[Lumps!] Gidday

'Evening All, hello Charlie - are you still the boss?

Been off the list for 6 months or so on a work
assignment in Canada. When I left you, I was griefing
over the loss of my 454 XJ6 S1, that sustained
terminal damage to the structural component of the
front monocoque and front subframe when I pranged it
while leading our class on day 4 of a 5 day tarmac
rally (Dunlop targa of New Zealand).

The “therapy” involved going slightly beserk with
plans for the “Evolution 2” of the XJ.

I’m not sure if I told you before I left but I got a
really sweet identical white '72 XJ6 that was very
straight with a blown motor in exchange for running
the parts guy’s name on the car. This will carry all
the racing cars running gear in a modified
configuration.

While in Vancouver I have ordered two T04B turbos from
turbonetics, with external wastegates, and a large
blow-off valve. I’m fitting better valve springs,
head gaskets, and head studs, but otherwise using the
same 8.9 to 1 long block as before. I am ditching the
750 VS for an ebay 750 DP that is easier to blow-thru,
and will build custom thick walled tube headers and
intercooler/carb bonnet etc. Will using the retard
function on the existing MSD timing box to pull out
advance when under boost. I have tapped into a
fantastic info resource on the blow-thru carb group at
Yahoo. Plan to set boost at a conservative 7 psi to
match my fairly high (by turbo standards) static
compression. Had about 430hp and 500ft/lbs before,
should have about 650/650 after the conversion, in a
mild mannered package. The 454 should run another 500
or so rpm before falling over, so shift point might
sneak up to 5800 or 6000 at a pinch. I think the diff
will handle it becasue the car is traction limited, so
total stress on the diff will not go up that much
(touch wood - the current 2.88 posi has lasted well).
The TH400 may need the oil pressure tweaked up again,
although the car already steps sideways at full
throttle 2-3 shifts.

The car had an archilles heel in its front-heavy
nature (it was easy to take weight out of the back,
not so easy at the front), and to improve weight
distribution I’m planning to set the engine back 6
inches (it was always a bit far forward, but some
minor surgery will be required to clear the
distributor and the rear primary tubes on both sides),
and - this may sound a bit zany - I am also planning
to mount both the alternator and the PS pump on the
rear cage and drive them off the prop shaft (the car
is hardly ever travelling under 30mph, at which speed
the alternator will be excited and charging, and the
PS pump will be doing it’s thing. Clearance and a
removable custom cover in the rear floor area will be
essential for this, but i have no rear seat anyway and
it will make pad changes easier. I will also be
fitting a rear bar (this will have to be custom
because I have large radius and torque arms under the
car to control diff movement and dynamic toe changes.

Brakes also let me down a bit (I cracked the stock
rotors to near destruction in 2 days), so I will be
re-using the stock XJS 4 pots on the biggest fattest
rotors I can fit inside the aluminum 17s I use, and
fitting vented rears. Caliper spacers will be
required front and rear. I also plan to investigate
moving both the driver and co-pilot back about 18
inches (again for weight distribution) and using a
wilwood pedal box and balance bar set-up mounted to
the cage inside the cabin.

Weight reduction will be thru shedding of front
bumper, glass hood and trunk, and tossing of anything
not neccessary that I haven’t already ditched.

That’s about it. It will remain street legal because
this is a requirement for tarmac rallying. I tell you
it’s dangerous to be away from your car for 6 months
when all you can do is plan, scheme, and buy stuff.
I’m home in about a month - and the build will start
then - it will take awhile. The car was pointing and
going pretty good before, it should point, stop, and
go quite a bit better after the rebuild. My wife does
not understand…

I’ll keep you posted, and I might hang around for a
while to see what’s up.

Any downside to the rear accessory mounting other than
the fact that they won’t work below about 25mph?

Cheers, Andrew Robertson, New Zealand (soon)
454 XJ6 S1 twin turbo (soon - oh yeah baby!!)_____________________________________________________________________________
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Wahoo! A man after my own heart. I use wilwood rotors and calipers all
around and of course their for racing use only as are the pads. I also put a
proportioning valve to adjust for track conditions. I only have 400 hp but
dream of blowing my little lt1.----- Original Message -----
From: “Leah Kininmonth” leahandrew@yahoo.com
To: lumps@jag-lovers.org
Sent: Wednesday, May 30, 2001 9:06 PM
Subject: [Lumps!] Gidday

'Evening All, hello Charlie - are you still the boss?

