1.Q. How do the pulleys address the problem of running the serpentine belt so it will turn the water pump in the right direction?

  A. We use an idler pulley and tensioner for our belt driven mechanical water pump. These pumps are available in clockwise or counter clockwise rotation. We also use a very efficient electric pump that uses the same idler pulley and tensioner. We recommend using the electric pump for more power, simplicity and economy.

2.Q. I don't like the Camaro/Firebird antiquated engine. What would you suggest?

A. While the Camaro engine is a bit dated it is still a good choice for the budget minded installer. We make a conversion kit for the  Camaro/Firebird/S-10 engine and support them with parts and technical advice. I suggest using a modern converted FWD (front wheel drive) over a rear wheel drive engine because you can buy them with very low mileage and they have much more horsepower and torque. The newest aluminum head FWD engines are also more technologically advanced . We offer a kit to convert any modern 3.1, 3.4 or 3.5 FWD engine into a RWD (rear wheel drive engine). We offer products for both FWD and RWD for doing an engine swap into an MGB and other cars. 

3.Q. I'm in the very beginning stages of doing a V6 conversion into a 1961 Sunbeam Alpine. My criteria are fuel Injection and a manual transmission. I'm wanting to use early 90's GM products because I have the equipment for diagnostics on the onboard computer for American cars up to 97. I'm thinking of using the Camaro/Firebird. Since they're already RWD, but do you think I'd make it out just as well with the Beretta/Corsica engines and just buy the tranny separately?

A. GM changed the horsepower on the 3.1 FWD engine from 160 HP to 170 HP after 1993. The latest 3.4 version has 180 HP in cars and 185 HP in small van models. The 2005 3.5 has 214 HP. Since the year 2006 GM has produced this 60V6 series engine with 240 HP. These engines are very inexpensive to purchase all the way up to the very latest ones. The rear wheel drive Camaro/Firebird engines are only capable of 160 HP in stock form and the iron heads are not nearly as efficient as the front wheel drive variety. Your diagnostic program should probably work on any earlier engine that has Batch Fire or Sequential Fuel Injection. You can have your choice of Ford or GM standard transmissions. Our computer and harness will manage any 60V6 engine to present and can be diagnosed by your diagnostic equipment or any other simple scan tool.

4.Q. I like the idea of keeping it light and simple. Do the FWD 3.1 and 3.4 bolt directly to RWD trannies?

A. Yes, by using our bell housing you can use either a Ford or GM T5 transmission. We prefer to use the Ford because of better gear ratios. 

5.Q.  What do you have already fabricated that might be adaptable to my situation (motor mounts, exhaust-etc).  I preferably will buy a complete donor car, and I'm thinking the Camaro/Firebird will be the one stop deal since they're already RWD.

A.  We have complete kits to install any 3.1/3.4 FWD or RWD engine into any MGB. We do use the Camaro/Firebird engines in some of our applications. I don't prefer the Camaro/Firebird engines but they make a good engine for the budget minded. We recommend a FWD converted engine for more bang for the buck. 

6.Q. I cracked the block 1970 MGB GT this summer 2001. I own a 88 Chevy Celebrity with a 2.8 multi port FI with low miles, is this an engine I can use?

A.  Yes, our kit will work with any FWD 2.8, 3.1 or 3.4 engine. You may have to modify the left motor mount on the early 2.8 or 3.1.

7.Q.  Do you know of a Cam/throttle body/hot chip combination that works well together?

A.  Edelbrock has a cam for the early 60V6 engines. Try some of the "links" in the links page. We prefer to use Sinister Performance to program our chips for maximum performance. You can find them on the Links page. There are several companies that offer after market cams and speed accessories. You can use larger throttle bodies from the later type V60 as a replacement throttle body for increasing the air flow into the smaller type intake manifolds. There are performance chips available for the stock computer (ECU).

8.Q. Can you refer me to a site that sells hydraulic release bearings?

