Speed 6 Rebuilds (take 2)
Discussion
Hello again everyone,
It has been with great interest that I have followed my original thread on the progress of sp6 rebuilds at austec, craft, etc....
I never thought it would run to 249 replies!!!!!!! Shame it didn't make 250!
Anyhow, I'm pleased that people seem to now have a choice of where to go for their engine work, and that there is an engineering outfit to suit every pocket.
I am slightly disappointed, though, that Ash, in spite of all his positive contributions felt the need (once again) to mouthe off a little too much and slag off someone for their point of view on his comments. I think this is pathetic; he is only too keen to give his often highly polarised and opinionated view; I have been on this forum for over 3 years and have owned a sp6 engined car for 3 years and must say that I take his comments with a pinch of salt as they are all too often not backed up by fact. If he did know so much as he makes out, then, why did he walk away from Craft 25K out of pocket? Hopefully he won't make the same mistake with Austec.
So, please lets keep this forum updated with informative (positive or negative) threads regarding sp6 engine work and avoid pointless and very personal arguing and b$tching.
Thankyou,
Simon
It has been with great interest that I have followed my original thread on the progress of sp6 rebuilds at austec, craft, etc....
I never thought it would run to 249 replies!!!!!!! Shame it didn't make 250!
Anyhow, I'm pleased that people seem to now have a choice of where to go for their engine work, and that there is an engineering outfit to suit every pocket.
I am slightly disappointed, though, that Ash, in spite of all his positive contributions felt the need (once again) to mouthe off a little too much and slag off someone for their point of view on his comments. I think this is pathetic; he is only too keen to give his often highly polarised and opinionated view; I have been on this forum for over 3 years and have owned a sp6 engined car for 3 years and must say that I take his comments with a pinch of salt as they are all too often not backed up by fact. If he did know so much as he makes out, then, why did he walk away from Craft 25K out of pocket? Hopefully he won't make the same mistake with Austec.
So, please lets keep this forum updated with informative (positive or negative) threads regarding sp6 engine work and avoid pointless and very personal arguing and b$tching.
Thankyou,
Simon
bluetusc i know many would disagree with your vindictve comment.ash is one of the most knowlegable lads here and is known very well in tvr circles.I would personally love to see you say this to him in person,it would make a great picture.you need to talk to someone who knows him to understand how dedicated he is to the marque and fellow pistonheaders.he is also a very good friend of many and has very often helped others out,would you lend a fellow pistonheader 7k?know the lad before judging a real tvr enhusast.his only problems are his short fuse and violent nature,surprisingly he has been extremely laid back over his ordeal to be honest.
ash ignore him,please do not walk into this one.
ash ignore him,please do not walk into this one.
Gents, Lets maintain a level of decorum here. PH is a superb site for share of detail and info, there are plenty folk on here willing to help others please lets just keep it to that. I read into BluTusc's intention that he wants to keep alive a thread which promotes discussion regarding the varying options open to S6 owners looking for rebuild work. In maintaining that we are providing each other and newbies with a more useful and practical service. Best if we can keep personalities out of it and just keep it Petrol Headed....
Peace and Harmony chaps
G
Peace and Harmony chaps
G
Edited by yzf1070 on Tuesday 4th July 09:48
yzf1070 said:
Gents, Lets maintain a level of decorum here. PH is a superb site for share of detail and info, there are plenty folk on here willing to help others please lets just keep it to that. I read into BluTusc's intention that he wants to keep alive a thread which promotes discussion regarding the varying options open to S6 owners looking for rebuild work. In maintaining that we are providing each other and newbies with a more useful and practical service. Best if we can keep personalities out of it and just keep it Petrol Headed....
Peace and Harmony chaps
G
That is exactly my intention, not to rile or bait anyone in particular, but to continue open discussion, where maybe those nebwies to the thread re not put off from expressing their thoughts aloud, by the sort of abuse I mentioned in my previous post.
Anyway, lets just keep on
and 
Peace and Harmony chaps
G
That is exactly my intention, not to rile or bait anyone in particular, but to continue open discussion, where maybe those nebwies to the thread re not put off from expressing their thoughts aloud, by the sort of abuse I mentioned in my previous post.
