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Alexdaredevilz
Original Poster
4,246 posts
48 months
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Because of the massive selection of aftermarket parts, big valves,forged pistons and roller cam as standard on the later models
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SILICONEKID340HP
8,366 posts
100 months
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Sounds good to me what will be the cc,will it be stroked and i hope it will sound like a proper yank motor . Will you be going for aluminum heads ?hope you fabricate the exhaust so each side is seperate all the way to the rear .the Y piece spoils that Yank V8 sound http://www.youtube.com/watch?v=DBM41bOLPSg
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Alexdaredevilz
Original Poster
4,246 posts
48 months
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I haven't decided any thing yet.......;-)
I'm trying to figure out why no one has done it, there must be a reason why not?
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Jammy Dodger
2,449 posts
24 months
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Alexdaredevilz said: I haven't decided any thing yet.......;-)
I'm trying to figure out why no one has done it, there must be a reason why not? Blower's got to be cheaper than a full transplant surely ?
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Alexdaredevilz
Original Poster
4,246 posts
48 months
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Jammy Dodger said: Blower's got to be cheaper than a full transplant surely ? I want to move away from the rover v8 I want proper intakes, roller cams, forged pistons,rods, cranks at good prices that I can rev to 8000rpm if I feel the need Plus I can charge this if I want to 1000bhp+ You just can't do this with a rover v8
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Jammy Dodger
2,449 posts
24 months
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Alexdaredevilz said: I want to move away from the rover v8
I want proper intakes, roller cams, forged pistons,rods, cranks at good prices that I can rev to 8000rpm if I feel the need
Plus I can charge this if I want to 1000bhp+
You just can't do this with a rover v8 True but to transplant and then blow is gonna cost some ! Wonder how much V8ndy paid for his lump with Kenne Bell in situ ?
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v8 racing
1,977 posts
120 months
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Alexdaredevilz said: Jammy Dodger said: Blower's got to be cheaper than a full transplant surely ? I want to move away from the rover v8 I want proper intakes, roller cams, forged pistons,rods, cranks at good prices that I can rev to 8000rpm if I feel the need Plus I can charge this if I want to 1000bhp+ You just can't do this with a rover v8 And how much do you think 1000hp is going to cost??, personally i would forget the 302 route, out the box they only make the same as a good 500 engine, the 351 windsor or cleveland, you can get good power from them for not too much, i have just built my dad a 351 windsor stroked to 7 litre and it makes 520hp cost around 4k in parts, 1000hp i hope you have a big budget!!
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Alexdaredevilz
Original Poster
4,246 posts
48 months
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1000bhp was just a example
I'm after 400-450hp at 7000 rpm (in the end)
I know the 351 makes aload more power but I want to try and fit the exhausts down the side of the chassis and I'm sure I can't do that with the 351
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macdeb
3,816 posts
124 months
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v8 racing said: And how much do you think 1000hp is going to cost??, personally i would forget the 302 route, out the box they only make the same as a good 500 engine, the 351 windsor or cleveland, you can get good power from them for not too much, i have just built my dad a 351 windsor stroked to 7 litre and it makes 520hp cost around 4k in parts, 1000hp i hope you have a big budget!! Out of interest Rob, how come you went windsor and not cleveland? I thought the cleveland had a beefier bottom end [4 bolt crank] or have I got it the wrong way round?They do sound the b  ks though don't they.
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Chimpandtonic
3,230 posts
48 months
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Alexdaredevilz said: 1000bhp was just a example
I'm after 400-450hp at 7000 rpm (in the end)
I know the 351 makes aload more power but I want to try and fit the exhausts down the side of the chassis and I'm sure I can't do that with the 351 Surely when all is said & done, if you are dead set on a transplant Alex you would be far better off with an LS. The LS transplant has been done before many times so all the hard work thinking out the instalation has also been done for you. shoving a big lump in an engine bay is the easy bit, but I think you'll quickly discover the devil is in the detail. Sportmotive will sell you what amounts to a fitting kit, completly eliminating the need to design & fabricate parts like manifolds & engine mounts. I'm not saying an LS conversion is an afternoons work, no doubt even with a fitting kitit's quite a project, but at the end of the day all the hard work has been done for you and there's someone to ask when you get stuck, someone thats been there & done it before. I know the prices for turnkey SBC & SBF motors look very tempting, but buying it is just the beginning. I suspect the cost difference between putting a SBF & an LS in a TVR would end up being very minimal by the time it's all up and running without the inevitable little teething problems. And with an LS you end up with a much more modern all aluminium motor. If a 400-450 yank V8 transplant is your goal then surely the LS is a no brainer. Of course there is a very light V8 engine available that slots straight in with absolutely no modifications nessesary. It can be tuned to make well over 300hp and a lot more with forced induction, add modern fuel & ignition & that old lump may well surprise you. At the end of the day there still remains a very strong argument for keeping the Rover V8, irrespective of it's breathing limitations.
