Racers,
Here are several photos on the progress of this MG RV8 SCCA GT2 project.
Keep them on the track,
Phillip G
DCP_0569.JPG
DCP_0622.JPG
DCP_0612.JPG
DCP_0617.JPG
Here is a photo of the original RV8 tail lite and beside it the "wrapped" fibreglass copy, for racing (racing accidents).
Original RV8 tail lites are unobtainian.
Keep them on the track
DCP_0618.JPG
Racers,
Here is the "wrapped" fibreglass copy of the RV8 tail lite and beside it the original RV8 tail lite.
Racing accidents do happen.
Keep them on the track.
Phillip G
Oct1809taillite.jpg
Oct.18.09taillite.jpg
Front & rear views of the SCCA RV8 GT2 project
Front and rear fibreglass bumpers were molded from the original RV8 parts and the copies from the molds had to be modified in width because of the increase in size of the front and rear flares. The GT car is actually 8 inches wider than the stock RV8 - to accommodate the unlimited SCCA GT2 spec on wheel size.
Oct.1809rearviewRV8.jpg
Oct1809frontviewRV8.jpg
photos of the original RV8 bumper...and another photo of the fibreglass first copy from the mold of the rear bumper
this first copy was later extended 8 inches in width in order to accommodate the rear flares and it was modified for aerodynamics on the lower rear section...it still appears correct in appearance.
Original copies from the mold are simple - racing mods make for many difficulties
originalRV8rearbumper.jpg
2FunkRV8rearBumper.jpg
front and rear major additions to the SCCA GT2 MGR V8 project
11-1-09.jpg
DCP_0685-11-1-09.jpg
& the middle
DCP_0644Interior-11-1-09.jpg
Unlike Production classes for MG models, SCCA GT2 RV8 rules allow almost unlimited mods to bodywork - doors included
posted...handformed aluminum RV8 doors by (artist and fabricator) Mark Canaday !
6door.jpg
door3.jpg
door4.jpg
doors.jpg
Phillip, Truly a thing of beauty...makes my "Huffaker" look-well vintage? roverman.
Phillip;
The car looks awesome. I myself 5 years ago tried to lobby the scca to get the TR8 back in GT-2 they laughed at me. Now that you have done all the work I'm starting to think that i need to see you and the car. It will be nice to hear and see it on the track. CHEERS!!!! William
William,
I checked in the 2009 SCCA GCR and find that only the Triumph GT6 and the Triumph TR6 (of all the Triumph cars) are officially eligible for SCCA GT racing - and they are in the GT3 class. They also are eligible in the Production classes, but with many different specs.
As you note. the TR8 is not listed in the GT2 class. I bet if you were to petition the SCCA CRB (Competition Racing Board) They would entertain the addition of the TR8 in the GT2 class. The board seems to be very interested in encouraging new entries.
Prepare a good pitch in writing with good reasons for inclusion and I think the SCCA CRB will listen to your arguments.
Conducting and paying for an SCCA sanctioned race is very expensive and the SCCA encourages entries in every way possible to help pay the huge bill due after each race, which is why I think you can talk them into adding the TR8 into the GT2 class - more possible entries.
Keep them on the track,
Phillip G
Phillip;
I just recieved an e-mail form the SCCA SE Director and i'm preparing a leeter and state the facts. Thanks for your ear.
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William,
Great news! Work with the SCCA and the SCCA CRB and I bet you can get the TR8 recognzed in the GT 2 class. It belongs there.
If two of us are competing with the same Rover 3.5 V8 it will make it much easier for the SCCA tech people and for you and me.
I wish we had use of the 3.9 or 4.0 Rover blocks ( the original factory MGB GT V8 used the 3.9 Rover block, I think), but presently the GCR requires the 3.5 Rover block for both the MGB GT V8 and for thr RV 8 in the GT 2 class. If you get thr TR8 accepted/eligible for GT 2, we should petition (the following year) for the 4.0 block and 4.0 displacement, for it would be so much more economically feasible to be competitive in class.