Anyway, lets just keep on
and Edited by yzf1070 on Tuesday 4th July 09:48
What I would like to know, so that a comparison can be made, (without all the unnecessary sniping and commentary)is:
1. How much does a full Power/Austec/Craft rebuild cost?
2. How long is the waiting list at all 3?
3. What is the end result from all 3, in terms of noise, power, torque, perfomance, smoothness?
4. How many have each of the 3 rebuilt?
5. How many of each of the 3's rebuilds have gone wrong since they were built?
6. What guarantees are offered by the 3 companies?
At the moment, because of the sniping, if I needed a rebuild, I would have no idea where to go.
If people posted factual answers to the above questions, then proper information would appear, from which an informed decision could be made.
1. How much does a full Power/Austec/Craft rebuild cost?
2. How long is the waiting list at all 3?
3. What is the end result from all 3, in terms of noise, power, torque, perfomance, smoothness?
4. How many have each of the 3 rebuilt?
5. How many of each of the 3's rebuilds have gone wrong since they were built?
6. What guarantees are offered by the 3 companies?
At the moment, because of the sniping, if I needed a rebuild, I would have no idea where to go.
If people posted factual answers to the above questions, then proper information would appear, from which an informed decision could be made.
There is also another option than a full rebuild, Just fix the parts that are broken. I had all the finger followers repalced when my car started tapping loadly (they were BADLY worn). This was done without the engine being removed. And as a consequence the bill for this work came in under £2K!
2K miles and six months later still going strong
2K miles and six months later still going strong
Redtuscan said:
What I would like to know, so that a comparison can be made, (without all the unnecessary sniping and commentary)is:
1. How much does a full Power/Austec/Craft rebuild cost?
2. How long is the waiting list at all 3?
3. What is the end result from all 3, in terms of noise, power, torque, perfomance, smoothness?
4. How many have each of the 3 rebuilt?
5. How many of each of the 3's rebuilds have gone wrong since they were built?
6. What guarantees are offered by the 3 companies?
At the moment, because of the sniping, if I needed a rebuild, I would have no idea where to go.
If people posted factual answers to the above questions, then proper information would appear, from which an informed decision could be made.
1. How much does a full Power/Austec/Craft rebuild cost?
2. How long is the waiting list at all 3?
3. What is the end result from all 3, in terms of noise, power, torque, perfomance, smoothness?
4. How many have each of the 3 rebuilt?
5. How many of each of the 3's rebuilds have gone wrong since they were built?
6. What guarantees are offered by the 3 companies?
At the moment, because of the sniping, if I needed a rebuild, I would have no idea where to go.
If people posted factual answers to the above questions, then proper information would appear, from which an informed decision could be made.
I agree wiith you and I am perhaps one of the guilty.
Edited by yzf1070 on Wednesday 5th July 15:15
Redtuscan said:
What I would like to know, so that a comparison can be made, (without all the unnecessary sniping and commentary)is:
1. How much does a full Power/Austec/Craft rebuild cost?
2. How long is the waiting list at all 3?
3. What is the end result from all 3, in terms of noise, power, torque, perfomance, smoothness?
4. How many have each of the 3 rebuilt?
5. How many of each of the 3's rebuilds have gone wrong since they were built?
6. What guarantees are offered by the 3 companies?
At the moment, because of the sniping, if I needed a rebuild, I would have no idea where to go.
If people posted factual answers to the above questions, then proper information would appear, from which an informed decision could be made.
1. How much does a full Power/Austec/Craft rebuild cost?
2. How long is the waiting list at all 3?
3. What is the end result from all 3, in terms of noise, power, torque, perfomance, smoothness?
4. How many have each of the 3 rebuilt?
5. How many of each of the 3's rebuilds have gone wrong since they were built?
6. What guarantees are offered by the 3 companies?
At the moment, because of the sniping, if I needed a rebuild, I would have no idea where to go.
If people posted factual answers to the above questions, then proper information would appear, from which an informed decision could be made.
Redtusc,
I can only give you my knowledge and experiences with TVRCraft, but I agree with your comments. For those of you who even think about picking it to bits, may I ask that you stop and consider what Redtusc is asking for here…..FIRST hand knowledge that maybe of HELP to someone or many! I spoke with Dave and he is comfortable for me to release this. Here goes anyway….
