MrSpeedy
East Midlands
www.vintagediesels.co.uk
Posts: 4,789
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Well, a little further on and I now have one side pretty much built up. Machining the vertical link to accept new bearing pack New bearing pressed in and brake backplate refitted Wheel hub pressed in, brakes refitted and drum. CV joint fitted in hub Comparison of new CV joint shaft and old Rotoflex. I know which I prefer Figuered I may as well fit give everything a blast and paint and fit new bolts and polyflex bushes whilst I'm at it, so just waiting for them now
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Last Edit: Jan 13, 2015 23:50:10 GMT by MrSpeedy
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carltonx
Part of things
yardie in brum
Posts: 645
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great job ! now get that work bench tided up ! ;D
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Potentially offensive comment deleted. You are welcome to remove this text, but not replace it with more bigotry. If the need to express that opinion is particularly important, please let me know and I'll delete your account for you. Maximum signature image height: 80 pixels.
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chamba
Part of things
Posts: 199
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Wow my brain hurts trying to work out what you've done here, top work! UJ's and Rotoflex couplings, I know first hand why you want to lose 'em! How did you arrive at using the parts you've ended up using? Careful planning or just what you happened to having lying about?
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v8ian
Posted a lot
Posts: 3,825
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I'm loving the engineering and conversion, cant help thinking a narrowed Jag irs axle would be no more work. and alleviate the dreaded tuck this suspension is famous for, or will this conversion do this as well??
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Atmo V8 Power . No slicks , No gas + No bits missing . Doing it in style. Austin A35van, very different------- but still doing it in style, going to be a funmoble
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Looks good mate.
Now you just need a top wishbone and you'd have a sensible suspension design! ;-)
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Koos
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MrSpeedy
East Midlands
www.vintagediesels.co.uk
Posts: 4,789
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carltonx, The bench had been worse. Apparently it's all my mess and nothing to do with my dad!!! chamba, A lot of research into what is compatible with what else and a bit of luck. Similar conversions have been done before but not quite the same as mine! v8ian These rotoflex back ends don't suffer the same camber change as the swing axle cousins, they actual remain reasonably vertical. Besides which, there s absolutely no way you'd get a Jag IRS in without chopping the chassis about, and so far this car has managed to stay 'legal' and not wander into BiVA teritory. The chassis is still as it left the factory (apart from a few rust repairs)
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Last Edit: Jan 9, 2013 19:43:17 GMT by MrSpeedy
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MrSpeedy
East Midlands
www.vintagediesels.co.uk
Posts: 4,789
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carltonx, The bench had been worse. Apparently it's all my mess and nothing to do with my dad!!! chamba, A lot of research into what is compatible with what else and a bit of luck. Similar conversions have been done before but not quite the same as mine! v8ian These rotoflex back ends don't suffer the same camber change as the swing axle cousins, they actual remain reasonably vertical. mdh, For road use I really don't see a lot wrong with the spring forming the top wishbone. It's fairly stable. Granted it would be better with full IRS, but I don't believe the benefits warrant the effort. I will however be ditching the lever arm dampers and fitting adjustable telescopic shocks
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v8ian
Posted a lot
Posts: 3,825
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v8ian These rotoflex back ends don't suffer the same camber change as the swing axle cousins, they actual remain reasonably vertical Just for the uneducated to why the question was asked,
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Atmo V8 Power . No slicks , No gas + No bits missing . Doing it in style. Austin A35van, very different------- but still doing it in style, going to be a funmoble
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carltonx, The bench had been worse. Apparently it's all my mess and nothing to do with my dad!!! chamba, A lot of research into what is compatible with what else and a bit of luck. Similar conversions have been done before but not quite the same as mine! v8ian These rotoflex back ends don't suffer the same camber change as the swing axle cousins, they actual remain reasonably vertical. mdh, For road use I really don't see a lot wrong with the spring forming the top wishbone. It's fairly stable. Granted it would be better with full IRS, but I don't believe the benefits warrant the effort. I will however be ditching the lever arm dampers and fitting adjustable telescopic shocks My mk1 jacked up on me once and pun me a perfect 180... Scared the curse word out of the cyclist following me! I'm pretty sure my chassis has the wishbone brackets so I might upgrade to the mk2 rear. Or maybe I should get the thing on the road first... :-(
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Koos
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ChasR
RR Helper
motivation
Posts: 10,269
Club RR Member Number: 170
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One way to get around the issue of tuck in is to lower the rear end as well as possibly going to either a Swing Spring or Rotoflex rear end. But as MrSpeedy said, the Rotoflex rear end is much more stable on the camber changes than a swing axle is. Great to see the way you have gone on about designing the driveshafts . No doubt it should make for a much improved driving experience .
