The V8 Build Blog - Building a couple of development V8s
Discussion
It's that time of year again where geordiepingu gets a bit bored and decides to develop some more tuning stuffs...
For a bit of backstory, I've been working closely with a friend of mine (by the nickname of 'Smithy', a retired engineer for BP) for the past couple of years doing various bits of experimental tweaking between my TVR Clubman and his Morgan Plus 8. Having plumbed widebands into our cars early on and making some "interesting" gas analysers, this is where I started tweaking 14CUX maps and reached the limits of the ECU last year, and stuck our cars on Megasquirt 2.
Since then, a few folks have been coming over to my garage to have their TVR fettled with after seeing how reasonably pokey mine is as a whole package, getting services, repairs and a few tweaks here and there. Those who have been know I might be being a bit modest given how many TVRs I usually have parked outside
Smithy's Morgan was pushing about 260bhp last time it was on the rollers, in 3.9 9.35:1 guise. Stage 2 heads, high flow cats and what we would now call a 'Mild' Kent cam in there. 'Canny quick' is what they'd say around here, but still not quick enough for Smithy!
My TVR is in the same boat, I think I can make it monstrously faster now I've unlocked a whole lot more potential with 3D ignition.
The short is, we've bought a couple of old Range Rover V8s (one is pouring oil out all over my garage floor), and we're going to build two engines out of them using some fairly common approaches, but with our 'tuning formula' (am I allowed to say that yet?) to see what we can achieve. One will be a short stroke 5 litre, the other will be a high compression 4.6 litre, both aimed squarely at fast road applications. Reasonably good driving manners, but definitely for those that stretch the legs all the way to redline. The way I look at it is there's a few homebrew formulas that have built these engines, but haven't quite done it in conjunction with reasonably good flowing heads, a reasonably aggressive cam and 3D ignition. The theory is when I combine all of these together, I should be making quite impressive power and midrange torque for some engines that you could drive to work every day. I certainly use my TVR to do 2.5hrs down the M1 and then 2.5 hrs back in a day on occasion, so it needs to do that reasonably well.
Obviously the 5 litre is going in the TVR, there deserves to be another Chimaera 500 that isn't a chocolate engine
As I can't yet fund my pension pot tuning TVRs as well as my daytime IT job does, this is not an overnight project and will be a slow burner, but a good insight into our engineering process for trying things and pushing the boundaries a bit. Not a lot of people recognise how many weeks and months go into research, so hopefully this blog reflects what we've been doing for the past few months. Some of you may even remember the spreadsheet of Camshafts I shared in some of the Facebook groups again to get a bit more research as to what's available and can be used off the shelf, and where if we end up grinding our own profiles later on down the road, where they may sit in comparison to other cams.
What I've not posted about or shared yet, is the months of flowing we've been doing to research how we're going to flow our stage 3 heads. After doing extensive research into John Eales heads, old John McDonald heads, RPi and Lloyd's, we've taken to looking at some of what the American folks are doing with LS heads to see if we can extract any more bang per buck from the Rover V8 head before silly money is spent on Wildcat heads (not sure Stage 4 is worth the cost given how much you can get CNC ported heads from wildcat engineering for). We've been CAD modelling (poorly) some heads, cutting them up, sticking them on the flow bench (which we've made a comparative correction factor for) and seeing what we can do that others haven't quite done before. Hopefully we'll have something a bit different by the time we come to flow the sets going on to our cars. We're nowhere near a final design so hopefully I can do a bit of this on the blog.
If you don't like reading, here's what I'm hoping to tick off:
- Stage 3 head development
- Blueprinting the crossbolted Rover V8 blocks
- Experiments with intake manifolds (and the development I've been doing of our own comparatively inexpensive ITB solution)
- Perhaps my mapping process of dyno tuning both of these engines on Megasquirt
Certainly I'll share dyno graphs when I come to map the cars. Because I'm cheap and have to hire a dyno to map on, usually this sits on a backburner until I can do a few cars in one day to get my money's worth. I'm also supercharging an NA8 MX-5 (going back to my roots!) on MS2, so it may wait until that's also ready to get its first stage done.
Some pics so far from picking up and stripping the first motor:
You can tell the engines were pulled straight out of land rovers, as there's evidence of the classic "Land Rover Owner" oil change schedule...
Entertainingly I've got the camshaft out, the sump off, and almost down to a short block. However, Smithy's next job is drilling out the stuck head bolts that managed to snap a Snap-on socket!
