SC Power conversions
Discussion
Ive read some threads regarding Turbocharging vs Supercharging and im none the wiser, there never seems to be an outcome!
Has anyone had the Sc power kit fitted and can give some feedback on it?
Im considering going from my Chim 400 to a 500 but my car is pretty much sorted, im happy with it, and it has a solid chassis.
The debate will rage on forever about buying a more powerful car but i may be back to square one and have to worry about the chassis amongst other things.
Im interested in the SC route as id like to up the power slightly but keep the driveability as it is, im not interested in huge gains and would be happy with around 300 Bhp.
I have a budget of roughly £5k to do the mods on mine or would have £15k to try to get a 500 which may not be enough.
This may seem like madness to some but im very happy with the car but would just like to wake it up a bit!
The 500 appeals but i understand it can be a rough drive at low speeds, most of my driving is on everyday roads.
Any feedback is much appreciated.
Has anyone had the Sc power kit fitted and can give some feedback on it?
Im considering going from my Chim 400 to a 500 but my car is pretty much sorted, im happy with it, and it has a solid chassis.
The debate will rage on forever about buying a more powerful car but i may be back to square one and have to worry about the chassis amongst other things.
Im interested in the SC route as id like to up the power slightly but keep the driveability as it is, im not interested in huge gains and would be happy with around 300 Bhp.
I have a budget of roughly £5k to do the mods on mine or would have £15k to try to get a 500 which may not be enough.
This may seem like madness to some but im very happy with the car but would just like to wake it up a bit!
The 500 appeals but i understand it can be a rough drive at low speeds, most of my driving is on everyday roads.
Any feedback is much appreciated.
I've not gone forced induction but when I researched the supercharger vs turbo thing it seemed pretty clear the way to go was the turbo option, the three key reasons being....
Eann Whalley seems like the man everyone goes to for a turbo kit and for good reason, his kits are well proven now and everyone says he's a great guy to work with. Eann offers a basic 5psi low boost kit from £2250 that he says will work with the 14CUX and distributor, I don't know if I'd feel comfortable with this approach but if that's the case it would save you a good chunk of money as aftermarket engine management systems are not cheap. The cost of the low pressure turbo kit are further controlled as Eann clearly doesn't deem an intercooler necessary with just 5psi of boost, personally I would still look to fit one for complete piece of mind and engine longevity.
http://hstrial-ewhalley.homestead.com/Turbocharger...
I'm no expert in forced induction but I would have thought 5psi of boost should bring a healthy 220hp 4.0 litre close to, or perhaps slightly above your 300hp target, but even with the basic 5psi low boost kit I doubt you'll get much change out of £3,500 for a drive in drive out service especially if you sensibly chose the extra security of an intercooler.
However, spending £3.5k on a 4.0 litre Chimaera to get you to 300hp has to be the best bang for buck by far, when I looked into all this it was clear I'd be unlikely to see much change out of £6.5k to get the SC-Power kit working properly so if I was going down the forced induction route going with the super neat turbo kit over the supercharger would have been the no-brainer option. I believe the Rotrex supercharger gives around 8-10psi and takes a 4.0 litre to a realistic 350hp plus, these figures would be very easy with the turbo kit and for a lot less money too, but both systems would definitely need an aftermarket ECU and an intercooler.
The one thing you must accept is forced induction on a well used engine will always come with some risks of shortening engine life, raising cylinder pressures and heat must be considered as must crankcase breathing which will need to be revised over the normally aspirated setup. The way I see it the best way by far to properly implement forced induction safely on a used Rover V8 is to build a fresh engine specifically designed with boost in mind, the people on this forum who have taken this approach seem to be enjoying the significant power increases while still retaining excellent engine reliability.
Others have found to their cost boosting a well used Rover V8 can come at the cost of increased oil consumption and shortened engine life. These pages are full of success stories and impressive dyno graphs, what you tend to hear less about is when things go wrong and why. How may people fitted a turbo kit to their current well used engine and very soon afterwards found themselves knocking at an engine builder's door, quite a few I bet? I'm not trying to scare monger and it should be said I've not boosted my Chimaera, but I think these things should be considered and investigated before you just slap a turbo on your current engine as there's always the possibility such an approach could end in expensive tears
Taking the 'built for boost' engine rebuild approach is clearly the way to add forced induction while retaining reliability but obviously it's also going to add considerable cost, I would estimate building a fresh boost friendly engine then buying and fitting Eann's turbo kit to it could end up costing at least £8 - £10k, even then it would involve some serious control on spending. I like you would love 300hp in my Chimaera but with all the above considered I started to look at other cheaper ways of getting to my target horsepower figure on a fresh engine build. I figured I could just have V8 Developments take my 4.0 litre engine and build it up as one of their tried and tested 4.6 litre normally aspirated recipes, from what I've read such a build would easily deliver my target 300hp and being a fresh engine build it would also give years of reliable service.
