Land Rover Prikbord

help mijn disco is amerikaan gebleken zoals meerdere v8 genaamd buick

mvg wim

Oops,..

en je hebt ook al een GM achterdeur slot

gr,

Roland

<b>The impossible is cumulative.</b>
<img src="[193.0.234.78]; <b>200 Td I</b><img src=&quot dieselinside.jpg --> mod_embed_images_loadimage('45f98539f4f398c9b7c1222af24b34a9', 'http://landrover.startpagina.nl/prikbord/addon.php?1162,module=embed_images,url=http%3A%2F%2Fwww.tdiclub.nl%2Favatars%2Fdieselinside.jpg', 'http://www.tdiclub.nl/avatars/dieselinside.jpg', 'http://landrover.startpagina.nl/prikbord/addon.php?1162,module=embed_images,check_scaling=1,url=http%3A%2F%2Fwww.tdiclub.nl%2Favatars%2Fdieselinside.jpg', '', 6201627, 600, 600, 'Loading image ...', false); height=80 widht=60]

">
-¦-·´¨· Axles ·´¨·-¦-

Zoiets als hieronder? Afkomstig van: [www.austin-rover.co.uk]

Hermen

--
Although it is usually referred to as the "Rover V8", this ex-Buick engine has also seen service in the MGB GT, Triumph TR8, Freight-Rover Sherpa and various Land Rover products... not to mention its wide-ranging applications amongst specialist sports car manufacturers.

An heroic engine

During the late 1960s, the US car industry turned to aluminium as a material to build their engines from. The reasons for this have been well documented, but primarily it was the quest for lighter weight and greater efficiency that led the producers to choose this route. One such manufacturer who embraced aluminium with both arms, and so developed a compact V8 for their Buick range of cars. The engine in its original form displaced 3530cc and because of its compact size and low weight, proved very easy to package. Of course, the late 1950s were not a time for the Americans to be countering profligacy, and this resulted in these benefits largely being overlooked by GM, and that fact made them susceptible to persuasion.

Within two years the American steel industry fought back: In the American "system" the steel industry wielded enormous influence within governmental circles and thanks in part to this "unfair advantage", along with improved casting technology and the emergence of thin wall casting techniques, many of the advantages of aluminium as a base material for engines were negated. As a result, General Motors reversed their policy of using aluminium in their new engines - returning to steel.

Whether this was a good thing or a bad thing for GM in the USA was not paramount in the minds of Rover executives and their engineers in the mid-sixties. For several years, Spen King and Gordon Bashford had been investigating alternative power units to power their top of the range cars; the 3-litre straight-six engine found in the P5 was by this time well past its sell-by date, being heavy, not particularly refined and uneconomical. As explained in Chapter Five, various engines were tried with little success, not least the gas turbine, which managed to absorb much in the way of resources before finally being discarded. Because of this development blind alley and the now pressing need to upgrade their existing 3-litre engine, the company decided to look outwards to find something suitable.

It was Rover's Managing Director, William Martin-Hurst, who managed to source the 3.5-litre V8 engine, having cast far and wide for something suitable. Knowing that the engine was being phased out by General Motors, he approached the company, offering to purchase the rights to build it. The deal was certainly an audacious one because of the fact that it involved an outright payment to the American multi-national, thereby avoiding further royalty payments in the future. The deal was hammered out during the winter months of 1964 and by the following January, the engine was the property of Rover.

Within months, the production of the engine was transferred to Solihull and the creation of the P5B ("B" for Buick) soon followed. The next recipient for the compact and powerful engine was the Rover P6 - and in the process, a minor British legend was created. It did not end there though; Spen King worked on a couple of projects, which were based around the new engine - one being the sadly stillborn Rover P6BS, the other being the Range Rover. Like the P5B, the V8 engine was the making of the Range Rover; somehow it seems hard to imagine that car enjoying quite the success that it did without the smooth and powerful V8 engine under the bonnet. In an off-road vehicle, the stump-pulling torque produced by the ex-Buick engine had found perhaps its perfect role in life.

Or so it would seem.

In 1981, TVR in Blackpool had encountered problems with the export of their Tasmin model to the Middle East. The reason for this was that the V6 models that the company produced at the time were powered by the 2.8-litre Ford Granada/Capri engine - and the produce of Ford were very much unwelcome in Saudi Arabia at the time. As a result, the company searched around for an alternative that they could use. The search did not last long - and the company went knocking at BL's door. With Rover SD-1 production running at worryingly low levels and the Triumph TR8 having just gone out of production, the company were more than willing to supply TVR with the engines they needed. After it became clear that the TVR Tasmin (already a good car with the Ford V6) was now an excellent, seriously quick performance car, and it seemed illogical to continue using the V8 in export markets, whilst continuing to use the Ford unit in the UK - and so, TVR got their Tasmin V8 model type approved for the UK, thus creating a legend.

When the rest of the specialist car industry in the UK saw how good the TVR Tasmin was, they were keen to jump onto the bandwagon - and in short shrift, Ginetta and Marcos were also producing muscle cars of the same ilk. And so it was - the British Specialist producers had an engine that they could call their own.

BL had attempted to make proper use of the engine themselves, slotting it into the MGB GT V8 and Triumph TR8, but in both cases and for different reasons, the cars both failed to live up to the promise that they had initially shown. The Range Rover continued to use the V8 engine throughout its life, yet this never really proved to be a barrier to sales, even during the second fuel crisis of 1979 and the ensuing world recession. Even when the 1994 remake of the Range Rover (codenamed Pegasus) appeared, it continued to use the venerable engine in the Land Rover Discovery.

