just been out in a 6r4(dam 4100)
12-04-2008, 10:11 PM
#42
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stop talking shite!!
it is a 6r4,its rogers with a tpr 4100 kit on,stick to what you know,coz you know fuck all bout metros!!!!!!!!!!!!!!!!
12-04-2008, 10:12 PM
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12-04-2008, 10:19 PM
#45
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its a proper metro,with upgraded new style panels,car is proper as proper can be,stick to slagging off what you know about in future!!!!!!!!!!!!!
tongue firmly in cheek by the way mate!!!!
tongue firmly in cheek by the way mate!!!!
12-04-2008, 10:57 PM
#49
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12-04-2008, 10:58 PM
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The front doesnt hold up to well if you prang it
http://www.youtube.com/watch?v=UdZZO...eature=related
http://www.youtube.com/watch?v=UdZZO...eature=related
12-04-2008, 11:39 PM
#51
............
12-04-2008, 11:54 PM
#53
PassionFord Post Whore!!
Prefer the original design but the same car underneath and thats all that matters.
Not much can beat the sound of one at full chat
12-04-2008, 11:54 PM
#54
if you look at a 12V metro engine and you know your engines then you would instantly say its a short rover V8, if you look at a V64V then it looks nothing like a rover V8, for top info speakj to this guy www.6r4.com if ian doesnt know about it, then it either doent exist, of its not worth knowing.
13-04-2008, 08:45 AM
#59
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Dont confuse that engine with anything around 300 brake.Those V64 Goodmans engines will be well over 400 and play the sweetest music right up to 10500 revs.The bodykit on the Dam 4100 does look naff though.
13-04-2008, 08:49 AM
#60
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In 1982, Patrick Head and Williams engineer, John Piper got down to the task of actually building the car and as Head himself estimates, he spent approximately forty per cent of his working hours on the MG. Patrick Head recalled:
"It is clearly very difficult to do F1 on a full-time basis and get involved in any detail with another project in a different area, but I suppose we took on the Metro project through force of circumstances. Rover's competitions boss John Davenport asked us whether we could shoe-horn a Rover V6 engine - which was literally the 3.5 litre V8 with two cylinders chopped off - into the front of a Metro. Williams GPE agreed to look at the project and soon it became quite clear that, to get the engine in, the driver would virtually have to sit in the back seat. Their team driver Tony Pond came down, tried it for size and immediately said "there's no way I could drive this thing quickly through a forest stage - I can't see the front end from where I'd be sitting." Clearly, we had to think again."
Head continued: "So we turned the whole thing round with the engine at the back, the gearbox ahead of it with driver to both the front and rear wheels, We presented the concept to Rover and they said "This is great", pushed the "go" button and off we went with the project. We finished it in about a year, delivered three prototypes to Rover in about November 1981 - six months' development with Williams's assistance."
A new chassis was built from the ground up and it consisted of a floorpan fashioned into a seam welded tubular chassis old hat in F1 terms of the day, but still a very effective solution. Williams designed the gearbox, which was produced by their own contractors; the differentials were produced by 4WD experts, Ferguson (of Jensen FF fame). The finished car was delievered to Austin Rover in Cowley as promised in December 1982 and in-house development begun.
The car arrived in kit-form and it was up to BL motorsport to assemble it and test it in anger. For the purposes of comparison, they ran it against a Group A-spec Rover 3500 and an Audi Quattro, THE rally car of the time. Even in these early stages of development, the Metro turned in a more than competitive performance despite its underpowered(!) 240bhp development engine. What the first prototype lost in straightline speed, it made up for in agility.
In terms of an engine, there was little consideration given to using an existing ARG engine (supercharged or turbocharged), but due to what they were likely to be up against, the brave decision was taken to produce a bespoke engine for the new car. Two engines were apparently tried in development prototypes during late 1983: the Honda V6, due to appear in the Rover 800 in 1986 and the Rover V8. Needless to say, Patrick Head preferred something lighter and more compact and pushed for an all-new V6 loosely based on the Rover V8. From the initial design of a V6 version of the Rover V8, it was development engineer Cliff Humphreys at Cowley that managed to move the concept towards reality; making it work beatifully - thanks to a lot of hard work. From there, Stan Johnson and Rob Oldaker at Longbridge completed the transformation.
