Landracing Forum
Bonneville Salt Flats Discussion => Build Diaries => Topic started by: Lynchy on November 17, 2006, 12:25:29 AM
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I've been posting updates on the DLRA site for the build up of my mates Jaguar XJS. We are preparing it in the hope of running it at Lake Gairdner in March 2007. I've attached a few pictures...
A short spec list is:
1983 Jaguar XJS chopped 3 inches and lowered about 6 or so more. Class will be C/BMS.
Motor is a 351 Cleveland. NASCAR block, alloy high port heads with a 671 blower and electronic injection (12 injectors under a birdcatcher). The motor had been dynoed at 750 HP prior to the injection and electronic ignition and at 10% underdrive on 110 octane. Final spec will see 10% overdrive.
Gearbox is a Doug Nash 5 speed with 1:1 output in 5th.
Rear end is a Ford 9". 2.5 ratio with a spool and 35 spline floating axles held in place by a 4 link.
The tyres are 28" tall at the rear and 23" tall at the front.
The car will be painted a Ford colour "Toxic" which looks a bit like etch primer in colour (green/yellow).
We are hoping for 200 but will be happy with the car being reliable and not breaking anything - especially the driver. The joy will be in running WOT and hearing the motor scream. I don't think there is an Australian record in this class so we are looking good to taking this out.
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Kewl!!!
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wow. best of luck.
keep updating as you can.
always had a soft spot for XJ's.
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DAMN !!!! Keep posting
good luck
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You will have no problem running 200 with that car and motor. Just run plenty "fat" at first and if you don't have them I would recommend reading air/fuel and EGT with the roots blower. Data log them, we use the LM-1/Aux box combination as it is not real expensive. Also try and have an EGT that you can read real time on the run. Sneak up on things. I think you are smart starting with the 10% underdriven and you will run over 200 like that easy.
6500 should be about 220 with the car, we are geared the same with the same size tires. I'm guessing you can run 240 with that car, let me know if I was close.
You have probably thought of all of this, but I thought I would throw it out there.
have fun and c ya,
Sum
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Thanks Guys!
Sum - the computer at the moment is a Haltech but a very old one. The distributorless ignition is an electromotive, these will be ditched in favour of a computer to drive the fuel and ignition, most likely the latest Haltech - we'll see. BTW - I spent most of Friday at work checking out your build pages.... ;-)
I didn't intro the owner of the car - Big Gaz - he's the guy standing next to the car, I'm just one of his mates and salt buddy. We are both Ford guys as you can tell by the guts of the Jag + the height of the car is 40 inches tall (GT40).
So far the majority of the work in the car is in the substantial roll cage and rear clip. The motor and gearbox is out of one of BG's other cars and the rear end will be dedicated to this car. Gary has just finished up the fuel tank mounting and battery box and should have a lot more done this weekend. He has started on the sheet metal to cover the rear clip and seal off the boot (trunk). The rear clip also has the parachute mount/pushbar/jacking point built into it. The car needed jacking points built in as it only has about 1 inch of ground clearance - any feedback as to whether this is too low? It looks great this way!
The next major job is cutting out the tailshaft tunnel as it needs to be made taller due to the placement of engine/trans and rear clip. I may get some more pictures this week following work over the weekend.
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Just some more food for thought that you might already had considered.
Look at MegaSquirt for the computer if you haven't already. Since you have had the Haltech in there it would be very easy to convert over.
You say the top has been chopped 3 inches. Have you taken the maximum benifit of the rules for the "lay back" of 7 inches at a 5 inch height. I believe those are the numbers, but I'm not sure you guys are completly following SCTA rules. It also looks like it could still be chopped more and still be within the rules, but maybe you are out of head room.
On the subject of head room do you have enough with the driver in a suit and with the right helmet on??? I can't tell for sure from the picture, are you using a roof exit??
Ok here are some major mods. Have you considered cutting the front right behind the front wheelwell and extending the front say maybe 12-14 inches. You would just have to bend a filler piece to to do that.
Is the motor as low as possible to get that blower and intake tract as low as it can be. You might want to look at the way John made the air inlet for the blower on Hooley's Stude (it is in the 2005 construction pages on my site). This has worked very well for us and I think it helps with the streamlining ahead of the windshield and would be legal for you as you are allowed streamlining ahead of and including the cowl. Then negative is that it moves the "center of pressure" forward, that is the reason I suggested stretching the car some in the front as that would help to offset that by moving the "center of gravity" forward as you could maybe move the motor ahead a little and would give you room for weight ahead of the motor.
Also look at the construction of Hooley's car for I think 2006 for some ideas on jacking points.
You probably already have the 6-71 (its in the picture), but an 8-71 would help to keep the temps down on the air, but better still would be turbos, but you probably are well aware of that. We are looking at water injection for next year as a "crutch" since we will have to turn the boost up from 8 lbs. to about 14 if we hope to go any faster and like you from 10% underdriven to 10% overdriven (this worries me).
If the final ride height was 1 inch and you had plenty of adjustability in the car's ride height as you add weight you might be fine. Me I would probably like to see 1 1/2 to 2 with the front air dam on the ground.
Will the car get a belly pan?? How heavy do you plan to be and what is the weight distribution. I would look for #3500 to start with and 50-52% on the front.
Also I would put the biggest (longest - Flat) spoiler the rules allow so you could add the largest spill plates to it that the rules allow. I can't see the back of the car well in the picture, but it looks like a 10 inch long flat spoiler right off the back deck is possible and that would allow the top spill plate (8 inches high) to start at the rear axle and go to 2 inches behind the spoiler. That would really help move the center of pressure rearwards and help to offset the blower situation up front.
Well good luck with the car and I look forward to seeing it when I finally get over there,
Sum
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Sum
OK - the top has had 3 inches out of it but with no layback. This was mainly to preserve the look of the car. It looks like an XJS should have looked. The initial reason for the chop was that Gary wanted a chopped car at some stage in his life and this was the perfect starting point. There is still adequate headroom for a helmet and a 6 foot plus driver.
The chances of cutting the front off to extend the car are slim as we would rather get the car to the salt. I think Gary will be happy just driving the car and we are not really chasing a number at the moment.
The motor is as low as it can get due to the front subframe which is quite large. We'd considered turbo's as there is quite a bit of room clear in front of the motor. The simple answer is that the motor existed before the car and the car is being around the motor.
The Jag has a smooth floor and so is already half way there to having a bellypan. A pan will be added under the rear clip and fuel tank and something will get done up front if time allows. The exhaust will exit in front of the front doors but behind the front wheel due to space restrictions under the car.
As for spoilers, we are checking out what is available for racing Jags but suspect that the front will just get an aluminium spoiler. I don't think the rules allow for a rear spill plate for this class. It is allowed to have a rear wing if it came fitted with one.
We are also checking at the moment if BMS allows a fuel class as well as gas as we may run Methanol. The SCTA rules allow this but the DLRA rules state Gas only....
I spoke with Gaz this morning and he has refitted the cage and rear clip and tacked all into position ready for final welding. He's bumped some of the dings out of the body while the cage was out to allow room to move. Rear disks are getting sorted out this week and the diff will have work commenced on it this weekend.
The blower will get some kind of scoop around it so I'll look at Hooley's website, the centre of pressure V centre of gravity equation is one that we have thought about and read up about but have no answer as yet. Ballast will be able to added to the car and will go forward of the rear axle but I don't think we can go the rear wing with spill plates route.
