Ken Biermann's Rover aluminum V8 powered 1969 MGB
as published in BritishV8 Magazine, Volume XVI Issue 2, October 2008Owner: Ken Biermann
City: St. Louis, MO
Model: 1969 MGB
Engine: Rover aluminum V8
Conversion by: Ken Biermann
| Engine: | Buick 215 aluminum V8 engine: bored and re-sleeved (to 3.800") and stroked
(to 3.400") to 308.45 cid. Buick 300 heads and crankshaft. Chevy (283) rods
with ARP bolts. Ross Racing Pistons (part number 76700) with Sealed Power
rings. 10.24:1 compression ratio. Clevite bearings. Crower hydraulic cam,
model 50232. Re-worked Edelbrock Performer intake manifold. (Note: the
Edelbrock markings have been ground off.) Edelbrock 1404 carburetor.
K&N X-Stream polished 14" air cleaner. Rover distributor with
Pertronix Ignitor. Allison (Crane) high voltage coil. MSD spark plug wires.
Oberg Race Products "Tattle Tale" screen-type (remote mounted) oil filter.
The oil cooler is mounted low and on the passenger's side.
|
| Cooling: | Griffin aluminum radiator. Spal 16" electric fan (pulling). |
| Exhaust: | Adrian Akhurst custom ceramic-coated, long-secondary tri-y headers,
with a crossover pipe. Dual Flowmaster mufflers. The tailpipes exit on
either side of the (re-centered) fuel tank. |
| Transmission: | T5 (Ford-spec) 5-speed transmission with 0.7:1 fifth gear. 10.4"
Centerforce clutch with 2400# pressure plate. McLeod hydraulic throw-out bearing.
Great big custom driveshaft. |
| Rear Axle: | Ford 8" with Currie aluminum gear case and pinion support.
Auburn limited slip differential. 3.25:1, 28-spline axle shafts. |
| Front Susp. : | stock MGB, with uprated (3/4") anti-sway bar. |
| Rear Susp. : | custom-designed three link rear suspension, featuring Bilstein coilover shock
absorbers. Custom Panhard rod. |
| Brakes: | stock master cylinder, supplemented with dual Wilwood (2psi) residual pressure valves. (front) Wilwood calipers and vented/cross-drilled rotors, (rear) Wilwood calipers and cross-drilled rotors (and working parking brake). |
| Wheels/Tires: | Panasport Racing 8-spoke 16" wheels with Bridgestone "Potenza S-03" 225/50ZR16 tires. |
| Body Mods: | although a 1969 bodyshell was used for the conversion, a "rubber bumper" MGB
firewall was grafted-in for increased engine clearance. Holes were cut in the
inner fenders for through-the-fender headers, and the holes were bellmouthed
downward for a clean appearance (and increased strength). Very subtle "mini IMSA"
fender flares were built onto the rear quarterpanels to help accomodate wider
tires. (Fender lips were also rolled upward.) The heelboard stiffener (at the
back of the driveshaft tunnel, under the driveshaft) was removed and replaced
with the deeper-section stiffener from a rubber-bumper MGB. The rear shelf
(above the battery boxes) and the trunk floor were extensively modified to
accomodate three-link rear suspension. For added stiffness, the chassis has
been reinforced from the leaf spring perches forward along the floorboards
to the outer crossmembers. A later-model ('73-'74) MGB front valance, with
oil cooler holes, was installed. The fuel tank was centered to accomodate
symmetrical dual exhaust. (Note: many of the body modifications were completed
by Ken's friend John Mangles, who operates All British Car Repair in St Louis
and who is also a BritishV8 vendor sponsor.) |
| Paint: | DuPont Chromabase basecoat/clearcoat. The color is from the new Mini
and is called "Pepper White". (It's a pretty close match to MG's "Old English White".) |
| Exterior Trim: | stainless steel wire mesh grille. Late-model ('74-'80) MGB side-view mirrors.
