Discussion
OOPS, yet another minor brain fart.
http://forum.britishv8.org/read.php?12,613
Forgot about this one.
B.
http://forum.britishv8.org/read.php?12,613
Forgot about this one.
B.
I seem to recall a Cosworth powered 3000M and a quick search retreived quite a few TVR owners with various interesting power plants 
stainless_steve said:
Bernard thanks for the info.I'm looking at building a 400+ bhp M,track car,fast road.LS power would be the easy way to go.I'm sure i read someone fitted an LS in an M though
ETA, or are we talking about a tvr chassis? How are you anyway
I'm fairly sure one of my customers has an ls in his M series TVR, I'll dig out his details if you want to chat.
Edited by Boosted LS1 on Saturday 11th October 23:33
stainless_steve said:
tegwin said:
Could you fit something a bit more unusual like an audi RS6 enigne....or a BMW V8?
Not sure the VAG v10 would go in...but it would make for an interesting car!!
Guess anything is possibleNot sure the VAG v10 would go in...but it would make for an interesting car!!
Problem with the M chassis is the width of engines across the widest part of the cylinder heads on V engines often won't fit in between the M engine bay top chassis rails. This is especially so with quad cam engines.
B
stainless_steve said:
Bernard thanks for the info.I'm looking at building a 400+ bhp M,track car,fast road.LS power would be the easy way to go,i guess the AJP would fit better so i cant rule it out.I'm sure i read someone fitted an LS in an M though
B
status said:
I seem to recall a Cosworth powered 3000M and a quick search retreived quite a few TVR owners with various interesting power plants
This one?
http://www.pistonheads.com/gassing/profile.asp?mem...
Steve
Over the years I've seen many engines fitted to M's.
The main problems are the narrowness of the top rails, meaning that wide angle V engines have a great deal of difficulty with decent exhaust flow as well as basic engine position (some have to move forward upsetting weight distribution)
Under bonnet temperatures, some thought needs to be given to venting towards the rear of the bonnet
The inability of the rest of the chassis drivetrain to cope with 350bhp plus, this often results in cracked rear wishbones, broken driveshafts, diff mounts, engine mounts etc. All those who have seriously modified their cars have ended up, uprating a lot of the rest of the car.
The best conversions I have seen are:-
Dave Smith (UK) - Trick 302 in a 3000S
Bert Zimmerman (Germany) - Cosworth Turbo (approx £420bhp) in a lightweight M (complete with ground effects)
John Livesy (UK) - Cosworth 3.4GA in an M - the engine and drive train were strong though the rest of the car was shall we say 'lived in'!
A lot of the others have been compromised (Rover V8s inc Tuscan Challenge Spec one, other Cosworth Turbos). It would be worth talking to the above to gain more knowledge about your furture project
Your questions on wider arches as well, leads to thicker rubber and can put more stress on the suspension/drivetrain. I did run though 255/50/15s on 9J rims under a standard Taimar Arch (rears).
Personally I think a lot more can be gained by going lightweight rather than masses of power and if I was going to do a conversion I would look at something like the Honda S2000 engine, which itself is a significant weight saving over the Essex V6 (alright tractor lump heightswitch!) and saving a bit more weight around the car. I reckon you could get a 1600/1700lb car with a reliable 240bhp, which would be very nimble. As nice as V8 power is, I reckon that on most circuits/roads an S2000 conversion would run rings round it.
davidy
Over the years I've seen many engines fitted to M's.
The main problems are the narrowness of the top rails, meaning that wide angle V engines have a great deal of difficulty with decent exhaust flow as well as basic engine position (some have to move forward upsetting weight distribution)
Under bonnet temperatures, some thought needs to be given to venting towards the rear of the bonnet
The inability of the rest of the chassis drivetrain to cope with 350bhp plus, this often results in cracked rear wishbones, broken driveshafts, diff mounts, engine mounts etc. All those who have seriously modified their cars have ended up, uprating a lot of the rest of the car.
The best conversions I have seen are:-
Dave Smith (UK) - Trick 302 in a 3000S
Bert Zimmerman (Germany) - Cosworth Turbo (approx £420bhp) in a lightweight M (complete with ground effects)
John Livesy (UK) - Cosworth 3.4GA in an M - the engine and drive train were strong though the rest of the car was shall we say 'lived in'!
A lot of the others have been compromised (Rover V8s inc Tuscan Challenge Spec one, other Cosworth Turbos). It would be worth talking to the above to gain more knowledge about your furture project
Your questions on wider arches as well, leads to thicker rubber and can put more stress on the suspension/drivetrain. I did run though 255/50/15s on 9J rims under a standard Taimar Arch (rears).
Personally I think a lot more can be gained by going lightweight rather than masses of power and if I was going to do a conversion I would look at something like the Honda S2000 engine, which itself is a significant weight saving over the Essex V6 (alright tractor lump heightswitch!) and saving a bit more weight around the car. I reckon you could get a 1600/1700lb car with a reliable 240bhp, which would be very nimble. As nice as V8 power is, I reckon that on most circuits/roads an S2000 conversion would run rings round it.
davidy
DavidY said:
Steve
Over the years I've seen many engines fitted to M's.
The main problems are the narrowness of the top rails, meaning that wide angle V engines have a great deal of difficulty with decent exhaust flow as well as basic engine position (some have to move forward upsetting weight distribution)
Under bonnet temperatures, some thought needs to be given to venting towards the rear of the bonnet
The inability of the rest of the chassis drivetrain to cope with 350bhp plus, this often results in cracked rear wishbones, broken driveshafts, diff mounts, engine mounts etc. All those who have seriously modified their cars have ended up, uprating a lot of the rest of the car.
