Andrew,
I am restoring/modifying my Spit Mk3 by combining it w/ a GT6 Mk2 chassis.
I ordered the TSSC Rear Bracken Conversion Kit from the Triumph Sport Six
Club in England. The kit comes w/ two brackets and two Spax Gas shocks.
It's really easy to mount and a lot better than the cut and weld I had
planned for my Spit wheel well. The kit costs 145 British Pounds or about
$228.00 U.S. dollars plush shipping. You can order via email or just
email them and request a catalogue. Their email address is,
cluboffers@aol.com . If you just want to order via email send them your
name, address, phone #, part # SP262, item name: Rear Bracket Conversion
Kit, and price: 145 Pounds. You'll need to give your credit card # and for
security tell them you'll send it in parts over two separate emails.
Mike
-----Original Message-----
From: Andrew Mace <amace@unix2.nysed.gov>
To: wizardz <wizardz@toad.net>
Cc: spit list <spitfires@autox.team.net>
Date: Monday, July 05, 1999 1:08 PM
Subject: Re: 1980 'Spit-6 conversion' DIRT CHEAP!
>
>On Sun, 4 Jul 1999, wizardz wrote:
>
>> I have a very good chance of picking up a driveable Spit-6. for dirt
cheap.
>> ...and I mean DIRT CHEAP!
>> Yeah there is some rust, but not in any critical or even very visible
>> places.
>> I believe it's a 1970 GT6 chassis with a '74 Spit body on it. The
>> original builder did a superb job, and sold it to a friend of mine last
>> summer
>> for next to nothing just to clean out his garage.
>>
>> My 1980 is nearly 98% rust free. VERY VERY good condition.
>> The frame is still shiny paint with ZERO rust.
>>
>> My Questions to the list:
>> I'm planning on mixing the best of both to re-create a new Spit-6.
>
>Why kill off a perfectly good, clean '80? Why not fix what needs fixing
>on the Spit-6?
>
>> Q1: WHAT IS THE DIFFERENCE IN THE TWO TRANNY'S?
>> My '80 is O/D and I'd like to use it in the Spit-6.
>
>Your Spit gearbox might be useable if you could find a clutch disc with
>the right splines, but you'd probably find the lower ratios would become
>stump pullers with the 6. Best to stick with a GT6 gearbox with its much
>more suitable ratios.
>
>> Q2: HOW ABOUT THE REAR ENDS? DIFFERENCES IN MOUNTING? STRENGTHS?
>
>Similar enough; just possible the '80 is even stronger than the original
>GT6 diff. But again, ratios are a question here. You don't really want a
>3.89:1 with the six unless you can gat an OD gearbox in front of it. (AT
>least I wouldn't want to sacrifice comfortable higher-speed cruising for
>the slight benefit to acceleration of the 3.89 over the 3.27 of the GT.)
>
>> Q3: I know I can weld in the upper shock mounts for the rear shocks into
>> the wheel arches of the '80 tub (to dup. the 6 setup)
>> WHERE DO I GET THE BRACKETS?
>
>Brackets I think are available from Kipping and/or Rimmers in the UK, and
>there is an alternative style of bolt-in bracket available as well (bolts
>to original upper shock mount, I think).
>
>> Q4: ANYONE HAVE A GOOD 6 BONNET WITHOUT MUCH RUST?
>> I like the smooth curves of the Spit bonnet better and would love to stay
>> smooth
>> but I know this is impossible.
>
>A good 6 bonnet without rust? Sure. Buy new from Heritage-approved
>supplier of same and spend lots of money. Otherwise, prepare to be very
>patient waiting to find a decent 6 bonnet.
>
>> With the laid down radiator of the late model (1979-80) I know I have
plenty
>> of room
>> to drop in the 6 cylinder.
>> Q5: ANYONE THINK OF ANY OTHER MAJOR PROBLEMS I MIGHT ENCOUNTER?
>
>Nothing too serious. But I still think you're better off starting with
>AND ending up with two cars. Alternatively, if your '80 is really that
>nice, sell it and put the money into the Spit 6. Just a thought....
>
>--Andy
>
> * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
> * Andrew Mace e-mail: amace@unix2.nysed.gov *
> * *
> * Mrs Irrelevant: Oh, is it a jet? *
> * Man: Well, no... It's not so much of a jet, it's more your, er, *
> * Triumph Herald engine with wings. *
> * -- The Cut-price Airline Sketch, Monty Python's Flying Circus *
> * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
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