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Richter12x2
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In my ramblings on the Internet I came across a mention of this once but can't find it again. Is there a write-up or a parts list somewhere?
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GT6 GT6 Swing Axle to Swing Spring conversion
- Thread starter Richter12x2
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Canley Classics sells a "swing spring kit". Supposedly it has everything need to install (including the spring). https://www.canleyclassics.com/searchforapart/?desc=SWING+SPRING+KIT+-+GT6+I&ptno=SSK4
Might be a place to look.
Might be a place to look.
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Canley's kit is as good as it gets, as they will undoubtedly supply the proper heavier-duty swing spring for the GT6, as well as the fatter front sway bar needed.
As an alternative, you might consider Joe Curry's camber compensator kit, a redux of the original and very effective accessory developed by Kas Kastner for the swing axle cars.
As an alternative, you might consider Joe Curry's camber compensator kit, a redux of the original and very effective accessory developed by Kas Kastner for the swing axle cars.
foxtrapper
Jedi Trainee
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Do understand that you are *not* converting it from a swing axle to something else. It will still be a swing axle suspension. At the most, you will be converting it from having a fixed spring to having a swing spring.
Early GT6's came swing axle, fixed spring. Then they went rotoflex. Then back to swing axle, but with a swing spring.
Early GT6's came swing axle, fixed spring. Then they went rotoflex. Then back to swing axle, but with a swing spring.
OP
Richter12x2
Jedi Hopeful
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The follow-up question - is it worth the effort to convert to a rotoflex rear then? And maybe from there to CV axles?
The rotoflex system is better as it reduces the loading on the universal joints and keeps a more constant camber through the suspension travel, but a major problem is the availability of good rotoflex joints.
Personally, I would not bother converting to rotoflex unless you really want the extra work and costs. I've gone from rotoflex to CV on my GT6 as it helps get rid of the rotoflex joints and the old, pain in the neck to setup, rear wheel bearings.
Personally, I would not bother converting to rotoflex unless you really want the extra work and costs. I've gone from rotoflex to CV on my GT6 as it helps get rid of the rotoflex joints and the old, pain in the neck to setup, rear wheel bearings.
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Richter12x2
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But in order to convert to CV axles, then you have to start with the Rotoflex rear, right? Or how do you get there from the swingaxle?
You are correct, the rotoflex and CV systems use a different rear upright to the swing spring, there is also an additional bracket on the frame and the tie bars mount onto the heel board in a different place. All extra work and parts required before the off-the-shelf parts.
OP
Richter12x2
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My biggest concern is that my wife will be driving the GT6 mostly, and although there are definitely days when I'd gladly strangle her myself, I want to make sure that she's driving a car that's going to spin her out in front of a semi for no good reason. I doubt it'll be too much of an issue, since she typically drives pretty sanely and doesn't corner at the limits or anything but I'd still like to keep things as predictable as possible.
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vagt6
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Richter, if your wife drives in a resonably conservative manner and doesn't thrash or race the GT6, she will find the handling better than some modern cars, and perfectly safe to drive in practically all conditions (but it's <span style="font-style: italic">awful</span> in the snow!).
A properly set up (with new parts, etc.), stock GT6 rotoflex handles like it's on rails. Very precise handling, very responsive to driver input. It's a relatively harsh ride and you'll feel most of the bumps in the road right in the seat of your pants. And it rattles: the body panels sit on top of the frame, and they rattle a bit, but it's not bad.
It's a sports car, and it's a Triumph. 'nuff said! Having said all that, I think it's a comfortable car to drive as long as you stay off Interstate highways. The light weight (about 1,800 lbs.) of the GT6 and the very low driving position makes passing 18-wheelers a bit intimidating. You'll be staring right at their lug nuts at 70+ MPH with the wind whipping that little car all over the place. I'd stay clear of longer trips at Interstate speeds (take an MGB on those).
Just as long as she know that under high speed manuvering, that rear end can and WILL step out, and it will do so right when you're on the edge of adhesion, without much warning. Just avoid that by driving carefully (no street racing, etc.), and you'll be fine.
A great driver's car, one of the best IMHO. And tell her to be ready for lots of admirers, everyone loves the looks of a GT6.
Good luck!
A properly set up (with new parts, etc.), stock GT6 rotoflex handles like it's on rails. Very precise handling, very responsive to driver input. It's a relatively harsh ride and you'll feel most of the bumps in the road right in the seat of your pants. And it rattles: the body panels sit on top of the frame, and they rattle a bit, but it's not bad.
It's a sports car, and it's a Triumph. 'nuff said! Having said all that, I think it's a comfortable car to drive as long as you stay off Interstate highways. The light weight (about 1,800 lbs.) of the GT6 and the very low driving position makes passing 18-wheelers a bit intimidating. You'll be staring right at their lug nuts at 70+ MPH with the wind whipping that little car all over the place. I'd stay clear of longer trips at Interstate speeds (take an MGB on those).
Just as long as she know that under high speed manuvering, that rear end can and WILL step out, and it will do so right when you're on the edge of adhesion, without much warning. Just avoid that by driving carefully (no street racing, etc.), and you'll be fine.
A great driver's car, one of the best IMHO. And tell her to be ready for lots of admirers, everyone loves the looks of a GT6.
Good luck!
