460i engine conversion

[GRIFFONMARK]

I have been offered a built up 9.35:1 standard 4.6 litre block and heads from a 2001 Range Rover to shoehorn into my 350i. However, before I spend an arm and a leg and a lot of frustration is it likely to make my Tasmin go any faster? It feels pretty quick already with its standard 190hp 3.5 V8 engine but specs for a 2001 Range Rover 4.6 suggest only 215hp. I don't mind a bit of tinkering but I don't want to spend too much cash otherwise I'd just bung a supercharger on. Or should I do that as well....... Any advice would be much appreciated. Regards, Mark

[adam quantrill]

I think the Rangey engine is set up for low-end torque.

To get more power I'd guess that you'd want to change the camshaft for somethhing a bit more racey.

That's an easy job while the engine is out of the car.

[JR]

As Adam mentioned the main advantage is more torque. Of course you also get a newer engine. This swap is supposed to be a cheap alternative if your standard engine is worn out. I wouldn't have thought that it was worth the time or money otherwise.

[ed_crouch]

Also, you get a lower compression ratio in the Strangerover engine - more stump pulling and less top end howl. Also be warned that you'll be runnign standard cast pistons - they wont like too much high RPM stress.

Good base for a powerful wedge engine, as I think it'll be a crossbolted block at that age, but you may want to change a few internal bits: prolly cam, followers, pistons for a higher CR and a remap?

The only issue with the 4.6 block is that, and please correct me if Im talking rubbish, I think there were a few cases of blocks going porous...

Ed.

[dickymint]

Generally the cheapest upgrade is to sell up and buy a sorted bigger bugger.

[BadRedWedge]

dickymint said:

Generally the cheapest upgrade is to sell up and buy a sorted bigger bugger.

Agree with you Dickie, you have to think about all the other bits, giving a Wedge more power is one thing but you have to be able to put the power down, be able to stop it and get it round the twisty bits. I think it says in the bible somewhere that changing the car may well be cheaper than changing all the bits. The other thing to consider is that when you have changed all the bits and spent £££££££££££s what have you got ? and it may well be worth LESS than when you started. IMHO

[eesbad]

ed_crouch said:

Also, you get a lower compression ratio in the Strangerover engine

Which makes it a good candidate for supercharging...

[rev-erend]

Less face it - the Rangie 4.6 is a low spec engine

If yours is knackered and the 4.6 is a really cheap price - then go for it but the performance will not set the world alight.

[TVRleigh_BBWR]

The 4.6 will have a lot more scope for turning at a later date if needed. and as standard is going to have more power than 3.5 but less and any of the SE's

You may have some problems fitting your injection system on the car, you will need to change the whole lots from the valey gasket up. as your stuff will all be flapper, with low voltage injectors.
you may want to use the LR injection system if it comes with it. but you may want to get a Griff / Chim ECU.

Also you need to fit all the serp ancillerys.

If you don't want to fit it, as I may buy it off you if the price is right.

[GRIFFONMARK]

Looks like I'll stay with my current engine which runs fine all the way to 6,000rpm and I do prefer howl to torque. Just checked the specs again and although the 4.6 is 9.35:1 it makes max power 215 at only 4,750rpm but with 345lbft torque.

[pwd95]

If you ever experience that amount of tourque flinging a wedge towards the horizon you'll be hooked. I never used to rev my old wedge over 5k rpm there was just no need. It was quite awsome.

[JR]

GRIFFONMARK said:

Looks like I'll stay with my current engine which runs fine all the way to 6,000rpm and I do prefer howl to torque. Just checked the specs again and although the 4.6 is 9.35:1 it makes max power 215 at only 4,750rpm but with 345lbft torque.

Ever thought about a plenum spacer?

350Matt said:

The size of the volume above the trumpet goes some way to dictating the strength of the tuning reflection, with 1 to 1.5 x engine capacity being a good balance between power and throttle response.

Also a larger plenum tends to reduce destructive tuning from other cylinders, as the pressure wave migration has more time / room to spread out.

In my F1 airbox testing days I tried all sorts of things and the only hard and fast rule is to make it as big as you can. bear in mind that this was with 1 throttle / cylinder and with a plenum you can't go too big as the throttle response will be rubbish.

So a larger plenum will increase power but will also reduce throttle response, like all things its a compromise.

I think the spacer is a good idea but they (TVR Power) missed a trick by not making it out of phenolic resin.

I always thought that Ian had done a good job: http://www.wedgeneering.co.uk/TVR%20390SE%20p3.htm
he's even offering to help Wedge owners: http://www.pistonheads.com/gassing/topic.asp?h=0&a...