Grrrrrrreat power from this one
Discussion
As things are a little bit slow on here I thought it might be nice to post some good news ..
Doing some work on a Griffith right now .. engine is a Rob Robertson short stroke 5 litre build with cross bolted bottom end with Peter Burgess heads and a solid lifter cam from Rob. Intake is a Blended base with 72mm throttle in the plenum, Exhaust is CliveF Y piece and std decatted manifolds. The Engine Management I've just fitted is the Emerald K6.
It's one of the very best 5 litre engines I've seen. I actually powered down my dyno and left it a few hours before re-inputting all the atmospherics and running it up again because I was disbelieving my own dyno, but it's the same result... Just peaked at the 6250 limiter at a smidge over 370hp.
Doing some work on a Griffith right now .. engine is a Rob Robertson short stroke 5 litre build with cross bolted bottom end with Peter Burgess heads and a solid lifter cam from Rob. Intake is a Blended base with 72mm throttle in the plenum, Exhaust is CliveF Y piece and std decatted manifolds. The Engine Management I've just fitted is the Emerald K6.
It's one of the very best 5 litre engines I've seen. I actually powered down my dyno and left it a few hours before re-inputting all the atmospherics and running it up again because I was disbelieving my own dyno, but it's the same result... Just peaked at the 6250 limiter at a smidge over 370hp.
spitfire4v8 said:
As things are a little bit slow on here I thought it might be nice to post some good news ..
Doing some work on a Griffith right now .. engine is a Rob Robertson short stroke 5 litre build with cross bolted bottom end with Peter Burgess heads and a solid lifter cam from Rob. Intake is a Blended base with 72mm throttle in the plenum, Exhaust is CliveF Y piece and std decatted manifolds. The Engine Management I've just fitted is the Emerald K6.
It's one of the very best 5 litre engines I've seen. I actually powered down my dyno and left it a few hours before re-inputting all the atmospherics and running it up again because I was disbelieving my own dyno, but it's the same result... Just peaked at the 6250 limiter at a smidge over 370hp.
That sounds like it belongs to someone we both know who likes to keep secrets!! If it is he will be well 😃. Just remind him he’s got a bit more to find if he wants to keep up 😂 Doing some work on a Griffith right now .. engine is a Rob Robertson short stroke 5 litre build with cross bolted bottom end with Peter Burgess heads and a solid lifter cam from Rob. Intake is a Blended base with 72mm throttle in the plenum, Exhaust is CliveF Y piece and std decatted manifolds. The Engine Management I've just fitted is the Emerald K6.
It's one of the very best 5 litre engines I've seen. I actually powered down my dyno and left it a few hours before re-inputting all the atmospherics and running it up again because I was disbelieving my own dyno, but it's the same result... Just peaked at the 6250 limiter at a smidge over 370hp.
Well spotted Ian .. your car still holds the record for an RV8 on my dyno just pipping Peter High's old 5.5 by 1 hp, but the first set of power runs yesterday from mystery-shopper's car ran it close .. mid 380s at one point which were at the end of the mapping session when the ambients had changed somewhat. Then ambients re-done and mid then 370s .. I didn't believe it so let it rest and re-did the ambients in the dyno and mid 370s is where it settled. Both this engine and yours are epic RV8s 
Edited by spitfire4v8 on Tuesday 7th April 07:36
340 ft/lbs at 2,000rpm rising to 370 ft/lbs at 4,000rpm
In that same very practical 2,000 - 4,000rpm window it piles on a full additional 150hp, just riding that usable and narrow 2,000rpm window the engine more than doubles it's horsepower output
That would feel strong in a modern sports car which typically weigh in at 1.5 tons these days, but in a 1060kg TVR that must be absolutely nuts
For comparison here's a dyno graph from a Lamborghini Huracan.
Whats really amazing here is from idle to 5,500rpm the power and torque production from the ancient Rover V8 matches the Lamborghini's super sophisticated modern 5.2 litre V10, the difference being the TVR weighs 1060kg while the Huracan weighs 1,553kg so the Italian super car is forced to move almost half a ton more weight.
Ok so the Lambo takes off after 5,500rpm as you might expect, but in the real world on real roads, and assuming you can find traction, in theory the far lighter TVR would monster that modern Lambo. A friend of mine has a V10 Gallardo spyder which I've driven a few times now, the truth is on most UK roads you'd be faster in a 130hp Mazda MX5 because the Lambo is just so wide it massively holds you back, it's like driving a very powerful steam roller.