The clincher is a fresh 4.6 300hp V8D build would likely only be a grand or two more than just slapping Eann's basic 5psi low boost turbo kit on my existing well used engine.
I figure even if I do nothing with my existing engine it's going to need a rebuild at some point, adding low boost is probably pretty safe but equally even just 5psi is unlikely to extend it's life any
. If I'm honest my fear is I spend £3k plus fitting a turbo to my current well used engine only find a year or so down the line I need to find another £5k for a proper engine build. If that happened in fairly short order I would have spent roughly £8k to get to my reliable 300hp on a fresh engine with lots of life left in it. On the other hand I could always say to V8D I may eventually boost my new 4.6 so they could build it with a slightly lower compression ratio in preparation for this, when I got bored with close to 300hp I could add the low pressure turbo kit and safely enjoy 385hp without fear of needing another engine build any time soon.
So In the end I decided just to drive and enjoy my current engine, while my existing 4.0 litre is still going strong and proving reliable I can build up a engine build war chest with view to having a nice long lasting 300hp normally aspirated 4.6 built by V8 Developments when the time comes. In summary, while on the face of it fitting a turbo kit seems like a cost effective and quick shortcut to the target of achieving a 300hp 4.0 litre, when you add it all up and introduce some sensible thinking the idea of getting similar power from a freshly built and well proven normally aspirated 4.6 upgrade has to be the better option in the long term.
I guess it all depends on how many miles your current 4.0 litre has under its belt and how much money you're prepared to throw at the 300hp 4.0 litre project in one hit, personally I favour longevity and reliability over short cuts every time. That's not to say the turbo kit is a bad idea, it's just important to consider all angles to achieve your goal for best value. To that end if you want a nice long lasting reliable 300hp in your 4.0 litre, having V8 Development's build you one of their well proven normally aspirated 4.6 engines with a fresh cam, followers, shells, rings and good set of heads ect ect ect has to be the way to go.
Alternatively you could sell your 4.0 litre for say £12k or so, add £5k and get yourself a really good 5.0 litre, in the end you'll be spending more or less the same as the V8D 4.6 litre approach (maybe less), but what you're unlikely to end up with is a 5.0 litre with a newly rebuilt engine. Upgrading your 4.0 litre to a freshly built 300hp V8D 4.6 litre means keeping your well sorted 4.0 litre and adding years of reliable engine service too, buying an unknown entity 5.0 litre could easily end in more spending.
Just my rather overly logical take on it all you understand
- Efficiency
- Packaging neatness
- Cost
Eann Whalley seems like the man everyone goes to for a turbo kit and for good reason, his kits are well proven now and everyone says he's a great guy to work with. Eann offers a basic 5psi low boost kit from £2250 that he says will work with the 14CUX and distributor, I don't know if I'd feel comfortable with this approach but if that's the case it would save you a good chunk of money as aftermarket engine management systems are not cheap. The cost of the low pressure turbo kit are further controlled as Eann clearly doesn't deem an intercooler necessary with just 5psi of boost, personally I would still look to fit one for complete piece of mind and engine longevity.
http://hstrial-ewhalley.homestead.com/Turbocharger...
I'm no expert in forced induction but I would have thought 5psi of boost should bring a healthy 220hp 4.0 litre close to, or perhaps slightly above your 300hp target, but even with the basic 5psi low boost kit I doubt you'll get much change out of £3,500 for a drive in drive out service especially if you sensibly chose the extra security of an intercooler.
However, spending £3.5k on a 4.0 litre Chimaera to get you to 300hp has to be the best bang for buck by far, when I looked into all this it was clear I'd be unlikely to see much change out of £6.5k to get the SC-Power kit working properly so if I was going down the forced induction route going with the super neat turbo kit over the supercharger would have been the no-brainer option. I believe the Rotrex supercharger gives around 8-10psi and takes a 4.0 litre to a realistic 350hp plus, these figures would be very easy with the turbo kit and for a lot less money too, but both systems would definitely need an aftermarket ECU and an intercooler.