"It is clearly very difficult to do F1 on a full-time basis and get involved in any detail with another project in a different area, but I suppose we took on the Metro project through force of circumstances. Rover's competitions boss John Davenport asked us whether we could shoe-horn a Rover V6 engine - which was literally the 3.5 litre V8 with two cylinders chopped off - into the front of a Metro. Williams GPE agreed to look at the project and soon it became quite clear that, to get the engine in, the driver would virtually have to sit in the back seat. Their team driver Tony Pond came down, tried it for size and immediately said "there's no way I could drive this thing quickly through a forest stage - I can't see the front end from where I'd be sitting." Clearly, we had to think again."
Head continued: "So we turned the whole thing round with the engine at the back, the gearbox ahead of it with driver to both the front and rear wheels, We presented the concept to Rover and they said "This is great", pushed the "go" button and off we went with the project. We finished it in about a year, delivered three prototypes to Rover in about November 1981 - six months' development with Williams's assistance."
A new chassis was built from the ground up and it consisted of a floorpan fashioned into a seam welded tubular chassis old hat in F1 terms of the day, but still a very effective solution. Williams designed the gearbox, which was produced by their own contractors; the differentials were produced by 4WD experts, Ferguson (of Jensen FF fame). The finished car was delievered to Austin Rover in Cowley as promised in December 1982 and in-house development begun.
The car arrived in kit-form and it was up to BL motorsport to assemble it and test it in anger. For the purposes of comparison, they ran it against a Group A-spec Rover 3500 and an Audi Quattro, THE rally car of the time. Even in these early stages of development, the Metro turned in a more than competitive performance despite its underpowered(!) 240bhp development engine. What the first prototype lost in straightline speed, it made up for in agility.
In terms of an engine, there was little consideration given to using an existing ARG engine (supercharged or turbocharged), but due to what they were likely to be up against, the brave decision was taken to produce a bespoke engine for the new car. Two engines were apparently tried in development prototypes during late 1983: the Honda V6, due to appear in the Rover 800 in 1986 and the Rover V8. Needless to say, Patrick Head preferred something lighter and more compact and pushed for an all-new V6 loosely based on the Rover V8. From the initial design of a V6 version of the Rover V8, it was development engineer Cliff Humphreys at Cowley that managed to move the concept towards reality; making it work beatifully - thanks to a lot of hard work. From there, Stan Johnson and Rob Oldaker at Longbridge completed the transformation.
13-04-2008, 09:39 AM
#62
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they are not over 400bhp either,around 350-380.
13-04-2008, 10:57 AM
#66
............
'Clubman' and 'International' specifications meant that there were two versions of the 90 degree V6 2994cc engine with the 'International' engine producing up to a hefty 410bhp and the 'Clubman' a more modest 250 bhp. Although engine modifications were available to transform the Clubman power unit to International specification through Austin Rover Motorsport. The engines were built alongside the Rover production engines at Austin Rover's Coventry engine plant. The choice of a normally aspirated design instead of turbocharging had considerable benefits; in particular the immense torque available ensured an instant throttle response throughout the whole rev range. Figures quoted were 270lb ft @ 6500 rpm for the international and 225lb ft @ 4500 for the Clubman. This was in stark contrast to the characteristics of turbocharged engines which 'in those days', generally had inherent throttle lag and poor low speed torque, not to mention problems with underbonnet heat dissipation. All of which were considerably reduced with normally aspirated engines. The engine was coded V64V (vee formation, 6 cylinders with 4 valves per cylinder) and it was the first engine ever designed specifically for international rallying, instead of being derived from a standard production car unit. The 3 litre was of oversquare design in 90 degree V6 configuration with a symmetrical crankshaft and uneven firing. The block and heads were made of cast aluminium incorporating design features in their structure that made them light but rigid. The block had dry liners of iron alloy. The valves (4 per cylinder) were directly operated by twin overhead belt driven camshafts. At the bottom end of the engine, the cast aluminium dry sump contained the engine oil as well as the short cross shaft between the rear differential and the left hand drive shaft coupling together with the separate lubrication system for the shaft. The rear differential casing bolted to both the block and the sump making a very rigid unit.
