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I think the negativity, aside from the disdain from the purists, arises from the feeling that a lumper is one that has given up and taken the easy route - similar to the Weber versus SU carburetor dilemma on the Triumph/MG forums. I've been told "Webers are for quitters". Webers are a pain to tune properly and SUs are simple - but also a pain to tune if worn out. In the end it comes down to which carburetor the owner is more comfortable tuning.
Small-block vee eights are the ultimate cheap power. They are generally bulletproof and endlessly tunable with bolt-on parts; that's why they get put in everything. I wish the XK engine was that tunable on a budget. The people who yell "quitter" don't think about the effort needed to adapt an American powertrain into a car that wasn't built for it.
As for the XK engine, a lot of mechanics are scared of them - and there is no need to be. Wilfred88's conversion using an AJ6 engine intrigues me as the AJ6 is as bulletproof as a small-block (or so I have heard).
As for me I have no desire to lump (very old soft spot for any inline six) but am not going to look down my nose at a lumped car - or its owner. Who has to open the hood anyway - look at the car!
Doug, your car is modified in a way that makes it way more cool and more powerful which is a common definition of a hot rod. But you have made your Jaguar even more Jaguar. Do you ever get a negative reaction from strangers?
Negative reaction? No.
More like 'surprised'. The majority of people assume it has a V8.
A couple of decades ago, I acquired a weird Corvair Monza coupe. Mistake. It was not that good as to rust and detioration. Originaly a three speed manual and 103 HP engine. A turbo 180 swapped in!!! together with the Corsa origin dash, a boost guage included.
Erred. head reversed. In a normal Vair, OK. but, the oil drainm from thje turbo on the wrong side.
I took it all apart. Swapped the heads. after son did a valve job on them Added headers and a adjustable baffle muffler. and a Webber. Fun to tune. Now it souded great and ran that way... Als, in years past junked a better body merely for the front suspension!!!!
My car came with a 350 already installed. I bought it for the incredible and distinctive lines.The reliability of the chevrolet engine allows me to enjoy it year after year.I have had purists scoff at the toyo tires on it but beauty is in being able to drive it safely and quickly with a grin on my face!
Bought mine from a guy who got it at an estate auction. It had been Lumped back in the mid-late 80's with a corvette 350 SB/ 350 tranny by original owner and then put into storage for over 30 years. I've upgraded/replaced most of the auxillary systems, i.e.. brakes, cooling, fuel, suspesion and stereo, leaving the AC still to be overhauled. Because of that I use the Jag as my winter car when there isn't snow on roads and I drive my TR6 in the spring, summer and fall when I can put the top down. I bought the TR6 back in the mid 80's ( my first car that I paid for after high school. ) I've kept it original and mostly stock because I could. I am happy to own a survivor, however the jag is an absolute joy with the V8 and I bough it solely on the fact it was about the best condition for reasonable money I could find at the time of purchase; no rust, good interior and perfect brightworks. Reliable and adequatley powered
Always working on this since it was completed. 462 BBC, 700R4 billet everything, and taller first and second, 3:54 PowerLoc. All suspension has urethane bushing. Read rough tight ride. HPDE at Mid-Ohio Sports Car Course Magnolia, Ohio 1/8 mile - 7.987 Full Moons with Dzut's fasteners on red rims. Rear rims widened for the 235 60 15 Street Slicks 462 cu in BBC. 485 HP
That's a nice looking car Clyde, and serious weight transfer off the line. I'm guessing you have a different suspension setup for the drags and Mid-Ohio. Have you done anything to the IRS to handle the torque? I'm referring to better support for the outer hub carriers. Thanks for the pictures.
Dave,
Suspension is the same for both tracks. Rear suspension has a tie plate that is the rear cage tie plate and also is tied to a trans mount under the trunk (boot) floor.
Hub carriers were rebuilt with new bearings and great attention to the end play spec. Stub splines and mating spines were hyper cleaned - no remaining old locktite. Then i cleaned the spines another 1000 times. All new everything in the rear suspension assembly - bearings, u-joints, control arms. Trying to remember peak torque - something like 560 Ft LB.
Keep enough air in the tires to keep them "loose' and nothing breaks in street use. Not quite the same with the street slicks - it hooks up quick and carries the front end. View of tie plate from the rear trunk/boot floor reinforcement for red urethane trans mount below. A smaller spare fits. it matches the height of the 245 45 17's Some assembly required. Ready to back in. Using a HF motorcycle lift table
I have a number of old classics, they are from 57 years old to 25 years old. Does anyone expect to purchase a car today and expect it to be still on the road after say 10 years? I get tired of enthusiasts saying the XJ engine is unreliable! It is a good engine from the last century- 70 years ago and has done sterling service. I rest my case.
Show quality IRS rebuild! I have been thinking about anchoring the bottom of the cage a little better on mine, your solution looks simpler. With your new tie plate extending to the rear of the cage, force from acceleration will tend to pull the trans mount apart instead compressing it. Have you had any issues with this?
After rebuilding my IRS, I have had a concern for the strength of the outer hub carrier as it is only anchored at the lower wishbone connection, which is below the axle line. Has to be a terrific amount of torsional stress on that aluminum casting. I won't have the HP or torque that you do, but I'm just wondering if you have seen any issues with the stock arrangement.
Dave,
No issues at this point with my IRS build.
Tie plate mount is urethane, and it think it has an internal metal stop. Copied my idea from another guy on this forum who lived in Windsor, Ontario. Maybe someone else can direct you to his pictures. RonBros on this site tied his rear cage forward.
Hub Carrier can be/is the weak link. It is tied in with the lower arm, axle serves as the upper arm, and the trailing arm.
Beat on anything long enough it will break. Tire pressures that keep the rear's loose when you nail it, is the best insurance. I use a line lock and will the neighborhood with tire smoke.
You guys have wheels turning in my brain. I like the idea of stabilizing the rear cage. Even with a low-power V12 I've never been entirely comfortable with the mounting arrangement.
The twelve is such a slug off the line with stock engine & gearing. So bracing is unlikely necessary.
A XJS rear sway bar is a great addition. You can make tabs for arms without, or by new arms with tabs. The dog bones might be hard to find. John fixed me up with the bar, bones, and body bracket. Arms are new from SNG with urethane bushings.
For got to mention the cage mounts to the body. - new HD from SNG.
As I recall, a guy, Rob Wade used to post on J-L. He bought an XJs from Andrew. Modified the cage for drag racing and added HP to the SBC. Main work was exotic exhaust. Last location Ontario...
Side bars:
1. Edge was very lazy this AM. Getting better???
2. No purist disdain noted anywhere for a great spell..
3. Welcome rain last night.
4. ugh., sleep pattern disrupt due. Day light savings in to night!!. .
[QUOTE=Darrenmb;2357519]So???? I know a few here have lumped or are in middle of??? Carl, Dave, Elinor, ME....
how many others here are lumped???? And what’s the lump?? Just curious, not trying to stir anything up
02-28-2021, 07:54 AM
