Something maybe worth bookmarking...
Discussion
http://www.britishv8.org/Articles/Rover-14CUX-EFI....
Not only does the article give a decent explanation of the rv8 efi system, but what really impressed me was the (cheaper) equivalent parts numbers. ex: injectors
[quote]Purchasing original Bosch fuel injectors (part number ERR722, rated 23.67 lbs/hr) from the Rover dealer isn't inexpensive. In fact, even at your local discount auto parts store you can expect to pay almost $100 per injector. (Auto Zone lists GP-Sorenson part number 800-1151N at $96.99/ea. They come with a one year warranty.) Mainly for this reason, Range Rover owners have been seeking cross-references to other usable injectors for years. The internet message boards contain several (typically dramatically less expensive) cross-references (e.g. Bosch/Ford 0280150561, Accel 158021, etc.)
[/quote]
Here's another example.
[quote]Totally interchangeable NTK sensors are available from Nissan for a much lower price than at the Rover dealer - the only difference is that you must modify your wiring to connect them. No problem! You're going to get used to modifying the Rover wire harness. Any of the following Nissan part numbers will work: "22690-88G01", "226A0-40U60", "22690-61A00" or "22960-M210". (The various Nissan sensors have different pigtails.)
[/quote]
What doesn't have a cheaper equivalent still lists the part number, so even that's useful info. How much NCK retained from Rover is another matter.
Not only does the article give a decent explanation of the rv8 efi system, but what really impressed me was the (cheaper) equivalent parts numbers. ex: injectors
[quote]Purchasing original Bosch fuel injectors (part number ERR722, rated 23.67 lbs/hr) from the Rover dealer isn't inexpensive. In fact, even at your local discount auto parts store you can expect to pay almost $100 per injector. (Auto Zone lists GP-Sorenson part number 800-1151N at $96.99/ea. They come with a one year warranty.) Mainly for this reason, Range Rover owners have been seeking cross-references to other usable injectors for years. The internet message boards contain several (typically dramatically less expensive) cross-references (e.g. Bosch/Ford 0280150561, Accel 158021, etc.)
[/quote]
Here's another example.
[quote]Totally interchangeable NTK sensors are available from Nissan for a much lower price than at the Rover dealer - the only difference is that you must modify your wiring to connect them. No problem! You're going to get used to modifying the Rover wire harness. Any of the following Nissan part numbers will work: "22690-88G01", "226A0-40U60", "22690-61A00" or "22960-M210". (The various Nissan sensors have different pigtails.)
[/quote]
What doesn't have a cheaper equivalent still lists the part number, so even that's useful info. How much NCK retained from Rover is another matter.
Brap_Brap said:
How much NCK retained from Rover is another matter.
Most of it. The 390 ran standard 350 injectors and airflow meter. Allegedly the ECU was tweaked, but since the unit has a range of resistors that can be changed to fine-tune the fuelling that's no holy grail, each ECU was set up by Lucas to match individual airflow meters anyway (which is why you shouldn't swap them other than for testing).The only change was to a variable (non-rising-rate) fuel pressure regulator. I was once told that NCK stamped their engine number on the airflow meter but have yet to see one so marked (and stamping a Mazak casting is asking for trouble anyway!)
Having stripped and rebuilt my NCK engine I can say that the only things they definitely did were:
Bore out to 93.5mm
Fit Omega flat-top pistons with valve pockets
Shorten valve guides
Open out inlet and exhaust ports on cylinder head (but not the exhaust manifold)
Open out ports on inlet manifold (but standard length and diameter trumpets retained)
Tidy up a few rough edges on the cylinder block to aid oil drainage back to the sump
Fit higher-lift cam
Fit dual valve springs
There are stories that these engines had lightened flywheels (couldn't see any sign of machining on mine); Wills rings around the bore tops (nope); stronger conrods (looked like the usual Rover ones to me)... etc etc.
Also the compression ratio was supposed to be 10.5:1; think my most optimistic measurements put mine at 10:1.
For info my engine is now 3948cc at 9.3:1, runs a duplex timing chain with vernier camshaft sprocket, composite head gaskets, higher-flow injectors, 10mm plenum insulator, shortened trumpets, lowered trumpet base and a Jag airflow meter.
Hope this helps
Lesliehedley said:
Hi, just for info, my AFM has NCK 219 marked on it although it isn't stamped. It looks like it was scratched on with a sharp implement or badly engraved.
Cheers Leslie, it's good to know that some of the myths are actually true! Scratching or engraving would make more sense and fits with the whole 'built-in-a-shed' philosophy 
Wedg1e said:
The only change was to a variable (non-rising-rate) fuel pressure regulator.
Ian,I think by the time NCK got to building the engines rather than just being used as an overspill machine shop for Messres Rouse and Eales, spec was very diluted from the original engines. As for a variable fuel regulator, it was only variable to increase the pressure, after a few soft crushes in the vice it was scrap and certainly not possible to pull it back to what it was again!!!
My 390 engine has Cosworth pistons and dual springs, I didn't inspect the con-rods.
The ECU, AFM and injector resistor pack all had yellow stick-on dots on them.
The heads have been heavily worked but I never got around to measuring the valve guides.
I was told by the factory that this was the first John Eales engine (Engine No. JE 1060) after the Andy Rouse engines.
The exhaust manifold apertures were bigger to match the ports but the gaskets were standard RV8 and stuck out into the flow by about 1/10th of an inch all round, I made a set of gaskets out of copper sheet to replace the compound ones.
Russ
The ECU, AFM and injector resistor pack all had yellow stick-on dots on them.
The heads have been heavily worked but I never got around to measuring the valve guides.
I was told by the factory that this was the first John Eales engine (Engine No. JE 1060) after the Andy Rouse engines.
The exhaust manifold apertures were bigger to match the ports but the gaskets were standard RV8 and stuck out into the flow by about 1/10th of an inch all round, I made a set of gaskets out of copper sheet to replace the compound ones.
Russ
TVR_owner said:
Wedg1e said:
The only change was to a variable (non-rising-rate) fuel pressure regulator.
Ian,I think by the time NCK got to building the engines rather than just being used as an overspill machine shop for Messres Rouse and Eales, spec was very diluted from the original engines. As for a variable fuel regulator, it was only variable to increase the pressure, after a few soft crushes in the vice it was scrap and certainly not possible to pull it back to what it was again!!!
You're not quite correct about the fuel pressure regulator: the standard version is indeed 'crushable' to increase the pressure, the 390SE has a properly-variable one (NOT that FSE rising-rate thing)... it looks like the standard one but a hex screw in the centre acts to preload the diaphragm spring.
ed_crouch said:
Yep mine has the engine number engraved on it. I spoke to Dom Trickett a while back, and he mentioned the NCK engines having twin row cam chains. Might find out one day!
Mince certainly does, however there's a receipt in the history for a duplex chain and sprockets when the cam was renewed so I just assumed the owner decided to upgrade... maybe they were in fact replacements.Gassing Station | Wedges | Top of Page | What's New | My Stuff