1. How much does a full Power/Austec/Craft rebuild cost?
No easy answer…how far do you want to go with putting things right and what is your maximum budget? The first issue is possibly decided by the second with a compromise included. Best bet is to talk with all the vendors and collate the info and then make your decision, but I do believe that costs are very similar between them, really it comes down to the level of work done. Craft can do a like for like factory rebuild and set up for circa £3695 inc VAT for the S6 and £3850 inc VAT for the AJP8, the following however costs more.
However Craft will recommend and offer:
Head
1. Copper cylinder head gasket with revised water flow and gas tight seals
2. Modified and improved coolant circulation
3. Modified and Improved oil circulation
4. Redesigned new finger followers to maintain permanent oil feed from rocker shaft to follower and cam lobe contact area
5. Redesigned valve guides machined from Nickel silicon bronze
6. New valve retainers – titanium
7. New Softer valve springs
8. New Valve Spring seats
9. Reworked improved head valve seats and angles
10. Redesigned new Valves with thicker stems
11. Larger new valve shims (larger diameter than TVR shims provides more valve support).
12. Cylinder head inlet and exhaust ports gas flowed stage 1
13. Uprated stronger head stud kit (They won’t stretch)
14. New Seals by Craft
Optional extra:
1. New reprofiled chilled Iron cam shafts (some cars have chilled iron already, but all cams need the profiles altering)
2. Cylinder head ports gas flowed stage 2
Block
1. Tuftride existing cast crank
2. New uprated oil pump
3. New crank main bearing end caps dual bolted fabricated from billet Silicon Nickel Bronze
4. Carrillo rods utilising F3000 spec retaining bolts
5. Forged JE light weight pistons
6. Revised oil system feed
7. New seals by Craft
8. Fully balanced rotating mass
Optional Extra:
1. Procharger super charger with custom made water cooled charge intercooler
2. High volumetric flow variable speed fuel pump
3. Fuel Management Unit
4. Dual or Triple Plate Clutch assembly (you will never need a new clutch and the problematic slave cylinder is replaced) and custom built flywheel
5. Tremec TKO 5 speed close ratio Gear box and modified bell housing
3. How long is the waiting list at all 3?
Craft can turn the heads around very quickly now and by the end of the month they will have all the blank profile cams in stock. Obviously a block re-work depending on what you go for takes a little longer. It seems JE eventually got their act together and a batch of pistons are now due, in 2 weeks. Craft are nearly there with supplying short exchange head and block assemblies, so this will dramatically reduce time scales further.
4. What is the end result from all 3, in terms of noise, power, torque, performance, smoothness?
Noise…same as before but less rattly on tick over and cold start up. Power is above standard as is the torque (supercharged you can guarantee it will be), Performance…in terms of fast, yes it is, in terms of reliability yes it certainly should remain so for many K’s of miles IF looked after properly. Smoothness, again it should be if you go for the full engine rebuild as the bottom end will be properly balanced, unlike the standard S6 assembly.
4. How many have each of the 3 rebuilt?
Craft have done 4 head jobs and are in the progress of rolling out 2 full rebuilds and 1 supercharged full rebuild.
5. How many of each of the 3's rebuilds have gone wrong since they were built?
3 of the head jobs are so far ok, but Craft had a nightmare with one on the rollers. A rod snapped at approx 7.5K rpm. It would seem the ECU did not have a rev limiter. It was this experience that led Craft to send away the rods to Carrillo for analysis. The result was shocking. The little end has a much higher mass than the big end.
6. What guarantees are offered by the 3 companies?
Craft will offer a 12K mile warranty extendible through negotiation.
As of now I do not know what the others are offering in the way of rebuilds and mods, as when I originally contacted them such detailed info as above was not forth coming. However I believe that some are offering packages loosely based on the above. I don’t believe anyone is offering total replacement new redesigned parts to the extent that Craft are. Further more only the Craft solutions are endorsed by the original AJP6 designer Al Melling.
Have a look at Dave Davies’ history from TVRCraft; the guy has some experience…
www.tvrcraft.com/pages/Dave%20Davies%20Profile.html
Can someone with the relevant knowledge please post what the other indies offer. This is the kind of detail that should be more open to all in order to help them understand more, before they even pick up a phone to talk to someone.
