Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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I blame my dad entirely for my passion for cars. He's a mechanic by trade, but he also enjoys tinkering with cars in his free time. So, I grew up surrounded by cars, and from an early age I wanted to spend all of my time with him, watching what he was doing, learning, and just generally getting under his feet and in his way. Fast forward to today, and I'm much the same, albeit now I've got a bit more knowledge, and am now a bit too tall to literally get "under his feet" (but I sometimes still do in the figurative way). In the mid 90's, my dad got his 2nd Ford Anglia - a 1966 Deluxe, which was in quite a sad state, and needed a bit of repair work. Unfortunately time was tight, so it was completed, with a 1500GT engine (later a 1300 crossflow) and it went on the road. I loved going out in the car, it turned heads everywhere. A few years later, he picked up another, in worse condition! This one took longer to restore, but having done something with "period" mods, this one went extreme - he took the largest shoehorn he could find, and squeezed in the full running gear from a Subaru estate car - 1800cc flat four engine and full 4WD running gear. In 2003 I managed to get hold of a 1967 Ford Anglia Deluxe, which had failed it's MOT on a few items and the current owner couldn't afford the repairs. I started off by getting myself a Mk2 Escort with a 1600 crossflow, with plans of putting that in. I made a start, but didn't get much further than stripping the car to mostly a bare shell with the Escort front suspension fitted, before other events took over and it got sidetracked.   I then changed my daily driver to a Honda Prelude 2.2 VTEC, and decided that my "fun" weekend car shouldn't be slower than my daily driver, so got hold of a Nissan 200SX S13, with a 1800 turbo engine.  I stripped this down, but before I could make a start, I ended up damaging my Prelude, so spent a few months rebuilding that! The Anglia took a back seat again. Unfortunately, it continued to take a back seat until October 2010, when I started again on it. The years sat outside at my dad's place had taken their toll on the car, which had developed much more rust, and it required quite a bit more work than it would have done 6 years earlier...   So we removed the rust, and using replacement body parts from the Owner's Club, repaired these areas and put strength back into the car. Removing rust...   Fitting new bits...   Nice new, strong metal...   Once the strength was put into the chassis, it was time to start thinking about fitting the running gear. However, I'd since (again) changed my daily driver to a Mitsubishi Legnum VR-4, and the 1.8 turbo engine again would have been less powerful than my daily driver! So... I've changed the choice of engine (again)! So, introducing the Mitsubishi 6A13TT engine, as is in my Legnum VR-4:  2500cc, V6, 24 valve, quad cam, twin turbo, 280bhp. With an engine from an old Galant (the saloon version of my Legnum estate), I decided to see whether it would fit in the engine bay of the Anglia.  Lifting it towards the unsuspecting car  With the turbos still attached... not quite, how about without the turbos?  Much better!! The 6A13 engine was never used in a Rear Wheel Drive vehicle by Mitsubishi, therefore, there are no gearboxes available “off the shelf” that will allow it to be used longitudinally. The 6A13 is, however, compatible with gearboxes that also bolt up to the Lancer Evolution IV onwards 4G63T – but, the same problem comes – it comes in no vehicles where it’s used in a RWD configuration... So… to the drawing board we go to find a gearbox. |
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Last Edit: Apr 16, 2020 14:05:00 GMT by Confused
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nofrills
Posted a lot
my wings are made of Steeeeeeeel!!!
Posts: 1,243
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Feb 22, 2012 10:35:37 GMT
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Nice conversion buddy, I love to see the 105e getting some love, my dad use to have 2 of them a standard deluxe and a modded, bubble arched 1740cc beast well it was back then lol bookmarked
also i am from essex and once a month we have a RR meet at the 8 ball in witham its the 3rd thursday of the month
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Last Edit: Feb 22, 2012 10:36:56 GMT by nofrills
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Clement
Europe
ambitious but rubbish
Posts: 2,095
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Feb 22, 2012 10:42:35 GMT
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Bookmarked  |
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Tazzy
Part of things
Posts: 114
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Feb 22, 2012 14:25:02 GMT
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+1 bookmarked
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Lopez
East Midlands
Posts: 867
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Feb 22, 2012 14:44:23 GMT
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Good to see you over here mate  |
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Feb 22, 2012 14:56:09 GMT
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oh my f'n good god this is going to be one beast!!! I love what you done with custom conversion plate etc, good luck. Looking forward to the finished article...
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qwerty
Club Retro Rides Member
Posts: 2,420
Club RR Member Number: 52
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Feb 22, 2012 20:02:47 GMT
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Flip me! When I clicked on this thread I did not expect this! What a beast! Look forward to reading more updates!
