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Carl Floyd's 1979 MGB with Buick 215 V8

Carl Floyd · 1979 MGB

MG MGB

britishv8.org

Read the full write-up at britishv8.org ↗

Photo: britishv8.org

A 1979 MGB rebuilt around a 1963 Buick 215 V8

Carl Floyd swapped a Buick 215 aluminum V8 into his 1979 MGB, along with a matched cooling setup, suspension lowering, and a Panhard rod to control the rear axle. The write-up is a compact photo tour of the swap's key hardware, useful for anyone weighing similar engine, cooling, suspension, and interior choices on an MGB V8 build.

Parts used

What the owner names in the 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 1

  • Buick 215 V8 (1963, "JN" block, 11:1 compression)

    Swapped in as the car's engine

Fuel & Ignition 2

Cooling 3

Suspension & Steering 6

Wheels & Tyres 2

Interior 1

Photos

All 10 pictures in the write-up, in the order they were posted, shown from britishv8.org. A picture opens larger here, with the way through to the page it is on.

Carl Floyd's 1979 MGB with Buick V8Photo: britishv8.org
1963 Buick 215, 11:1 compresion ratio (JN block).Photo: britishv8.org
Mallory distributorPhoto: britishv8.org
MGB V8 extra long core radiatorPhoto: britishv8.org
engine drive fan from a TriumphPhoto: britishv8.org
Panhard bar - body mountPhoto: britishv8.org
stock axle and rear antisway bar... plus a Panhard rodPhoto: britishv8.org
Moss 480 lb. (1 inch lowering) front springs.Photo: britishv8.org
Mazda Miata seatsPhoto: britishv8.org
shaved Toyo RA1 205/55-14 tiresPhoto: britishv8.org

How it was done

The engine

The heart of the build is a 1963 Buick 215 aluminum V8 (the "JN" block) running an 11:1 compression ratio, paired with a Mallory distributor and what looks to be a Carter fuel pump.

Cooling the V8

To keep the swapped engine cool, Carl fitted a D&D swivel adapter along with an off-the-shelf MGB V8 radiator with an extra-long core, plus an engine-driven fan borrowed from a Triumph.

Suspension and handling

A 7/8 inch front sway bar is balanced against a stock rear sway bar, both on polyurethane mounts. Old-stock V8 bushings sit in the lower inboard A-arms, with stock rubber everywhere else. The rear end keeps its stock axle and anti-sway bar, but gains a home-made Panhard rod mounted to the body for lateral control.

Ride height

Moss 480 lb front springs (nominally a 1 inch drop) were fitted, though Carl reckons the actual drop is closer to 1.5 inches. At the rear, 1.25 inch lowering blocks were used and the rear shackles were shortened about 0.75 inches.

Wheels, tyres and interior

The car rolls on 14x6 American Racing wheels wrapped in shaved Toyo RA1 205/55-14 tyres, with a combined wheel and tyre weight of 31 pounds per corner. Inside, Mazda Miata seats were installed.

A summary in our own words. The full account, with all its detail, is the owner's: read it at britishv8.org ↗

Worth knowing

  • A nominal 1 inch lowering spring can drop the car noticeably more, around 1.5 inches in practice.
  • Cooling a V8 swap well can mean sourcing parts across makes, such as a Triumph fan and an aftermarket adapter.
  • A home-made Panhard rod can be used to better locate a stock rear axle after lowering.
  • Combining a stock rear sway bar with a stiffer front bar is one way to balance handling after a swap.
  • Shaving tires and choosing lightweight wheels helps manage unsprung weight per corner.

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