My first meeting with Tahiti Blue 2448 G goes back to November 1997. I spotted the car in Belgium when looking for spares for another car. I was told the car came from the Netherlands (indeed it had Dutch number plates), where it had been converted to left hand drive. I also was told the car had been damaged by a fire in the engine compartment. After that the car came to a specialist in Belgium to be repaired. A lot of work was done in the engine bay and on the engine, but after a while the proprietor stopped paying the bills… So the car stayed in Belgium for about 12 years, unfinished and unused. By the end of 1997, permission to sell was granted after an agreement reached between the lawyers of both parties.
It appeared to be an original factory rubber bumper V8 in poor condition, but worth to be saved.
After purchasing it, I asked an English expert, who previously had sold me a car, after which we became friends, to take 2448 G to England and to coordinate the mechanical and body restoration.
As my idea was to rebuild it to my specifications and since I didn't (and don't) like the rubber bumpers, a chrome bumper conversion kit was planned.
Late March 1998, my friend took the car with him on his trailer, when returning to England after a visit to the Antwerp Classic Car Show.
Inquiry learned that the car was built between 9 and 11 April 1975 as a RHD British home market car. On 24 April 1975 it was dispatched to a car dealer in Lancashire.
Once in England the car was stripped and (of course) it proved to be in far worse condition than expected… Inner and outer sills, both doors, both front wings, both quarter rear wings, rear panel, bonnet and tailgate had to be replaced. Only the general structure remained original. A specialist in Surrey started the reconstruction of the car. Of course the whole body was sandblasted and zincsprayed. The car being completely dismantled I decided to rebuild it with modifications as to make it more comfortable, reliable and apt to modern traffic. Yet I wanted to keep as much as possible the original appearance.
Apart from the chrome bumper conversion, the exterior appearance is as it was in 1975. I only decided to change the colour and decided to have repainted it in Golden Beige Metallic (a non original colour for V8's that was proposed on the MGB Mark II and the MGC from 1965 - 1969). I also adapted the rear wheelarches, because of the planned 15 inch wheels. The full length sunroof was replaced by a second hand Britax one (new ones not available anymore, with a metal frame instead of the old wooden one).
The engine also proved to be "in deep trouble". I found a new 3.9 litre block in Buckingham, running on unleaded fuel; an aluminium radiator, electric fans with an override switch, K&N air filters, stainless steel exhaust manifolds and a stainless steel exhaust were fitted. An electronic ignition is foreseen.
The four speed gearbox with electrical overdrive was replaced by a Borg Warner T5 five speed gearbox. The final ratio is the standard one (3.07). A heavy duty clutch was fitted.
Suspension, brakes and steering also have been rebuilt. The original rubber bumper steering rack (collapsible steering column) and crossmember have been kept. The front and rear suspension have been upgraded with a Ron Hopkinson stage 1 and 2 kit with Bilstein gas pressure shock absorbers and a handling kit.
At the front more performing vented discs with harder brake pads have been fitted, whereas at the rear the standard drum brakes were maintained. A dual brake circuit and a servo complete the system. A collapsible steering column is fitted, as well as a SU electronic fuel pump and a new steel fuel tank and fuel line. All electrics also have been renewed, with a 12 Volt battery.
The chromes have been cleaned and replaced as necessary. The side windows in the doors have been replaced, and the dashboard, an early four cylinder example with the ignition in the middle of it, got a respray. The missing rev counter and speedometer have been replaced by new Smiths instruments. An uprated heater radiator was fitted to improve the heating. The wipers/washer aren't on the dashboard anymore, but are replaced by a stalk on the steering column (as on all V8's).
Because the original 14 inch V8 wheels that were with the car are difficult (chrome rim) and expensive to restore, I decided to fit 15 inch Minilites with 185/65 tyres instead and to keep the original wheels in their unrestored condition.
The car is due to arrive soon, and then will have its trim fitted. As the car came without usable trim, I'll fit a complete interior in pacific blue leather with dark blue contrasting door cappings, rear cappings and armrests, as well as a black leather console. The centre console will been replaced by an aluminium plate, containing additional meters (amperemeter, voltmeter and engine oil temperature gauge) and switches and/or control lamps for hazard light, rear fog lamp, rear window defroster and electrical antenna.
Comme on peut déjà s'en rendre compte en regardant la photo avant le "démantèlement", il s'agit plutôt de la construction d'une ancienne-nouvelle voiture que d'une restauration. La voiture a été amenée en Angleterre pour être refaite en ce qui concerne la mécanique et la carrosserie.
On a décidé de remplacer le bloc 3.5 litre par un nouveau bloc 3.9, du même aspect extérieur que le moteur original, avec une préparation pour essence sans plomb, une compression plus élevée et une culasse "SD 1", donc celle de la Rover 3500. L'allumage sera électronique et un radiateur aluminium est prévu pour éliminer plus facilement la chaleur. Le tout devrait donner une puissance d'environ 170 chevaux, contre 137 pour la version originale.
Quant à la carrosserie, son état était pire qu'escompté. Il a fallu remplacer les ailes avant, les demi-ailes arrières, les portes, le capot moteur et le hayon arrière. Un nouveau toit ouvrant (refait) a été monté. La voiture a été peinte en or métallisé, une couleur utilisée pour les MGC.
On a donc opté pour une reconstruction et on a décidé de faire une voiture moderne dans la "peau" d'une ancienne. Extérieurement, la voiture sera donc comme elle l'était il y a 25 ans, tandis que la mécanique sera moderne
La boîte à quatre rapports plus overdrive a été remplacée par une boîte 5 vitesses Borg Warner T5, avec un embrayage renforcé (pour remplacer le disque d'embrayage, il faut obligatoirement sortir le moteur, donc il vaut mieux mettre du solide!). Cette boîte est utilisée actuellement par TVR.
Quant à la suspension, le montage du train avant de la MG R V8 n'a pas été retenu pour des raisons de prix et des problèmes de montage (modifications à la caisse). En plus, en cas d'avarie, les pièces de rechange commenceraient déjà à manquer, la MG R V8 ayant été produite en toutes petites quantités. Par conséquent on a donné la préférence à la suspension originale, modifiée par un kit Hopkinson, avec des amortisseurs à gaz Bilstein.
Pour les freins on a opté pour des disques ventilés à l'avant, mais on a décidé de garder les tambours à l'arrière, et cela pour deux raisons : premièrement, les tambours arrières étant moins performants que des disques, il y a moins de problèmes de répartition de freinage (risque de tête à queue si les freins arrières sont trop puissants par rapport aux freins avant), et deuxièmement, les tambours sont beaucoup plus lourds que les disques, ce surplus de poids contribuant à une meilleure répartition du poids.
Le système électrique sera entièrement renouvelé (en 12 volts). La boîte à fusibles originale a été gardée afin de conserver au maximum l'aspect original du moteur.
Actuellement, la voiture est prête, les documents de bord ont été délivrés et elle arrivera après un test final par le restaurateur. Après il faudra monter l'intérieur, qui sera en cuir bleu clair avec une console partiellement en cuir noir et en aluminium.
