Discussion
You need to check if it's got cross bolta along the side of the block. Cross bolted engines have 2.500" journal diameter. Pre cross bolte engines have 2.300" journal diameter. At a push you could have the mains of the 4.5 ground down to suit an earlier block. Check your block for the row of bolts just above the sump joint. Oh, you have to swop the lot, oistons and rods etc, not just the crank.
Boosted.
Boosted.
After reputable people have described 450 engines having stock Rover bottom end and others with valve cut outs, I got the impression the 450 could be a bit of a Pandoras Box. I guess that only really affects you if you want a high lift cam?
A lot of the guys with 450's & 500's have said they have xbolted blocks, but I really cant recall much comment specific to the 400 engines.
Dave
A lot of the guys with 450's & 500's have said they have xbolted blocks, but I really cant recall much comment specific to the 400 engines.
Dave
spend said:
After reputable people have described 450 engines having stock Rover bottom end and others with valve cut outs, I got the impression the 450 could be a bit of a Pandoras Box. I guess that only really affects you if you want a high lift cam?
A lot of the guys with 450's & 500's have said they have xbolted blocks, but I really cant recall much comment specific to the 400 engines.
Dave
My 400 unit was 'cross-boltable'... ie had the bosses but not finished or bolted. No idea on the journal size as I replaced the whole lump.A lot of the guys with 450's & 500's have said they have xbolted blocks, but I really cant recall much comment specific to the 400 engines.
Dave
Pupp said:
spend said:
After reputable people have described 450 engines having stock Rover bottom end and others with valve cut outs, I got the impression the 450 could be a bit of a Pandoras Box. I guess that only really affects you if you want a high lift cam?
A lot of the guys with 450's & 500's have said they have xbolted blocks, but I really cant recall much comment specific to the 400 engines.
Dave
My 400 unit was 'cross-boltable'... ie had the bosses but not finished or bolted. No idea on the journal size as I replaced the whole lump.A lot of the guys with 450's & 500's have said they have xbolted blocks, but I really cant recall much comment specific to the 400 engines.
Dave
Exactly what I said, having the bosses is just from the later castings, it is not cross bolted.... Wasn't sure whether I had mentally filtered out mention of TVR400s being cross-bolted it was a genuine question.
TBH I think these were the common bottom ends for the serpentine 3.9 LR/RR's with the rare serp+dizzy timing cover common in TVR's. In 3.9 Discos RR's 94on until the real Xbolted 4.0&4.6 replaced them quite quickly (hence the shortage of that elusive front cover in RV8 circles) - my LR front cover is probably worth more than the car!
Dave
TBH I think these were the common bottom ends for the serpentine 3.9 LR/RR's with the rare serp+dizzy timing cover common in TVR's. In 3.9 Discos RR's 94on until the real Xbolted 4.0&4.6 replaced them quite quickly (hence the shortage of that elusive front cover in RV8 circles) - my LR front cover is probably worth more than the car!
Dave
That Daddy said:
Yes Dave,i have seen those front covers sell for silly money also
seeing as you know more about these cars than i,are the later 4.0(fitted to TVR) cross bolted or do they just have the bosses
If you read what I wrote that is exactly the question I was asking? There have been lots of 450 & 500 owners saying they had cross-bolted engines (& a few early 500s ((forget the pre-serps)) with just the bosses - like VictorM), but I really can't recall anyone saying they had a cross-bolted 400? I wasn't making waves, it was a genuine question just out of interest, us 430 owners don't have all these variations seeing as you know more about these cars than i,are the later 4.0(fitted to TVR) cross bolted or do they just have the bosses
Dave
Boosted LS1 said:
neal1980 said:
So it is possible if you have the bosses on the block even though it is not cross bolted there could be a large journal crank already in there?
Cheers
Doubt it. It'll have a small journal crank and small journal caps.Cheers
Boosted.
Effin PH server stuck at 17:30!!!!!! 
I thought there were mutterings of a few of the later 3.9's with the large journals Mike, or is that just an urban legend?
Simon, Mike pointed out right at the top that there are quite a lot of variances in pistons & rods, notwithstanding having to grind clearance out of the block for the crank. You can mix'n'match some stuff (mainly) to reduce compression if you want to follow Mikes evil path I don't think you have so many options if you want to keep high compression apart from the components matched to the crank? You will also add complexity if you want to use a high lift cam, even if you buy a new bottom end. You should have looked at that site I referred you to earlier in the week, it has answers to a lot of your questions.
Dave
I thought there were mutterings of a few of the later 3.9's with the large journals Mike, or is that just an urban legend?
Simon, Mike pointed out right at the top that there are quite a lot of variances in pistons & rods, notwithstanding having to grind clearance out of the block for the crank. You can mix'n'match some stuff (mainly) to reduce compression if you want to follow Mikes evil path
I don't think you have so many options if you want to keep high compression apart from the components matched to the crank? You will also add complexity if you want to use a high lift cam, even if you buy a new bottom end. You should have looked at that site I referred you to earlier in the week, it has answers to a lot of your questions. Dave
spend said:
Effin PH server stuck at 17:30!!!!!!
I thought there were mutterings of a few of the later 3.9's with the large journals Mike, or is that just an urban legend?
Simon, Mike pointed out right at the top that there are quite a lot of variances in pistons & rods, notwithstanding having to grind clearance out of the block for the crank. You can mix'n'match some stuff (mainly) to reduce compression if you want to follow Mikes evil path I don't think you have so many options if you want to keep high compression apart from the components matched to the crank? You will also add complexity if you want to use a high lift cam, even if you buy a new bottom end. You should have looked at that site I referred you to earlier in the week, it has answers to a lot of your questions.
Dave
Thanx DaveI thought there were mutterings of a few of the later 3.9's with the large journals Mike, or is that just an urban legend?
Simon, Mike pointed out right at the top that there are quite a lot of variances in pistons & rods, notwithstanding having to grind clearance out of the block for the crank. You can mix'n'match some stuff (mainly) to reduce compression if you want to follow Mikes evil path
I don't think you have so many options if you want to keep high compression apart from the components matched to the crank? You will also add complexity if you want to use a high lift cam, even if you buy a new bottom end. You should have looked at that site I referred you to earlier in the week, it has answers to a lot of your questions. Dave
me being lazy,i should have read the other posts.Gassing Station | Chimaera | Top of Page | What's New | My Stuff