RE: Chimaera LS6
Discussion
zumbruk said:
zumbruk said:
tvrolet said:
Note that the 'Rover V8' as built by Rover goes up to 3.5 litres only.
I wonder what's propelling a 4.6HSE Range Rover, then?
A 4.6 litre BMW engine
Naah, it's a 4.6 litre Ford engine, now.
Although since they're not being made any more, it's nobody's engine.
nope... 4.6 is still a BMW engine. Land rover merely had the rights to use it in its vehicles on a restricted basis.
Upon Ford's acquisition the BMW option was dropped in favour of using one of Ford's premium brand engines, namely, the engines designed and built for jaguar.
Of course, of one wants to be picky, all jag engines now belong to ford by subsidiary company relationship.
Who knows - TVR Power, Boosted, V8 Dev, etc, lets just say mate has a car that started out needing a crank and is now steel rodded 5.5 on twin plenums, (not steel crank), wild cats heads - will end up WAY past 10k - this will / should be a high 300/ high 300 engine, fast road cam. So work it out with a steel crank, and a full SS exhaust - then into gearboxes and clutches that would push to mid teens. (I get a regular update on this so I know!) - Oh and Ecu programming etc.
Anyway back to mine!
On list for next 6 months - larger rear discs, fia spec Cobra twin hoop cage (so I do not have a bar across my sight line, bushing all round and maybe suspension (see what bushing and rop links at both end do first).
Ooh and fix Racer an get TR6 Steel engine built - TVR is not the be all and end all - far from it.....
>> Edited by jellison on Wednesday 12th October 13:20
Anyway back to mine!
On list for next 6 months - larger rear discs, fia spec Cobra twin hoop cage (so I do not have a bar across my sight line, bushing all round and maybe suspension (see what bushing and rop links at both end do first).
Ooh and fix Racer an get TR6 Steel engine built - TVR is not the be all and end all - far from it.....
>> Edited by jellison on Wednesday 12th October 13:20
Miguel said:
I have no problem with the Ford engines, but as I said before, those engines are neither light nor small. OHV engines are better for light weight and packaging. Given the choice, I'd take 5.7 or 6 liters of Chevy (LS1/6 or LS2) than 4.6 or 5.4 of Ford. BTW the 5.4 is essentially a stroked, tall block version of the 4.6-yes, their bores are identical. It truly has a truck-like bore to stroke ratio and an enormous stroke.
boosted ls1 said:
Except the cammers are very fat and heavy when compared to a bigger capacity chevy.
Several years ago I considered a cammer and then I saw my first lsx.
Boosted.
The LSX is about the size of the 302.
>> Edited by Hans Gruber on Monday 17th October 08:43
>> Edited by Hans Gruber on Monday 17th October 08:46
Miguel said:
As for it not having hemispherical combustion chambers, the valves are angled so that it's pretty much that. It's just that the valve angle is not as extreme as the old hemi because that creates too large a combustion chamber which then requires pistons with a huge, heavy dome in order to get a reasonably high compression ratio.
The new Chrysler "HEMI" is not a true hemi at all. It's only a marketing gimmick (a very good one at that). The only common feature is that the valves are across from one another and not side by side.
The problem with the true hemi is that the combustion chamber has no quench area so they get horrible burn which in turn produces very high emissions. When developing the new hemi, Chrysler was unable to work around this problem which is inherent to the Hemi design, so they ended up abandoning it.
lap_time said:
Okay, okay, so the Chrylser motors won't work, but if you really wanted to go outside the square, how about the 4.3 liter Lexus V8. Sure it only makes a barely adequate 280hp from factory, but look at the potential: 32v, quad cams, all alloy, small engine, strong 9 bolt mains, it's all good. And it's possible to get 600hp with a centrifugal or Whipple style supercharger. But for reliability and useability, add the right exhaust, intake, bolt on a low boost blower, push out 450hp and whack in a six speed Getrag from a Supra and you've got one awesome car. Plus they've still got a nice V8 burble.
Whaddya think?
The Lexus V8 like the Ford and the 5.0L DOHC in my M5 is simply HUGE and heavy. So besides their ridiculous cost and low power output, they don't make a practical swap.
Hans Gruber said:
I have no problem with the Ford engines, but as I said before, those engines are neither light nor small. OHV engines are better for light weight and packaging. Given the choice, I'd take 5.7 or 6 liters of Chevy (LS1/6 or LS2) than 4.6 or 5.4 of Ford. BTW the 5.4 is essentially a stroked, tall block version of the 4.6-yes, their bores are identical. It truly has a truck-like bore to stroke ratio and an enormous stroke.
boosted ls1 said:
Except the cammers are very fat and heavy when compared to a bigger capacity chevy.
Several years ago I considered a cammer and then I saw my first lsx.
Boosted.