A.  Go to www.tiltonracing.com they have a good selection or use a search engine. These are very common bearings.

9.Q. I was wondering what you did for an O2 sensor, I don't see it in the pictures on the web site. Did you just drill a hole and weld a bolt on to fit the sensor?

A.  We offer a bung that can be welded into the exhaust system to accommodate the O2 sensor for those who wish to use a closed loop system.

10.Q.  Can I use my existing motor mounts?  I mean the ones that are welded to the "frame"?

A.   If you use any of our MARC Series conversion kits you will not need to remove the old perches. We have a motor mount set that does require the removal of the old motor mount perches. There is no welding required when installing any of our motor mounts.

11.Q.  I've noticed that some of the V8 installations have trouble with forward and lateral engine shifting. They also use a steady bar (dog bone) on the left motor mount to keep the engine from straining the rubber isolator. Is this a problem with your motor mounts?   

A. No. All of our motor mounts have linear and lateral deceleration features built in. We do offer as an option a dog bone for those engines that make more than 280 HP.

12.Q.  Are your engine mounts the bolt on or weld on type? Do you use the stock GM isolators (rubber mounts) at all?

A. Our motor mounts are custom made especially for the application. We do not use any part of the GM motor mount. 

13.Q.  Do you know if the bolts and exhaust ports patterns are the same on a RWD and the FWD  3.1? Are they the same heads? Basically can a header for a RWD 3.1 V6 be used on this FWD 3.1 once it has been converted to RWD?

A. They are different in respect to size and shape around the exhaust ports. The bolt patterns are similar in that you could use our exhaust header flanges on an iron head or aluminum head 3.1/3.4 RWD engine.  The ports on our flanges for FWD are more "D" shaped while the ports on the RWD are round. We are currently underway manufacturing a good flowing set of exhaust manifolds for the conservative builder.

14.Q. Will the heads from an inline 3.1 fit on a transverse block and vice versa?

A. You can fit them back and forth on most of the models up to 1993. You will have to use the entire upper manifold and push rod assemblies when switching either way. There will be a difference in the compression ratio. The later roller cam model engines might not interchange.

15.Q. Could I use performance pistons intended for the 2.8 on the 3.1? Will there be clearance problems with the head or the valves?

A. You can as long as the bores are the same and you are not using raised or crowned pistons. Notched pistons would be preferred and are compatible with the stock aluminum heads. The same is true for the iron heads. 

16.Q. My 3.1 is a distributorless (DIS) engine. Will that be a problem with anything, maybe the Tach?

A.  It's according to what year MGB you have. Some early model MGB tachs will not work while the later transistorized and chip models will.  We have a tach driver that will interface with your DIS that will make your stock tach work. It is possible to make a circuit that will interface your ignition module to your early model Tach. I suggest you research the web if you have this problem and would rather not purchase a tach driver.

17.Q. Can you provide some year ranges and models from Ford that are acceptable. I want to go with a 2.95 1st/.63 5th gear ratio, any suggestions? Can you refer me to a site that sell a list of Borg-Warner, ID numbers (from your link) that will work with your kit.

A.  Most Mustangs from the year 1982 to 1993 don't have the right ratios. You will need to purchase a Motorsports or Ford Service transmission to be sure. The part no. on the transmission will be 1352-249. There are others with 2.95 1st and .63 5th gear ratio. Our links on the links page will provide you with more information.

18.Q. Do you have for sale a gas tank modification for a '78 MGB gas tank? I'm converting from a carburetor to fuel injection and need to run a return line to the tank.

A.  Yes. We have an inexpensive tank modification for fuel injection that is not invasive to the gas tank and very easy to install. We also have other options that include fuel tank modifications. Call or email for more info.

19.Q.  I'm in contact with another vendor. His specialty seems to be using the Camaro/Firebird for installation. Since I'm a researcher, I'm looking for other options. Have you a list of the engines that will fit into your system?

A.  We also use the Camaro/Firebird engines for conversions on request. We have upgrades that include the use of high flow aluminum heads, larger throttle bodies, intake manifolds, etc. We can also custom build you a 260-280 HP engine upon request. We prefer to use the 3.1, 3.4 or 3.5 FWD engines that are in the mid-sized GM cars like Alero, Grand Am, Malibu and APV vans because the technology is much better.

