sdh2903
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| posted on 3/10/11 at 03:27 PM |
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quote:
Originally posted by franky
I could even fit all the donor's electrics and keep cruise control
you really have gone soft...........
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franky
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| posted on 3/10/11 at 07:10 PM |
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quote:
Originally posted by sdh2903
quote:
Originally posted by franky
I could even fit all the donor's electrics and keep cruise control
you really have gone soft...........
Don't worry a 80bhp progressive nitrous system would be fitted too
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spiderman
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| posted on 3/10/11 at 07:54 PM |
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Franky have a look on the CLUB TRIUMPH forum and look at "jango GT6 rear end ect" post and also www.spit6.co.uk and click on
"Rebuilding and modifiying a MK11 Triumph Spitfire".
I would do a link to these f I knew how but I am sure someone will be kind enough to do it.
I have found Club Triumph and Triumph Torgue sites to be a good source of info for Spitfire and GT6 mods
Spider
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pewe
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| posted on 4/10/11 at 10:13 AM |
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If it hasn't already been stated from Mk2 GT6 the swing rear problems were largely overcome by fitting lower radius arms as standard.
If you decide to go ahead with a GT6 project IMO there are two areas which need addressing :-
1) Rear shock mounts were mounted pretty flimsily to the bodywork and the transverse leaf allowed limited travel - better to think about a coil-over
set-up chassis mounted.
2) Given its comparatively lightweight at the rear any engine transplant would be best focussing on lighter weight unit than the existing lump.
The front heavy nature of the original led to some pretty undesirable handling, particularly in the wet - ask my Missus how she knows - twice!
HTH. Cheers, Pewe 
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cliftyhanger
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| posted on 4/10/11 at 10:46 AM |
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In fact the simpler suspension setup on the late spitfires was a massive improvement over the early cars. Not quite as good as the rotoflex, but
lighter.
The cartspring isn't bad really, and there are advantages to simplicity. Like it often gets finished
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franky
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| posted on 4/10/11 at 11:18 AM |
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A bmw 6pot is lighter than the triumph one, gearbox is loads lighter too, I'd be confident about getting it further back in the engine bay
too. Rear end would be a full IRS conversion. Maybe with a full cage that mounts to all the suspension pickup points.
Its easy to see how projects can get completely out of hand
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cliftyhanger
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| posted on 4/10/11 at 11:40 AM |
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Be careful. Fitting a zetec need a fair bit of metal removal to the tub, and a bit of chassis trimming. There isn't a lot of space between the
chassis rails I find the exhaust is always a struggle. Unless you go under the floor.
On the plus side, the front suspension is pretty handy. But have a look at th emodified ones out there, especially, dare I say it, the American ones
with V8's . Give you a few ideas about what can be done.
But also bar in mind it is best to avoid serious chassis work unless you fancy IVA. And that would be rather difficult.
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alistairolsen
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| posted on 4/10/11 at 11:46 AM |
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Original build thread is dead but:
http://buildthreads.wordpress.com/2009/07/28/opel-kadett-s2000/
My Build Thread
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John Bonnett
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| posted on 4/10/11 at 04:23 PM |
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quote:
Originally posted by franky
A bmw 6pot is lighter than the triumph one, gearbox is loads lighter too, I'd be confident about getting it further back in the engine bay
too. Rear end would be a full IRS conversion. Maybe with a full cage that mounts to all the suspension pickup points.
Its easy to see how projects can get completely out of hand
It might be worth taking a few measurements before you commit yourself. You might find the gear lever emerges behind the seat!
Franky U2U sent
[Edited on 4/10/11 by John Bonnett]
[Edited on 4/10/11 by John Bonnett]
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franky
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| posted on 4/10/11 at 05:40 PM |
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Many thanks for that, the bmw box's are very very short to suit the whole model range, it seems they use longer or shorter shift rods to suit.
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John Bonnett
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| posted on 4/10/11 at 07:25 PM |
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Franky please keep me posted as I am very interested in this. There are great attractions in having a classic car fitted with modern clockwork.
For us special builders converting to a decent wishbone rear suspension system shouldn't be too much of a problem. A Scoobie diff has been
fitted quite successfully in place of the weak Triumph unit so it all looks very promising; particularly if the sound of a small six on song can be
retained.
regards
John
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britishtrident
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| posted on 4/10/11 at 07:26 PM |
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quote:
Originally posted by franky
quote:
Originally posted by Bare
I'd be giving a few second thoughts to using a GT6 for anything even driving it as it came from the factory. Having ownede a brand new one..
back then. These were truly Excrable excuses for a Car.
