tr7triumph.com

well,
after too many timewasters while trying to sell it i've decide to keep it and do a few mods,
i have removed front bumper and am currently modifying front end to look right,
i've an essex V6 engine and overdrive box out of a scimitar that i'm thinking of dropping in,
has anyone here put an essex v6 in on before????
cheers,
neil


tr7 dhc, V12 xjs, discovery, 70 mustang, 98 cadillac sts

<font size="2"><font face="Comic Sans MS">Ask our American friends over in the six cylinder section of these forums.
They seem rather keen using on both GM and Ford V6s</font id="Comic Sans MS"></font id="size2">


"Keep calm, relax, focus on the problem & PULL THE BLOODY TRIGGER"

80'Triumph TR7, 73'Land Rover (Ford 351. V8),
'89 Ford Fairlane
'98 MG-F, 69'Ford F250.
76' Ford F100

Never seen it done BUT back in the day there was a conversion done by Hurley Engineering (Eamon Hurley) to fit the Ford V6 into the TR7.

Quite a lot of work, I think back then you could buy a kit with all the necessary to do the job yourself. Pretty sure the conversion retained the LT77 gearbox with adaptor plate & modified flywheel, rather then use the Ford box, also recommended uprated brakes/suspension & lower ratio diff as the V6 torque made the car undergeared with the standard 3.9:1 diff.

Tony

<font size="1">1981 TR7 FHC Cavalry Blue
1980 TR7V8 DHC Jaguar Regency Red - sadly sold!
1977 TR8 FHC EFI Factory development car Inca Yellow</font id="size1">

Isn't the Essex V6 an iron block engine?

How does the weight compare with the aluminium Rover V8. That might be a lot of extra weight up front.

Adam



TR7 V8 DHC Jaguar Solent Blue. 9.35cr Range Rover V8, Holley 390cfm, JWR Dual Port, 214 Cam, Lumention, Tubular Manifolds, S/S Single Pipe Exh, 3.08 Rear, 200lb Spax & PolyBushes all round, Anti- Dive, Strut-Top Roller Bearings, Capri Vented Discs & Calipers, Braided Hoses, 4 Speed Rear Cylinders, Uprated Master Cylinder & Servo, AT 14" 5 Spokes or Maestro Turbo 15" Alloys, Cruise Lights, S/S Heater Pipes, Replacement Fuel Tank. No Door Stickers. Mine since July 1986, V8 from 1991 courtesy of S&S V8 conversion and big brake kits.

The Buick V-6 is iron block but very much smaller (on the outside, not talking displacement) than a comparable GM block. Not that much heavier than slant 4/aluminum V8. Coupled with the availability, and the John's Cars adapter kit makes it a convenient choice. Plus you can get FI and turbo versions (less common). Don't know how the Essex V6 compares weight and other wise but when you compound it with having to fashion motor mounts, wiring looms and what ever, pretty daunting. I suspect the Buick V-6 is pretty hard to come by over there which is why the Rover V-8 is the common conversion.

- - -TR7 Spider - - - 1978 Spitfire- - - - 1976 Spitfire - - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra - Yellow TCT

According to the net.

Essex V6 379lbs Rover V8 318lbs

"The Essex was designed to be made in both diesel and petrol versions but never made it in to diesel production, hence the very heavy block to deal with the extra stresses"

The extra weight up front reminds me of the articles on the MGC vs MGBGTV8. The former suffering from a lot more understeer than the latter.

Adam

The Buick V-6 (over 25 million produced) weighs about 35 lbs more than the Rover V-8 although the larger turbo model is about 392 lbs (but it has 300 unrated hp). The MGC's front suspension design was compromised by the inevitable missed deadlines and left hand not knowing what the right hand was doing. The biggest problem was the tire pressure was too low in the front so at the introduction to the automotive press it had terminal under steer and so it was thus for evermore (where have we come across that before).



- - -TR7 Spider - - - 1978 Spitfire- - - - 1976 Spitfire - - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra - Yellow TCT