For sure this 373hp Griff would kill my mates Gallardo on all but a wide dual carriageway, and even then only once it's V10 engine is spinning above 6,000rpm, that's madness when you think the TVR was built in the early 1990's, and its engine and chassis design are basically 1950's technology!
A great result Joolz.
It just goes to show what can be done with the old Rover V8. Interesting how you managed to get peak power over 6000 rpm.
Why do you think that peak power is that much higher than most tuned Rover V8? Is it the cam?
Can you overlay my graph over that one to see the comparison inbetween an NA 5.0 and my 5.5.
That would be an interesting comparison.
As Dave said above, in the real world these tuned tivs are so much more on our small roads. Supercars have never done anything for me, far too big and flashy!
As you know, circumstances twisted my arm to sell my Chimaera and I now have a Boxster S. I swear it would just about see off any other car around twisty country lanes with only 310 bhp.
It just goes to show what can be done with the old Rover V8. Interesting how you managed to get peak power over 6000 rpm.
Why do you think that peak power is that much higher than most tuned Rover V8? Is it the cam?
Can you overlay my graph over that one to see the comparison inbetween an NA 5.0 and my 5.5.
That would be an interesting comparison.
As Dave said above, in the real world these tuned tivs are so much more on our small roads. Supercars have never done anything for me, far too big and flashy!
As you know, circumstances twisted my arm to sell my Chimaera and I now have a Boxster S. I swear it would just about see off any other car around twisty country lanes with only 310 bhp.
phazed said:
As Dave said above, in the real world these tuned tivs are so much more on our small roads. Supercars have never done anything for me, far too big and flashy!
As you know, circumstances twisted my arm to sell my Chimaera and I now have a Boxster S. I swear it would just about see off any other car around twisty country lanes with only 310 bhp.
that combo of parts obviously work in harmony 
Peter Burgess cyl heads get rave reviews and a major contributor to those figures Impressive result. Mine just pipped 300 on a standard 5L with canems ecu and 885 cam. Just wondering what the road manners are like under 2K rpm, Be honest. I wouldn’t say no to an extra 70bhp provided it doesn’t compromise low rpm drivability.
Edited by lancelin on Wednesday 8th April 10:18
Funnily enough I've just got back from a long 2 hour test drive refining the 3 maps ..
On the MOT / Weak cruise map it's fine everywhere except for around 1000-1500 rpm on very light throttle, classic shunting zone.
However on around 14afr it's absolutely great .. better running in fact than a milder cam on lambda=1 mixture I would say.
The beauty of having 3 maps is you can have your cake and eat it .. richer mixtures (decatted) for most driving so keeping it smooth, lambda=1 map for cruising / MOT time (cats back in) and the third is the important pops and bangs map
On the MOT / Weak cruise map it's fine everywhere except for around 1000-1500 rpm on very light throttle, classic shunting zone.
However on around 14afr it's absolutely great .. better running in fact than a milder cam on lambda=1 mixture I would say.
The beauty of having 3 maps is you can have your cake and eat it .. richer mixtures (decatted) for most driving so keeping it smooth, lambda=1 map for cruising / MOT time (cats back in) and the third is the important pops and bangs map
spitfire4v8 said:
Funnily enough I've just got back from a long 2 hour test drive refining the 3 maps ..
On the MOT / Weak cruise map it's fine everywhere except for around 1000-1500 rpm on very light throttle, classic shunting zone.
However on around 14afr it's absolutely great .. better running in fact than a milder cam on lambda=1 mixture I would say.
The beauty of having 3 maps is you can have your cake and eat it .. richer mixtures (decatted) for most driving so keeping it smooth, lambda=1 map for cruising / MOT time (cats back in) and the third is the important pops and bangs map
WOW now that is surprising that really is a happy combo On the MOT / Weak cruise map it's fine everywhere except for around 1000-1500 rpm on very light throttle, classic shunting zone.
However on around 14afr it's absolutely great .. better running in fact than a milder cam on lambda=1 mixture I would say.
The beauty of having 3 maps is you can have your cake and eat it .. richer mixtures (decatted) for most driving so keeping it smooth, lambda=1 map for cruising / MOT time (cats back in) and the third is the important pops and bangs map
not what I was expecting you to come back with Joolz , the 2 maps thing is useful like you say the 3rd 
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