Anyway - thanks for the interest, I'll post more as it happens and will continue to check on your car as well. I haven't seen an update from Dr Goggles and the Reverend Hedgash for a while, I've also been following their build and antics for a while. I believe the Rev is in Dubai at the moment and the Dr is mucking about with motorbikes.
Here's a rear shot:
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Sum
OK - the top has had 3 inches out of it but with no layback. This was mainly to preserve the look of the car. It looks like an XJS should have looked. The initial reason for the chop was that Gary wanted a chopped car at some stage in his life and this was the perfect starting point. There is still adequate headroom for a helmet and a 6 foot plus driver.
The chances of cutting the front off to extend the car are slim as we would rather get the car to the salt. I think Gary will be happy just driving the car and we are not really chasing a number at the moment.
The motor is as low as it can get due to the front subframe which is quite large. We'd considered turbo's as there is quite a bit of room clear in front of the motor. The simple answer is that the motor existed before the car and the car is being around the motor.
The Jag has a smooth floor and so is already half way there to having a bellypan. A pan will be added under the rear clip and fuel tank and something will get done up front if time allows. The exhaust will exit in front of the front doors but behind the front wheel due to space restrictions under the car.
As for spoilers, we are checking out what is available for racing Jags but suspect that the front will just get an aluminium spoiler. I don't think the rules allow for a rear spill plate for this class. It is allowed to have a rear wing if it came fitted with one.
We are also checking at the moment if BMS allows a fuel class as well as gas as we may run Methanol. The SCTA rules allow this but the DLRA rules state Gas only....
I spoke with Gaz this morning and he has refitted the cage and rear clip and tacked all into position ready for final welding. He's bumped some of the dings out of the body while the cage was out to allow room to move. Rear disks are getting sorted out this week and the diff will have work commenced on it this weekend.
The blower will get some kind of scoop around it so I'll look at Hooley's website, the centre of pressure V centre of gravity equation is one that we have thought about and read up about but have no answer as yet. Ballast will be able to added to the car and will go forward of the rear axle but I don't think we can go the rear wing with spill plates route.
Anyway - thanks for the interest, I'll post more as it happens and will continue to check on your car as well. I haven't seen an update from Dr Goggles and the Reverend Hedgash for a while, I've also been following their build and antics for a while. I believe the Rev is in Dubai at the moment and the Dr is mucking about with motorbikes.
Here's a rear shot:
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On the seventh day all was complete, and behold, it was good.
Friday night a couple of hours.
Saturday 7.00am thru to 2.30am Sunday morning.
Sunday 2.30pm to 10.30pm.
Yes a big week end.
The cage front legs, hoop and rear legs are all welded together.
Floor plates are in. This took a fair bit of time to box the end of the angle which is 90 degrees but the sill is rounded which left a gaping hole. I also had to round off the plates so they had a radius on all the corners to stop them punching through the floor in an accident.
The clip is welded in with the front cross member. The rear legs are welded to the clip and the front legs are welded to the front floor plates.
I jacked it up last night for the first time in months and got some track widths. I should be able to sit the car low with my salt tyres/wheels or lift it up a few inches to fit my 16 x 10 or 17 x 10 Simmons wheels. Still a bit of guess work, but should be close.
I got Big Mike to deliver all the diff components, brakes, brackets etc down to Craft Diffs at lunch time today. They will ring me tomorrow with the axle requiremets so I can order them from Romac tomorrow, along with the wheel studs (which are $25 each, yes that is $25 x 10 = $250).
I am just about sick of welding and grinding but I still have a bit more of the same to go. I will concentrate on the tunnel and rear floor next.
The car is solid as a rock and should become more so once I weld up the floor.
No pics yet as it really doesn?t look different than it did a couple of months ago. The wheel tubs will be interesting.
Got a big week end planned again so will let you know.
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It's been a looooong time between posts for this build. A lot has been happening even though the car will NOT be ready in time for Speed Week down on Lake Gairdner this year.
The diff has been mostly completed and returned to be trial fit to work out coil over locations. This has also been completed and the diff sent back for final welding, straightening and additional bracing that could not be put in place till the coil overs were worked out. Specs for the diff alone make a long list:
2.5 gears (couldn't find any 9" gears that were lower - let me know of any), full spool, 35 spline axles with floater kit, pinion support, 4 link and bracing absolutely everywhere.
The trans tunnel has been cut out as it would have got in the way of the tailshaft and a new one fabricated. It has been made up of square tube joined onto the rear clip and makes the car stronger again. It has been sheeted in stainless and is quite substantial (biiiig). It will also be used for mounting of switchgear, chute release, extinguisher releases and anything else necessary to be within reach.
Big Gaz has also managed to get his hands on an SCBA (Self Contained Breathing Apparatus) setup. They had one lying around at work and his boss said he could have it (lucky boy - they are not cheap $$$). These can provide 30 minutes of air when triggered and would be plumbed into the drivers helmet. He is looking to integrate it to the extinguisher button so that it goes on when they go off. Rod Hadfield had rather nasty problems breathing when he set off his extinguishers last year so this should overcome this problem if the worst happens.
Big Gaz and I are still heading down to the lake this year with a million more questions to be answered. One question I would like to raise here is around bellypans. The Jag will be fitted with a pan but we are wondering how best to do this given underbody airflows. We can put a flat pan completely under the car but were wondering about air getting trapped in areas such as the rear clip. Should we seal the engine bay to stop this but then how do we cool the motor? Should we shroud the radiator and vent it under the car? How have other people done this in the past?
Thanks
Lynchy
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Looks like the links to my photo's have disappeared....
Work is still going on with the Jag with the majority of it occurring on the rear end. The car is getting very close to sitting on its wheels - can't wait to see that.
I'm chasing around for info on modifying Jaguar V12's. The car will still debut with the blown injected Cleveland but down the track it will get it's original motor back but with some modification. It will likely be twin turbo. Big Gaz went shopping and bought another 2 XJ-S's as engine donors, so now we have 3 V12 blocks and 2 sets of "Jaguar flat heads" to play with. Here's a shot of the "new cars". As you can see from the second shot, they are good parts cars.......
(http://i73.photobucket.com/albums/i218/falcon351/PIC00004.jpg)(http://i73.photobucket.com/albums/i218/falcon351/PIC00005.jpg)
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Here's a recent side on shot as well.
(http://i73.photobucket.com/albums/i218/falcon351/Asenseofscale.jpg)
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Looks like you are coming along nicely. We try to work all year on the car, a week in Jan. a week in May, one in July then the week before Bonneville. Gives us time to get new stuff ordered and we all know when they say you will have it next week, sometimes it turns into 3 to 4 weeks or longer. Good luck with your car.
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A little more has happened. Gary has decided to brace the central hoop of the roll cage with bars crossing in the middle, he's got this mostly done and has also added in the side intrusion bars. These run from just under the lower edge of the side window down to the bottom of the front leg of the cage. He is also thinking of adding another brace from where the side intrusion bar joins the central hoop up to the bar above the side window. The interior already looks like an explosion in a spaghetti factory but it will be strong.
I've been talking to a local Jag guy who is helping us out with engine building contacts. He is trying to get hold of a guy who adapts Jag V12's for aero use. We want to talk to him as he has a great deal of experience with blown/turbo V12's + bored/stroked V12's. If anyone wants to add any advice regarding the best way to go with modification to Jag V12's - feel free.
Gary has also managed to find that the rear bumper off a VT Commodore?? works extremely well as a front air dam. You guys might be more familiar with this as a Pontiac GTO rear bar (the aussie Commodore 2 door adapted by Pontiac as their new GTO). Useful things can be found on Commodores!
The drivers seat goes in next.........
