High mileage on a RV8
Discussion
How high a miles can a RV8 sustain before needing some sort of major overhaul. I'm talking about a normal road car, not tracked or abused. Forgetting minor niggles, thinking more of main bearings, small rebores etc?
I'm guessing if its looked after 100k+ isnt unheard off.
Anyone own a really high mileage example?
I'm guessing if its looked after 100k+ isnt unheard off.
Anyone own a really high mileage example?
There are rumours doing the rounds that the RV8 is bullet-proof.
The engine is understressed compared to, say, a Speed 6 and the design is ancient so there is little excuse for a particular feature or foible not to be sorted. But:
Cams do go at a fairly early mileage. 60,000 is not unheard of. That said, it's a fairly cheap 'fix'.
There are two 'distinct' RV8s, the 3.5 and then the 3.9 and above. The difference is the bore size. The enlargement is borderline, some say over it, and can lead to problems with regards longevity.
As tuned originally, the engine produced 135bhp out of 3.5 litres. This is what one would expect of a 1.6 diesel nowadays so the 3.5 was entitled to be reliable.
The last three daily cars I have owned had 165K, 160K and 145K without any work being required at all. I expected such mileage. I would not expect my RV8 to manage this despite also being serviced regularly and having top quality oil.
Some of the things to watchout for: oil changes must be done on or before the service intervals. The luxury of 'a couple of thousand over' that one takes for granted with modern 'cooking' engines is not for us. High quality oil of the speciification advised is advisable. As with all engines, it should be warmed thoroughly before any weight is put on the accelerator. People drive sports cars differently to the way they drive Mondeos and this does take its toll.
It's a lovely engine to drive behind but it is an old design. The later Power RV8s have various weaknesses corrected but they also knocked out a fair bit of oomph so it was more a case of not allowing the reliability to deteroriate rather than making it bullet-proof.
So do not have unreasonable expectations of the RV8. But it is generally a reliable engine but it should be looked after.
The engine is understressed compared to, say, a Speed 6 and the design is ancient so there is little excuse for a particular feature or foible not to be sorted. But:
Cams do go at a fairly early mileage. 60,000 is not unheard of. That said, it's a fairly cheap 'fix'.
There are two 'distinct' RV8s, the 3.5 and then the 3.9 and above. The difference is the bore size. The enlargement is borderline, some say over it, and can lead to problems with regards longevity.
As tuned originally, the engine produced 135bhp out of 3.5 litres. This is what one would expect of a 1.6 diesel nowadays so the 3.5 was entitled to be reliable.
The last three daily cars I have owned had 165K, 160K and 145K without any work being required at all. I expected such mileage. I would not expect my RV8 to manage this despite also being serviced regularly and having top quality oil.
Some of the things to watchout for: oil changes must be done on or before the service intervals. The luxury of 'a couple of thousand over' that one takes for granted with modern 'cooking' engines is not for us. High quality oil of the speciification advised is advisable. As with all engines, it should be warmed thoroughly before any weight is put on the accelerator. People drive sports cars differently to the way they drive Mondeos and this does take its toll.
It's a lovely engine to drive behind but it is an old design. The later Power RV8s have various weaknesses corrected but they also knocked out a fair bit of oomph so it was more a case of not allowing the reliability to deteroriate rather than making it bullet-proof.
So do not have unreasonable expectations of the RV8. But it is generally a reliable engine but it should be looked after.
It's funny really .. not heard of many really high milage RV8 engines ..
But the design is very old (1950's ?) and although us Brits love it .. it's actually a pretty flawed design that although revised was never really improved hugely.
I guess the last development would be the Serpentine front around 1992 - OK there was the THOR injection changes but that was just top end I believe.
It's main issue seems to be a poor oil lubrication system .. that's pretty marginal at best.
Heads are a major weakness - in terms of flow and efficency.
Inlet is too small for big power..
But the design is very old (1950's ?) and although us Brits love it .. it's actually a pretty flawed design that although revised was never really improved hugely.
I guess the last development would be the Serpentine front around 1992 - OK there was the THOR injection changes but that was just top end I believe.
It's main issue seems to be a poor oil lubrication system .. that's pretty marginal at best.
Heads are a major weakness - in terms of flow and efficency.
Inlet is too small for big power..
rev-erend said:
It's funny really .. not heard of many really high milage RV8 engines ..
