Vixen - engine swap - ideas and guidance please
Discussion
This might sound bonkers, but how much would it cost to ship the car this way rather than an engine, gearbox, diff etc your way. You could potentially get a respected firm in this country to do all the work for you with the support network of the UK suppliers etc and then ship the car back again? (I have no idea on costs to ship cars around so this might well be a stupid suggestion)
Thanks for the ideas. It is a 'no go'. Parts shipped here are subject to VAT only. Ship a vehicle and the tax will make your eyes water.......and bank balance evaporate.
Luckily I have a great chassis, good body and am on my way developing the engine, suspension and modifications plan. I can work with the UK workshops and the do much of the work here.
By the time I finish there wil be a great 'how to do it' bible here at PistonHeads.
Thanks,
Luckily I have a great chassis, good body and am on my way developing the engine, suspension and modifications plan. I can work with the UK workshops and the do much of the work here.
By the time I finish there wil be a great 'how to do it' bible here at PistonHeads.
Thanks,
Just a thought, but from where you are, it might be worth looking towards Australia if need to import an engine or parts - they too have a lot of expertise and tuning. (Or do you get better terms from UK imports ?)
Australia has a mix of locally assembled and Eurpoean imports from both Ford and GM. I can still buy parts for the Cologne V6 engines here in NZ (a couple of parts came via Aus) for example.
Like I said, just a thought - I'm surprised you can't get cheap Japanese stuff, it's everywhere here !! Some of the modern Jap L4 and L6 twin cams have a very good reputation for power and durability, L4s should go in easily.
Australia has a mix of locally assembled and Eurpoean imports from both Ford and GM. I can still buy parts for the Cologne V6 engines here in NZ (a couple of parts came via Aus) for example.
Like I said, just a thought - I'm surprised you can't get cheap Japanese stuff, it's everywhere here !! Some of the modern Jap L4 and L6 twin cams have a very good reputation for power and durability, L4s should go in easily.
thanks, no vixen as yet
have looked at a few other potential cars, but keep coming back to the vixen. I do like s6 tuscans also, but i prefer the classic stuff a bit more and its what im more familiar with
regarding the T5, any idea which hydraulic clutch assembly would suit, to provide a light pedal. As thats one of my main concerns
have looked at a few other potential cars, but keep coming back to the vixen. I do like s6 tuscans also, but i prefer the classic stuff a bit more and its what im more familiar with
regarding the T5, any idea which hydraulic clutch assembly would suit, to provide a light pedal. As thats one of my main concerns
geeeman said:
regarding the T5, any idea which hydraulic clutch assembly would suit, to provide a light pedal. As thats one of my main concerns
Remote servo on the clutch 
Been reading this with interest.... Some more info....
My S3 has a cable clutch, and the Holden Commodores (3.8 V6 Buick) here in NZ and Oz had cable clutches with a T5 box, so that may be another possibility too. In my exprience of building kits, cable clutches are easy to mod/fiddle etc. and tend to be a better 'feel' under the foot (IMHO, some may argue !!)
The S3 cable setup was a simple adaption to the pedal box (and in fact I've been wondering if it's worth copying on my wedge to make the clutch lighter, as the original design/adapation SUCKS)
Whilst I started off suggesting more classic engines, I agree there are some much better and lighter options around now, at reasonable prices. It's your choice, and very much depends what's around locally at decent prices.
You can use the fact that the Vixen frame was designed to take a 289/302 V8 (but it's a squeeze), so a pretty wide range of blocks should go in, but some of the DOHC engine designs are surprisingly wide, and little things like the exhaust plumbing can become a real challenge.
Knowing a little about modern engine management systems, if you get a modern Efi engine, I would buy the complete running vehicle, and strip it carefully to preserve the wiring loom, rather than risk some vital part(s) being missed and costing a lot to source from somewhere else, but that's just my viewpoint.
Some recommend carbs, but it can be very expensive to change the fuel system over, and it's hard to get both the power and economy back to match an Efi. This is especially true for newer ones, as they learn and adapt to each engine's characteristics as they run. (Not as true for a track type setup though)
Anyway, just my 2c worth...
My S3 has a cable clutch, and the Holden Commodores (3.8 V6 Buick) here in NZ and Oz had cable clutches with a T5 box, so that may be another possibility too. In my exprience of building kits, cable clutches are easy to mod/fiddle etc. and tend to be a better 'feel' under the foot (IMHO, some may argue !!)
The S3 cable setup was a simple adaption to the pedal box (and in fact I've been wondering if it's worth copying on my wedge to make the clutch lighter, as the original design/adapation SUCKS)
Whilst I started off suggesting more classic engines, I agree there are some much better and lighter options around now, at reasonable prices. It's your choice, and very much depends what's around locally at decent prices.
You can use the fact that the Vixen frame was designed to take a 289/302 V8 (but it's a squeeze), so a pretty wide range of blocks should go in, but some of the DOHC engine designs are surprisingly wide, and little things like the exhaust plumbing can become a real challenge.
Knowing a little about modern engine management systems, if you get a modern Efi engine, I would buy the complete running vehicle, and strip it carefully to preserve the wiring loom, rather than risk some vital part(s) being missed and costing a lot to source from somewhere else, but that's just my viewpoint.
Some recommend carbs, but it can be very expensive to change the fuel system over, and it's hard to get both the power and economy back to match an Efi. This is especially true for newer ones, as they learn and adapt to each engine's characteristics as they run. (Not as true for a track type setup though)
Anyway, just my 2c worth...
phillpot said:
Converting my Taimar from cable to hydraulic clutch.....
and Heighswitch....manifold swop....
Fair enough, I was just being general - there's always specific exceptions/conditions. No arguments from me !and Heighswitch....manifold swop....
Lovely photo by the way - what carbs/fuel setup are you using ?
Edited by RCK974X on Friday 8th August 01:21
heightswitch said:
prideaux said:
Neil I understand that bonnet on your race car but why on a Vixen did you get a BOGOF when you ordered your other one.
A
The original tuscan type Vixen S2 bonnet was scrap Andrew. The bonnet that is actually on the car is the bonnet from Kerry Horans racing griffith which won everything in the late 80's early 90's. I also have another Griffith bonnet without Vents but dad wanted the vents.A
I Guess if the other is a Griffen then this one must be a Grixen the Griffens baby Brother
A
Gassing Station | TVR Classics | Top of Page | What's New | My Stuff