Volvo 4.4L 60 degree V8 32 valve for TVR's????
Discussion
Apologies if this engine has been discussed already?
Just heard Lee Nobel is going to use this engine, a 4.4 Litre Volvo V8 for the new M15 Nobel, but he will be turbocharging for 650bhp, I hadnt heard of it before so just googled it and found this
http://en.wikipedia.org/wiki/Yamaha_V8_engine
its transverse (east-west) in the Volvo, probably for the Nobel too I'm guessing?
please correct me if I'm wrong but isnt this the dream engine for a TVR conversion, but in longitudinal layout (north-south), it was designed in conjunction with Yamaha, who really know what they are doing with engines, all alloy so sensible weight (I'm guessing)......but most important of all, the 60 degree bank angle will make the exhaust packaging a dream, which is always a real problem on TVR's with 90 degree V8's
Its made by Ford at their Welsh Bridgeend plant.....so you could call it a ford..... if Volvo dosent do the pub bragging wrights any good!
standard power is 311bhp with 325Lb/ft (441Nm).....which are respectable figures in my book, aparrently its similar to the duratec?......if so I'm thinking even with mild head work, 100bhp/litre should bepossible......therefore 440bhp
bore = 3.7" (93.98mm)
stroke = 3.13" (79.5)
CR = 10.4:1
quite over square with a big bore, so rev potential will be good, ripe for stroker kits too!.......wadyareckon?
Just heard Lee Nobel is going to use this engine, a 4.4 Litre Volvo V8 for the new M15 Nobel, but he will be turbocharging for 650bhp, I hadnt heard of it before so just googled it and found this
http://en.wikipedia.org/wiki/Yamaha_V8_engine
its transverse (east-west) in the Volvo, probably for the Nobel too I'm guessing?
please correct me if I'm wrong but isnt this the dream engine for a TVR conversion, but in longitudinal layout (north-south), it was designed in conjunction with Yamaha, who really know what they are doing with engines, all alloy so sensible weight (I'm guessing)......but most important of all, the 60 degree bank angle will make the exhaust packaging a dream, which is always a real problem on TVR's with 90 degree V8's
Its made by Ford at their Welsh Bridgeend plant.....so you could call it a ford..... if Volvo dosent do the pub bragging wrights any good!
standard power is 311bhp with 325Lb/ft (441Nm).....which are respectable figures in my book, aparrently its similar to the duratec?......if so I'm thinking even with mild head work, 100bhp/litre should bepossible......therefore 440bhp
bore = 3.7" (93.98mm)
stroke = 3.13" (79.5)
CR = 10.4:1
quite over square with a big bore, so rev potential will be good, ripe for stroker kits too!.......wadyareckon?
im not too sure. dont think many people on here will like it as its not a rover or a LS!
its got potencial and it will be nice to see how it compears in the weight department to the LS2.
as we are talking about volvo engines in TVRs how about a someone swaps the six cylinder for a Volvo 'whiteblock' six cylinder?? 2.9ltr and turbo, they are supposed to be bombproof standard. i read a recent articale in PPC where one guy was making around 600bhp on the stock engine. or there is the 5cylinder vesions as used in the 850/V70 T5 and the new focus ST.
thanks Chris.
its got potencial and it will be nice to see how it compears in the weight department to the LS2.
as we are talking about volvo engines in TVRs how about a someone swaps the six cylinder for a Volvo 'whiteblock' six cylinder?? 2.9ltr and turbo, they are supposed to be bombproof standard. i read a recent articale in PPC where one guy was making around 600bhp on the stock engine. or there is the 5cylinder vesions as used in the 850/V70 T5 and the new focus ST.
thanks Chris.
to be honest, although its all alloy, like the BMW-V8, I dont think it will be as light as an LS engine, the non-cam nature of the push rod heads makes them about 10 Kg lighter than their twin cam equipped equivalents, which on a V8 is an instant 20 Kg weight save......not to be sniffed at.
just spoke to a friend who works for Mountune, they stripped a 4.4 Volvo/ford V8 with a view to converting it to a full race motor, but the general consensus was it would take way too much work.......by that I interpret it has a crankshaft with split big end journals (yuk), possibly the heads are a tad messy too.....but I havent seen one myself yet, so I'm only going by what I'm told.
on that note I'll shut up!
just spoke to a friend who works for Mountune, they stripped a 4.4 Volvo/ford V8 with a view to converting it to a full race motor, but the general consensus was it would take way too much work.......by that I interpret it has a crankshaft with split big end journals (yuk), possibly the heads are a tad messy too.....but I havent seen one myself yet, so I'm only going by what I'm told.
on that note I'll shut up!
yeah, I agree, what you gain in reduction of width from the narrow 60 degree bank angle, is probably gained in height from the twin cam heads, and again the 60 degree vee will make the engine a tad more taller.....but as the AJP8 motors were twin cam heads, I dont think it will be a mile off
and only 130Kg!Hilti said:
Thought the AJP8 was non twin cam head design?
Sure - it's a twin cam One on each bank of the V ..
The inlet arrangement of the Volvo engine looks restrictive very - possibly to facilate a low bonnet or passenger impact bonnet stuff .. this will compremise power output - just like the Rover V8 manifold does.
Like Matt says the main issue is the heads / chassis rail clearance problem - hence why the AJP was fitted to TVR's.
Edited by rev-erend on Monday 12th November 09:13
rev-erend said:
Hilti said:
Thought the AJP8 was non twin cam head design?
Sure - it's a twin cam One on each bank of the V ..
The inlet arrangement of the Volvo engine looks very - possibly to facilate a low bonnet or passenger impact bonnet stuff .. this will compremise power output - just like the Rover V8 manifold does.
Like Matt says the main issue is the heads / chassis rail clearance problem - hence why the AJP was fitted to TVR's.
On a more sensible note, I think Hilti was suggesting a quad cam V8
Daftlad said:
On a more sensible note, I think Hilti was suggesting a quad cam V8
Although engines like the AJP are generally referred to as 'single overhead cam (SOHC)' as there's only one cam for both intake and exhaust valves - the fact that it's a Vee engine with overhead cams automatically implies the number of cams has to be understood as 'per cylinder bank'. Daftlad said:
rev-erend said:
Hilti said:
Thought the AJP8 was non twin cam head design?
Sure - it's a twin cam One on each bank of the V ..
The inlet arrangement of the Volvo engine looks very - possibly to facilate a low bonnet or passenger impact bonnet stuff .. this will compremise power output - just like the Rover V8 manifold does.
Like Matt says the main issue is the heads / chassis rail clearance problem - hence why the AJP was fitted to TVR's.
On a more sensible note, I think Hilti was suggesting a quad cam V8
A long time ago - the car magazines said making their own engines was a very big adventure - and it sure was.
Untimately it cost them their reputation and their business IMHO.
I'm in agreement Rev, the six cylinder effectively killed off TVR, however the V8 could have been kept going I think as there's still plenty of 2 valve engines being sold today. LS1 /6 /7 for example.
If they'd offered the AJPV8 as an option to six (with a decent engine management system) then perhaps TVR may still have been around.
Matt
If they'd offered the AJPV8 as an option to six (with a decent engine management system) then perhaps TVR may still have been around.
Matt
Lone Granger said:
Zumbruk said:
The engine situation at TVR was bonkers, even had the Speed 6 not been made of chocolate. A company that size offering 2.5 engines? Insanity.
lotus seem to have done ok over the years... - not that it is to my taste!for a small company like TVR it seems much more logical to use tried and test engines rather than paying alot more to delope something that is not as good!
just my opinion.
Chris.
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