this is true...


any one that makes a pattern for casting has a set of special rulers...


these special rulers: one for each type of metal/alloy they cast...


normal practice it to take your design drawing and make them exactly to the dimensions you provided while using the special ruler that is for that metal they are casting...


(I found this out in my Large Scale Model Rail Road Hobby (they Like Live Steam)) and sometime casting there own Wheels and more complex bits...

so just give them the correct drawings.... now if they have gone computerized then still give them the correct drawings and they should just have to punch into their software which Alloy they are casting and it will scale it for shrinkage...


either way no worries if you got the right guys....

 

HEY XJR5006, any chance finding any of these Tee shirts XL, bought this one around 1998 at Daytona/Rolex 24 hr track, when the cars were there for 24 race, bought at the TWR vendor tent $8. dollars(LOL).

anyway its showing signs of age, cant find any here in states!

pix of it.

 

just noticed the 1st pic cylinder head has #3 chamber area has been repaired with welding and then resurfaced flat,then new seats fitted!

could change the value some especially for a hi-dollar engine build!

sorry to be picky,its my nature!

 

I have a 1977 road&track magazine, with a complete wrightup*
on the Group44 XJS, lot of pix and a show of the rear*
suspension setup

hi ron any chance you could email me a copy of this article. Also what month was the article? Might see if i can get a copy...

 

Sharp sharp eyes there.
Yep you must be referring to one of my heads then, Off my XJR5. Dropped 4 valves at Le Mans when I grabbed a wrong gear whilst braking. Buzzed it maybe to 12 or even 14 and remember cringing as i put in the clutch too late Still finished on 10 cylinders though.
Not for sale, certainly not whilst I have and race XJR's,
£400 for repairs against unobtainable at any price is a no brainer. I should have gotten all the seats replaced with Beryllium at that time for the titanium valves I was having made but hey ho.

 

Sorry havent got that one, LoL



Only usually keep the factory stuff

 

HI, daddycool454,, look up making 500hp site, and post #502, nice pix of headers and slider inlets!

mag was MAY 1977, road & track, Tullius article. so it would seem they built car in 1976-77.

seems i should put this magazine in a plastic holder, its getting yellow/brown flakey around the edges! YIKES its almost 40yrs old,comes to mind.

you cant believe how low prices were for Ferrari,Aston Martin cars, of the era.

you know how i can tell i been around cars a long time, my 1st car 1949(i was 15yrs old), 1934 FORD roadster V8 cost me $20. dollars, and just last week one sold at auction for $120,000. dollars.

if i had just the automobile magazines i have thrown in the dump, id be well off money wise!

 

how would i email an article from a magazine,DUH! i'm far better at cars than computers

 

Hi ron, couldnt find the making 500hp site you are referring to. Did manage to find a copy of the magazine though. Its on its way from your great land... trying to get more technical info on the diff bracing that lister and group44 used. Have some photos but not enough info yet. Update on the heads. Will be going back to the pattern maker in february next year as they are too busy at present. Also negotiating with xjr5006 with some of the awesome goodies he has... have to save some more funds...

 

Hey DC

here is a pic of a Lister XJS rearend

 

warrjon , looking at that Lister setup, they were aware of hard /gripping acceleration that could move the complete rear cage loose.

so they modified it quite a bit, deffinatly looks stronger, when i 1st got my car driving i actually tore out the 4 cage to body mounts loose(showing off).

pic of what i did to help it stay in place, lets be logical Jaguar never was into USA DRAG racing, but you know these old fashioned hotrodders!

pic of unusual drag race motorcycle, to much is not quite enough!

 

Nicely triangulated and resolves the torque issue...


great for massive power and the triangulation even helps any lateral location... not that there are much of a issue there...


http://autoweek.com/article/auctions...slides-auction

 

i have never seen a Lister-JAG XJS in person!

but i did see in person a Lister Storm V12 at Daytona around 1997-98, it raced and was fast for a non-turbo car, but it slid off at chicane, debris on track.

the chicane is at the end of Nascar backstrech , most competitive cars are over 225 mph and sugar happens, braking into chic.

