How many of you would pay $15,000 for a billet Rover V8 block?
- Thread starter kennith
- Start date
ptschram
Well-known member
The”build” of the cell is complete, once I get the bridge crane built, I expect progress to speed up
I have a solid roller cam in mine,TA heads with roller rockers, heads are very good,heavier then standard castings,but a work of art, I’m in the UK,haeads,cam,etc etc I got from Triumph Rover Spares (Trs) in Australia, check out their website, really knowledgeable and helpful people to do business with.
Billet blocks, I could be interested, BUT I’d want bigger capacity, watching with interest
Billet blocks, I could be interested, BUT I’d want bigger capacity, watching with interest
TA actually directed me to Triumph Rover Spares for more long-term use and development information in regard to those heads. I forgot the guy's name, though, and lost the stupid note in a mad dash to get the stuff out on trash day last week. I may have to call again and ask.
I don't know exactly how much capacity can be available while still retaining factory compatibility, but I suspect it's a decent amount. It depends on how the block has to be milled. They could be right; the cooling system around the deck area may indeed have to be changed unless there's a machine available of which I am not aware, or someone has developed an interesting technique. I haven't really gone that deep yet, because I'm playing catch-up with other things.
I'm hoping that's not the case, but it's not as if it's a bad way to design an engine. That's not a super simple question to answer at this time.
It's stronger stuff, and wouldn't be restricted to just one type of liner. People are getting five liters out of what Land Rover gave us, though I wouldn't think that would hold up long-term, and I don't see why a billet block couldn't have enough meat to be bored out to higher capacity; the question is would it retain too much heat around the liner if it's not bored. I need to check that, but I can't do it until I know how the deck has to be handled.
The main thing is, we can have more aluminum around those pistons. It could be done with a casting, as well, but that's a hell of a lot harder to arrange in a small run. I'd be happy with that too, but I haven't even started on feasibility, there. I'm still chasing down leads on the original plans, and I hope to actually find them; or a facsimile, anyway. It would save a lot of trouble.
If anyone has other leads on such a file or series of files; or even a sudden flash of inspiration... Shoot me a PM.
Why don't you send one, as well? I'd like to hear about what you've got and get some of your input. I'm particularly interested in those who have pushed the RV8 to it's limit, as they will have more experience in what happens when they're pushed. The most valuable information I can receive are plans, experience long-term, and anyone who's broken or otherwise damaged blocks looking for power.
This won't be a good product if it can't be used by people who want balls-out power, as well as those who just want to keep what they've got. I'm sure most will want some extra juice.
I'll need to really start building up data on bearing diameters and all that, to see if it's possible to leave enough room to run a wider variety of cams and all that; to make it a little more serviceable "off the rack". If I can keep the Rover stuff working, as well, without modification, I'm game. Power hungry guys can install the different stuff with some time at a machine shop.
We've only got so much room for packaging, though; and coolant has to go somewhere.
Cheers,
Kennith
It would certainly be an ice-cold, transparent toilet; probably not the world's best achievement. I'm sure some weirdos would enjoy it, though.
Regardless, the whole point is allowing the Rover V8 to be the Rover V8, and with fewer limitations.
Cheers,
Kennith
I've been following this discussion but may have missed this reference earlier so apologies in advance...
Has anyone reached out to Ben at Retro Rovers? He's got an excellent pedigree racing and building diesel and petrol Rovers, Bowlers and buggies.
http://www.retro-rovers.com/#about
Has anyone reached out to Ben at Retro Rovers? He's got an excellent pedigree racing and building diesel and petrol Rovers, Bowlers and buggies.
http://www.retro-rovers.com/#about
Mines a top hatted 4.6 block, with a billet steel crank made to the TVR blueprints, making mine a 5.0L (305cuin) be interested in a bigger bore block,
Back in the day,Wildcat engineering also made blocks, IIRC 6.0L blocks what they called turbo blocks, as they still had water jackets, there must be some knowledge still left out there!
Back in the day,Wildcat engineering also made blocks, IIRC 6.0L blocks what they called turbo blocks, as they still had water jackets, there must be some knowledge still left out there!
I didn't know Wildcat ever made blocks. Upon looking that up I find that the "Turbo" block was essentially what I'm saying should be done.
So, at least one company appears to have decided to make a high performance Rover V8 block, and made the exact same base decisions minus the production method. It must not be entirely out of line if someone went that far.
Cheers,
Kennith
ptschram
Well-known member
I think I quoted $6500 just to put the engine in, then we added things like an R380, etc. Ups and extras got it up around $9300
But, I’m not sure how interested I am in doing such as I’d much rather continue focusing on larger displacement RV8
I plan to start ordering rotating assembly parts this fall/winter
I foolishly had a crank ground with standard 4.6 stroke and now have to follow up with suitable liners
ptschram
Well-known member
This. 100 times this. You still have all the other Rover v8 issues even with the magic new block. If you're going to drop the loot, might as well move to something better - clear choices being an LS swap or Cummins r2.8 turbo diesel.