Intro and Questions about V8 conversions

[GregW]

I like the 914. Hey, if you need any outer dimensions on the 215 engine, I've got one buried under my workbench. It's actually an Olds block w/ Buick heads (higher compression), the measurements should be the same to the Rover. You never know with the old BMC.

 

[TomFromStLouis]

Can anyone easily summarize the cost and performance differences between a V8 conversion and full Denis Welch job? If the DW can approach the reliability and performance, surely it would be worth much more when done (as if that were important)?

 

[Shealey]

Can anyone easily summarize the cost and performance differences between a V8 conversion and full Denis Welch job? If the DW can approach the reliability and performance, surely it would be worth much more when done (as if that were important)?

Well, I have no first hand knowledge of DW. In fact I have never read anything about him or his work. So, I'm a ill equipt to comment on a hot Healey 4 cylinder except to say, my experience with hot rod 4 cylinders is they suck gas and have short lives. I've built several BMW 2002 engines including hi compression, wild cams and twin carbs. Webers are very reliable but the old carbs on these engines are finicky when you start adding cams with lift and duration.

I can comment on my personal motivation for tinkering with cars. To me it's all about the cool factor. Money has no bearing on any decision I make with regard to whether to modify or leave stock. I build things I like because I like them.

When it comes to this car, I really dig the stock lines of the 100-4. There is no other roadster built in the 50's that can compare. But based on my past experience with old motors and old electrical stuff. I would say I do not favor the monitary benifit of a stock car over the ability to get in any time of the year and tickle the key and roll. Better than that, stop and steer.

So, as torn as I am, I won't be making my decision whether to rebuild the stock engine or install a modern engine based on the end value. The just how I roll.

 

[Cottontop]

Can anyone easily summarize the cost and performance differences between a V8 conversion and full Denis Welch job?

Tom,

In MY opinion the costs of the DRIVELINE upgrades would be about the same. Someone else suggested $10K for building up a Healey 4 with Denis Welch components.

I think that you’d put about the same amount into the driveline of a V8 conversion.

I’ll talk to a Ford driveline because I have a Ford-Healey and I have a 66 Mustang that I have restored and I know Ford better than Chev or Buick/Rover.

Frankly, I’d stay away from a Chev or a Buick/Rover.

At 500#, the SBF is a full 3” narrower and lighter than a Chev and goes in with little or no firewall surgery and/or loss of footbox space.

At 318#, the Buick/Rover is too light and will almost certainly require some front end suspension changes. Bolt-on speed equipment is also more expensive.

For a Ford driveline, about $5K will get a complete, late model, 300 HP 302 SBF EFI crate motor.

Another $2k will get you a Bulletproof 5-speed or a 4-speed AOD automatic.

$2K will get you a Ford Nodular 9”, narrowed, Posi-traction rear end.

The last $1K will get you all of the bits to get it installed and hooked up. There should also be some bucks left to do some suspension work if warranted.

Looks - One of the installations will look nearly stock, the other will not.
SEE MINE

Performance – Welch-Healey’s 200 HP vs. Ford’s 300 HP = LITTLE comparison.
12.0 #/HP vs. 8.3 #/HP.

For another $1K or so you can stroke the 302 to 348 and easily bump up to 400 HP.
There is NO performance comparison there !

As my Pappy used to say, “There ain’t no replacement for displacement!”.

Tim

 

[Cottontop]

Shealey,

In MY opinion, the 100-4 (with the screen down) is one of the top 5 sexiest cars that as EVER been designed !

And this Ford Tauraus SHO (Yamaha V6) HAS to be the sexiest engine that as ever been swapped into one.

I have driven this car and from idle to 3,000 it sounds just like a stock Healey. From 3,000 to 8,000, and that happens in a heartbeat, it screams like a banshee ! ! !

You can see the swap details HERE

Tim

 

[Cottontop]

Hey Shealey,

Please get in touch with me.
I'd like to chat....

My Email is at the bottom of the www.ntahc.org page.

Tim

 

[Shealey]

email sent.

 

[ModifiedBJ7]

As Tim already knows I bought an 'early in life' modified BJ7. It was drag raced back in the 70s with a 435 HP SBC, Muncie 4-sp and Ford 9" Detroit Locker w/4:11 gears. I opted out of the engine when buying the car because I'm not interested in drag racing, and had the intentions of possibly converting the car back to a Healey drive train. That was until I priced worn out Healey motors and gear boxes for sale on eBay, and then considered the cost of rebuilding-- it was OUTRAGIOUS!! So, my other alternative was to drop in a NEW (not rebuilt) crate 350, 260HP with carb, distr etc for $2,100. All I see are mostly positives staying with the conversion- incredible power, new engine/carbs etc for cheap, reliability, no concerns of having extra ignition parts when traveling, etc. For me, it is the only option.

It doesn't make financial sense to modify a car when you can buy them already modified for really cheap. Leave the original cars original because the value drops like a rock once you modify it and then factor in the costs of modifying. Once you buy the modified car, tweak it to where it fits your needs.

Have a safe Thanksgiving weekend!!

Charlie