Transform your MGB with the Classic Conversions MGB V6 Installation kit, compatible with all model year MGBs. Designed for simplified engine and gearbox installation, this kit makes swapping your MGB's powerplant with GM's acclaimed 60ºV6 Rear Drive Engines a breeze, surpassing the ease of any other 4, 6 or 8 cylinder conversions.
Kit Components:
• High Torque Even Flow 3 into 1 Headers with welded 1.75" Y-Pipe flanges
• Powdercoated Engine Block Mount Plates
• Powdercoated Variable Height Non-Flex Motor Mounts*
• Gearbox Crossmember for Camaro/Firebird T5
• Exhaust Gaskets
• 1.75" Exhaust Weld flanges
• Cylinder head to Exhaust Mounting Hardware
• Mounting Instructions covering Engine Block & five-speed basic how-to install and ideas for exhaust, shifters and other items.*
Additional Notes:
* Conversion kit shown is a representation.
* Requires 6-8 week to ship. If you have concerns, Please ask before you order.
* The 1993-1995 L32 3.4L V6 engine stands as the optimal choice for most conversions, requiring fewer parts, boasting the most support, and offering a streamlined installation process in non-native vehicles. Delivering exceptional power starting at a stock Dyno Tested 165 BHP and 220 lb-ft torque, this engine propels the MGB to the limits of its current suspension and tire configuration before demanding significant investments for further performance enhancements. Additionally, the 3.4L V6 boasts superior fuel economy compared to smaller engines.
PLEASE NOTE: The photo shown is our older mount kit. The next generation system is SO Secret and illusive, that we haven't been able to photograph it. That, or the person taking photos hasn't gotten around to this yet. If you think this looks good, wait until you see the New system!
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Are you at the beginning of your Search for more power for the MGB? Read On!
Additional information:
When ordering kit components through BMC, we back your purchased products with Technical Support.
The included instruction manual includes basics of how to install the engine into the car, fit to the engine bay, shifter modifications, and other items to consider for most V6 engine choices. We HIGHLY recommend sticking with the 1993-95 3.4L SFI Engine for Best Results. When ordering the installation system, please contact us with further information on what you are building so we can help as best possible.
What needs to be altered on the MGB to fit this Driveline?
For simple installations as described below, minimal tools are required. Instructions are included for those who want a deeper level of build. Once the engine bay is prepped to your desired level, the motor and gearbox are installed as a module; with most items already fit to the engine.
1962-1967 MGBs will require some minor firewall modifications, removal of motor mounts, and tunnel modifications due to the narrow early tunnel. Tunnel modifications can be simplified with specialty parts from BMC.
1968-1974 MGBs require minor firewall modifications, and the removal of the original motor mounts.
1975-1980 MGBs May need a couple of dimples in the firewall to clear two upper bellhousing bolts.
Recommended but not always required on 1962-1976 MGBs is the (late model) 1977-1980 Radiator, moved into the standard position for later cars. This gives additional clearance for intake systems and working room. It also shows a clean appearance, and exceedly great cooling capacity.
Compatible Donor Motors in Rear Drive Configuration:
1982-1984 Chevrolet Camaro & Pontiac Firebird 2.8L V6, Carb
1985-1989 Chevrolet Camaro & Pontiac Firechicken 2.8L V6, MPFI
1990-1992 Chevrolet Camaro & Pontiac Firebird 3.1L V6, MPFI
**1993-1995 Chevrolet Camaro & Pontiac Firebird 3.4L V6, SFI**
1982-1985 Chevrolet S10 & GMC S15. 2.8L V6, 2 barrel Carb
1985-1993 Chevrolet S10 & GMC Sonoma 2.8L V6, TBI
1984-1986 Jeep Cherokee & Comanche 2.8L V6, 2 barrel Carb
1989-1991 Isuzu Trooper II 2.8L V6, TBI
**The 1993-1995 Camaro/Firebird requires less specialty parts to fit in your car. Consider that it will cost several hundred dollars or more time to custom build parts for other engines. We advise that the 3.4L with factory SFI is easier to install than any other engine, or any other engine family. Anything can be done, but our advice faces directly to this engine for its size and other components it comes with that are slightly easier to use directly in standard form.
Compatible "Gearbox" and bellhousing for the CCE Kit:
1982-1995 Chevrolet Camaro & Pontiac Firebird "V6-T5"
1982-1992 Chevrolet Camaro & Pontiac Firebird "V8-T5"
Other types of 'boxes that will work, but Require modification:
Automatics: 700R4, 4L60-E, Jeep mid 1980's 3 speed, other.