The real restriction in class for the Rover (3.5 presently) is the 38 mm SIR - Single Inlet Restriction. Study the 2009 GCR for the GT2 inlet restriction spec.
Good luck with the SCCA CRB and the SE Director. What/who is the SE(?) director ? The staff in Topeka is always helpful and the SCCA is a membership club that I have always found very reasonable and responsive, especially if you treat the club office staff with the respect they deserve. Try to remember that they have impossible jobs and work loads and that they do their best to work with rabid, enthusiastic members who many times are at- the-least sometimes unreasonable.
Keep up good correspondence with the SCCA Topeka home office...and,
Keep them on the track.
Phillip G
Phillp;
I'm in Florida and i went through my region....Butch Kummer a GT-1 Board member turned my e-mail over to the Competition Board, I just sent the request for acceptance and build specification...I used to own a Huffaker copy TR8 back in the 80's. I guess you are out west my friend. If you look on Woodys Wedge Shops page he has some neat stuff there for V8's...If you need me for anything give me a ring...
William
willabowen@aol.com
Phillip;
One question???? What wheels and sizes have you built your chassis around????
QuoteI wish we had use of the 3.9 or 4.0 Rover blocks ( the original factory MGB GT V8 used the 3.9 Rover block, I think), but presently the GCR requires the 3.5 Rover block for both the MGB GT V8 and for thr RV 8 in the GT 2 class. If you get thr TR8 accepted/eligible for GT 2, we should petition (the following year) for the 4.0 block and 4.0 displacement, for it would be so much more economically feasible to be competitive in class.
The real restriction in class for the Rover (3.5 presently) is the 38 mm SIR - Single Inlet Restriction. Study the 2009 GCR for the GT2 inlet restriction spec.
The original "factory" MGB GT V8 and the Triumph TR8 both used 3.5L Rover engines with the very same 3.50" bore and 2.80" stroke as the original Buick/Olds 215. The factory MG "RV8" used a larger (3.9L) version of the engine. All these cars came with two-bolt-main versions of the Rover engine block.
Personally, I think SCCA should standardize their engine spec with the Sportscar Vintage Racing Association's ("SVRA") Group 8 Class A engine restrictions for MGB GT V8. In SVRA, MGB GT V8's are limited to 3.50 bore by 2.80 stroke (plus an allowance for 0.040-over pistons, I think),
but they can get there by putting thicker-walled sleeves into a later model Rover block if they want to. Why not let people build a more robust engine when it doesn't give them an unfair advantage in terms of power? Check out the How-It-Was-Done articles in our photo gallery for information about how Les Gonda's and Keith Burnett's cars were built - they both used four-bolt-main blocks.
In my opinion, SCCA should also explicitly exempt the 3.5L engined MG's and Triumphs from the (goofy) 38mm SIR requirement in the interest of helping these cars be competitive. Frankly, I think it should be technically possible for Les Gonda to race his MGB GT V8 in SCCA GT2 without substantial modification - fitting a 38mm SIR on Les Gonda's car would take a bunch of work... and even with his four Weber DCOE carbs, I doubt he has appreciably more power than other SCCA GT2 racers. (I don't know how much power Les Gonda has, but I'm guessing his car probably wouldn't be especially competitive anyhow due to its heavier weight and smaller tires.) Other racers would surely welcome him, and fans would love to see his car in the hunt.
William,
Good news.
I bet you can convince the SCCA Competition Racing Board to add and include the TR8 into the list of of cars eligible for the GT2 class. It should already be on the list, along with the Sunbeam Tiger and the BGT V8 and the RV8 and the host of other small block V8's.
Supply all the information requested by the SCCA and I think you will be successful.
Keep them on the track.
Phillip G
Hi, Out here in SoCal. Maybe I should ask for GT-2? My "Huff" GT-1 wouldn't be remotely competitive in that class today. Best contact in SW. region? Thanks, roverman.
RV8Build10.jpg
New coil-over suspension on the SCCA GT2 RV 8
Here are telling "BEFORE" photos of the SCCA GT2 RV8 project in early Fall 2009
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RV8 GT2 project:
So much done - so much to do !