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Hey Lynchy,
there is a guy in Adelaide that Drag Raced a V12 Jag in a hot rod for years, and did quite well in it,
PM me on the DLRA site if your interested in getting in contact, He was a co ANDRA delegate with me in South OZ, a few years back..
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Dirty
Thanks matey, I'll drop you a line.
Meanwhile here's another update (it's been a while)
I've been down to Sydney recently and got out to check out the Jag.
Last update mentioned that Gaz bought a couple of spare cars for their engines, it also made it apparent that the car he has is very good. The 2 spares are little more than rust held together by paint and dirt. They are also handy for spares that may be needed down the track.
Work is still in progress on the roll cage! Just when you think he's finished on it, paranoia sets in and more bar work is the end result. He's cross braced the roof bars and has put in the side impact bars. Here's some shots of these:
(http://i73.photobucket.com/albums/i218/falcon351/Morebars.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Cockpit.jpg)
The second photo also shows a bit more of the tailshaft tunnel / centre console that has been fabricated. It is quite large but needed to be as the tailshaft and gearbox now sit higher in the car as it has been lowered so much. It also adds to the strength of the car.
and here's a shot of the rear bar work that has been finished. I think the last photo I posted of this was when it was still in progress:
(http://i73.photobucket.com/albums/i218/falcon351/Rearbarwork.jpg)
Gary is going to add in a support to the front header bar as demonstrated here:
(http://i73.photobucket.com/albums/i218/falcon351/Frontbar.jpg)
but this won't go in till later. A bar is going to be fitted across the dash and tie into the front upright bars. Once this is in place the front support will go in. The bar across the dash will be welded to the firewall and could be used to mount bits and pieces (steering column, electronic dash, etc). Another bar that will be fitted will go from the base of the central hoop, next to the driver and up to the roof bar. This will have a few straps also welded to it and back to the central hoop to keep the drivers head contained in the car.
Here's a couple of more photos that may help visualize this:
(http://i73.photobucket.com/albums/i218/falcon351/Testfit.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Ilikeit.jpg)
In the first image if you can imagine a bar coming up from the bottom left and going up next to his head. Ignore the helmet, this is also for testing purposes.
In a previous post I mentioned using an SCBA (Self Contained Breathing Apparatus). Here's a shot of it as well:
(http://i73.photobucket.com/albums/i218/falcon351/SCBA.jpg)
Gaz was thinking it would go next to the seat but it will go in the boot for safety reasons. The regulator screws into the top and a hose will go through a bulkhead in the rear firewall and get connected via another hose to the helmet. The pressure out of the reg is very low. One area to still be worked out is the fire extinguishers. There will be two for the engine bay, one for the cabin and possibly another one for the boot. If we go for the Coldfire system the SCBA may not be needed but would be useful if the cabin fills with smoke.
We talked some more about ventilation for the cabin and an idea is to run fresh air into the car via the frame rails which would be sealed. A throttle body at the front could be opened to let air in but could be sprung shut in the event of fire and the fire bottles being triggered....
The diff is finally finished, check it out:
(http://i73.photobucket.com/albums/i218/falcon351/Diff.jpg)
Does it look strong enough? The car will get some time on a drag strip as well as the salt just for fun. It will also get used wherever else it can. So the diff is probably overkill.
The diff centre is currently set up with a 4.11:1 on a spool for when the car finally gets fired up and a test drive happens, these will be swapped for 2.5's for the lake. So the diff is ready to be fitted and the car will be on the rear wheels soon. He's got a set of front hubs that need to be fitted with bigger studs that will also allow the front discs to be mounted before the front wheels will go on.
There is another discussion on the Aussie board at the moment regarding front brakes and whether or not to fit them. The Jag will get them as they will cause minimal drag, the weight doesn't matter, the car will be used for other purposes and in case anything goes wrong with the chute.
One more thing is the front air dam. Gaz found a rear bar off a late model Falcon which looks soooo good:
(http://i73.photobucket.com/albums/i218/falcon351/bumper.jpg)
This may or may not get used depending on the rules for this class. It may be that the standard front bar gets used over the top of this one or this bar gets cut to allow the standard bar to be used or it is modified in some other way. The way the rules are, we have to use a standard front bar but can't protrude anything in front of this....
One more thing is ride height. Under advice from Bob Ellis (200+ MPH in an aussie falcon C/GCC), we'll have to lift the rear a bit to get air out from under the car to prevent lift. It was always going to come up a bit but we may have to keep an eye on this. The car will be getting a bellypan which will also double as a skidplate to prevent hooking up when the car gets loaded onto trailers and this arches up at the rear of the car. The car may also get a spoiler but this depends on what was available for this model car (under the rules for MS) and if it suits the purpose.
So what's happening at the moment...
Assembling the diff to fit it
Work on the front hubs
Finish off the cage........
Organise the fire system
Decide on a new engine management computer
Order a tailshaft
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Great looking fab work! Especially on the cage. I want everyone to pay attention to the CORRECT way to mate cage tubes together at intersections!!! All of the tubes are joined at the intersections such that their centerlines cross a the center of the joint. You don't see any tubes that are connected to other tubes away from the joint just because it is easier. All of the tube load paths converge at a common point.This cage is done right.
Great job!
Ever notice though that the steering wheel is on the wrong side? Is this because toilets spin the opposite direction down under??
Rex
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The joining methods vary by material and intended application by design often with rules to match.
Offset bracing has a crush ability that is required for some types of materials and use.
"A blanket statement only serves to blanket the hidden details." (me)
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Jack,
I haven't seen many rule books that define the "eccentricity" of a tube joint and I don't thinks that a poorly designed joint is better because it has "crushibility". Most of them are made because the person doing the design either doesn't know the correct way or is to lazy to do it the correct way.
Rex
BTW how do you calculate "crushibility"?
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Great looking fab work! Especially on the cage. I want everyone to pay attention to the CORRECT way to mate cage tubes together at intersections!!! All of the tubes are joined at the intersections such that their centerlines cross a the center of the joint. You don't see any tubes that are connected to other tubes away from the joint just because it is easier. All of the tube load paths converge at a common point.This cage is done right.
Great job!
Rex - Thanks, I will pass on your comments to the accountant that built the cage. He is pretty anal about everything looking right and being right and as safe as possible (because he is also the test pilot and hopefully not the crash test dummy - another Owner/Builder/Racer). He also fabbed the brace on the rear of the diff, when he took the brace back to the diff builder to finish it off he was asked why he made it so nice, as there were no gaps anywhere. Some people are just perfectionists.
Regards
Lynchy
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Rex
The cage shown in the pictures seems to be very substantial and well suited to the application.
Speak to the vehicle shown and don't impose those methods and standards on everything with a cage.
You might examine the SFI requirements for 4130 TF chassis for example.
"Crushability" is a specifically tested feature of a design that is part of the overall package.
Every racing series is unique with rules to match.
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How do you guys get out of that thing? If you will be running at Bonneville your driver will have to suit up completely - get buckled into the car - then have to extricate him or herself in under 20 seconds. Those door bars up around the shoulder and angling down look like the might slow down egress - but I can't tell!
Carl J
A little more has happened. Gary has decided to brace the central hoop of the roll cage with bars crossing in the middle, he's got this mostly done and has also added in the side intrusion bars. These run from just under the lower edge of the side window down to the bottom of the front leg of the cage. He is also thinking of adding another brace from where the side intrusion bar joins the central hoop up to the bar above the side window. The interior already looks like an explosion in a spaghetti factory but it will be strong.
