4.6 gets the green light !

Yes guys it is a great feeling.
Having given up on any hope of lowering the jets to enrich the mixture for starting due to the fact that the jets are sticking and will not return I am now working on injecting fuel into the carb venturi's.
I reasoned that the stubs on the tops of the carbs that the Automatic Enrichment Device was connected to when fitted could be used to inject fuel in a similar manner to an accelerator pump on a 4bbl carb.
So have made some jets to fit in the stubs and am taking a switchable fuel supply via a solenoid valve from the fuel to tank return pipe.
It is all plumbed in, I just need to wire the solenoid via a momentary switch.
 
Not heard of that set-up before. Was it a lot of grief for him to fit,do you know?
John
It took a bit of work, I won't lie to you, but it was his race car for the Classics class and it underwent a few iterations from original.
He started off with an Alfa transaxle in the back, minus the clutch which he kept up front with a fabricated housing and that worked well but
didn't last. It then got a ''normal'' Alfa box out of a Berlina up front with the original diff and he soon unscrewed the pinion shafts in the diff.
Then, he fabricated the cradle and fitted the BMW diff, and it was doing well until he ran out of money and quit racing.

His engines also underwent some interesting changes, starting with a modified GM 3.9 V6 distributor that he made his own 8 cylinder reluctor
ring for and a fabricated swan neck inlet with 4 Weber DCOE 40 carbs and his own design exhaust manifold that was a 4-2-1 either side, all the way
through to a Leyland P76 engine with a modified Mercedes flapper injection. He couldn't fit the GEMS because it was not period equipment, but
the Mercs had the Bosch installed so he was allowed to use that instead.

He used to run the Apprentice machinist school for Atlantis Diesel Engines and his Boss was quite happy for him to do whatever he wanted to, as
long as the Appys got trained and if it was a private job, that he supplied his own materials, so it was a win-win for him with plenty of labour and
a full machine shop.
It was his Appys that measured out the adapter plate to convert my auto bellhousing to the LT77 and who cut the slave cylinder hole in the side
and fabricated the slave bracket.
 
Enlightening
Anyway, I rigged up the electrical side of the cold start system today and bearing in mind the car will not start without choke a one second burst on the solenoid and the engine fired right up.
It is a learning curve at the moment as to how much fuel to add, as when a little warmed and idling applying a short burst kills the engine so I think a smaller jet size will give me a little more control, but regardless I am chuffed that it worked, and worked well :)
 
Looks a lot tighter than it is. I turned the pinch weld down in between the guard tubes, and when loose the filter spins off OK, getting it to come loose requires a chain wrench which will fit around alright.
 
Yesterday at work we took a car to Emerald at Watton for rolling road tuning, I asked if there was a possibility of checking the fueling on the Rover, I was told that there was nothing booked in today and to bring the car over, so I did :)

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John spent a lot of time making sure that we were not going to run lean, in fact I had bought some BBW needles for the HS8 that turned out to be too rich, so the BAW needles that were in the carbs were re fitted and the result was cock on fueling right through.
The engine was tight so we were careful but the main concern of mine was I still have a driveline vibration, so the max rpm was 5200, I would have risked 6000 and will if I can find the cause.
Still the car made 240bhp and still rising and 276 lb ft torque which had just peaked.
I think I will get another 20-25 bhp by taking off the engine fan, and more with headers, and a bit more left to go up to 6000.
So all in all a good day, cant wait to drive it.
 
"I think I will get another 20-25 bhp by taking off the engine fan"

I think you might get 5 or at the very most 10 but it'll be interesting if you could measure this. The main effect which isn't so important in your car is that it makes the car noticeably quieter.
 
Very nice, bet you're pleased with that. :D

I've been toying with the idea of slapping a 4.6 crank into mine - better sort the diff first though, knowing my luck.
 
"I think I will get another 20-25 bhp by taking off the engine fan"

I think you might get 5 or at the very most 10 but it'll be interesting if you could measure this. The main effect which isn't so important in your car is that it makes the car noticeably quieter.

Been measured here.
 
Yes not good.
The plastic clutch fan probably performed the best due to the fact that the test cell was cold as mentioned and was not fully driving as the radiator used was a dummy without any heat coming from it to engage the clutch.
Electric is the way to go.
 
The Rover viscous fan doesn't rely on ambient temperature. It just slips above certain rpm, in order to avoid absorbing unecessary power.
 
Yes correct.
I did not have time to remove it and do a test run, shame as that would have provided useful info.
 
nice one :) and encouraging for me, ive built a good few performance engines but never a rover v8, but i was hoping to see at least 240 bhp but more like 260, froma 4.6 with mild cam, reworked heads plenum injection
 
Thanks
Always nice to have more. I think 260 is easily within reach for me, I will play a bit and then return for just a strap down and run to see if I get it.
Interesting that purely by luck the BAW needles in the HS8 fuelled perfectly all the way up, the chances of dropping on that were tiny.

Also the SU's showed no sign of running out of puff. I think work on the advance curve will also reap benefits.

Today I found a little play in the rear universal joint and also logger in the slip yoke splines, so a new prop is req. Am pleased to have found the niggle at last ( I hope )
 
im guessing you know the guys at emerald fairly well, ive been using daves rollers for about 18 years now so they will run up carb stuff for me, but usually they dont.
 
The Rover viscous fan doesn't rely on ambient temperature. It just slips above certain rpm, in order to avoid absorbing unecessary power.

thats not quite true, viscous fans are supposed to lock up tighter as the airflow going over them increases. in fact land rover discovery 3 has a heating element in it to make it lock up when the ecu decides its appropriate
 
im guessing you know the guys at emerald fairly well, ive been using daves rollers for about 18 years now so they will run up carb stuff for me, but usually they dont.

I am lucky, I build cars using their products and Dave and the other guys have a soft spot for the P6 Rover, but I don't think I prepared them quite enough for what turned up ;)
 
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