Been off the list for 6 months or so on a work
assignment in Canada. When I left you, I was griefing
over the loss of my 454 XJ6 S1, that sustained
terminal damage to the structural component of the
front monocoque and front subframe when I pranged it
while leading our class on day 4 of a 5 day tarmac
rally (Dunlop targa of New Zealand).

The “therapy” involved going slightly beserk with
plans for the “Evolution 2” of the XJ.

I’m not sure if I told you before I left but I got a
really sweet identical white '72 XJ6 that was very
straight with a blown motor in exchange for running
the parts guy’s name on the car. This will carry all
the racing cars running gear in a modified
configuration.

While in Vancouver I have ordered two T04B turbos from
turbonetics, with external wastegates, and a large
blow-off valve. I’m fitting better valve springs,
head gaskets, and head studs, but otherwise using the
same 8.9 to 1 long block as before. I am ditching the
750 VS for an ebay 750 DP that is easier to blow-thru,
and will build custom thick walled tube headers and
intercooler/carb bonnet etc. Will using the retard
function on the existing MSD timing box to pull out
advance when under boost. I have tapped into a
fantastic info resource on the blow-thru carb group at
Yahoo. Plan to set boost at a conservative 7 psi to
match my fairly high (by turbo standards) static
compression. Had about 430hp and 500ft/lbs before,
should have about 650/650 after the conversion, in a
mild mannered package. The 454 should run another 500
or so rpm before falling over, so shift point might
sneak up to 5800 or 6000 at a pinch. I think the diff
will handle it becasue the car is traction limited, so
total stress on the diff will not go up that much
(touch wood - the current 2.88 posi has lasted well).
The TH400 may need the oil pressure tweaked up again,
although the car already steps sideways at full
throttle 2-3 shifts.

The car had an archilles heel in its front-heavy
nature (it was easy to take weight out of the back,
not so easy at the front), and to improve weight
distribution I’m planning to set the engine back 6
inches (it was always a bit far forward, but some
minor surgery will be required to clear the
distributor and the rear primary tubes on both sides),
and - this may sound a bit zany - I am also planning
to mount both the alternator and the PS pump on the
rear cage and drive them off the prop shaft (the car
is hardly ever travelling under 30mph, at which speed
the alternator will be excited and charging, and the
PS pump will be doing it’s thing. Clearance and a
removable custom cover in the rear floor area will be
essential for this, but i have no rear seat anyway and
it will make pad changes easier. I will also be
fitting a rear bar (this will have to be custom
because I have large radius and torque arms under the
car to control diff movement and dynamic toe changes.

Brakes also let me down a bit (I cracked the stock
rotors to near destruction in 2 days), so I will be
re-using the stock XJS 4 pots on the biggest fattest
rotors I can fit inside the aluminum 17s I use, and
fitting vented rears. Caliper spacers will be
required front and rear. I also plan to investigate
moving both the driver and co-pilot back about 18
inches (again for weight distribution) and using a
wilwood pedal box and balance bar set-up mounted to
the cage inside the cabin.

Weight reduction will be thru shedding of front
bumper, glass hood and trunk, and tossing of anything
not neccessary that I haven’t already ditched.

That’s about it. It will remain street legal because
this is a requirement for tarmac rallying. I tell you
it’s dangerous to be away from your car for 6 months
when all you can do is plan, scheme, and buy stuff.
I’m home in about a month - and the build will start
then - it will take awhile. The car was pointing and
going pretty good before, it should point, stop, and
go quite a bit better after the rebuild. My wife does
not understand…

I’ll keep you posted, and I might hang around for a
while to see what’s up.

Any downside to the rear accessory mounting other than
the fact that they won’t work below about 25mph?

Cheers, Andrew Robertson, New Zealand (soon)
454 XJ6 S1 twin turbo (soon - oh yeah baby!!)


_

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Wahoo! a man after my own heart. I use wilwood brakes all around----- Original Message -----
From: “Leah Kininmonth” leahandrew@yahoo.com
To: lumps@jag-lovers.org
Sent: Wednesday, May 30, 2001 9:06 PM
Subject: [Lumps!] Gidday

'Evening All, hello Charlie - are you still the boss?