Why did the "Rover" V8 live such a long life? Unlike the A-series engine, which was successful despite its shortcomings, the ex-Buick unit did not really have any. It was light, it was compact, it was powerful - and most importantly, it was exceptionally under stressed, which meant it had an almost infinite potential for tuning. That endeared it with the performance car fraternity, but it also meant that BL and following that, Rover were able to keep the engine in production by merely tinkering with the details in order to ensure that it remained competitive.

That, by any stretch of the imagination makes the V8 a hero.

Were there any downsides to the "Rover" V8? Yes: only that no one within Leyland was forceful enough to ensure that it was used in the Triumph Stag. With it, the Stag would have undoubtedly caused its maker a whole lot less grief, and therefore, remained in production for a lot longer. But even that is no fault of the engine – only the company's shortsighted and partisan management.

ja ik wist het eerst niet maar heb het mijn ex collega ff gevragen en die moest het weten ex landrover monteur en zei dat het klopte dus hebben ze toch nog iets goed kunnen maken in dat land op auto gebied

mvg wim

Kan wel meer zaken bedenken die beter zijn uit 'the ustated nites of america',
maar die hebben echt zo'n 'charme and refinement' als dat van de Britten.

denk dat BL en daarmee Landrover een geschenk uit de hemel heeft gekregen.
afgaande op bovenstaand verhaal.

gr,

Roland

<b>The impossible is cumulative.</b>
<img src="[193.0.234.78]; <b>200 Td I</b><img src=&quot dieselinside.jpg --> mod_embed_images_loadimage('c7449ac9d0ff38fb2b9b8c3384621976', 'http://landrover.startpagina.nl/prikbord/addon.php?1162,module=embed_images,url=http%3A%2F%2Fwww.tdiclub.nl%2Favatars%2Fdieselinside.jpg', 'http://www.tdiclub.nl/avatars/dieselinside.jpg', 'http://landrover.startpagina.nl/prikbord/addon.php?1162,module=embed_images,check_scaling=1,url=http%3A%2F%2Fwww.tdiclub.nl%2Favatars%2Fdieselinside.jpg', '', 6201630, 600, 600, 'Loading image ...', false); height=80 widht=60">

">
-¦-·´¨· Axles ·´¨·-¦-

ik ben niet zo amerikaans achtig op auto gebied kennen of passen geen moderne techniek toe kunnen maar weinig me de hoeveelheid inhoud van het blok of willen het niet ,zuipen de oren van je kop maar komen in verhouding niet vooruit vergeleken met een europeaan of jap met de zelfde cilinder inhoud .maar dat is alleen op autogebied

mvg wim

Hermen,

Is inderdaad een leuke site. Heel veel info over alles wat BMC, BLMC, BL en aanverwante merken aan moois en ook narigheid hebben gemaakt. Alleen wel jammer dat het uitgangspunt voor de site BMC is en de Jaguar, Triumph en Rover produkten pas omschreven zijn vanaf het moment dat ze onderdeel van British Leyland werden. Heb hem laatst nog afgestruind voor info over de (Land) Rover 6-cilinder, maar die is pre BL dus staat er niet op.

Groet,

Niels, die naast het Land Rover virus al jaren een BMC besmetting heeft .

Niels,

Inderdaad een erg interessante site. Zeker als je bedenkt dat hier uit de vergaande interesse van een geinspireerde leek zo'n gezaghebbend netwerk ontstaan is dat alle hoofdrolspelers van destijds er graag aan bijdragen...

Het internet op z'n best wat mij betreft!

groet, Hermen

Hoi Hermen,

Jij kwam laatst een keer met zo'n mooie Rover P4 folder voor de dag. Heb je al meer van dat soort spul in je verzameling? Van de Rover 6-cilinder zijn namelijk versies geweest met een zogenaamde Weslake kop. Die man was in die tijd blijkbaar nogal actief in het ontwerpen van koppen. Die had aan los inlaatspruitstuk en er schijnt zelfs een aantal versies met 2 carburateurs te zijn. Volgens mij zaten die koppen op de 3 liter in de P5 en een snelle versie van de P4 110. Veel info heb ik er echter nog niet over kunnen vinden, maar ik ben er wel nieuwsgierig naar. De Land Rover kop is namelijk de meest inefficiente kop die ik ooit heb gezien en ik ben altijd te porren voor verbeteringen. Heb jij folders die daar info over verschaffen?

Groet,

Niels

Inmiddels heb ik inderdaad een aardige partij Rover materiaal, deels ook papieren waarvan ik vermoed dat ze nogal zeldzaam zijn. Wellicht wordt het tijd om daar op mijn site een eigen hoekje voor in te richten.

Ik zoek hier echter niet actief naar, het is meer "bijvangst" van mijn jacht op Land Rover folders. Voor zover ik dat zo snel kan overzien, wordt die Weslake kop hier niet in genoemd.

Wel heb ik net uit pure nieuwsgierigheid wat leuke stukjes geschiedenis over Rover en Weslake uit de cache van google gevist. Je kent ze vast al, maar voor de zekerheid:

[66.249.93.104]

en

[66.249.93.104]

groet, Hermen

Nee, kende ik nog niet, maar ik heb al lang door dat jij goed bent in dit soort research en er ook aardigheid aan hebt. Dank je voor het zoeken.

Groet,

Niels