Other Manuals Generally require Major modification: some Aisin 5-speeds, S10 and Mustang T5 5-speeds.
All of these alternatives take a lot of work to install. The BW/Tremec T5 from anything other than an F-Body (Camaro/Firebird) is exceptionally unrecommended!
Let's talk Induction:
Carbureted engines from 1982-1986 are tall and do not fit under the MGB "Bonnet". This original 2 barrel is not ideal in many ways, and does not perform well. We highly recommend changing out the original manifold and carb for our 4 Barrel combination, or move to an aftermarket fuel injection system. These early pulley systems are also not well fit to the majority of engine bays, and changing over to a different pulley system offered by Classic Conversions can be done, but adds cost to your conversion.
TBI (Throttle Body Injection) engines also have tall manifolds. These manifolds and induction systems are less than perfectly ideal.
MPFI engines are tall engines. These 2.8 and 3.1L V6 engines are about an inch taller than the 3.4L SFI system. To fit these, the MGB subframe on chrome bumper cars requires cutting, and the manifolds are often replaned to cut a lot of material out of them. A 3.4L SFI upper intake manifold can also do the job. (but then why not just purchase a 3.4L?!) The wiring requires a serious effort and these are not greatly supported.
SFI engines for the 3.4L V6 Camaro and Firebird are the shortest stock intake and are exceptionally ideal for the MGB. These are tight in the standard configuration in the chrome bumper cars, but can be fit without modifying the subframe. Allowing a little more clearance with the subframe gives a little extra clearance with the early cars. The rubber bumper subframes give a very ideal amount of room with plenty to spare. We have installed these engines in both early and late cars and find either way, you will enjoy the end results!
Aftermarket 4 Barrel engines using any of the GM RWD 60ºV6 platforms, along with a low rise air filter system, the 390 CFM carburetor, throttle cable brackets and hardware, low clearance phenolic spacer, our CCE upper intake manifold, Edelbrock lower manifold, a rebuilt and recurved distributor, and many other bits gives a pretty decent engine. The cost, in its entirety, is as much as the parts ordered for the factory SFI engine listed above. Power gain from the SFI? No. Power gain from the MPFI, TBI, or stock 2 barrel carburetor? Yes.
What about Computers?
We do not have much experience in TBI and MPFI ECUs, as these are older OBD 1 systems. We do not recommend the mechanical components, so using these older ECUs is not high on our list of things to do. There is NO reason to backdate to OBD1.
Aftermarket ECUs- if you are attempting HIGH BHP, talk to us first. We have Some experience with these, but most who consider aftermarket are looking at shiny advertising and promises of high gain. As we all know, the right air filter will NOT gain 20 BHP as some of the advertisers once claimed, and just because it's an aftermarket computer does not mean it will gain any extra power for stock or mid performance engines. Unless this is a race engine, or you want to build an engine that has an aftermarket TBI system to give the engine a somewhat era-correct appearance of carburetor, and the conversion is being completed to look closer to the components available back when the car was produced, most reasons we hear about going to an aftermarket ECU are usually going to cost you far more money (and time!) than you will Ever see in returns!
Maybe after reading to this point you're thinking- computers are a Pain, let's go Carb. Our Simple Recommendation: we Highly recommend the 3.4L for many reasons, including the great systems already part of this engine, and our painless PCM. We offer our standard program (BMC #1-480 Sold Separately), or PCMs with more tune, depending on your camshaft, cylinder head work, and other factors. The 3.4L is Sequential Port Injected, that is, the injectors spray at different times in the RPM range it is operated in normal day to day operations. We have enjoyed using this PCM and find they are rare to have issues. For manual gearbox, the tuning is pretty basic. When switching to an automatic behind your 3.4L, the 4L60E is operated by this PCM, or Powertrain Control Module, and operates it very well.
Lastly Consider... -there are many items to plan for when installing A-N-Y driveline that is not native to a car. Anything that connects the driveline to the car such as hoses, pulleys, belt, shifters, propshaft, wiring, etc will need to be changed to be compatible. We make this GM 60ºV6 conversions as simple as they come by providing as much information UP FRONT. Contact us and let us know about your project so we can advise you.
NOTE: Kits sold from January 2025 onward have our improved exhaust manifold (header) with a tpped away from the oil pan design giving additional room between the pan and the end of the exhaust manifold. This improves the space between the oil pan, oil filter, mid-crank position sensor and lip of the block making installation of all items just a little easier.