should work ok also.
Bill Young

GC,
As Mr Young said, the GM 60degree is a natural fit for the A. But you might consider swapping for an MGB rear as well. They have the shallow spline axels and are stronger than the early A axels with deeper splines. It will spin the tires so go for the 72 spoke wheels as used on the TR6 and Healey.
Jim
James Wiebe

GC,
I am sure there are 90 degree conversions out there as there are BOP/R v8, chevrolet and ford V8 powered MG As. The 60 degree is an easier configuration with less work and i am naturally biased on this motor. I have done a number of MG Bs and am currently doing a Spitfire with a 3.4L SFI motor.

1. They all have a 5 speed conversion.
2. With enough work, there are people out there with big blocks in Bugeyes (nuts!)
3. Inexpensive is in the eye of the Bee-holder. ;-)
A normal conversion is going to cost $2000 to $7000 in parts alone, depending on what is already prebuilt for the conversions.

The GM 60 degree comes with alot of options:
carburetted, Throttle body injection, Multiport fuel injection, Sequential port injection.. distributor or distributorless systems, aftermarket performance parts and all sorts of goodies. I even had a run of aluminium flywheels built for these conversions.

The MG B gear ratio is only 3.9, limited slip costs $1500 instead of $350 and has limited brake upgrade potential- thus not a good conversion rear end. Also, I measured the rear end of a MG A rear end and it appears to be around 49.5 to 50 inches- I could not get an accurate measurement at the moment.
The late MG B rear end (tube type) comes in 51 and 52inch widths. Does anyone know what the MG B 1962-1967 widths are?

There are websites that are highly used by people convering to GM 60 degree V6 motors including this one.

-BMC.
BMC Brian McCullough

Regarding the MG rear wire wheel rear axle, if you want to retain wire wheels there are not too many options other than the A or B axle. Triumph bolt on splines could be used with another type axle, but most likely the hub area of the axle would have to be machined to clear the hub and the axle and brake drums redrilled to fit the adaptor. I am doing a little research on the possiblity of using a late style B axle and removing the gear carrier portion and substituting a GM 10 bolt carrier. Axle tube diameter is very close to matching. New half shafts could be machined from the GM axles which would be stronger and you could retain the MG brakes and parking brake linkage. There are tons of ratios avialable for the GM unit, so selecting the 'perfect' gear would be easy.
Bill Young

Just thought I would pass along an eBay item that might be useful to this discussion. The auction has ended, but it may give interested parties some ideas and/or contacts.

Steve

http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&rd=1&item=4506128473&category=34200
Steve Brandt

The Chev is the best way to go - 60 deg engine with lots of clearance between the frame and the engine bits.

Pick up a 3.1 or 3.4 injected Camaro engine and trans and leave the stock rear end alone (but if you don't run 72 spoke wires in good condition you'll trash them).

You aren't going to get 200 BHP without modifying the engine, but the 160 BHP plus of the stock engines will be just fine, and the 5th speed will match with the diff you already have.

Bill
(3.2 300 BHP Chev V-6)
Bill Spohn

This thread was discussed between 29/11/2004 and 04/12/2004

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This thread is from the archive. The Live MG MGA BBS is active now.