Vixen Kent or Essex V6 gearbox upgrade dream come true?
Discussion
Mazda RX8 gearbox conversion - 6 speed close ratio, same gearstick position as Type 9, hydraulic clutch and significantly stronger than even the V6 Type 9. The clutch is the same too. All parts to complete would be around £200 as against more like £1300+ for an equivalent Type 9 setup and lighter too with ali bellhousing.
This seems too good to be true particularly the simplicity of a stock clutch slave etc, although clearly not for the purist.
This seems too good to be true particularly the simplicity of a stock clutch slave etc, although clearly not for the purist.
Adapter plate £125:
http://www.ebay.co.uk/itm/rx8-gearbox-conversion-p...
They still have them for sale at £115 direct as the listing has ended.
Also: http://www.p9cyoplates.co.uk/products/pinto-crossf...
RX8 gearbox £60 - £100
RX8 Slave cylinder £30
It seems a straight fit and only prop to sort and they are £30-50
I have already gone down the type 9 route but finalising the clutch operation had been real ballache so am thinking of switching and the RX8 avoids the internal centre slave which is an Achilles heel IMHO.
The type 9 seems a poor relative on strength, gearing and cost
Al (Frank being a nom de plume)
http://www.ebay.co.uk/itm/rx8-gearbox-conversion-p...
They still have them for sale at £115 direct as the listing has ended.
Also: http://www.p9cyoplates.co.uk/products/pinto-crossf...
RX8 gearbox £60 - £100
RX8 Slave cylinder £30
It seems a straight fit and only prop to sort and they are £30-50
I have already gone down the type 9 route but finalising the clutch operation had been real ballache so am thinking of switching and the RX8 avoids the internal centre slave which is an Achilles heel IMHO.
The type 9 seems a poor relative on strength, gearing and cost
Al (Frank being a nom de plume)
Edited by V6Pushfit on Wednesday 9th March 09:30
Thank you for the info Al.
I had looked at the rx8 gearbox before, but the adapter plate wasn't available at that time.
http://www.p9cyoplates.co.uk/products/v6-essex-to-...
Looks like a very good option for a kent or NA essex.
Not sure it's strong enough for an essex turbo though, 275 lbf-ft as standard.
The 5 speed RX8 or RX7 might be a better, stronger option, for me.
Fred
I had looked at the rx8 gearbox before, but the adapter plate wasn't available at that time.
http://www.p9cyoplates.co.uk/products/v6-essex-to-...
Looks like a very good option for a kent or NA essex.
Not sure it's strong enough for an essex turbo though, 275 lbf-ft as standard.
The 5 speed RX8 or RX7 might be a better, stronger option, for me.
Fred
Interesting alternative.
Have the bits to do a Type 9 on the 3000M (except time!) but that does sound worth thinking about.
Have you looked at the ratios in the RX8 box? Could it be converted to cable clutch (I'm a Luddite).
Not sure the Essex needs 6 speeds unless 2 are over drives though!
Have the bits to do a Type 9 on the 3000M (except time!) but that does sound worth thinking about.
Have you looked at the ratios in the RX8 box? Could it be converted to cable clutch (I'm a Luddite).
Not sure the Essex needs 6 speeds unless 2 are over drives though!
GadgeS3C said:
Interesting alternative.
Have the bits to do a Type 9 on the 3000M (except time!) but that does sound worth thinking about.
Have you looked at the ratios in the RX8 box? Could it be converted to cable clutch (I'm a Luddite).
Not sure the Essex needs 6 speeds unless 2 are over drives though!
The cable clutch has been done and isnt a problem - the various people that do the adapter plates can advise. The gearing is all 'within' the range of the Type 9 so its effectively a closer ratio box but I think Neil is right its probably the 5 speed to go - even just to save on gear shifts!Have the bits to do a Type 9 on the 3000M (except time!) but that does sound worth thinking about.
Have you looked at the ratios in the RX8 box? Could it be converted to cable clutch (I'm a Luddite).
Not sure the Essex needs 6 speeds unless 2 are over drives though!
Gentlemen, please take pity on those of us who failed gearbox 101, what exactly is the goal of the upgrade to a 5 speed or 6 speed gear box, better performance in acceleration, higher speed engine braking, faster top speed and fuel economy? All the above? I find the only issue I have with Essex is the Weber carb at that 3K to 3.5K rev range when the carb is trying to make the leap from the lower speed fuel supply jet, to the higher speed fuel supply jet. Unfortunately it is just around the 30 to 40mph speed limits in most US cities, and my Weber's load up with fuel quite easily in that speed range, a bit of coughing and backfiring when trying to accelerate after a period of driving at those low speeds. Would the change in gearboxes help that issue in any way?