We still think we will be ready for our first SCCA National Race in late April 2010 !
Here are some new photos of the cooling/shrouding improvements.
Keep them on the track.
Phillip G
coolingshrouding.jpg
cooling.jpg
Way cool!
I can't wait to see this car in person.
SCCA race fans,
Here is a photo of the evolving interior of the RV8 GT2 racer
Keep them on the track.
Phillip G
Interior.jpg
Phillip,
You ARE bringing this car to the V8 Meet in Indy!
Progress
wing2.jpg
RACERS,
Turns out that the fender flare photos above did not accommodate the racing slicks available from Goodyear in 2010 most applicable to a SCCA GT2 class entry RV8.
So, unfortunately - back to the bodyshop and the fibreglass wiz to enlarge all four fenders. Our molds will need to be replaced.
Project completed and clearances are now acceptable - with almost a month lost at the body/fibreglass workshop.
The GT2 RV8 now sits 10 inches wider than the original/stock RV8 front and rear bumpers and still appears "almost" stock.
The RV8 SCCA GT2 racer is now complete. We plan to test the new MG SCCA racer at MAM (MidAmerica Motorsports) just South of Omaha on Friday, May 7. Join us if you can.
keep them on the track.
Phillip G
That's like starting over, and you started with a good looking body kit ( Preform/Spridgetech) in the beginning,lot of work ahead!
Dave Craddock
Dave,
Started over too many times.
Room for the RV8 front and rear bumpers and for the oversized wheels and tires have forced several restarts on the body panel work. And we will have to restart again to find room for even larger wheels and tires, for the GT2 rules allow almost unlimited size wheels and tires.
Panels from Spridgetec and panels from molds from a crumpled RV8 fender and BGT fibreglass fenders and B steel fenders and a set of beautiful flares from Mor Speed Performance Products by Tim Nagey - all have contributed to the present body work.
Even fibreglass molds of the front and rear original RV8 bumpers had to be lengthened (another restart) to fit the widened fenders.
The actual fibreglass body panels have been created by Mark Canaday in his shop in Topeka, all by the hands of a master and artist.
The following photos don't really capture the actual look of the now completed project - as if a project car is ever completed.
It is not a racer until it has the first race date in the logbook - and we are very close.
keep them on the track,
Phillip G
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It certainly does look GREAT --- and I can't wait to see it in person!
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Phil, it came out great! not too many appreciate the work and $ involved in a body project,and that's just a part of
the whole process ! good luck racing this year.
Dave Craddock
the lights are not real...they look real, but are photos of the original RV8 lights and printed on vinly and glued to aluminum plate or fibreglass molds of the originals
original RV8 lites are unobtainable and would be wasted in racing accidents
the rear tail lites and running lights are even more trick. tail lites are fibreglass molds and copies of the original RV8 tail lites - were photographed and printed on vinyl and "wrapped" onto the fibreglass molds
The SCCA GT2 RV 8 project car arrived back in KC safely & unscathed from the tow to and fro the Indy British V8 2010 event. This was the second outing for the nearly completed project. (A test day in Omaha at MAM) was just last month.
SCCA racer Robert Maupins reports that the event was all and much more than he ever expected. Many of the world's finest British V8's were on display. The engineers on hand and the engineering displayed was extraordinary, Robert reports.
I do regret not being on hand for the event. SCCA duties in the form of an unexpected funeral for a passed SCCA racer and great SCCA character took precedence.
Three people have been the core of the team contributing to the SCCA GT2 RV 8 project. (So many others have been instrumental in the steady progress of the, now, 2 + year-project.)
Many of you have now met Robert Maupins at the Indy British V8 2010 event. Thank you all for the hearty welcome of Robert Maupins at the Indy Brit V8 2010.
Clancy Schmidt, a very well-known SCCA'er and Brit car builder and fabricator and Number One of our three RV8 GT2 project core team members also was unable to attend due to the unexpected funeral.
So below, I present a snapshot of Clancy Schmidt in his garage with the SCCA GT2 RV 8.