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Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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Feb 23, 2012 11:25:06 GMT
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I left you last time with a marriage of an engine and a gearbox mated together - which even I wasn't sure would have worked until we managed it! The next issue to tackle was that of actually starting the car. Our adapter plates were taken back to our local engineer with some more rough scribbles, and they were returned with some new holes.  A minor tweak, and the starter bolted up to the engine, and in line with the flywheel - and then, for the moment of truth... would it work? Success! Next, to get the starter fitted to the gearbox. A small bit of cutting later...   As you can hopefully see, the starter is rather close to the crossmember - and the gearbox is currently lifted higher than it will usually sit - which means that the starter will be trying to sit in the crossmember, so some modifications are required. So, we cut away a section, and reinforced where we'd removed, as well as reinforcing where we'd cut away the original engine mounts, as we'd not be needing them.    The eagle-eyed among you may have noticed a couple of blocks of wood between the front crossmember and the sump of the engine in the final picture of my last update - this is what was supporting the engine in the right position. I don't think that would have been a long-term solution, so a proper engine mount is required. Upon my browsing of forums as I usually do of an evening, I happened upon someone selling a brand new engine mount from a Honda Integra DC2 - which looked like it might fit the bill. I promptly purchased it, and work began on making it fit. A large chunk of the original engine mount was removed, and a wonderful looking mounting bracket was created.   In order to support this, we'd need some quite hefty bracing, so the remainder of the bodywork was removed, and some additional box section was grafted into place.    The engine was then lifted back into position, and the front engine mount was affixed securely to a beefy bit of box section, and the engine suspended from it, and the gearbox crossmember.   With the front and rear mounts sorted, something was needed to stop the roll of the engine. Using the mount from the Honda Integra gave me another idea. I often see Hondas with "engine torque dampers" to reduce the engine movement from their huge torque outputs *snigger* - these are small units which don't take up much room... perfect for this case. So, a couple were purchased, and mounts made to prevent the roll on the engine.    There we are - that should damp more torque than the 2 Hondas they were no doubt previously destined for! And finally - another treat, a video which is "out of order" of the text above, but I couldn't leave this update without putting it in! |
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Last Edit: Nov 8, 2012 19:34:40 GMT by Confused
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Feb 23, 2012 12:00:55 GMT
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Good lord, this is incredible. Brilliantly unique engine choice for a 105E! I like the light touch being employed in this picture...  |
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Speedle
Posted a lot
Need a Country Rock band in the Hampshire Area? https://www.facebook.com/DirtRoadDiaryUK
Posts: 2,221
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Feb 23, 2012 13:56:51 GMT
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this is epic! and some of those pictures are just pure awesome! esp that welding one up near the top! this is going to be a beast  watching with interest! |
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Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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Feb 24, 2012 10:11:14 GMT
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I thought it about time some control was brought to this project! So, first off, how about some engine control, with the beginning of some of the multitude of wiring? I'm stripping out wiring for any systems that were present on the Galant, and won't be on the Anglia. So, that means removing: ABS, ASC, AYC, SRS, TCL and Automatic Gearbox ECU. After starting with the engine and ECU looms, and re-routing, we're currently set up as such:    Before going too much further with the wiring under the dash, a small amount of adjustment is required to fit the water manifold to the back of the engine. Firstly we had to trim down the top of the gearbox casing.  And in order to run the coolant hoses to the front, a small amount from the bulkhead.   Next on the agenda is some way of telling the car where to go, so... one Mitsubishi steering column and wheel  With the ability to steer, I think the ability to move and stop might be the next logical step. Before:  After:  The clutch/brake pedals are an old set of dual controls which were removed from another car, and the accelerator is from the 200SX. Now that the steering and pedals are done, the bit of floor that had been hacked about to previously fit the Escort steering column was then replaced with a nice fresh bit of steel.  |
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Last Edit: Nov 8, 2012 19:35:10 GMT by Confused
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retrotoe
Posted a lot
anything rusty
Posts: 1,361
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Feb 24, 2012 16:33:48 GMT
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![]() [/img]one sick anglia love it ;D |
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Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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Feb 25, 2012 13:00:51 GMT
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Last Edit: Nov 8, 2012 19:35:26 GMT by Confused
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Pid363!
Posted a lot
Madness is all in the mind!
Posts: 1,052
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Feb 25, 2012 19:18:11 GMT
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Mega will read with intrest
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Stupid is as stupid does!
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MaDSeB
Part of things
Big things in small packages
Posts: 574
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Feb 25, 2012 19:57:18 GMT
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inpressive build this.
will be whatching anxiously.
love how most of the parts are being recycled.