I've been talking to a local Jag guy who is helping us out with engine building contacts. He is trying to get hold of a guy who adapts Jag V12's for aero use. We want to talk to him as he has a great deal of experience with blown/turbo V12's + bored/stroked V12's. If anyone wants to add any advice regarding the best way to go with modification to Jag V12's - feel free.
Gary has also managed to find that the rear bumper off a VT Commodore?? works extremely well as a front air dam. You guys might be more familiar with this as a Pontiac GTO rear bar (the aussie Commodore 2 door adapted by Pontiac as their new GTO). Useful things can be found on Commodores!
The drivers seat goes in next.........
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Carl
The car will only be running at Lake Gairdner in Australia unless we win the lottery and are able to bring it over to Bonneville. But that doesn't change the question...
How do you guys get out of that thing? If you will be running at Bonneville your driver will have to suit up completely - get buckled into the car - then have to extricate him or herself in under 20 seconds
This is the question I asked Gary when he was explaining his desire to add another bar bisecting the side intrusion bar. There is still a large amount of room to get out even if this bar goes in so shouldn't be a problem. We tried entry and exit several times with it in place. I like the idea of a grab handle though so this will probably get included. We will do several trial runs of emergency exits before the car goes down to the Lake. I'll be down at his place in a weeks time so will time him and let you know + maybe a few photo's of the process.
Lynchy
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damn drivers seat is on wrong side.
Jon
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damn drivers seat is on wrong side.
Jon
.....yeah but the car's on the right side of the world :-D :-D ....when are we gonna see you again Jon?
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Jon
You should know it is on the right side.
Lynchy
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damn drivers seat is on wrong side.
Jon
Photo Shop
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Gaz has sent me some photos of the fitting of the right hand wheel tub. He's now got it sussed how to get it in place and how to keep it there. It looks pretty good to me. This car has one of the fattest rear ends I've seen for a while (insert YoMama joke here) the rear quarters bulge out from the base of the side windscreen about 8 inches or so. No good when you're trying to stuff a big tyre in and keep the car low!
(http://i73.photobucket.com/albums/i218/falcon351/103.jpg)
Try to imagine the rear clip (blue rectangular tubing) fully sheeted. There won't be much room in the back seat! There will still be room for the fire extinguishers in front of the the tubs behind the central hoop of the rollcage and we might be able to squeeze in a video camera or two! The rear firewall between the cabin and the boot will be pretty small as you can probably see.
(http://i73.photobucket.com/albums/i218/falcon351/105.jpg)
Gazza has also fitted a brace underneath the panel below the rear windscreen which will strengthen this area, allow the boot lid to be hinged off it and provide another fixing point for the wheel tubs. I don't think it is in place in this photo though.
One of the criteria of getting the wheel tub in was to hopefully not have much in the way of ledges for salt to build up on. It will happen anyway but we didn't want a large amount of salt building up and sitting there. We wanted the underside of the car to be as easy to clean as possible and as smooth as possible. The lip of the guard may or may not go?? You can also see in this next photo the frame that will be the rear section of the bellypan:
(http://i73.photobucket.com/albums/i218/falcon351/109.jpg)
The blue tube at the bottom of the rear quarter is the leading edge of the rear section of the bellypan and it is angled up to the rear of the car (not sure of the angle but it looks right). The tub will have a section added to the bottom to then meet up with this tube. The semicircular inside wall of the tub will also need to be extended down and notched for the diff. Does anyone have any ideas for sheeting beneath the diff under the rear clip?
We are following the Chris Hanlon (Legendary Australian Salt Lake Racer) racecar building methodology of starting at the back and working forward. Once the rear end is completed and sheeted the seat will go in, then the cage will have another bar added tying the front bars together to the firewall.....
We're also in the process of getting new front hubs machined up. This ended up being necessary as the standard hubs didn't have a lot of "meat" left when machined to change the stud pattern from GM to Ford and the studs increased to 5/8". They should be ready soon. Once they are back and the left hand wheel tub goes in the car will become a roller and we can check out the stance.
Thanks
Lynchy
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Thought I'd post some more photo's and advise of some progress. The roof flaps we bought have arrived so thanks to Doug Odom for the tip of where to get them. I think they will be useful to have. There was a recent thread about a NASCAR at Bonneville that had a spin and you can see in the photo's that they open and the car stayed on the ground so they appear to have had the desired effect. Here's how we see them going:
(http://i73.photobucket.com/albums/i218/falcon351/Roofflaps.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/ExtFlaps.jpg)
The roof of the Jag is quite small in comparison to the size of the flaps so we see two on the roof as they are laid out and we are wondering whether to fit one to the boot lid. We've got the flap spare and it will be easy to fit to the boot so???? Any opinions??? We are also still thinking whether to have the flaps open via air pressure (as per NASCAR) or via mechanical means (as per Hooleys Stude)...
The tubs are now almost complete:
(http://i73.photobucket.com/albums/i218/falcon351/Fat.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Interiortubs.jpg)
There is still a bit of sheetmetal work to be done but they are mostly finished. They took a long time as Gary is a bit of a perfectionist and put a lot of effort into them. He wanted to brace them so took several pieces of angle, notched them every inch, bent it to fit over the tub, then welded the notches up and ground them smooth. They look easy but took a hell of a lot of time. Dr Goggles had said that he thought at times it would have been easier to build his car from a billet of metal, I replied that we've ground ours out of a lump of weld.
The NASCAR thread also went into tyre width and how narrow is best. Since we have already got wide tyres I was hoping for an explanation. Do wide tyres have a tendency to push the car sideways when the wall of air gets hard to push?? I understand the theory of contact patch in narrow Vs Wide tyres but wondered at the hint of spins being caused by wide tyres.
Another area that is well underway is the firebottle mounts. The car will use 4 x 10kg "Coldfire" bottles mounted to the rollcage in front of the tubs. Here are a few shots:
(http://i73.photobucket.com/albums/i218/falcon351/Topview.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Interior.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Firebottles.jpg)
Where there is red tape around the taxi bar there will be a top mount for the bottles. We've also been advised to make another strap that will hold the bottles in case the worst happens, the car flips, and the bottles try to exit out the top of the brackets. There isn't any spare room around these once the tubs are done and a box is made up around the four link connectors.
Another idea is to build tubes into the car next to the rollcage with jack stands contained within them so that when we are in the pits and need to work on the car we jack it up via the pushbar at the back and drop the stands by removing a pin from the outer tube. The worry is retaining them when the car is in flight, but if we pin/bolt them correctly this should be OK. The car has two jack points located in the front of the sills to get the front up, so two more stands would be built in up front. The car will have only a bit more than an inch ground clearance tapering up at the rear.
The only other consideration is to fit a mascot
(http://i73.photobucket.com/albums/i218/falcon351/5inchMASCOTLarge.jpg)
It probably won't slow it down too much!
Regards
Lynchy
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The roof of the Jag is quite small in comparison to the size of the flaps so we see two on the roof as they are laid out and we are wondering whether to fit one to the boot lid. We've got the flap spare and it will be easy to fit to the boot so???? Any opinions??? We are also still thinking whether to have the flaps open via air pressure (as per NASCAR) or via mechanical means (as per Hooleys Stude)..............
I think the air pressure is fine, but I would only do it if you put the ducts in the side windows so that as the car gets sideways it pressurizes the flap pockets and starts to open them. We didn't do that and decided to go with the spring to get them opening and that meant a manual latch. I might look at a way for them to lift naturally, but also have a captive spring that would engage them also any time the chute is released.
Last year and this year the car never did spin 360 degrees, but in 2006 if you watch the video at one point the back of the car was facing down course and the flap did deploy all the way then. This year I don't think it deployed all the way.
