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TR6 Rover V8 Conversion TR4 - TR6 chassis

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v8triumph

v8triumph

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Has anyone else done a Rover V8 conversion on a TR4-TR6 series Triumph? I have spent the past two years converting my TR4A solid axle after an unsuccessful adventure with a Judson Supercharger! Loved the low end torque, but could not get it to run properly. Did the V8 conversion with a 5 speed and love how it has turned out. Still working on a solution for keeping the rear end from squatting, so I can start in 1st gear!!! The beauty is that it is British, did not modify the beautiful lines of the TR4A, handling is unaffected (lower weight) and it is extremely fast! Check out my site for more details https://www.v8triumph.com . I have seen many swaps with SBC or SBF engines but why not the Rover?
 
v8triumph, Great job and a thing of beauty. Hope you have many sunny days to enjoy yourself. Wayne
 
v8Triumph,
WOW!! Kudos for your determination. To virtually eliminate the rear end squat I installed air shocks in the back. Studs on both ends. They run at 60 psi. I built towers that put the upper shock end mounts almost as tall as the tires - yet still in the wheel well.

Thank you for your site!
Jeff
 
Thanks, it was a lot of work and "backyard" engineering but worth the effort. Steering was one of the bigger issues, but the end result is the car steers better than stock due to the elimination of the rubber in the column. I would like to see a picture of your upper shock mounts, did you bolt these to the original lever shock mounts or weld something in? Also what type of air shock did you use?
 
You need a link that goes from the axle forward to the same pivot point and the leaf spring. The forces that cause the axle wrap and squat will push up on the chassis at the same time. I have built many systems using heim and johnny joints on big block Jeeps to stop squat. We had one CJ that was so strong it would pick the left front wheel of the ground with any more than 1/4 throttle in first or second. We played with the angles and lengths until it had the correct counteractive torque. Run some searches on off-road suspension design, a well designed link will be stronger, lighter, less intrusive and not ruin the ride like stiffer springs and shocks would.
 
That was my original idea, some kind of traction bar to keep the leaf spring from winding up. The axle sits on top of the spring, just like an old CJ jeep. I built up a crude traction bar to test the idea, bolted to the spring plate under the axle and to the front leaf spring mount, but there was only a few inches of ground clearance so it was not steetable and was not really effective. I would think that what you are talking about using heim joints with some adjustability to the length to pretension the axle to resist leaf spring wind up would be the ticket.
 
We use the Plasma Cutter and cut out a plate that we weld onto the axle near the spring mount. Look at the link, I think a ladder bar like at the bottom would work, because of your TR's light weight, tubing and joints can be smaller that what we work with. I sure like your setup, I like how it's period correct, something you could find hidden in a Triumph engineers barn.
Traction Links
 
Thanks, I believe you have convinced me that I will have to build either a custom two link setup/ladder bar and visit my pro-welding friend this spring.....

Thanks for comments on the car. I remember reading in Mike Cook's Spitfire book about a GT6 that the factory had installed a Rover V8, not as a prototype, just something to play around with... My goal was exactly as you described it, to make something that could have been done back in the 60's by Triumph's competition department crew.
 
I had the honor of a private tour of the BMW M Test Center and the Nurburgring in Germany in 2000. Those guys are hard core hotrodders. I saw a Z3 and a X5 with McLaren LM Spec V12 engines, 400HP 3 series diesels, and who can forget a ride in the BMW M5 "Ringtaxi". How about a ride around the North Loop strapped into a caged M5 with a Touring Car driver behind the wheel? I have a buddie at the South Carolina factory where they build the Z4, he said they have pulled some cars off the line an sent them to Munich to test 6 and 8 cylinder M engines. Point is, somewhere there is a car like yours, and whoever built it back then influenced those who are doing it still today. Keep up the good work.
 
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