But the design is very old (1950's ?) and although us Brits love it .. it's actually a pretty flawed design that although revised was never really improved hugely.
I guess the last development would be the Serpentine front around 1992 - OK there was the THOR injection changes but that was just top end I believe.
It's main issue seems to be a poor oil lubrication system .. that's pretty marginal at best.
Heads are a major weakness - in terms of flow and efficency.
Inlet is too small for big power..
Serpentine front mustve been after 92 as i have a September 93 registered pre serp 500 But the design is very old (1950's ?) and although us Brits love it .. it's actually a pretty flawed design that although revised was never really improved hugely.
I guess the last development would be the Serpentine front around 1992 - OK there was the THOR injection changes but that was just top end I believe.
It's main issue seems to be a poor oil lubrication system .. that's pretty marginal at best.
Heads are a major weakness - in terms of flow and efficency.
Inlet is too small for big power..
just coming up on 60K so fingers crossed touch wood etc etc .
I think I'm right in saying that Jools' who posts on here, V8S has done 108K +.
My V8S had a TVR POWER upgrade at 72K and the bottom end and bores were fine.
Bottom line is to do as Derek Smith says - regular oil changes with a good oil + filter, be sensible on the warm up before using all the revs in the gears - essentially have some mechanical sympathy!
Nick
My V8S had a TVR POWER upgrade at 72K and the bottom end and bores were fine.
Bottom line is to do as Derek Smith says - regular oil changes with a good oil + filter, be sensible on the warm up before using all the revs in the gears - essentially have some mechanical sympathy!
Nick
nawarne said:
I think I'm right in saying that Jools' who posts on here, V8S has done 108K +.
My V8S had a TVR POWER upgrade at 72K and the bottom end and bores were fine.
Bottom line is to do as Derek Smith says - regular oil changes with a good oil + filter, be sensible on the warm up before using all the revs in the gears - essentially have some mechanical sympathy!
Nick
the 4 litre i've just taken out of my S had done 115k miles, original cam and original clutch. I only took it out cos ive fited a 5 litre serpentine engine, if i ever have to put the 4 litre back in i wont bother tounching it, it was as reliable as anything and i see no reason why it wouldnt have been for another 50k miles.My V8S had a TVR POWER upgrade at 72K and the bottom end and bores were fine.
Bottom line is to do as Derek Smith says - regular oil changes with a good oil + filter, be sensible on the warm up before using all the revs in the gears - essentially have some mechanical sympathy!
Nick
edited to add : it did many many track days, santa pod and over a hundred runs on the dyno and had about 210/215hp every time it went on.
Edited by trackcar on Wednesday 28th May 13:06
'93 4.3 Chim - 106,000 miles before rebuild due to HGF (no coolant in the system 
). One or two cam lobes were worn to the point that it was more or less a 7 cylinder engine by that point, bearing shells and cam bearings pretty worn, rest looked OK according to the engine builder. Ran just fine subjectively before it expired in a cloud of smoke, too. 
). One or two cam lobes were worn to the point that it was more or less a 7 cylinder engine by that point, bearing shells and cam bearings pretty worn, rest looked OK according to the engine builder. Ran just fine subjectively before it expired in a cloud of smoke, too. My '96 Chimaera 400HC has 125,000 MILES one clutch, 2 starter motors, no cam work or any engine work. Just good old Mobi 1 every 4 - 5000 miles.
Had over 150 Litres of oil, does not burn oil and just keeps going.
The only problem she has at present it the cost to fill the petrol tank.
RV8's live for ever.
Colin L
Had over 150 Litres of oil, does not burn oil and just keeps going.
The only problem she has at present it the cost to fill the petrol tank.
RV8's live for ever.
Colin L
zippy500 said:
Yeah is sounding that way, bar the odd isolated mishap, I was not aware of any major issues, just curious that was all. I'm a great believer in mech sympathy(not the PH Member) and keeping oil fresh anyway.
Cheers all
What you got against Bill then? Cheers all
900T-R said:
'93 4.3 Chim - 106,000 miles before rebuild due to HGF (no coolant in the system ). One or two cam lobes were worn to the point that it was more or less a 7 cylinder engine by that point, bearing shells and cam bearings pretty worn, rest looked OK according to the engine builder. Ran just fine subjectively before it expired in a cloud of smoke, too.
