Ford 2.9i V6 transmission options

Hi guys

some of you might remember me, I am building a Dino 206SP on a GT40 frame here in germany.
My engine choice is a Ford 2.9i (cologne) V6.
Reason: V6 because the Dino had a V6, engine looks oldschool/sixties, conversion to triple carb config will help keeping the Dino engine look...and the engine is already sitting in my garage ;-)

Silly question:
what transmission options do I have?

- I have a VW adaptor, will a beetle or T3 bus transm. rotated upside down work?
- the Ford P6 or Saab 96 had frontwheel drive and a Ford V4, it is an easy install but will the transm. not break with the extra torque?
- Porsche upside down with the VW adaptor but Porsche transm. is very expansive, worth the extra money?
- UN1/Audi 01E, do adaptors exist? Audi V6 package would be easy to get but I don't want the ugly Audi V6 engine....

- other recommandations?

Any help is much appreciated...thanks
 

Eddy McClements

Supporter
Before you get any deeper into engine/transaxle combinations, would you like to think about an Alfa Romeo "Busso" V6 instead?





Both 12v and 24v versions were made, comes from the "correct" country, sounds beautiful...?

This guy put one in an Ultima, with the right layout (mid-engine, front-rear orientation):-



Now, I realise that I haven't anwered your question about which transaxle to use, but I wish you well with your project....it's a beautiful car.
 

Mike Pass

Supporter
Check that the Ford Cologne V6 bolt pattern is the same as the Ford 302 V8. If so then the attached file will do.
Adaptor plates are available from the usual suspects.
Southern GT
GTForte
Tornado Sports Cars
GT Racing


GT40 Gearboxes rough guide

Renault


369 - Early box similar to UN1. Was fitted to Renault 20. Lower ratios than UN1
UN1 - later box.
Best is UN1 013 from Renault 21 Turbo strongest and best ratios

Model Part No. Ist 2nd 3rd 4th 5th Rev Diff

20 369.00 3.36 2.06 1.38 1.06 0.82 3.55 4.11
369.05 3.36 2.06 1.38 1.06 0.82 3.55 4.11
20TX 369 3.36 2.06 1.38 1.06 0.87 3.55 3.778
20LS/TS 369 3.82 2.18 1.41 1.03 0.86 3.55 3.778
30TX 369-01/06/017 3.36 2.05 1.38 1.06 0.82 3.55 3.89
30TS 369-01/06/014 3.36 2.05 1.38 1.06 0.82 3.55 3.89
21Turbo UN1-013 3.36 2.05 1.38 1.03 0.82 3.54 3.44
25GTX UN 1-03 3.36 2.05 1.38 1.04 0.82 3.55 3.89
25V6 UN 1-04 3.36 2.05 1.38 0.96 0.76 3.55 3.89
Alpine GTA UN1-05 3.36 2.05 1.38 1.04 0.82 3.55 3.44
25 UN 1-06 3.36 2.05 1.38 0.96 0.76 3.55 4.11
AlpineTurbo UN1-07 3.36 2.05 1.38 0.96 0.76 3.55 3.44
25V6 Turbo UN1-08 3.36 2.05 1.38 0.96 0.76 3.55 3.778
Chris Cole does rebuilds and upgrades such as strengthening parts LSDs etc. Does not do internet so ring him on 01952 416051, 148, Waverley Woodside Telford TF7 5LX



Porsche G50
My choice if I was building now. Must be run inverted as the crown wheel cannot be flipped over on this box. Very strong. Lots of places who rebuild. Well known box. A few different types. Used in Ultimas with engines up to 720hp. Pete Thompson runs one in his GT40 with 500hp 500 torque small block.

ZF

Original gearbox on small block cars. (KarKraft box on MK2s) Power up to 500hp
Good box also used on De Tomaso Pantera. Hard to find now especially 01 box
No longer made by ZF but still made by RBT in USA. Cost £8,500
http://www.rbttrans.com

ZFQ
Made by Quaife as direct replacement for ZF as ZF now too rare. Fits exactly as ZF but completely different inside. Has L.s.d. and very slick gearchange. Power handling more than ZF.
https://shop.quaife.co.uk/catalogsearch/result/?vehicle=&q=ZFQ

Audi

Don’t know much about Audi boxes but 01E now seems to be the one to use
GT Racing do them and the stuff to fit them to the Ford Small Block
http://www.gtracingonline.co.uk/4.html
Cheapest option as there are lots around eg Ebay

For Ford V6s the triple Weber DCNFs are hard to find now.
You might look at the Ford Granada/Scorpio Cosworth V6. Designed by Brian Hart and built by Cosworth. Very smooth and powerful and looks more like a Dino engine (change the cam covers). I had an injection inlet manifold for one of these from Jenvey. Easy 300bhp.

Cheers
Mike
 

Attachments

Thanks Mike and Eddy
I'd love to go Alfa but figured out the adaptor with clutch activation is very difficult, some guys did it and told me it is a pain in the a....

Mike, that's a good list of options, UN1 are gone from the market here in germany, most of all VW T3 bus drivers did the UN1 conversion to have 5 gears and low revs, even if a rotten UN1 is offered the seller thinks he is selling diamonds...
Looks like I go Audi...cheap and easy install, found a Ford to Audi plate CAD file at google, looks simple
 

Eddy McClements

Supporter
Just in case you have issues with clutch actuation, this may help:-

I was building a Seven-esque car a few years ago and there was no room in the bulkhead/tunnel area for the bulky external slave cylinder. I could have moved the engine/trans further forward, but I wanted the weight rearward & the gearstick in the best position. This left me needing a concentric slave cylinder round the gearbox input shaft.
First I assembled the flywheel, clutch cover with a worn-out clutch plate and measure the position of the "fingers" on the clutch cover, then I repeated the exercise with a new plate. This gave me the total travel required of the slave, and the start/end positions, taking into account future plate wear. I then made an adapter plate of the correct thickness and mounted a Saab 99 concentric slave cylinder on the adapter.



Like this (though this isn't my set-up)




I connected a short hydraulic hose to the upper port, and routed it out of the bellhousing to a bleed nipple. I also fitted a stop to the clutch pedal to prevent over-extending the piston on the slave cylinder and accidentally popping it out.
 
Just in case you have issues with clutch actuation, this may help:-

I was building a Seven-esque car a few years ago and there was no room in the bulkhead/tunnel area for the bulky external slave cylinder. I could have moved the engine/trans further forward, but I wanted the weight rearward & the gearstick in the best position. This left me needing a concentric slave cylinder round the gearbox input shaft.
First I assembled the flywheel, clutch cover with a worn-out clutch plate and measure the position of the "fingers" on the clutch cover, then I repeated the exercise with a new plate. This gave me the total travel required of the slave, and the start/end positions, taking into account future plate wear. I then made an adapter plate of the correct thickness and mounted a Saab 99 concentric slave cylinder on the adapter.



Like this (though this isn't my set-up)




I connected a short hydraulic hose to the upper port, and routed it out of the bellhousing to a bleed nipple. I also fitted a stop to the clutch pedal to prevent over-extending the piston on the slave cylinder and accidentally popping it out.
Yes, that was the issue with the Alfa/Audi conversion, a slave cylinder mounted to the shaft was needed and nobody got it working properly, too little space...
 
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