My second AJP...
Discussion
Remember the thread a few weeks ago entitled "My first AJP"? Well, that very same engine has in fact become my second AJP. Im chuffed to bits- went and picked it up from John Read at Readman racing the other day (absolutely top bloke by the way) who explained that he built it for a tuscan challange car, but after only about an hours use it was taken out to make way for a dry sump ajp. There was pretty much no expense spared when it was built too- 4.5 with forged crank, new pistons + rods, tuscan race cams and valve gear, comp. ratio to 11.2, fully balanced, yada yada. He's a man with about 35 years experience working at TVR, and he described it as "way beyond red rose spec". Needless to say, I am a happy boy!
John also had lots of interesting tvr inside info. As he worked in the tvr racing division, he was able to tell the truth about the spec that PW had in his tuscan challange car, as well as the that of the cerbera press cars. All very interesting stuff!
Anyway, Im in the process of taking all of the stuff off my old 4.2 that I stil need, and fitting it to the new engine. Of this includes the PS pump, which obviously wasn't fitted before as it was in a race car. However, it seems that the aux. shaft that drives the pump in the new engine has a smaller woodruff key than the one from my old 4.2 (which is actually quite a late engine). Bit annoying, but just sod's law I suppose. So, can anyone say how easy it would be for me to swap the two aux shafts round in each of the engines? If its not too much of an arse of a job, I may as well try to keep the shaft with the bigger woodruff key, as this does seem to be a reasonably common failure for the steering system.
John also had lots of interesting tvr inside info. As he worked in the tvr racing division, he was able to tell the truth about the spec that PW had in his tuscan challange car, as well as the that of the cerbera press cars. All very interesting stuff!
Anyway, Im in the process of taking all of the stuff off my old 4.2 that I stil need, and fitting it to the new engine. Of this includes the PS pump, which obviously wasn't fitted before as it was in a race car. However, it seems that the aux. shaft that drives the pump in the new engine has a smaller woodruff key than the one from my old 4.2 (which is actually quite a late engine). Bit annoying, but just sod's law I suppose. So, can anyone say how easy it would be for me to swap the two aux shafts round in each of the engines? If its not too much of an arse of a job, I may as well try to keep the shaft with the bigger woodruff key, as this does seem to be a reasonably common failure for the steering system.
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