Been off the list for 6 months or so on a work
assignment in Canada. When I left you, I was griefing
over the loss of my 454 XJ6 S1, that sustained
terminal damage to the structural component of the
front monocoque and front subframe when I pranged it
while leading our class on day 4 of a 5 day tarmac
rally (Dunlop targa of New Zealand).

The “therapy” involved going slightly beserk with
plans for the “Evolution 2” of the XJ.

I’m not sure if I told you before I left but I got a
really sweet identical white '72 XJ6 that was very
straight with a blown motor in exchange for running
the parts guy’s name on the car. This will carry all
the racing cars running gear in a modified
configuration.

While in Vancouver I have ordered two T04B turbos from
turbonetics, with external wastegates, and a large
blow-off valve. I’m fitting better valve springs,
head gaskets, and head studs, but otherwise using the
same 8.9 to 1 long block as before. I am ditching the
750 VS for an ebay 750 DP that is easier to blow-thru,
and will build custom thick walled tube headers and
intercooler/carb bonnet etc. Will using the retard
function on the existing MSD timing box to pull out
advance when under boost. I have tapped into a
fantastic info resource on the blow-thru carb group at
Yahoo. Plan to set boost at a conservative 7 psi to
match my fairly high (by turbo standards) static
compression. Had about 430hp and 500ft/lbs before,
should have about 650/650 after the conversion, in a
mild mannered package. The 454 should run another 500
or so rpm before falling over, so shift point might
sneak up to 5800 or 6000 at a pinch. I think the diff
will handle it becasue the car is traction limited, so
total stress on the diff will not go up that much
(touch wood - the current 2.88 posi has lasted well).
The TH400 may need the oil pressure tweaked up again,
although the car already steps sideways at full
throttle 2-3 shifts.

The car had an archilles heel in its front-heavy
nature (it was easy to take weight out of the back,
not so easy at the front), and to improve weight
distribution I’m planning to set the engine back 6
inches (it was always a bit far forward, but some
minor surgery will be required to clear the
distributor and the rear primary tubes on both sides),
and - this may sound a bit zany - I am also planning
to mount both the alternator and the PS pump on the
rear cage and drive them off the prop shaft (the car
is hardly ever travelling under 30mph, at which speed
the alternator will be excited and charging, and the
PS pump will be doing it’s thing. Clearance and a
removable custom cover in the rear floor area will be
essential for this, but i have no rear seat anyway and
it will make pad changes easier. I will also be
fitting a rear bar (this will have to be custom
because I have large radius and torque arms under the
car to control diff movement and dynamic toe changes.

Brakes also let me down a bit (I cracked the stock
rotors to near destruction in 2 days), so I will be
re-using the stock XJS 4 pots on the biggest fattest
rotors I can fit inside the aluminum 17s I use, and
fitting vented rears. Caliper spacers will be
required front and rear. I also plan to investigate
moving both the driver and co-pilot back about 18
inches (again for weight distribution) and using a
wilwood pedal box and balance bar set-up mounted to
the cage inside the cabin.

Weight reduction will be thru shedding of front
bumper, glass hood and trunk, and tossing of anything
not neccessary that I haven’t already ditched.

That’s about it. It will remain street legal because
this is a requirement for tarmac rallying. I tell you
it’s dangerous to be away from your car for 6 months
when all you can do is plan, scheme, and buy stuff.
I’m home in about a month - and the build will start
then - it will take awhile. The car was pointing and
going pretty good before, it should point, stop, and
go quite a bit better after the rebuild. My wife does
not understand…

I’ll keep you posted, and I might hang around for a
while to see what’s up.

Any downside to the rear accessory mounting other than
the fact that they won’t work below about 25mph?

Cheers, Andrew Robertson, New Zealand (soon)
454 XJ6 S1 twin turbo (soon - oh yeah baby!!)


_

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Would be interested in coming to have a look when you get back, Regards John
1989 V12 XJ-s
Auckland, NZ-----Original Message-----
From: Leah Kininmonth leahandrew@yahoo.com
To: lumps@jag-lovers.org lumps@jag-lovers.org
Date: Thursday, 31 May 2001 16:15
Subject: [Lumps!] Gidday

'Evening All, hello Charlie - are you still the boss?