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Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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Feb 26, 2012 18:20:30 GMT
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With one downpipe completed, it's time to move the turbo back to the other side, and make another. So, one flange marked and hole enlarged to suit and welded together:     And fitted in place:    Once that was done, we moved efforts onto the brake/clutch, which we'd started a couple of days ago. We had sitting around brake and clutch master cylinders from a Honda Prelude, so began trying to make them fit. However, the brake master cylinder was too big, and we couldn't get a smooth enough action. We had to take a trip to the scrapyard to get rid of some old junk, so we did our "Scrapheap Challenge" bit and looked around, and came back with a brake master cylinder from a 2001 Fiat Punto, which wasn't as long, and, we made up a bracket to hold them in place. Also from the Punto came the reservoir, which is shared between brake and clutch - which means less things to fit into the engine bay on the Anglia!    |
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Last Edit: Nov 8, 2012 19:35:49 GMT by Confused
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Feb 26, 2012 23:52:07 GMT
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bloody hell this is a mental project man  but thats what we love  its almost as if the car was kind of destined for an engine like that seeing as it appears its not a very hard conversion |
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Nobody dies a virgin, because lifes curse word us ALL
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Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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It would have been even easier if I'd used the n/a V6 from the Galant, instead of the twin-turbo engine from the VR4 But - where would the fun have been in that? |
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Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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Feb 28, 2012 11:30:55 GMT
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This will be the final update from the week of work on the Anglia, so we finished the week by finishing up a couple of bits that had been partly started. First off, the propshaft. The Nissan propshaft was the perfect length to mate up the gearbox and the standard Anglia rear axle, but it wasn't supported at it's centre joint, well, other than by a small piece of electrical wire!  A more permanent solution was required, so a couple of small bits of box section, with a bolt welded in place, and then welded to the inside of the transmission tunnel should do the trick:  Moving into the car, and the steering shaft needed supporting between two of the joints. A simple bracket, and that was done:  I also managed to pick up another rear turbo and manifold, as well as a manual throttle body, which doesn't have the Traction Control stuff on the side of it. We bolted the turbos into place, and we could now see how the space was being used up quite quickly!    During the making of the pipework for the turbos, we decided to drag the fibreglass flip front out, and put it on the car, to ensure we'd have the required clearance under the bonnet for the myriad of pipework that will be required. So, here's a couple of photos of it looking somewhat more like a normal Ford Anglia.   Unfortunately the current schedule of visits every 4 weeks means that the next scheduled visit falls on the weekend Christmas, so no work will get done then! So, you'll have to tune in at the end of January for the next instalment! |
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Last Edit: Nov 8, 2012 19:36:07 GMT by Confused
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Confused
Part of things
Building: Anglia 105E with 6A13TT
Posts: 136
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Continuing the tradition of "do something when we think about it", the next thing we decided to tackle was the seats. Going to the magical store room of bits that my dad has acquired over the years, we managed to find a pair of seats that were originally in a Mitsubishi Lancer Evolution VI, that were removed by Ralliart when they fitted the Recaro seats prior to selling them through the UK dealer networks. So, we measured up, marked, measured up again, cut, put in place, and bolted/welded some supports to the floor, which will both reinforce where the seats will sit, and also allow the seat to be both level, square, and moveable.   This then allowed the seats to be put in place, and bolted down securely.  Attention next moved to the engine again, and the eternal question that we've been asking since deciding to use this engine... how are we going to actually plumb in all of the inlet pipework!? I've been wanting to put an intercooler at the front of the car, not only does it look cool, but it will keep the inlet temperatures down. Which would mean combining the output from the two turbos, installing the intercooler, piping to and from it, and then round to the inlet on the back of the engine. Not to mention, that the pipework from the filter to the turbos also has to be put in place! However, putting my sensible hat on, this is not going to be a track car, this is not going to be used at full power for prolonged periods (there's nowhere other than a track where I could potentially even use it for those purposes!) - so a decision was made to do away with the intercooler. This made the decision on the pipework much simper - it wouldn't need to come down to the front of the car, so that space can be free up for pre-turbo pipework, and more essential stuff like a coolant radiator and fans! To that end, we got to work. First off was to turn the compressor side of the driver's side turbo round, and making up a bracket to hold the wastegate actuator in the correct place.  From the original VR4, I had the Y pipe that usually runs across the top of the engine, and I also acquired another. These got chopped up for bits, and a new Y pipe was made, bringing the outlet from both turbos to the centre of the engine, to head to the back, ready to loop round and into the throttle body. As they say, a picture is worth a thousand words...     A couple of brackets will need to be removed from the intake plenum so that it will sit down flush, but that'll be a task for next time.  |
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Last Edit: Nov 8, 2012 19:36:25 GMT by Confused
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watching with interest!
but thats what we love 
its almost as if the car was kind of destined for an engine like that seeing as it appears its not a very hard conversion 