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neal1980
1,946 posts
108 months
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alex think about our emails you know the way forward ;-p
I have a shipper in place as well if you want to share the shipping ?
ssshhhhh ;-p
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SILICONEKID340HP
8,366 posts
100 months
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neal1980 said: alex think about our emails you know the way forward ;-p
I have a shipper in place as well if you want to share the shipping ?
ssshhhhh ;-p What are you planning next ? what the hell you are talking about..?
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V8TVR1978
895 posts
59 months
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Sorry all but I will start on subject and then I will slip off subject.The Cleveland is a better set up in the minds of many. With that in mind when we were "improving" my 66 2+2, we decided to go the Windsor route (with some extra pennies spent on heads and internals) because MOST people wouldn't expect a Windsor to embarrass the amount of big blocks we embarrassed on the track. Even had the 289 Ford emblems on the valve covers and air cleaner. Made lots of side bets at the track and collected handsomely. ( At my age now I realize that wasn't playing fair but I was only 20 at the time.) The one major flaw that we had was wheel hop and instead of trying to lighten the weight of the car, we were trying to find the right amount of stuff to stuff into the trunk/boot. A few years later when we threw a 327 from a 63 Vette into a 49 Anglia we had a few tricks up our sleeves about wheel hop. Those were the years and now I have to settle on driving my daughters supercharged 2500M, the Spousal Units automatic 302 Taimar or my MONSTER which is a 78 Taimar that was converted to a 5 speed 302 by the Canadian importer back in 1978. The 302 was a bit boring, so we stroked it to a 347 and now I can PROUDLY display my PistonHead emblem with TVR cause "PORSHAS" are for girls under it and my "PORK" friends hate me but I am doing my TVR part on this side of the pond. macdeb said: Out of interest Rob, how come you went windsor and not cleveland? I thought the cleveland had a beefier bottom end [4 bolt crank] or have I got it the wrong way round?They do sound the b ks though don't they.
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Alexdaredevilz
Original Poster
4,246 posts
48 months
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Chimpandtonic said: Surely when all is said & done, if you are dead set on a transplant Alex you would be far better off with an LS.
The LS transplant has been done before many times so all the hard work thinking out the instalation has also been done for you.
shoving a big lump in an engine bay is the easy bit, but I think you'll quickly discover the devil is in the detail.
Sportmotive will sell you what amounts to a fitting kit, completly eliminating the need to design & fabricate parts like manifolds & engine mounts.
I'm not saying an LS conversion is an afternoons work, no doubt even with a fitting kitit's quite a project, but at the end of the day all the hard work has been done for you and there's someone to ask when you get stuck, someone thats been there & done it before.
I know the prices for turnkey SBC & SBF motors look very tempting, but buying it is just the beginning.
I suspect the cost difference between putting a SBF & an LS in a TVR would end up being very minimal by the time it's all up and running without the inevitable little teething problems.
And with an LS you end up with a much more modern all aluminium motor.
If a 400-450 yank V8 transplant is your goal then surely the LS is a no brainer.
Of course there is a very light V8 engine available that slots straight in with absolutely no modifications nessesary.
It can be tuned to make well over 300hp and a lot more with forced induction, add modern fuel & ignition & that old lump may well surprise you.
At the end of the day there still remains a very strong argument for keeping the Rover V8, irrespective of it's breathing limitations. I see 100% what you are saying Dave, The LS is lighter and more powerful no argument there Point im trying to make is the Ford 302 is better than the Rover V8, and will bolt on my T5 box so I wont have to mess about with any mountings, prop-shafts linkages and speedo's etc Thus halving the work needed to swap engines over, which will be half the time it will be off the road And there's the cost a LS engine with box to suit will be mega money's compared to 302 with bell housing How much is a LS3 and tko600 box? £8k+? VS 302 rebuilt half decent and bell housing for £3-4k? Plus I would go down the carb route for tidiness,cost and less hassle to get right and keep right Also one of my favourite things about this engine is the size, its about 4 inches narrower than the Rover V8 which means I can route the exhaust 'properly' down the side of the bay making it look better, lighter and cooler
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Chimpandtonic
3,230 posts
48 months
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Alexdaredevilz said: I see 100% what you are saying Dave,
The LS is lighter and more powerful no argument there
Point im trying to make is the Ford 302 is better than the Rover V8, and will bolt on my T5 box so I wont have to mess about with any mountings, prop-shafts linkages and speedo's etc
Thus halving the work needed to swap engines over, which will be half the time it will be off the road
And there's the cost a LS engine with box to suit will be mega money's compared to 302 with bell housing
How much is a LS3 and tko600 box? £8k+? VS 302 rebuilt half decent and bell housing for £3-4k?