Because the engine was mounted 'in reverse' the water pump migrated to the same end as the twin plate AP clutch. The specially designed pump, like so many ancillaries was belt driven. The alternator, capable of delivering over a kilowatt of steady power, was mounted in the vee at the rear of the engine block and the lightweight starter motor had an output two and a half times that of a conventional one. There was a digitised fuel and ignition control system devised by Lucas Micos with two different sets of fuel injection hardware. On the 'Clubman' 6R4 there was a single butterfly controlling the air intake but even with this and the Lucas processor, 250 bhp was easily attainable. The other system on the 'International' specification car was a full six butterfly, six venturi induction manifold which gave between 380 bhp and 410 bhp dependent on the requirements of the particular rallies. The whole engine ready to install in the 6R4 weighed in at 140 kilograms and apart from the oil cooler and radiator there were no other additional ancillaries.
Worthy of mention is the original prototype engine that was fitted to the 6R4. This was a pushrod V62V engine which achieved far more than was ever expected of it. The V62V was produced very quickly because Austin Rover needed an engine of the right size and weight to power the prototypes. The first engines were made literally by slicing two cylinders out of the well known Rover V8 engine and welding the pieces back together again before final machining and assembly. A special crankshaft had to be designed but pistons, valves, rocker gear, pushrods, connecting rods and all other external components were from the Rover unit. Induction was by a pair of down draught, three barrel Webers for simplicity. In this form the engine produced around 235 bhp. These engines powered Metro 6R4s throughout 1983 and 1984, first in private testing and finally on actual events for which they were never intended.
The final spec was nothing like a 'cut down' rover v8
Because the engine was mounted 'in reverse' the water pump migrated to the same end as the twin plate AP clutch. The specially designed pump, like so many ancillaries was belt driven. The alternator, capable of delivering over a kilowatt of steady power, was mounted in the vee at the rear of the engine block and the lightweight starter motor had an output two and a half times that of a conventional one. There was a digitised fuel and ignition control system devised by Lucas Micos with two different sets of fuel injection hardware. On the 'Clubman' 6R4 there was a single butterfly controlling the air intake but even with this and the Lucas processor, 250 bhp was easily attainable. The other system on the 'International' specification car was a full six butterfly, six venturi induction manifold which gave between 380 bhp and 410 bhp dependent on the requirements of the particular rallies. The whole engine ready to install in the 6R4 weighed in at 140 kilograms and apart from the oil cooler and radiator there were no other additional ancillaries.
Worthy of mention is the original prototype engine that was fitted to the 6R4. This was a pushrod V62V engine which achieved far more than was ever expected of it. The V62V was produced very quickly because Austin Rover needed an engine of the right size and weight to power the prototypes. The first engines were made literally by slicing two cylinders out of the well known Rover V8 engine and welding the pieces back together again before final machining and assembly. A special crankshaft had to be designed but pistons, valves, rocker gear, pushrods, connecting rods and all other external components were from the Rover unit. Induction was by a pair of down draught, three barrel Webers for simplicity. In this form the engine produced around 235 bhp. These engines powered Metro 6R4s throughout 1983 and 1984, first in private testing and finally on actual events for which they were never intended.
The final spec was nothing like a 'cut down' rover v8
13-04-2008, 11:05 AM
#67
Advanced PassionFord User
Dave Appleby is one of the best in the business, he made an awesome car, I was at the event where the 4100 made its competitve debut and it was miles ahead of the competition and sounded awesome.
The main alterations from the 6R4 were track and wheel base. A little like modern developed mk2's the developed 6R4's and 4100 are still ultra competetive, people like the late Chris Wood kept tweeking the engine and suspension packages to keep them winning national club events...
Vid of Roger Binyon on the prom at Blackpool....
http://www.youtube.com/watch?v=P2H7z4Exv2c
The main alterations from the 6R4 were track and wheel base. A little like modern developed mk2's the developed 6R4's and 4100 are still ultra competetive, people like the late Chris Wood kept tweeking the engine and suspension packages to keep them winning national club events...
Vid of Roger Binyon on the prom at Blackpool....
http://www.youtube.com/watch?v=P2H7z4Exv2c
08-05-2008, 02:17 PM
#69
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Luckily, You cant see the body kit when your sat inside!
Next events Millbrook, Bedford, 26th May, then Abingdon, Oxfordshire 8th June if anyone wants a lift to the fuel station!
Next events Millbrook, Bedford, 26th May, then Abingdon, Oxfordshire 8th June if anyone wants a lift to the fuel station!
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