Rover V8 en­gine strip

We visit JE De­vel­op­ments to find out how to take this lovely lump to bits

LRO (UK) - - Contents -

Richard Eales takes you through the process

The Rover V8 is one of the true gems in Bri­tish mo­tor­ing his­tory. Start­ing out as a Buick en­gine, the rights and tool­ing for the 215 cu­bic-inch unit were bought in 1965 and it started mak­ing ap­pear­ances in Rover cars soon af­ter.

An all-alu­minium con­struc­tion meant the V8 was very light and there­fore well suited to Rover’s sa­loon cars – it weighed less than some of the four-cylin­der units of the time. It didn’t take long for the com­pany to re­alise that the com­pact and pow­er­ful Rover V8 would work well in a 4x4, and it de­buted in the Range Rover when it was launched in 1970, with great re­sults.

Since then, the ven­er­a­ble V8 has lent it­self well to lux­ury, sports and race cars, as well as mak­ing up part of the en­gine op­tion list in Land Rovers all the way up to 2004, be­ing dropped when pro­duc­tion of the Dis­cov­ery 2 ceased. Be­cause it ran for such a long time, the af­ter­mar­ket is rich with re­build and tun­ing parts, which is great for any­one hop­ing to re­fresh their en­gine or squeeze a bit more power out of it.

The en­gine we’re work­ing on here is the 4.2-litre EFI unit, from the Range Rover Au­to­bi­og­ra­phy that James Tay­lor is doc­u­ment­ing in the Big Project se­ries. The Range Rover has cov­ered just over 100,000 miles, and although the en­gine was run­ning, there was a lot of top-end lifter noise. John Eales tells me this is quite com­mon on en­gines of this mileage, and we can ex­pect to find worn lifters, along with sig­nif­i­cant camshaft wear.

Once the en­gine’s stripped right down, the com­po­nents will be sorted and we’ll de­ter­mine what will be re-used and what will be re­placed be­fore all the good bits are cleaned up to as-new con­di­tion.

Newspapers in English

Newspapers from UK

© PressReader. All rights reserved.