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Hey - did you know if you click on the title of a thread it will take you to the first unread post since you last visited that thread?
but were afraid to ask: 
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smilie in place of the real @
Pretty Please - add it to our Events forum(s) and add to the calendar! >> 
I have owned an MGB roadster since 1965. I originally had a '64 that was my transportation as well as a fairly competitive slalom car on the weekends. Back then everyone drove what they ran to the track and I can remember running against Elliot Forbes-Robinson and others who would later achieve notariety in racing circles (remember I said <span style="text-decoration: underline">fairly</span> competitive). I had to sell the car after I went in the Navy since it had 12:1 compression and didn't do well after you left California and the Chevron Custom Supreme gasoline behind.
When I got out in 1971 I decided to buy another MG and got the car I have today. Growing up with hot rods I couldn't leave it alone so I put a 215 Buick aluminum V8 with a Muncie trans and a Jag XKE independent rear suspension in it. Over the years I have come to believe I was the first (at least in the US) to do the swap. About the same time I was doing mine the prototype for the MGBV8 was being put together in the UK. I was surprised when I saw the introduction of the MGBV8 in Road and Track. I remember one of the comments about it was that it was a shame that they didn't incorporate the independent suspension from the XKE because it would have made it a so much better car. Made me feel good. The car was featured in the first Petersen Engine Swapping Guide.
It was my transportation for the next 10 years and over that time the engine was changed for an Olds F-85 Jetfire which was the same basic engine with different heads and a turbocharger. With about 12 lbs boost it made close to 300 hp and the car was really quick.
The front end got crunched around 1980 and I sold off all the drivetrain. The car sat until 2001 when I finally decided to put it back together but this time with C4 Corvette running gear and an LT1 engine and 6 speed from a Z28 Camaro. Vettes are wider than MG's so I had to widen the car 11". It is taking longer than planned due to numerous remodeling projects around the house but it is pretty far along and I am starting on building the fenders. I'll post pictures as soon as I figure out how to do it, this forum is different than the ones I'm used to.
Good to be here
Jim
When I got out in 1971 I decided to buy another MG and got the car I have today. Growing up with hot rods I couldn't leave it alone so I put a 215 Buick aluminum V8 with a Muncie trans and a Jag XKE independent rear suspension in it. Over the years I have come to believe I was the first (at least in the US) to do the swap. About the same time I was doing mine the prototype for the MGBV8 was being put together in the UK. I was surprised when I saw the introduction of the MGBV8 in Road and Track. I remember one of the comments about it was that it was a shame that they didn't incorporate the independent suspension from the XKE because it would have made it a so much better car. Made me feel good. The car was featured in the first Petersen Engine Swapping Guide.
It was my transportation for the next 10 years and over that time the engine was changed for an Olds F-85 Jetfire which was the same basic engine with different heads and a turbocharger. With about 12 lbs boost it made close to 300 hp and the car was really quick.
The front end got crunched around 1980 and I sold off all the drivetrain. The car sat until 2001 when I finally decided to put it back together but this time with C4 Corvette running gear and an LT1 engine and 6 speed from a Z28 Camaro. Vettes are wider than MG's so I had to widen the car 11". It is taking longer than planned due to numerous remodeling projects around the house but it is pretty far along and I am starting on building the fenders. I'll post pictures as soon as I figure out how to do it, this forum is different than the ones I'm used to.
Good to be here
Jim