Been off the list for 6 months or so on a work
assignment in Canada. When I left you, I was griefing
over the loss of my 454 XJ6 S1, that sustained
terminal damage to the structural component of the
front monocoque and front subframe when I pranged it
while leading our class on day 4 of a 5 day tarmac
rally (Dunlop targa of New Zealand).

The “therapy” involved going slightly beserk with
plans for the “Evolution 2” of the XJ.

I’m not sure if I told you before I left but I got a
really sweet identical white '72 XJ6 that was very
straight with a blown motor in exchange for running
the parts guy’s name on the car. This will carry all
the racing cars running gear in a modified
configuration.

While in Vancouver I have ordered two T04B turbos from
turbonetics, with external wastegates, and a large
blow-off valve. I’m fitting better valve springs,
head gaskets, and head studs, but otherwise using the
same 8.9 to 1 long block as before. I am ditching the
750 VS for an ebay 750 DP that is easier to blow-thru,
and will build custom thick walled tube headers and
intercooler/carb bonnet etc. Will using the retard
function on the existing MSD timing box to pull out
advance when under boost. I have tapped into a
fantastic info resource on the blow-thru carb group at
Yahoo. Plan to set boost at a conservative 7 psi to
match my fairly high (by turbo standards) static
compression. Had about 430hp and 500ft/lbs before,
should have about 650/650 after the conversion, in a
mild mannered package. The 454 should run another 500
or so rpm before falling over, so shift point might
sneak up to 5800 or 6000 at a pinch. I think the diff
will handle it becasue the car is traction limited, so
total stress on the diff will not go up that much
(touch wood - the current 2.88 posi has lasted well).
The TH400 may need the oil pressure tweaked up again,
although the car already steps sideways at full
throttle 2-3 shifts.

The car had an archilles heel in its front-heavy
nature (it was easy to take weight out of the back,
not so easy at the front), and to improve weight
distribution I’m planning to set the engine back 6
inches (it was always a bit far forward, but some
minor surgery will be required to clear the
distributor and the rear primary tubes on both sides),
and - this may sound a bit zany - I am also planning
to mount both the alternator and the PS pump on the
rear cage and drive them off the prop shaft (the car
is hardly ever travelling under 30mph, at which speed
the alternator will be excited and charging, and the
PS pump will be doing it’s thing. Clearance and a
removable custom cover in the rear floor area will be
essential for this, but i have no rear seat anyway and
it will make pad changes easier. I will also be
fitting a rear bar (this will have to be custom
because I have large radius and torque arms under the
car to control diff movement and dynamic toe changes.

Brakes also let me down a bit (I cracked the stock
rotors to near destruction in 2 days), so I will be
re-using the stock XJS 4 pots on the biggest fattest
rotors I can fit inside the aluminum 17s I use, and
fitting vented rears. Caliper spacers will be
required front and rear. I also plan to investigate
moving both the driver and co-pilot back about 18
inches (again for weight distribution) and using a
wilwood pedal box and balance bar set-up mounted to
the cage inside the cabin.

Weight reduction will be thru shedding of front
bumper, glass hood and trunk, and tossing of anything
not neccessary that I haven’t already ditched.

That’s about it. It will remain street legal because
this is a requirement for tarmac rallying. I tell you
it’s dangerous to be away from your car for 6 months
when all you can do is plan, scheme, and buy stuff.
I’m home in about a month - and the build will start
then - it will take awhile. The car was pointing and
going pretty good before, it should point, stop, and
go quite a bit better after the rebuild. My wife does
not understand…

I’ll keep you posted, and I might hang around for a
while to see what’s up.

Any downside to the rear accessory mounting other than
the fact that they won’t work below about 25mph?

Cheers, Andrew Robertson, New Zealand (soon)
454 XJ6 S1 twin turbo (soon - oh yeah baby!!)


__

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Hey Andrew! Welcome back!
We all missed you, I’m sure…

Yes, I’m still the big “Kahuna” here… 8^)
One of these days I’ve got to get a life…

Yes, I remember the story… and about the White one.

Hey, dropping the engine back 6" should also give you
another 1 - 1 1/2" lower too. Don’t know how that will affect the drive
angles tho…
But it shouldn’t hurt. Would lower the C.G. a bit to.
Along with the turbo, and other goodies, you should just about
have 1st Place, sewn up this year!

