Discussion
Starter for 10:
JR said:
On another thread:
Marquis Rex said:
I'm tired of the hype surrounding the RV8 engine. Man, I've heard figures as low as 130 Kgs being banded about for its weight. It's a widely used readily available engine- and there's a lot of tuning knowledge out there for it (some of the tuning is questionable).
But lets put things into perspective here:
These are the true weights of a late Disco 4 litre engine, compliant with all the modern emissions and refinement criteria.
Accessory Drive Belt - (1) 0.341kg
Air Cleaner Body 0.977kg
Air Cleaner Element 0.299kg
Air Cleaner Top 0.467kg
Air Flow Meter 0.226kg
Air Hose/Duct - (1) 0.325kg
Alternator 7.196kg
Engine Complete 177.000kg
Engine Management - E.C.U. 0.390kg
Starter Motor 4.060kg
Viscous Coupling 2.942kg
Engine Oil 5.676kg
The above comes to 200 kgs. Now an earlier vehicle will probably NOT have the reduction gear starter motor fitted and so you can expect that to weigh about 8 kgs, the accessory drive won't be poly belt driven but individually driven So that will weigh quite a bit more. The above also does NOT include the flywheel, which on the Rover is very very heavy compared to it's contemporaries. So we're already looking at way over 220 Kgs. The extra capacity over the 3.5 litre will lose some in the crank area, but because the RV8 doesn't have a fully counterweighted crankshaft- not as much as you might imagine. The block has been reinforced since the early days, but I can't see that adding much more then about 5-6 kgs. So these silly figures of around 140Kgs are Science Fiction.
Other points of note are the fact that the valve timing does its own thing about about 4000 rpm due to the flex in the pushrods and rocker shaft location-this has a HUGE effect on top end power, an area where the undervalved Rover V8 struggles already- enlargening the capacity further will just boost low speed torque with little effect on peak power due to the restrictive nature of the cylinder heads- you’ll end up having to go to specially made Wildcat heads to get the top end back unless you’re particularly fond of the feel of a “diesel-esque” torque curve. Now don't get me wrong, the RV8 is a great "working class hero" of an engine- readily available. I TOTALLY understand the emotional reasons behind choosing this legendary stalwart powerplant, or retaining it for a sense of originality- fair play. But when biased folk start to pitch this motor, on function, against the Chevy C5 motor or a twin cam Jag, BMW, or Porsche V8s spending thousands upon thousands and seriously believing all the hype, they're on shaky ground.
But lets put things into perspective here:
These are the true weights of a late Disco 4 litre engine, compliant with all the modern emissions and refinement criteria.
Accessory Drive Belt - (1) 0.341kg
Air Cleaner Body 0.977kg
Air Cleaner Element 0.299kg
Air Cleaner Top 0.467kg
Air Flow Meter 0.226kg
Air Hose/Duct - (1) 0.325kg
Alternator 7.196kg
Engine Complete 177.000kg
Engine Management - E.C.U. 0.390kg
Starter Motor 4.060kg
Viscous Coupling 2.942kg
Engine Oil 5.676kg
The above comes to 200 kgs. Now an earlier vehicle will probably NOT have the reduction gear starter motor fitted and so you can expect that to weigh about 8 kgs, the accessory drive won't be poly belt driven but individually driven So that will weigh quite a bit more. The above also does NOT include the flywheel, which on the Rover is very very heavy compared to it's contemporaries. So we're already looking at way over 220 Kgs. The extra capacity over the 3.5 litre will lose some in the crank area, but because the RV8 doesn't have a fully counterweighted crankshaft- not as much as you might imagine. The block has been reinforced since the early days, but I can't see that adding much more then about 5-6 kgs. So these silly figures of around 140Kgs are Science Fiction.
Other points of note are the fact that the valve timing does its own thing about about 4000 rpm due to the flex in the pushrods and rocker shaft location-this has a HUGE effect on top end power, an area where the undervalved Rover V8 struggles already- enlargening the capacity further will just boost low speed torque with little effect on peak power due to the restrictive nature of the cylinder heads- you’ll end up having to go to specially made Wildcat heads to get the top end back unless you’re particularly fond of the feel of a “diesel-esque” torque curve. Now don't get me wrong, the RV8 is a great "working class hero" of an engine- readily available. I TOTALLY understand the emotional reasons behind choosing this legendary stalwart powerplant, or retaining it for a sense of originality- fair play. But when biased folk start to pitch this motor, on function, against the Chevy C5 motor or a twin cam Jag, BMW, or Porsche V8s spending thousands upon thousands and seriously believing all the hype, they're on shaky ground.
TA14 said:
Starter for 10:
Actually, I am JR said:
On another thread:
Marquis Rex said:
unless you’re particularly fond of the feel of a “diesel-esque” torque curve
I didn't buy a V8 to thrash it to the skies. If I wanted that sort of excitement I'd buy a Lotus twincam... in fact I did but I sold it, largely because I preferred the grunty Rover V8.
ajp55 said:
Hi Guys,
Anybody know the weight of the Rover V8 and Lt 77 gearbox please ?
I need to know the weight so that I can get a quote for shipping.Anybody know the weight of the Rover V8 and Lt 77 gearbox please ?
The engine would be complete with all the injection including loom (hot wire), minus starter alternator and manifolds, gearbox minus stick, both without their oils.
Cheers
Ade.
ajp55 said:
I need to know the weight so that I can get a quote for shipping.
The engine would be complete with all the injection including loom (hot wire), minus starter alternator and manifolds, gearbox minus stick, both without their oils.
Cheers
Ade.
Do a quick google search, lots of companies offer engine shipping from collection to coming and putting on a palletThe engine would be complete with all the injection including loom (hot wire), minus starter alternator and manifolds, gearbox minus stick, both without their oils.
Cheers
Ade.
Sub 50 quid max
Right, since we have a thread in place discussing weights of bits of Wedge, here's a list of parts I've had on the scales (paint was drying, I had nothing else to do 
)...
Fuel Tanks (each) 5.8
Exhaust silencer 9.0
Exhaust system minus headers 6.0
Wheel (15”) inc. tyre 17.7
Differential 46.7
Diff. lower subframe (inc. bushes) 5.7
Diff. top alloy beam 2.7
Diff. lower brackets (pair) 0.8
A-frame complete 4.2
Hub carrier (steel, no bearings) 5.1
Wheel bearing kit, pair 1.8
Propshaft, complete 7.1
Halfshaft, complete, no hub 8.0
Rear hubs, pair, inc. nuts & washers 4.7
Rear spring 2.6
Rear Koni damper 1.9
Rear hydraulic and handbrake caliper 5.5
Rear brake disc (each) 4.1
...and the rear underwing from the 390SE weights 9.7Kg
)...Fuel Tanks (each) 5.8
Exhaust silencer 9.0
Exhaust system minus headers 6.0
Wheel (15”) inc. tyre 17.7
Differential 46.7
Diff. lower subframe (inc. bushes) 5.7
Diff. top alloy beam 2.7
Diff. lower brackets (pair) 0.8
A-frame complete 4.2
Hub carrier (steel, no bearings) 5.1
Wheel bearing kit, pair 1.8
Propshaft, complete 7.1
Halfshaft, complete, no hub 8.0
Rear hubs, pair, inc. nuts & washers 4.7
Rear spring 2.6
Rear Koni damper 1.9
Rear hydraulic and handbrake caliper 5.5
Rear brake disc (each) 4.1
...and the rear underwing from the 390SE weights 9.7Kg
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