Here are two videos you might want to look at. In the first the black Camaro was near backwards it looks like before it lifted. In the other the car actually went all the way around once and it looks like it lifted when it had the full side of the car to the air. A car sideways to the air can make a pretty good airfoil also. Nothing is for sure, but anything you can do is good.
http://www.youtube.com/watch?v=Hk5DTlgAtt4
http://www.youtube.com/watch?v=F5jSA4VF0kY
One final thing, if the driver thinks he is loosing it get the chute out. That is the safest thing you can do. Chances are he isn't going to save it and it is a lot better to get back in line for another run than go home with a broke car and/or driver.
You guys are doing a good job,
Sum
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Lynchy,
Great engineering and damn nice fabrication. Can't wait to see it finished. Love the ride height! One inch!!!!
You will probably need to do s0me CFD on that hood ornament thuogh!
Beautiful!!
Rex
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Thanks Guys, I'll pass on your messages to Big Gaz (Owner, Builder, Driver, Accountant!).
Scary videos for sure, that's what we want to avoid at all costs! Funnily enough, all the other videos that came up around these ones were women drivers crashing in silly ways???
Rex - The mascot has been real-time wind tunnel tested by thousands of jags at half race speed and found to produce lift in the owners wallet! We are calculating where to position ours to get our Cg ahead of our Cp. :-o
Sum - As everyone else is saying, "Get back in the workshop!" :lol:
Lynchy
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Does anyone know how fast that black Camaro was going at lift off? Is there a magic speed at which a spin becomes a roll?
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can't help on the Camaro speed....but this car which has been a regular at the Lake Gairdner meet here in OZ is owned by Mark Bryan , a great guy from Murray Bridge in Sth Australia
(http://[IMG]http://i190.photobucket.com/albums/z187/fourdoorshitbox/BryanXW136.jpg)[/img]
he got it a bit out of shape last year...at 175mph
(http://i190.photobucket.com/albums/z187/fourdoorSubarubox/BryanXW136.jpg)
it left skidmarks for nearly half a mile........but he said it didn't once feel like it was going to roll and a lot of that time it was side-on......here he is reflected in the side glass
(http://i190.photobucket.com/albums/z187/fourdoorSubarubox/Bryanreflect129.jpg)
the same year he pulled into the pits and one of his crew said "what happened to the back window?"............he hadn't noticed but it had sucked out and was all over the track....
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Does anyone know how fast that black Camaro was going at lift off? Is there a magic speed at which a spin becomes a roll?
The info I had was about 235, but that doesn't really mean anything as every car could be different and react differently.
Hooley with the Stude has been around as far as 180 degrees and so far the car has stayed on the ground. We added a roof flap a couple years ago and have hoped that it helped. Our CP is about 8 inches in front of our CG and we are going to try and increase that distance this next year and add 500-1000 more lbs. of weight. We are at about 4500 now and right at 50/50 front/rear distribution.
The main thing is that if the car starts to get very far around don't count on saving it. Get the chute out and at least stay in one piece and get back in line. Once you start to loose the car the chances of correcting are going to get very slim. I'm not talking about a little wheel spin and the back end moving around a little. You will know when.
c ya,
Sum
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it left skidmarks for nearly half a mile........but he said it didn't once feel like it was going to roll and a lot of that time it was side-on......
I remember hearing either Mark or someone else saying that he went out to check the skid marks and because there were 4 at all times he was happy. Also, it would be hard to imagine an old XW Falcon getting airborne as they have the aero of a brick! They do get light in the nose at high speed though!! I'd heard that the chin spoiler while looking cheap and nasty was supposed to be able to pull the front down a substantial amount.
I spend a little bit of time on the Falcon GT website (I used to have an XW GT) and they post about top speeds in the 140s to 150s so I posted a note that this XW had done 180mph.......no response. No sense of humour those guys!
Lynchy
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It's been a while hasn't it?
I thought I'd post some recent photo's of the Jag:
(http://i73.photobucket.com/albums/i218/falcon351/Image081.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Image084.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Image079.jpg)
The diff is in, the fuel tank and battery mount is in, part of the bellypan is in, the fire extinguishers are in, the rear has been sheeted, the push bar is in, the driver (& passenger) seats are in. The motor is going in over the next few weeks!
Lynchy
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G'Day Mate: Just thought I'd send along a little Christmas encouragement. We started a project two years ago for Bonneville. We started with a 1984 XJ6 more-dor sedan. [with the steering on the other side]. Having been old time drag racers from here in the states, we are old Buick power nuts. We decided to look at the XO engine class', so we built a 1947 Buick inline 8 for the Jag and backed it up with a Tremec 5 speed and the Jag rear. Nothing is off the shelf for the car. No one makes any chassis stuff for the Jag, and none for the old Buick either. Anyway, we took it to the Salt this year and set the XO/BGC record at 151.508. We surprised [and encouraged ] ourselves, and hope to go back even faster next year. We're really having fun now. Hope you make it to the Salt someday. By the way, do you know my buddy from here in Montana that runs his two jet cars down your way at the drag races? Chuck Haynes and the Gravity Storm and the Volcano. Raced with him up here for years [and drank much beer together]. Doug
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I spend a little bit of time on the Falcon GT website (I used to have an XW GT) and they post about top speeds in the 140s to 150s so I posted a note that this XW had done 180mph.......no response. No sense of humour those guys!
Lynchy
Pre speed limit days my brother was getting a lift with the local Ford dealer home to the bush and they were on the Hume highway near Seymour when a cop chased them and pulled them over( it was single lane)It was probably a new GT they were in,
"How fast do you think you were going?"
" 'bout a hundred?"
"nup, see that car coming?.....I passed him to catch up with you , he's doing a hundred"
As my brother says the car in question was off in the distance, they were stationary on the side of the road and he reckons when they passed that car IT looked almost stationary......
"you were doing 145 , take it easy"
Of course as soon as he got back in he just mashed it again.
Around this time on the same piece of road my mum, driving a Fairlane,had a blowout front right, broadsided and then spun at about 70 ending up on the wrong side of the road fortunately avoiding anything coming from the other direction ,me in the front , no seatbelts from memory..........i'm glad no-one was coming the other way at 145. :wink:
The Jag looks great, I mean it. :-D
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Thanks! [Lets see, is the steering on the wrong side?]
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Doug
Love the XJ6!! There's one in the shed opposite the XJS with it's engine out at the moment, hmmmmmm! Steering looks ok but you need more gauges!! The XJS is set up so you can put the wheel on either side, there are steering wheel holes on either side you just need the right rack. I think the steering should be on the side that you are used to getting out of. If you wipe out and bang your head you want to get out of the "natural" side of the car and not into the passenger seat area.
The XJS should have the Ford Cleveland fitted by now. I'll make a phone call and find out.
Dr G - How did the cop catch your brother? There was nothing in Oz at that time that could catch up to a GT or HO going full noise. Except for maybe a HO with the rev limiter disconnected!!! Which gets me to how I split a bore in my GT, Clevelands don't like 7000rpm unless the bores are standard or it's a NASCAR block......$$
Lynchy
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I would assume the cop was in some sort of "pursuit" Falcon, I'll re-check the details and report back....
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Lynchy, Funny you should mention the guages. When we were ready to go to the Salt last year, an old Salt Veteran friend of ours looked at the car and said "Why all the guages? You'll never have time to look at them anyway." Somewhere in the middle of my first pass, I realized what he was talking about. Keeping the "floating mountains" in front of you comes first. If they get more than about 15 degrees off of center you are no longer a driver. You are now a passenger. By the second pass, we installed a video camera and watched the guages in the pits. Put some pics of the XJS on when you get it together.
