Thinking of entry to the V8 Club
Discussion
Hello all, my first post on this forum as I usually only check news and general gassing.
I am creeping up on 3 years of ownership on my TR7 and having rebuilt and blueprinted my existing 4-cyl engine and having had no troubles with it in 2.5 years I'm loathed to change it. I've had my heart set on a 16-valve Sprint engine conversion for some time although VERY limited availability over here (in NZ) and high rebuild costs (I'm after about 180bhp) and the probable lack of driveability and reliability in this tune I'm having second thoughts. I've just graduated university and am starting a new job soon so am going to put some aside for an engine conversion in the coming year.
My thoughts have now wandered a bit to my original plan of fitting a V8 (I mean hey, it's a TR7... it was destined to have a V8 from the start right?).
I'm looking at buying a 3.5L V8 and building/working it outside the car and plonking it in when it's all done along with a fairly complete restoration on the car (if yo're wondering where the money comes from I save lots through not drinking alcohol
)including a continuation of the brake and suspension upgrades I've already fitted.
I'm thinking around 300bhp would be nice and obviously will be doing this through an increase in capacity to 4.6, 4.9, 5.o or 5.2L depending on what the engine builders reccommend.
Would you reccomend a bigger initial outlay and purchasing a 4.6L injected unit from a later Range Rover to start with or is there no benefit with this and should I buy one out of a clapped-out 3.5L SD1 or something?
I'm also tossing up between Injection and Carbs and what modifications to do to achieve around 300bhp.
I know squat really about these engines and really would like to pick your brains. Anyone have any helpful suggestions that might help me in this planning stage?
Many Thanks,
George.
I am creeping up on 3 years of ownership on my TR7 and having rebuilt and blueprinted my existing 4-cyl engine and having had no troubles with it in 2.5 years I'm loathed to change it. I've had my heart set on a 16-valve Sprint engine conversion for some time although VERY limited availability over here (in NZ) and high rebuild costs (I'm after about 180bhp) and the probable lack of driveability and reliability in this tune I'm having second thoughts. I've just graduated university and am starting a new job soon so am going to put some aside for an engine conversion in the coming year.
My thoughts have now wandered a bit to my original plan of fitting a V8 (I mean hey, it's a TR7... it was destined to have a V8 from the start right?).
I'm looking at buying a 3.5L V8 and building/working it outside the car and plonking it in when it's all done along with a fairly complete restoration on the car (if yo're wondering where the money comes from I save lots through not drinking alcohol
)including a continuation of the brake and suspension upgrades I've already fitted. I'm thinking around 300bhp would be nice and obviously will be doing this through an increase in capacity to 4.6, 4.9, 5.o or 5.2L depending on what the engine builders reccommend.
Would you reccomend a bigger initial outlay and purchasing a 4.6L injected unit from a later Range Rover to start with or is there no benefit with this and should I buy one out of a clapped-out 3.5L SD1 or something?
I'm also tossing up between Injection and Carbs and what modifications to do to achieve around 300bhp.
I know squat really about these engines and really would like to pick your brains. Anyone have any helpful suggestions that might help me in this planning stage?
Many Thanks,
George.
I know you are in NZ but here are a few bits of info. A brand new V8 Developments 4.6 motor with stage 3 heads and cam puts out about 265bhp (real) with about 290 ft/lbs of torque. A 4.0 will give you around 220bhp and 260 torque. To get a real 300bhp you will need a well sorted 5.0, a standard Griffith 500 is around 280bhp. I would suggest a 4.6 Rangey engine with modifications to the head and cam, go for the 265bhp, it will be plenty enough in a TR7/8.
Yeah I think you're right, that would probably be enough power.... keeping a good gob of torque helps things greatly in a small car. If I can get the same power and torque as a standard Griff 500 I'd be VERY happy.... I've even thought about a direct bolt-in on a G500 but kinda costly... and I'd have to ship it from england.... THere's plenty of local Rover V8 specialists and I'm sure they do engines up to 5.2L and 300+bhp so aiming for just under that in interest of retaining some driveability.
I should add that this is for a street-only car, not a competition car and don't trackday it (yet anyway)
>> Edited by Esprit on Wednesday 6th November 09:47
I should add that this is for a street-only car, not a competition car and don't trackday it (yet anyway)
>> Edited by Esprit on Wednesday 6th November 09:47
Yeah really a bit heavy, and probably a bit overkill..... the Rover V8 in NZ is much cheaper to get into and easier to get mild power out of..... if I was going for biger power then yes, the chevvy small block would be the way to go. The TR7 is designed to take the Rover V8 anyway..... so it's a pretty harmonious match.
Do you really have to use the 3.5 Rover V8? They're really not that great, if you want that much power it's going to cost you money, driveability, and reliability. That's a pretty high specific output for a fourty year old engine design.
If you can possibly squeeze it into the engine bay fit a 350 Chev engine (5.7ltr). Parts are ridiculously cheap (check out www.summitracing.com) and 300-400bhp is easy to achieve without the motor even breaking a sweat.
Not sure how much a RV8 weighs but an sbc with ally heads is around 500lbs. External dimensions are similar I think but the sbc has a deeper sump.
I'm sure that engines been fitted in there before, they've gone in everything!
If you can possibly squeeze it into the engine bay fit a 350 Chev engine (5.7ltr). Parts are ridiculously cheap (check out www.summitracing.com) and 300-400bhp is easy to achieve without the motor even breaking a sweat.
