I blooody want to go mate...I just cant sell me house!

We'll probably go anyway coz I'm getting p155ed off with it all too!

I'll buy your house! Now Bugger off!

I'd supercharge it and increase the capacity.. Surely much less work than putting an LS in - the SC setups are pretty well proven now and make very good numbers with the right ECU control, and the system is very simple - only adds one oil system and a longer belt from a service point of view?

Depends what your looking for if its ultimate power then probably an ls and a different box and diff, oh and probably uprights, but then its not much of a tuscan anymore.

I'd tend to stick with either a RV8 or AJP.. there is a very quick law of diminishing returns when you start buggering about with it.. I still think the best way to get my car to go quicker is tuning the driver ...

so stick with the rover and just get plenty of track time..

Yep, its a difficult one.

GpA is moving on
GpB is small (but fun)

Too much power means lots of development/expense, so we are looking at about 450bhp?
That way, the drive train can stay stock(ish) and should do OK in A.

Problem is, to get 450 from a NA RV8 is getting into trick 5.7ish stuff.
SC/Turbo will do it, but again development means £££s also not sure about FI for race cars when thinking about lag/enginebraking etc.

So, Tim Tells me his 5.2 is around 400bhp and my old Griff 5.0 also made 400 before detuning.
Is that it...B?
(Before anyone says it...an AJP is out for onvious reasons)

Chevy will do 480 stock...

You might not have noticed Tim, but I do drive it like I stole it!

350 against 400 means an upgrade, so nows the time to see whats about.
If I'm spending cash...may as well go for abit more and try to go A.

As for AJPs, no longevity and its cheaper to get one thats been done ie an A car.

{and I'm on holiday after S/Stone }

Oh Yes, this is for the winter refurb, prior to export...as it were.

Not sure whats happening after SStone though and I fancy an A car for OP.

Exactly my thoughts, if you rebuilt the motor to a short stroke 5L with low comp dished pistons, you can pretty much keep the rest stock and stick on a blower for not a lot of outlay. The exhaust, engine mounts, rad, pipe work etc can all stay the same saving you loads in fabrication costs. If you stick a proper Ecu on there and have it mapped by someone who knows what they're doing then you'd easily take it to 450 bhp and as g says, retain the stock drivetrain. The power curve remains the same and engine braking/throttle response is pretty much unaffected, giving you good engine characteristics for track driving. With proper installation and heat lagging there is very little potential for excess heat, and just about all the design (bar a custom intake) has already been tried and tested. For me it's a sound choice, and produces reliable figures provided you don't get greedy with the boost, and have a sound engine and management to begin with. Nearly all the problems I've seen on road cars stem from installation issues, or people trying to make it work with the 14cux, or have tried to build super spec engines and changed far too much in one go, resulting in a list of niggles that's difficult to trace due so many changes being made at once.

Keep it simple and get the right bits first time and it should take no longer to set up than putting a set of throttle bodies on a rebuilt motor. With an LS you need to change far more, and buy the motor, and the exhaust, intake, engine mounts, the weight goes up, there are more cooling issues, you need a new loom, Ecu, chassis mods... I looked at putting one in mine but decided it was too much work above just buying the engine in the end. I ended up using an ajp because I had most of an engine already and all the bits to put it in, but I would have gone for a blown rv8 if I couldnt make the ajp work. So I wouldn't write it off totally, the are obviously drawbacks to all choices but I don't think a blower has any more than rival choices. You also know the rv8 very well, so diagnosing issues and repairs shouldn't be any more difficult than they are now.

Yeah this is the major point - it would be the same problem sticking any other engine in there that isn't very well understood, you're always going to have a lot of time refining the design when you change so much at once. I'm not knocking the LS engine its self at all, and hope to put one in a car be it road or race one day and make silly power, but it will take a long time and cost a lot of money I expect, so I'll leave it a few years from now..