Edited by SquashedCat on Thursday 10th March 21:55
For Average Joe here the 5 speed type 9 is higher road speed without thrashing the nuts off the car, more relaxed driving, and town work is different with every traffic light a start grid. The type 9 meets the criteria the xrx8 has the potential but doesn't seem to quite cut the mustard according to N's calcs on the TVRCC site unless there are different cogged variants.
V6Pushfit, thank you for explanation much appreciated. Any thoughts on the Weber carb issue? Given US speed limits in towns and cities, and gearing of the car, that transition zone of 3k to 4.0k in which the carb is trying adjust up or down depending upon the speed of the car, any solutions short of changing carbs?
SquashedCat said:
V6Pushfit, thank you for explanation much appreciated. Any thoughts on the Weber carb issue? Given US speed limits in towns and cities, and gearing of the car, that transition zone of 3k to 4.0k in which the carb is trying adjust up or down depending upon the speed of the car, any solutions short of changing carbs?
Which carb is it as webers can have issues with the progression holes still being covered by the butterflies if the spindle is worn but it could be running too rich or timing.I have said it before Alan and I will say it again no matter what you do or how skilled you may think you are the car will always benefit from a couple of hours on a good rolling road old school tuner.
Best Money I have ever spent to get the most from his services you need to know the full speck of the engine Cam etc.
Set up wrong can do far more damage than just running badly.
Andrew
Best Money I have ever spent to get the most from his services you need to know the full speck of the engine Cam etc.
Set up wrong can do far more damage than just running badly.
Andrew
Andrew Gray said:
I have said it before Alan and I will say it again no matter what you do or how skilled you may think you are the car will always benefit from a couple of hours on a good rolling road old school tuner.
Best Money I have ever spent to get the most from his services you need to know the full speck of the engine Cam etc.
Set up wrong can do far more damage than just running badly.
Andrew
If it has been OK in the past a rolling road would be second after a good clean out and inspection as it's unlikely jets will need changing and balancing isn't hard on a twin choke.Best Money I have ever spent to get the most from his services you need to know the full speck of the engine Cam etc.
Set up wrong can do far more damage than just running badly.
Andrew
Well, temperatures are finally getting warm enough here to start be able to do more time consuming work in the garage. I will pull the plugs check them, check the on the carbs and make sure none have gone astray and put a timing light on her to see if anything is out of sync. And it still could be some dirty buildup in the carbs. When I purchased the car had a really bad stale gasoline issue from the car sitting for a very long period of time. The gas tank had to be drained, and new fuel, and a couple of sets of spark plugs later, it was tuned and was running very well. But on at least three occasions the car has completely cut out at speed, and when I took my foot the accelerator, and slowed down, down shifted the car into a lower gear and it came back to life, and drove fine for the rest of the journey. The car has two fuel filters, one by fuel pump, and another in the fuel line just before the carbs. Maybe they need changing as well.
I apologize, I did not mean to move the discussion off topic, and I am very interested to learn more about the T9 five speed transmission. How difficult is it to do a conversion from the 4 speed unit?
I apologize, I did not mean to move the discussion off topic, and I am very interested to learn more about the T9 five speed transmission. How difficult is it to do a conversion from the 4 speed unit?
plasticpig72 said:
on my 3000s i have a T9 and a special Steel Gearbox Mount supplied by Adrian.
The original alloy mount for the 4 speed touched the bellhousing
Alan
Here is one fitted on our Taimar Alan for myself I would not change from the 4 speed I just love the gearing however the 4 speed with the overdrive as fitted on the Tuscan V6 may well be different I don't know but when I compare the Taimar to the 3000s I much prefer the 3000S With the 4 speed The original alloy mount for the 4 speed touched the bellhousing
Alan
Andrew
Edited by Andrew Gray on Tuesday 15th March 20:25
I too would prefer 4 speed with overdrive how it was built.
But when i bought my 3000S it already had a T9 5 speed fitted.
The problem was the alloy gearbox support had been retained which meant the bellhousing touched.
So that's why i fitted Adrian's steel gearbox support.
It does appeal to me to have an overdrive which is so typical of classic cars along with side curtains
Alan
But when i bought my 3000S it already had a T9 5 speed fitted.
The problem was the alloy gearbox support had been retained which meant the bellhousing touched.
So that's why i fitted Adrian's steel gearbox support.
It does appeal to me to have an overdrive which is so typical of classic cars along with side curtains
Alan
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