Triumph Sports Cars

engine swaps and other performance upgrades, plus "factory" V8s (Stag and TR8)

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Richard/SIA
Richard Brengman
No. Nevada
(335 posts)

Registered:
01/17/2014 07:47PM

Main British Car:
1969 Triumph GT6+ 225" Buick V6

Re: Toyota IRS option
Posted by: Richard/SIA
Date: March 26, 2017 06:24PM

The more I learn of this the more confusing it becomes!

In your "Pic when done" at the top of the thread it appears you have inverted the diff.
Which makes sense to reverse the rotation from a front drive application.
But it would also put the pinion and drain plug at the top creating likely pinion bearing oiling issues.

Having already bought the parts I do intend to complete one of these conversions for a build based on GT6 running gear.
Tore one further down today and confirmed that the ADD units do use roller bearings on the stubs for both sides.
Also figured out how to reduce the size of the ADD unit while locking it into full-time drive.

I am also hoping to make a nearly stock unit work on a rear engine project using an FJR1300 Yamaha engine which has a "Reversed" drive-shaft rotation.
It becomes a "Correct" rotation again once the engine is reversed for rear mounting in place of a VW bug engine.
I need to look up the newer "Clamshell" version as I would prefer to have the reverse cut gears.

I know where to get a couple of early Spitfires cheap so may look into putting FJR engines into them if my first conversion works well.
Not really Brit-V8 I suppose, but 150 HP and 100Lb. torque at 7000 RPM and a 9000 RPM red-line should be plenty of fun in a stripped down car that got by with about a third of the power stock.


Richard/SIA
Richard Brengman
No. Nevada
(335 posts)

Registered:
01/17/2014 07:47PM

Main British Car:
1969 Triumph GT6+ 225" Buick V6

Re: Toyota IRS option
Posted by: Richard/SIA
Date: March 26, 2017 08:49PM

Confirmed that what I have is not reverse cut as I thought I want for the FJR and rear engine.
Front diff normal 4x4x orientation (Rear facing pinion flange), for rear engine, and not flipped.
FJR turns "Backward", but that gets reversed when I turn the engine around.
So unless I am confused I do want reverse cut gears for the FJR.

With 4.10 gears and turned around the 4runner diff will be excellent for a Spitfire/GT6 center diff project.

Looking around I found this link, [www.f150hub.com].
Looks like what I need for my FJR project may be a later 8" Clamshell type front IRS center.
Reverse cut gears and the 3.54 to 3.73 ratio I need should be available.



Edited 1 time(s). Last edit at 03/26/2017 08:50PM by Richard/SIA.


Richard/SIA
Richard Brengman
No. Nevada
(335 posts)

Registered:
01/17/2014 07:47PM

Main British Car:
1969 Triumph GT6+ 225" Buick V6

Re: Toyota IRS option
Posted by: Richard/SIA
Date: March 26, 2017 10:39PM

OK, now about the Toyota to Porsche CV adapters.
Where to get them?

My impression from the OP is that they should be readily available.
I have had no luck finding any currently for sale.
I have CNC lathe and mill so can make my own if I must.
With what I have to pay my CAD guy it's probably cheaper to buy from someone who is already doing them unless they are greedy about it.

If I end up making one set it makes more sense to make several.


mgb260
Jim Nichols
Sequim,WA
(1728 posts)

Registered:
02/29/2008 08:29PM

Main British Car:
1973 MGB roadster 260 Ford V8

Re: Toyota IRS option
Posted by: mgb260
Date: March 27, 2017 12:31PM

Reversed location was for direct drive to electric motor. I would replace the ADD axle with the non-ADD. There is a newer replacement needle bearing with a steel instead of plastic race. Most prefer the bronze bushing, much tighter. Did you check out the link on the diff setups? The Supra guys probably have the Porsche adapters. I did the Nissan to VW Type2(bus) with 1/2" steel plate and dual bolt pattern. Planned to shorten VW Vanagon axles and have Dutchman respline. Maybe T100 axles with different outer CV end. Also 97-03 F150 IFS CV axles with Dodge Intrepid hubs for 5 bolt or Chevy Cobalt for 4 bolt pattern.



Edited 2 time(s). Last edit at 03/28/2017 03:47PM by mgb260.


