Keeping it in the Family

For some, the the delights of a V8 conversion are not sufficient and for whatever reason, be it the V8's cost, or simply the desire to be different, other engines are considered on a regular basis, though few ever become reality.

Obviously any engine is worthy of consideration, be it Ford, GM or one of the tuned Japanese units renowned for their reliability.  These are common in the US and Australia where they are readily available, but in the UK, although such engines as the Ford Zetec, Honda VTEC et al are easily available, the UK is also blessed with a wide choice of engines from what we might call the family.

Family  

Since the closure of Abingdon in 1980, the MG badge was then used on the Metro/Maestro/Montego range, and again in the 1990s on the MGF and RV8.  Following the BMW sell off in 2000, the badge continued on the MG TF, as well as the range of ZR/ZS/ZT cars based on the Rover 25/45/75.  If we consider that MG, since time immemorial, has been a part of Morris, then BMC, British Leyland, Austin Rover Group, Rover, and latterly MG Rover, and as such, MGs have always utilised bits from the corporate parts bin, then it would be fair to look at a number of potential units that might be deemed to be in keeping with tradition!  Afterall, the RV8 shared its 3.9L block with the Range Rover.

The problem, of course, is that since the 1980s, apart from the V8 units, most have been transverse units with FWD (the exception being the MGF/MGTF with its transverse RWD layout).  But this is a minor issue since any engineering problem can be overcome!  However, it should be remembered that BL themselves looked at replacing the B series engine with the new O series - still an iron block but with OHC design.  The O series eventually evolved into an alloy head unit - the M/T series range.  However, in the late 1980s, Austin Rover launched the K series engine in 1.1L and 1.4L form to much acclaim, a technologically advanced unit, all alloy, with F1 style through-bolt construction, weighing in at 100kg approximately.  The design brief had been to produce a small city car engine with excellent fuel economy and low emissions.  However, owing to financial constraints preventing new engine development for larger capacities, the K series was then enlarged to 1.6L and 1.8L, and became the engine of choice for specialist sports car companies such as Lotus and Caterham owing to its light weight, and it became a regular in the kit-car industry.  The flagship of the K series was the VVC (Variable Valve Control) unit first offered in 143bhp form in the MGF and Rover 200, and later in 160bhp in the MGF Trophy and MG TF.  This 160bhp VVC unit was accompanied more latterly (2002) by a similar 150/160bhp turbocharged 1.8L K series in the Rover 75 and MG ZT 160 respectively. Extended development of the K Series lead to the 2.0 and 2.5L KV6 units in 1996 to replace the 2.7L V6 units no longer supplied by Honda for the 800.  In fact, these KV6 units in 2.5L form gained a bad reputation for HGF in the 800 and the Kia, but this was sorted for the launch of the new 75.

For more detailed history on the engines and their development visit Keith Adam's excellent site at The UNOFFICIAL Austin Rover Web Resource

So to summarise, the family options are:

• O Series  
• M/T Series
• K series
• KV6
• L series Diesel
• V8 (if you must!)

So, moving beyond the B Series, to the engines listed above, then in all cases the following needs to be considered and, of course, where the costs start to mount:

• a 5 speed transmission with modified cross-member unless the engine can be adapted to the existing 4 speed o/d box
• modifications to the sump/filter to allow RWD installation
• probably modifications to the wiring even if the injectors are thrown out in favour of carburettors
• possible bonnet and suspension cross-member modifications
• if staying with injectors, then modifications to the fuel pump and tank