5 litre no longer available
Discussion
If you check the bore vs stroke nos. in the hand book,
you should find that a 4.0 was basically a warmed over Range Rover Lump, the 4.5 a Bored version of this and the 5litre a bore and stoked (TVR Engineering longer stroke crank) + alot of extra porting over the smaller motors. Unless you snap the crank all should be fine - but I bet even these are attainable. But will it help keep the value up on our 500's!
you should find that a 4.0 was basically a warmed over Range Rover Lump, the 4.5 a Bored version of this and the 5litre a bore and stoked (TVR Engineering longer stroke crank) + alot of extra porting over the smaller motors. Unless you snap the crank all should be fine - but I bet even these are attainable. But will it help keep the value up on our 500's!
I thought that Ian's wildcat 6.0 blocks had siamesed liners like the Chev 400 which I think was prone to overheating. Also I thought it had revised oilways and more reinforcing ribs. Is it really dead in the water, why, cost or something else? The heads are a loss leader to get people started but well worth the money if you intend to stick with a Rover. I am sure that all the traders are basically selling his parts which they buy in kit form and that includes RPI, Rimmers and the like. I have 5.0 90mm cranks and patterns to produce them, not unlike TVR's but a newer design for the later blocks if anybody comes unstuck.
quote:Is it a bigger bore for the 4.6? I understood that it is simply a longer stroke with a long-throw crankshaft.
I thought the Wildcat used a bigger block, I guess because you couldn't just bore out the existing block. (The 4.6 block is bigger bore than the 3.9 isn't it, so presumably they've taken it as far as you can with that bore spacing?).
But last I heard the Wildcat development still hasn't produced a viable engine so if these blocks have made their way into any racers it must be something different.
quote:
Is it a bigger bore for the 4.6? I understood that it is simply a longer stroke with a long-throw crankshaft.
As I (as a non-engine builder) understand it, the 4.6 uses a new 'cross bolted' block which is stiffer and stronger than the one used in the 3.9, and is a bigger bore than the 3.9 was. (The 3.9 could be bored out, but the 4.6 is bigger bore as standard.) I imagine the 4.6 could be bored out too, but I believe it is usually taken up to 5.0 by stroking it. (Subject to correction by any of the engine builders on the list.)
Cheers,
Peter Humphries (and a green V8S)
There are 2 common ways to make 5.0/5.1 litres.
1. Retain the existing 94mm bore and use an aftermarket,stroked crank of 90 mm fitted with stock rods & different pistons.
2. Reliner the block to 96mm, change pistons and rods and change the crank to 86 or 86.5 mm. Some of the factory cast iron 4.6/82mm cranks have enough material on them to offset grind them to the required 86/86.5 mm whilst retaining the early Rover 2.0" crank pin diameter.
Or you can go the billet route.
1. Retain the existing 94mm bore and use an aftermarket,stroked crank of 90 mm fitted with stock rods & different pistons.
2. Reliner the block to 96mm, change pistons and rods and change the crank to 86 or 86.5 mm. Some of the factory cast iron 4.6/82mm cranks have enough material on them to offset grind them to the required 86/86.5 mm whilst retaining the early Rover 2.0" crank pin diameter.
Or you can go the billet route.
2 sheds said: Peter, the factory engines 3.9 & 4.6 both have 94mm bore,
Tim
I had picked up the impression it was a bigger bore, or maybe it was just that there was more meat in the casting so it could be taken out further. Just goes to show, a little knowledge is a dangerous thing! Think I'll have to have a talk about your new tripple throttle body setup, was talking to a very happy customer of yours at the North London meeting!
Cheers,
Peter Humphries (and a green V8S)
GreenV8S said:
2 sheds said: Peter, the factory engines 3.9 & 4.6 both have 94mm bore,
Tim
I had picked up the impression it was a bigger bore, or maybe it was just that there was more meat in the casting so it could be taken out further. Just goes to show, a little knowledge is a dangerous thing! Think I'll have to have a talk about your new tripple throttle body setup, was talking to a very happy customer of yours at the North London meeting!
Cheers,
Peter Humphries (and a green V8S)
Peter
They say a little knowledge is a dangerous thing! this surely doesn't apply to you, i will be supplying & testing plenty of multi throttle plenums over the next few weeks, will have loads more info relating to power soon, still haven't done one for a 4.6 yet, look forward to trying one.
Cheers Tim Lamont & a silver "junior" Griffith.
An intresting topic...I expect TVR have got more important things to worry about than supplying extreme service parts for what is a 'special' engine. However I wouldn't worry as lots of small companies (enthusiasts) already manufacture parts to supply us for years.
I see a little confusion concerning Rover V8 dimensions, specs etc... Have a look at my web site www.ajmac.co.uk under the V8 areas you will find plenty of info about the later x-bolted blocks. Oh and some sparklie :-) bits to add to our engines.
Hope it helps
Alastair
I see a little confusion concerning Rover V8 dimensions, specs etc... Have a look at my web site www.ajmac.co.uk under the V8 areas you will find plenty of info about the later x-bolted blocks. Oh and some sparklie :-) bits to add to our engines.
Hope it helps
Alastair
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