Driven – RG’s demonstrator Tuscan with their Gen 2 FFF engin
Discussion
Blimey, I think that I’ve found out what the FFF stands for; f
k fk fk! I was really blown away. I love the original FFF engine, but the total package that includes this new version of the head is really something else. It is so much better than the already great original FFF head.
I took it out for about 30 – 40 minutes last night, from cold, and it behaved impeccably. From the start it was nice and smooth and even under 2500 revs had plenty enough oomph to shift it very quickly. But when it got above 60 centigrade and I could start to open it up, it was fabulous. The power delivery is really linear, smooth and predictable with no hard to control aggressive surges,. It just keep piling on. It’s hard to believe that a Speed 6 can feel so, well, good. And it is much, much more powerful and faster than my Gen 1 FFF engine.
The available torque is really noticeable too; to start with I had to keep checking that I was in 5th gear as it pulled so well. From 60mph in 5th it pulls really nicely. But get above 3000 revs and it is like a train.
I suppose that it is a function of both the improved head/components, and the Syvecs kit. I have no idea what generates the biggest improvement – the sum is much greater than the parts I would suspect. But the better mapping, better head and sequential injection work together bloody well and this is a great package.
It’s putting out 438bhp and 330ft-lbs (as already documented on the other thread about this engine), and the torque comes in nice and low and is available over a wide usable band so it is extremely drivable. And this is still just 4.0 litre – if they ever opt for an increase in capacity I would imagine it would be quite incredible. I know that they will be announcing some further development soon (a few weeks I believe) so I will be very interested in what they have to say early/mid June.
Racing Green are more than happy for people to test it so I strongly recommend giving them a call to arrange to take it out. I know that their communications strategy has been criticised by lots of people on here, and I can’t comment on why they do things the way that they do, but now they have a fully working demonstrator and are taking orders for delivery of this package to customers by mid June.
Nope – I have no affiliation of any kind with Racing Green other than that I get all my work done there, like all the guys and respect what they are trying (hard) to achieve. So in order to make up your own mind about them intelligently I really do recommend arranging a test drive and having a long chat with Colin/Bryan. They will happily and honestly explain what they have been doing, where they currently are, what problems they have faced and where they might be looking to go. But I think that the bottom line is that the proof is in the pudding and if you drive their demo car you cannot fail to be extremely impressed. I've fallen in love with the bloody thing
k fk fk! I was really blown away. I love the original FFF engine, but the total package that includes this new version of the head is really something else. It is so much better than the already great original FFF head.I took it out for about 30 – 40 minutes last night, from cold, and it behaved impeccably. From the start it was nice and smooth and even under 2500 revs had plenty enough oomph to shift it very quickly. But when it got above 60 centigrade and I could start to open it up, it was fabulous. The power delivery is really linear, smooth and predictable with no hard to control aggressive surges,. It just keep piling on. It’s hard to believe that a Speed 6 can feel so, well, good. And it is much, much more powerful and faster than my Gen 1 FFF engine.
The available torque is really noticeable too; to start with I had to keep checking that I was in 5th gear as it pulled so well. From 60mph in 5th it pulls really nicely. But get above 3000 revs and it is like a train.
I suppose that it is a function of both the improved head/components, and the Syvecs kit. I have no idea what generates the biggest improvement – the sum is much greater than the parts I would suspect. But the better mapping, better head and sequential injection work together bloody well and this is a great package.
It’s putting out 438bhp and 330ft-lbs (as already documented on the other thread about this engine), and the torque comes in nice and low and is available over a wide usable band so it is extremely drivable. And this is still just 4.0 litre – if they ever opt for an increase in capacity I would imagine it would be quite incredible. I know that they will be announcing some further development soon (a few weeks I believe) so I will be very interested in what they have to say early/mid June.
Racing Green are more than happy for people to test it so I strongly recommend giving them a call to arrange to take it out. I know that their communications strategy has been criticised by lots of people on here, and I can’t comment on why they do things the way that they do, but now they have a fully working demonstrator and are taking orders for delivery of this package to customers by mid June.
Nope – I have no affiliation of any kind with Racing Green other than that I get all my work done there, like all the guys and respect what they are trying (hard) to achieve. So in order to make up your own mind about them intelligently I really do recommend arranging a test drive and having a long chat with Colin/Bryan. They will happily and honestly explain what they have been doing, where they currently are, what problems they have faced and where they might be looking to go. But I think that the bottom line is that the proof is in the pudding and if you drive their demo car you cannot fail to be extremely impressed. I've fallen in love with the bloody thing
Very interesting, as per the other two posts though- warranty? That really is the acid test with this development. Chuck your cash at Str8six or Power and you get solid reassurance. If RG could offer the same then it sounds like a superb 3rd option. Withput it, different risk altogether.
T40ORA said:
Blimey, I think that I’ve found out what the FFF stands for; fk fk fk! I was really blown away. I love the original FFF engine, but the total package that includes this new version of the head is really something else. It is so much better than the already great original FFF head.