Not sure how much a RV8 weighs but an sbc with ally heads is around 500lbs. External dimensions are similar I think but the sbc has a deeper sump.
I'm sure that engines been fitted in there before, they've gone in everything!
Hehehe if you've ever seen a TR7 engine bay you'd know that you can fit anything smaller than a Jag V12 in ther without making too many mods..... the RV8 is light, that's the key.... it's only a small car andd it's already front-heavy as it is so I dont want to make the broblem worse..... I'd be happy with anything over 250bhp really.... which is about the limit my drivetrain could handle anyway.... Im not interested in getting it down the 1/4 mile that quick... I just want it to hav that much more punch through the corners..... I'm thinking a 4.6L Range rover with possibly a re-work to 5L with cams, forged pistons, rods, head work, manifolds and carbs should see this suit me fine..... hopefully
aww999 said: Do you really have to use the 3.5 Rover V8? They're really not that great, if you want that much power it's going to cost you money, driveability, and reliability. That's a pretty high specific output for a fourty year old engine design.
If you can possibly squeeze it into the engine bay fit a 350 Chev engine (5.7ltr). Parts are ridiculously cheap (check out www.summitracing.com) and 300-400bhp is easy to achieve without the motor even breaking a sweat.
Not sure how much a RV8 weighs but an sbc with ally heads is around 500lbs. External dimensions are similar I think but the sbc has a deeper sump.
I'm sure that engines been fitted in there before, they've gone in everything!
The Rover engine is not a bad engine at all! Power to weight ratio is excellent, it is all alloy so only weighs about 40-50% of the Chevy lump. This is one of the reasons so many smaller sports car manufacturers use/have used them (TVR, Morgan, Marcos, Ginetta, Westfield to name but a few).
Another suggestion, what about a small block Ford ?
They are lighter than a small block Chevy and can be made just as powerful ,and weight can be reduced considerably with alloy heads and intake etc.No contest with the Rover, they cost too much to increase capacity. 300bhp is within easy reach with a Sbf and would cost more with a Rover.
They are lighter than a small block Chevy and can be made just as powerful ,and weight can be reduced considerably with alloy heads and intake etc.No contest with the Rover, they cost too much to increase capacity. 300bhp is within easy reach with a Sbf and would cost more with a Rover.
NZ is much different from america in that for this application the Rover V8 is really the only option. In america the SBF and SBC are easy to find and modify, over here you only see them in cars that are far from being stripped for parts.
The Rover is lighter, ALOT easier to find, cheper to buy and modify and in keeping with the initial design of the car.
The Rover is lighter, ALOT easier to find, cheper to buy and modify and in keeping with the initial design of the car.
Copy me!! Fit an all aluminium LS1 into your TR8. It's a doddle & even the T56 fits in the tunnel ok. There's plenty of room for it & room for turbo's also. My 'test' installation is nearly done and I don't forsee any problems at this late stage. The engine lump weighs about 400lbs, maybe less and if you don't want to use the 6 speed box (8 stone) then you could fit in a T5 or auto. The castiron blocked chevy stops the car going round corners, understeers badly. The LS1 is available in OZ and should be in your neck of the woods also. There will be a few really fast TR7's out there in a while. The axles can be changed if need be. Mike.
Rover V8 is certainly the simpler option ... at 170Kgs including all ancillaries you are gaining a minimum of 100BHP in relative power to weight ratio over the SBC or LS1, handling of the car & fuel economy are vastly improved. Get a good RV8 and get it built properly and you will see 280BHP from a 4.6 on Hotwire injection ... that's enough for most people!
soddy said: Rover V8 is certainly the simpler option ... at 170Kgs including all ancillaries you are gaining a minimum of 100BHP in relative power to weight ratio over the SBC or LS1, handling of the car & fuel economy are vastly improved. Get a good RV8 and get it built properly and you will see 280BHP from a 4.6 on Hotwire injection ... that's enough for most people!
Spot on, IMHO much more than that would render a TR7 undriveable due to its relatively short wheelbase.
I like my Rovers/TR7v8's and have had many engine versions but 7's with Chevy's in them have been around for years in the states and have proved capable of achieving better lap times then some Ferraries F40s on bendy circuits. They can be made to handle and handle well. They also accept the Buick V6 turbo motor readily easily and I have seen them fitted with Mitsubushi engines. All in all there are now a lot more options for this car. Grinnall fitted one with a Jag v12 and I heard it handled well. I reckon my car will handle ok when it's back on the floor and the new engine will give it a new lease of life plus the tuning options are plentiful. Power can be had in abundance seemingly with factory reliability. The LS1 engine weighs in at about 400lbs versus 374lbs for a Rover and weight can be shed from the LS1. The latest LS1 variants are producing over 400bhp reliably. I'v yet to see a Rover do that in any state of development and still be reliable. The downside for me with the LS1 was the initial investment when switching brands but hey who cares. I get to keep my car but with bucketloads of power on tap. The rover will always have it's niche but not in my engine bay.
Soddy and Kevinday..... spot on and top info, thankyou 280 ponies would satisfy me greatly i think, especially as its a street car + SWB and all.
I'm thinking of buying a wrecked 4.6L Range Rover Injected engine and starting from scratch balancing and blueprinting plus cams, chip, ignition, head work etc... should be a flyer.
Any more info?
I'm thinking of buying a wrecked 4.6L Range Rover Injected engine and starting from scratch balancing and blueprinting plus cams, chip, ignition, head work etc... should be a flyer.
Any more info?
Gassing Station | Engines & Drivetrain | Top of Page | What's New | My Stuff