When we think of MG TDs, you’d be forgiven if your mind goes straight to the quintessential image of a gentleman wearing driving goggles and leather gloves, with his fair lady in the front seat straightening her bonnet. I’m guessing there’s a picnic basket on the luggage rack, too. This particular MG TD project is a bit more brazen, with heaps more attitude given it’s in the middle of a tasty engine swap in the form of a Chevy 283 V8 paired to a 3-speed manual. The project needs – repeat, needs – finishing, and you’ll find it here on craigslist for $5,999. Thanks to Barn Finds reader Peter Rettig for the find, and go here if the ad disappears.
The seller notes there are no front fenders, which makes this MG TD more brawny than it already is. The body’s been painted already and still looks quite good, despite a number of years likely passing since it was freshened up. The interior features a custom aluminum dash and three-spoke sport steering wheel. You have to love the huge rear tires hiding out in those gorgeous fenders – someone certainly had a vision for this project before it stalled.
When performing a quick Google search, it becomes clear that this is not a plug-and-play kit. However, the one consistent reference to an MG TD V8 swap that does come up is the one that belongs to Jay Leno. His has a similar stance but with a 350 stoked to 383 ci sitting up front, casting a profile so large the side engine covers stay off at all times. The best part is – similar to this car – it maintains an otherwise stock appearance aside from the staggered stance and roll hoop.
You can watch a video from Jay Leno’s Garage featuring his V8 MG TD here. It’s worth it, and it may even inspire you to pick up where the seller of this conversion left off. While starting off with a project mid-way complete can be nerve-wracking, this example looks fairly buttoned up and the seller confirms the 283 runs smoothly, which would seem to indicate engine wiring is already sorted out. Of course, you may be a purist and prefer to put this TD back to its goggles-and-bonnets condition; nothing wrong with that, either. Which path would you choose?
There’s still a very long way to go on this one. The red fender welt would have to go if I were going to take it on.
The transmission looks like the one from the mid to late fifties to early sixties that has the un-synchronized first gear. It works but, it’s very weak even under the power of this 283.
As I’m partial to Morgans, I can’t see this as an alternative. The Morgan Plus 8 utilized the Buick 215/Rover 3.5 liter aluminum V8. This weighed less than the iron Triumph TR4 it replaced. It maintained a 50/50 weight distribution. The mill going into this MG throws the balance off by a lot. But it’s been done many times and is a blast going in a straight line. Good luck on the sale.
…see it for what it is, (not for what it isn’t) a common approach to an early period hot rod.
That V8 in your Morgan powered lots of mid-size Buicks before it grew some tweed and sipped tea.
A common swap back in the 1950s-60s, especially for drag racing. A lot of the MG fours were swapped with souped-up V8-60s for road racing, back then, as well.
This particular example would make a great C/MSP replica as a nostalgic drag racer.
I just bought a restored ‘53 MG TD with a V8-60; it uses the Ford engine and clutch mated to the original MG trans and rear. Rebuilt yet completely stock suspension and brakes as well. Stay tuned. Scott
Did you buy mine about fifteen years ago? Been trying to track it down. British racing green, wire wheels and a 289 Ford with a toploader transmission and MGB rear-end.
Should be a fun little deathtrap. That steering shaft modification seems a little shaky to me, and it looks like the header tube might cook the u-joint’s grease too. A 4 speed or at least a 3 speed syncro would be a must for sporting use in my book. I wondered why bother with a 283 but I guess much more power would just be overkill in that chassis without some serious upgrades.
No underside shots or much of a description, and no detail about the build, the most important thing being brakes. When I test drove a TD way back when I found out that the original drum brakes on the car are ….. interesting.
Are they the original MG drums or something better? I hope better, because that Chevy 283 puts out a lot more power then the original MG 1200 cc straight-4, which Jay reminds us is about 48 HP. The original lever-arm shocks are still there in front, and also the original spindles and maybe the original backing plates, which would suggest original brakes. But we don’t know for sure.
Fortunately Jay Leno, the car guy’s smart car guy, focuses his presentation of his hot rod MG TD on—-brakes. Specifically, Wilwood brakes, about the best aftermarket brakes there are. He even gets a Wilwood reresentative into the video to talk about the brakes, and the next thing we see is Wilwood disk brakes mounted on Leno’s MG.
You have to love the way Jay characterizes some of the hot rod MG TDs way back when:
Guys really just wanted to go faster, but when it came to stopping they’d figure that out later.
Priceless.
I hope the guy who buys the CL hot rod MG TD also looks at the Leno video and then puts in a call to Wilwood.
A TD chassis is remarkably sturdy and stiff for the period. Plus the MG suspension remains nimble and provides excellent handling. By swapping the stock cast Iron heads and manifolds for modern aluminum versions, replacing the Iron water pump with aluminum you could get the weight difference between the Chevy and 54 horsepower MG engine* down to trivial numbers. *. Later versions of the engine were up to 60 hp. Plus countless hop up and supercharged cars broke 100 hp.
While the brakes on such a Mini Cobra wouldn’t be up to the task, Wilwood has a disk brake conversion that is. And not extremely expensive either. Or you can bolt on the MGB disk brakes if you want to remain British.