P.S - thanks for your patience of reading my build blogs in the past. I used to get very excited when I was building MX-5s and Subarus, but I don't think any community has been as excited to follow what we can do as the Rover V8 and TVR community especially. The encouragement to push the envelope from my last one hasn't been forgotten, and I'm excited to take you on this journey with Smithy and myself
For a bit of backstory, I've been working closely with a friend of mine (by the nickname of 'Smithy', a retired engineer for BP) for the past couple of years doing various bits of experimental tweaking between my TVR Clubman and his Morgan Plus 8. Having plumbed widebands into our cars early on and making some "interesting" gas analysers, this is where I started tweaking 14CUX maps and reached the limits of the ECU last year, and stuck our cars on Megasquirt 2.
Since then, a few folks have been coming over to my garage to have their TVR fettled with after seeing how reasonably pokey mine is as a whole package, getting services, repairs and a few tweaks here and there. Those who have been know I might be being a bit modest given how many TVRs I usually have parked outside
Smithy's Morgan was pushing about 260bhp last time it was on the rollers, in 3.9 9.35:1 guise. Stage 2 heads, high flow cats and what we would now call a 'Mild' Kent cam in there. 'Canny quick' is what they'd say around here, but still not quick enough for Smithy!
My TVR is in the same boat, I think I can make it monstrously faster now I've unlocked a whole lot more potential with 3D ignition.
The short is, we've bought a couple of old Range Rover V8s (one is pouring oil out all over my garage floor), and we're going to build two engines out of them using some fairly common approaches, but with our 'tuning formula' (am I allowed to say that yet?) to see what we can achieve. One will be a short stroke 5 litre, the other will be a high compression 4.6 litre, both aimed squarely at fast road applications. Reasonably good driving manners, but definitely for those that stretch the legs all the way to redline. The way I look at it is there's a few homebrew formulas that have built these engines, but haven't quite done it in conjunction with reasonably good flowing heads, a reasonably aggressive cam and 3D ignition. The theory is when I combine all of these together, I should be making quite impressive power and midrange torque for some engines that you could drive to work every day. I certainly use my TVR to do 2.5hrs down the M1 and then 2.5 hrs back in a day on occasion, so it needs to do that reasonably well.
Obviously the 5 litre is going in the TVR, there deserves to be another Chimaera 500 that isn't a chocolate engine
As I can't yet fund my pension pot tuning TVRs as well as my daytime IT job does, this is not an overnight project and will be a slow burner, but a good insight into our engineering process for trying things and pushing the boundaries a bit. Not a lot of people recognise how many weeks and months go into research, so hopefully this blog reflects what we've been doing for the past few months. Some of you may even remember the spreadsheet of Camshafts I shared in some of the Facebook groups again to get a bit more research as to what's available and can be used off the shelf, and where if we end up grinding our own profiles later on down the road, where they may sit in comparison to other cams.
What I've not posted about or shared yet, is the months of flowing we've been doing to research how we're going to flow our stage 3 heads. After doing extensive research into John Eales heads, old John McDonald heads, RPi and Lloyd's, we've taken to looking at some of what the American folks are doing with LS heads to see if we can extract any more bang per buck from the Rover V8 head before silly money is spent on Wildcat heads (not sure Stage 4 is worth the cost given how much you can get CNC ported heads from wildcat engineering for). We've been CAD modelling (poorly) some heads, cutting them up, sticking them on the flow bench (which we've made a comparative correction factor for) and seeing what we can do that others haven't quite done before. Hopefully we'll have something a bit different by the time we come to flow the sets going on to our cars. We're nowhere near a final design so hopefully I can do a bit of this on the blog.
If you don't like reading, here's what I'm hoping to tick off:
- Stage 3 head development
- Blueprinting the crossbolted Rover V8 blocks
- Experiments with intake manifolds (and the development I've been doing of our own comparatively inexpensive ITB solution)
- Perhaps my mapping process of dyno tuning both of these engines on Megasquirt
Certainly I'll share dyno graphs when I come to map the cars. Because I'm cheap and have to hire a dyno to map on, usually this sits on a backburner until I can do a few cars in one day to get my money's worth. I'm also supercharging an NA8 MX-5 (going back to my roots!) on MS2, so it may wait until that's also ready to get its first stage done.
Some pics so far from picking up and stripping the first motor:
You can tell the engines were pulled straight out of land rovers, as there's evidence of the classic "Land Rover Owner" oil change schedule...