The one thing you must accept is forced induction on a well used engine will always come with some risks of shortening engine life, raising cylinder pressures and heat must be considered as must crankcase breathing which will need to be revised over the normally aspirated setup. The way I see it the best way by far to properly implement forced induction safely on a used Rover V8 is to build a fresh engine specifically designed with boost in mind, the people on this forum who have taken this approach seem to be enjoying the significant power increases while still retaining excellent engine reliability.
Others have found to their cost boosting a well used Rover V8 can come at the cost of increased oil consumption and shortened engine life. These pages are full of success stories and impressive dyno graphs, what you tend to hear less about is when things go wrong and why. How may people fitted a turbo kit to their current well used engine and very soon afterwards found themselves knocking at an engine builder's door, quite a few I bet? I'm not trying to scare monger and it should be said I've not boosted my Chimaera, but I think these things should be considered and investigated before you just slap a turbo on your current engine as there's always the possibility such an approach could end in expensive tears
Taking the 'built for boost' engine rebuild approach is clearly the way to add forced induction while retaining reliability but obviously it's also going to add considerable cost, I would estimate building a fresh boost friendly engine then buying and fitting Eann's turbo kit to it could end up costing at least £8 - £10k, even then it would involve some serious control on spending. I like you would love 300hp in my Chimaera but with all the above considered I started to look at other cheaper ways of getting to my target horsepower figure on a fresh engine build. I figured I could just have V8 Developments take my 4.0 litre engine and build it up as one of their tried and tested 4.6 litre normally aspirated recipes, from what I've read such a build would easily deliver my target 300hp and being a fresh engine build it would also give years of reliable service.
The clincher is a fresh 4.6 300hp V8D build would likely only be a grand or two more than just slapping Eann's basic 5psi low boost turbo kit on my existing well used engine.
I figure even if I do nothing with my existing engine it's going to need a rebuild at some point, adding low boost is probably pretty safe but equally even just 5psi is unlikely to extend it's life any
. If I'm honest my fear is I spend £3k plus fitting a turbo to my current well used engine only find a year or so down the line I need to find another £5k for a proper engine build. If that happened in fairly short order I would have spent roughly £8k to get to my reliable 300hp on a fresh engine with lots of life left in it. On the other hand I could always say to V8D I may eventually boost my new 4.6 so they could build it with a slightly lower compression ratio in preparation for this, when I got bored with close to 300hp I could add the low pressure turbo kit and safely enjoy 385hp without fear of needing another engine build any time soon.So In the end I decided just to drive and enjoy my current engine, while my existing 4.0 litre is still going strong and proving reliable I can build up a engine build war chest with view to having a nice long lasting 300hp normally aspirated 4.6 built by V8 Developments when the time comes. In summary, while on the face of it fitting a turbo kit seems like a cost effective and quick shortcut to the target of achieving a 300hp 4.0 litre, when you add it all up and introduce some sensible thinking the idea of getting similar power from a freshly built and well proven normally aspirated 4.6 upgrade has to be the better option in the long term.
I guess it all depends on how many miles your current 4.0 litre has under its belt and how much money you're prepared to throw at the 300hp 4.0 litre project in one hit, personally I favour longevity and reliability over short cuts every time. That's not to say the turbo kit is a bad idea, it's just important to consider all angles to achieve your goal for best value. To that end if you want a nice long lasting reliable 300hp in your 4.0 litre, having V8 Development's build you one of their well proven normally aspirated 4.6 engines with a fresh cam, followers, shells, rings and good set of heads ect ect ect has to be the way to go.
Alternatively you could sell your 4.0 litre for say £12k or so, add £5k and get yourself a really good 5.0 litre, in the end you'll be spending more or less the same as the V8D 4.6 litre approach (maybe less), but what you're unlikely to end up with is a 5.0 litre with a newly rebuilt engine. Upgrading your 4.0 litre to a freshly built 300hp V8D 4.6 litre means keeping your well sorted 4.0 litre and adding years of reliable engine service too, buying an unknown entity 5.0 litre could easily end in more spending.
Just my rather overly logical take on it all you understand
My 400 has the SC Power upgrade, plus a list of other stuff.
Last time it was on a dyno it was just over 380bhp.