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Doug
I like the look of the XJ6 racer, it looks so out of place! Great looking car!
We had the same idea withe the gauges - video them and check back later. Set the tach up so it can be seen without looking around too much and either a trouble light for the rest or camera on the gauges, a full Motec setup would be nice but a bit pricey.
Dr G - maybe the cop was in a Charger???? :-D
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Again, been a while. Time to post some photo's of the engine in position and the exhaust half built:
(http://i73.photobucket.com/albums/i218/falcon351/102_0023_640x480.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/102_0024_640x480.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/102_0033_640x480.jpg)
The motor is slightly lower than the roof (about 2-3 inches)
Lynchy
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It is starting to look pretty serious!!! Do you plan to add a shroud aroung the blower for a little streamlining?
Amazing on these projects when you get all of the big parts stacked together and someone looks at it and says "you are almost done!" Not even close it is all of the hundreds of small details that really take the time but you sure are looking good!
Rex
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Rex
There's a safety shroud for the blower belt and there will be some kind of scoop but we need to find something around the right size that looks good....?
When the V12 goes in all will be under bonnet as it will be twin (or large single) turbo. It should fit in front of the motor.
Yeah, you're right with the amount of work on the details. Wiring, fuel system, dyno, engine management, fire system, sand blast the whole thing and paint it, windows...... then the hood ornament.
Lynchy
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Lynchy, it's looking good, Always a lot of work and details to do.
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I got the 120 day posting warning so again it's been a while.........
There's been more work done on the Jag so here's some photo's
(http://i73.photobucket.com/albums/i218/falcon351/100_0319.jpg)
We wanted to install some ballast and Gary came up with the idea of mounting it in the sills. So he cut a big piece of angle to be welded in on top of the sill with a long slot cut in it. The ballast will be lead poured into the 100x100 tube on the ground next to the car. It should end up weighing around 220-240 pounds per side. The slot allows the ballast to be moved forward or backward depending on how the wheel weights end up when the car is finished. The tube has nuts welded into it that allow it to be bolted in place when it is in the right position. There will be sill extensions put on the car when the bellypan goes in. It could have been done different with less adjustment but we're not sure of what will be needed??
Here's a couple of other photo's of it:
(http://i73.photobucket.com/albums/i218/falcon351/100_0318.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/100_0300.jpg)
The other thing that we've gotten done is the bonnet
(http://i73.photobucket.com/albums/i218/falcon351/IMG_2383.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/IMG_2380.jpg)
There is a shroud to go over the belt and the hole has been enlarged. We we're thinking of running a scoop but will leave it naked to start with for qualifying because it looks pretty good! It makes a good hood ornament! Down the track the Jag V12 will be underbonnet.
So there you go. I'll post some more when we get the front bar on.
Lynchy
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Looks like you've been busy for those 120 days. Clever idea on the ballast, and I agree about the hood ornament.
Chris
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Lynchy;
"We wanted to install some ballast and Gary came up with the idea of mounting it in the sills."
It sounds like you got that idea from watching the movie "The French Connection" :-D
I've always wondered why no one brought an XJ-S to Bonneville; the frontal area is fairly low and it should be a good shape for a stock class car.
I visited the UK years aga and stumbled upon the Lister Works. They gave me a very nice tour of their facility and I was impressed with what they were doing to hot rod the Jaguar V12.
Good luck with your effort: I look forward to seeing your XJ-S run at Bonneville!
Regards, Neil Tucson, AZ
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I've always wondered why no one brought an XJ-S to Bonneville;
According to Keith Turk there was an XJS that visited Bonneville. I just went to the link that I had for the website but it is now gone. It was a turbo'd Chev motor putting out a stupid amount of horsepower. I think it had a standard rear end and bodywise looked stock. I thought it did 245mph but the link said 220...? Our goal originally was to crack 200, then Keith told us about the other XJ-S so we'd like to go a bit faster than it.
The specs are good - standard Cd is around 0.39, we've chopped the top 3 inches and lowered the car to belly button level and shaved everything no longer needed, the top of the roof is about 40-41 inches tall (the injection hat is about 36). The mirrors are gone, the glass will be flush and it will have a bellypan. The stock underside of the car is fairly clean though. The rear is really nice, it tapers in at the rear + the top and bottom both taper in as well so it has a clean exit from the wind.
It will be a fun car once we get it going.
Lynchy
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Lynchy;
Good luck with your Jaguar project; I look forward to seeing it run on the salt. I had an '85 XJ-S street car and really liked it. It was a great highway cruiser. The V12 torque was like an electric motor.
Regards, Neil Tucson, AZ
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You gotta put the Cat on the hood for tradition. [only take it off if you get close to a record and need the last breath of air]. Looks really good so far. Love the ballast idea.
Doug :cheers:
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Neil - I think this one is an 85 as well, close to it anyway. Just reread your post. We're in Australia so not much chance of it running at Bonneville unless we win lotto.
Doug - We got a lot of footage of your car from Norm Hardinge's video. Loooooove all the guages, you'd have to be a fly to take all that data in! I will get a hood ornament for the car (I've got to pay for something!) but probably won't worry while the motor is poking through. We talked about a scoop but what fun is that? There's not a lot of blown cars that get down to our lake so you want to see it! I can't wait to hear it. The last car it was in had 3 mufflers and it was still extreme. This is straight out the pipes! The crew will need ear protection.
Lynchy
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Lynchy,
I can only see about two of the guages. The helmet view with the restraints and harness restricts the movement. We didn't take that into consideration when we put the car together. [An error in the Budweiser engineering]. We mount a video camera on the shoulder bar of the cage and focus it on the guages of importance at the time and record the data [and sound] for later review. Now that we have the EFI fuel system, the data log takes care of that, so the camera is redundant. I've heard talk that they are going to point the camera at me and see if I'm doing my job while in top gear. Probably catch me texting my Daughter or taking a nap before it's time to pull the chute. You'll like the way the Jag handles at speed. All we've done really hasn't hurt it. The Brits did a good job of design.
Doug :cheers:
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All I can say is wow. :-o
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Took some more photo's recently when we fitted up the front bar. It is the rear bumper off an Aussie 1999 Ford Falcon. It works pretty well for the front of the Jag. The bar will be attached at the sides and front and when the fasteners are released it slips off towards the front. The bracing behind the bar will double as the front jacking point.
(http://i73.photobucket.com/albums/i218/falcon351/100_0327.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/100_0320.jpg)
The sides were yet to be completed when I took the photo's... they are probably done now.
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Again, it's been a long time between drinks...this time over 120 days... time for another update
So, since October 2009 a fair bit more has happened. Big Gaz and I came over to Bonneville and worked in tech inspection so we got to meet a few of the posters here. Rex - what happened to the shirt from Salt Talks? Never mind, it's yours! We had a great time and Gaz spent spent a heap of money propping up the American economy via the aftermarket speed equipment industry. We came back to Oz with a lot of info on how we can improve our event and have already implemented a fair bit of it ready for our upcoming event.
Back to the car. Most recently Gary has added in more safety items from knowledge picked up in teching cars for Bonneville and also from discussions with Kiwi Steve, Lee Kennedy, the guys from DJ Safety and other racers. BY the way, big thanks to Steve and Lee for looking after us so well! So he's installed the NASCAR roof flap, added in bars around the helmet and also added in a window net.
The roof flap:
(http://i73.photobucket.com/albums/i218/falcon351/photo1.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/photo2.jpg)
This is the underside. The flap is connected into the roll cage for strength and the cables are inside the rear tubes.
