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V8 conversion

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jeff3113

Jedi Hopeful
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It's tough knowing that these forums are often designated for those who pursue the restoration and passion of the original experience. To that I have to confess I purchased a TR6 that was most likely destined to the junk - serious frame and body rust. Irestored to the best of my time to enjoy it for the past 2 years - in stock form.
It was to ultimately match my interest in doing some backyard engineering. Initially I also thought it was worthy of spending the time and $$ to make it a V8 conversion. Ok, ego had deeper pockets than logic.
Next, the results.... I am in the process of "dialing" things in from a SBC and 700r Corvette tranny(BMW diff)..
Simply impressive. From the first 50 miles with 300 Hp+(torque is the big deal) under the hood it is quite a ru sh. Best described as a bundgee cord. The details would be best suited for someone with a desire, TIME and a few $$.

My results though, were driven from something more fundamental. The TR6 chassis is very nice for this. Bless the Brit Lan. designers. The handling and roll feeling is incredible. Nothing like the full-out drivetrain at 0-100mph.

I want to finally thank those who keep the restorable TR's running and rolling. They are fun, personable and truly worthy. In some sense it's the passion they have teased us with.
I look forward to being a contributor to this form in the many years. Afterall, brakes are still important!!
All the best,
Jeff
 
Cool.....another power junkie like me!!

I believe in preserving a car when it becomes "rare", so I am a purist to a point but, in comparison to many other rare classics, the TR6 is by no means rare. With that said, congrats on your effort to make a great car much better.

I wish I was at the stage you are but I am still doing most of the grunt work of restoration before the major modding occurs on my TR7 drop top.
 
Nice.

I'm with TR7/8 TPI - if something is super rare or special there leave it stock but otherwise enjoy in what way suits you best. I'd love to put a Mazda rotary engine under the hood of my Spitfire some day.

Do you have any pictures?
 
Seeing that the TR6 would understeer in stock form, I'm amazed that the weight of the small block doesn't really cause a 6 to plow.

That SBC must be amazed that it could find a chassis that flexes more than a Stingray roadster's!
 
I'm in the process of trying to finish the installation of a Chevy 305/Turbo 350 in a '76 TR6...I'd be grateful for any leads to sources of information/experience/advice, etc.
 
[ QUOTE ]
Seeing that the TR6 would understeer in stock form, I'm amazed that the weight of the small block doesn't really cause a 6 to plow.<p>That SBC must be amazed that it could find a chassis that flexes more than a Stingray roadster's!

[/ QUOTE ]

The TR6 mill is really heavy though. About the same weight as a SBF so the Chevy would be just a little bit more. Get some aluminum heads and intake, move battery to trunk and I'd guess it would be about the same. Plus a V8 weight is set back a bit further than an inline as its shorter.
 
There's no doubt the front end has more weight on it. The camber was out a couple degrees. That's one reason it steered so heavenly. I did order the upgraded front springs. Unfortunately they are inches shorter than the original. That didn't help the camber....ugh!
So.....I needed about 100 lbs more lift to get the wheels back to original position. I put motorcycle coil springs (Honda 750) over the shocks. The camber is almost perfect and the front end is up about 1 inch. FYI- I did use aluminum parts everwhere I could in the engine and radiator.
The SBC was mounted so the engine mounts are BEHIND the TR6 locations completely. That locates cylinders 7 and 8 at the feet. Aluminized insulation has been a lifesaver. I also wrapped the exhaust to under the seats and opened up the torque converter cover with some carefully placed holes for air flow.
The tailshaft of the 700r4 stops right where the driveshaft tunnel begins. While I did cut the firewall about 2 inches back(expecting a big move) I could have gotten away with a small notch for the distributor shaft. The extra space has probably helped in exiting the air under the hood.
I used the "small cars with big engines" website for ideas.
I sent along a couple page documentary to follow my choices and lessons learned. I will send along pics once I figure out how to do it. I have dozens.
Yes, alot of work!!! BTW, a MIG welder and 4 inch grinder have been key to this working out.

All the best,
Jeff
 
I'd also much appreciate pictures of your conversion. I've got a SBC I'm trying to get fitted in a TR6, backed by a Turbo 350.
 
IF anyone is interested I'd go ahead and send along the couple page WORD document(2000) with pics I put together. Mind you, I'm no writer and managed to document what I could remember(and photograph).

LOL - My wife insisted in having a rollbar before she would ride in the "newer" version. SHe was very taken by the past couple years running around in the stock form. Bless her. Hey, it can putt along nicely anyway(mr feather foot in action)....The rollbar feat of "engineering" was finished up tonight.

I'm planning on taking an extended outing with "her" this holiday weekend.

BTW, How does one post pics here anyway?


Keep it on 2 wheels!
Jeff
 
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