20.Q.  I noticed that you also offer the T5 5-speed. All the GM V6's can use it up until about 1994, Right?

A.  We do not offer either the Ford or GM T5 anymore. The customer can buy the Ford T5 item directly from JEG's and avoid double shipping costs. See our links for the vendors for Ford or GM T5. There are different years with different ratios to be considered with any Ford or GM T5 transmission. GM offers a T5 transmission with a 2.95 to 1 ratio in the '93 and '94 Camaro/Firebird only. I personally prefer Motorsports Ford T5 service transmission, sold by JEG'S, with the 2.95 to 1 ratio.

21.Q. I would like to use my present tachometer after I install my V6 engine.  Can I have my present tachometer calibrated to work with 6 cylinders?

A.  Yes it can be recalibrated. We can do it for you in our shop at a reasonable price or you might find another  instrument repair shop that can do it for you.

22.Q. Will an oil pan and timing chain cover from a 82-86 2.8 liter Chevy V6 fit on a 1995 3.4 liter V6?

A.  No, the bolt holes in the oil pans have different patterns and there is a protruding lip on the 82-86 pan.

23.Q. Can I use the cam from an older 60° V6 in a newer model?

A. No and yes. The newer model cam has one bolt holding the timing gear onto the camshaft while the older cam has three bolts. You can use the older cam gear that came with the cam. You will have to use standard hydraulic lifters as the newer models have roller lifters.

24.Q. Would it be less expensive to overhaul an old engine than it would be to purchase a low mileage late model engine?

A. No, it would not be less expensive. The cost of completely rebuilding an old engine would far exceed the purchase price of a late model engine.

25.Q. Can I make my engine run by using the computer and harness that came with the donor engine?

A.  It's according to which engine you have. Any expert familiar with your type of computer and wiring could probably do a modification for you if your computer/ECU has an anti-theft system built in. Some have the newer antitheft system which is extremely difficult to defeat or next to impossible. We can sell you a very easy to install ECU and harness at less cost then it would take an expert to modify your harness and ECU. This system will run any push rod 60V6 MPFI engine.

26.Q. On your website you had listed a Haltech management system. Is this necessary? I would want to use the factory ECM and wiring if possible.

A. No, it is not necessary unless you are planning to do extreme modifications to the engine. Our ECU and harness will handle a stock, or modified engine easily. See answer 25. also.

27.Q. What is the preferred T5 transmission?

A. The Ford T5 with a 2:95 to 1 ratio first gear and .63 overdrive.

28.Q. Can air conditioning be installed or is there not enough room?

A. It will be available soon. You will have to use our own TCE Motorsports mechanical water pump. We found that the market for air conditioning is low on the priority list. Even so we are in the stage of developing A/C for all MGB's. 

29.Q. Because my 78 MGB and I live in California, I will need to install smog equipment in my car after the conversion. I'll need to know the year of manufacture for the engine and/or the donor car you take the engine out of. This is a crazy thing we have to go through here in my state. I hope this isn't going to be a problem.

A. We send all documentation with our engines, including certified mileage and where it was purchased. There is no reason why you could not use the factory smog equipment that is regularly used with the V6. Most states require the automobile emissions on a vehicle with a transplanted engine to be as good as the original engine. In your case the four cylinder engine emissions would be a lot more then the modern 60V6 without any smog equipment. Most states only require smog equipment if the cars is less than 25 years old.

30.Q. What does a V6 weigh in comparison to a V8 and original 4?

A. The 60V6 weighs about 30 lb. less than the aluminum 215 Buick and 85 lb. less than the original 4. With the engine and transmission combined the FWD V6 and Ford T5 transmission weigh 122 lb. less the MGB engine and tranny. The FWD engine weighs 40 lb. less then the Camaro/Firebird/S10 engine.

31.Q. Where's the gear shift end up? 