I hope this helps
Cheers
G
Edited by yzf1070 on Thursday 6th July 07:41
Edited by yzf1070 on Thursday 6th July 07:42
Edited by yzf1070 on Thursday 6th July 07:54
This thread has a lot of info re: Austec.
www.pistonheads.com/gassing/topic.asp?h=0&f=152&t=243085
HEAD
• All new bigger valves, thicker stems.
• New larger diameter guides.
• Three Angle Valve Seats
• New Finger followers
• New Camshafts
• New Springs with less loading
• New lighter stronger spring retainers.
• Refaced, + bumps and lumps removed from ports.
BLOCK
• Studded block
• Re-honed block.
• Balanced rods, and pistons
• Balanced crankshaft flywheel and clutch.
• New bearings.
• New chains.
• Oil-way mods
MISC
• De-cat
• New oil, seals, gaskets etc.
Graham, that's going to be one awesome machine you'll have when you're finally on the road
www.pistonheads.com/gassing/topic.asp?h=0&f=152&t=243085
justinbaker on 11th Feb 2006 said:
HEAD
• All new bigger valves, thicker stems.
• New larger diameter guides.
• Three Angle Valve Seats
• New Finger followers
• New Camshafts
• New Springs with less loading
• New lighter stronger spring retainers.
• Refaced, + bumps and lumps removed from ports.
BLOCK
• Studded block
• Re-honed block.
• Balanced rods, and pistons
• Balanced crankshaft flywheel and clutch.
• New bearings.
• New chains.
• Oil-way mods
MISC
• De-cat
• New oil, seals, gaskets etc.
Graham, that's going to be one awesome machine you'll have when you're finally on the road
Thanks Richard....I certainly hope so, coz its aimed for long term keeps.
Thanks for posting up Justins specs from Austec.
G
Just to add further regarding the sorry state of affairs with clutches posted recently...
I have learned there are a number of issues with the design of the standard clutch assembly which causes some components to fail prematurely, circa 20K miles.
1 The thrust bearing is half moon shape and hence the pressure load on the release plate fingers is not spread across a satisfactory area of the fingers, instead it is localised across a small area. This has the effect of putting high loading on centre of the pressure plate and that’s why the fingers wear away and eventually break.
2 As the fingers wear and break up, the butterfly springs in the friction plate wear away grooves in the fly wheel. Continuously using the car until there is no clutch operation left exacerbates this problem and can lead to a damaged fly wheel in need of replacement. A damaged fly wheel that is not replaced makes it difficult to set up a new pressure and friction plate as the springs tend to locate in the flywheel grooves locking up the clutch mechanism.
3 The slave cylinder is of poor quality, full stop. The design is not up to the task and the seals fail.
For my car’s project Craft have sourced a company who supply multi plate clutch assemblies for competition and high power conversions. Craft have negotiated with this company to supply replacement clutch assemblies (dual plate) for the S6 and AJP8.
This conversion incorporates a twin plate with hydraulic thrust and custom billet flywheel. It is capable of handling over 600BHP and costs £1495 + VAT with £250 + VAT fitting. This includes modifying the existing bell housing for the new thrust design.
This will solve once and for all the repeated TVR AP clutch failures; the car should never need a new clutch again.
Craft went down this route because they found that AP would not supply them, parts or even a slightly different commissioned design to Crafts spec.
Again I hope this helps
G
Thanks for posting up Justins specs from Austec.
G
Just to add further regarding the sorry state of affairs with clutches posted recently...
I have learned there are a number of issues with the design of the standard clutch assembly which causes some components to fail prematurely, circa 20K miles.
1 The thrust bearing is half moon shape and hence the pressure load on the release plate fingers is not spread across a satisfactory area of the fingers, instead it is localised across a small area. This has the effect of putting high loading on centre of the pressure plate and that’s why the fingers wear away and eventually break.
2 As the fingers wear and break up, the butterfly springs in the friction plate wear away grooves in the fly wheel. Continuously using the car until there is no clutch operation left exacerbates this problem and can lead to a damaged fly wheel in need of replacement. A damaged fly wheel that is not replaced makes it difficult to set up a new pressure and friction plate as the springs tend to locate in the flywheel grooves locking up the clutch mechanism.
