The V8 Owners Forum -

ratios depend on whether it came out of a V8, or diesel. They are as follows:

Diesel
1st 3.985
2nd 2.519
3rd 1.507
4th 1.000
5th 0.931

V8
1st 3.321
2nd 2.131
3rd 1.396
4th 1.000
5th 0.770 (can also be 0.79)

Best you mark it up and manually count the turns and work out what you have ...

yep thats right about sprag clutch not slipping, it just works or "freewheels" in one direction. Next time you have a starter at hand, notice how you can push the pinion in one direction (and the shaft does not rotate) but not the other, that is the sprag clutch. It has rollers inside, similar to a ...

The clutch is only supposed to slip in one direction, the purpose of it is to prevent the starter from overspeeding (and flying apart) when the engine fires up. As you can imagine, the gearing of the ring gear to the pinion is typically around 12:1, when the engine fires up at say 1000rpm, if the ...

Dave, the starter is actually engaging the ring gear. the problem is the sprag clutch is slipping. You will need to remove the starter and replace the clutch drive (the bit with the pinion on it) You can usually get these to start by holding the ignition in start for 10-20 seconds. the clutch drive ...

I don't think it is the flat crank that allows these engines to shift gear at 7500. Every component in the engine must be able to support higher rpm, rods, pistons, rockers, cam, manifolds etc.

They will be quicker than you if they are using higher rpm and a shorter diff ratio, as the torque ...

My understanding about flat plane cranks is that there CAN be a power advantage, but it is not a big one. It comes about because exhaust headers can be made like 4 cylinder ones (ie. 4-1 headers on each side) and because of the even exhaust pulse interval (due to the flat crank design) exhaust ...

4 litre piston dish is 13,2 cc and 4,6 litre piston is 22,3 cc.

Piston swap would bring the CR up about one whole point i.e. from 9,35 to 10,3. Most likely a bit less but can´t remember exactly.

awesome, just what I was looking for! :D

by my calcs. that will give a CR of 10.66:1 when 4.0 ...

thanks for the replies guys, I will probably go with Real Steel, and get one of their camshaft kits while I am at it. :D I do understand why LR do not recommend reboring, and know it is a risk, but am prepared to give it a crack (bad choice of words I suppose!)

Does anyone know the volume of the ...

thanks Mike, good to know:) I will try to find some oversize pistons.

cheers Conrad

I have a 4.6 engine that I am rebuilding to put in my race car tow vehicle (LDV van). We have measured the block, and found it has too much wear to hone and re- ring. This means either a rebore to first oversize, or a new set of liners and back to std size. As it is on the std bore this would mean ...

Pretty sure those air temp. sensors in your pic have a tapered pipe thread (3/8 NPT I think?) meaning you cannot get a nut to suit:(

Wildcat block, heads and manifold, and all internal parts custom. Probably no original Rover parts in there as you say. Still, plenty of "Ford" and "Chev" race engines that could claim the same too!

I see some talk of Carl Hansens TVR here. I have seen the car race on many occasions, and it is insanely fast, holding many outright lap records at NZ tracks. I can easily believe claims made that it is the most powerful N/A RV8 in the world.
However, he has been rebuilding the car, and in its new ...

I have seen and used junior timer connectors in 2,3,4,5,6 and 7 pin wide, with rubber boots, and these do fit the superseal connectors, I have used them before. If you can't find a generic boot, try a Tyco (AMP) or Bosch supplier.

Hi Dave,

not sure who in the UK would stock those, but they do fit and work on superseal connectors. You could try these guys, they may sell them separately:

http://www.m-cal.com/Products/list/Connectors/Junior-Timer/

I use a piece of adhesive lined heatshrink on these connectors (or "stack ...