GT6+ Buick V6 resurrection.

[mgb260]

Richard, Look on Ebay for Triumph 3 cylinder throttle bodies.

[Richard/SIA]

MC Throttle bodies, hmmm, but will the bore spacing work?

I've found the Porsche carbs at varied prices, all high but some much better than others.
Also found F.I. replacement bodies to fit for only a little more than the carbs, plus the cost of the EFI controller and plumbing.

Going to have to concentrate on fitting what I have for now, this manifold was more expense than I had budgeted for right now.
Unless I find a cheap way out this intake system will cost as much as I have into the entire rest of the car and all mods to date!

[mgb260]

Individual mounts with adapter.

[Richard/SIA]

Individual mounts, from?

Supposed to be a budget build but it's getting out of control.

[mgb260]

Richard, each throttle body has it's own 2 bolt mount. I would use separate Weber to that pattern adapters instead of long aluminum plates like in the pictures.

[Richard/SIA]

Are they from a production vehicle so reasonably prices, or 6X aftermarket units?
Link to source?

[Richard/SIA]

I may have figured out what I want for the front suspension.

71-73 Pinto disc brake spindles and 9.3" (10"?) vented rotors.
Trying to confirm that '74 Mustang II four-lug had 10" rotors.
71-73 spindles are smaller and lighter than the Mustang II that are all any vendors want to sell.
The steering arms are only a little longer than the GT6 arms, but since the rack sits too far forward to begin with that will actually help.
Change to the "Fast" Spitfire rack to get back any loss of input due to the longer arms, WIN!
Tubular upper and lower A arms with normal ball-joints instead of the odd Triumph lower trunnion.
Alloy calipers, or even see about keeping and adapting the original TR units as they are clearly superior to the Pinto design.

Have to find the 71-73 spindles in order to proceed.
Did confirm that the nice line drawing seen on-line is NOT of an original Ford spindle.
It's custom, based on the M-II so only a vague reference for what I need.

[mgb260]

Richard, The throttle bodies are 99-02 Triumph Daytona motorcycle. Check on Ebay.

[Richard/SIA]

The manifold is paid for, now the wait for arrival.

I think I have a mount dimension drawing for the Weber bases in my manual.

Good prices on the Triumph bodies, probably need the ones from the largest available displacement bike.
Saw a post on another forum regards high RPM verse lower RPM and larger displacement use, confusing.

Have the Trick-6 mostly figured out now, except paying for it all.

Looking into adapting a Chevy V8 flywheel as they can be bought so much cheaper than Buick V6 parts.
Seems the only real difference may be the balancing.
I will need mine balanced to match the Porsche flywheel that is on it now.

[mgb260]

Richard, Those Triumph throttle bodies have been used on Honda, Suzuki and Ford/Mazda/Jaguar V6. I think they are 40mm. Look at using the 86-87 GM Buick 3.8 FWDV6 injectors and electronics. The one with the distributor, not the 88 and later 3800. I helped with a Chevy flywheel to Buick conversion. Same bolt pattern except Chevy uses a dowel pin and Buick offsets one of the bolt holes. Chevy small flywheel is 153 tooth and slightly larger diameter than Buick 140 tooth. We had the Chevy turned down and used a Jeep/Buick 225 V6 ring gear. You would have to copy the Buick balance.

[Richard/SIA]

Got specs on my cam courtesy of TA Performance.

Lift.
Int. .478
Ex. .494

Duration.
Int. 270
Ex. 280

112º lobe centers.

For light stick shift car shift at 5500 RPM
Operating range 2000 - 6000 RPM.

The gal at TA Perf. described it as a mild street cam.

Seems like it should work pretty well on my car?

[Richard/SIA]

Engine and trans sitting in the frame, not yet mounted.
Sits dead flat in the frame, the only way to add any angle would be to raise the front.
Don't want to do that since I think It will fit under the uncut hood now.


Front mounts fitted to the engine.
Should be stong enough.
Bushings on the engine side so they are easy to service.


Now working on the frame side mounts.
Have to get the trans mount done before I can weld the frame mounts in.

[mgb260]

Richard the Triumph Daytona throttle bodies are 44mm if milled out on the bottom from oval to round.

[mgb260]

Richard, There are aluminum heads available for the Buick V6. Not cheap though!


http://www.weberpowerproducts.com/champion-gn1-buick-v6-14-bolt-aluminum-heads-p/cha-gn1-5400a.htm

[BlownMGB-V8]

Also from TAPerformance.com, plus alloy blocks and other goodies. They were heavy into the Buick GN. Bought the old KB franchise. (Kenne Bell)

Jim

[Richard/SIA]

Aware of TA Perf., but I'm only Ri¢h, not loaded with Rich$.
So I am still looking into the possibility of a "Cut & Shut" V8 to V6 head conversion.