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Hi Philip.
I didn't arrive 'til Friday afternoon. So sorry I missed seeing your work of art. She's a beauty!
Racers,
Here is an illustrative snapshot of some of the inner workings of the SCCA GT2 RV 8.
keep them on the track,
phillip g
finished.jpg
Phillip, it was great to see the car in person so to speak. Robert did seem to have a good time, kept talking about building a V6 powered MGB for himself. Sorry you couldn't make it, but know that your efforts were appreciated by all. See you in August at the vintage races for sure.
I've just been looking over my snapshots of the RV8 racecar from the meet... AWESOME!!! Some really outstanding craftsmanship! I know the car will need a lot of development and shakedown before it's ready to race, but its already extremely impressive. Can't wait to see it race! FINALLY, an MG will race in one of SCCA's "GT" classes (instead of a "Production" class) and one of history's great wrongs will be righted.
Here are a couple favorites:
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-AB.jpg)
Robert Maupins Presents Phil Leonard's New MG RV8 Race Car
(I had a really great time getting to know Robert too... although Bill, I didn't hear him say anything about a V6 project. I heard "V8" several times though! How many V8/V6 MG's did he ride-in or drive during the meet? At least four or five, I think.)
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-BA.jpg)
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-BQ.jpg)
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-EC.jpg)
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-AD.jpg)
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-AE.jpg)
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-AS.jpg)
(http://www.britishracecar.com/PhilLeonard-MG-RV8/PhilLeonard-MG-RV8-AV.jpg)
So, who is ready for THIS upcoming "how it was done" article?
I was assuming a V6 car as Robert was saying he'd made a deal with Bill Davidson who's also from KC and built the engine in Leonard's car to buy a V6 type T5 that he had extra. Bill's planning on using a V8 style T5 in his V6 converted MGB GT which is getting pretty close to completion. Give us a year or so and we should have at least 4 V6 cars in KC along with a couple of V8s also in the area.
i"m really sorry I missed seeing this car in person. I'd have given $20 just to sit in it for 5 minutes! ;)
MG racer fans,
Here is another illustrative photo of the inner workings of the GT2 RV8
4finished.jpg
Racers,
Here (below) is a Youtube URL for our testing of the SCCA GT2 MG RV8 at Mid America Motorsports race track on June 11, 2010.
Do take note of the tricky handling in the early sequence of our first test. Many modifications and development of the suspension and brakes are obviously needed. Note, too, that we were NOT using the wing at this first test day - which will greatly influence handling and braking. So, much development is needed before the first race entry, but the "MG GT2" (RV8) will have some top end speed, only to be enhanced with much stronger 3.5 Rover engines sometime in the future.
Much was learned in the several hours of lap time at the MAM race track.
keep thm on the track
phillip g
http://www.youtube.com/watch?v=hw-aLa7kbXw
Phillip's car got it's first inspection and race sticker on the roll bar this past weekend at Heartland Park. Here's a shot of car builder Clancy Schmidt attaching the sticker, first of many we hope.
Still undergoing a lot of development work for now, but the car ran pretty well after we sorted out some shifter issues.
Phils_RV8_gets_first_race_sticker_.jpg
Racers,
Here are snapshots of the SCCA GT2 RV8 after the very first laps of racing at Heartland Park Topeka. All went well. Nothing fell off and we diagnosed several problem areas that will need correcting.
keep them on the track
phillip g
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HPTRV85.jpg
Good news for MG V8 racers,
News from the SCCA - the .38 mm SIR (Single Inlet Restrictor) requirement on the MGB GT V8 and the Rover MG RV8 competing in the GT2 class has been rescinded as of October 1, 2010 and the new induction requirement - now - allows a restrictor plate as specified below.
This change makes for a major change in the build restrictions on the Rover 3.5 V8 for the MG V8's in the SCCA GT2 class.
Hopefully, other MG V8 racers will adapt to this new SCCA induction allowance and choose to modify their V8 MGs for competition in the Big Bore SCCA Regional and National races.