Stayfast convertible top. |
| Interior: | Fiero seats with custom tan leather upholstery by "Mr Mikes", headrest speakers,
electric seat heaters, and with Schroth "Rallye" four-point safety harnesses.
(Note: Schroth harnesses are specially engineered to prevent pelvis and spine damage
due to "submarining" in the event of a severe front accident. Submarining is the
term for what happens if the lower part of the torso slides forward under the
lap belt. Essentially, one of the two shoulder straps is designed to stretch a
prescribed amount so that the body folds over the lap belt, yet with more control
than with a three-point seat belt system.) Earlier-model ('62-'67) MGB "steel"
dashboard, with custom center console and custom-upholstered "eyebrow" (color-matched
to the seats, instead of black). |
| Electrical: | modified Smith's tachometer. Odyssey drycell battery. Delco alternator. Mini starter.
Kenwood AM/FM/CD stereo. |
| Completed: | 2008. |
| Comments: | Ken was an active, enthusiastic, popular, and deeply respected member of the
BritishV8 community. He participated in our annual meets, even when he didn't
have a completed conversion to bring. Ken's masterpiece, the MGB V8 shown here,
was only just completed and being sorted-out when he became ill. Ken passed away
August 5, 2008. We're saddened Ken wasn't able to show off his V8 at BritishV8
2008, but we know he was with us in spirit. The car is now owned by The St
Louis Car Museum, and they've been very generous to support BritishV8 with
the exceptional photographs you see here so that we can honor Ken with this
"How It Was Done" article. |
Please support the sponsoring companies who make BritishV8 possible, including:
Engine Installation
Buick 215 aluminum V8 engine: bored and re-sleeved (to 3.800") and stroked (to 3.400") to 308.45 cid.
K&N X-Stream polished 14" air cleaner.
Rover distributor with Pertronix Ignitor module inside.
Re-worked Edelbrock Performer intake manifold. (Note: the Edelbrock markings have been ground off.)
Oberg Race Products "Tattle Tale" screen-type (remote mounted) oil filter.
Holes were cut in the inner fenders for through-the-fender headers, and the holes
were bellmouthed downward for a clean appearance (and increased strength).
Suspension and Chassis Mods
MGB front suspension.
Wilwood 4-pot calipers and vented rotors.
Adrian Akhurst's tri-y headers feature really long secondary pipes.
Dual Flowmaster mufflers and stainless steel exhaust system.
Ford 8" with Currie aluminum gear case and pinion support.
Third link attachment point above the driveshaft.
Panhard bar attachment point on the axle.
Panhard bar attachment point on the body.
Bilstein coilover shock absorbers.
Panasport Racing 8-spoke 16" wheels with Bridgestone "Potenza S-03" 225/50ZR16 tires.
Enjoying this article? Our magazine is funded through the generous support of readers like you!
To contribute to our operating budget, please click here and follow the instructions.
(Suggested contribution is twenty bucks per year. Feel free to give more!)
Body Mods
What body mods? If you're asking yourself that, it's because they're so subtle!
The rear fenders (aka "quarterpanels") are built out about one half inch per side.
Additional tire clearance was gained by gently rolling the fender lips upward.
You could almost define the effect as "miniature IMSA flares."
Above the battery boxes, the raised floor section accomodates the suspension's "third link".
A buttress reinforces the mounting point where the driveshaft tunnel meets the heelboard.
In the center, the trunk floor has been modified to clear the third link's mount on the axle.
The coilover shocks are supported by reinforced towers in the trunk floor.
The fuel filler has been relocated to accomodate the centered fuel tank.
The Completed Car: Final Finish and Trim
Switches for the heated seats are mounted in the center console.
Ultimately, heater vents would have been mounted here too.
Schroth "Rallye" four-point safety harnesses.
Stayfast convertible top.
Stainless steel wire mesh grille.
Ken and Ila Biermann enjoying the St Louis MG Car Club's "Spring Fling 2006"