Entertainingly I've got the camshaft out, the sump off, and almost down to a short block. However, Smithy's next job is drilling out the stuck head bolts that managed to snap a Snap-on socket!
P.S - thanks for your patience of reading my build blogs in the past. I used to get very excited when I was building MX-5s and Subarus, but I don't think any community has been as excited to follow what we can do as the Rover V8 and TVR community especially. The encouragement to push the envelope from my last one hasn't been forgotten, and I'm excited to take you on this journey with Smithy and myself
Edited by geordiepingu on Wednesday 24th August 11:49
When I built my Chevy engine I used a program call 'Desktop Dyno' Designed primarily around the chevy engines but may work well for what you are doing. Works well and allows you to tweek ignition and cam timing different compressions, head flow etc.
Or have you got something else you are using. Happy with my engine results 6.7L 508hp.
Steve
Or have you got something else you are using. Happy with my engine results 6.7L 508hp.
Steve
Steve_D said:
Or have you got something else you are using.
I'm using a long string of old engine building formulas, admittedly a bit more time consuming than a simulator, however a lot of the stuff I'm using simply isn't off the shelf. Same principles however, and the same formulas will be used to build the base ignition and fuel maps. I'm comparing flow data of individual components to isolate flow bottlenecks, which has been a lot of time making adapters to test plenums and bases on the bench. The saving grace is with a correction factor from known baselines, I can compare with data that's been previously published, to confirm gains. Where I haven't got baseline data is velocity for some components, but that's not the end of the world.Smithy popped around to drill out the stuck head bolts while I was doing the day job, and I was quite pleased to see the pistons were in good condition. No signs of steam cleaning, even levels of carbon build up, all good! Fortunately the heads were relatively unscathed too. I need to plumb my dishwasher back in and stick the heads in to get them clean while I'm still a single bloke.
|https://thumbsnap.com/bz5qqTMx[/url]As you can see however, the signs of black death were just the beginning. I think the crankshaft could do with a polish and oversize bearings!
The rods and pistons are going to come out in order. As the condition is good and all of the pistons have the correct deck height clearance, each one will be wrapped in clingfilm and marked up, and stuck on eBay for someone who might need some 2nd hand pistons and rods for a 4.6 range rover.
On a side note, if you know anybody that needs an automatic gearbox for a P38 in working order, drop me a line. I want rid of it out of my garage...[url]
On the way back North yesterday, I decided to call in and see Jules, and chat like two excited kids that have had a diet exclusively consisting of blue smarties. He's an absolute gentleman and always great to natter on with, a pleasure exchanging cliff notes and banter as always. Thanks again for the hospitality 
Hopefully when I start doing more inlet research or get the development heads done I can bring down some bits I'm testing or designing.
Last night in the garage, I managed to finish the short block disassembly and get the pistons and rods out, after fighting two other TVRs for the day. It's apparent we've caught this engine just in time, the signs of black death point to infrequent oil changes, and the fact a lot of the bearings are down to the copper suggest the engine wasn't going to last much more than 122,000 miles.
The pistons all had the correct deck clearance when I re-measured, so I disassembled the rods from the crank, wrapped each piston, rod and cap assembly in clingfilm to preserve the film of oil, and wrapped each one in numbered freezer bags. Although each component is effectively scrap to me, it is useful to keep them preserved in case I need to do some failure analysis (hopefully I don't but never say never).
The next step is to focus on cleaning the components up, which need to be chemically cleaned before I focus on cleaning the oil galleries. This step is pretty standard and one I'd do even if the engine looked clean inside - always better safe than sorry. Tonight is date night which means I best get those heads and the engine in my dishwasher sooner rather than later...
The next steps once cleaned will be to re-liner the block, as the existing liners are too thin to bore out to 96mm. That and the crankshaft modifications can begin to transform it from a Land Rover 4.6 crank into something a bit tastier.
Over the past week I've been making finishing changes to what I call our 5.0 Build Bible, which contains the complete spec and effectively the entire engineering blueprints for building one from scratch consistently to spec, including an appendix with part numbers for the OEMs (not just Land Rover P/Ns). This should mean we can build these engines exactly to the same specification should we (hopefully) get a few folks wanting one.
Pics:
Hopefully when I start doing more inlet research or get the development heads done I can bring down some bits I'm testing or designing.
Last night in the garage, I managed to finish the short block disassembly and get the pistons and rods out, after fighting two other TVRs for the day. It's apparent we've caught this engine just in time, the signs of black death point to infrequent oil changes, and the fact a lot of the bearings are down to the copper suggest the engine wasn't going to last much more than 122,000 miles.