Richard/SIA
Richard Brengman
No. Nevada
(335 posts)

Registered:
01/17/2014 07:47PM

Main British Car:
1969 Triumph GT6+ 225" Buick V6

Re: Toyota IRS option
Posted by: Richard/SIA
Date: March 30, 2017 10:06PM

Ah, fudge!

I was going to mill the long axle side down today.
Seemed simple, clamp it down with the short side on the table.
But it is not that simple as the short side is as cast, so NOT flat.

Guess I will have to clamp the long axle side to the table, take a skim-cut from the short axle side.
Then I can use my new flat surface to locate on the table to do the long axle side.

Without having to pull the whole diff apart I am not seeing any better way to keep the edges square.
Since nothing is actually being bolted to the case after modification I suppose keeping it absolutely square may not be truly necessary, just very desired.


Richard/SIA
Richard Brengman
No. Nevada
(335 posts)

Registered:
01/17/2014 07:47PM

Main British Car:
1969 Triumph GT6+ 225" Buick V6

Re: Toyota IRS option
Posted by: Richard/SIA
Date: April 04, 2017 04:28AM

Done.
Milled cast side first, then the long axle side.
Handy to have a big CNC mill sometimes, even if used manually.
Now to clean it up, reinsert the axles, and see how bad the wobble is on each side.
If wobble is still bad I may just make my own bronze bushes on one of the lathes.

Since this is NOT reverse cut it will probably end up in a Spitfire or GT6 based build.
Ratio matches stock for some Spitfires.

I may go ahead and machine down the second center section but would have to buy two short axles for it.
Probably waiting to see how well the first works out.

At this point I would say that finding a Merkur Scorpio or XR4Ti diff is much simpler and lighter with no need of axle adapters.

And it looks like the Scion FRS diff is essentially the same as where the Toyo 4Runner ends up but with twin front mounting ears.
Seems it will accept the Toyo 4Run stubs too.


Richard/SIA
Richard Brengman
No. Nevada
(335 posts)

Registered:
01/17/2014 07:47PM

Main British Car:
1969 Triumph GT6+ 225" Buick V6

Re: Toyota IRS option
Posted by: Richard/SIA
Date: April 07, 2017 03:50AM

Visited the Toyota parts department today.
Seals are fairly inexpensive but replacement bearings were quoted at $75.00 each!
I can make them from bearing bronze at about $4.00 in material cost for each.
Looking into the why and how of steel backed versions.
Wondering how big the demand might be?



mgb260
Jim Nichols
Sequim,WA
(1728 posts)

Registered:
02/29/2008 08:29PM

Main British Car:
1973 MGB roadster 260 Ford V8

Re: Toyota IRS option
Posted by: mgb260
Date: April 07, 2017 04:26AM

4x4 guys pay $60 each. I mentioned it earlier in this thread. The ones they list for the clamshell 7.5 also fit the 86-95. It is a little longer than the needle bearing also. Mcmaster car has lots, you may find one close to what you need. .001 clearance with .002 interference fit in housing would work good and last a long time.


mgb260
Jim Nichols
Sequim,WA
(1728 posts)

Registered:
02/29/2008 08:29PM

Main British Car:
1973 MGB roadster 260 Ford V8

Re: Toyota IRS option
Posted by: mgb260
Date: May 01, 2017 05:47PM

The same guy (BlazeN8 0n Pirate 4x4 forum) that does the Toyota centered 4x4 set up also makes his own CV axle shafts out of 1 1/2", .250 wall DOM tubing. 2" long , 1" diameter stubs after boot flange both sides. Plug welded in 4 spots and tigged. Stock Toyota flange on one side whatever end you want on other side. Tested at 15" travel offroad. Pics:
toyota cv axles 1.jpg
toyota cv axle 2.jpg



Edited 4 time(s). Last edit at 05/01/2017 06:36PM by mgb260.


jimi
Jim Maness

(3 posts)

Registered:
04/16/2017 02:08AM

Main British Car:


Re: Toyota IRS option
Posted by: jimi
Date: May 07, 2017 12:17AM

This is all very interesting. I'm taking notes and will be investigating further into this as I have not yet decided on a rear suspension/axle for my 65 Spitfire project. I'm still getting the body sorted out so I have time to gather some info and parts and tinker a bit.
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