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A very impressive conversion. Something i should of done but never got, lowered alot saved mine tucking. See you in august up the hill i hope.
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Great work Speedy, it was good that the actual drive shaft was near enough the right length.
Whats next the front trunions?
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MrSpeedy
East Midlands
www.vintagediesels.co.uk
Posts: 4,789
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@mightymork, yeah, it's looking promising (still need to make adaptors for inboard end) But I'm still left with the 'weak' standard diff. But seeing as that is planted firmly in my mind, along with the fact of very sticky rear tyres, I won't be doing any full on launches with it All being well I'll have another go at Prescott rob, It wasn't just luck that the shafts are about the right length (tho there was some involved ). Many hours were spent sifting through parts suppliers lists and car specs to get somewhere near. I had been looking to go down the tested route of R100 driveshafts and Volvo 'Lobro' joints, but they're seemingly difficult to get hold of (at sensible monies). So far the whole conversion stands me at around £100. Little more than the cost of just one OE Rotoflex coupling! I do keep looking at the trunnions on the front end, and as of yet I haven't come up with an easy(ish) solution. I know Canley Classics do a conversion but it's rather pricey imo and certainly clumsy looking. It's something I'll probably look harder at when I eventually get round to making adjustable wishbones for the front.
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sowen
Club Retro Rides Member
Posts: 2,245
Club RR Member Number: 24
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Driveshafts are looking great Have you thought about replacing the diff with something a bit stronger? Years ago I saw a tiny Salisbury type differential unit on the back of a Lotus Excel, and with a quick Google search some of the bigger Triumph saloons look like they use a Salisbury type differential aswell?
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Jan 20, 2013 21:28:24 GMT
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Have you given this option a look. The Subaru diff a quite narrow so fit in well. You don't have to go to this extreme... although very sexy...I have seen them with a modified back plate to bolt to the original triumph mounts and a similar front mount setup. They still use the standard spring as well. These diffs are strong too.... worth a look. club.triumph.org.uk/cgi-bin/forum10/Blah.pl?m-1327727013/
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69 Herald 13/60 with Turbo 1600 MX5 engine, Lexus 5 link rear end, 17in wheels,300mm ventilated disc's and subaru 4 pot calipers
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Jan 20, 2013 23:34:32 GMT
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Have you given this option a look. The Subaru diff a quite narrow so fit in well. You don't have to go to this extreme... although very sexy...I have seen them with a modified back plate to bolt to the original triumph mounts and a similar front mount setup. They still use the standard spring as well. These diffs are strong too.... worth a look. club.triumph.org.uk/cgi-bin/forum10/Blah.pl?m-1327727013/That pic just looks dangerous.....
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Koos
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stealthstylz
Club Retro Rides Member
Posts: 14,932
Club RR Member Number: 174
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I have no idea how that setup works. The suspension arm lengths are adding positive camber under load, and the CVS must be wobbling all over the shop trying to keep up.
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There is a fair amount of similar discussion on the link. Filter out all that and look at the diff as this has been used a few times here in NZ with the standard suspension left as is. Might be an option for Mr Speedy.
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69 Herald 13/60 with Turbo 1600 MX5 engine, Lexus 5 link rear end, 17in wheels,300mm ventilated disc's and subaru 4 pot calipers
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MrSpeedy
East Midlands
www.vintagediesels.co.uk
Posts: 4,789
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Jan 21, 2013 13:16:02 GMT
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Yeah, I've heard of these Datsun/Subaru diff conversions and it is something I may well look into in the future. I certainly would if I was to go dragging it or hillclimbing 'proper', however, for normal spirited' road use I don't see any massive issues with the standard one for now. I'm aware that it could break and so drive accordingly I can also see the issues with the above conversion re; camber change. I think he needs to address that! It's the clearest picture I've seen yet of that diff in a Triumph chassis tho. Looks as tho the driveshafts slot straight into the diff rather than bolt on flages tho, which would mean custom driveshafts. Once this curse word weather cleares up I can get the thing back together and see how it all works
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Jan 21, 2013 19:16:46 GMT
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That diff does look good - nice and compact.
That suspension is junk though, there's nothing to deal with lateral loads. Twisting loads aren't thought of either.
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Koos
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