The Ultimate Tuscan? Go on Treat yourself............

[jellison]

Not cheap (cloud cookoo land really!).

http://zapparacing.com/yahoo_site_admin/assets/doc... but mega spec (that Engine is something special).

Details here http://www.britishracecar.com/MichaelZappa-TVR-Tus...

[TVR_owner]

Thtas one lardy race car - getting on for 1000 Kilos??

[GAjon]

TVR_owner said:

Thtas one lardy race car - getting on for 1000 Kilos??

They possibly left the bill in for the engine when they weighed it?

[jellison]

I thought it was way over engineered in many places - did not clock the weight, but yes they build em like that over there!

It is Daft, when I am aiming for 950kg with a 302 (ally heads), and the crazy heavy Toploader and Jag diff.

There are bits I do like though. I do like the rollbar setups - might have to consider that sort of setup. Nice GA based lump though. They will never sell it at that price in a month of sundays - or the MGB fro $75k - talk about way way over engineered in that! The article on it in Britracecars is interesting (not fia!!!!).

[TVR_owner]

jellison said:

I thought it was way over engineered in many places - did not clock the weight, but yes they build em like that over there!

It is Daft, when I am aiming for 950kg with a 302 (ally heads), and the crazy heavy Toploader and Jag diff.

There are bits I do like though. I do like the rollbar setups - might have to consider that sort of setup. Nice GA based lump though. They will never sell it at that price in a month of sundays - or the MGB fro $75k - talk about way way over engineered in that! The article on it in Britracecars is interesting (not fia!!!!).

Mine should be down to 860kg with a mag diff casing. I still have my rear drums but drive is through Quaife hubs, heads are still cast!!

Don't understand the GA bit - it's just the block and then sleeved down - what are the advantages in terms of preformance??

Edited by TVR_owner on Friday 18th June 08:11

[jellison]

TVR_owner said:

jellison said:

I thought it was way over engineered in many places - did not clock the weight, but yes they build em like that over there!

It is Daft, when I am aiming for 950kg with a 302 (ally heads), and the crazy heavy Toploader and Jag diff.

There are bits I do like though. I do like the rollbar setups - might have to consider that sort of setup. Nice GA based lump though. They will never sell it at that price in a month of sundays - or the MGB fro $75k - talk about way way over engineered in that! The article on it in Britracecars is interesting (not fia!!!!).

Mine should be down to 860kg with a mag diff casing. I still have my rear drums but drive is through Quaife hubs, heads are still cast!!

Don't understand the GA bit - it's just the block and then sleeved down - what are the advantages in terms of preformance??

Edited by TVR_owner on Friday 18th June 08:11

4 bolt mains - partly why I went 302 instead of 289. I.e. you can rev it harder and still be reliable.

[GAjon]

I read it as the bore was reduced from 3.4l to 3.0l to meet competition regulations. The GA block, crank etc differ from the std Essex bock significantly and will rev freer and higher.

[TVR_owner]

GAjon said:

I read it as the bore was reduced from 3.4l to 3.0l to meet competition regulations. The GA block, crank etc differ from the std Essex bock significantly and will rev freer and higher.

Good bottom end wil rev safely to 7.5K reliably. The info looks like he only revs to 6.7K for reliability?

Either way, maybe put my M up for £50K with spares....seems like a snip in comparison

[jellison]

The DON'T race very hard in the US Historice scene.

More about being part of the scene.

[Slow M]

jellison said:

TVR_owner said:

jellison said:

I thought it was way over engineered in many places - did not clock the weight, but yes they build em like that over there!

It is Daft, when I am aiming for 950kg with a 302 (ally heads), and the crazy heavy Toploader and Jag diff.

There are bits I do like though. I do like the rollbar setups - might have to consider that sort of setup. Nice GA based lump though. They will never sell it at that price in a month of sundays - or the MGB fro $75k - talk about way way over engineered in that! The article on it in Britracecars is interesting (not fia!!!!).

Mine should be down to 860kg with a mag diff casing. I still have my rear drums but drive is through Quaife hubs, heads are still cast!!

Don't understand the GA bit - it's just the block and then sleeved down - what are the advantages in terms of preformance??

Edited by TVR_owner on Friday 18th June 08:11

4 bolt mains - partly why I went 302 instead of 289. I.e. you can rev it harder and still be reliable.

Jon,

Standard 302s (or 5.0 -same casting, more metric taps used) are NOT 4-bolt!
302 BOSS blocks are 4-bolt as designed but are a different animal.
There are 4-bolt 302 blocks available in the aftermarket supply chain (even Aluminium).

B.

[jellison]

Slow M said:

jellison said:

TVR_owner said:

jellison said:

I thought it was way over engineered in many places - did not clock the weight, but yes they build em like that over there!

It is Daft, when I am aiming for 950kg with a 302 (ally heads), and the crazy heavy Toploader and Jag diff.

There are bits I do like though. I do like the rollbar setups - might have to consider that sort of setup. Nice GA based lump though. They will never sell it at that price in a month of sundays - or the MGB fro $75k - talk about way way over engineered in that! The article on it in Britracecars is interesting (not fia!!!!).

Mine should be down to 860kg with a mag diff casing. I still have my rear drums but drive is through Quaife hubs, heads are still cast!!

Don't understand the GA bit - it's just the block and then sleeved down - what are the advantages in terms of preformance??

Edited by TVR_owner on Friday 18th June 08:11

4 bolt mains - partly why I went 302 instead of 289. I.e. you can rev it harder and still be reliable.

Jon,

Standard 302s (or 5.0 -same casting, more metric taps used) are NOT 4-bolt!
302 BOSS blocks are 4-bolt as designed but are a different animal.
There are 4-bolt 302 blocks available in the aftermarket supply chain (even Aluminium).

B.

Mine is a 4 bolter Splayed main caps, I think an SVO block, similar to the original Boss 302 engines, but upgraded and strengthened by Ford to tolerate high performance applications (i.e. rac'in).

This maybe known as the A-4 block.

You have 2 bolt 302's, 4 bolt Boss blocks (non-splayed caps I think), SVO bolts (centre 32 main caps are splayed 4 bolt), then the Dart 4 bolt, which is 4 splayed bolt caps on the 3 centres and the two ends. The one I have is the best one 302 block from the factory, though I think there might have been a pure race version of this 4 splayed centre block (R302?). Dart is better still but an after market job at daft money.



That Tuscan does sound about 100kg overweight.

Edited by jellison on Friday 18th June 21:58

[stainless_steve]

TVR_owner said:

Mine should be down to 860kg with a mag diff casing.

6.5kg for the casing is light,Crosthwaite and Gardiner sell them,but you prob know that

If i get my job finished at work i will try to see you Sunday at the 80's meet

[jellison]

stainless_steve said:

TVR_owner said:

Mine should be down to 860kg with a mag diff casing.

6.5kg for the casing is light,Crosthwaite and Gardiner sell them,but you prob know that

If i get my job finished at work i will try to see you Sunday at the 80's meet

Christ - how much is that!?

http://www.crosthwaiteandgardiner.com/Jaguar_pages... Christ the bare alloy block is £10k

Can fia cars even run those? Those engines have to be round the 100k mark!?