Vixen 302 V8 Tweety
Discussion
Thanks all for your reactions! Hope to see you all out there soon!
The two objects are better visible in this picture:
One is Toetervogel (the Shout Bird), which doubles as interior light and Tweety the Impaler.
The passenger gauge is a military aircraft air speed meter, which should be more accurate above 280 km/h than a magnetic pick up speed sensor for the normal speedo behind the steering wheel. The car is geared for 301 km/h at 6000 rpm in top gear but my calculations show it will be power limited at around 285 km/h. Note to myself: US tires are rated at 180 km/h, guardian angels even lower, sigh.
The two objects are better visible in this picture:
One is Toetervogel (the Shout Bird), which doubles as interior light and Tweety the Impaler.
The passenger gauge is a military aircraft air speed meter, which should be more accurate above 280 km/h than a magnetic pick up speed sensor for the normal speedo behind the steering wheel. The car is geared for 301 km/h at 6000 rpm in top gear but my calculations show it will be power limited at around 285 km/h. Note to myself: US tires are rated at 180 km/h, guardian angels even lower, sigh.
Thanx Moto, best compliment ever! ;-) We should use our cars to bring a smile on our faces, that's the bottom line for me!
Regarding mass, interesting topic, would love to hear more from others. My info (measured on 4 scales)is:
TVR Vixen S2 with xflow and dual webers, 780 kg wet
TVR Vixen S2 (same car, after engine swap) with Vauxhall Redtop and type 9, 790.5 kg wet (FL 189, FR 212, RL 194, RR 195.5)
TVR Vixen S2 (car from this topic) with Ford V8 302, wet, s/s chassis, viper diff 893.5 kg.
I would say on the negative side compared to an original Griff/Tuscan V8 are the heavier wheel/tire combo, the beefier suspension, the roll bar, diff and the chassis mods. On the positive side are the lighter battery, alternator, the alloy cylinder heads, not a lot of interior trim, alloy gearbox casing.
'Wet' means in my measurements with all coolant, oils and approx. 20 liters of fuel.
The Ford V8 with alloy heads is actually quite light.
I would guess all in all it would be approx. the same mass as an old Tuscan v8, but would love to see measured values.
I think literature states 730 kg for a Vixen S2, and 865 kg (1907 lbs) for a Tuscan V8. I guess it's dry.
I would estimate most on the road TVR V8 oldies are in the 900-1000kg range, but would love from people out there.
Regarding mass, interesting topic, would love to hear more from others. My info (measured on 4 scales)is:
TVR Vixen S2 with xflow and dual webers, 780 kg wet
TVR Vixen S2 (same car, after engine swap) with Vauxhall Redtop and type 9, 790.5 kg wet (FL 189, FR 212, RL 194, RR 195.5)
TVR Vixen S2 (car from this topic) with Ford V8 302, wet, s/s chassis, viper diff 893.5 kg.
I would say on the negative side compared to an original Griff/Tuscan V8 are the heavier wheel/tire combo, the beefier suspension, the roll bar, diff and the chassis mods. On the positive side are the lighter battery, alternator, the alloy cylinder heads, not a lot of interior trim, alloy gearbox casing.
'Wet' means in my measurements with all coolant, oils and approx. 20 liters of fuel.
The Ford V8 with alloy heads is actually quite light.
I would guess all in all it would be approx. the same mass as an old Tuscan v8, but would love to see measured values.
I think literature states 730 kg for a Vixen S2, and 865 kg (1907 lbs) for a Tuscan V8. I guess it's dry.
I would estimate most on the road TVR V8 oldies are in the 900-1000kg range, but would love from people out there.
Edited by ephemera on Tuesday 18th August 14:41
A small update: the past months I finished installing the eight individual throttle bodies to Tweety, the Ford 302 V8 engined Vixen S2.
A Kronenburg KMS ECU controls the spark and injection.
Installation included a.o. fitting a trigger wheel, BDP sensor, extra wiring loom, DIS-coils with custom ignition leads and new spark plugs, new throttle linkage, water and air temperature sensors, throttle position sensor, lambda sensors, large injectors, high pressure fuel pump and filter, special intake manifold, VGS throttle bodies and long intake trumpets.
Tweety was set up on the chassis dyno at KMS, and the first mapping returned a car which was completely transformed compared to the time the Edelbrock carburettor was installed. Very responsive and eager, even angry. It is tremendous fun. We could not do a full power run this time, a.o. due to time constraints and too much slip on the rollers without strapping it down to increase pressure on the back of the car. But already an easy 320 Nm at 1400 rpm and 410 Nm at 3400 rpm means I am a very happy bunny. I estimate it will have somewhere between 300 and 400 hp in the end.
The standard Mustang clutch starting slipping soon afterwards, so it has now been replaced with a heavy duty larger diameter McLeod clutch, which is holding up fine.
A special transparent high quality glass tube is now also installed in the cooling circuit, so now you are actually able to see the coolant flow.
Today was the day the first real road test was done in this final configuration of Tweety, and it is simply a blast!
A Kronenburg KMS ECU controls the spark and injection.
Installation included a.o. fitting a trigger wheel, BDP sensor, extra wiring loom, DIS-coils with custom ignition leads and new spark plugs, new throttle linkage, water and air temperature sensors, throttle position sensor, lambda sensors, large injectors, high pressure fuel pump and filter, special intake manifold, VGS throttle bodies and long intake trumpets.
Tweety was set up on the chassis dyno at KMS, and the first mapping returned a car which was completely transformed compared to the time the Edelbrock carburettor was installed. Very responsive and eager, even angry. It is tremendous fun. We could not do a full power run this time, a.o. due to time constraints and too much slip on the rollers without strapping it down to increase pressure on the back of the car. But already an easy 320 Nm at 1400 rpm and 410 Nm at 3400 rpm means I am a very happy bunny. I estimate it will have somewhere between 300 and 400 hp in the end.
The standard Mustang clutch starting slipping soon afterwards, so it has now been replaced with a heavy duty larger diameter McLeod clutch, which is holding up fine.
A special transparent high quality glass tube is now also installed in the cooling circuit, so now you are actually able to see the coolant flow.
Today was the day the first real road test was done in this final configuration of Tweety, and it is simply a blast!
Edited by ephemera on Monday 24th September 20:38
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