3 The slave cylinder is of poor quality, full stop. The design is not up to the task and the seals fail.
For my car’s project Craft have sourced a company who supply multi plate clutch assemblies for competition and high power conversions. Craft have negotiated with this company to supply replacement clutch assemblies (dual plate) for the S6 and AJP8.
This conversion incorporates a twin plate with hydraulic thrust and custom billet flywheel. It is capable of handling over 600BHP and costs £1495 + VAT with £250 + VAT fitting. This includes modifying the existing bell housing for the new thrust design.
This will solve once and for all the repeated TVR AP clutch failures; the car should never need a new clutch again.
Craft went down this route because they found that AP would not supply them, parts or even a slightly different commissioned design to Crafts spec.
Again I hope this helps
G
Edited by yzf1070 on Thursday 6th July 11:26
I've had a Power rebuild on a SP6 Cerbera in April 2006.
My milage was 34480.
It appeared the cam on the intake values had gone, which then affected the finger followers. Upon engine dismattling, it appears a number of other parts were worn.
It appears every thing except the block casing, head casing, cam clamps, sump and head covers, pistons, crank and piston rods was replaced. The engine was rebuilt to a 2005 spec SP6.
The total cost including engine removal, rebuild and refit including vat was £4000. This includes a 12 month month unlimited milage warranty.
I understand the quality of the parts has improved considerably and Power are now vary confident in the engine rebuilds.
I had wait 10 days for the car to go into Power and the rebuild took about 2 weeks.
The number of rebuilds has fallen dramtaically apparently and the guys haven't seem an engine that they rebuilt needing work.
I cannot recommend Dom and his guys at Power enough. I had agreed the price in advance and I believe the rebuild cost rose to a few hundred quid above £4K, but Dom honoured his word and I paid £4K.
I do believe TVR themselves should have paid for work, as their poor design and quality of parts caused the issue.
My milage was 34480.
It appeared the cam on the intake values had gone, which then affected the finger followers. Upon engine dismattling, it appears a number of other parts were worn.
It appears every thing except the block casing, head casing, cam clamps, sump and head covers, pistons, crank and piston rods was replaced. The engine was rebuilt to a 2005 spec SP6.
The total cost including engine removal, rebuild and refit including vat was £4000. This includes a 12 month month unlimited milage warranty.
I understand the quality of the parts has improved considerably and Power are now vary confident in the engine rebuilds.
I had wait 10 days for the car to go into Power and the rebuild took about 2 weeks.
The number of rebuilds has fallen dramtaically apparently and the guys haven't seem an engine that they rebuilt needing work.
I cannot recommend Dom and his guys at Power enough. I had agreed the price in advance and I believe the rebuild cost rose to a few hundred quid above £4K, but Dom honoured his word and I paid £4K.
I do believe TVR themselves should have paid for work, as their poor design and quality of parts caused the issue.
ing scrote slashed one of my rear tyres the other day while it was on my drive. So out of action for a little while.
John,
That info regarding 'power' is very informative. They appear to have done probably more rebuilds than austec and craft, and even possibly the factory???
The 12 month warranty is good too - it was only 6 months when I enquired about 1 year ago, so that is excellent news for peace of mind.
Correct me if I'm wrong, though, but I have read posts on here confirming that several cars have needed to go back to 'power' more than once. Hey ho, first rebuild at 34000 miles would be acceptable in my books, expecially for £4K!!
Simon
That info regarding 'power' is very informative. They appear to have done probably more rebuilds than austec and craft, and even possibly the factory???
The 12 month warranty is good too - it was only 6 months when I enquired about 1 year ago, so that is excellent news for peace of mind.
Correct me if I'm wrong, though, but I have read posts on here confirming that several cars have needed to go back to 'power' more than once. Hey ho, first rebuild at 34000 miles would be acceptable in my books, expecially for £4K!!
Simon
yzf1070 said:
1. How much does a full Power/Austec/Craft rebuild cost?
No easy answer…how far do you want to go with putting things right and what is your maximum budget? The first issue is possibly decided by the second with a compromise included. Best bet is to talk with all the vendors and collate the info and then make your decision, but I do believe that costs are very similar between them, really it comes down to the level of work done. Craft can do a like for like factory rebuild and set up for circa £3695 inc VAT for the S6 and £3850 inc VAT for the AJP8, the following however costs more.
