Are you still taking pre orders for this crank and if so what are you selling them for.

Best regards,

Trent Hubbard

 

any Idea when this was originally posted...?

the ship might have sailed...

though a price might be nice for a future group purchase in the
near future...

 

XJR5, you use the Cometic head gaskets, are the ones you use a fiber/perforated core with a steel fire ring seal?
thats all they show in catalog, I wonder if they could make a MLS gasket(multi layer steel), or would it cause problems sealing with open deck block?

i have given thought about putting a solid plate top on the cylinder block making into a smooth solid top block, with good ARP studs/12 point nuts!

YIKES! 800 HP / 10,000 rpm, with a two valve engine N/A, sounds a bit optmistic, BUT only time will tell!

the kool guys on this forum are just frothing and waiting,(me included).
also why not 4 valve heads like TWR did for GRP C cars?

thanks again ,Ron

 

I run 'a pair & a spare' as in one in the car and a complete spare + one under build. The engines are different, the original runs coopers rings and perimeter gaskets, the spare was likewise until I found the 3rd engine which was fitted originally with special made race 96mm cooper payten gaskets until I needed new gaskets in a hurry. Tried the 97 Cometic and had no problems. Given the rebuild frequency I now go for components that are readily available where ever possible.
800 from a 12 is like 270 from a 4 which is deffo head gasket area. The smaller GpA engines ran the Cooper Payten sealing ring gaskets without problem (not standard)
Given TWR produced 745bhp from 7L and Gp44 got 720 I cant see why something a little larger cannot produce 800bhp especially if the rev limit is upped.
My 6L engine with .45 lift and titanium rods will survive 10K + on the overrun or a missed gear, the .54 or .6 engines wont, hence the titanium valves. Modern components further reduce the reciprocating weights and these were not available in period nor were many other components.
I have the build books from both TWR and Gp44 + have details of what Nicks did in the Lister engines so am not going so very far beyond what was done 30 years ago and things have moved on.
I have twin cam heads but I dont have a works development budget!

 

sounds like you got it figured out!

i would sure love to see and hear that engine in the paddock and on track!

i did see the Lister Storm at Daytona around 1996-98, it was a good car, but a chicane caught it out, and did some damage.
i was impressed with the huge plenum on top of the engine couldnt see much because it was so large, performance was good,but like you say,turbo cars were coming into the scene, and times they are a changing!

best of luck.

Ron

 

Hi only just saw your write up about V12 cranks Do you have or are you getting the 84mm cranks.
If so do they have the 6.0l boss on the rear?

 

The 'batch order' is already with the manufacturer; I have available from stock:-
1 x 84mm 2.3 on rope seal (dyno time only )
1 x new group 44 7L crank 2.1 old style back (will have to check if its rope or chevy split lip)
1 x 84mm 2.1 but cut undersize on 1 BE Journal on 110 Lip, so build up that jopurnal or cut them all or have all cut to 2.0 for use with 2 or 2.1 rods with the correct bearings
1 x TWR XJR6 crank + rods + pistons complete + liners good used on 100 lip
1 x set new Gp 44 6.5L pistons
1 x set dyno time 6.5L as above. Both sets can do 7L with top deck machining but not if you are using .6 or .54 cams.
XJRS new cosworth piston set
XJR15 new cosworth piston set
TWR Gp A used cosworth piston set.
New original Gp 44 slide throttles
New TWR throttle sliders if you have deep enough pockets
GP 44 inlets for webers/ throttle bodies (2 inlet ID's)
TWR fabricated versions of the above
XJR7 mag dry sumps
GP 44 Mag belhousing
Kit of all the special parts for XJR7 front end, pulley tensioner water pump all the special parts to go with std weaver pump part including pump shafts.
PM if you are seriously interested; these are all serious parts,

 

been quiet here so some pics of how things are coming along.


TWR cam covers.


Large late TWR cam carriers.


Sliders / throttle valves and stub inlets.


New Race cam carrier caps for machining.

Enjoy.

 

 

XJR5006, Do you still have the 92mm stroker crank available for sale?

 

Is this crank still available?

 

Does anyone know this car? The owner/seller claims...

"I am selling a very special Jaguar that has a motor that is one of the 3 best in the world, from Oliver rods to special cast plenums. Of the 3 plenum assemblies, the other two are owned by British Racing.
The car has a multi-pack clutch because it would just eat anything less radical. This car produces over 650 HP naturally aspirated and is for an experienced clutch-man only!"

 

multi-pack clutch is ethier in or out, absolutly on slipping to get rolling!

great for racing, not so good for street! could bump into traffic in front of you!
or chatter your teeth out, sometimes rip out motor mounts or any weak link in drive train!

 

I just wonder how one would deal with the stock IRS & weak diff with a 500hp XJ-S, in fact could the whole driveline including the trans mount take a 500hp hole shot ? I have my doubts !
Lawrence

 

i agree 44L, the Jaguar IRS was never ever designed for a good drag acceleration launch, with tires that hook to the track!

race Group44, 1977,1st change for racing was a complete redesign of the IRS!
i have seen 1st hand of the whole sub frame ripped loose and be catty-woompas sidewise, needless to say the race day was over!

 

The GM Turbo 400 trams is good for 800 ft/lbs of torque. I ran a 14.9@105mph@Rockingham, NC with 89 XJ-S on Import Day Drags. Pretty impressive MPH as I never made it to third gear. Easy launch, no spin, then wicked acceleration once the heavy sled gets moving.105mph should be good for high 12s in a better geared car! It was a fun day, no broken parts & the wire rimmed car got lots of attention.

 

I agree the GM 400 is a proven trans. It probably would take anything the xj-s would throw at it, even in stock form. 800 ft/lbs torque, ( 510 cu BB Chevy doesn't put near that.)That 400 must be extensely built to take that kind of torque... I was talking about that stock trans mount & the IRS, "Dana 44 10 bolt" type rear & those 4 rubber mounts that I ripped up doing hole shot starts drags with a TKO 600 5sp & 3.54 gears & lots of spin. If that's a stock IRS & diff you drag with in a XJ-S, good luck.
Lawrence

 

I have lost a couple of TH400 over the years but due to wear and tear as opposed to torque.
My buddys XJ12 is around 500BHP 6.8L 6 Webers.
It has a Tremec TKO600 and a Quaife Diff although the rest of it is stock the cage is solid mounted.
It sheared the ring gear bolts once "we think due to poor installation"
It stands up well racing even with slicks and gets many standing starts, as they do in England.
But that's not drag starts.
I have driven it twice at Spa but it was raining both times so hooking up was not an issue.
Was supposed to do a night race at Sebring a few years back but it dropped a valve seat on the way out.


Here I am at Spa. "bit damp"

 

Easiest - ZZ502 BBC Marine motor-
Hardest - v12 with 6 webers - tuner's nightmare?




The TH400 isn't bulletproof and costs approx. 50 HP loss due to rotating mass. I have lost the 1-2 governor which was an easy fix. It is the best 3 speed GM trans built. I would love a 60LE OD trans but not worth the effort.


Hot Rodders love the GM400 & Jag rear and we see some $100k+ rods with them here in AZ.

 

So you would put a big block in a vintage Jaguar race car and never get invited to a race ?
I have no problems tuning those Webers! Then again I grew up with Jaguars.