A. About 1 inch back and 1/2 inch to the right from the MGB original shifter location.

32.Q. How many amps does your electric pump require. I will need to add this circuit to my wiring.

A. Our  pump will draw approximately 4 to 5 amps.

33.Q. Does the conversion use the GM slave cylinder/fork for the T-5 transmission or a hydraulic throw out bearing?

A. The wide tunnel models from 1968 to 1980 use the original MGB master cylinder in conjunction with a our modified fork/slave cylinder combo. The older narrow tunnel models 1963 to 1967 models can use the slave cylinder/fork combo  by modifying the tunnel opening in the car. A hydraulic throw out bearing is used when modification of the narrow tunnel is not an option.

34.Q. I have an old style oil pressure/water temp gauge. The water temp gauge has a copper line permanently fastened to the temp bulb. Will I have to convert to a later style gauge? Do you have any parts made for the oil pressure gauge conversion?

A. You can use your factory gauges. Parts and connectors for these gauges are available at most parts stores like Advance, Autozone, NAPA, etc.

35.Q. Would I need an accumulator tank to replace the need for a swirl pot. Would the return fuel from the regulator go back to the tank or to the pump?

A. In most applications, the accumulator tank and the swirl pot are the same thing. If you are making up your own fuel system you would probably need a swirl pot or accumulator tank if you intend on do a lot of hard acceleration and/or cornering. Our basic system uses a unique way of tapping the fuel supply without the use of ANY auxiliary tank. We have several systems we use that meet the demand of the drivers needs. In all FI systems the return fuel would always go back to the main tank. Call or email us for more info.

36.Q. I want to convert my 1974 MGB (CB) to a 2.8 Liter GM V6. I already have a brand new (rebuilt) 2.8 motor from a Camaro. Do you have a conversion for this engine?

A. We do use rear wheel drive engines with our conversions. Unlike the 3100, 3400, and 3500 the 2.8 is a very poor in design, underpowered and mileage suffers but it can be made to be very reliable. The conversion is the same with all GM rear wheel drive engines. We have all the necessary parts available to do the conversion. 

37.Q. Do you have the parts for sale to use your engine with an automatic transmission?

A.  Yes we do.

38.Q. If I use the FWD as suggested on your web site and pull the harness and computer from a car that you suggest, what can be done to have the computer work correctly while using a standard tranny as none of these cars had a standard shift option for the computer set up.

A.  The computer/ECU does not distinguish the difference between a standard shift or automatic when modified correctly. We can modify your harness and computer/ECU for you. You can purchase our harness and ECU for your engine management system. You will not have to worry about installation or parameters that might affect your engine performance. We will accept your complete GM 60V6 MPFI harness and suggested ECU in lieu of core charges.

39.Q.How does your engine conversion kit convert a FWD to RWD?

A.  To basically convert the engine to RWD would only require changing the front timing chain cover. We sell this cover as a kit. It is CNC billet 6061 aluminum and very attractive. After installing this part you will need to turn the two part intake manifold around. The Alternator Bracket and Idler Assembly that we sell would be needed to drive the alternator. We have this part in 6061 billet aluminum or you could try to fabricate your own. We also sell a CW or CCW factory type front timing cover and water pump conversion. This is similar to the Camaro/Firebird/S10 setup.

40.Q. I like the idea of fuel injection but I don't want to do a major reconstruction of my gas tank. Do you use a swirl pot and two fuel pumps or just how does it work?

A.  Our basic system does not require any modification to the fuel tank whatsoever. We use an adapter to pick up the fuel and return the fuel via the old fuel pick up line. We have other performance/competition systems available.

41.Q. Do you offer complete V6/Trans turnkey drop in? I have a 69 MGB with an excellent body. I just don't want to spend years looking for parts and making the conversion.

A. Yes, we do turnkey conversions. There are quite a few options available also. It usually takes about 160 hrs to do a complete headlight to tail light conversion. This doesn't include painting the engine bay in a color of your choice.

