rover v8 setup

[61klassic]

Hi all, wondering if anyone on here could recomend a good tuner/rolling road in se/kent area. Its for a rv8 with mallory dizzy and weber 500.
be nice to see what sort of power its kicking out and get it driving a bit better.
Thanks

[Pocket rocket]

If you find one, let the rest of us know

[Richard P6]

Hi all, wondering if anyone on here could recomend a good tuner/rolling road in se/kent area. Its for a rv8 with mallory dizzy and weber 500.
be nice to see what sort of power its kicking out and get it driving a bit better.
Thanks

I tried a few up here but dismally failed to get one who knew what he was doing.

In the end, I spent a while on the net, asked a load of questions on this forum, bought some testing gear myself (Not much more than a rolling road session), and did it myself.

Goes like a rocket now - very pleased.

Richard

BTW - one of them told me that these old carb set ups (Weber 500) could NOT be tuned as you could NOT get the jets in the UK, so I should get a fuel injection system. Funnily enough, he had one for sale.

[CastleMGBV8]

Hi all, wondering if anyone on here could recomend a good tuner/rolling road in se/kent area. Its for a rv8 with mallory dizzy and weber 500.
be nice to see what sort of power its kicking out and get it driving a bit better.
Thanks

It would be helpful if you could tell us the engine size and spec, ie heads cam.

The Edelbrock is fairly simple to re calibrate, have you got the handbook if not go to the Edelbrock site and download it on line.

Was the carb fitted with the stock jetting if so it will probably be running quite rich as they are jetted for a 5.0 engine.

Austec at Crawley have a good reputation but they are more EFI than carb as are most of the rolling roads. Don't expect any of them to have the rods and jets for the Edelbrock as they have nothing in common with the european Weber carbs and are actually a Carter now made by Edelbrock.

With your engine spec contributors on this forum can probably advise on a set up for the carb.

Kevin

[61klassic]

Thanks for the comments guys,
Kev, the engine spec is... 4.5 tvr tuscan challenge bottom end, 11:1 cr, 3.9 ported & polished heads with three angle seats and bulleted guides, hydraulic cam with 218 deg inlet & exh and 0.470" lift with 1.5:1 rockers.
Previously ran a 3.5 rv8, but changed to this engine as it came up for sale when the car was stripped in the bodyshop.
Have changed to jets recomended by rpi but doesn't run quite right, kangeroos at light throttle in 1st and 2nd and doesn't seem to fueling right above 3k.
Thanks for any help.

[Richard P6]

Thanks for the comments guys,
Kev, the engine spec is... 4.5 tvr tuscan challenge bottom end, 11:1 cr, 3.9 ported & polished heads with three angle seats and bulleted guides, hydraulic cam with 218 deg inlet & exh and 0.470" lift with 1.5:1 rockers.
Previously ran a 3.5 rv8, but changed to this engine as it came up for sale when the car was stripped in the bodyshop.
Have changed to jets recomended by rpi but doesn't run quite right, kangeroos at light throttle in 1st and 2nd and doesn't seem to fueling right above 3k.
Thanks for any help.

I used the RPI recommended set up and it was far too weak (FAR TOO WEAK)

What rods and jets have you got now, and what were fitted when you got the engine?

[CastleMGBV8]

Thanks for the comments guys,
Kev, the engine spec is... 4.5 tvr tuscan challenge bottom end, 11:1 cr, 3.9 ported & polished heads with three angle seats and bulleted guides, hydraulic cam with 218 deg inlet & exh and 0.470" lift with 1.5:1 rockers.
Previously ran a 3.5 rv8, but changed to this engine as it came up for sale when the car was stripped in the bodyshop.
Have changed to jets recomended by rpi but doesn't run quite right, kangeroos at light throttle in 1st and 2nd and doesn't seem to fueling right above 3k.
Thanks for any help.

Name?

Your engine spec is not far of my own 4.35 engine apart from more compression and what looks like a softer cam, Whose cam is it?

The rods and jets i used on the primaries are Rods (067 x 055) Jets .086(Standard Jets) and importantly I changed the step up springs to the silver/plain ones as it appears that because of the overlap of the cam the rods were rising to rich mode at idle as there was not enough vacuum to hold them in the down position.

I would leave the secondary Jets as .095 or fit them if they have already been changed.

If you intend to do this yourself and it is quite easy, just be very care not to drop the little circlips which you will find on the rods.

Also if running a standard distributor disconnect the vacuum pipe and plug the port on the carb, then set initial advance to 10 degrees, you can use more advance but you need to modify the advance curve and limit total advance to approx 30 deg. for a 4.5 engine, and there good benefits from doing this.

With the standard dizzy you will get 24 degrees of advance + the initial 10 degrees but it will be at higher RPM than you need, advance should be all in by 3000 to max 3500RPM.

As you have very high compression check carefully that you sre not getting any pinking/preignition as this as you will know can do a lot of damage.

Kevin.

[Richard P6]

The rods and jets i used on the primaries are Rods (067 x 055) Jets .086(Standard Jets) and importantly I changed the step up springs to the silver/plain ones as it appears that because of the overlap of the cam the rods were rising to rich mode at idle as there was not enough vacuum to hold them in the down position.

Kevin.

All the time I have spent on this carb and it still manages to confuse the hell out of me

I thought the vacuum held the rod down and the spring tried to raise it up. I also thought that the silver spring (plain one) was the strongest one, so would lift the rod quicker (would lift it even with a lot of vacuum). If you want the rod to stay down for longer, then you should fit the weaker springs.

Have I lost it here, because that is the principal I have been working on?

I have been known to be wrong

Richard

[CastleMGBV8]

Richard,

You had me going ther for a moment, the handbook is a little confusing and the spring chart on page 14 does suggest a weaker spring but if you look at the section at the top of page 12 for long duration camshafts it suggests using the pink or silver springs.

On my engine with the standard springs I couldn't get it to idle below 1500RPM and it was very lumpy at best, and was beginning to think that I had chosen too wild a cam.

Once the springs were changed and in combination with the previously mentioned jetting the engine will smoothly idle at 1000 RPM or less and pulls right through the rev range without any hesitation whatever.

The answer is to experiment and see what works best with your engine spec.

Kevin.

[diamond]

Try BD Engineering Newington Nr Sittingbourne

ask for Andy 01795 844875

Did some tuning on the SU's on my V8 defender

they have a rolling road

Good service reasonably priced

Good luck

[sidecar]

All the time I have spent on this carb and it still manages to confuse the hell out of me

Richard

Bearing in mind the above quote have a read of this....

(The Eddy stuff is under the gumph on fuel pumps)

http://how-to-build-a-pilgrim-sumo.wiki ... ing-system

Pete