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Rover/Buick aluminum V8 info


Guest John Adkins

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This one is in a z with supra trans http://members.ozemail.com.au/~zedskid/

But it is a australian 4.5 leyland p? version with a higher deck and a stroke close to the buick 300. This engine can only be found in aus and the pistons/rods and crank also. The 3.5 rover version is to small as the heads limits the horsepower at high rpm. Newer Rangerovers use a 4.6 that can be bought for 4000-6000$ but thats way to expensive for a modest horsepower and finding a used one (225 hp stock) is like winning in the lottery. Terrys ford 302 with alu heads weighs 380 pounds compared to the rovers 320 pound it would be a cheaper and easier choice. If 12s 1/4 mile times should be reached on the street it have to use nitrous a ford doesnt

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Guest Anonymous

Hi jens,

 

Yep the car you refer to is mine, as per the signature above your post. I'd agree with your statements, and I did consider the Ford option. The only problem is that the alloy heads (which I'd really want for flow & weight saving) are not cheap. But still, you'd get excellent hp for the money spent.

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That is the specs of your cam and is it a 215 edelbrock intake or a special australian made one. 290 hp with stock heads seems good are the 4.5 heads better like the 250 hp 64 buick 300 alu heads. Have you any 1/4 mile times. By the way how many din hp has this engine in stock.

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Guest Anonymous

The Aust. heads are essentially the same as the Rover ones, at least in terms of valve & port dimensions. The only difference is the rockers are pressed steel, on paired pedestals, similar to Chev ones, rather than on a rocker shaft.

 

The cam is IVO/C 31.5/70.0 EVO/C 71.5/29.5, inlet lift 0.405 in. exhaust lift 0.385 in. (at the valve).

 

The power figure is an estimate, based on a chassis dyno rear wheel kW reading of 163 kW and a Desktop Dyno flywheel hp figure of 310 h.p. (which I think is a little optomistic). But sorry, I don't know the factory power figures. I don't think they'd be much up on the Rover. The motor was built for low-rpm hi-torque applications, so the power results of the extra capacity would have been a secondary interest of the designers.

 

I used to run an Edelbrock 215 dual-plane manifold, but I changed to an Australian-made single-plane manifold. I don't think it's made a lot of difference. The chassis power figure above, though, is from a run with the Edelbrock manifold (I haven't re-dynoed it with the single plane, I probably should).

 

Ideally, I'd like to open up the ports & valves. As you said the standard port/valve sizes are really limiting. But these things all cost money of course so it's not a high priority at the moment.

 

No 1/4 mile times, I've been mainly doing circuit stuff and have never timed the car over the 1/4.

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