V8 Confusion!!!

speedy

speedy

Member
Hi Everyone.

While looking through all the correspondence of a recently puchased Series 1 V8 Auto, I found that the engine is described as being 3531cc, not 3528cc. All old MOT's (including it's first test) and all logbooks (as I have the old and the new style) say 3531cc. The engine has not been changed, and there are no receipts to suggest any engine work. I can't find any records of a 3531cc V8 in either the P5B, P6 or SD1.

The only informaiton I can find is in David Hardcastle's Rover V8 engine book, describing an all-new Buick aluminium engine of 215.5 cubic inches (3531cc).

Does anyone have any ideas or information on what this could be?

Thanks, Speedy :)
 
I have seen several V8 cars on ebay listed as 3531cc, but have always thought maybe it was just an error, but it happens a bit too often for that. I've always used 3528cc (the same as listed in the factory workshop manual.) However, if you actually make the calculation, surprisingly enough it comes out to 3531cc. I trust this has cured any confusion you may have had. :p
 
hmmmm, could it be the buik engine? I seem to recall a story where Rover ran short at one point and used these to keep production going. Not sure how you would recognise them? (buik were cast iron block I believe).

my friend's brother had a buik engine.
 
A "bulk" engine is a new one on me. I knew there had been a marine version of the engine - after all that's how Rover discovered it - but I always assumed that was just a modified aluminium engine. I guess if it's going to be breathing sea water instead of coolant an iron block would make sense.

Anyone have any more info on this?

Chris
 
I realize that this is quite an old thread, but being new to the list and finding reference to the "iron block" I thought I would add this bit of information, some of which may be quite well known already. When the Buick and Oldmobile engines ceased production in 1963, Buick continued to use the basic tooling from the aluminum engine to produce a cast iron version. This engine of 300 cubic inches (3.75x 3.4)used the same indexing points for the machine opperations (bore spacing, crank to cam span, head bolt patern,engine mount location) but the block was taller and the bellhousing patern was the later BOPC type standardized for all non-Chevrolet V8's in the mid '60's. The engine was produced from 1964 through 1967. The 1964 version had aluminium heads and intake but later versions used cast iron for these components. In 1966 the deck height was raised again, the stroke increased to 3.85 inches and displacement rose to 340 cubic inches. A greatly revised version at 350 cubic inches (3.8x3.85) was introduced in 1968 and produced through 1980. The 1964 only cylinder heads have been used on the BOP/R aluminum blocks almost from inception, but they require some modification, especially the fitting of larger valves, and the 54cc combustion chambers must be filled or high compression pistons fitted. For Rover V8 owners in North America, using the iron block is at least a possibility, especially when considering fitting General Motors type transmissions, either standard or automatic. Using various combinations of stock Buick rods and pistons, it is possible to fit the 4.0 or 4.6 Rover crankshafts to the iron block It is also possible to fit the 3.85 inch stroke crankshaft to the short deck 300 block.
 
I realize that this is quite an old thread, but being new to the list and finding reference to the "iron block" I thought I would add this bit of information, some of which may be quite well known already. When the Buick and Oldmobile engines ceased production in 1963, Buick continued to use the basic tooling from the aluminum engine to produce a cast iron version. This engine of 300 cubic inches (3.75x 3.4)used the same indexing points for the machine opperations (bore spacing, crank to cam span, head bolt patern,engine mount location) but the block was taller and the bellhousing patern was the later BOPC type standardized for all non-Chevrolet V8's in the mid '60's. The engine was produced from 1964 through 1967. The 1964 version had aluminium heads and intake but later versions used cast iron for these components. In 1966 the deck height was raised again, the stroke increased to 3.85 inches and displacement rose to 340 cubic inches. A greatly revised version at 350 cubic inches (3.8x3.85) was introduced in 1968 and produced through 1980. The 1964 only cylinder heads have been used on the BOP/R aluminum blocks almost from inception, but they require some modification, especially the fitting of larger valves, and the 54cc combustion chambers must be filled or high compression pistons fitted. For Rover V8 owners in North America, using the iron block is at least a possibility, especially when considering fitting General Motors type transmissions, either standard or automatic. Using various combinations of stock Buick rods and pistons, it is possible to fit the 4.0 or 4.6 Rover crankshafts to the iron block It is also possible to fit the 3.85 inch stroke crankshaft to the short deck 300 block.
 
If this helps, here's the specs on the Olds version (turbo) from '63:



"1963 OLDSMOBILE JETFIRE - SPECIFICATIONS
JETFIRE-ENGINE: Turbo-Rocket V-8 • Fluid injection with turbocharger. Horsepower, 215 at 4800 R.P.M .• Torque 300 lb.-ft. at 3200 R.P.M .• Displacement, 215 cubic inches· Ultra high-compression, 10.25-to-1 ratio· Performance-tailored pistons, connecting rods, main bearings, distributor, fuel pump and coil· "

and the 'non-turbo" :155hp, 8.75-to-1 compression ratio, 215cu. in. displacement (This was also an aluminum blaock)

The Olds was different from the Buick:

"it had larger combustion chambers with flat-topped (rather than domed) pistons, six bolts rather than five per cylinder head, slightly larger intake valves, and the valves were actuated by independently-mounted rocker arms instead of shaft-mounted rocker arms. With an 8.75:1 compression ratio and a two-barrel carburetor, the Olds 215 had the same rated hp, 155 hp (116 kW) @ 4800 rpm, as the Buick 215, with 220 ft·lbf of torque at 2400 rpm. With a four-barrel carburetor and 10.25:1 compression, the Olds 215 made 185 hp (138 kW) @ 4800 rpm and 230 ft·lbf (312 N·m) (@ 3200 rpm.

The basic Buick/Olds 215 V8 went on to become the well known Rover V8, remaining in production until the 1990s. The Rover V8 however utilized Buick-style pistons, heads, and valvetrain gear."


And in '64 Olds redesigned their engines and they had no relation to the old ones.

NOW BUICK on the other hand. LOL. Okay, the famous 231 V6 (later to be known as the 3800 series) was also based on the Aluminum V8 structure. But that's irrelavant to what yyou asked.

I believe this might help:

"In 1964 Buick replaced the 215 with an iron-block engine of very similar architecture. The new engine had a bore of 3.75 in (95.5 mm) and a stroke of 3.40 in (86.4 mm) for a displacement of 300.4 cu. in. (4.9 L). It retained the aluminum cylinder heads, intake manifold, and accessories of the 215 for a dry weight of 405 lb (184 kg). The 300 was offered in two-barrel form, with 9.0:1 compression, making 210 hp @ 4600 rpm and 310 ft·lbf @ 2400 rpm, and four-barrel form, with 11.0:1 compression, making 250 hp @ 4800 rpm and 335 ft·lbf @ 3000 rpm.

For 1965 the 300 switched to a cast-iron heads, raising dry weight to 467 lb (212 kg), still quite light for a V8 engine of its era. The four-barrel option was cancelled for 1966, and the 300 was replaced entirely by the 350 in 1968."





I recently posted some pics etc (Of the Olds versions) but it's members only so can't link it.

The sixth bolt mentioned above that differentiates the Buick from the Olds was added to alleviate cooling problems believing it would seal the head better.

I hope this helps a wee bit.
 
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