Plus I would go down the carb route for tidiness,cost and less hassle to get right and keep right
Also one of my favourite things about this engine is the size, its about 4 inches narrower than the Rover V8 which means I can route the exhaust 'properly' down the side of the bay making it look better, lighter and cooler I understand mate, makes sense & you could become the creator of a new budget 400hp transplant kit. It's a cool project Alex, good luck with it.
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Alexdaredevilz
Original Poster
4,246 posts
48 months
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Chimpandtonic said: I understand mate, makes sense & you could become the creator of a new budget 400hp transplant kit.
It's a cool project Alex, good luck with it. Bugger  looks like im going to have to do it aren't I? I need to spend a evening doing some man maths, found several engines I can buy in the UK aswell My END goal is 400-450bhp at high revs 7k rpm's at least with a very tidy problem free engine bay
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900T-R
18,559 posts
126 months
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neal1980 said: I wouldnt worry about losing weight, more power is easier. You wouldnt notice it im sure. Its mainly a road car so will be fine. I will never, ever understand that last part of reasoning. It's relatively easy to set up a car for (non-competitive or clubman level) track driving as you're working with a limited set of conditions that will be more or less the same every time after you did your first lap (barring a sudden rain shower) while on the road the conditions vary to a far greater extent and are largely unknown beforehand. Anyway, a lightweight starter weighs half the original at 3,9 kgs; getting rid of the dustbin main cat and the two precats will probably net you >10 kg; Odyssey battery ~3 kg lighter than the smaller early std batt. Carbon plenum w/twin throttles - about 2 kg lighter than aluminium? I wouldn't worry too much about the weight in the middle or the rear of the car at this point - what you primarily need to counteract is the nose-heavy attitude of the car (std weight balance about 51.5:48.5 front/rear).
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SILICONEKID340HP
8,366 posts
100 months
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900T-R said: neal1980 said: I wouldnt worry about losing weight, more power is easier. You wouldnt notice it im sure. Its mainly a road car so will be fine. I will never, ever understand that last part of reasoning. It's relatively easy to set up a car for (non-competitive or clubman level) track driving as you're working with a limited set of conditions that will be more or less the same every time after you did your first lap (barring a sudden rain shower) while on the road the conditions vary to a far greater extent and are largely unknown beforehand. Anyway, a lightweight starter weighs half the original at 3,9 kgs; getting rid of the dustbin main cat and the two precats will probably net you >10 kg; Odyssey battery ~3 kg lighter than the smaller early std batt. Carbon plenum w/twin throttles - about 2 kg lighter than aluminium? I wouldn't worry too much about the weight in the middle or the rear of the car at this point - what you primarily need to counteract is the nose-heavy attitude of the car (std weight balance about 51.5:48.5 front/rear). Can`t see how you get those figures when there can be over 50KG of petrol swishing around the fuel tank.. (std weight balance about 51.5:48.5 front/rear). What are these figures based on ? two medium size adults and half a tank of petrol 
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shpub
8,489 posts
141 months
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You might want to check that your version of the T5 will actually fit the 302 as there are a lot of variations with spline size and length. The Griff T5 is the Chrysler version IIRC and is the rarer of the T5s. The ford sierra version which is the type commonly used with the 302 I believe has a different shaft to that of the Griff one. I suspect that all the 302 stuff is based around the Mustang version. That's the same as the Sierra over here and that does not fit the Griff.
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900T-R
18,559 posts
126 months
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SILICONEKID340HP said: Can`t see how you get those figures when there can be over 50KG of petrol swishing around the fuel tank.. Car was weighed @ Intrax with about half a tank (and a full toolkit). It's not 50 kg either - 57 litres x 0.7 (petrol is lighter than water) at most. And it's not loading the front wheels either. With a front engined, rear wheel drive car packing a big engine in a light body you have 2 problems: - Too much weight on the front axle blunting the car's agility/turn in response and promoting understeer - Not enough weight on the rear axle limiting traction (especially in low-grip conditions) Fitting bigger, heavier engines to cars that are already borderline dynamically with the standard engine does strike me as er, a bit 'specialist'. For me, tuning/modifying a car is to look at it from a holistic POV and see what it needs to get it to a higher level as a whole. And what a Griffmaera needs before anything else is dynamic balance and composure, not 'bigger everything' IMO.
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