Discussion
In CCC magazine some time ago I read with interested about a guy that balances engines for a living. (Add a bit here, take a bit there, sounds simple eh? Not so!).
My old Honda VTEC engine could have the rev limit raised to 10,500RPM with balancing and there were some that did it.
Would the benefits out way the costs to doing this to the Serp engine in my Griff or did TVRpower balance them already?
My old Honda VTEC engine could have the rev limit raised to 10,500RPM with balancing and there were some that did it.
Would the benefits out way the costs to doing this to the Serp engine in my Griff or did TVRpower balance them already?
I'd doubt whether the TVR,Rover based V8s were balanced as standard, as i can't see TVR going to that sort of expense.
I don't think they even match the injector flows - which can easliy vary by 20%, according to Mark Adams.
I'm sure you can have the rev limit raised, but as already mentioned, the lifters & tappets need changing, and I'm not sure if the crank/con-rods would need beefing-up.
>> Edited by Digga on Thursday 20th May 12:33
I don't think they even match the injector flows - which can easliy vary by 20%, according to Mark Adams.
I'm sure you can have the rev limit raised, but as already mentioned, the lifters & tappets need changing, and I'm not sure if the crank/con-rods would need beefing-up.
>> Edited by Digga on Thursday 20th May 12:33
donatien said:
Dusty - all these new topics you keep posting.
People will think you've bought a Griff
I own the mythical Griff. Just let me go on beliving that and I'll be happy (and so will my mythical bank balance!).
Not so concerned about getting higher revs out of the thing, just a really sorted engine. Was thinking....hang on, Metaliica on radio. There, all done....
Anyway was thinking it would be better to have a thorughly sorted powerful normally asperated beast than just adding mods to it.
The engine is great at the moment and I wouldnt even contemplate stripping it all down until it breaks (or underperforms).
I guess this is all my future visions really. Im Griff through and through. I dont like Cerbs and I dont like the Speed6 engines. The year and model Griff I own is the best ever TVR for me. I have looked long and hard (as you will all know!) and I want no other TVR and would like to keep this one for ever. The next car would probably be a Caterfield followed by a Porker* but I'd like to always have the Griff too.
(* or Mundane-o if a sudden life change should ever happen!)
>> Edited by DustyC on Thursday 20th May 12:38
I think there's a lot of us long term Griffers about.
Mine is my second Griff (I had a second hand, early 4 litre) which I bought new in '98, specced to my own taste. I figured that if I kept the car, the cost difference of owning new or nearly new was negligable over a long period.
Like many of us, the Griff is my favourite TVR, and whilst in the future I may own other TVRs, I will not be getting rod of the Griff. Hopefully!
Mine is my second Griff (I had a second hand, early 4 litre) which I bought new in '98, specced to my own taste. I figured that if I kept the car, the cost difference of owning new or nearly new was negligable over a long period.
Like many of us, the Griff is my favourite TVR, and whilst in the future I may own other TVRs, I will not be getting rod of the Griff. Hopefully!
Most rovers aren't internally balanced very well (including some tvr's). The cranks are balanced long before they ever meet the engine or reciporocating masses. The internal bits all weigh within certain tolerences so the cranks will be balanced to suit an average mass, nearish anyway. I balance my rods end to end and reduce some mass in the process. It takes ages to do, like a whole day if I'm being very particular. Then you can save a load of weight by fitting taper walled gudgeon pins. As for the pistons, they are much easier to balance. Then you get it dynamically balanced to finish off.
The result will be a smoother quieter, more reliable engine. It's rpm threshold can be raised but there's little point unless the engine will make power at those rpm's.
The result will be a smoother quieter, more reliable engine. It's rpm threshold can be raised but there's little point unless the engine will make power at those rpm's.
DustyC said:
In CCC magazine some time ago I read with interested about a guy that balances engines for a living. (Add a bit here, take a bit there, sounds simple eh? Not so!).
My old Honda VTEC engine could have the rev limit raised to 10,500RPM with balancing and there were some that did it.
Would the benefits out way the costs to doing this to the Serp engine in my Griff or did TVRpower balance them already?
I'll let you know ....
Boosted LS1 said:
I balance my rods end to end and reduce some mass in the process. It takes ages to do, like a whole day if I'm being very particular. Then you can save a load of weight by fitting taper walled gudgeon pins. As for the pistons, they are much easier to balance. Then you get it dynamically balanced to finish off.
The result will be a smoother quieter, more reliable engine. It's rpm threshold can be raised but there's little point unless the engine will make power at those rpm's.
Very interesting - what sort of cost are we looking at to balance the standard V8 from my Griff 500?
I heard a Wedge at the N.Yorks meet last week and it had to be the smoothest sounding RV8 I've ever heard.
Boosted LS1 said:
Most rovers aren't internally balanced very well (including some tvr's). The cranks are balanced long before they ever meet the engine or reciporocating masses.
I thought TVR 'balanced' the engine by balancing the crankshaft pulley? Mine's certainly drilled and dowelled on the rear face for this purpose. This approach is a lot cheaper than component by component internal balancing.
balancing the moving (larger) parts will allow the engine rev higher which will make more power.
IF...
you have the induction to allow enough air.
you have the mapping to make the fuelling.
you have the injectors to move the fuelling.
you have the cam (& lifters) to use the extra revs.
you have the heads to use the revs.
other than that theres not much point. the "lumpiness" of most TVR V8s can be cured by V8D via heads and cam ( the 404H is a beaut ) if you're lucky Mark adams can do it on the injectors/mapping.
also i believe that the TARAKA mod from TVR balances the bottom end and is quite reasonable.
IMHO ofcourse.
by the way, if you want matched injectors, i have a clean set!
IF...
you have the induction to allow enough air.
you have the mapping to make the fuelling.
you have the injectors to move the fuelling.
you have the cam (& lifters) to use the extra revs.
you have the heads to use the revs.
other than that theres not much point. the "lumpiness" of most TVR V8s can be cured by V8D via heads and cam ( the 404H is a beaut
) if you're lucky Mark adams can do it on the injectors/mapping. also i believe that the TARAKA mod from TVR balances the bottom end and is quite reasonable.
IMHO ofcourse.
by the way, if you want matched injectors, i have a clean set!
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