(http://i73.photobucket.com/albums/i218/falcon351/003.jpg)
Next up was the head restraints
(http://i73.photobucket.com/albums/i218/falcon351/009.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/headrestraintsjpg.jpg)
They are made from exhaust tubing and slip over mounts welded to the cage. These are bolted in place but can be removed when working on the car or when cruising. The car is being set up with a passenger seat and the suspension can be raised for participating in other Aussie events like Powercruise.
Next up was the seat belt mounts. We learned that the best way to mount these was to limit the length of the belt to the minimum and provide plenty of room around them so they don't rub on any metal. So the opening in the seat has been enlarged and when they are pulled down there is no chance of moving and minimal ability to breath!!
(http://i73.photobucket.com/albums/i218/falcon351/100_1255.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/100_1262.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/100_1265.jpg)
The window net. Gary thought long and hard about how to set up the net so that it was easy to drop and get in and out of the car plus provided full coverage of the doorway in the event that the door gets lost ... We checked out the damage to the silver Pontiac??? that went over during Speed Week last year and have seen that the doors are the first bits to go. He's used straight rod to hold the net and welded in wobble bars from a socket set to articulate the joints.
(http://i73.photobucket.com/albums/i218/falcon351/004.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/005.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/100_1260.jpg)
Gary also decided that as the car is a Jag then he should add in a wooden steering wheel and will probably apply some wood grain vinyl sheeting in the interior so he's got something nice to look at while he's waiting for the push car!! Old Jag joke...
(http://i73.photobucket.com/albums/i218/falcon351/photojpg.jpg)
a new boss was machined up so that the stock Jag steering column was able to be used. It has adjustable reach so was worth keeping. It also had to be able to accept the quick release for the wheel. Here are all the parts
(http://i73.photobucket.com/albums/i218/falcon351/photo2-1.jpg)
and the finished item:
(http://i73.photobucket.com/albums/i218/falcon351/photo4.jpg)
The steering column drop had to moved to the inside of the car about an inch to allow the drivers gloves to clear the roll cage. This then led to Gaz mounting the fluid reservoirs for the brakes and clutch and finalising the bar that the column drop mounts to.
(http://i73.photobucket.com/albums/i218/falcon351/photo1-1.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/photo2-2.jpg)
That's about it for now. He's also finished off the cover for the clutch slave cylinder and is now looking at making up a switch and fuse panel for the console in the car.
Stay tuned, there will be more updates in the future.
Lynchy
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Damn, all that work and you guys put the steering wheel on the wrong side of the cockpit.
Other than that looks great!
DW
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Wow! Looks great! I was wondering what was happening. Thanks for the update. :cheers:
And... when you are making those specialty Jaguar racing parts... make a second for your fellow XJS racer in the States. :wink:
Geo
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Looks great! I really like this build, and it's coming along nicely. :cheers:
I've got a buddy in Brisbane, Wayne Woonton, that plays with Flatcads and Jags.
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Dan - Thanks, funnily enough the XJS is set up for the wheel to go either side. All the holes and mounts are already there. But - it would mean looking for a different steering rack..... A very belated Thankyou to you as well for your time at Speed Week. We'll see you again. We will come back.
Geo - the steering wheel boss took 2 days to make. Gaz's dad did the work. He was a fitter and turner back about 50 years ago and does things the right way. If you worked out an hourly rate for the work, you wouldn't buy it. Have you got the stock spin lock adjustable column in yours?
Flattie - The car is in Sydney, and unfortunately I live in Brisbane which makes it difficult to get over to work on the car. I just handle Gaz's publicity since I'm an IT guy and he's an accountant.
I'll post some more stuff sooner next time.
Lynchy
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Dodge, all that work and you guys put the steering wheel on the wrong side of the cockpit.
Other than that looks great!
DW
Sorry Dan
The wheel is on the right side
G
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Lynchy,
I love your head restraints!!! Great idea and execution.
Tee Shirt: I still have it in the bag and of course I lost your address (I blame that on being an old guy!) so send me your address and I will post it to you. My E mail address is rexschimmer@gmail.com.
Better yet come over for Speed Week 2011 and I'll give it to you!! Great meeting you guys! and hope to see you again.
Rex
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Rex
It's all Gary's work on the car. He might be slow but at least he takes a long time! He was thinking of making the right hand one swing out but slapped himself and just got it done. Don't worry about the shirt. We're happy it's got a good home. We will definately be back but maybe 2012???? I start a new job soon so holidays will be an issue and I've really got to give priority to our event first.
Lynchy
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Re:
"Gary also decided that as the car is a Jag then he should add in a wooden steering wheel..."
A wooden steering wheel in a race car is a very bad idea; in a crash the wood will splinter and become a potentially lethal fragments.
Regards,
Neil
Tucson, Arizona
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It's been a while since posting here but the Jag is nearly complete. The DLRA is attempting to have an even in a few weeks time due to being washed out in March. This gave Gary a few more months to finish the car to the standard that he had hoped for. Here are a few recent pictures but more work has happened since these.
(http://i73.photobucket.com/albums/i218/falcon351/Jagfrontview.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Jagfrontsideview.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/Jagsideview.jpg)
Enjoy! If you want to see more go to the DLRA forum under Build Diaries.
Lynchy
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That is a nice looking piece. :cheers: :cheers: :cheers:
Pete
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Have you ever looked out over a parking lot and wondered, "Where'd I park my car?"
I didn't think so.
Kosmic Killer Kat Kolor. :cheers:
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As promised some recent photos.....
The Shaguar finally got her chance to run at the 2013 DLRA Speed Week event held recently. The cat performed well with licencing runs of 125mph and 150mph. Then over to the long course for the 175mph run and chute pull. All OK so far....
(http://i73.photobucket.com/albums/i218/falcon351/IMG_1246_zpscc1dbc45.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/IMG_1254_zps77f5353b.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/IMG_1307_zps6afc91f4.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/IMG_1315_zps2d344f08.jpg)
(http://i73.photobucket.com/albums/i218/falcon351/IMG_1340_zps61107a0b.jpg)
Gaz and the Jag were cleared to go for 200 next and this is where the problem occured. This is the final shot after the spin at 195mph when the bonnet popped open and upset the aero. It looks like the bonnet lifted due to pressure building inderneath and upset the aero causing the rear to let go. When the car went around the bonnet flopped right open and then slammed back when the car came back around. Damage is superficial and will be sorted out for next year with several bonnet pins.
(http://i73.photobucket.com/albums/i218/falcon351/IMG_1344_zpsf7765d1f.jpg)
Lynchy
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Sorry to see the damage, how did the car feel while under power? Was the car stable, how was the traction?
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What a shame. It looks great (before). It's a pity to have to wait that long. Thanks for the great pics.
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Ouch!! I hate when that happens!
Car has got potential though. Best of luck next year!
:cheers: :cheers: :cheers:
Fordboy
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Hello.......bvillercr.
FREUD
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I love those XJSs. Hard luck but you'll do better next time.
Regards, Neil Tucson, AZ
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Hello.......bvillercr.
FREUD
Hi... :-D
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Bville
I'm the Freud or Rat of this build. Big Gaz is the owner/driver and I'm the crew. I couldn't get to the event for it's maiden voyage (which killed me) but Gaz reports that up to the bonnet lifting it was perfect. It was stable, straight and tractable until the bonnet came up...
The car was on track for 200 but is only geared for about 210 currently with this motor as it is redlined at 6500. Once we go to the Turbo V12 which revs out to 9000 we should be good for a theoretical 250. We'd like to have the worlds fastest Jag eventually, driven by the worlds fastest accountant!