However Craft will recommend and offer:
Head
1. Copper cylinder head gasket with revised water flow and gas tight seals
2. Modified and improved coolant circulation
3. Modified and Improved oil circulation
4. Redesigned new finger followers to maintain permanent oil feed from rocker shaft to follower and cam lobe contact area
5. Redesigned valve guides machined from Nickel silicon bronze
6. New valve retainers – titanium
7. New Softer valve springs
8. New Valve Spring seats
9. Reworked improved head valve seats and angles
10. Redesigned new Valves with thicker stems
11. Larger new valve shims (larger diameter than TVR shims provides more valve support).
12. Cylinder head inlet and exhaust ports gas flowed stage 1
13. Uprated stronger head stud kit (They won’t stretch)
14. New Seals by Craft
Optional extra:
1. New reprofiled chilled Iron cam shafts (some cars have chilled iron already, but all cams need the profiles altering)
2. Cylinder head ports gas flowed stage 2
Block
1. Tuftride existing cast crank
2. New uprated oil pump
3. New crank main bearing end caps dual bolted fabricated from billet Silicon Nickel Bronze
4. Carrillo rods utilising F3000 spec retaining bolts
5. Forged JE light weight pistons
6. Revised oil system feed
7. New seals by Craft
8. Fully balanced rotating mass
I hate that if they 'reccomend and offer' then why dont they just come up with a rebuild price that incorporates all of the above items. If the engine genuinely needs the above items then why do they offer a bodge job alternative, this just smacks of profiteering?
E.g. Surely you would always fully balance an engine of this nature and fit new seals?
Why dont they just have a standard rebuild which includes x,y&z and a stage 1 upgrade including X,Y,Z+A,B and a stage 2 upgrade X,Y,Z,A,B,C. Offer an appropriate guarantee with each and a Dyno figure the engine will hit.
E.g. there are lots of companies out there offering head work, who dont even have a flow bench but do it by eye
Bennno
Just a brief update from me as the details of my Craft re-build are written in depth on the original thread.
Cerb has now covered 4,200 miles and is in rude health - had a trip down to Palmersport on thursday and convoyed with a 360, 355, 911 C4S, 380bhp Cobra replica & a 350bhp E-type (!) and showed 'em, all a clean pair of heels (and decibels!).
Engine is pulling really strongly all the way through the rev range, oil usage has been negligible and all seems well. Tappets on cyls 5 & 6 are just starting to make a little more noise than the others so will be getting a full adjustment at the 6k service.
Have been using the Cerb quite a bit in all weather and she's been good as gold (give or take the odd clutch!). Also, the chaps at Craft (and Silverstone Performance for that matter) have been brilliant over the phone/in person when I've asked for advice.
JT
Cerb has now covered 4,200 miles and is in rude health - had a trip down to Palmersport on thursday and convoyed with a 360, 355, 911 C4S, 380bhp Cobra replica & a 350bhp E-type (!) and showed 'em, all a clean pair of heels (and decibels!).
Engine is pulling really strongly all the way through the rev range, oil usage has been negligible and all seems well. Tappets on cyls 5 & 6 are just starting to make a little more noise than the others so will be getting a full adjustment at the 6k service.
Have been using the Cerb quite a bit in all weather and she's been good as gold (give or take the odd clutch!). Also, the chaps at Craft (and Silverstone Performance for that matter) have been brilliant over the phone/in person when I've asked for advice.
JT
Edited by J.T. on Monday 10th July 17:43
J.T. said:
Just a brief update from me as the details of my Craft re-build are written in depth on the original thread.
Cerb has now covered 4,200 miles and is in rude health - had a trip down to Palmersport on thursday and convoyed with a 360, 355, 911 C4S, 380bhp Cobra replica & a 350bhp E-type (!) and showed 'em, all a clean pair of heels (and decibels!).
Engine is pulling really strongly all the way through the rev range, oil usage has been negligible and all seems well. Tappets on cyls 5 & 6 are just starting to make a little more noise than the others so will be getting a full adjustment at the 6k service.
