Larry Embrey's MGB with Ford 5.0L EFI V8
BritishV8: the site for enthusiasts of modified British sports carsas recorded by Larry Embrey in 2003
Read the full write-up at BritishV8: the site for enthusiasts of modified British sports cars ↗
Photo: BritishV8: the site for enthusiasts of modified British sports carsAn MGB fitted with a Ford 5.0L EFI V8 by Larry Embrey
Larry Embrey swapped a Ford 5.0L Explorer-based V8 into his MGB, moving from an early carbureted setup to electronic fuel injection pulled from a Mustang Cobra. The car went through several stages between 2002 and 2003, finally running EFI with custom headers, exhaust, and driveline work to tie the Ford drivetrain into the MGB chassis.</overview> <parameter name="spec">[ {"label": "Chassis", "value": "Stock MGB, 2420 lbs total, 1240 lbs front (51%), 1180 lbs rear (49%)"}, {"label": "Engine", "value": "1999 Ford Explorer block with 17K miles, ported Ford GT-40X aluminum heads, custom cam with 237/247 duration @ .050\" and .480 lift, estimated 360-370hp"}, {"label": "Induction", "value": "1995 Mustang GT intake with 1995 Cobra electronics"}, {"label": "Exhaust", "value": "Custom homemade full-length 1.5\" headers with 3\" collectors, dual 2.5\" main exhaust and mufflers, tips ending in…
Parts used
Parts named as used in the original write-up, grouped the way the Parts page groups them. Where one of the shops we index lists the same thing for this car, it is shown underneath with a link to the shop.
Engine 3
- 1999 Ford Explorer 5.0L blockFord
Base engine for the V8 swap, low mileage unit with about 17,000 miles
In the shops
Ford Explorer ST U625 AWD/RWD BC Racing Coilovers ↗Paramount Performance· $1,176.20 USD - Ford GT-40X aluminum headsFord
Ported for improved flow on the swapped V8
In the shops
Aluminum Cylinder Head, Complete ↗
Moss Motors – Triumph TR6/TR250· $1,316.25 USD
Fully Equipped Aluminum Cylinder Head (MGB) ↗Betaset (France)· €3,045.00 EUR
- Custom camshaft
Ground to 237/247 duration at .050 inch with .480 inch lift for the build
Fuel & Ignition 5
- Carter 625cfm carburetorCarter
Used in the early running stage before the EFI conversion
- K&N air cleanersK&N
Fitted with the carbureted setup for filtration
- 1995 Mustang GT intakeFord
Adapted intake manifold used for the EFI conversion
- 1995 Cobra EFI electronicsFord
Engine management system used to run the V8 on electronic fuel injection
- MGB fuel tank with modified sender/pick-up
Early model tank fitted with a hard pick-up and a late model sender/pick-up to support the return line
In the shopsFuel Tank Sender Unit (MGB 77-80) ↗Angloparts· €95.41 EUR
Fuel Tank Sender Unit - MGB 1976 onwards ↗
MGOC Spares· £24.95Sender fuel 62-64 MGB ↗Motaclan Limited· £54.55 GBP
Cooling 2
- Stock MGB radiator
Retained from the original car to cool the V8 swap
In the shops
Radiator (MGB 63-67) ↗
bpnorthwest.com· $269.99 USD
Radiator Fan Switch, MGB 80 ↗bpnorthwest.com· $72.78 USD
Radiator Fan Blade, MGB 73-76 ↗bpnorthwest.com· $81.59 USD - 8 inch ducted electric fans
Added to assist cooling with the stock radiator
Gearbox & Drivetrain 5
- T5-WC five-speed gearboxFord
Sourced from an '85 Mustang, .675 overdrive ratio, fitted behind the V8
In the shops
Five Speed Gearbox Unit, ford T9 ↗Moss Europe (UK)· £3,185.75 GBP
Seal Kit, five speed gearbox unit ↗Moss Europe (UK)· £38.00 GBP
Five Speed Mazda Gearbox Conversion ↗Moss Europe (UK)· £5,131.00 GBP - Mustang 5.0 stock flywheelFord
Paired with a 10.5 inch clutch for the driveline
- McLeod/Weber hydraulic throw-out bearingMcLeod/Weber
Used with the stock MGB clutch master cylinder to actuate the clutch
In the shops
McLeod Racing 1400 Series Hydraulic Throwout Bearing ↗
JDMuscle — Mazda MX-5· $295.00 USD
Badge, Weber equipped, 100mm ↗Moss Europe (UK)· £17.26 GBP