Check out the new ruling in the SCCA FasTrack memo for October 2010 !
keep them on the track,
phillip g
SCCA FasTrack
October 2010
Grand Touring
GT2
1. #2356 (Phillip Leonard) Allow alternate induction on MGB GT V8 & RV8
In 9.1.2, GT2, Engines, BLMI, add to Notes: "Alternate induction: Holley P/N 0-80507-1 (390 CFM) on unrestricted manifold
with a mandatory plate between the carburetor and plenum of 0.060" flat steel or aluminum plate with four (4) 1 1/16" holes.
Spacer is unrestricted. The restrictor plate shall be positioned within 4" of the throttle butterflies. All inducted air shall pass
through the specified restrictor plate."
MG V8 racers,
What are your thoughts and opinions on induction to the 3.5 Rover V8 via the Holley 390 P/N O-80507-1 (390CFM) carburetor -WITH - unlimited choice/allowance on the selection of the intake manifold - AND bearing in mind that the restrictor plate is 0.060" flat steel or aluminum with four (4) 1.16" holes positioned within 4" of the throttle butterflies.
Too, note that the SCCA has restricted the MGB GT V8 and the RV8 - in the GT 2 class - to ONLY the 3.5 litre Rover V8.
How do you maximize the horsepower derived from this setup on induction ?
keep them on the track
phillip g
Hi Phillip! Sounds like you've made or are making progress with SCCA in removing that original silly single-restrictor-plate rule.
I don't have personal experience with Holley carbs. Have you been in touch with Jerry RIchards or Les Gonda about this issue? I believe both of them have used Holley carbs on their 3.5L race engines, and I have some snapshots from last year of Jerry's 4-barrel carb/intake (below). He swaps between it and a set of four Weber DCOE's, but I think he told me the Holley works pretty well for him on shorter tracks.
JerryRichards-MGBGTV8-CA.jpg
(I'm not sure which model Holley carb Jerry uses. His manifold appears to be an Edelbrock Performer 2198.)
JerryRichards-MGBGTV8-CC.jpg
(I'm skeptical about this air cleaner for racing... but I guess it keeps mice out when the car is stored.)
JerryRichards-MGBGTV8-CD.jpg
Later that same day, the Weber's went on:
JerryRichards-MGBGTV8-CM.jpg
re: 4x 1 1/16" diameter holes
Phillip, am I correct in thinking that the Holley 390 has four 1 7/16" barrels (as measured at the baseplate gasket)? If so, how upset would you be about putting a taller (~4") bulge in the center of your hood, so that you could install a converging spacer between carb and restrictor plate?
Hi Phil, since I spent some time again widening the wheel arches @ Mark Canaday's shop,
and having the opportunity to drive your beast @ "moderate" speed around the S. paddock
@ HPT - it was smooth until the secondaries opened up - WOW! Your car has a kick.
Are you happy with the new trans.? I haven's talked to Clancy for weeks.
Bill
PhilsGT-2MG.jpg
Thanks for letting me drive the Beast @ Heartland Vintage Racing's S. Paddock.
What a kick from an MG in close quarters. How's the new Trans. working out?
Mark Canaday did a wonderful job with the body.
–Bill
Curtis,
Thanx for leading a discussion on the best approach to the restrictor plate problem on the Holley 390 carb. The 4 each 1 1/16" holes in the restrictor plate above the 4 each 1 7/16" Hollley carb barrels would certainly seem to benefit by a gap or distance from the base of the carb's 4 barrels - with the rules restriction of "no more than 4" above the throttle butterflies".
We already have a sizeable bulge on the RV8 hood - which is a fibreglass copy of the original RV8 hood - and by the SCCA GT2 rules we can add a larger/higher bulge to the RV8 (original size) copy. The GT2 rules state that the racer is a "replica" and must have the appearance of the original MG Rover RV8 (plus all the size and dimensions of the original RV8). So a larger hood bulge could be accommodated on the RV8 hood - within certain "replica" GT2 rule allowances. So we will probably, once again, have to go to the fibreglass "forms/mold" maker and create yet another RV8 mold - another expensive venture.