Front fenders were still available last I checked and if not there are plenty stored away as spares from cars broken up.
Nothing against Mr. Leno, But he is a rich guy who can do whatever he wants and has some good mechanics that he can afford to pay. I;m sure Wilwood bent over backwards to get their product on his show. Another scripted TV show so far removed from the everyday gear head it ain’t funny.100% My opinion.
I like to stay upbeat and positive, and I enjoy what I can afford to do on a budget. Just need to voice my opinion on those who write checks VS Busted Knuckles!
Gas, I get your point of view. Probably everyone who reads this site would like to be Jay Leno, but we’re not. Since we’re not Jay Leno, it might be too expensive for many of us to replace MG brakes with quality aftermarket disk brakes like those that Wilwood makes for lots of different applications—even the MG TD.
If someone buys an MG TD like this one with a Chevy V8 in it I think they have 3 workable options.
1. Buy good brakes for the car, like the Wilwoods
2. Take out the big V8 and put the 48 HP MG engine back in
3. Sell the car
Someone might not like any of those options, but if they buy an MG TD with a Chevy V8 in it to go fast, but retain the original small MG drum brakes, then I think there’s a big risk that eventually someone will get hurt or killed. It’s a car with lots of horsepower but not enough stopping power if someone goes fast in it.
Flathead Fords, particularly the “little” 60hp version were a popular swap – I think one would be cool today! But one of my high school buddie’s had a hot-rodded 1800cc Volvo engine in his and we’d chase Porsches down the freeways in Social with it, hoping the bungee cords would keep the suicide doors from springing open as the chassis had quite a bit of flex to it!!
Ching-A-Trailer, you’ll appreciate this: A few years ago on a well-known hot rodders’ forum, someone posted a pic of a T-series MG with a V8-60 under the hood, and thought it was a factory setup, as it had an ‘XPAG’ disc riveted to the V8’s bellhousing…
I replied, explaining that that particular bit of metal came off the original 1250cc four. I think the guy who did the original post was rather disappointed.
Agree that a full-house 60 would make a cool car to drive in this century. Can you say “Cal Club Special”..? Sure, I knew you could.
Another huge problem with a V8 swap, aside from weight, brakes, and balance, is legs.
As in; where do you put them?
The T series tub is very narrow and legroom is at a premium to begin with. Take out the narrow inline 4, which barely fits, and shove in a V8 of any size and you’ve got a serious problem. The pedals are practically on top of each other, with the gas pedal (a little roller on a stick) only reachable with your right foot on the brake at the same time.
Check out the Leno video and you can see it pretty clearly. Jay and his buddy look like two monkeys humpin a coconut. A hoot to drive for a half hour or so and then the fun wears off pretty damn quickly.
Keep in mind, with your legs jammed into what remains of the footwell, you can also add the heat production of the aforementioned V8 with not the slightest hint of ventilation. On a hot summer day, it soon becomes grounds for justifiable homicide, if not suicide.
The smart guy, if he feels the need for speed, (or survival in today’s traffic) goes with the previously mentioned Volvo B series inline 4. It’s practically a bolt in, has 5 enormous, unbreakable main bearings, the accessories are all in the same locations as the factory XPAG mill, it puts out twice the horsepower and a third more torque in stock spec, and cannot be killed even if you tried (old time Swedish cast iron, baby). It just runs and runs.
I know because I’ve got one. Well, two actually. But one that actually ran before I started taking it apart to resolve some rot issues in the tub.
As in wood rot. The tub frame is ash, like a Louisville Slugger. But that’s a whole ‘nother issue.
I totally agree with most of the comments. These conversions are not that unusual, a friend of mine had one a few years ago, it was very nice and allot of it was very professional and well executed. He asked me to help him find a buyer for it, when he decided to sell it. As it turned out it did sell and I delivered it to the new owner. At that point I had only had a short ride in it, as a passenger. I immediately realized I had just got in a Rocket Ship, it was awesome and I was over whelmed, and thought I had died and gone to hot rod heaven, and then in a short few miles, I just thought I was going to die. This car gave new meaning to over driving your stopping power. As luck would have it I survived , but I swore, I didn’t need to ever do that again, which might be one of the most adult choices, I have ever made!
A Jaguar 6 or 12 with IRS from donar would be awesome to me.
A friend of mine is completing his TD now with the
Volvo engine. A lot of work for sure but it runs great and is a real nice ride. Can’t wait until the fenders go on.
What nobody has mentioned yet is the fact the the frame is totally inadequate for this engine. Put too much torque into it and it will twist far more than would be acceptable even for a straight drag car. This is a very bad idea taken to extremes. I hope that there is enough to put it back to close to original with a MG B engine or something similar but a V-8 is to much for the brakes, frame, wheels, suspension cooling system, and much more.
As a design professor said to me no matter how much time you spend a bad idea remains a bad idea.
