nmauduit wrote:thank you for your detailed feedback and operation follow up (an idea of total cost and build time would be of interest as well, as a reference to whomever would consider that route).
The total cost was around 4100 pounds broken down as:
Basic kit: 2500 pounds
BGH Close Ratio gearset: 1000
Shipping (UK to California): 150
Insurance: 50
Sub-total: 3700 pounds
Note on gear sets: While you most likely at least want to change out the standard T9 overly low first gear (plus 200 pounds), I would also note that the Voigt T9 conversion kit is based upon reconditioned T9 units. I didn't relish the idea of using a gearset that had already seen perhaps 100K miles or more in a knackered Ford Sierra or such. But I have not heard anyone complain about this before. Previous comments on the Voigt box were that perhaps the shift action was not quite as good as the 4-speed. My (limited) experience so far is that the shift action, smoothness, noise, are actually noticeably better with the 5 speed (as equipped with a brand new BGH gearset, and Quaife short shift). My 4 speed had recently been rebuilt professionally so should be a valid comparison.
I spent another 400 pounds or so for items largely particular to my car, that might not be needed by others:
1. Uprated T9 clutch friction plate (replacing the supplied Voigt one)
2. Uprated clutch pressure plate, used existing one on my car (0 incremental cost). Replacing the lower rated one supplied by Voigt
3.Uprated TTR gearbox bracket
4.Uprated bronze shift saddle clip
5. Quaife short shifter
6. Bell Housing grommet
7. 2 quarts Redline MT90
Costs for me were helped by the weak UK pound/Dollar exchange rate.
In terms of time expended on the conversion, the most time was in researching and adapting things that deviated from the standard kit because of my particular configuration (uprated engine, TTR large bore race exhaust), things that I wanted to change (shift lever), as well as some quirks in what was supplied as enumerated below. If your Elan is pretty standard you can avoid a lot of the time spent on these items (details in earlier posts):
1. Aluminum rail plug was missing on my gearbox. Took weeks for Voigt to supply these (only need one) only to find that the supplied one(s) were too small. Fashioned my own from bar stock
2. The supplied gearbox bracket fouled the gearbox casting. If you have a standard exhaust, simply notch it (like Steve) and move on. I spent extra time fashioning a flange (like the old Voigt ones) only to find that it interfered with my exhaust. In the end I didn't use the Voigt bracket at all but used the standard Elan bracket design (rotated 180 degrees) with aluminum spacers.
3. Spent a long time fitting the new driveshaft yoke to my uprated TTR propshaft. Couldn't get the U-joint to fit with the existing snap rings. Spent a lot of time on this. But, glad that I replaced the TTR u-joint with a more robust OEM Spicer unit (better roller bearings), as well as a sealed unit with no grease nipple - would not be able to access this to service this anyway.
4. Spent a long time figuring out what pressure plate had been supplied by Voigt (turns out to be 120 ft-lbs) as he would only say it was "standard". Created a test rig. Used my existing uprated pressure plate in the end.
5.Spent a long time figuring out what portion of the tunnel frame needed to be cut. Because I was not using the speedo angle unit (using GPS instead) I figured that the metal removal specified by Voigt was excessive. In the end much less material was removed. In fact, it is not clear to me that the Voigt supplied template needs to have as much material removed as indicated even if using the angle speedo drive. The actual time to make the cut was small. Spent time with an endoscope to ensure that clearance was good with gearbox in place.
6. Spent extra time with a Dremel to remove material for clearance of the rear of the gearbox mount. Also removal of fiberglass from the tunnel to be able to insert the third gearshift bolt from above. Neither issue is noted in the Voigt instructions.
7. Spent extra time verifying that the gear ratios delivered were as ordered. Found out that fifth was 0.75 instead of 0.82 as specified. OK with that as it is no problem with the torque of my engine. Gives an even more relaxed cruising rpm.
8.Spent extra time measuring engine/gearbox - propshaft - diff angles. In the end, I made no adjustments. The U-joint operating angles were within a good range, as is. The diff angle was not as it should be according to theory (parallel with engine/gearbox) but after consulting with Dave Vegher I left it alone and didn't try to adjust it. With the current setup there are no vibrations or noises (tested from 0 to 90 mph - so far). None of this is discussed in the Voigt instructions - probably just proceed without this extra effort (witness Steve).
9. Spent extra time mounting the bleed nipple to the firewall. The TTR exhaust manifold is too large for the Voigt recommended mounting to a rear exhaust stud.
10. Spent extra time measuring the throw angles and travel of the gear shift for a.) the 4 speed, b.)the Voigt T9 with the supplied lever, and c.) the Quaife short shifter. Contacted Quaife to get dimensioned drawings. In the end, opted for the Quaife short shifter (not Caterham which is even shorter).
11. Spent extra time turning down the Quaife short shifter to fit into the Voigt tailpiece opening.
12. Spent extra time making an adapter for the standard Elan shift knob to mate to the larger metric thread on the Quaife short shifter.
13. Spent a lot of time understanding/researching the shift rod saddle. My Voigt box came with a plastic one that was already worn/deformed. I then proceeded to obtain new plastic ones (the first one did not fit) as well as a bronze one (supplied by a Forum member). Much discussion about the tab on these T9 saddles which didn't fit into the Voigt box. After rumination, ground the tab off the bronze one and used it. Result is a very precise and smooth gear change - and no rattling or buzzing.
Again, if you follow the more linear path (like Steve), and don't go down the rabbit holes I did, the conversion build time is not that bad. The most tedious part is just the usual engine/gearbox in and out.
I just spent a lot of extra time making sure I understood what was being done as well as to satisfy my own curiosity. After all, I did have plenty of time given the Covid sequestration. Originally I wasn't going to tackle this until late in the year when the weather turned.