The Triumph Dolomite Club - Discussion Forum

personally speaking i would favour leaving the stick as is, but then i like to sit further back. how does tvr mod the stick? i could see it making for a weird throw between gears

craig

I didn't bookmark the thread with the TVR gearstick. Basically, they dog leg the gearstick.
I may try experimenting with this sometime.

There are lots of web articles on these type 9 conversions. It looks more awkward for the 4 cylinder ohv
engined cars (because of the clutch slave cylinder location).

First thing is to find a Sierra 'box and propshaft........

Methinks you will be needing a V6 gearbox. Have a look at this thread
http://club.triumph.org.uk/cgi-bin/foru ... 537/s-390/

should take you to page 27 9if not skip to there)

As the GT6 and dolly 1850 box is essentially identical, the type 9 fitting should also be the same. Do read with care, he sorted the adapter plate easily enough, was sent the wrong clutch plate 9should have been a late dolly 1850, was sent early) and had a long input shaft fitted. The guys engineering can't be faulted.

Thanks Clive.
That is very interesting indeed.


One of my friends is a bit of an authority on all things Ford.
Alas, he is somewhat nocturnal and therefore hard to find but I'll keep trying.
(He also has Land Rovers and will be able answer Mad Mart's query about slave cylinders).


From what I've read elsewhere (USA based websites) the V6 boxes are unsuitable, but the reason for this is not stated .


I have a spare 1850 gearbox so will be able to use its bellhousing so should have a T9 gearbox ready to fit when I actually get that far.
I'll probably adapt a Sierra propshaft to try on the car, then invest in a new bespoke one in due course.


Thanks again.

I happen to have a 2wd pinto type box and a V6 version (but that is 4wd, so the 2 will merge to become a close ratio 2wd box, well, thats the plan)
I know Roy (scotty from that thread) and he really does spend time getting things right. The trader is still adamant that the short shaft box fits. But Roys measurements are hard to argue with.

Anyway, any measurements you need, just let me know.

cliftyhanger wrote:Methinks you will be needing a V6 gearbox.

I think I actually need a 4 cylinder 'box with a V6 input shaft based on the gear ratios
first gear 1850 2.65, 4C 3.65, V6 2.98
second gear 1850 1.78 Ford 1.97
third gear 1850 1.25 Ford 1.37
top gear 1850 1.0 Ford 1.0 (fifth 0.82).

An 1850 has quite a high first gear, the V6 is even higher.
I think an 1850 would be a better with a lower rather than higher first gear.

Ah, not all V6 boxes have the close ratio set, I think it is only the 2.8's There are a few from the smaller V6's (2.3 IIRC) that some are fooled in to believing are close ratio, but have the same cogs as the pinto versions. Don't ask how I found all this out......

sprint95m wrote:An 1850 has quite a high first gear, the V6 is even higher.

sprint95m wrote:...first gear 1850 2.65, 4C 3.65, V6 2.98.....

Sorry to be picky, Ian, but that's lower than the 1850's 1st gear.

And being picky too, where did the 2.98 come from?? I know the 4's are 3.65, and the 2.8 is 3.35 which is much more useful. Honest.

Thanks for correcting me.

Managed to speak to my friend who is quite a bit of an authority on Fords.
He is actually fitting a 2 litre V6 c/w Sierra diesel type 9 box into a mark 3 Cortina.
I was surprised that he still has that engine since it must be over 20 years ago that we towed the Taunus to
his place. Originally he planned fitting a Pinto engine but these are very difficult to find nowadays.

He found a Haynes manual and it stated 3.35:1 first gear for 2.8 V6.
Also, he has a 2.8 V6 mated to a pinto type 9 which is wrong because this 'box has the short input shaft.
This came from a kit car. The engine was originally fitted to a limousine so is likely to be low mileage.

He can probably find me a Sierra cross member but not a propshaft or gear lever.



He is also planning to restore a series 2 land Rover.
Currently he is preparing a Peugeot 106 for his son who'll be 17 at the start of next year.

Have started a new thread.......
viewtopic.php?f=19&t=20859

beefertoo wrote:how does tvr mod the stick?

Assuming they did the same to the V6 S/Wedge as to the V8S then they cut the stick an inch or so above the top of the box, welded a bit of flat bar onto it to bring it forward to where they wanted it and then welded the appropriate length of the bit they'd cut off onto that to get it to the right height.

DoloWIGHTY wrote:

Just I thought that the type 9 conversion (to obtain 5 forward gears) seems an odd choice when there was a 5 speed gearbox already available from the factory on a car with a near identical engine, therefore (wrongly) I assumed that you would have looked into this rather than attempting to fit a gearbox from another manufacturer, for a car from another era, sorry I thought (wrongly) that this would have been your first port of call?

There are not so many TR7s left.
Surely, to buy one to break it up just for the gearbox is a waste? Not an option for me, even though I know where a TR7 is
lying, fairly local to me (about 70 miles away).


Several years ago I was in a similar situation when looking for a bigger bore brake master cylinder for a T2000.
The easy option is to fit a Stag servo/master cylinder assembly.
There was a Stag available locally for £100-150 but I thought it was stupid to break this car as I had no use for the rest of it.
In the end I fitted a Sherpa servo and brake master cylinder.


Moving forward, it makes sense to me to try and keep as many cars on the road as possible. Looking at using parts from
other manufacturers must therefore be considered? Afterall, the manufacturers themselves have done and continue to do this,
not only in the automotive industry but across the wide spectrum of manufacturing industry.
Also, to not consider improved designs of alternative parts is short-sighted, certainly for cars in use?


Similarly, original Dolomite panels are very scarce. I have not used any as a point of principle because I prefer that these be used
on restorations rather than on cars like mine which are subjected to use. However I have bought several of Alun's remade panels .
Judging by what I have seen on this forum, a lot of people would have dismissed my car as beyond repair .


A lot of the classic car scene is like fly fishing - elitist.
Why is there no game fishing permitted on Sundays? To keep the working man off the rivers.
What is wrong with using bait?

LT77 option? I have dug a bit deeper Alan.

It is not viable for an early Dolomite because a TR7 flywheel won't fit, although I dare say you could swap
the crankshaft for a Sprint/1850HL/TR7 one.

LT77 v Type 9?
One of my friends runs minibuses and he doesn't think there is much difference in service but the later Ford MT75 'box
is much better. He dreads the day that he won't be able to run LDVs anymore because they are so much better than Transits,
better as in more comfortable and much more fuel efficient (despite having the same running gear).


I think I have said as much as I am ever going to say about the LT77 .