You Wrote:
> For some reason I thought you were in arizona or new mexico.
> Have you always lived in oregon?
I was going to e-mail you today anyway. Yes, I did live in NM for about 27 years (after Cal. for about 24 years). We've been in OR for about 2 years, and love it. You wouldn't believe the beautiful drives around here. Lots of twisty backroads to exercise a Sunbeam.
Some of the information I have on the Alpine limited slip diffs. is hearsay, but I think it's accurate. I had a conversation with Doane Spencer (formerly of Hollywood Sportscars) at SUNI III (before he passed away last year), and he said he built a lot of limited slip rear ends for the Alpine that were used in competition around the country. He said there was quite a demand for a while. I got the impression that he was the major supplier of these units, and that they bolted into the Alpine axle housing. As far as I know, Dana rear ends were only used on Tigers, and not on Alpines (I could be wrong, Spencer was an old hot-rodder and could have used anything). Chris McGovern's book on the Alpine details modifications made to a Canadian racing Alpine in the '60s. The following entry is pertinant:
Rear Axle Assembly:
1. Diff. ratio of 4.8 : 1 preffered (alternative of 4.44 : 1 used at Mosport). 2. Reworked limited slip diff. assembly fitted (purchased from Rootes, Los Angeles). [Note: this would probably have been one of Doane Spencer's] 3. Axle casing reworked to prevent oil wash to rear hub seals. [Confirms Alpine axle casing- - - this was a common performance mod.) 4. Radius rod made up and installed from axle casing to frame to prevent axle bounce on acceleration. [Like the Panhard rod on the Tiger?] 5. Rear axle lowered 2 1/2". 6 Diff. oil type S.P. 50136 used with Molyslip added.
So it looks to me like "Rootes, Los Angeles" supplied Doane Spencer's limited slip diffs. to racers across the continent. Ian Garrad probably had a big hand in all this, as he was promoting and supporting Sunbeam racing on this side of the pond, and was based in So. Cal. where the action was. It would figure that "Rootes, LA" would eventually evolve into LAT. There are lots more good performance notes in Chris's book.
Jack Brabham had a performance parts business for Alpines in England, and it wouldn't surprise me if he also offered a limited slip diff. I wonder if anyone has a list of the parts he offered?
There probably isn't a very good chance of finding one of these old Alpine after-market units, let alone parts that would fit it. The Tiger rear axle and limited slip option is an obvious choice for a retrofit, since it would also handle more power. I talked to a guy in Gallup, NM who used to race Alpines, and "locked" his rear ends by welding the spider gears. 'Sounds a little crude, but not much different than the way they approached most rear ends in Gallup (a little regional humor). If I used an Alpine rear axle, I would go with the SV, since the bearings and axles are more robust.
Consider also using an MGB axle and limited-slip diff. (that's the way I would go). These are readily available via the after-market and the track is only 1/2" wider than the Alpine. The standard MGB rear end was also used with the MGC and V-8 engines, so it should be plenty stout (British reliability, and all that). Rear axles should be easy to find, and you could splice an MGB and Alpine driveshaft. I seem to remember that one of these would set you back about $1K. Check Vicky Britt, Moss, or any of the disgustingly abundant MGB parts suppliers. You might even find one used if you ask some vintage racers. I seem to recall that some of the Alpine Vintage racers use the MGB unit.
What I wanted to tell you is that I now have a 7/8" front swaybar installed. you're right, the old bar was 5/8". I laid both bars out on the floor, and they were a near perfect match. The gap* across the "yoke" of the larger bar was just slightly narrower where it contacts the A-arms, but nothing to write home about. The angles of the legs contacting the A-arms were identical. I used a rotary rasp to enlarge the holes in the old rubber bushings, bolted it up, and it fit like a charm. It clears the front lip of the x-member by nearly an inch (a little more than the old bar). It had been used, and looked old enough to be from the "golden age" of Alpines. If it's not one of the ones you guys commissioned, I am assuming that it was a performance part from the good-old-days. It REALLY makes a difference (like you said). Going from a loose 5/8" bar to a tight 7/8" bar is a whopping change in handling. The car drives like a go-cart now, and steering inputs are taken seriously (finally). Thanks for the tip. I feel lucky to have had the correct bar. Which way to the autocross?
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Take care,
Rex
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> From: Jarrid Gross (Yorba Linda, CA) <GROSS(at)UNIT.COM>
> To: Rex Funk <rexfunk(at)magick.net>
> Subject: Alpine info needed.
> Date: Wednesday, June 24, 1998 8:53 AM
>
> Rex,
>
> For some reason I thought you were in arizona or new mexico.
> Have you always lived in oregon?
>
>
> Anyhow, the question I have for you involves the dana (27?) limited
> slip diff used on the factory alpine race cars.
>
> Ive asked for info from time to time, but nobody on the list has ever
> been able to give me any insight.
>
>
> How bout you?
>
>
>
> Jarrid