The pistons all had the correct deck clearance when I re-measured, so I disassembled the rods from the crank, wrapped each piston, rod and cap assembly in clingfilm to preserve the film of oil, and wrapped each one in numbered freezer bags. Although each component is effectively scrap to me, it is useful to keep them preserved in case I need to do some failure analysis (hopefully I don't but never say never).
The next step is to focus on cleaning the components up, which need to be chemically cleaned before I focus on cleaning the oil galleries. This step is pretty standard and one I'd do even if the engine looked clean inside - always better safe than sorry. Tonight is date night which means I best get those heads and the engine in my dishwasher sooner rather than later...
The next steps once cleaned will be to re-liner the block, as the existing liners are too thin to bore out to 96mm. That and the crankshaft modifications can begin to transform it from a Land Rover 4.6 crank into something a bit tastier.
Over the past week I've been making finishing changes to what I call our 5.0 Build Bible, which contains the complete spec and effectively the entire engineering blueprints for building one from scratch consistently to spec, including an appendix with part numbers for the OEMs (not just Land Rover P/Ns). This should mean we can build these engines exactly to the same specification should we (hopefully) get a few folks wanting one.
Pics:
Some musings after some conversations and research to:
- TVR BV heads are 43mm inlet 37mm exhaust (The confusion may have been the AJP V8 had 45mm inlet valves, oddly enough 36mm exhaust)
- John Macdonald G33 Rapide: http://www.g33.co.uk/pages/road_reports_macdonald_...
- G&S Valves were Al Melling's recommendation
- Curious about valve materials used in TVR BV heads and such... Can anyone enlighten me as to whether they're stainless steel or something else? I suspect likely... I had crossmatched some waisted stem valves that were slightly too big that could be cut down, however they're standard steel. Not sure that's wise on a pop and burble map.
- TVR BV heads are 43mm inlet 37mm exhaust (The confusion may have been the AJP V8 had 45mm inlet valves, oddly enough 36mm exhaust)
- John Macdonald G33 Rapide: http://www.g33.co.uk/pages/road_reports_macdonald_...
- G&S Valves were Al Melling's recommendation
- Curious about valve materials used in TVR BV heads and such... Can anyone enlighten me as to whether they're stainless steel or something else? I suspect likely... I had crossmatched some waisted stem valves that were slightly too big that could be cut down, however they're standard steel. Not sure that's wise on a pop and burble map.
And that’s because robs v8 heads are the best for road going applications, not really sure what the op is going to demonstrate that is not all ready known on the rover v8 setup. Robs heads use the largest valves available for the head British made valves for a 5.4 v8 dev engine , and they flow fine to 580bhp supercharged setup. url]
|https://thumbsnap.com/8h4hwdnv[/url
|https://thumbsnap.com/8h4hwdnv[/urlEdited by hoofa on Saturday 3rd September 21:46
I built a 5.4 s/c engine. It was eons ago. I kept the 94 mm bore and used a stroked crank.. Stroked so much that a couple of the rod bolts needed fettling because they touched the cam. 98 mm stroke rings a bell but I may be wrong. Rods were fuelli items and at a guess I'd say I may have used chev 305 pistons. Heads were ported buick 300 with big valves. Even then the compression was about 9:1 so it was intended as a low boost engine, maybe 5 psi. It would have made a lot of torque but once sold I never heard of it again.
Boosted LS1 said:
I built a 5.4 s/c engine. It was eons ago. I kept the 94 mm bore and used a stroked crank.. Stroked so much that a couple of the rod bolts needed fettling because they touched the cam. 98 mm stroke rings a bell but I may be wrong. Rods were fuelli items and at a guess I'd say I may have used chev 305 pistons. Heads were ported buick 300 with big valves. Even then the compression was about 9:1 so it was intended as a low boost engine, maybe 5 psi. It would have made a lot of torque but once sold I never heard of it again.
Yep they do make masses of torque low down, mines wildcat bits with robs heads and a roller cam from erson, spot on For those that know... I'm ok and all is well, just taking my time to get back into the swing of things as you can probably understand.
AKA PABS said:
Really interested in this, when I had my emerald install done by Jules he said he believed that my v8developments engine was inlet limited but have struggled to find evidence on what to go with.