Next is finding or making a precision restrictor plate that will fit into/onto the Holley 390 carb. Does Holley or any other manufacturer make off the shelf restrictor plates ? Finding one "off the shelf" would certainly help with the advancing of the project.
This bump in the "MG V8 GT2 project" road is not really a problem - for the real problem was the original requirement of the building and fitting of a .38 mm SIR (Single Inlet Restriction) tubing, flowing unit from the front of the car to the Carb. The restrictor plate is obviously a much better path to induction on the Rover 3.5 motor.
keep them on the track,
phillip g
Bill,
Nice to hear from you via the Brit V8 Forum.
I am very glad you got to test the RV8 in the S Paddock at HPT. You probably discovered yourself that we had a real problem with the transmission early on in the weekend. By the second day of the HPT event we had replaced the stock shifter with a new short shifter unit that transformed the original gates and greatly shortened the 5 throws or the 4 throws between 1st and 5th gear. This was a tremendous improvement, where on Saturday we had no use of 5th gear and even 3rd & 4th gear changes were most difficult.
The transmission is a completely rebuilt GM T5 unit from a late model Pontiac Firebird, with good gear ratios for road racing. We started the first weekend event (in the SCCA logbook) with the GT2 car using the original toploading GM shifter and after the change over to the new short shift unit in the pits (THANK YOU BILL YOUNG !) we had a totally new racer under us and finally could make the shifts from 1st to 5th. Our next problem was the final drive - a worse problem yet. We had been unable to find the time to change the 4.55 final drive to the 3.90 final drive we had on hand. So we/you drove the "Beast" with the 4.55 final drive. No top end with a 4.55 final drive when sticking to under 6,000 RPM, especially with a new engine. Not good !. You found that out, too, I am sure in the South Paddock of HPT. A new rear axle and a 3:05 final drive will mean some high speeds in 5th gear.
Neverthess, we still made progress in developing the car and have big plans for a totally different rear axle & front suspension/brakes before the first real event next spring, 2011. Nothing fell off, we broke nothing and had a great weekend.
You and Mark Canaday deserve ovations for your body work on the RV8. The symmetry of the 4 corners and the symmetry of opposite corners - front and rear is simply amazing. If one carefully studies the body work, curves and arches that you two artists put into that body work - one can only shake their head and walk around the "replica 'in disbelief. Widened by 8 inches and flared beyond amazement - the GT RV8 still looks just like an original RV8 !
You and Mark are welcomed to drive the RV8 any time you want. Sincerely.
keep them on the track,
phillip g
In reply to http://forum.britishv8.org/read
So strange. Why would anyone put a restrictor above the throttle plates when it is so much simpler to just put them below the carb base the way NASCAR does it?
JB
Jim wrote: "Why would anyone put a restrictor above the throttle plates when it is so much simpler to just put them below the carb base the way NASCAR does it?"
As I read the rules, the restrictors are to be installed BELOW the carb, and ABOVE the plenum that's cast integrally into the intake manifold. (I'll paste the rule verbiage below for convenient inspection.)
(http://www.britishv8.org/Articles/Images-V9-2/IntakeManifold-BB.jpg)
(Notice how the four carb barrels all feed into a common cavity - plenum - in this manifold.
Incidentally, more Rover-compatible manifolds are shown here: http://www.britishv8.org/Articles/IntakeManifolds.htm )
My interpretation of the rules is that the restrictor plate should look exactly like a standard carburetor baseplate gasket except (a) metal and (b) with smaller holes. If you go on eBay and shop for Greenlee radio chassis punches, I think you'll find it's not too hard to find one of the appropriate diameter. Once you have the right punch, making the plate should be a piece of cake. The harder part is making the spacer. Above the spacer, you'll want a regular carburetor baseplate gasket (with 1 7/16" holes).
ref:
QuoteGrand Touring
GT2
1. #2356 (Phillip Leonard) Allow alternate induction on MGB GT V8 & RV8
In 9.1.2, GT2, Engines, BLMI, add to Notes: "Alternate induction: Holley P/N 0-80507-1 (390 CFM) on unrestricted manifold
with a mandatory plate between the carburetor and plenum of 0.060" flat steel or aluminum plate with four (4) 1 1/16" holes.
