From Scratch 5ltr RV8
Discussion
If you had the chance to spec a new 5ltr RV8 what would you have done.
Bearing in mind the following asumptions ...
1 - Used for occasional track use
2 - Used extensively for touring
3 - Used occasionally for commuting (London)
The point of of the assumptions is really to say that I don't want a long thread about race engines. What changes would you make to have decent roa engined 5ltr RV8 ...
Fully balanced ??
Cros bolted block ??
Induction changes ??
Cam profile ??
Go for it ...
Bearing in mind the following asumptions ...
1 - Used for occasional track use
2 - Used extensively for touring
3 - Used occasionally for commuting (London)
The point of of the assumptions is really to say that I don't want a long thread about race engines. What changes would you make to have decent roa engined 5ltr RV8 ...
Fully balanced ??
Cros bolted block ??
Induction changes ??
Cam profile ??
Go for it ...
I'd have:
late x-bolted serpentine block
The best pistons I could afford - Omega?
Solid tappet / adjustable push-rod
Billet crank
Arrow rods
The biggest inlet valves possible in the heads
roller rockers
The best ported heads available - ask for flow figures
A set of down draught throttle bodies
Aftermarket injection / ignition system
Set tuning length of intake and exhaust to give peak power at 7000Rpm (if bottom-end safe to 7500Rpm) - select cam to suit
tailor compression ratio to suit cam
I reckon 370ish Bhp with this little lot for around 4K
Alternativly fit an LS1
Matt
late x-bolted serpentine block
The best pistons I could afford - Omega?
Solid tappet / adjustable push-rod
Billet crank
Arrow rods
The biggest inlet valves possible in the heads
roller rockers
The best ported heads available - ask for flow figures
A set of down draught throttle bodies
Aftermarket injection / ignition system
Set tuning length of intake and exhaust to give peak power at 7000Rpm (if bottom-end safe to 7500Rpm) - select cam to suit
tailor compression ratio to suit cam
I reckon 370ish Bhp with this little lot for around 4K
Alternativly fit an LS1
Matt
Johno, I assume that was your motor I saw in a certain Surrey garage last week,
, thought I recognised it from the peppered nose 
.
I assume you are getting advic from where it currently is sittng. I assume also you are now after the combined ‘PH massive’ views as well, hence the thread I would first pose this question direct to the likes of V8D, very friendly and knowledgeable, or Dom at TVR Power.
However for my two pennies worth and as you state you are not after getting a track monster but an improved everday Tiv
. As you have one of the last 100 griffs, I assume the block is fully cross bolted and needs no upgrades in this are, so asides replacing liners, shells and high tensile bolts not a lot in that area. Unless you want to rev like made then better rods and pistons are required, if not then standard are not that bad.
I would insist that it is rebuilt with a ‘full dynamic balance’ not just a tweek on the crank pulley to compensate once its all together
. Whilst its out may as well change the clutch and might as well put a lightened flywheel in . The 5ltr heads are pretty much gas flowed with big valves, so no real improvements to be had there, but get the inlet manifold machined to match the heads. Ditch the standard 5ltr trumpets they are awful 
if monies tight fit shortened 45mm ali ones in their place, if not get some more exotic carbon ones. Talking of carbon, again if you are flush get a triple carbon plenum if not perhaps an enlarged throttle bodied standard ali one. (speak to Tim at ACT about your options in this area). I would get a decent Hydraulic grind Cam, hybrid 218 or V8Ds MC1 and a decent set of steel rocker gear. To finish it of I would get Mark Adams to tune it, I would seriously consider getting mapped ignition system as well because this wil improve te manners and release a lot of the latent power a dizzy cannot.
As I stated earlier this is just an improvement on the standard 5ltr without getting silly money involved and I think meets your requirements however it is all IMHO and IMHE in some cases but certainly is not definative
(speak to the experts).
Harry
, thought I recognised it from the peppered nose . I assume you are getting advic from where it currently is sittng
. I assume also you are now after the combined ‘PH massive’ views as well, hence the thread I would first pose this question direct to the likes of V8D, very friendly and knowledgeable, or Dom at TVR Power. However for my two pennies worth and as you state you are not after getting a track monster but an improved everday Tiv
. As you have one of the last 100 griffs, I assume the block is fully cross bolted and needs no upgrades in this are, so asides replacing liners, shells and high tensile bolts not a lot in that area. Unless you want to rev like made then better rods and pistons are required, if not then standard are not that bad. I would insist that it is rebuilt with a ‘full dynamic balance’ not just a tweek on the crank pulley to compensate once its all together
. Whilst its out may as well change the clutch and might as well put a lightened flywheel in . The 5ltr heads are pretty much gas flowed with big valves, so no real improvements to be had there, but get the inlet manifold machined to match the heads. Ditch the standard 5ltr trumpets they are awful if monies tight fit shortened 45mm ali ones in their place, if not get some more exotic carbon ones. Talking of carbon, again if you are flush get a triple carbon plenum if not perhaps an enlarged throttle bodied standard ali one. (speak to Tim at ACT about your options in this area). I would get a decent Hydraulic grind Cam, hybrid 218 or V8Ds MC1 and a decent set of steel rocker gear. To finish it of I would get Mark Adams to tune it, I would seriously consider getting mapped ignition system as well because this wil improve te manners and release a lot of the latent power a dizzy cannot. As I stated earlier this is just an improvement on the standard 5ltr without getting silly money involved and I think meets your requirements however it is all IMHO and IMHE in some cases but certainly is not definative
(speak to the experts). Harry
No because when you then add all the other things to go with it. you end up nearer 12... or was it 14? A decent set of rockers etc will cost £1000. If you want performance AND reliability, it costs.