It's just coming to the end of a full respray refurbishment but when I get it back I'd be happy to give you a demonstration of what a fully sorted SC400 is like ... I don't think I am that far from you.
I refuse to take any responsibility for any potential damage to your wallet that a demo might have long term
Last time it was on a dyno it was just over 380bhp.
It's just coming to the end of a full respray refurbishment but when I get it back I'd be happy to give you a demonstration of what a fully sorted SC400 is like ... I don't think I am that far from you.
I refuse to take any responsibility for any potential damage to your wallet that a demo might have long term
......and I have a 395 bhp Eann Whalley converted 4.6 turbo that you would be welcome to try.
It's not a coincidence that we keep them just short of 400 bhp. Above that you start needing to strengthen the drive train and it gets a lot more expensive.
Mine is smooth at all speeds, and as I have changed my ECU to Emerald, I have a choice if three maps that I have set at 315, 372 and 395 bhp to suit my needs. The 315 bhp is only 2.5 psi, and drives just like my previous 5 litre engine did.
It's not a coincidence that we keep them just short of 400 bhp. Above that you start needing to strengthen the drive train and it gets a lot more expensive.
Mine is smooth at all speeds, and as I have changed my ECU to Emerald, I have a choice if three maps that I have set at 315, 372 and 395 bhp to suit my needs. The 315 bhp is only 2.5 psi, and drives just like my previous 5 litre engine did.
Around 3 years ago I asked the exact same question and got the same answers. All very confusing. 
Obviously the turbo people promoted the turbo and likewise, the supercharger people the supercharger (especially NickOrange) so I could not make my mind up. Initially I was drawn to the charger but then after more reading decided on the turbo mainly because of the huge torque figure. Power figures are broadly the same.
In the end I chose the turbo and had a full engine rebuild, new clutch, radiator etc and it came with a 3 year warranty for peace of mind. All the work with stainless manifolds and Y piece came to more than the cost of the car
so do be alive to the budget changing rapidly.
Using an aftermarket ECU has deleted the distributor, coil, airflow sensor and idle valve so all the problematic components have gone at a stroke. Worth considering
My biggest mistake was not either being driven in one of each or driving one myself to see how they performed. Of course they are fast but that's only a small part of it. It has to be smooth and useable on the roads too. Plus, you can have power all the way from idle with the charger or from 2,500 rpm with the turbo. I would seriously recommend you try one of each before doing anything. Then try a 500 to compare.
Obviously the turbo people promoted the turbo and likewise, the supercharger people the supercharger (especially NickOrange) so I could not make my mind up. Initially I was drawn to the charger but then after more reading decided on the turbo mainly because of the huge torque figure. Power figures are broadly the same.
In the end I chose the turbo and had a full engine rebuild, new clutch, radiator etc and it came with a 3 year warranty for peace of mind. All the work with stainless manifolds and Y piece came to more than the cost of the car
so do be alive to the budget changing rapidly.Using an aftermarket ECU has deleted the distributor, coil, airflow sensor and idle valve so all the problematic components have gone at a stroke. Worth considering
My biggest mistake was not either being driven in one of each or driving one myself to see how they performed. Of course they are fast but that's only a small part of it. It has to be smooth and useable on the roads too. Plus, you can have power all the way from idle with the charger or from 2,500 rpm with the turbo. I would seriously recommend you try one of each before doing anything. Then try a 500 to compare.
Going back to the OP's original wish list where he clearly states...
In doing so he hits all his horsepower and budget targets, he also ends up with a freshly built engine that's proven, less stressed and has the potential to last a lot longer than just adding a compressor to his existing 4.0.
Sorry if that's a bit boring, but surely based on his original post it has to be the most sensible solution to meeting the OP's stated objectives.
- He currently has a 4.0
- His target is 300hp
- His budget is roughly £5k
In doing so he hits all his horsepower and budget targets, he also ends up with a freshly built engine that's proven, less stressed and has the potential to last a lot longer than just adding a compressor to his existing 4.0.
Sorry if that's a bit boring, but surely based on his original post it has to be the most sensible solution to meeting the OP's stated objectives.
My car has the SC powers conversion and I've been runnning it now for 4 years
4ltr standard engine 62K miles on it now I agree mostly with what Dave has mentioned
Above but have a look at my dyno graph on a well mapped car With a Canems ecu
Very linear ?