Spacer is unrestricted. The restrictor plate shall be positioned within 4" of the throttle butterflies. All inducted air shall pass
through the specified restrictor plate."
Philip, thanks for the compliment. But Mark C. did 99% on your car, I only suggested stuff while restoring my '64 TR4.
Sounds like you'll be designing a Bigger Bulge for the hood. I'm @ Mark's every Thurs. and have been known to drop
pieces off @ Clancy's. Glad to hear about the new trans. It was a tad annoying in the previous iteration.
Gotta love Bill Young's abilities!
–Bill
Phillip, Not seeing a sketch, I'm envisioning a "tapered bore carb spacer".This would taper at top, from throttle bore sizes, down to 1.160" bores/restrictor dia's ? Obviously you would want as tall of spacer, as "legal" hood would allow ? "Smart" tapered carb spacers add hp, on the dyno. Good Luck, roverman.
Phillip, I don't remember how much clearance you now have between the carb and the hood, but if there's room I believe I'd sandwich the restrictor plate between a couple of aluminum tapered pieces to form a venturi and remove the air cleaner in favor of a carb hat from Spectre and a cool air intake behind the grill. http://store.spectreperformance.com/products/productdetail/part_number=753/2231.0.1.1
t350_15c3e638a114216e5126103045916492.jpg
Bill,
Right on. This SpectrePerformance item is just the thing for cool air from the grill area to the carb - and easy to install - just in front of the restrictor plated carb. Isn't it great that the SCCA rules committee gave us a break on induction. It allows us to move on to other pressing problems.
Thanx for the pointer on the product - should be an easy adaptation.
We need to do this first -induction rules take the lead. The rear axle is our most difficult and BIG NEED before the 2011 Nationals.
keep them on the track.
phillip g
Racers,
We pulled the locked MG differential from the RV 8 this weekend. We discovered that the ratio was 4.875 - used the very first time we really tried out the GT 2 car at Heartland Park last summer. Not good.
Now we have installed a locked 3.9 differential and just know the change-out will be significant. A Ford 8 inch is in the wings.
First real SCCA logbook event will be Heartland Park Topeka, May 30, 2011.
Anyone interested in being on hand is welcomed. Let me know and arrangements will be made for your credentials.
keep them on the track,
phillip g
Fans of MG racing,
Still looks like the first official race for a SCCA GT 2 MG (aka) Rover RV 8 will be at Heartland Park Topeka, April 30/May 1.
I hope some British V8 Forum members can be on hand.
I will find credentials for anyone who wants to join us at the Heartland Park track, pits, and paddock.
keep them on the track,
phillip g
Phil, I'll be there on Sunday for sure. Kent and Kathy Prather are hosting their annual Picnic at the Races that day as well. See you then.
Phillip, When are you racing, out west ? Go Gettum, roverman.
SCCA racers,
We have now located the mandatory restrictor plate necessary for compliance with SCCA rulings for the GT 2 RV8.
Between the Holley 390 carb and plenum, is the SCCA GCR (mandated for the 3.5 Rover V8) "mandatory" plate of 4, 1 & 1/16 holes, made of steel or aluminum plate.
We are in compliance - and have no idea how the restrictor plate will affect performance. Which means, another trip to the chassis dyno to adjust jetting andf flow. Nah - ran out of time for testing of the restrictor plate. We will run what we have and see how the restrictor plate affects performance. The Rover 3.5 engine is capable of a lot of horsepower and after many tries will produce enough to run competively with the other cars in the GT 2 class. We have the weight advantage - our weight is mandated at 2001 lbs with driver and all fluids aboard.
Our first real SCCA race in the GT 2 class is planned for Saturday, April 30, 2011 at Heartland Park in Topeka, Kansas.
Join us. Any help in the pits will be much appreciated.
keep them on the track,
phillip g