The handling was just Piss Poor.. period most anything beyond shopping duties and it was simply dangerous.
Yes some raced these.. but the level of modification required almost amounted to a new chassis fitted with a lightened GT6 body shell.
There is genuine reason Triumph is loooong dead.
[Edited on 2/10/11 by Bare]
The idea would be to convert to IRS which should go a lot of the way to sorting this. The 240z's are IRS but as they're a 'real
classic' I wouldn't really want to cut one around too much, also panels are expensive to buy.
Don't believe everything you read about classic cars 240z weren't even rust buckets they corroded at a truly amazing rate even by late
1960's early 1970's standards they were way out in front in the water solubility league, I jest not they rust everywhere, --- lovely
smooth free revving engine shame about the rust and cheap tacky interior trim.
[I] “ What use our work, Bennet, if we cannot care for those we love? .”
― From BBC TV/Amazon's Ripper Street.
[/I]
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britishtrident
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| posted on 4/10/11 at 07:31 PM |
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quote:
Originally posted by cliftyhanger
In fact the simpler suspension setup on the late spitfires was a massive improvement over the early cars. Not quite as good as the rotoflex, but
lighter.
The cartspring isn't bad really, and there are advantages to simplicity. Like it often gets finished
Yes just reversing the top leaf of the spring made an amazing difference, the key to swing axle handling is low roll centre.
[I] “ What use our work, Bennet, if we cannot care for those we love? .”
― From BBC TV/Amazon's Ripper Street.
[/I]
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franky
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| posted on 4/10/11 at 07:32 PM |
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quote:
Originally posted by britishtrident
quote:
Originally posted by franky
quote:
Originally posted by Bare
I'd be giving a few second thoughts to using a GT6 for anything even driving it as it came from the factory. Having ownede a brand new one..
back then. These were truly Excrable excuses for a Car.
The handling was just Piss Poor.. period most anything beyond shopping duties and it was simply dangerous.
Yes some raced these.. but the level of modification required almost amounted to a new chassis fitted with a lightened GT6 body shell.
There is genuine reason Triumph is loooong dead.
[Edited on 2/10/11 by Bare]
The idea would be to convert to IRS which should go a lot of the way to sorting this. The 240z's are IRS but as they're a 'real
classic' I wouldn't really want to cut one around too much, also panels are expensive to buy.
Don't believe everything you read about classic cars 240z weren't even rust buckets they corroded at a truly amazing rate even by late
1960's early 1970's standards they were way out in front in the water solubility league, I jest not they rust everywhere, --- lovely
smooth free revving engine shame about the rust and cheap tacky interior trim.
I know they rust from the inside out, the problem is that replacement panels aren't available here in the UK. I have found someone that
imports cars from some dry states in the USA.
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franky
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| posted on 4/10/11 at 07:36 PM |
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quote:
Originally posted by John Bonnett
Franky please keep me posted as I am very interested in this. There are great attractions in having a classic car fitted with modern clockwork.
For us special builders converting to a decent wishbone rear suspension system shouldn't be too much of a problem. A Scoobie diff has been
fitted quite successfully in place of the weak Triumph unit so it all looks very promising; particularly if the sound of a small six on song can be
retained.
regards
John
Will do but i'm just running through the maths on what it might cost.
It will be bmw 328 engined though as I know how to run them on the standard ecu, standard manifolds tuck under the engine. Also i've a 3.15
ratio bmw diff sat in my garage too. It'd be interesting to see if I could keep the 328's brakes too.
While keeping a 6cyl sound.
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John Bonnett
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| posted on 4/10/11 at 08:45 PM |
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I have just come across this; Cosworth V6/ BMW diff into GT6. It looks a fairly radical job and rather more than I'd want to undertake.
I'd prefer to keep the outside of the car as standard. I think Hot rodders call them "Sleepers"
http://www.britishv8.org/Triumph/GeraldKannenberg.htm
Too heavy I would have thought but it proves that it can be done. The GT6 engine I believe weighs 400lbs so if the BM engine is substantially lighter
than that, the car's handling would be transformed.
Rear suspension looks interesting but again some radical work has been done.
I am currently rebuilding a MK3 GT6 hence my interest.
 
Description
[Edited on 4/10/11 by John Bonnett]
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franky
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| posted on 4/10/11 at 09:03 PM |
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a 328 engine/box/bell housing full of fluids should come in at about 220kg complete.
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