603S Engine

[will7262]

Greg
Thanks for the E bay isting ......I wonder what sort of HP and Torque this puts out? I will enquire.

[will7262]

Kevin
Good to know about the original manifold.
If I did to a set of headers i would get them ceramic coated to avoid head build up...might even do the same with the cast iron ones anyway.

[GREG]

A UK engine builder / tuner

American Engine Parts from Pauls Place UK

[will7262]

Greg
That EBay engine you sent me the link to has 420HP and 440ftlbs torque with ancillaries.
Fantastic value for money but perhaps tomuch for the Britol gearbox, drive train chassis and brakes?
My gut feeling is 350HP is enough.

I wonder what sort of HP etc. the Bristol upgraded engines had?

Perhaps you or someone else might enligten me on that one?

Cheers

Will

[GREG]

The company on ebay are engine builders and I am sure they would build it to the HP you need / want, as would the company in Southampton.

I would guess they were 180 to 200 HP when new ?

Why not have it checked first.

[will7262]

Greg

I am going to import a crate engine I have decided....still doing research.

Do you or anyone out there know the rear axle ratio for a 603S? This is relevant to the rebuilding of my gearbox and its stall settings etc.

Will

[Kevin H]

Originally Posted by will7262

Do you or anyone out there know the rear axle ratio for a 603S?

Standard was 3.07:1 (or 3.066:1 to be precise)

However, I believe Bristol offered the option of 2.8:1 on some models.

Kevin

[Kevin H]

Originally Posted by will7262

Greg
That EBay engine you sent me the link to has 420HP and 440ftlbs torque with ancillaries.
Fantastic value for money but perhaps tomuch for the Britol gearbox, drive train chassis and brakes?
My gut feeling is 350HP is enough.

I don't think you need to worry too much about those numbers. The transmission and drive train are heavy duty, but at the end of the day it depends on how you drive it. You don't have to use all the power. A Chrysler V8 at 5000 rpm is a scary thing!

As for brakes, speed and weight are the two important factors, unless you plan on applying the brakes while you have your foot on the accelerator

[will7262]

Kevin
Thanks for the advice. I guess if the drive train could take the turbo engine power and the earlier 383 /400 ci engines torque I guess it's pretty robust. Do you know if they updated any of the drivetrain / brakes for the Turbo cars?
Will

[GREG]

Originally Posted by will7262

Kevin
Thanks for the advice. I guess if the drive train could take the turbo engine power and the earlier 383 /400 ci engines torque I guess it's pretty robust. Do you know if they updated any of the drivetrain / brakes for the Turbo cars?
Will

The turbo cars had the 440 engine prop shaft and torque converter and my BF has better brakes.

[Kevin H]

Originally Posted by will7262

Do you know if they updated any of the drivetrain / brakes for the Turbo cars?
Will

I don't know Will. But it's worth considering that the A727 Torqueflite was used by Aston on the V8 Vantage. Jensen also used it on the Interceptor, including the SP (383 Six Pack) and the J series 440 engined cars. And Chrysler used it pretty much everything including the 426 Hemi engined cars.

It is still used to this day by many much higher performance builds of these engines in drag cars and monster trucks, so I really don't think you need to worry about the tranny.

Later versions of the Torqueflite got a lock up torque converter, but that was just to give better fuel economy at highway speeds.

The Salisbury rear axle was also used by Aston and Jensen and was made by Dana.

I don't know for sure, but I suspect the same transmission and diff were used in the experimental Aston Martin Bulldog which produced well over 600Bhp!

Can't help you with the prop shaft