Re: How many T3 TS50s were made?
That is right, mechanically the T3 is far superior to the T2.
Here is a reminder for those that have forgoten about What Goes into the T3 'Stroker' Engine.
The 5.6-litre V8 is built at Tickford using a tried and tested "Windsor"
block now boasting an all-new crankshaft, ported cylinder head with high
performance springs and valves, billet machined connecting rods, lightweight
pistons with fully floating pins, a revised camshaft profile, an 82 mm
diameter throttle body, three-piece high flow inlet manifold and conical air
cleaner with dedicated mass air flow (MAF) sensor.
The 5.0-litre crankshaft provides a 76.2mm (3.00 inch) stroke. The new
crankshaft extends the stroke to 86.4mm (3.4 inch), increasing engine
capacity to 5.6 litres. A girdle is fitted, interconnecting all of the
main bearing caps to improve crankshaft and cylinder block rigidity and
cope with the higher stress conditions of a longer stroke.
As the stroke of the crankshaft is increased, it is essential the connecting
rod and piston still remain within the bore dimensions of the carryover
5.0-litre block. As a result, the connecting rod is a new part with the big
end to little end bore center distance revised and a new piston to suit.
Additionally, the new connecting rod is an H section part machined from a
billet for increased strength to cater for power increases.
A new short skirt piston is used to provide clearance to the new connecting
rod and is a low friction, high load design to take the increased gas
pressures. Compression ratio is 9.6:1
Once the increased capacity and performance potential has been achieved
through "stroking", it then becomes necessary to match other components
to the equivalent performance capability. This requires improving the
airflow capacity of the intake and exhaust systems:
For every revolution the engine now consumes 12 per cent more charge air
because of the increase in stroke. The camshaft has been revised to increase
valve opening duration, resulting in better airflow management into and out
of the cylinders.
These are the same heads as used in the 220 kW engine with modified
combustion chambers, increased valve sizes and 1.7:1 ratio roller rockers.
A new manifold increases airflow into the cylinder heads
Air cleaner, throttle body and intake ducting:
Increased flow capability has been achieved by the adoption of a Mustang
style air cleaner with larger ducting and a significant increase in throttle
body bore (up from 70 mm in the 220 kW engine to 82 mm in this application).
The ceramic coated 4-1 tubular headers and 1.7-litre catalysts provide sufficient
airflow capacity to match this engine's output.
Synthetic engine oil and an extra engine oil cooler ensure the engine is
protected in all operating conditions.
Grabbed straight of a website I found about the T3...