I took it out for about 30 – 40 minutes last night, from cold, and it behaved impeccably. From the start it was nice and smooth and even under 2500 revs had plenty enough oomph to shift it very quickly. But when it got above 60 centigrade and I could start to open it up, it was fabulous. The power delivery is really linear, smooth and predictable with no hard to control aggressive surges,. It just keep piling on. It’s hard to believe that a Speed 6 can feel so, well, good. And it is much, much more powerful and faster than my Gen 1 FFF engine.
The available torque is really noticeable too; to start with I had to keep checking that I was in 5th gear as it pulled so well. From 60mph in 5th it pulls really nicely. But get above 3000 revs and it is like a train.
I suppose that it is a function of both the improved head/components, and the Syvecs kit. I have no idea what generates the biggest improvement – the sum is much greater than the parts I would suspect. But the better mapping, better head and sequential injection work together bloody well and this is a great package.
It’s putting out 438bhp and 330ft-lbs (as already documented on the other thread about this engine), and the torque comes in nice and low and is available over a wide usable band so it is extremely drivable. And this is still just 4.0 litre – if they ever opt for an increase in capacity I would imagine it would be quite incredible. I know that they will be announcing some further development soon (a few weeks I believe) so I will be very interested in what they have to say early/mid June.
Racing Green are more than happy for people to test it so I strongly recommend giving them a call to arrange to take it out. I know that their communications strategy has been criticised by lots of people on here, and I can’t comment on why they do things the way that they do, but now they have a fully working demonstrator and are taking orders for delivery of this package to customers by mid June.
Nope – I have no affiliation of any kind with Racing Green other than that I get all my work done there, like all the guys and respect what they are trying (hard) to achieve. So in order to make up your own mind about them intelligently I really do recommend arranging a test drive and having a long chat with Colin/Bryan. They will happily and honestly explain what they have been doing, where they currently are, what problems they have faced and where they might be looking to go. But I think that the bottom line is that the proof is in the pudding and if you drive their demo car you cannot fail to be extremely impressed. I've fallen in love with the bloody thing
It's fun isn't it?k fk fk! I was really blown away. I love the original FFF engine, but the total package that includes this new version of the head is really something else. It is so much better than the already great original FFF head.I took it out for about 30 – 40 minutes last night, from cold, and it behaved impeccably. From the start it was nice and smooth and even under 2500 revs had plenty enough oomph to shift it very quickly. But when it got above 60 centigrade and I could start to open it up, it was fabulous. The power delivery is really linear, smooth and predictable with no hard to control aggressive surges,. It just keep piling on. It’s hard to believe that a Speed 6 can feel so, well, good. And it is much, much more powerful and faster than my Gen 1 FFF engine.
The available torque is really noticeable too; to start with I had to keep checking that I was in 5th gear as it pulled so well. From 60mph in 5th it pulls really nicely. But get above 3000 revs and it is like a train.
I suppose that it is a function of both the improved head/components, and the Syvecs kit. I have no idea what generates the biggest improvement – the sum is much greater than the parts I would suspect. But the better mapping, better head and sequential injection work together bloody well and this is a great package.
It’s putting out 438bhp and 330ft-lbs (as already documented on the other thread about this engine), and the torque comes in nice and low and is available over a wide usable band so it is extremely drivable. And this is still just 4.0 litre – if they ever opt for an increase in capacity I would imagine it would be quite incredible. I know that they will be announcing some further development soon (a few weeks I believe) so I will be very interested in what they have to say early/mid June.
Racing Green are more than happy for people to test it so I strongly recommend giving them a call to arrange to take it out. I know that their communications strategy has been criticised by lots of people on here, and I can’t comment on why they do things the way that they do, but now they have a fully working demonstrator and are taking orders for delivery of this package to customers by mid June.
Nope – I have no affiliation of any kind with Racing Green other than that I get all my work done there, like all the guys and respect what they are trying (hard) to achieve. So in order to make up your own mind about them intelligently I really do recommend arranging a test drive and having a long chat with Colin/Bryan. They will happily and honestly explain what they have been doing, where they currently are, what problems they have faced and where they might be looking to go. But I think that the bottom line is that the proof is in the pudding and if you drive their demo car you cannot fail to be extremely impressed. I've fallen in love with the bloody thing
I think that due to the high cam on the FFF2 head the Syvecs chip is almost essential in order to get smoothness and tractability low down. It also allows the engine to be run unretarded etc.
My wild stab in the dark is that the power increase is likely to be 50:50 between the head and the chip.
DonkeyApple said:
It's fun isn't it?
I think that due to the high cam on the FFF2 head the Syvecs chip is almost essential in order to get smoothness and tractability low down. It also allows the engine to be run unretarded etc.
My wild stab in the dark is that the power increase is likely to be 50:50 between the head and the chip.