Bugger. My '92 Griff 430 went through 100,000 miles a few weeks ago. No suggestion of any issues thus far but maybe I should get the head gasket changed at next service?). One or two cam lobes were worn to the point that it was more or less a 7 cylinder engine by that point, bearing shells and cam bearings pretty worn, rest looked OK according to the engine builder. Ran just fine subjectively before it expired in a cloud of smoke, too. O/P
Mine was pulling better figures than many 500s at last year's Growl - keep 'em sweet, they'll stay mean!
Remember the saying 'no news is good news'!!
Part of the reason why you dont hear alot about big mileage RV8's is that they don't go bang very often..
Ive seen plenty of Range Rovers on Autotrader etc with 130-160k miles.. And yes they are not likely to have been driven quite the same as a TVR it still shows the engines can live a long time..
IMO engine design is very old and yes for power output the heads/inlet are poor but that doesnt really affect reliability..
My only concern would be that Oil flow/pressure is modest at best so ensure oil is changed frequently and also with the engine being Alloy, ensure you are careful with overheating and coolant levels.
A big problem (as most of us know) with TVR's is that the plastic body tends to hold the heat in and the cooling system must be in A1 condition to keep things under control. Overheat a RV8 and you are looking at trouble..
So if you look after the obvious and do all the necessary precautions then i would hope to see well over 100k without major surgery.
Part of the reason why you dont hear alot about big mileage RV8's is that they don't go bang very often..
Ive seen plenty of Range Rovers on Autotrader etc with 130-160k miles.. And yes they are not likely to have been driven quite the same as a TVR it still shows the engines can live a long time..
IMO engine design is very old and yes for power output the heads/inlet are poor but that doesnt really affect reliability..
My only concern would be that Oil flow/pressure is modest at best so ensure oil is changed frequently and also with the engine being Alloy, ensure you are careful with overheating and coolant levels.
A big problem (as most of us know) with TVR's is that the plastic body tends to hold the heat in and the cooling system must be in A1 condition to keep things under control. Overheat a RV8 and you are looking at trouble..
So if you look after the obvious and do all the necessary precautions then i would hope to see well over 100k without major surgery.
LordGrover said:
Bugger. My '92 Griff 430 went through 100,000 miles a few weeks ago. No suggestion of any issues thus far but maybe I should get the head gasket changed at next service?
Nah - had I managed to get the cap off the coolant tank and spotted the fact that there was no coolant due to radiator and water pump leaking like a sieve (where it went I don't know - there wasn't anything on the garage floor) I'm quite sure the thing would have rumbled on into eternity, albeit with a bit less power than it should have . If it ain't broke...
Oh, and the official Dutch TVR shop quoted three days shop time for changing the head and exhaust manifold gaskets, thus it was decided to take the engine out altogether and have it rebuilt to be on the safe side.
A year and 6.5 grand later...
LordGrover said:
zippy500 said:
Yeah is sounding that way, bar the odd isolated mishap, I was not aware of any major issues, just curious that was all. I'm a great believer in mech sympathy(not the PH Member) and keeping oil fresh anyway.
Cheers all
What you got against Bill then? Cheers all
Haha, nothing. Just didnt want folks thinking about him all the time.
I had a twin plenum Sdi Vitesse that had HGF at 135,000 miles. Whilst they took the heads off I asked them to check the internals - the reply came back "just nicely run in Sir". I did use Castrol Syntron though, and then in 1990 it was £8 odd a litre 
My V8S has now got 115k on it, but has had 2 new camshafts (damn these fast road cams are pretty soft), one because head gaskets were weeping and whilst it was being done cam lobe wear was obvious and a full rebuild at 80,000 when subsequent cam wear notification wasn't respected by MOT garage 
, who ended up coughing for the V8D rebuild cost.
Thanks Paul
Fresh oil is the saviour, at least twice a year whatever the mileage - and I've never done more then 10-11k per annum.
My V8S has now got 115k on it, but has had 2 new camshafts (damn these fast road cams are pretty soft
), one because head gaskets were weeping and whilst it was being done cam lobe wear was obvious and a full rebuild at 80,000 when subsequent cam wear notification wasn't respected by MOT garage , who ended up coughing for the V8D rebuild cost. Thanks Paul
Fresh oil is the saviour, at least twice a year whatever the mileage - and I've never done more then 10-11k per annum.
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