Only looking to use engines I have on hand, not build more.
I almost just put a 2.0 Alfa in the car which would have been a LOT simpler.
It may still end up in an early Spitfire I have, but then what do I put the Spitfire engine in?

Just bought a tube bender so a 7'ish type car may be in my future.

[Richard/SIA]

Got more needed parts today.
'73 Pinto spindles from the self serve yard.
A bit smaller and lighter than Mustang II.
They use vented rotors and the 4x108 PCD I need for my wheels.
This conversion will give me normal ball joints top and bottom in place of the lower bronze trunnion TR used.

Also got a correct intake gasket to port match my modified single plane KB intake.

Lastly a set of bushings to fab my rear trans and diff mounts.

So now I have the pieces for a lot of work to be done.
But with the end of the year being so close, no time!

[Richard/SIA]

GULP!

Just spent $495.00 on an aluminum 14 Lb. flywheel from TA Performance.
Most expen$ive part yet.
Going to have to back off spending for a while and just work with what I have on hand.
Had to order the flywheel to confirm starter location so I may finish the engine and trans mounts.
Steel would have been "Only" $340.00 but hey I only have one life so I'm going for all out.

[Richard/SIA]

MGB260, How are you handling the increased space between throttle bodies?
They will no longer mesh one shaft end to the next.

[DiDueColpi]

Well Richard,
when I'm  confronted by a customer that asks a question that defies a conventional explanation.
I just inform them that that particular modification relies on the liberal application of FM.
While the layman may not understand the terminology. The tradesman will instantly recognize the referral to F...ing Magic.
Seriously though, not making fun. It would require some serious re manufacturing of the linkages. but that's what we do.
Isn't it?

Live like you mean it
Fred

[Richard/SIA]

$75.00 on feeBay has two sets of TR 955i bodies on the way.
Cheap enough to experiment with and resell if I cannot use them.

With a mill, lathe, EDM, and welders anything should be possible!

Trying to port match the KB-1 manifold, wish it fit as well as the Inglese does.
Will post pics when I'm further along, had to get the top of the runners welded up in order to match the ports.

[mgb260]

Richard, Space and adapt the throttle bodies first. The linkage needs custom extended paddles to connect.Tubing spacers between the carbs. Go to a bicycle shop and get the best cables. This BMW conversion explains how he  set his up.

http://www.r3vlimited.com/board/showthread.php?t=279337

[Richard/SIA]

Read that thread.
Hoping mine will be a little simpler since it's two banks.
Also hope that it's just a bit of CNC to adapt them rather than welding as I will want to keep it as short as possible.
Might even end up with niche product adapters to sell as there are other IDA-3 conversions in need of completion.
Corvair springs to mind, maybe even some 911's?

[Richard/SIA]

"Triumph Daytona throttle bodies are 44mm if milled out on the bottom from oval to round".
OK, good as the Inglese manifold appears to be 46mm.

Being impatient I'm working from an unconfirmed measurement of 88mm stock spacing for the TR/MC throttle bodies.
Delivery first Monday of next month then I will confirm.

IDA-3 bore's are 94mm apart.
6mm = .2362"
So I need to shift two bodies less than 1/4" each and blend the adapter plate to 46mm from 44mm.
Seems my adapter can probably be just thick enough to be solid and still work fine since I'm going larger as I go through.

Next trick, I forget which way is best for throttle tip-in on an IR runner manifold.
Toward the inside or outside of the runner?
May not really have a choice with access to adjustment screws, injectors, etc.
Really wish the bodies were here to play with!

Also took a hard look at the rockers being used for this engine, stock stamped JUNK.
Already blew any pretense of a budget build so I'm going to see about T&D rockers.
Their factory is just up the road, maybe find some "Blem's"?
Also probably making my own drill-rod shafts.

And a question about the engine sitting level.
I'm not really aware of any issue with that and it should let me keep the hood intact.
So it seems I will need to mill the top of the KB intake flat to match.
Am I wrong here in any way?

Also working on my own oil pan mods, Moroso no longer sell their u-weld it kit.

[mgb260]

Richard, Use 5/8" flat bar and  SBC narrow body self aligning 1.6 7/16" stud mount rockers. Look at  Hot Rod magazine 300 Buick article. Here's a guy who did the stud conversion on a Rover V8:
http://landroverforums.com/forum/engine-internal-11/stud-mount-roller-rockers-54991/