Have been using the Cerb quite a bit in all weather and she's been good as gold (give or take the odd clucth!). Also, the chaps at Craft (and Silverstone Performance for that matter) have been brilliant over the phone/in person when I've asked for advice.
JT
Cerb has now covered 4,200 miles and is in rude health - had a trip down to Palmersport on thursday and convoyed with a 360, 355, 911 C4S, 380bhp Cobra replica & a 350bhp E-type (!) and showed 'em, all a clean pair of heels (and decibels!).
Engine is pulling really strongly all the way through the rev range, oil usage has been negligible and all seems well. Tappets on cyls 5 & 6 are just starting to make a little more noise than the others so will be getting a full adjustment at the 6k service.
Have been using the Cerb quite a bit in all weather and she's been good as gold (give or take the odd clucth!). Also, the chaps at Craft (and Silverstone Performance for that matter) have been brilliant over the phone/in person when I've asked for advice.
JT
Tappets adjusted at 6K. Is that normal?
I'm pretty sure they're normally done every 12k - as I said, they just sound a little noisier on 5 & 6 so will get 'em done at service. I know the tolerances that Craft work to are smaller than original spec so this mat also be a factor.
I also know that some S6 owners get the tappets adjusted every 6k miles but your post is correct - not normal practise, I'm just giving a warts n all report on progress.
JT
I also know that some S6 owners get the tappets adjusted every 6k miles but your post is correct - not normal practise, I'm just giving a warts n all report on progress.
JT
bennno said:
I hate that if they 'reccomend and offer' then why dont they just come up with a rebuild price that incorporates all of the above items. If the engine genuinely needs the above items then why do they offer a bodge job alternative, this just smacks of profiteering?
Are you suggesting the TVR build is a bodge job....surely not!
bennno said:
E.g. Surely you would always fully balance an engine of this nature and fit new seals?
Erm...like the factory did with the original?!? Oh by the way, the seals are Craft custom items not TVR.
bennno said:
Why dont they just have a standard rebuild which includes x,y&z and a stage 1 upgrade including X,Y,Z+A,B and a stage 2 upgrade X,Y,Z,A,B,C. Offer an appropriate guarantee with each and a Dyno figure the engine will hit.
They do...all you have to do is ring em up and discuss. The info I posted is intended at answering the original thread best way I can with the info I have. I am not going to disclose publicly the price for my project as that is mine and Crafts business.
bennno said:
E.g. there are lots of companies out there offering head work, who dont even have a flow bench but do it by eye
Bennno
Yep...dead right I have had one of those in the past and it worked really well, further more the price reflected the method employed.
Cheers
G
J.T. said:
Just a brief update from me as the details of my Craft re-build are written in depth on the original thread.
Cerb has now covered 4,200 miles and is in rude health - had a trip down to Palmersport on thursday and convoyed with a 360, 355, 911 C4S, 380bhp Cobra replica & a 350bhp E-type (!) and showed 'em, all a clean pair of heels (and decibels!).
Engine is pulling really strongly all the way through the rev range, oil usage has been negligible and all seems well. Tappets on cyls 5 & 6 are just starting to make a little more noise than the others so will be getting a full adjustment at the 6k service.
Have been using the Cerb quite a bit in all weather and she's been good as gold (give or take the odd clucth!). Also, the chaps at Craft (and Silverstone Performance for that matter) have been brilliant over the phone/in person when I've asked for advice.
JT
Cerb has now covered 4,200 miles and is in rude health - had a trip down to Palmersport on thursday and convoyed with a 360, 355, 911 C4S, 380bhp Cobra replica & a 350bhp E-type (!) and showed 'em, all a clean pair of heels (and decibels!).
Engine is pulling really strongly all the way through the rev range, oil usage has been negligible and all seems well. Tappets on cyls 5 & 6 are just starting to make a little more noise than the others so will be getting a full adjustment at the 6k service.
Have been using the Cerb quite a bit in all weather and she's been good as gold (give or take the odd clucth!). Also, the chaps at Craft (and Silverstone Performance for that matter) have been brilliant over the phone/in person when I've asked for advice.
JT
Great news indeed John keep it going dude....soon be scorching the black top myself.
G
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