Speed 6 Griffith?
Discussion
I am one of those following Clive's very impressive AJP8 installation in his Griffith with keen enthusiasm. It is fantastic to watch the application of his skill and enthusiasm for the marque to produce what will be a wonderful beast.
Sitting on the edge of TVR Griffith history is the failed speed 6. While many would site a deep connection between a V8 and the Griffith, has anyone thought or attempted to install a Speed 6 into a Griffith? I understand the Speed 6 has not enjoyed the robust reputation of the V8, but it does seem we are entering a period where solutions to Speed 6 reliability problems are at hand. And the idea of putting an "in house" TVR engine into a Griffith carries the same purity of thought that using an AJP8 does. The idea that Wheeler tried it first endorses the idea for someone to attempt. Has it been done by anyone or is the idea engineeringly impossible or just aesthetically distasteful in a traditional V8 engine bay? Or has the Speed 6 reputation scared anyone off doing it? Any comments?
Sitting on the edge of TVR Griffith history is the failed speed 6. While many would site a deep connection between a V8 and the Griffith, has anyone thought or attempted to install a Speed 6 into a Griffith? I understand the Speed 6 has not enjoyed the robust reputation of the V8, but it does seem we are entering a period where solutions to Speed 6 reliability problems are at hand. And the idea of putting an "in house" TVR engine into a Griffith carries the same purity of thought that using an AJP8 does. The idea that Wheeler tried it first endorses the idea for someone to attempt. Has it been done by anyone or is the idea engineeringly impossible or just aesthetically distasteful in a traditional V8 engine bay? Or has the Speed 6 reputation scared anyone off doing it? Any comments?
I think many would disagree with your description of the Speed 6 as 'failed' I'm sure there are more Speed 6 engined cars out there than Griffiths with RV8s. Yes many have had failures and I would suggest that's one reason why no one has thought to re create the Griffith Speed 6. As Johno has said Mike's car will have had a Speed6 in it at some point but he's gone for the more traditional V8 route with a pretty unburstable AJPV8.
As for whether the engine would actually fit is another matter.
As for whether the engine would actually fit is another matter.
I think the Griff Speed 6 project was ditched in favour of the new Tuscan as sales of the Griff were dropping the new Tuscan represented fresh attack at the market rather than revamping a flagging model.
The Speed 6 show car was cut up, so can't be reserected in true form, and the Speed 6 test mule was also the AJP8 test mule and ajpgriff has returned it to that development stage.
So any "re-incarnation" of the Speed-Six would only ever be a replica and thus of little historic value (IMHO)
The Speed 6 show car was cut up, so can't be reserected in true form, and the Speed 6 test mule was also the AJP8 test mule and ajpgriff has returned it to that development stage.
So any "re-incarnation" of the Speed-Six would only ever be a replica and thus of little historic value (IMHO)
V8 GRF said:
pretty unburstable AJPV8.
Oh how I wish that was the case .. . . When the crank shaft snapped in the one I was driving it didn't feel unburstable . . . far from it.The S6 motor debate has been long and arduous. Either way, it is without doubt an engine that caused more rebuilds and deaths of warranty companies than any other in TVR's history.
The work being carried out by aftermarket suppliers now seems to resolving the issues, but TVR's efforts were not the greatest, let's be fair about it.
Mike and BB may have shots of the S6 in situ, I've certainly seen some on here as John Ravenscroft ran around for a while in I think L110 with S6 power on board.
Johno said:
V8 GRF said:
pretty unburstable AJPV8.
Oh how I wish that was the case .. . . When the crank shaft snapped in the one I was driving it didn't feel unburstable . . . far from it.
On that topic Al Mellings new MV8 is a reworked AJP8 and ALL parts are interchangeable. New parts available include solid billet rather than fabricated cranks and steel liners rather than cast iron. SO while the headline price for the MV8 might be £14,500 he will supply parts and rebuild AJPs.
I recognise that alright, when I made the exhaust system for Mikes car, I wanted so desperately to cut off the 2 lugs welded to the front of the chassis member as they were in the way of the header pipes, Mike threw his toys out of the pram
just at the shear thought of cutting anything off of the chassis, even though these brackets no longer served a purpose, but they originally held the coolant and oil tanks when the speed 6 was fitted for testing by tvr, and can be seen in these pics.
edited to add, mikes car has had the bulkhead recessed quite a bit, this very likely done at the factory to facilitate the fitting of the speed 6, as the ajp does fit okay, all except the darn starter motor of course.
just at the shear thought of cutting anything off of the chassis, even though these brackets no longer served a purpose, but they originally held the coolant and oil tanks when the speed 6 was fitted for testing by tvr, and can be seen in these pics.edited to add, mikes car has had the bulkhead recessed quite a bit, this very likely done at the factory to facilitate the fitting of the speed 6, as the ajp does fit okay, all except the darn starter motor of course.
Edited by clive f on Monday 16th February 13:22
I must admit i quite fancy putting the S6 back in L110,one day.Now that theres the racing green bucket conversion available the S6 and it's past reliability issues do not bother me.I've got many of the original S6 bits from that pic,like the oil tank,water tank,radiator,induction pipe,airbox,oil cooler etc,that it's almost begging me to be done.Trouble is weve still got so much to do with the AJP first,and that includes refurbing the chassis again before we go much further,so it'll be a while away yet!
The S6 would go into any griff without any more trouble than the AJP i would say.Some small recess would need to be removed from the bulkhead to clear the fuel rail,but if you were using anything but the earlier S6 engine,so you dont have the starter at the top,then the rest shouldn't be too bad.On L110 the triangulation between the lower chassis rails in front of the engine was removed,and replaced with a chassis closing plate with the S6.
If anyone is particularly interested in the conversion,i can arrange a few pics and a 'shuftie' around the car if needed.
Cheers,Mike
The S6 would go into any griff without any more trouble than the AJP i would say.Some small recess would need to be removed from the bulkhead to clear the fuel rail,but if you were using anything but the earlier S6 engine,so you dont have the starter at the top,then the rest shouldn't be too bad.On L110 the triangulation between the lower chassis rails in front of the engine was removed,and replaced with a chassis closing plate with the S6.
If anyone is particularly interested in the conversion,i can arrange a few pics and a 'shuftie' around the car if needed.
Cheers,Mike
CSM said:
What is the weight of the S6 compared to RV8?
Apparently the V8 weighs between 170kg dry and 230kg fully dressed . I think the S6 weighs about 30kg more than the AJP8 if the Cerbera vehicle weight is anything to go on - that would make it 151kg dry.dumbfunk
Edited by dumbfunk on Thursday 19th February 14:15
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