Chassis differences
Discussion
My car is a 1985 series 2 (A frame) 350i.
It has had a few improvements, up-rated driveshafts and most bushes, adjustable front dampers (rears are next).
I have a dream of some day doing some suspension, breaks, and finally engine upgrades, including transition from flapper type injection to fully mapped engine management.
I know a more cost effective starting point would be to sell it and buy something like a SEAC, but I like and know what I've got and actually prefer the shape (no offence, it's just me. I also prefer the earlier more angular Esprits to the later ones, especially the V8).
My questions are…
What are the differences on the later and more exotic wedges with respect to suspension and power train?
Are any of the differences worth incorporating into my upgrade project and are they sensible to do?
What upgrade options have I got with breaks and if better disks and callipers are fitted to the front does anything need to be changed at the back to maintain bias?
Even though I am not anticipating doing anything soon ( got to build the garage first! ) this is just the sort of discussion this forum was meant for.
Pipe dreams today, reality tomorrow,..... perhaps.
Leo
It has had a few improvements, up-rated driveshafts and most bushes, adjustable front dampers (rears are next).
I have a dream of some day doing some suspension, breaks, and finally engine upgrades, including transition from flapper type injection to fully mapped engine management.
I know a more cost effective starting point would be to sell it and buy something like a SEAC, but I like and know what I've got and actually prefer the shape (no offence, it's just me. I also prefer the earlier more angular Esprits to the later ones, especially the V8).
My questions are…
What are the differences on the later and more exotic wedges with respect to suspension and power train?
Are any of the differences worth incorporating into my upgrade project and are they sensible to do?
What upgrade options have I got with breaks and if better disks and callipers are fitted to the front does anything need to be changed at the back to maintain bias?
Even though I am not anticipating doing anything soon ( got to build the garage first! ) this is just the sort of discussion this forum was meant for.
Pipe dreams today, reality tomorrow,..... perhaps.
Leo
go to www.t-v-r-services.co.uk and read the 520 story. Covers everything you could possibly do to a Wedge. Well not really as the 2005 spec mods stuff isn't on there yet... 
shpub said:
go to www.t-v-r-services.co.uk and read the 520 story. Covers everything you could possibly do to a Wedge. Well not really as the 2005 spec mods stuff isn't on there yet...
Thanks Steve. It makes for interesting reading. I've just scanned through it quickly but will spend more time reading it again later.
One thing that I am still unclear about is differences between my a-frame 350 and the later and more exotic wedges, with respect to chassis, suspension?
Leo
shpub said:
Nothing really. The key thing is having the A frame. Some SEACs had luxuries like rose joints etc but that can be done easier enough. Like most things with these cars, nothing is impossible given deep pockets.
oh! I thought that there was something that allowed adjustment of camber front and back, or is this a function of using rose joints?
I've up-rated the A frame bushes with ones from RT that look like they are made from some sort of engineering grade of nylon (very hard) so I guess that with my new up-rated driveshafts the backend is pretty well sorted?
Ta
Leo
gsx600 said:
So are we saying the bigger engined 4.2, 4.5, 5.0 SE /Seac had no major changes as standard to a 400SE
No bigger brakes front or rear, better suspension, cooling etc ?
IMHO yes but remember that the 450 SE/SEAC is the largest engine. The last ones were the 430SEs, ie the 5.0 SE does not exist as a Wedge production car.
Yes ish... sort off ish.
To be honest though, as soon as the power starts to increase, the standard braking/suspension setup starts to show its limitations. I speak from experience. Nothing that money can't address though as the basic design is pretty good. It also depends on what you do with the car as well.
I still don't think I have come to the Wedge limit with the 520. The 2005 spec should be quite entertaining if everything goes to plan.
The 5 litre cars were modded after they left the factory and were actually 450SEs. One was sprinting a few years ago and was nothing special.
To be honest though, as soon as the power starts to increase, the standard braking/suspension setup starts to show its limitations. I speak from experience. Nothing that money can't address though as the basic design is pretty good. It also depends on what you do with the car as well.
I still don't think I have come to the Wedge limit with the 520. The 2005 spec should be quite entertaining if everything goes to plan.
The 5 litre cars were modded after they left the factory and were actually 450SEs. One was sprinting a few years ago and was nothing special.
Fundamental differences on the A frame cars is that 400/450's had square outrigger tubes and that is essentially it - I have seen the jigs up close.
The SEAC's with the fully adjustable suspension have quite a few changes at the front as the suspension has coil over shocks and thus the bottom arms are different and the top mount is completely different. Also the TCA's are rose jointed thus where they join the chassis at the front is quite different.
My race project has significantly different suspension, done by Moore Racing. It is similar to the Taz racers but with a few more tweaks. Coil over shocks all round but these are 2" longer (More travel) than the Taz racers and are upright. This lot with the Springs and Dampers (Nitron/Eibach) cost £2,500. Additionally I had the ARB changed to rose jointed with beafed up mounts and the TCA's chassis end changed for rose jointing which was another £1k.
Unless doing serious competition it ain't really worth doing more to the standard chassis. Best thing is a good set of springs and dampers, decent bushes and a good set of brakes. On a 350 a good move is to fit 400/450 brakes and someone here may have some if they've upgraded their 400/450/SEAC.
TaS
The SEAC's with the fully adjustable suspension have quite a few changes at the front as the suspension has coil over shocks and thus the bottom arms are different and the top mount is completely different. Also the TCA's are rose jointed thus where they join the chassis at the front is quite different.
My race project has significantly different suspension, done by Moore Racing. It is similar to the Taz racers but with a few more tweaks. Coil over shocks all round but these are 2" longer (More travel) than the Taz racers and are upright. This lot with the Springs and Dampers (Nitron/Eibach) cost £2,500. Additionally I had the ARB changed to rose jointed with beafed up mounts and the TCA's chassis end changed for rose jointing which was another £1k.
Unless doing serious competition it ain't really worth doing more to the standard chassis. Best thing is a good set of springs and dampers, decent bushes and a good set of brakes. On a 350 a good move is to fit 400/450 brakes and someone here may have some if they've upgraded their 400/450/SEAC.
TaS
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