Perhaps we could meet back at Jules' with this relatively inexpensive ITB setup I'm designing at the moment, hoping to have some functional prototypes by the beginning of next year. Due to some unfortunate circumstances the project is slowing down a bit at the moment, but we're still progressing things. It may be the 4.6 sees the light of day first.hoofa said:
And that’s because robs v8 heads are the best for road going applications, not really sure what the op is going to demonstrate that is not all ready known on the rover v8 setup.
Just a few things we've learned from the other side of the pond on what they're doing with LS heads right at this moment in time. Interesting shape experiments to see if we can increase the flow and velocity from what is already available on the market. If you don't try you don't find out. Nonetheless it's hopefully a good blog for folks to follow along with what goes into tuning these engines.Edited by geordiepingu on Wednesday 7th September 15:40
So a bit of an update now I've got a plan in place...
We've just bought another Thor 4.6 V8 that will become a 5.0 for the Morgan. The plenum arrangement will be going on the flow bench and I will also be slicing into it to see how feasible it is to modify one into a bit more of a high performance component. We're still wanting to make bike throttles work, which are easy to package in the TVR, but the Morgan is proving challenging unless you drive without a bonnet. It's not over yet though.
The other 4.6 is STILL being cleaned. I've had the bits in the 'hot wash' about 3 times and now I'm at the point of where I want to chemically clean before sodablasting it. The majority of the black death is off the rocker arms, the heads still look dire though.
My Chimaera took a bit of a prang as I went backwards into an inanimate object at reasonable pace, it's fixable and I could probably fix the bodywork in a small amount of time, but me being me and trying to develop the car, I've decided to take the opportunity to rebuild the car from scratch - a nut and bolt rebuild. I'll be using the opportunity to modify the body into a full Mk3 spec car, with a custom body control module so I can use all the nice switchgear without the crap electrics, and the chassis has already became what we call the 'Advantage' chassis. The difference is modification to the suspension pick up points to change the geometry slightly, some modifications to the tubular structure to increase rigidity and some additional cross member pick up points to explore a Typhon/T440 style front brace. The other side of it is, it's very rare you get to build a brand new TVR - and that includes the interior, electrics and a proper 5 litre engine
Sorry this will delay what it's doing in a TVR, but hopefully we can make progress on the Morgan in the meantime and share that build here, as it is the same engine, and the same ECU. I'm aware I'm littering PistonHeads with build logs at the moment, happy to share the rebuild of the car in a separate thread if you are interested.
I did some map cleanup and back to back testing of some stuff on the dyno with the Morgan, and would like to beg all of your pardon. After a conversation with Joolz ages ago, I did a bit more reading into comparison of dyno figures, correction factors and measurement techniques. I'd like to tell you that I have just found a Dyno Dynamics dyno to rent near me somewhat recently and have started using it to tune on. The advantage is I now have reasonably comparable figures to what most of you are familiar with. The other highlight is after doing some rough orders of magnitude translation, I dare say the last run on the dyno with a 14CUX for the Morgan was 235BHP and not really near 245 on the original run, which skewed my 14CUX map to somewhere around 243BHP after applying the same finger in the air conversion factor. I think the operator must have entered the temp in yank units? Either way after speaking to some folks up here I'm happy that I've now found a dyno near me that has a great reputation, gets consistent results and an operator who is quite happy to get stuck in changing plenums while I'm there... More to the point I have a lot more confidence in the folks I'm using now.
It does make near 260BHP now though, if you follow my blog you'll have seen the pics and video. The spec realistically is as follows:
3.9 9.35:1 V8
Stage 1 heads (by today's standards)
Kent 218 cam
Megasquirt 2 with a fuel table for each bank and dual wideband
Standard Plenum and standard trumpets
Smooth bore 90 degree elbow with floor mounted cone filter
Split exhaust banks
Sports cats fitted
Bosch EV6 injectors (4 port) @ 3 bar
253.6 BHP and 262lb-ft of Torque (from the quoted 190BHP at the factory)
I hope I can take your forgiveness in taking the previous figures for granted, I'm now a believer in conservative figures. A nice set of curves though, the dip seems attributable to the camshaft - perhaps the point of overlap no longer causing fouling of the intake with exhaust gasses (although this is still a mild cam in my opinion).
In the meantime, I see myself taking at least 18 months to rebuild my car fully, given I have some financial goals to attain. I've bought a supercharged Scimitar GTE that needs a lot of work, and will be getting a full overhaul so it's ready for March. If you see a flying yellow banana trying to keep up with the TVRs on the runs out next year, give me a wave.
