Collated Upgrades and Dyno Run Results

[Matthew Poxon]

I have had the Griff for 7 years now, I have completed a number of upgrades so I thought it might be interesting to collate all the upgrades with the dyno run results. Engine is a standard TVR 500 unit, original (not rebuilt).

TVR Power dyno reads in wheel BHP so I have converted to flywheel using the below site
http://www.mk5cortinaestate.co.uk/calculator4.php

2010
Standard Car
North London Dyno

262.5BHP 300ftlb



2011
ACT Plenum to AFM hose (TI001)
ACT AFM to air filter hose + Heat Sleave (TI003)
Magnecor Ignition Lead Set 8mm electrosport (IG004)
OEM Dizzy cap
OEM rotor arm
V8 Enhancements Y-Piece (Clive Ford)
ACT Replica S/S manifold for TVR Griffith/ Chimaera (MS03)

North London Dyno

275.6BHP 320ftlb



2012
ACT 44m Carbon Fibre Trumpet set (TI021)
ACT Thermal Gasket - inlet manifold to trumpet base 5.0ltr (T1081A)
14CUX Tornado Software EPROM (X36-SXW-50)

North London Dyno

277.3BHP 330ftlb




2013
3 bar fuel regulator (0 280 160 291)
Bosch AFM (0 280 218 010)
Bosch Fuel Injectors (0 280 155 931)
MA Tornado Chip Remap

North London Dyno

281.8BHP 332ftlb



2014
K&N Panel filter TVR Griffith (TI012)
ACT Twin plenum kit without trumpet base (T1031A)
MA Tornado Chip Remap

TVR Power

286BHP 327ftlb



2016
TVR Power 885 camshaft

TVR Power

324BHP 348ftlb

[Matthew Poxon]

billynobrakes said:

Looking good Mat
got to meet up on a track day soon

Thanks Gary, yes looking forward to getting out on track this year. Let me know if you book any.

carsy said:

Very interesting Matthew.
I suspect that engine is bob on now making good power yet still being nice and user friendly at low rpm. You`ve probably gone as far as you can now keeping it nice and driveable. Maybe just a little more left when you get your MBE.

I think you are spot on, all the easy gains have now been made, any further will require serious cash in engine mods and may compromise drivability. Interesting to see how far you can go with a 500 without engine mods. MBE should add some mid range torque and maybe some BHPs with the addition of mapped ignition. As you can see fueling on the 14CUX is pretty bang on.

seaside said:

That seems like a significant uplift in power for the 885 cam.
How does it drive?

Old cam was badly worn so I suspect as i was adding BHP with mods the cam was wearing down and taking BHP away, hence what appears to be a big increase right at the end. It drives spot on with 885, smoother than the old 435. You can see it is a very tame cam by all the low down torque so very well mannered with no shunting. I can pull away in 3rd cleanly and sit happily 30MPH in 5th, not that make a habit of doing that but just as an example.

old cam wear:

[Matthew Poxon]

Hello Barry,

I remember speaking to you about your Ohlins, brilliant choice and I would love them on mine at some point. I wish I had bitten the bullet when TVR Centre were offering this as an upgrade package. Like you say prices have gone up a bit since then!

I am hopefully going to be going for an ECU winter this year so I will let you know my experiences with it.

To be perfectly honest your numbers look really healthy as they are, unless you are like me and get enjoyment out of fettling I would recommend that you save your money, keep it standard and enjoy it. There is clearly nothing wrong with yours and if it drives nicely then leave it alone.

From what I understand about cams some have been known to go on 100k+ and be fine, some around 50k like mine and some even lower. I don't think there is any science behind it, at 280BHP standard I would hazard a guess your cam is fine. Stick it on the RR again this year and see what the numbers look like.