Tuscan Racer AJP8 specifications
Discussion
Different front cover and drive arrangement behind the cover, different crank, different oil pumps, dry sump vs wet sump, different intakes...and AFAIK precious little in common or interchangeable with the road car engine. Or at least that's what I was told when enquiring about buying one - advice (from TVR) was that I would not be able to use road-car parts if anything went t!ts-up and would have to get the [different] race-car castings and internals. Ergo, no race AJP for me.
Fair play.... this is why I want info, there is so much hype out there. I honestly suspect the differences are subtle, and you can interchange the parts.... the only thing I base this opinion on in that the AJP8 racer was infact the engine Al Melling original designed and produced - it was then tested in the tuscan series to prove its reliability. Knowing TVR I doubt they would then re-engineer all the casting etc just to de-tune it for the road. We know Al Melling designed it with a steel forged crank - which is what the racers use. TVR then go and put a cast crank in for us boys - cheers TVR! Well, I'll be the guniea pig then, already ordered my steel crank and forged pistons with matching liners. And I'm re-engineering mine from a 4.2, not a 4.5!!! But the short block is the easy bit - its all the other bits and pieces I need to consider....
John Reid IS supplying my parts!!! He seems like a busy man though, so don't want to pester him too much on the details. Since the demise of the tuscan racer series there's are a lot of spares out there now.....longbow said:
...the only thing I base this opinion on in that the AJP8 racer was infact the engine Al Melling original designed and produced...
There seems to be an awful lot of chatter about Al Melling doing the rounds at the moment, I can only asume it's all as a result of his recent lectures. Is he building himself a career on the circuit as an 'after dinner speaker' in order to make some extra money?
Rich... p.s. my contribution - The race engine has a row of eight throttles on the top.
>> Edited by richb on Monday 31st October 17:38
tvrolet is spot on. There are differences between the engines, not subtle and neither substantial, but the differences are there.
See the size of the primaries? the way they merge? See the intake system? crossflow balanced etc... this is just the icing on the cake...
Have you seen the amount of material left on the ports? you bore them out anyfurther and the ports will collapse... the tuscan racer heads have more meat on them... different castings, I'm pretty sure of it... unless I've been talking to complete numpties, or got me wires twisted somewhere????...
See the size of the primaries? the way they merge? See the intake system? crossflow balanced etc... this is just the icing on the cake...
Have you seen the amount of material left on the ports? you bore them out anyfurther and the ports will collapse... the tuscan racer heads have more meat on them... different castings, I'm pretty sure of it... unless I've been talking to complete numpties, or got me wires twisted somewhere????...
plasticman said:
I think that a different block casting is reasonably substantial , also different sump, oil and water pumps, cams and who nows what else , David
the block casting is the same, I meant the head castings... I guess if someone who has personally worked with Tuscan racer engines can come on here and give us the full details backed up by reputation, we'll all be the wiser....
Am I right in believing that no one outside the factory was permitted to open these engines up for competition rules etc?????
My understanding was that although you bought the racecar, you leased the engine for the duration of the series. I presume it was a sealed unit, so opening it up would be against the rules.
At the time, if you wanted to buy a Tuscan to run on the road or a trackday, the best way to get an engine for it was to buy a crashed Cerb as well.
At the time, if you wanted to buy a Tuscan to run on the road or a trackday, the best way to get an engine for it was to buy a crashed Cerb as well.
carl_w said:
My understanding was that although you bought the racecar, you leased the engine for the duration of the series. I presume it was a sealed unit, so opening it up would be against the rules.
Thats it, exactly what I heard a few years back.
Without starting a bhp war, I wander if there are any dyno charts floating around of a tuscan racer engine? would be interesting to see the torque line...
I got passed at Oulton Park by one this year, I can safely say it left me for dead, we were in the first session in the morning and my mate in his Evo 400 got passed first, then he passed me, we both left the Evo, then the Tuscan must have warmed up his tyres and just disapeared. Great to actually drive with one on track and see how fast they really are. according to the owner this was a full works Steel one too, so no slouch.
>> Edited by TooTall Paul on Tuesday 1st November 20:10
>> Edited by TooTall Paul on Tuesday 1st November 20:10
carl_w said:
At the time, if you wanted to buy a Tuscan to run on the road or a trackday, the best way to get an engine for it was to buy a crashed Cerb as well.
but remember that a cerb engine won't actually fit in a race tuscan chassis as standard, as it was designed around the dry sump race AJP. Obviously you can modify the chassis, but the cerb is not a drop-in replacement. There is some tube cutting and welding required, although obviously not beyond the wit of man as quite a few folks have made the changes to their cars.Gassing Station | Cerbera | Top of Page | What's New | My Stuff