Lynchy
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The car was on track for 200 but is only geared for about 210 currently with this motor as it is redlined at 6500. Once we go to the Turbo V12 which revs out to 9000 we should be good for a theoretical 250. We'd like to have the worlds fastest Jag eventually, driven by the worlds fastest accountant!
Lynchy
turbo V12 Jag rev to 9K???
to much time in club a....l
G
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The car was on track for 200 but is only geared for about 210 currently with this motor as it is redlined at 6500.
let me see 28's, that'd be a 2.5:1 9 inch yeah?
Once we go to the Turbo V12 which revs out to 9000 we should be good for a theoretical 250. We'd like to have the worlds fastest Jag eventually, driven by the worlds fastest accountant!
Lynchy
whoeeeeeeee, I'm gonna hang at the canteen and get me a souvenir piston. :evil: :evil:
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whoeeeeeeee, I'm gonna hang at the canteen and get me a souvenir piston. :evil: :evil:
Cheaper by the dozen?
Lynchy, sorry to see the air brake cut loose on you, but yes, tin is easier to fix than straightening the chassis.
Don't be such a stranger here - some of us like cats . . .
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Goggles - yeah it's a 2.5 ratio in the 9". That was the cheapest part of the diff.
Re the V12 - just going off what's been done before but it will easily pull over 6500, I'm probably off the mark at 9k but 7500 is not unreasonable - I'll take the first piston for the collection though! The engine build will be a multi year project... The next year will be concentrated on the bus (mostly the sound system and A/C) and fixing up the Jag with a decent front bumper and stronger bonnet!
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So..........
2 years and a new engine later the jag had its first run at dlra speed week 2015 and ran a 224.7 first mile on the Monday with a strong tailwind! Great result, but wait there's more!
Tuesday we convinced him to increase his rev limit and ran a 236mph pass!
I think he will try to find a better rear end ratio than the 2.5 or will try the overdrive unit he has. It can go faster, it just accelerates up to top speed so easily.
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So..........
2 years and a new engine later the jag had its first run at dlra speed week 2015 and ran a 224.7 first mile on the Monday with a strong tailwind! Great result, but wait there's more!
Tuesday we convinced him to increase his rev limit and ran a 236mph pass!
I think he will try to find a better rear end ratio than the 2.5 or will try the overdrive unit he has. It can go faster, it just accelerates up to top speed so easily.
Geez, Lynchy - we thought you fell off the face of the planet!
EXCELLENT NEWS on the Phat Cat!
So are you thinking of doing the mods today on the salt, or change it out for next year?
You do it on the salt, you're a braver man than I.
:cheers:
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Unfortunately I had to leave the lake to head back to Brisbane so am no longer at Lake G. He won't be fitting anything at the lake so at best it will be next year. I'm also not sure if he'll take it out for another run or if he'll park it for the rest of the week?
On other Jag news, the little E-Type that comes out went 167mph with a 6 cylinder.
Regards
Lynchy
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I cant wait to hear how Greg W. and Kim K are doing.
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So..........
2 years and a new engine later the jag had its first run at dlra speed week 2015 and ran a 224.7 first mile on the Monday with a strong tailwind! Great result, but wait there's more!
Tuesday we convinced him to increase his rev limit and ran a 236mph pass!
I think he will try to find a better rear end ratio than the 2.5 or will try the overdrive unit he has. It can go faster, it just accelerates up to top speed so easily.
well that's beyond cool :cheers:
I need to go back and read a few pages.
any pictures of the V-12 install ?
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http://www.dlra.org.au/forum/viewtopic.php?f=18&t=377
Tiny
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Thanks
Jon
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Another long overdue update.....
The jag won't be going to Speedweek at Lake Gairdner this year. Gary has parked it for this year pending another engine build. So far, the Jag ate a motor on it's first year out (in 2014) running just under 200mph on it's maiden voyage - well, almost maiden voyage, he had to do his licencing runs in the days leading up to the sub 200mph spin out run.
Fun little factoid - since the DLRA got the new timing system only one piece of equipment has been trashed. A timing light hit by the Jag at full steam sideways with it's bonnet flopping on the salt. Who is in the crew for the Jag - the Chief Timer..... how embarrassing.
So he built a new engine. This one was good for 2 runs. One at 224mph and then another at 236mph (which we think makes it the world's fastest Jag?). The motor went off song just prior to the timing light with oil pressure dropping and the rear end again stepping out a little. The engine wasn't hurt too bad but needed a rebuild.
This is where Monty Python comes to mind....
So he's going to build another engine. This time the blown V12 (that wont rev to 9k - so embarrassed I wrote that - never drink and type kids!). It should be OK for power and 7000 revs is more than enough for 250mph. But...the 2.5 diff centre won't get it there. He has a Hone overdrive fitted with a nodular iron carrier and a locker. He is thinking of changing the ratio so he gets a 2.4:1 final drive. This should get it there. Does anyone have any experience using one of these. We've heard of them being used before. It's an early one which, from all accounts, is stronger... Yes? No? Maybe? Discuss?
Hopefully it will be ready next year, we all want to hear a v12 screaming down the lake with unmuffled headers!
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Hey Mate, good to see you flappin ya gums again.
The Hone is a bit of a dinosaur in this day & age. They were a decent piece but can you still get parts for them plus they are a divorced unit. Jags used to use the big Laycock Overdrive & that is now owned & sold by Gear Vender. Mk 10's, 420's & XJ's also used to have a TH400 in them. I believe the Laycock is a .67 over plus you can use a TCI direct drive coupler on the 400 & loose the converter.
Back in the 80's before I moved up here I drove a turbo'd V-12 KT boat in the bridge to bridge for a guy from Gosford who was scared of the thing. It was basically a stock bottom end with Walkinshaw top end & I ran that muther wide open for an hour & 20min at 7500 with 11lb's & it never missed a beat.
Sid.
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Another long overdue update.....
The jag won't be going to Speedweek at Lake Gairdner this year. Gary has parked it for this year pending another engine build. So far, the Jag ate a motor on it's first year out (in 2014) running just under 200mph on it's maiden voyage - well, almost maiden voyage, he had to do his licencing runs in the days leading up to the sub 200mph spin out run.
Fun little factoid - since the DLRA got the new timing system only one piece of equipment has been trashed. A timing light hit by the Jag at full steam sideways with it's bonnet flopping on the salt. Who is in the crew for the Jag - the Chief Timer..... how embarrassing.
So he built a new engine. This one was good for 2 runs. One at 224mph and then another at 236mph (which we think makes it the world's fastest Jag?). The motor went off song just prior to the timing light with oil pressure dropping and the rear end again stepping out a little. The engine wasn't hurt too bad but needed a rebuild.
This is where Monty Python comes to mind....
So he's going to build another engine. This time the blown V12 (that wont rev to 9k - so embarrassed I wrote that - never drink and type kids!). It should be OK for power and 7000 revs is more than enough for 250mph. But...the 2.5 diff centre won't get it there. He has a Hone overdrive fitted with a nodular iron carrier and a locker. He is thinking of changing the ratio so he gets a 2.4:1 final drive. This should get it there. Does anyone have any experience using one of these. We've heard of them being used before. It's an early one which, from all accounts, is stronger... Yes? No? Maybe? Discuss?
Hopefully it will be ready next year, we all want to hear a v12 screaming down the lake with unmuffled headers!
So Lynchy, what's going to happen to the 351C?. Is Gary going to use it elsewhere?.