The real question Johno is what increase in fuel consumption can you tolerate as the more power, the more fuel and that makes commuting and touring very expensive if you struggle to get into double figures.
The more extreme the engine, the less friendly it will be. If you do want to go that route I would suggest John EAles 8 throttle body setup as it does provide a smooth drive even with the hairy cam the 520 has. Not cheap but then nothing really is when you talk grunty Rover V8s
The real question Johno is what increase in fuel consumption can you tolerate as the more power, the more fuel and that makes commuting and touring very expensive if you struggle to get into double figures.
The more extreme the engine, the less friendly it will be. If you do want to go that route I would suggest John EAles 8 throttle body setup as it does provide a smooth drive even with the hairy cam the 520 has. Not cheap but then nothing really is when you talk grunty Rover V8s
As for a decent road engine 5 litre V8, My Griff is pretty good. Big plenum/air flow/trumpets/ Mark ADams chipping and hey presto 300 bhp and nice manners for poodling and around 20+ MPG unless I am really caning it. If you want carbon then Tim's your man but mine has the ally bits that do the job but don't look quite so pretty. .
shpub said:
As for a decent road engine 5 litre V8, My Griff is pretty good. Big plenum/air flow/trumpets/ Mark ADams chipping and hey presto 300 bhp and nice manners for poodling and around 20+ MPG unless I am really caning it. If you want carbon then Tim's your man but mine has the ally bits that do the job but don't look quite so pretty. .
This is the kind of beasty I want ... just which tweaks to make to get that ..
I don't want a monster, far from it. But a genuine 300bhp would be nice
I was saying 4K assuming you were going to build it up yourself, once you add labour rates / dyno time then yes it will add up alarmingly fast.
Also Real steel in Uxbridge stock roller rocker assemblies with steel posts etc for 370 quid inc VAT.
It all depends on how fast you want to go and how deep your pockets are. Pound for Bhp the best value would be an aftermarket mapped ignition set-up, ideally one that can run a set of coils rather than a dizzy this won't make any more top-end but will fill mid-range and part throttle rather well.
Matt
Also Real steel in Uxbridge stock roller rocker assemblies with steel posts etc for 370 quid inc VAT.
It all depends on how fast you want to go and how deep your pockets are. Pound for Bhp the best value would be an aftermarket mapped ignition set-up, ideally one that can run a set of coils rather than a dizzy this won't make any more top-end but will fill mid-range and part throttle rather well.
Matt
The spec proposed by matt350 is hardly what you could call a flexible solution. I would not recommend it. That said, i dont know the v8s well enough to suggest a fully specified alternative, but what I can say is this. You want it balanced, you want total seal piston rings, sensibly ported heads without going too far, a decent programmable ignition system and a good fuelling setup, be it carbs or injection. And you want different pistons to raise the compression ratio.
johno said:
As for a decent road engine 5 litre V8, My Griff is pretty good. Big plenum/air flow/trumpets/ Mark ADams chipping and hey presto 300 bhp and nice manners for poodling and around 20+ MPG unless I am really caning it. If you want carbon then Tim's your man but mine has the ally bits that do the job but don't look quite so pretty. .
This is the kind of beasty I want ... just which tweaks to make to get that ..
I don't want a monster, far from it. But a genuine 300bhp would be nice
Jag air flow meter
Big throttle Plenum.
After market trumpets
Mark Adams Chip and that is it.
Does assume that everything is in good shape.
I'd assume the crank rods and pistons are ok for stock rpm's so why change them? The block will be good and if it's crossbolted that's nice but not essential. So my suggestion would be to fit a single turbo onto your completely stock engine and go from there. Keep the revs stock and use a low boost set up of 5psi to keep it simple and reliable. Saves you stripping the motor down and making life complicated.
Oh, the chevy engine's made from cast iron! Consider an ls1 if you want more power from less weight
>> Edited by Boosted LS1 on Monday 26th April 22:18
Oh, the chevy engine's made from cast iron! Consider an ls1 if you want more power from less weight
>> Edited by Boosted LS1 on Monday 26th April 22:18
Johno, I’m guessing it wasn’t good news then?
Wondering if internal engine mods will affect the resale value, I know you’re not planning on selling but with it being one the last 100 it might make it harder to pass on at a later date. Might be better the get the engine returned to standard then get the add ons like shpub, at least they can be reversed if selling becomes a problem.
Wondering if internal engine mods will affect the resale value, I know you’re not planning on selling but with it being one the last 100 it might make it harder to pass on at a later date. Might be better the get the engine returned to standard then get the add ons like shpub, at least they can be reversed if selling becomes a problem.
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