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After a question on how the Rover V8 engine is fitted in my Triumph 2000 in my other thread about fitting the BMW suspension, I thought I'd share a few pics of the engine bay of the Triumph as it is now with the Rover V8. Its a tight fit in there with the Rover engine, so much so that the exhaust of one bank cannot exit the engine bay in the normal method as the steering linkage is in the way. The Passenger side used a tubular manifold to exit the engine bay as you would expect because theres plenty room, see below.  The Drivers side though, is a different story. As mentioned, its tight with that V8 and the steering linkage. From the picture you'll see that theres almost no room. My car had a tubular manifold meant for the p/s of the engine routing the exhaust down to the front of the engine bay behind the alternator. A pipe was run round the front of the sump and rearwards along the p/s of the sump to underneath the p/s manifold where the two pipes linked up then feed into the exhaust.  Its a lousy set up that will need a rethink for the fitment of the small block Chevy V8. I'll have to see what room is like when its in the hole so to speak but my initial thoughts are to fit the manifolds on the wrong sides so both pipes run downwards towards the front. Providing the pipes will clear the x-member I'll easily be able to route the exhaust pipes rearwards and fit a link pipe between the L + R sides and run twin pipes from there. If room is tight, a single system will do and now that the Cherry Bomb is seeing somewhat of a revival, I think i'll be using them for a twin pipe rear end which should look and sound peachy. A single system may be considered if a twin cannot be done. I know the mounts look like sh1t, they were like that when I bought the car... really. |
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Triumph Estate to do list:
1. Remove Rover V8 - done
2. chop, weld, spray - ongoing, need motivation
3. drop in RB25
4. burn rubber
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:)Blimey, that is a tight fit on the drivers side! Have you tried temporarily holding the left manifold on the right side to see if it would work that way? Good luck with it anyway, I'll be interested to see how you end up doing it.
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thats tight. Manifolds are what people often forget about when sizing up to stick a V8 in something and usually the area of the most grief.
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1941 Wolseley Not Rod - 1956 Humber Hawk - 1957 Daimler Conquest - 1966 Buick LeSabre - 1968 Plymouth Sport Fury - 1968 Ford Galaxie - 1969 Ford Country Squire - 1969 Mercury Marquis - 1970 Morris Minor - 1970 Buick Skylark - 1970 Ford Galaxie - 1971 Ford Galaxie - 1976 Continental Mark IV - 1976 Ford Capri - 1994 Ford Fiesta
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Rob
Posted a lot
You know, for kids!
Posts: 2,515
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i had to stick to the standard sd1 manifolds as I couldnt even fit block huggers. only one option for it... straight through the inner wings into the wheel well . . . .  |
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Rob
Posted a lot
You know, for kids!
Posts: 2,515
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thats tight. Manifolds are what people often forget about when sizing up to stick a V8 in something and usually the area of the most grief. have to agree there... (from experience! :  it's not like routing hoses either is it ? cos it doesnt help that they're a million degrees and need their own space away from wiring etc  |
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bxer
Part of things
Posts: 457
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Anyone know how a Stag bay works then? Or is the Stag v8 narrowerer than a Rover one? Mind you there's Rovered Stags out there... (I'm assuming the Stag and 2000/2500 front ends are the same?) I once put a granny v6 in a 2000 estate shell for bangering, and solved the exaust problem by having the right side under the car, and an upside down manifold on the left side, with the exhaust in the car  Not really practical for a road car though  |
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I had the exact same problem when i fitted a rover into my Datsun 280C. I ended up using two left hand range rover manifolds with the right hand down pipe running forward under the front of the engine and down the to join the left hand one next to the gearbox. It was a paint to do as well but no choice as the ZF power steering box in them is huge.
What about trying to graft in the crossmember and struts from a car with a rack? There must be plenty of cars with a similar track width.
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1962 Datsun Bluebird Estate - 1971 Datsun 510 SSS - 1976 Datsun 710 SSS - 1981 Dodge van - 1985 Nissan Cherry Europe GTi - 1988 Nissan Prairie - 1990 Hyundai Pony Pickup - 1992 Mazda MX5
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If you're going for a Chevy instead of the Rover did you consider the Ford small block? It's a lot lot smaller than the Rover and the angle of the vee is a lot tighter. Probably find although it's heavier it will take up a lot less space.
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Stag manifolds are flipped - the RHS one runs to the front of the car and loops under the subframe to meet the rest of the exhaust system........got one in the garage... They're also very small, compact log-style affairs so fitting isn't really a problem - they run out to the end of the engine then mate to whatever downpipe affair you'd like   Like this. Stag V8's a much nicer, revvier, powerful engine than a Rover V8 once you've sorted it's foilbles though - unfortunately a tad more frail and expensive to fix if you don't know what is wrong  |
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Last Edit: Jan 4, 2007 12:28:35 GMT by Lewis
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stag engine is basically two 1500 lumps joined together i believe?
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Volvo back as my main squeeze, more boost and some interior goodies on the way.
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MWF
Posted a lot
Posts: 2,945
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Stag V8's a much nicer, revvier, powerful engine than a Rover V8 once you've sorted it's foilbles though LOL I love quotes like that. |
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I know where you're coming from but in reality it's quite different as the design actually takes some inspiration from the Ricardo designed slant 4 (which became the 1850 and Saab 99 unit). The left-hand head is very similar, as it's the one off the 1850/TR7, but other than that there's not much between them Why, it's only the truth When it was launched it made 145BHP, revved up to 7000RPM without any issues (can you say that of Rover V8s, which standard seem to stop doing much by 4500?) and when built properly are nigh-on bulletproof? Tony Hart's racing engine made 280BHP and never gave grief, even at the end of the season it was still doing well. It is true though, you do have to keep on top of them with maintainence and they won't just run on a cup of old oil and water, in either hole, like the Rover V8 Sound better too ;D Hell, you can get 210BHP out of a Stag. On two Strombergs. I know a lot of people ended up with bad ones, or ones that suffered issues but an awful lot of it was down to poor maintaince as well - I know of a lot of original units still going very well - and even in daily use, a well sorted engine is a VERY reliable piece of kit. Guy in Australia drives his to work every day of the week in all weathers, about 2 years ago it started smoking a bit and it's still going strong and that was an original one!  |
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Last Edit: Jan 4, 2007 14:17:10 GMT by Lewis
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it's not like routing hoses either is it ? cos it doesnt help that they're a million degrees and need their own space away from wiring etc 
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