42.Q. Can the V6 be installed without cutting holes in the fenders for the headers. I would like to make a 3.4 conversion but I do not what to chop up the car. I have a 1969 MGB with an excellent body. What would you estimate this cost to be for a completed car?

A.  Our conversion does not require removing material from the engine bay except for a small relief on the firewall to clear the left cylinder head on your model and later models including 1974. The latest models (rubber bumper) have a provision to eliminate this modification. To do the work yourself with our best materials and products usually cost between $5,000 to $6,000 completed. The basic installation kit is much less.

43.Q. I am going to use a 3.4 DOHC motor from a 1992 Lumina Z34. I have been told that the block is the same (except for the head bolt area and the internal oiling). All of the bolt patterns are the same i.e. bellhousing, motor mounts. Have you had any experience with the motor?
A.   No.

44.Q. I have a 2.8 front wheel drive motor. It is a first generation motor and an automatic. Will a bell housing from you fit on this motor.
A.   Yes

45.Q.Are the motor mounts the same on both FWD and RWD?
A.  No, the right one is similar but the left one is different

46.Q.How much less does an aluminum head version weigh compared to an all cast iron version?
A. The aluminum head is 14lb 6oz. The iron head is 29lb. 7oz. The iron head is nearly twice as heavy.

47.Q. Can I use a non computerized distributor, and still be able to run the stock fuel injection?

A. Are you talking about TBI or MPFI? The central throttle body (TBI) 60V6 all had a distributor with mechanical advance and the MPFI had DIS with computer controlled advance. You will have to use some type of after market fuel injection management system like Haltech.

48.Q. I'm interested in the fuel tank converted to fuel injection. Can you give me details as to what makes this different from a regular MGB tank? I have an S-10 L 2.8 V6 with TBI that I'm installing into my MGB and I want to know if this is the tank that I need.

A. Firstly, the fuel pick up line is too small (5/16). You will need to modify the tank to a 3/8 pick up line, use one of our swirl pot systems or make your own. If you make your own system use reasoning when making these changes and give consideration to cornering and acceleration to prevent fuel starvation.

49.Q. Do you have a special hose to connect the MGB Master Clutch Cylinder to the GM Slave Cylinder (since the GM Slave Cylinder does not have a threaded port for the hose connection)?

A. We sell a modified slave cylinder and flexible line especially for this application.

50.Q. Can this conversion be completed with limited welding skills?
A.  Welding or cutting is not required when using our kits on 1968 or newer MGB's.

51.Q. Will the automatic trans from the Camaro bolt up to the FWD motor?
A. All 2.2, 2.5 four cylinder and 2.8, 3.1 or 3.4 V6's with automatic transmissions will work with any FWD engine.

52.Q. Do you have a manual or instruction sheet that would cover these details?

A. We can sell you a downloadable version of the Full Instruction Manual for $20.00. Free instructions or tech support comes with each part. A manual and tech support comes with a full conversion purchase.

53.Q. I'm guessing we would use your "engine conversion kit," but just what does that include?

A. See question 39. also. To basically convert the FWD engine to RWD would only require changing the front timing chain/water pump cover. You will have to turn both intake manifolds around after the front timing cover is installed. This will allow the throttle body to be at the front of the engine. Our  Alternator Bracket and Idler Assembly is available to drive the alternator.

54.Q. I used your kit to install a 3.4 in my 1978 MGB. I also used the Wade ECU and harness kit. It was all very easy to hook up but I can't get my engine to run. It has spark at all plugs and the fuel pressure is at 43 psi. Can you give me a clue to what is wrong?

A. You probably don't have your ignition wires on the correct spark plugs. As explained in your ECU instructions you cannot rely on the cylinder markings on the intake manifold. These numbers are for the intake manifold runners. After you have turned your intake manifold around so the throttle body is toward the front of your car the numbers are absolutely useless. Just remember that number one cylinder is on the front right of your engine. (passenger side) The firing order is 123456. You might want to mark the # 1 cylinder on the head near the number one spark plug. You may also have clogged injectors if the engine has sat for a period of time.