From my experience I would go aftermarket ecu and fit a intercooler as a must
My car also has 340cc Bosch injections AEM wideband sensor and Decated Y piece
This all comes at a cost
I use my car for road use mainly and the odd sprint day and went to the spa classic
2years ago 1000 miles never missed a beat
So with 363 BHP and 346 lb ft of torque is where the car is at now and I'm really
Happy with it smooth power delivery starts first time hot or cold and has been very
Reliable and I can now drive it with confidence it puts a big smile on my face every time
I drive it
4ltr standard engine 62K miles on it now I agree mostly with what Dave has mentioned
Above but have a look at my dyno graph on a well mapped car With a Canems ecu
Very linear ?
From my experience I would go aftermarket ecu and fit a intercooler as a must
My car also has 340cc Bosch injections AEM wideband sensor and Decated Y piece
This all comes at a cost
I use my car for road use mainly and the odd sprint day and went to the spa classic
2years ago 1000 miles never missed a beat
So with 363 BHP and 346 lb ft of torque is where the car is at now and I'm really
Happy with it smooth power delivery starts first time hot or cold and has been very
Reliable and I can now drive it with confidence it puts a big smile on my face every time
I drive it
ChimpOnGas said:
Going back to the OP's original wish list where he clearly states...
Is that really doable for £5k(ish)?- He currently has a 4.0
- His target is 300hp
- His budget is roughly £5k
I'm asking as a 4.0 owner looking into a cam change this coming winter, having been quoted £1.5k-£2k tops for just cam change (Stealth), or up to £5k if the bottom end needs rebuilding at the same time.
Even if the 4.6 upgrade was £6k it would surely still be a no-brainer given those figures, which makes me think I'm missing something somewhere?!
It's Friday after a long week so I probably am...
I REALLY hope I'm not!
Having driven a couple of supercharged cars recently, I love the power delivery. Just instant grunt. Some SC's are more efficient than others, so negates part of the turbo efficiency argument. It is 2 completely different character of engines tbh.. If I was building FI I think I would go Supercharged, just for that instant grunt!
Supercharger kit with intercooler is £4500.
Just as a comparison
http://www.v8developments.co.uk/products/engines/l...
Now my head is spinning!
Thanks for all the input so far.
Just as a comparison
http://www.v8developments.co.uk/products/engines/l...
Now my head is spinning!
Thanks for all the input so far.
Jhonno said:
Having driven a couple of supercharged cars recently, I love the power delivery. Just instant grunt. Some SC's are more efficient than others, so negates part of the turbo efficiency argument. It is 2 completely different character of engines tbh.. If I was building FI I think I would go Supercharged, just for that instant grunt!
It depends on the type of supercharger. Positive displacement (roots/twin screw) give the instant torque you speak of as they make boost from idle. Centrifugal superchargers however, take rpm to make boost so you won't feel any difference until say 3k rpm. I come to South Wales regularly, normally in the daily driver. If we do decide to come in the TVR I will let you know, otherwise you will have to come to me.
If you can organise it, drive your own car, a turbo and an SC all in the same day, so as to make an informed comparison.
I am not interested in pushing you the turbo route - it suits my requirements and is mainly there to give me more torque and acceleration on track. It has nothing to do with road driving for me. It has to be your choice - it's your car and bank balance.
For the record, my turbo, installed by Eann Whalley, with variable wastegate and electronic boost control, oil cooler and intercooler, cost £3,700 ish. My Emerald ECU, including loom, wide band lambda, and Bosch Blue Knight injectors, fully mapped by Jools, cost around £3,000. Mine is a belt and braces installation, all done by experts, as I fully plan to track drive the car (next Wednesday!) and hence be generating lots of heat and up to 150 mph speeds.
If you can organise it, drive your own car, a turbo and an SC all in the same day, so as to make an informed comparison.
I am not interested in pushing you the turbo route - it suits my requirements and is mainly there to give me more torque and acceleration on track. It has nothing to do with road driving for me. It has to be your choice - it's your car and bank balance.
For the record, my turbo, installed by Eann Whalley, with variable wastegate and electronic boost control, oil cooler and intercooler, cost £3,700 ish. My Emerald ECU, including loom, wide band lambda, and Bosch Blue Knight injectors, fully mapped by Jools, cost around £3,000. Mine is a belt and braces installation, all done by experts, as I fully plan to track drive the car (next Wednesday!) and hence be generating lots of heat and up to 150 mph speeds.
