Discussion
please don't forget, most tvr's are in uk and you can't go very fast for let's say 10 min. full throttle, as for example in germany ;-)
a german sp6-expert told me: 4.3L is the maximum for longer time in "full speed" as otherwise the headgasket will blow, even if it's a/the "special"-one.
so bigger than this 4.3L are not ideal for long time full-throttle, as the distance between the sleeves is to (or much to) little.
a german sp6-expert told me: 4.3L is the maximum for longer time in "full speed" as otherwise the headgasket will blow, even if it's a/the "special"-one.
so bigger than this 4.3L are not ideal for long time full-throttle, as the distance between the sleeves is to (or much to) little.
Edited by TAM747 on Saturday 19th September 09:25
Edited by TAM747 on Saturday 19th September 09:36
Thanks for posting this information DWix. I'm not planning any long road trips like yours or Don1 but it would be nice to know (regardless of upgraded or standard rebuild) that this wouldn't happen if put to the test! I guess that's one of the reasons that Jason adds some extra machine work into his 4.3 rebuilds for added cooling.
joecat said:
Thanks for posting this information DWix. I'm not planning any long road trips like yours or Don1 but it would be nice to know (regardless of upgraded or standard rebuild) that this wouldn't happen if put to the test! I guess that's one of the reasons that Jason adds some extra machine work into his 4.3 rebuilds for added cooling.
Your not going to change the water paths in the block or standard head. The fff resolves the nonsense oil pressure you get with the standard head. Theres a few threads on here where power rebuilds have failed at the head gasket, and the str8six build that dwix mentions. Clearly then if the cooling system is functioning correctly there must be a more fundamental issue. For example the head gasket does not meet the necessary requirements or there is pre-detonation/detonation, compression is ratio too high etc
Edited by m4tti on Saturday 19th September 13:06
TAM747 said:
please don't forget, most tvr's are in uk and you can't go very fast for let's say 10 min. full throttle, as for example in germany ;-)
a german sp6-expert told me: 4.3L is the maximum for longer time in "full speed" as otherwise the headgasket will blow, even if it's a/the "special"-one.
so bigger than this 4.3L are not ideal for long time full-throttle, as the distance between the sleeves is to (or much to) little.
Interesting - but these are 4 litre engines - the bottom remains the same. a german sp6-expert told me: 4.3L is the maximum for longer time in "full speed" as otherwise the headgasket will blow, even if it's a/the "special"-one.
so bigger than this 4.3L are not ideal for long time full-throttle, as the distance between the sleeves is to (or much to) little.
Edited by TAM747 on Saturday 19th September 09:25
Edited by TAM747 on Saturday 19th September 09:36
Don1 said:
TAM747 said:
please don't forget, most tvr's are in uk and you can't go very fast for let's say 10 min. full throttle, as for example in germany ;-)
a german sp6-expert told me: 4.3L is the maximum for longer time in "full speed" as otherwise the headgasket will blow, even if it's a/the "special"-one.
so bigger than this 4.3L are not ideal for long time full-throttle, as the distance between the sleeves is to (or much to) little.
Interesting - but these are 4 litre engines - the bottom remains the same. a german sp6-expert told me: 4.3L is the maximum for longer time in "full speed" as otherwise the headgasket will blow, even if it's a/the "special"-one.
so bigger than this 4.3L are not ideal for long time full-throttle, as the distance between the sleeves is to (or much to) little.
Edited by TAM747 on Saturday 19th September 09:25
Edited by TAM747 on Saturday 19th September 09:36
m4tti said:
joecat said:
Thanks for posting this information DWix. I'm not planning any long road trips like yours or Don1 but it would be nice to know (regardless of upgraded or standard rebuild) that this wouldn't happen if put to the test! I guess that's one of the reasons that Jason adds some extra machine work into his 4.3 rebuilds for added cooling.
Your not going to change the water paths in the block or standard head. The fff resolves the nonsense oil pressure you get with the standard head. Theres a few threads on here where power rebuilds have failed at the head gasket, and the str8six build that dwix mentions. Clearly then if the cooling system is functioning correctly there must be a more fundamental issue. For example the head gasket does not meet the necessary requirements or there is pre-detonation/detonation, compression is ratio too high etc
Edited by m4tti on Saturday 19th September 13:06
Dom
Tvr Power said:
If Power had an head gasket issue i'd be on the case immediatly, fortunately because i've tested our product well before we sell to the public i have zero head gasket failures,"NOTE" head gaskets are the biggest manufacturing failure in the motor industry, Powers engines will never come across this unless mapped incorrectly or block thread failure. most failures are caused by mechanical ignorance if the rad or hose fails
Dom
Presumably you used bolts not studs on the rebuilds with the block thread failures?Dom
I think my car has done 12k miles now. Needs a service but it's now tucked away until Spring. Other than that the engine is simply superb.
What the head does is amplify the wonderful character of the S6. It's even more revvy, much smoother and just great fun to work through the gears. I'd catagorically recommend it if you prefer I6 character over V8. I'm over the moon with mine.
What the head does is amplify the wonderful character of the S6. It's even more revvy, much smoother and just great fun to work through the gears. I'd catagorically recommend it if you prefer I6 character over V8. I'm over the moon with mine.
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