Linkage Kit, Weber DCOE, top mount, twin cable ↗Moss Europe (UK)· £163.25 GBP - Custom driveshaft
Built using a Mustang front yoke and Ford Ranger rear U-joint to connect gearbox to rear diff
- Stock MGB rear differential
Retained for the build, with plans to replace it with a Ford 8.8 axle
In the shops
Limited Slip Differential ↗Moss Motors – Triumph TR6/TR250· $1,840.00 USD
Differential Gasket (MGB 68-80) ↗bpnorthwest.com· $1.49 USD
Accelerator Cable - MGB (Stock Carbs) ↗
Sports & Classics· $14.95 USD
Suspension & Steering 1
- V8 front bushings
Fitted to the front suspension to suit the heavier V8 engine
Brakes 1
- Stock MGB brake units
Rebuilt and retained all around for the V8-powered car
In the shopsAccelerator Cable - MGB (Stock Carbs) ↗Sports & Classics· $14.95 USD
Other 1
- Custom full-length exhaust headers
Homemade 1.5 inch headers with 3 inch collectors feeding dual 2.5 inch exhaust and mufflers
In the shops
Full Length Crossmember ↗Moss Motors – Triumph TR6/TR250· $241.25 USDRear Wing Outer Repair Panel, Full Height & Length, LH ↗MGOC Spares· £353.75Rear Wing Outer Repair Panel, Full Height & Length, RH ↗MGOC Spares· £353.75
Photos
14 pictures collected from the write-up, in the order they were posted, shown from BritishV8: the site for enthusiasts of modified British sports cars. A picture opens larger here, with the way through to the page it is on.
How it was done
Starting the V8 swap
Larry Embrey began converting his MGB to run a Ford 5.0L V8 pulled from a 1999 Explorer block. The early running stage used a Carter 625cfm carburetor with K&N air cleaners, paired with a stock four-cylinder radiator and custom-made headers to fit the engine bay.
On the road
The car was finally running and driving under its own power on April 29, 2002, marking the first milestone after fitting the V8 and sorting the induction and cooling to work within the MGB's original engine bay space.
Moving to fuel injection
By the 2002 ABFM event the car was still shown with the carbureted setup, but Embrey was working toward electronic fuel injection, eventually adapting a 1995 Mustang GT intake together with 1995 Cobra electronics to run the V8 on EFI.
Driveline integration
To get power to the road, Embrey fitted a T5-WC five-speed from an '85 Mustang with .675 overdrive, a 10.5 inch clutch using a Mustang 5.0 stock flywheel, and a McLeod/Weber hydraulic throw-out bearing working through the stock MGB clutch master cylinder.
Chassis and fuel system fettling
A custom driveshaft was built using a Mustang front yoke and Ford Ranger rear U-joint. Suspension stayed stock apart from V8 bushings up front, brakes were rebuilt stock MGB units, and the fuel tank was an early MGB unit adapted with a late model sender and pick-up for the return line.
By Fall 2003
By autumn 2003 the car was running full electronic fuel injection, with the engine estimated at 360-370 horsepower, a custom cam, ported GT-40X aluminum heads, and a full custom exhaust system feeding dual 2.5 inch pipes and mufflers.
A summary in our own words. The full account, with all its detail, is in the original write-up: read it at BritishV8: the site for enthusiasts of modified British sports cars ↗
Worth knowing
- Starting with a carbureted setup first made it easier to get the V8 running before tackling EFI integration
- Sourcing Mustang drivetrain parts like the T5 gearbox and flywheel simplified mating the Ford V8 to the MGB
- A custom driveshaft using mixed yokes was needed to bridge the Mustang gearbox and MGB rear end
- The stock MGB rear differential was adequate short term but the owner planned a Ford 8.8 axle for durability
- Modifying the stock MGB fuel tank with a late model sender allowed for the return-line EFI system without relocating the tank