The best conversions I have seen are:-
Dave Smith (UK) - Trick 302 in a 3000S
Bert Zimmerman (Germany) - Cosworth Turbo (approx £420bhp) in a lightweight M (complete with ground effects)
John Livesy (UK) - Cosworth 3.4GA in an M - the engine and drive train were strong though the rest of the car was shall we say 'lived in'!
A lot of the others have been compromised (Rover V8s inc Tuscan Challenge Spec one, other Cosworth Turbos). It would be worth talking to the above to gain more knowledge about your furture project
Your questions on wider arches as well, leads to thicker rubber and can put more stress on the suspension/drivetrain. I did run though 255/50/15s on 9J rims under a standard Taimar Arch (rears).
Personally I think a lot more can be gained by going lightweight rather than masses of power and if I was going to do a conversion I would look at something like the Honda S2000 engine, which itself is a significant weight saving over the Essex V6 (alright tractor lump heightswitch!) and saving a bit more weight around the car. I reckon you could get a 1600/1700lb car with a reliable 240bhp, which would be very nimble. As nice as V8 power is, I reckon that on most circuits/roads an S2000 conversion would run rings round it.
davidy
agree with everything apart from your choice of engine.Over the years I've seen many engines fitted to M's.
The main problems are the narrowness of the top rails, meaning that wide angle V engines have a great deal of difficulty with decent exhaust flow as well as basic engine position (some have to move forward upsetting weight distribution)
Under bonnet temperatures, some thought needs to be given to venting towards the rear of the bonnet
The inability of the rest of the chassis drivetrain to cope with 350bhp plus, this often results in cracked rear wishbones, broken driveshafts, diff mounts, engine mounts etc. All those who have seriously modified their cars have ended up, uprating a lot of the rest of the car.
The best conversions I have seen are:-
Dave Smith (UK) - Trick 302 in a 3000S
Bert Zimmerman (Germany) - Cosworth Turbo (approx £420bhp) in a lightweight M (complete with ground effects)
John Livesy (UK) - Cosworth 3.4GA in an M - the engine and drive train were strong though the rest of the car was shall we say 'lived in'!
A lot of the others have been compromised (Rover V8s inc Tuscan Challenge Spec one, other Cosworth Turbos). It would be worth talking to the above to gain more knowledge about your furture project
Your questions on wider arches as well, leads to thicker rubber and can put more stress on the suspension/drivetrain. I did run though 255/50/15s on 9J rims under a standard Taimar Arch (rears).
Personally I think a lot more can be gained by going lightweight rather than masses of power and if I was going to do a conversion I would look at something like the Honda S2000 engine, which itself is a significant weight saving over the Essex V6 (alright tractor lump heightswitch!) and saving a bit more weight around the car. I reckon you could get a 1600/1700lb car with a reliable 240bhp, which would be very nimble. As nice as V8 power is, I reckon that on most circuits/roads an S2000 conversion would run rings round it.
davidy
I feel you should be ostracized for even considering a jap motor. now those Yamaha cosworth duratecs are a different matter
As an aside and seriously for a moment. is there such a thing as a British engine anymore??
I would personally go for a Zetec 3 or preferably a duratec which are both better choices by virtue of cost and availability. We are actually messing around with a zetec 3 to run BGH Box and a cosworth rear at the moment in a Vixen S2. the biggest issue around any conversion though is always diff, keeping it in the chassis and rear hubs and driveshafts.
The S13 and S14 Nissan derived engines are also very good and very cheap. I just worry about long term parts and re-build availability whereas the ford lumps are always catered for.
I would love to have enough folding to build a vixen around one of those V8 double bike engine creations that some firms are making.
I would also like to see a 6R4 V6 inserted into the void where the tractor engine once lived.
N.
Slow M said:
status said:
I seem to recall a Cosworth powered 3000M and a quick search retreived quite a few TVR owners with various interesting power plants
This one?
http://www.pistonheads.com/gassing/profile.asp?mem...
even though it's a bit lardy (like myself unfortunately...)Boosted LS1 said:
stainless_steve said:
Bernard thanks for the info.I'm looking at building a 400+ bhp M,track car,fast road.LS power would be the easy way to go.I'm sure i read someone fitted an LS in an M though
ETA, or are we talking about a tvr chassis? How are you anyway
I'm fairly sure one of my customers has an ls in his M series TVR, I'll dig out his details if you want to chat.
Edited by Boosted LS1 on Saturday 11th October 23:33
I was talking about the TVR M,if you have any info on an LS powered M that would be great,thanks.
stainless_steve said:
Boosted LS1 said:
stainless_steve said:
Bernard thanks for the info.I'm looking at building a 400+ bhp M,track car,fast road.LS power would be the easy way to go.I'm sure i read someone fitted an LS in an M though
ETA, or are we talking about a tvr chassis? How are you anyway
I'm fairly sure one of my customers has an ls in his M series TVR, I'll dig out his details if you want to chat.
Edited by Boosted LS1 on Saturday 11th October 23:33
I was talking about the TVR M,if you have any info on an LS powered M that would be great,thanks.
stainless_steve said:
I take it the 302 will fit ok without moving the engine forward,
Yes. stainless_steve said:
could keep the weight down with ally heads too.
Yes, even with Iron heads the 302 only weighs a tiny bit more than a TR6 straight six as it is a lightweight casting. If memory serves, the 302 has a +-200Lb weight advantage over an Iron Chevy. Aluminium heads make a greater difference to performance than to weight. If/when choosing aftermarket cylinder heads, be aware of the exhaust port location. I opted for AFR heads as I truly feel that these are the optimal performers in every class for SBF motors, but the exhaust ports are so high that I'll have a hell of a time getting the headers to clear the chassis top tubes. stainless_steve said:
any pics with the engine fitted?
Steve
Will get you some, SteveB.
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