Bloody good fun; no idea about the power split so I will bow to your superior knowledge.I think that due to the high cam on the FFF2 head the Syvecs chip is almost essential in order to get smoothness and tractability low down. It also allows the engine to be run unretarded etc.
My wild stab in the dark is that the power increase is likely to be 50:50 between the head and the chip.
For all the nay-sayers; I am not saying go and buy one. Just that if you are thinking of a rebuild have a drive because you will like it. Of course there will be a solid warranty as RG have sunk too much money into the venture to put their reputation at risk. They need the payback. And moreover they really believe in the product. They want Speed 6 TVRs to stay with Speed 6 engines.
Ask them about prices; they will publish a tariff soon enough. They have just resolved supply problems which is one reason why they have been so quiet. But now that issue has gone away they will be publishing details, including pricing and warranty stuff, in due course.
Edited by T40ORA on Thursday 12th May 21:50
Yeah, they got 450 but didn't like the power curve or where the torque came in. So they chose to back off the power to give a better more usable delivery.
Erm, I do have an idea of what they are looking at - but I have been sworn to secrecy on pain of lots of pain! So I'm afraid that my lips are zipped.
Erm, I do have an idea of what they are looking at - but I have been sworn to secrecy on pain of lots of pain! So I'm afraid that my lips are zipped.
I've just checked the published figures; I think that Ryan's Tuscan with the Syvecs was running at about 380bhp and 300ft-lbs of torque peak figures.
RG's engine is running a tad under 440bhp (at the moment, since it was wound back from 450) so has found another 60bhp through the FFF head. It's also found another 50 ft-lbs of torque (I was wrong, 350 is the peak torque figure not 330).
The torque comes in nicely over a good wide band; it hits 300ft-lbs at 3300 revs, climbs to 340 at 4k revs, peaks at 350 ft-lbs at 6.5k revs and the band goes all the way to the 7.5k 'limit'.
So in 4th at about the 60mph mark you're looking at 300ft-lbs and above, which explains why it goes like a train when you tap the loud pedal without dropping a cog, but is a nice smooth delivery rather than a less manageable kick.
I need to drive that bloody thing again and play with it more at the 6k - 6.5k revs max torque band
RG's engine is running a tad under 440bhp (at the moment, since it was wound back from 450) so has found another 60bhp through the FFF head. It's also found another 50 ft-lbs of torque (I was wrong, 350 is the peak torque figure not 330).
The torque comes in nicely over a good wide band; it hits 300ft-lbs at 3300 revs, climbs to 340 at 4k revs, peaks at 350 ft-lbs at 6.5k revs and the band goes all the way to the 7.5k 'limit'.
So in 4th at about the 60mph mark you're looking at 300ft-lbs and above, which explains why it goes like a train when you tap the loud pedal without dropping a cog, but is a nice smooth delivery rather than a less manageable kick.
I need to drive that bloody thing again and play with it more at the 6k - 6.5k revs max torque band
I think they will be looking at this as a long term proposition, so in addition to the 'virgins' that break they will be looking at the next generation of engines needing a rebuild.
But also I think that there is a real proposition of people just treating this as an upgrade without waiting for their current lump to go pop.
But also I think that there is a real proposition of people just treating this as an upgrade without waiting for their current lump to go pop.
T40ORA said:
I think they will be looking at this as a long term proposition, so in addition to the 'virgins' that break they will be looking at the next generation of engines needing a rebuild.
But also I think that there is a real proposition of people just treating this as an upgrade without waiting for their current lump to go pop.
I upgraded my engine when there was nothing wrong with it.But also I think that there is a real proposition of people just treating this as an upgrade without waiting for their current lump to go pop.
I'm sure there's a few of us really hoping someone decides, (either cos their engine went pop or they have oodles of money burning a large hole in their pocket), to buy the 4.5 Crank Rods and Pistons kit from Power and get a complete FFF re-build using that kit with Syvvecs at RG to see what a 4.0 SP6 really is capable of..... (or buys a brand new FFF head with Syvvecs from RG and takes it to Power or str8six for a 4.5 re-build....)
Is towards 500 bhp and 400+ lbs/ft possible from this engine ??
Is towards 500 bhp and 400+ lbs/ft possible from this engine ??
RedSpike66 said:
I'm sure there's a few of us really hoping someone decides, (either cos their engine went pop or they have oodles of money burning a large hole in their pocket), to buy the 4.5 Crank Rods and Pistons kit from Power and get a complete FFF re-build using that kit with Syvvecs at RG to see what a 4.0 SP6 really is capable of..... (or buys a brand new FFF head with Syvvecs from RG and takes it to Power or str8six for a 4.5 re-build....)
Is towards 500 bhp and 400+ lbs/ft possible from this engine ??
Stay tuned... That's all I'll say, for now ;-)Is towards 500 bhp and 400+ lbs/ft possible from this engine ??
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