Sorry for the word vomit. It's been a bit of a rollercoaster over the past few weeks.
We've just bought another Thor 4.6 V8 that will become a 5.0 for the Morgan. The plenum arrangement will be going on the flow bench and I will also be slicing into it to see how feasible it is to modify one into a bit more of a high performance component. We're still wanting to make bike throttles work, which are easy to package in the TVR, but the Morgan is proving challenging unless you drive without a bonnet. It's not over yet though.
The other 4.6 is STILL being cleaned. I've had the bits in the 'hot wash' about 3 times and now I'm at the point of where I want to chemically clean before sodablasting it. The majority of the black death is off the rocker arms, the heads still look dire though.
My Chimaera took a bit of a prang as I went backwards into an inanimate object at reasonable pace, it's fixable and I could probably fix the bodywork in a small amount of time, but me being me and trying to develop the car, I've decided to take the opportunity to rebuild the car from scratch - a nut and bolt rebuild. I'll be using the opportunity to modify the body into a full Mk3 spec car, with a custom body control module so I can use all the nice switchgear without the crap electrics, and the chassis has already became what we call the 'Advantage' chassis. The difference is modification to the suspension pick up points to change the geometry slightly, some modifications to the tubular structure to increase rigidity and some additional cross member pick up points to explore a Typhon/T440 style front brace. The other side of it is, it's very rare you get to build a brand new TVR - and that includes the interior, electrics and a proper 5 litre engine
Sorry this will delay what it's doing in a TVR, but hopefully we can make progress on the Morgan in the meantime and share that build here, as it is the same engine, and the same ECU. I'm aware I'm littering PistonHeads with build logs at the moment, happy to share the rebuild of the car in a separate thread if you are interested.I did some map cleanup and back to back testing of some stuff on the dyno with the Morgan, and would like to beg all of your pardon. After a conversation with Joolz ages ago, I did a bit more reading into comparison of dyno figures, correction factors and measurement techniques. I'd like to tell you that I have just found a Dyno Dynamics dyno to rent near me somewhat recently and have started using it to tune on. The advantage is I now have reasonably comparable figures to what most of you are familiar with. The other highlight is after doing some rough orders of magnitude translation, I dare say the last run on the dyno with a 14CUX for the Morgan was 235BHP and not really near 245 on the original run, which skewed my 14CUX map to somewhere around 243BHP after applying the same finger in the air conversion factor. I think the operator must have entered the temp in yank units? Either way after speaking to some folks up here I'm happy that I've now found a dyno near me that has a great reputation, gets consistent results and an operator who is quite happy to get stuck in changing plenums while I'm there... More to the point I have a lot more confidence in the folks I'm using now.
It does make near 260BHP now though, if you follow my blog you'll have seen the pics and video. The spec realistically is as follows:
3.9 9.35:1 V8
Stage 1 heads (by today's standards)
Kent 218 cam
Megasquirt 2 with a fuel table for each bank and dual wideband
Standard Plenum and standard trumpets
Smooth bore 90 degree elbow with floor mounted cone filter
Split exhaust banks
Sports cats fitted
Bosch EV6 injectors (4 port) @ 3 bar
253.6 BHP and 262lb-ft of Torque (from the quoted 190BHP at the factory)
I hope I can take your forgiveness in taking the previous figures for granted, I'm now a believer in conservative figures. A nice set of curves though, the dip seems attributable to the camshaft - perhaps the point of overlap no longer causing fouling of the intake with exhaust gasses (although this is still a mild cam in my opinion).
In the meantime, I see myself taking at least 18 months to rebuild my car fully, given I have some financial goals to attain. I've bought a supercharged Scimitar GTE that needs a lot of work, and will be getting a full overhaul so it's ready for March. If you see a flying yellow banana trying to keep up with the TVRs on the runs out next year, give me a wave.
Sorry for the word vomit. It's been a bit of a rollercoaster over the past few weeks.
Edited by geordiepingu on Wednesday 21st September 12:47
AKA PABS said:
Really interested in this, when I had my emerald install done by Jules he said he believed that my v8developments engine was inlet limited but have struggled to find evidence on what to go with.
Perhaps we could meet back at Jules' with this relatively inexpensive ITB setup I'm designing at the moment, hoping to have some functional prototypes by the beginning of next year. Due to some unfortunate circumstances the project is slowing down a bit at the moment, but we're still progressing things. It may be the 4.6 sees the light of day first.Yeah I’d be interested.
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