Andav469 said:
If you want forced induction, you won't go wrong with either, though the turbo route will mute the noise of the V8 substantially, where as the SC will retain all the glorios vocals of the V8.
On that basis alone, it's the SC for me
He's right - on a recent sprint event, I was accused of driving a hybrid! On that basis alone, it's the SC for me
On the positive side, the sound is the same, just quieter. So my wife likes it better now and came on a tour with me, and I won't have track day noise limit problems any more. I might even get on track at Thruxton! It was a miracle I was allowed on track at Bedford and Castle Combe in recent years.
Here's my feedback, have a read. https://www.pistonheads.com/gassing/topic.asp?t=14...
QBee said:
I come to South Wales regularly, normally in the daily driver. If we do decide to come in the TVR I will let you know, otherwise you will have to come to me.
If you can organise it, drive your own car, a turbo and an SC all in the same day, so as to make an informed comparison.
I am not interested in pushing you the turbo route - it suits my requirements and is mainly there to give me more torque and acceleration on track. It has nothing to do with road driving for me. It has to be your choice - it's your car and bank balance.
For the record, my turbo, installed by Eann Whalley, with variable wastegate and electronic boost control, oil cooler and intercooler, cost £3,700 ish. My Emerald ECU, including loom, wide band lambda, and Bosch Blue Knight injectors, fully mapped by Jools, cost around £3,000. Mine is a belt and braces installation, all done by experts, as I fully plan to track drive the car (next Wednesday!) and hence be generating lots of heat and up to 150 mph speeds.
Thanks for the offer.If you can organise it, drive your own car, a turbo and an SC all in the same day, so as to make an informed comparison.
I am not interested in pushing you the turbo route - it suits my requirements and is mainly there to give me more torque and acceleration on track. It has nothing to do with road driving for me. It has to be your choice - it's your car and bank balance.
For the record, my turbo, installed by Eann Whalley, with variable wastegate and electronic boost control, oil cooler and intercooler, cost £3,700 ish. My Emerald ECU, including loom, wide band lambda, and Bosch Blue Knight injectors, fully mapped by Jools, cost around £3,000. Mine is a belt and braces installation, all done by experts, as I fully plan to track drive the car (next Wednesday!) and hence be generating lots of heat and up to 150 mph speeds.
My aim isnt outright horsepower, just to get to the 500 performance but with good low speed manners.I dont track the car at all.
My last car was a Cobra replica with 280 Bhp at the flywheel, i felt that this was just about right to enjoy and not get into too much trouble!
My car has the SC powers conversion and I've been runnning it now for 4 years
4ltr standard engine 62K miles on it now I agree mostly with what Dave has mentioned
Above but have a look at my dyno graph on a well mapped car With a Canems ecu
Very linear ?
From my experience I would go aftermarket ecu and fit a intercooler as a must
My car also has 340cc Bosch injections AEM wideband sensor and Decated Y piece
This all comes at a cost
I use my car for road use mainly and the odd sprint day and went to the spa classic
2years ago 1000 miles never missed a beat
So with 363 BHP and 346 lb ft of torque is where the car is at now and I'm really
Happy with it smooth power delivery starts first time hot or cold and has been very
Reliable and I can now drive it with confidence it puts a big smile on my face every time
I drive it
4ltr standard engine 62K miles on it now I agree mostly with what Dave has mentioned
Above but have a look at my dyno graph on a well mapped car With a Canems ecu
Very linear ?
From my experience I would go aftermarket ecu and fit a intercooler as a must
My car also has 340cc Bosch injections AEM wideband sensor and Decated Y piece
This all comes at a cost
I use my car for road use mainly and the odd sprint day and went to the spa classic
2years ago 1000 miles never missed a beat
So with 363 BHP and 346 lb ft of torque is where the car is at now and I'm really
Happy with it smooth power delivery starts first time hot or cold and has been very
Reliable and I can now drive it with confidence it puts a big smile on my face every time
I drive it
From memory Lloyds quoted me £6k to supercharge my Canems equipped 4.0 litre with the SC-Power kit, so if you I look at the difference in the SC & turbo kit prices I could probably have a turbo fitted and mapped for roughly £4k or so. That's £6k for for the supercharger or £4k plus for the turbo, alternatively sitting somewhere in between (or in reality maybe closer to £6k fitted) the OP could have a freshly rebuilt V8 Developments Deliminator 4.6 litre engine that will easily give him his 300hp goal.