55.Q. Which year motor/engine/donor car should I look for to begin my conversion. I would like a combination of performance, reliability, ease and low cost of conversion and most of all keep the car looking as stock as possible from the outside.

A. Most GM medium sized cars have 3100, 3400 or 3500 engines from 1994 to present. The 2004 and 2006 Malibu etc., have a 3500 with 214 HP. All your wishes are answered except for the low cost of conversion. We have a quality conversion at a fair price.

56.Q. I'm doing a similar swap using a Camaro 3.1 into an old TVR chassis. I am in need of an exhaust header or manifold. Could your exhaust manifold be easily converted to the iron head motor? Do you sell it separately?

A. Our universal type exhaust headers are engineered to fit either the iron head or aluminum head engine. 

57. Q. I like the headers pictured on your site and would like to know if they will fit my 2.8 S 10 engine and if so, can you tell me what they cost?

A. The headers that you saw had long primaries and were custom built for a race car and cost approximately $1100.00. They are no longer offered except on special request. They no longer appear in the photo section on the web site. They have been replaced by street headers as shown in the more recent photo. They are used on highly modified or tuned engines for all out performance. We have highly tuned exhaust manifolds for $895.00. These are tuned very close to the custom built ones. We have other good flowing exhaust manifolds in stock at a reasonable prices. All of our systems could be modified to fit your engine and MGB engine compartment. For much less you could fabricate your own by using our 3/8ths thick engine flanges. See the CONVERSION PRICE LIST for further information.

59.Q. I'm putting a 2000 3.4 grand am engine in a RWD kit car. I'm using a Camaro T5 tranny. I can't seem to find a 60 degree bellhousing with the starter on the passenger side. I would like to keep the starter where it is (I have enough room) rather than re-drill the block. Does the 4 cylinder engine have it on the correct side? Do you have one or any ideas. If you have such an animal please let me know.

A. Re-drilling the holes for a right hand starter can be very risky even if there was enough material. Once ruined you will have to live with it. We have the correct bell housing with the accommodation for the starter on the driver side (left). This is what you need. It can only be used with a Ford T5 transmission or later model GM T5. We also have an adapter plate to accommodate any other earlier GM T5 to this bell housing.

60.Q. I'm ready to put on the clutch cover but I don't have any clutch cover bolts. I'm going to go into the dealership tomorrow. Can you tell me a model and year of clutch cover bolts to ask for? I have a '91 Lumina and '95 S-10.

A. All clutch covers/bell housings in the GM front wheel drive line have the same size bolts as the rear wheel drive. Try a 1992 2.2 Chevy S10 for an example.

61.Q. Is your 3.4 liter V6 fuel injected? Can it be made to run with a carburetor? I'd like to avoid the complexity of fuel injection if possible.

A. All of our FWD conversions use the factory fuel injection. Only the iron head RWD engine manifold can be adapted to a carburetor. You can also buy a carburetor manifold from Edelbrock for the RWD engine. I have no information about any company that sells a carburetor or manifold for the aluminum head engine.

62.Q. Is there a difference in the engine bolt patterns that would make bolting an automatic tranny onto a FWD V6 a problem?

A. No difference as of this writing has been noticed.

63.Q. When purchasing the engine, what all should be purchased along with it?

A. The complete engine harness all the way up to the computer (ECU). If you are going to use our plug and play harness and computer, you will not need the donor computer. Be aware that the late model GM computer (ECU/ECM) is all but impossible to by-pass the anti-theft system. You can send the recommended ECU and the factory donor harness to us and we will modify it for you. Get all the fuel line you can get.

64.Q. Does your fuel injection conversion kit for the MGB fuel tank address the issue of fuel starvation. Does it use a swirl pot or auxiliary fuel pump?

A. Our basic non invasive fuel pick up does not require a swirl pot or an auxiliary fuel pump. Fuel starvation has not been a problem with this conversion when installed as instructed. We use swirl pots or accumulators for cars that will be used more aggressively.