The LSX is about the size of the 302.
>> Edited by Hans Gruber on Monday 17th October 08:43
>> Edited by Hans Gruber on Monday 17th October 08:46
Hello Hans,
The block may not be much larger but it's much bigger across the heads as shown in the pics.
Boosted.
. You're showing us how big/wide the cammer really is, correct? Just start new threads PEOPLE.
This one was started about my car and LS stuff - NOT to woffle about V8's in general.
Nuff said....
Major mods is fine - just start some more thread and don't deviate too much from original topic - if so - NEW THREAD!
This one was started about my car and LS stuff - NOT to woffle about V8's in general.
Nuff said....
Major mods is fine - just start some more thread and don't deviate too much from original topic - if so - NEW THREAD!
Edited by jellison on Tuesday 12th February 09:39
Sorry, have to squeeze this one in. Just got back from Las Vegas and while there bought Hotrod magazine, as it had an article on the LS7, infact the first dyno test of a crated engine. WOW!! 7 litres, 11.0 to 1 compression, 7k rpm limit, GM's durability test include 300 hours operation at WOT and thermal shock tests to block integrity. The article concentrates on the improvements over the LS6, inc revised valve angles,revised valve train geometry, completely revised intake and exhaust port shape and location, CNC high flow heads, lightweight titanium and sodium filled valves, ovate-wire conical beehive-style valve springs, forged titanium connecting rods, forged crankshaft, dry sumped. Dyno figures were 519hp at 6373rpm and 490lbft at 5203rpm. Torque spread is just unbelievable. Apparently the 2006 Z06 corvette has been 1/4 miled at under 12 seconds out of the showroom. A Cerbera with this engine would just be plain silly. Crate price in US is $16,795. The article comments on engine swap issues too, looked like the electrics could be tricky, although they offer a carburretor which was also dynoed at the same power figures!! Since the LS6 has been succesfully wedged into a TVR chassis, this must surely be the ultimate engine swap to do??? Hmmmm.....
>> Edited by longbow on Thursday 5th January 21:04
>> Edited by longbow on Thursday 5th January 21:04
Dyno results;
Stock
rpm hp tq lbft
2813 232 434
3214 269 439
3624 312 453
4029 363 473
4824 455 495
5203 485 490
5593 509 478
5977 518 455
6176 518 441
6373 519 428
6567 510 408
Also, they swapped the cam for a HOT GM one and it did make 600 hp at the fly!!!! And this is on US pump gas, i.e 91 octane
>> Edited by longbow on Thursday 5th January 21:03
Stock
rpm hp tq lbft
2813 232 434
3214 269 439
3624 312 453
4029 363 473
4824 455 495
5203 485 490
5593 509 478
5977 518 455
6176 518 441
6373 519 428
6567 510 408
Also, they swapped the cam for a HOT GM one and it did make 600 hp at the fly!!!! And this is on US pump gas, i.e 91 octane
>> Edited by longbow on Thursday 5th January 21:03
Any chance of 0% finance over 5 years? Ha ha.... Boosted, I'd love to get my hands on one, but I'm afraid I'll have to wait until someone wraps a UK 2006 Z06 round a tree sometime next year!! Although I wonder what a freshly rebuilt 4.2 AJP is worth these days?? Take p/x?? Really though, from a totally impartial viewpoint, this would make one hell of a conversion - current supercar fast. Plus would run on lower octane fuel. And would be reliable. Plus if Tower View will soon be offering chassis conversions for the Cerb/LSX this could soon be a fairly straight forward project. Arggghhh, now why did I have to go and blow all my savings on a house!! One thing Boosted, I have to say I was impressed with the US car scene - my hire cars for the week consisted of a PT Cruiser 2.4 Turbo and a Chrysler 300C, and so so many big V8s over there, came home thinking 4.2 was small! But my question, would a TVR with no knock sensor cope with US pump gas or would it need a drastic ECU change? Only ask as I did see Ferrari's and Lotus Esprit V8 over there but could only find 91 octane fuel - I doubt the Lotus would like that very much.
Really though, from a totally impartial viewpoint, this would make one hell of a conversion - current supercar fast. Plus would run on lower octane fuel. And would be reliable. Plus if Tower View will soon be offering chassis conversions for the Cerb/LSX this could soon be a fairly straight forward project. Arggghhh, now why did I have to go and blow all my savings on a house!! One thing Boosted, I have to say I was impressed with the US car scene - my hire cars for the week consisted of a PT Cruiser 2.4 Turbo and a Chrysler 300C, and so so many big V8s over there, came home thinking 4.2 was small! But my question, would a TVR with no knock sensor cope with US pump gas or would it need a drastic ECU change? Only ask as I did see Ferrari's and Lotus Esprit V8 over there but could only find 91 octane fuel - I doubt the Lotus would like that very much.
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