The forced induction options are always going to make at least 60-100hp more on a 4.0 litre with big torque numbers on a graph too, but only the V8 Developments Deliminator 300hp 4.6 litre option gives you a newly built engine!.... while the FI options may well shorten the life of your existing lump.
Personally I'd be concerned about spending £4-£6k on something that could result in the need to spend a further £6k on an engine rebuild sooner than I might necessarily be able to afford.
Now lets look at the OP's latest comment....
As such I still say his best option would be a nice new V8 Developments Deliminator engine built around his existing 4.0 litre unit, it meets all his objectives and sits more or less within budget, the key advantage being rather than stressing his existing used engine he gets the reliability and extended life of a freshly built one.
I think perhaps this is another case where some people are choosing to ignore what the OP is actually clearly looking to achieve in favour of discussing something they just like talking about amongst themselves. There's no doubt forced induction and the big numbers it brings on paper is a sexy topic, but unpick the OP's posts and objectives it's clear a compressor may not be his best option
Also worth considering what is in my opinion the holly grail element of throttle response that often gets brushed aside in favour of posting a dyno graph with huge numbers on it, some of the best engines I've ever experienced may not have made 400hp and 450ft/lbs of torque but the way they felt made that completely irrelevant. A 3.0 litre Columbo V12 from the late 50's/early 60's with well set up set of six twin choke downdraft Webbers should deliver in the order of 270hp and similar torque, this may not sound that impressive but trust me when you press the throttle and take it to 7,000rpm all thoughts of turbo Rover V8s making 400hp are long forgotten.
Ok so not many of us will ever get to experience this and comparing a Ferrari V12 with the old Rover V8 is a bit unfair, but my point is it's always been my experience that a normally aspirated engine on the right induction setup will always give better throttle response and pleasure
than the same engine with a compressor strapped to it, so making for another good reason why the OP may well prefer that normally aspirated 4.6 option from *V8 Developments* I've been suggesting.
NB: *Other RV8 engine builders are available*
The forced induction options are always going to make at least 60-100hp more on a 4.0 litre with big torque numbers on a graph too, but only the V8 Developments Deliminator 300hp 4.6 litre option gives you a newly built engine!.... while the FI options may well shorten the life of your existing lump.
Personally I'd be concerned about spending £4-£6k on something that could result in the need to spend a further £6k on an engine rebuild sooner than I might necessarily be able to afford.
Now lets look at the OP's latest comment....
Belle427 said:
My aim isnt outright horsepower, just to get to the 500 performance but with good low speed manners.I dont track the car at all.My last car was a Cobra replica with 280 Bhp at the flywheel, i felt that this was just about right to enjoy and not get into too much trouble!
Belle427 is being very clear hear, he is essentially reiterating the key points I picked out from his opening post.As such I still say his best option would be a nice new V8 Developments Deliminator engine built around his existing 4.0 litre unit, it meets all his objectives and sits more or less within budget, the key advantage being rather than stressing his existing used engine he gets the reliability and extended life of a freshly built one.
I think perhaps this is another case where some people are choosing to ignore what the OP is actually clearly looking to achieve in favour of discussing something they just like talking about amongst themselves. There's no doubt forced induction and the big numbers it brings on paper is a sexy topic, but unpick the OP's posts and objectives it's clear a compressor may not be his best option
Also worth considering what is in my opinion the holly grail element of throttle response that often gets brushed aside in favour of posting a dyno graph with huge numbers on it, some of the best engines I've ever experienced may not have made 400hp and 450ft/lbs of torque but the way they felt made that completely irrelevant. A 3.0 litre Columbo V12 from the late 50's/early 60's with well set up set of six twin choke downdraft Webbers should deliver in the order of 270hp and similar torque, this may not sound that impressive but trust me when you press the throttle and take it to 7,000rpm all thoughts of turbo Rover V8s making 400hp are long forgotten.
Ok so not many of us will ever get to experience this and comparing a Ferrari V12 with the old Rover V8 is a bit unfair, but my point is it's always been my experience that a normally aspirated engine on the right induction setup will always give better throttle response and pleasure
than the same engine with a compressor strapped to it, so making for another good reason why the OP may well prefer that normally aspirated 4.6 option from *V8 Developments* I've been suggesting.NB: *Other RV8 engine builders are available*
Edited by ChimpOnGas on Friday 18th August 14:36
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