Yes, I do have a crank turned down to 2.55 on the mains. Something I've had for some time (along with a couple of P76 blocks). Just an idea.... I like the girdle. Greg
Hey is that yours? That's a cross-bolted Rover block right there. Let's get those 96.5mm cylinder liners in there! If it is your's, where did you get the girdle? I've written to V8developements in the UK and await their responce. We'll see.
Wildcat engineering already makes a modified Rover block that can accommodate combinations up to 6.0 liters.. It ist cheap though. :dollar:
Hello from here. It is my first post here It's me who realized this custom alloy girdle plate for my own P76 project. It was made is in 6014 aircraft grade aluminium. The girlde plate has an thickness of 20mm. I ordered also an custom 5.250'' John Eales (UK) Main Studs which utilise the maximum possible amount of thread lenght in the block.
Hello Greg, The aluminium plate doesn't cost very much, around 100$ on Ebay. The most expensive was the JE studs, around 300$ just for ten studs without bolt or washer. ARP longer main studs are cheaper. This girlde plate was hand-made because it was the prototype. But if there are enought people interested by an girdle plate it can be CNC machined. Changed my plan because I found this : servimg.com/image_preview.php?i=56&u=11148396 Two years ago I had discussion with Ron chatfields from Motor Preps. He used an custom crank with 3.75'' stroke in Ogilvie's big bore P76 block. Merry Xmas. Dimitri
That is a big no go on using the 350 heads. Check out the port lay out on the 215/300/340 compared to the 350, it is totally different! You would have to use heavily ported 300 heads or Rover heads to support any kind of horsepower goals. I like the way you guys are thinking out of the box though! I wish more hot rodders were like this. Maybe we wouldn't see a SBC stuffed into everything.:blast: Brian
Hey Brian, was it you that wanted that alum 215 I have? My cousin is not using it and you are pretty close to me so PM me if you want an all alum 215.
That is a big no go on using the 350 heads. Check out the port lay out on the 215/300/340 compared to the 350, it is totally different! Greg already has that covered. check his references to intake and cam more closely. he's "planning" on using the X-Factor custom intake and a TA 350 cam cut down to 340/300/215 bearing sizes. of course on something like this headers are a given so that won't be a problem.
That is SO COOL! not as cool as if you can browbeat TA into changing the 350 valve order back to the way it should be. *wink, wink, nudge, nudge, say no more*
I have to admit that the old arangment looks MUCH NICER! Problem is I dont think that TA will listen to anything I have say.....
Here is another without the integrated main caps.. http://www.drysump.com/pan8a.htm I have been thinking about using an external pump anyway due to the crappy oiling system on these engines. http://www.rrconnectingrods.com/oil.htm Oh well. I can dream cant I
Guys - For a little extra counterweight to piston clearance, how about turning down the counterweights a little in a lathe? That Monster 300" link I posted mentions that they had to take off .025" off the bottom of each side of the piston. I think I'd rather take it off the crank and use some Mallory for balancing, if necessary. I know the Olds guys put a 425" crank in the 350 DX diesel blocks this way.
It is one of the four block girdle sump casted by Janspeed in UK for the Janspeed TR7 V8 Bi-Turbo Le Mans in Eighties. triumphtr7.com/documents/articles/stories/lemans.asp (sorry as my post count is 4 momentarily I can't join web link or picture directly in my post) As I know two were used on two TR7, one was delivered at TVR Workshop and the last delivered to Ian Richardson (Wildcat UK).
Well, my "dream" was to use the longer Buick 350 rods with Buick 3800 pistons. The Monster stroker used shorter Buick 300 rods, thus required trimming the piston skirts to clear the crank counterweights. My way, I don't think you have to do that. Greg Greg
Just an question, nobody try to use crank from other blocks than buick :idea2: ? I study the possibility to use modified SVO small block Ford V8 crank in Rover X-Bolted blocks. They are very close to the Buick/Rover design and the thrust in taken on the centre main. Wildcat in Uk uses rough forging SVO SBF cranks and grind them to make their cranks.
It's true, Greg. I did kinda steal your thread a little for my own all aluminum interest. Sorry, man. OK that said... I was thinking the same think, Scott. I had my 300 crank turned down a little to clear the Ford 255 pistons I used with my 300 crank and then had the whole assembly balanced. Worked out fine. At first I was thinking no on the crank, Dimitri, but then I remembered there were some guys using the Ford small block castings and grinding them out for the rover block. I can't remember the reference but I think it was in the "How to Power Tune the Rover V8" by Hammil. I'll try to peep it when I get the chance. Wasn't the SVO a unique design though? I think it might be smaller. I could be wrong though. I can't believe you scored a unique piece like that dry-sump-main-cap, Dimitri. WOW!
