If it was only bolting turbos or a supercharger on a 5.3L and getting 500hp that would be a good option. But a stock 5.3 would probably need 12lbs boost to get to 500hp and need a full rebuild and upgrades including pistons, recon heads with a mild tidy up, a decent engine management system, fuel injectors, up to date ignition system, etc. Then the turbos, exhaust manifolds, intercooler, plumbing and exhaust. There would be heat issues possibly. The only successful car I know with this set up is the Roddy’s but that’s a race car.

Alternatively I could go with 95/96mm bores, use a 6L crank as you have done and spend more (another 8K?) on the heads, plus cams, a custom tuned inlet manifold and extractors. I think this maybe the simpler and cheaper option.

Using a 2017 Mustang GT auto as a base line 435hp @ 6500 and 400ftlbs @ 4250, 6 speed auto, 3.15 rear end, 275 rear tyres, 1710kgs and traction control. 0-60 4.4 and quarter mile 12.8. Comparing that to the Jag 500hp @ 6000-6500 and 450ftlbs at 4000, same 6 speed auto, 2.88 rear end, 275 rear tyres (with body work), 1800kgs and traction control via MegaSquirt. The Jag should match or best the GT.

Whilst the turbos would provide more power down low the six speed auto would allow the natural aspirated engine to operate in its sweet zone between 4000 and 6500 rpm max torque and max hp in all gears except first under heavy acceleration. In first the engine would need to “struggle” from stall speed say 1700 to 4000 to get to max torque but the tyres would probably be struggling and traction control working anyway. This looks to be the way the latest V8 Mustangs and Camaros are operating.

Lots for me to think about...

 

There are 3 twin turbo XJS's running around built by Gary Walker in the 1980's, A black one, originally owned by Kerry Packer, a silver one and a green one. The green one was transformed into a race car and was an awesome vehicle, it blew the side out of a Jerico straight cut race box with it's torque.

The black one has come up on eBay a few times.

 

LongJohn ,,we will be waiting, keep us posted with some pix!

 

Hey Warren I do remember reading and dreaming about those twin turbo xjsess when I was in school and should have been studying:-). This is the green race car. 610hp at the wheels with a 5.3L. Hmmm. For Sale: 1977 Jaguar XJS V12 twin-turbo race car - PerformanceDrive

He is another twin turbo xjs is the making. https://www.garaget.org/forum/viewtopic.php?id=259480&

 

LongJohn, here is an XJS , with a 4cylinder turbo engine, it has traction problems tho!

also dyno graph , engines are available from GM performance !

 

Warrjon; sorry hackin you thread, i think i'll have a little Australia Wine, love that 19 crimes wine, nice stories to go with it!

 

That's all we drink....... although never heard of 19 crimes. Torbrek is a very nice Shiraz.

 

[QUOTE=LongJohn;1788580]Hey Warren I do remember reading and dreaming about those twin turbo xjsess when I was in school and should have been studying:-). This is the green race car. 610hp at the wheels with a 5.3L. Hmmm. For Sale: 1977 Jaguar XJS V12 twin-turbo race car - PerformanceDrive

That green one was the car I was talking about that killed a Jerico. Was owned by Bruce Grant when I saw it, he had it up on the hoist and let me take a heap of pics.

 

warrjon, notice some simularites in this Jaguar factory air flow data 1971 about.

 

Your thoughts. Will this design work for balancing the connecting rods?

 

Ronbros is the guy for this sort of thing! But I think you might do better to weigh only one end at a time, and suspend the not-being-weighed end using a light chain to eliminate side loads. In your setup, it might be quite hard to accurately place the next rod exactly where the previous one was.

Greg

 

Your pics don't work Greg.

 

Thanks Daim; they do on my PC; but here is the link, sorry I forgot to include it.
http://www.angelfire.com/ca4/CorvAIR...odBalance.html

 

Awesome. That looks interesring!

 

greg has good info with pix(very good), two schools of thought about rod prep,?

lightening and rod surface , i like rotating assembly as light as possible without producing weak areas.
surfaces as smooth as possible that supposedly covers surface imperfections that could lead to cracks,while saving weight supposedly slides thru oil easier!
not an exact sicience .

i like the aircraft engine theory, that a steel shot peen closes possible crack imperfections, and tightens the surface, all done after polishing&balancing.

its time consuming and most is theory, but cant hurt anything,hopefully!

also way back(1976/77) Grp44 used Chevy con rods, lighter and well engineerd, all types of materials, from low end cast, to super strong super steels,and many shapes. including Forged aluminum with offset big ends(latest&greatest on the market), i had a set back in 1964 (go figure).

can also be used in a reground stroker crank, and using the latest Honda rod bearings!

 

Did the V12 use fractured rods? Those ones which are cast/forged and then the lower half of the bearing area cracked/fractured off to make the most perfect seating... If ypu know how I mean it.

 

DAIM< heres one for you guys., just when i THINK i have seen everything, the sound when he bumps the throttle, crack,crack,crack, idle to 8000rom in couple tenths second. the quality of the workmanship is fantastic!

you tube: boost lust 6rotor bmw

 

No, they were not used in the production V12.

 

.

what greg said, fractured rods came around in the late 1990s,!

i dont really like them , they cant be rebuilt easily, because it loses strengh when you grind a defferent parting line!

no serious engine builder does not use them!

 

As you used the negative double, does that mean serious engineers use them? haha.