 

I think I got a new wish list(er)

 

Its Christmas so I thought I would tell you how to build the rear suspension triangulated set up; used to make and supply these to the guys club racing in the UK 25 years ago.
knock out the inner wishbone shaft, check its diameter and get yourself a length of the toughest steel you can find of the same OD. Finish the end exactly as on the original shaft
Now you need to get another pair of the tubes that are used as spacers between the front and rear inner wishbone joints. The additional tube goes over the new shaft that sticks out of the front of the rear suspension frame. from where the tube ends the new shaft needs reducing to the OD of the thread on the original shaft but dont thread it yet. A heavy duty 'washer /spacer needs making with OD at last as large as the OD of the tube, if you want to be flash you can add a step for the tube to seat on. Next a spherical joint needs threading onto the reduced shaft followed by a heavy duty washer of ID of the shaft and OD just under that of the OD of the Spherical bearing. Now the shaft needs chopping off leaving a further 1" for threading as per the ends of the original shaft. Onto this thread you fit a female ended spherical joint screwing onto the thread and to tighten the whole lot up. Do this on both sides mount the whole lot up to the car and sort out brackets to then locate to the forward rose joint and weld to the chassis bolts going inwards from both go into and tighten up on a bracing cross tube appropriately threaded. This then locates the cage assembly and the floating rose joints on the shafts are used to create the inner joint of the front triangulation which I will let you work out as its straightforward.
Have fun. Merry Christmas

 

Thanks xjr. Thats great. I will look into the spherical joint setup. Ive seen them but didn't know what they were called. After looking at one of the photos it looks like a lower wishbone has been sacrificed for the end of the brace arm to allow the pivot motion

I think this came from kwe website

 

 

Wondering if the 44 head project was moving along, fascinated to hear the next stage, read the whole post through again very slowly and carefully and wonder if the best and most cost effective way would be having the heads on 3D files, getting some chap to add some meat (just a few mm where the machining has been done. ie the top bottom and sides. Get the holes closed off where drilled; expand the size by 1.3% (thatsd the bit you needed to know) And then can the heads actually be printed to a wax suitable for lost wax casting? Might be a bit more of a pain than the normal way but you avoid the 35K + for the tooling (BTW that per head!) If you leave the ports as they are you will only have to open them smooth with flap wheels which will save a fortune on porting too.
Just my 2P worth as I would love to see if all this is possible.

 

Thats definately something i will look in to. I took the heads to melbourne to be assessed by a few jaguar specialists. They were impressed with the heads. I am currently getting the heads flow tested as a benchmark to see what they are capable of straight out of the box. I will post here soon when i know the results. One of the specialists did say that the heads may be too big for a street car as is. Later this year or early next i will have 2 engines built as test beds and get some dyno testing done. It may be the case if the results come back as they said that i may get the inlet ports thickened and reduce the diameter a couple of mm. But that won't be till next year. Ill need one of your inlets and cam carriers before then for testing purposes. Shame im not in the uk, id pop down and say gday... anyway that may happen in the future... hows the inlets and cam carriers coming along?

 

The Group C TWR cam carriers are packaged and ready to go to Germany for machining. Six sets of which half are already spoken for. The process seems to be casting , checking, trimming up, blasting then off for hardening, so can be 6-8 weeks before you get the castings ready for machining. Caps are different too and the foundry messed up the numbers ie I got six cam carrier sets when I needed 6 engine sets so still waiting for half of them.
The decision is now what bore for the cam followers/ buckets. From memory from a dozen years ago your buckets are 1.625" This is the very largest size for massive and short springs Schmittelhelm HF 4690 but usually for high reving 1.9" inlets and yours are 1.8. The 'Normal' less large diameter and taller spring uses a 1.6 bucket.

The TWR Group A inlets are off for hardening and should be back with me in a few days, the more I study them the better they are, a really really clever bit of kit. Should and no doubt would have been fitted to the XJR15 if the tooling hadn't vanished before these where made. Totally make multiple throttles redundant in all but all out racing engines and a must for hot e types and XJS's. IMHO the Jenvy system and the like are simply nasty by comparison; expensive overly complicated and inefficient. But look good to the uninitiated Guess its the difference that comes from using bits lying about + a few small castings to what I am told would be near £100K of custom top quality tooling. Still have to pinch myself that I have this kit.

You can put me down for the head files if you can get them done, A good CAD man could even alter the port sizes for individual customers and you just save files with the different versions. 35 38 40 and 42mm inlets would cover everything. Better to be able to reduce the port size than trying to increase it because of port wall thickness 's. The 44 heads I band sawed have port wall thickness down to 1mm in a couple of places!