I agree with the frame issue. (Kind of) The frame for the time was actually quite beefy in most respects. I helped restore one of these so I am familiar with this frame. However, even with judicious reinforcing and strengthening. It still is not optimum for anything involving drag or road racing. But still adequate for loads of fun. I have seen Volvo engines installs in these before. Most using the B1800. As long as you use the oil pan and pick-up from the 142 car and older. You can use the larger engines, aluminum heads (Including the twin cam), turbos and management systems. 175-200 horse power with a proper gear box and approx. the same weight would also be loads of fun.
At one time Peter Morgan tried a V8 sixty in a pre war 4/4. I know of one chap who is attempting to recreate one. Morgan and Ford had a great intercompany relationship back then.
Saw one of these V8 MGs in a cow lot by a water canal out in Grand Junction, Colorado 50 years ago. Only reason I noticed it was because a cow was using the corner of the windshield as a neck scratcher…………….
Chassis is boxed from the factory 4×3 and is quite strong. Mine has a 239 Flathead from a 47 and works fine with the Mercur or Capri 5 speed I am using. The original MG TD rear end is good but I have MG B rear ends for spares.
My MGB killed 3 differentials so far it’s lifetime. (and this is the only car that I have had that has had a failed rear differential) Now that it has a Colonge 2.8 V6 with a T5 speed transmission. It has a differential from a 1980 200SX Nissan/Datsun. That is about twice as strong, exactly the same size, same wheel bolt pattern as the MGB, disc brakes AND the same parking brake set up. (Only minor modification for the parking brake.)
I had a 1953 in British Racing Green with the original paint and lots of patina and four original painted wire wheels that covered up all original brakes, and unless I got on the gas or you noticed the dual exhausts there was no outside indicator of the ’64 Ford 289 (or 260, we were never sure) under the hood. Cherry bomb “mufflers” were pretty much all there was between the headers and the tailpipes and it was good for an estimated 210 HP. Fit like a glove with minimal mods under the hood that went back in place looking like it was original. Stopping with the original drums was always exciting, but I routinely surprised most muscle cars and the occasional Porsche that there was 48 HP no longer. All in a straight line of course. Power was fed through a Ford top loader and back into an MGB rear. I still didn’t want to push that too hard for fear of leaving pieces behind. Was originally built for one of the Gardiner gals (Gardiner’s Island, NY) who sold it to a judge, then on to me. Divorce got it back up for sale a few years later and not sure if the then buyer still owns it somewhere in the Carolinas. I miss that car! Think of it as an earlier and more raw version of what later became the AC Cobra or Sunbeam Tiger. Thanks for triggering the memories and good luck with the sale… and please get the brakes upgraded before you drive it anywhere. I’m 6 feet tall so the shifting was impossible. My leg wouldn’t go under the original steering wheel. Can’t imagine the taller Leno doing that at all. Gotta find the picture in a box I stored somewhere…
Hard to beat the Volvo conversion for durability- the B18 & B20 are damn near bulletproof 5 main bearing engines, and can be tweaked to over 150 hp fairly easily. The gearbox from the P-1800 fits well, and can be found with the overdrive, or fitted with a GearVendors unit fairly easily, allowing significantly higher speeds without hurting acceleration.
If you want to go a bit more modern, the Miata drivetrain should fit rather well, and there are tons of performance goodies available, including superchargers, that will deliver over 200 hp. The Wilwood brakes are a much better option than trying to fit the late MGA spindles and disc brakes. Steel wheels are a must for anything other than a “show and shine” car – wire wheels will quickly get out of true, especially with wider tires and spirited driving.
I see many disparate comments. My experience with a 55 MG-TF powered by 375hp fuelie 327 set back 8″ (firewall moved back) with Healey rear end is that it handled as good as a Cobra, beat most of them, handled substantially better than a Tiger (not saying much), stopped crisply from above 100 mph, and was loads of fun on trips up to 500 miles. Wish I’d never got rid of mine, but it might have got rid of me – it fosters reckless temptation!
I drive a ‘52 MGTD with a ‘38 Ford Flathead V8-60, that is tweeted to maybe 85hp. The car is completely stock in every way; other than two small diameter exhaust pipes exiting out the rear, you’d never know. 1” handmade headers and glass packs make all the right sounds however. It’s a pleasure to drive, it took me a year to reconfigure the cooling system However; it was done in the 1950’s and never quite sorted.
Hi, Scott –
I replied with a PM thru the British V8 forum to your posting from when you had just bought the car and asked how you were liking your retro ride. Glad to see that you are, as of 2 weeks ago.
I would like to find a similar car by the time I retire in a few more years. Let me know if the tide changes and you want to pass the old girl along. Email: jea777[at]centurylink [dot]net.
James
James. I have a 551 with a 239 Ford in the building stage that is for sale in CA.
Hi, Henry –
Thanks for the heads-up, but the time is not right for me yet.
I’m looking a few years out.
Also, I have had a shop / project car ongoing for too many decades to name,
what with career changes, family, etc.
As much fun as it is to build them, I’m about ready to chuck the project car for a driver ready to ride.
Now, if Scott will just say ‘come & get it’.
James
I have a 51 TD with a BMW and 5spd. Gear pattern too close, hard to shift. Would prefer an automatic, if I kept it , would go back with an MG. This is for sale, $8000.