MGB Has anyone ever tried this with an MGB?

[MGBGT_noob]

A company called Fatman Fabrication makes a product for Mustangs called the Wonderbar Rear Suspension.

Essentially, they replace the rear leaf springs and shocks with coilovers, and add a half-leaf spring, from the front spring mount to the axle, as a sort of flexible trailing arm. They can make the half-leaf stiffer than the old leaf spring, because its stiffness doesn't effect ride quality. Of course they include a Panhard Rod, for lateral positioning as well.

Has anyone tried, or seen someone try something like this on an MGB? (or other British car for that matter)

This strikes me as a potential bolt-in modification.

 

[Steve_S]

There isn't much room in the rear of an MGB for all that stuff. If you want IRS, there are multiple companies offering complete bolt-in rear suspension replacements at high cost. But honestly, the MGB suspension in stock form is pretty good for a live axle car, and it is easily made even better with minimal changes. Poly bushings and modern tires come to mind.

 

[ronzet]

Steve,

<div class="ubbcode-block"><div class="ubbcode-header">Quote:] If you want IRS... [/QUOTE]

Please don't use that abbreviation .. /bcforum/images/%%GRAEMLIN_URL%%/rolleyes.gif

/bcforum/images/%%GRAEMLIN_URL%%/jester.gif

 

[Steve_S]

If you hate the abbreviation, you'll really hate the picture.

 

[DrEntropy]

MiniJag!!! /bcforum/images/%%GRAEMLIN_URL%%/devilgrin.gif

 

[Randy Forbes]

A panhard rod alone will make a nice improvement to an MGB/MGBGT.

I used one sourced from a Big Healey on a '71 BGT (3.8 V6/TH350) with an otherwise completely stock suspension (brand new shocks) and it was extremely stable in turns (sharp or sweepers) and up to the task of handling the increased power.

I agree, the MGB's live rear axle suspension was pretty good to start with.

 

[BritishV8]

I've found that a good stout Panhard rod makes a pretty huge improvement. Telescoping shocks on their own usually don't... Here's a pretty good article on Panhard rods, etc.
https://www.britishv8.org/Articles/MGBRearSuspension.htm

As for whether or not the stock rear suspension was "pretty good to begin with"... well it's just a live axle on leaf springs! Not exactly an engineering marvel. I actually see big problems/limitations with it. For one, good quality replacement leaf springs are hard to find. The major supplier have major quality problems (such as mis-aligned spring eyes). The replacement springs aren't as durable as the original springs were; the last set I bought are sagging bad after about 10,000 miles. The supplier who made that set also left out the plastic anti-friction sheets that should have been between leafs, which is just plain sleezy.

Most people who do V8 engine swaps end up changing rear axles because the stock MG ratio (3.909:1) doesn't suit, and also many of us want limited slip differentials. The Salisbury axle isn't light! If it were lighter, ride quality would be better... so a narrowed Ford 8" pretty much beats it on all counts.

Where the leaf springs mount into the MGB floorboard isn't very stout. We find a lot of benefit to strengthening/stiffening that area (as Rover did on the MG RV8). Here's an article on that:
https://www.britishv8.org/Articles/MGB-Chassis-Reinforcement.htm

We also find that the MG leaf springs can't stand up to the torque our new engines have. This can be addressed with traction bars, but more and more often, we're upgrading to whole new rear suspensions. There are several excellent replacement/aftermarket MGB rear suspensions available, or you can make your own. Here are a couple examples...

The new Fast Cars three-link:
https://www.britishv8.org/Articles/2007-TechSession6.htm

A very nice home-made four-link:
https://www.britishv8.org/MG/MartynHarvey2.htm
(I've driven this one... at Nelson Ledges race course. SWEET!)

Hoyle IRS:
https://www.britishv8.org/Articles/Hoyle-Suspension-for-MGB.htm
https://www.britishv8.org/Articles/Hoyle-IRS-Anti-Sway.htm

Jaguar IRS:
https://www.britishv8.org/MG/EvanAmaya.htm

Nissan-based IRS:
https://www.britishv8.org/MG/ToddBudde.htm

This article shows a very lightweight rear axle/suspension:
https://www.britishv8.org/MG/DonColeman.htm

Another EXCELLENT, BRAND NEW, aftermarket four-link MGB suspension will be featured in the December British V8 Newsletter.

 

[Hap Waldrop]

Where the panhard bar, watts link, Mumfor link, wishbone or any other lateral control device comes into play in under hard conering, you won't find any decent MGB race car on track without some sort of lateral control device. David Headley makes a anti tramp bars combined with a set of thich washer that go beside front leaf spring mounts, this is a good system, and Lord know David had forgot more about making a MGB go fast than most of us will ever know.

With a V8 conversion, you might also look into a third link to set and keep the pinion angle correst during acceleration. All this stuff is common to racing MGBs. If you want answers go to the race track and look under folks race cars.

Just food for thought though, a lateral control device, as mentioned above only comes into play in a corner and has nothing to do with straight line acceleration or decelleration, the is where the third link would come into play and anti tramp bars.

 

[tony barnhill]

<div class="ubbcode-block"><div class="ubbcode-header">Quote:]David Headley makes a anti tramp bars combined with a set of thich washer that go beside front leaf spring mounts[/QUOTE]
Hap, I have that setup under my GT!

 

[BritishV8]

Quote: "If you want answers go to the race track and look under folks race cars."

EXCELLENT advice... except that race cars are usually built to stay within restrictive rules, so the designs are sometimes odd compromises. How many racers would use leaf springs where they aren't required by the rulebook? A three-link will usually be significantly lighter weight, more precise in terms of axle location, and much more easily "tuneable".

 

[Steve_S]

You can get good ideas from race cars, but the needs of a car designed for racing are different than those of a road-going car. Comfort is a factor as is low maintenance / longevity. A race car needs only to perform at its best for the duration of a race, then it can be rebuilt as necessary.