65.Q. Is it feasible to retain the fuel injection setup with the MG electric's?

A. If you mean can you use fuel injection in conjunction with the MG wiring then the answer is yes. We add a circuit to our system to operate the fuel pump or ignition relay.

66.Q. Is there any reprogramming of the factory engine management computer that you sell or modify?

A. We sell a Killer B Stage 1.1 pre-programmed chip for the initial start up /run. It also comes with each ECU and harness we sell. This will make your car drivable. We give you the information to contact a skilled chip burner to do  fine tuning of the chip if you desire.  No standardized  performance chips are available because all installations aren't the same.

67.Q. Would the water pump you sell work with the 2.8/3.1/3.4 RWD? Also, will the injection system (SFI or Batch Fired) off the newer FWD cars work on the same engine?

A. You would have to use our cam cover in order to use our water pump. The engine you choose would have to have the DIS feature. You would have to use the aluminum heads and the entire upper assembly from a FWD to make it work on the RWD 2.8, 3.1, 3.4 or 3.5 variety.

68.Q. I would like to use the ECU (engine control unit) that came with the engine that I salvaged from a 2004 Malibu 3100. Why would I need to use anything else if it ran the Malibu engine?

A. This is probably the most frequently asked question. I will answer your question without all the technical jargon. Firstly, you could use the original ECU if you were an expert in understanding and manipulating electronic systems, mainly engine management systems. Most American vehicles manufactured in the last decade have a theft prevention system built into them. These systems are controlled by the ECU and activated by a device in the ignition key or ignition switch. There are associated circuit components in the ECU that are matched to the key devices. This is the main problem you will encounter when trying to use your factory issued ECU. You can't easily bypass some systems and others are nearly impossible without expert help. This could be a very expensive use of your time and money considering there is a simple alternative. If you did manage to use the factory system with your conversion you would still have the problem of codes popping up on your scanning tool and if these codes are not dealt with properly, they might affect the performance of your engine. Lastly, you would have a great number of wires to deal with that are used for sensors not necessarily used in an ordinary application. With our system it is not necessary to use the sequential fuel system, or more than one O2 sensor. You will not need to use the MAF sensor, cam sensor, vehicle speed sensor and a host of other sensors on the newer engines. You could use an Engine Management System like Haltech or Accel but these systems are more than twice the cost of our system and they do not furnish a pre-wired ready to use harness. When you use our brand, the Wade ECU/Computer and harness, for engine management, you only have to plug in about 6 sensors. The wiring for the ECU and harness is done for you and is clearly labeled with simple instructions. All you have to do basically is connect the ECU (computer) to a power source and fuel pump and plug in the connectors which are fool proof. Our ECU comes in a version that fits neatly under the dash with it's own mounting bracket, waterproof shield and instructions. We have used this system on all 60V6 engines from 1990 to present without any problems. In the future should your engine happen to have a rare problem, or a sensor might be malfunctioning, the system can be diagnosed  free at most stores that sell parts. Advance, Autozone, Pep Boys, are a few.

A. Because we  integrated the engine mounts into the MARC line of front timing cover plate, the part that covers the timing chain, the we no longer have to spend time fabricating separate mounts or cutting off the original engine perches on the MGB chassis.  Our conversions are the only ones, in the business of engine converting, that do not require removing any kind of body metal anywhere on  rubber bumper cars. There may be a very small cut out notch on some earlier cars.  The outer mount that fastens to the frame is a simple stainless steel U-type bracket that is held in place by one of the large 7/16 front crossmember nuts. This is an extremely rigid assembly but provides very smooth dampening for the engine vibrations. This is a significant money and time saving innovation for the consumer. It is now possible to install the engine and transmission in less than an hour. See this product in the Conversions  pages.

A. I couldn't be sure they would fit although they appear they might. Our company and the company that you speak of do not sell true headers as lower line exhaust components. They would be better classified as free flowing exhaust manifolds. Ours are much more non-restrictive in design than our competition.  We can, upon request, build you a true set of headers that will enhance the performance of your engine.