5 Speed Transmission Conversions

[anonymous-user]

RCK974X said:

To be totally fair...Not Always !!

The (horrid) setup in the Wedge V6 means the cable can fray in the pedal box where it can't be seen....and was bad design (cost me 2 cables before I modded it) I don't understand why TVR changed from the much neater Vixen/M modification....

The original Ford setup also wasn't obvious if cable frayed close to pedal - had that happen once too !

So hydraulics wear and seals can fail, but cables tend to flex and fray where there is movement (inevitably at each end).

I still think cables are easier to mod and adapt if OE has them, but mainly because the brackets are simpler to make up !

It's cheaper too, for a cable and pedal box mod it saves centre clutch, pipes, spacers and master cylinder. The spacers can be the best part of 50 quid particularly as I presume for the triumph engine there's an adapter plate thickness to take up as well.

[Andrew Gray]

In fairness they all have there advantages and disadvantages whats important whatever is fitted is its right for the application and your happy with what you have.
I have both and see the advantages of both as for cable fraying in my experience when it went i had no warning it just went.
Fortunately i had a second hand one in the spares and i ordered a new one which is still not fitted i keep meaning to switch but the old one is going strong 40 min to change without a ramp so about 20min with if you dont get distracted cleaning everything when doing it
Spare is hidden under the carpet.

Given a choice they would all be cable.
A

[anonymous-user]

Hydraulic for me as I get older. Lighter clutch action is easy to obtain.

[plasticpig72]

Surely light or heavy clutch action depends on the mechanical or hydraulic advantage.
Hydraulic change master or slave dia.
Mechanical change position of clevis pin from axis for more or less advantage.
imho both can be changed to your liking.
Maybe it's a good idea to fit a normal clutch for road use and not a heavy duty one where you need bionic leg muscles
The owner before me of my 3000M fitted a heavy duty clutch but i don't know why
Alan

[LSRbbs]

Thanks for all the information. Couple of answers, yes, 2500M has hydraulic clutch. My current box grinds downshifting into 2nd so needs some work there. I was really just researching what options exist. I'm of two minds as part of me doesn't like deviating from stock as the entire car is in pretty good shape for a survivor. However, an extra gear would be great for longer drives and the switch wouldn't really be visible to people. May just have to keep an eye out for a OD unit.

Neil.
73 2500M

[anonymous-user]

plasticpig72 said:

Surely light or heavy clutch action depends on the mechanical or hydraulic advantage.
Hydraulic change master or slave dia.
Mechanical change position of clevis pin from axis for more or less advantage.
imho both can be changed to your liking.
Maybe it's a good idea to fit a normal clutch for road use and not a heavy duty one where you need bionic leg muscles
The owner before me of my 3000M fitted a heavy duty clutch but i don't know why
Alan

Unfortunately with the internal slave there's no changing diameters as if the travel is increased it will push the bearing too far into the fingers and there's no adjustment at the clutch end. Mine only works on the smallest Girling diameter which does in fact give the lightest clutch - so much so I thought the system wasn't working at first.

[RCK974X]

LSRbbs said:

Thanks for all the information. Couple of answers, yes, 2500M has hydraulic clutch. My current box grinds downshifting into 2nd so needs some work there. I was really just researching what options exist. I'm of two minds as part of me doesn't like deviating from stock as the entire car is in pretty good shape for a survivor. However, an extra gear would be great for longer drives and the switch wouldn't really be visible to people. May just have to keep an eye out for a OD unit.

Neil.
73 2500M

Honestly I think it will be easier to fit an overdrive box. Any of 2500/2000 saloon or even TR5,TR6, as they are all the same.
Don't know now, but used to be pretty common around UK scrappers !! Also OD boxes were fitted to TVR, so keeps it all OE.

From memory (so could be wrong) I think the OD box isn't even any longer, so everything should just bolt up. (gearbox mount may be slimmer ?) Wiring for overdrive is very simple, and if you get the gear stick with switch, you're all set.

[plasticpig72]

100% go for an Overdrive so classic. I've always fancied an Overdrive on a car with the switch in the gearlever.
Alan

[Dollyman1850]

There are 2 types from early and late triumph cars…A type and J type from memory. early type is overdrive on 2nd, 3rd and 4th. Later type 3rd and 4th only.

http://www.ebay.co.uk/itm/Triumph-2000-2-5pi-tr5-6...

They aren't hard to find.

N

Edited by Dollyman1850 on Monday 29th August 12:31

[RCK974X]

I do remember that the only difference is an extra switch attached on top to 1 & 2 select rail, which I think was only fitted to TR6.

All the Triumph 2500 saloons I had in the past were 3/4 only (both 'A' and 'J' types).

Triumph used same switch for reverse lights too, but it's pretty obvious when you look at the box. I that ebay photo is therefore a TR6 one, with the extra switch on the top.

NB. both A and J overdrives are close to the Ford 5th gear (0.82 : 1) so I reckon this box is the best solution to stay original and get more relaxed cruising. Hell, even speedo cable will fit unmodded (there's another little gotcha with the Ford box....)

[anonymous-user]

Ironic you should mention the cable - with the 1600 Vixen the speedo cable is the ONLY bit that fits the T9 box unchanged