Tag: MGB

The previous owner found this car in an Alabama “barn, where it had been stored for over 10 years. He purchased it in 2012 after finding that it was virtually rust free. I, subsequently, purchased the car in 2019. I store the car in a heated garage in Traverse City, Michigan.
It is the last production year of the chrome bumper cars. It was built in June 1974 and the odometer shows about 56,000 miles. the car is virtually rust free.

A FUN overdrive car with a supercharger.

Repair History (Previous Owner 2012-2019)

• Replaced fuel tank, fuel pump, starter, grill, radiator
• Tourist Trophy stainless steel header and exhaust
• Full brake service (Master cylinder, lines, pads, fluids)

Additional Repairs/Modifications (Current Owner 2019-current)

• Repair full body orange peeled paint
• Rear u-joints, alternator, tires
• Vinyl top and top frame front rail
• Head rebuild (hardened valve seats, valve guides, exhaust valves)
• Resurfaced flywheel
• Tachometer replacement, electronic ignition
• Installed OverDrive Transmission, fresh mounts, oil seals and gaskets
• VMAXSCART super charger installed in 2023
• Aluminum radiator, new belts and hoses
• Replaced front A-arm bushings with poly SuperPros
• Mounted vintage Shelby/Viper wheels from around 1969
• Always serviced with Valvoline VR-1 racing oil
• Most of the original parts will be included with the car
• Additional photos available at dshikoski.com

For additional information contact: dshikoski@dshikoski.com

Please use “74MG” in the subject line to help it get through the junk filter.

It always seems to be the simplest thing that stalls a project. The new radiator was shipped with a stripped, plastic, drain plug.

I’m contacted the supplier and they are sending a new plug. I’m hoping it will arrive this week so I can take advantage of the spring weather we’re having.

In the mean time I’ve completed everything else I can. This included attaching the cooling pipes, overflow tube for the radiator, fuel line/filter install, installed under hood insulation and many other small items.

The most important thing was that I started the engine for a very short idle. Since I don’t have any coolant in the system I couldn’t run it for very long. But, it was GREAT to hear the sound of the engine after a winter of storage and upgrades.

I’m hoping to do a summary of the project after I’m completed. I’ve noticed slight differences of installation that weren’t expected but understandable. The 74 MGB U.S. version includes the wonders of environmental accessories. I’m still researching what to do with all of that plumbing. Ah, the European MGBs are so much easier.

UPDATE: (5/15/23). I just received a new, brass, pitcock in the mail. Very fast replacement by the vendor. I’ll be filling and tuning the carb in the near future.

Since the Super Charger pulley extends into the area where the outlet is on the 74 Radiator so I needed to change radiators. The new one has the engine connection on the passenger side. The filter is still on the drivers side but doesn’t interfere with the pulley. BUT, the overflow connection will need to be modified.

I’ve removed the current connector and a shorter connection should work. It’s metric so it’s not available at my local auto stores in Michigan. I’ve found the correct bolt and I’m going to use that to fabricate a new connection that’s shorter. My friend has a lathe that can drill out the center of the bolt and create a shorter snout.

Here’s my current state of the install. Next is the cooling system.

The new radiator works with only a bit of enlarging of the support bracket holes. The water hoses will need to be fabricated from the water pump to the radiator to clear the super charger belt. That’s next on the list.

I connected the choke control cable today while waiting for my radiator. The choke cable on my early 74 MGB is larger than the hole in the DCOE choke shoulder bolt. I noticed someone else mentioned this and had a solution I used. Two small flat washers that would fit the bolt and not over the shoulder of the bolt. Then I compressed the cable between the washers.

If you read my previous post you will have seen the snout of the super charger was where the early 74 radiator connection should be…. Another part of the project is being creative.

The solution I’m working on today includes:

A new aluminum radiator from an earlier style mgb. The 1967 B has the upper connection on the passenger side of the unit. My research discovered that many of the radiators are back ordered with no indication of when they could arrive. That lead me to my current solution of an aluminum version. I ordered one of those today.

Well, the current (74) thermostat housing points to the driver side where the original outlet resides. So, I need to source a housing that points either towards the passenger side or toward the front of the car. The European version does not have the pump bracket and it does point toward the corrected side. So I ordered one this morning from NorthWest British car, in Seattle.

The main reason I began this project was the challenge and the learning. I knew that this is not the Moss kit and could provide creative solutions for it to work. Each MGB is different and I’m learning many of the differences.

Now I’m waiting for the radiator and thermostat housing to arrive. More later.

The package arrived on Wednesday and I waited until Thursday to start the first steps of the install. I reread everything I could find on line about the install and read the Mini install documentation and I have a general ideal of what items I need for the install. Those , that I know of, included the front crank seal and timing chain cover gasket. I’m not sure I need the timing chain gasket, but I rather have it on had if I need it. At the moment that appears to be the main parts I’ll need, but that never seems to be true in a project like this. The kit is very complete.

During the removal of the carb and manifold I found that I was leaking oil from the left-side fuel pump blanking cover. Also, the upper engine cooling connect was leaking antifreeze. That added two more gaskets to the mix. I’m sure I’ve missed other ‘needs’ as well. (Oh, I do have a good supply of dark beer in the fridge).

An important step was to set the engine to top dead center on cylinder one. There are no timing marks on the new pulley. Still thinking of a good way to mark that. The keyway is the common locator and I’ll have the old pulley to use as a guide. I’m sure I’ll move the timing mark as I unbolt the old pulley.

So, for now, I’m waiting for parts from Moss. I need to install the new fuel pump cover gasket before I bolt up the headers. Next on my list is draining the antifreeze, removing the radiator and cooling hoses.