Thread: newbie AND BIG Rangies! Engines!

Originally Posted by clubagreenie

Hmmm...

My last small (4.0) engine 20K

My last big (4.7) engine $45K

And they were only rods, pistons and rings & cams. Oh and valve springs.

Plus ECU and dyno time, $20K, fuel system $3K, oil and cooling $5K, trans and axle $25K.

Moral of the story?

Originally Posted by clubagreenie

Hmmm...

My last small (4.0) engine 20K

My last big (4.7) engine $45K

And they were only rods, pistons and rings & cams. Oh and valve springs.

Plus ECU and dyno time, $20K, fuel system $3K, oil and cooling $5K, trans and axle $25K.

i'm assuming a full blown race/track car, not a rangie?

Moral, big is one thing. Paying for it is another. It doesn't need to be big to be right for the application let alone less than severe overkill for the chassis. I remember one RRC that came in at least annually for welding work on the chassis and it was only a 308, let alone the constant work to keep the gearbox/tfr going.

Not a track/race car, just engine research and in a road based car. Is the basis for the next D2 engine if I can get myself together again as well as find a auto/tfr combo to put up with it even in a majorly detuned state.

As for the original question, in the ecu budget allow for dyno time at around $150-200/hour for a decent shop. But the original ECU is more than adequate and as mentioned can be overcome. Wiring is pretty simple especially with the original harness, you're really only plugging in power, switched power, earth and feeds to fuel system etc.

I found the 4.6 into the D2 to be perfect. Bolt in and bolt on all original accessories. right increase in capacity without going overboard. No engineering, no hassles with driveline, infact drive it less hard with more power/torque on tap.

on the basis of the pricing list, I'd stick to the 4.6, not have to suffer the engineering hassles as well as the driveline issues except that if you're planning to build it for off road then you'd be upgrading diffs/axles etc but still potentially leaving an expensive fuse in the middle.

Jeez , clubagreenie , thats a aweful lot of money for "engine research" What do you learn from this research ? That a Rover V8 in any size isnt really good for anything much !Would you know the Head Flow in terms of CFM/potential Horsepower ?

Who said it was rover?

Hate to see a rover after 18000rpm

Lets just say that it ended up paying some of itself back since some parts now run around in US Grand Am Toyotas.

Id hate to see a RV8 ,after 8000RPM let alone 18000RPM .
What was the engine spec for that Grand-AM engine . I found this , but its nowhere near this 18000RPM spec(Closest is F1 spec?)
Type: Lexus Daytona Prototype V8, Normally Aspirated, DOHC, Four Valves per Cylinder, Fuel-Injected
Displacement: 5.0L (302 cu. in.)
Power: 500 hp @ 7000 rpm
Max. rpm: 7000 rpm (mandated)
Engine Development and Maintenance: TRD, U.S.A., Inc. (Toyota Racing Development)
Engine Block: Aluminum
Cylinder Head: Aluminum
Compression Ratio: Max. 11:1 (mandated)
Engine Management System: Bosch 4.3 (mandated)
Fuel: Sunoco Racing Gas

My 110 V8 County is getting the following (because the 3.5 spat out its head gaskets and a conservative quote is over $1,000):

1UZ Lexus 4.0 V8 (190kW 353Nm)
Lexus auto box
LT230 with adapter
Spitronics tunable ECU and TCU

I'll run this in a closed loop.

Total material cost around $2,500.

Labour will be DIY but I might need to spend a bit on a sparky and a dyno.

Originally Posted by jakeslouw

My 110 V8 County is getting the following (because the 3.5 spat out its head gaskets and a conservative quote is over $1,000):

1UZ Lexus 4.0 V8 (190kW 353Nm)
Lexus auto box
LT230 with adapter
Spitronics tunable ECU and TCU

I'll run this in a closed loop.

Total material cost around $2,500.

Labour will be DIY but I might need to spend a bit on a sparky and a dyno.

Good luck with your budget *giggle*

Rand must be worth lots less than aus $!