Robert Milner's 1967 MGB-GT with Rover/Buick 293cid V8

Robert Milner's 1967 MGB-GT with Rover/Buick 293cid V8


Owner: Robert Milner
City: Manteca, CA
Model: 1967 MGB/GT
Engine: Rover/Buick 293cid V8 (built by D&D)

Engine: Offenhauser intake manifold and valve covers, Isky cam, custom headers (soon to be redone).
Transmission: T-5 5 speed.
Clutch: Centerforce.
Tires/Wheels: 1989 Jaguar XJS wheels, BF Goodrich g-force T/A tires.
Front suspension: Fast Cars Inc.
Rear suspension: Fibreglass springs, tube shocks.
Cooling: custom aluminum radiator (by Air Mobile, AZ), Sidewinder electric fan.
Rear end: 1969 MGC (3.07:1), open differential.
Brakes: Wilwood Vented Rotors and 4-pot calipers (front) / MGC (rear).
Instruments: Stock.
Body/interior mods: air conditioning, cup holders (ex. Toyota, they're hidden in the old speaker console), Les Leston steering wheel.
Weight: 2218 pounds.
Date Completed: Never. (Started 1978.)
Miles Driven: About 150,000 as of the British V8 2006 meet.
Editor's Note: Robert and Susan drove approximately 6500 miles round trip to attend the meet!


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MGB-GT V8 as interpreted by Robert Milner

Robert and Susan Milner's 1967 MGB-GT is named Aunt Bea

Sidewinder electric fan
Sidewinder electric fan

Robert Milner's 1967 air conditioned MGB-GT V8

air conditioning system cover made from MGB master-cylinder covers
air conditioning system cover made from MGB master-cylinder covers

spark plug wire routing, and pre-RV8 through-the-inner-fender headers
spark plug wire routing, and pre-RV8 through-the-inner-fender headers

Robert Milner's 1967 air conditioned MGB-GT with Buick/Rover V8

access cover for electrical center (fuseblock, etc.)
access cover for electrical center (fuseblock, etc.)

MGB-GT V8 air cleaner

compact air conditioning compressor
compact air conditioning compressor

convenient and serviceable location for AC receiver-drier
convenient and serviceable location for AC receiver-drier


very discrete looking air conditioning vents
very discrete looking air conditioning vents, and cute love-bird mascots on dashboard brow
(NOTICE: the parking brake on this car actually works, so don't forget to disengage it!)

dead pedal, foot-operated high-beam switch, clutch pedal extension
dead pedal, foot-operated high-beam switch, clutch pedal extension...

nifty tuck-away cup-holders (ex: Toyota)
nifty tuck-away cup-holders (ex: Toyota)

late-model Jaguar wheels
1989 Jaguar XJS wheels

This "How It Was Done" article was originally published in British V8 Newsletter, Volume 3 Issue 1.
Most of the car's specifications have changed, but it's included here for historical reference.

Owner: Robert Milner
City: Brentwood, CA
Model: 1967 MGB/GT
Engine: Buick 215 V8

Donor Car: 1962 Buick Special
Engine: balanced, line-bored, Kenne-Bell camshaft, high volume oil pump, Offenhauser intake manifold and valve covers. 100% California smog legal. Ceramic exhaust wrap on headers.
Transmission: 1985 Borg-Warner T-5 5 speed overdrive manual from a Camaro. This is the fourth transmission in this conversion. 1st: two speed automatic. 2nd: Muncie 4-speed. (Note: couldn't get the shifter boot worked out, and wanted the overdrive 5th speed.) 3rd: T-50 Borg-Warner. (Note: awful box! Notchy, and couldn't get rebuild parts.) The T-5 is great and I have installed the original shifter, boot and trim ring.
Bellhousing: stock Buick, found at junkyard for $25. Have two others but they are somewhat different. The one I used has a removable bottom section which is necessary for the hydraulic throw-out bearing.
Clutch slave cylinder: used a hydraulic throw-out bearing, which eliminated the standard bearing retainer/throw-out arm. This simplified the installation and solved clearance problems. I used the McLeod bearing. I would use a Tilton adjustable if repeating installation.
Clutch: stock Buick. Had to have a special clutch disc made with a 21-spline center to fit the input shaft of the T-5. (AES of Oakland: $30.)
Flywheel: stock Buick
Exhaust system: Headers were home-made with parts from "Headers by Ed" (Minneapolis, MN 612-729-2802). They have flanges, custom collectors, and have all U-bends and miscellaneous parts to make any header for any service. Mine are not a tuned length and are not equal length because of restricted space. They exit out the inner fenders (sounds awful) because of the early body. They "Y" at the transmission to a single 2 1/2" pipe in the original location.
Tires/Wheels: 195/60-15 on spline drive repro Minilites (5.5" by 15").
Front suspension: Moss coil-over system.
Rear suspension: Moss supplied Monroe tube shocks. I am planning on fitting a set of composite leaf springs that Doug Jackson of British Automotive (415-883-7200) makes. Doug also manufactures a Panhard rod for the MGB.
Radiator/Cooling system: custom made 12" by 18" 4-row with twin 8" electric fans. I originally had one 12" fan and cooling was marginal.
Rear end: 3.07:1 stock MGC. With the T-5 5th speed overdrive the gearing is 30mph/1000rpm.
Instruments: Stewart Warner speedometer, tachometer, oil temperature, oil pressure, voltage meter, and clock. Stock fuel gauge.
Notes: Never convert an early car. Use a rubber bumper car with the revised engine compartment. Use the Buick short shaft water pump, which saves about 5/8" in front of the engine. Use the Buick metric V6 oil pump base which exits at an angle.
Cost: about $11,000 less car.

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