What’s the URL of that fantastic Yahoo resource???
I’d like to take a look. ( don’t worry, your secret is safe with me) 8^)

The 650 HP, is nearing the peak input the diff will handle from what I
hear…
Can’t say, as I’ve not been there yet…tee hee!

Only downside to running accessories off the prop shaft, might be
losing a belt, @ 5K rpm, and having it whip around the interior…
but a sheet metal shroud should take care of that.

No, I wouldn’t even think of chain drive, although …
If you mount it close enough, you may be able to rig up
a gear drive, so that even @ 25 mph it’ll have some output.
Weld a ring gear to the diff flange, use intermediate gearing,
and mount the acc. backwards. A plate of 3/8 " aluminum,
shouldn’t be too hard to fabricate as a carrier.

Just food for thought…
Can’t wait for the next round of pics!

Charlie
Lumps Admin.
Customized 83 XJ6 /350/700R4/From: “Leah Kininmonth” leahandrew@yahoo.com

Subject: [Lumps!] Gidday

'Evening All, hello Charlie - are you still the boss?

Been off the list for 6 months or so on a work
assignment in Canada. When I left you, I was griefing
over the loss of my 454 XJ6 S1, that sustained
terminal damage to the structural component of the
front monocoque and front subframe when I pranged it
while leading our class on day 4 of a 5 day tarmac
rally (Dunlop targa of New Zealand).

The “therapy” involved going slightly beserk with
plans for the “Evolution 2” of the XJ.

I’m not sure if I told you before I left but I got a
really sweet identical white '72 XJ6 that was very
straight with a blown motor in exchange for running
the parts guy’s name on the car. This will carry all
the racing cars running gear in a modified
configuration.

While in Vancouver I have ordered two T04B turbos from
turbonetics, with external wastegates, and a large
blow-off valve. I’m fitting better valve springs,
head gaskets, and head studs, but otherwise using the
same 8.9 to 1 long block as before. I am ditching the
750 VS for an ebay 750 DP that is easier to blow-thru,
and will build custom thick walled tube headers and
intercooler/carb bonnet etc. Will using the retard
function on the existing MSD timing box to pull out
advance when under boost. I have tapped into a
fantastic info resource on the blow-thru carb group at
Yahoo. Plan to set boost at a conservative 7 psi to
match my fairly high (by turbo standards) static
compression. Had about 430hp and 500ft/lbs before,
should have about 650/650 after the conversion, in a
mild mannered package. The 454 should run another 500
or so rpm before falling over, so shift point might
sneak up to 5800 or 6000 at a pinch. I think the diff
will handle it becasue the car is traction limited, so
total stress on the diff will not go up that much
(touch wood - the current 2.88 posi has lasted well).
The TH400 may need the oil pressure tweaked up again,
although the car already steps sideways at full
throttle 2-3 shifts.

The car had an archilles heel in its front-heavy
nature (it was easy to take weight out of the back,
not so easy at the front), and to improve weight
distribution I’m planning to set the engine back 6
inches (it was always a bit far forward, but some
minor surgery will be required to clear the
distributor and the rear primary tubes on both sides),
and - this may sound a bit zany - I am also planning
to mount both the alternator and the PS pump on the
rear cage and drive them off the prop shaft (the car
is hardly ever travelling under 30mph, at which speed
the alternator will be excited and charging, and the
PS pump will be doing it’s thing. Clearance and a
removable custom cover in the rear floor area will be
essential for this, but i have no rear seat anyway and
it will make pad changes easier. I will also be
fitting a rear bar (this will have to be custom
because I have large radius and torque arms under the
car to control diff movement and dynamic toe changes.

Brakes also let me down a bit (I cracked the stock
rotors to near destruction in 2 days), so I will be
re-using the stock XJS 4 pots on the biggest fattest
rotors I can fit inside the aluminum 17s I use, and
fitting vented rears. Caliper spacers will be
required front and rear. I also plan to investigate
moving both the driver and co-pilot back about 18
inches (again for weight distribution) and using a
wilwood pedal box and balance bar set-up mounted to
the cage inside the cabin.

Weight reduction will be thru shedding of front
bumper, glass hood and trunk, and tossing of anything
not neccessary that I haven’t already ditched.

That’s about it. It will remain street legal because
this is a requirement for tarmac rallying. I tell you
it’s dangerous to be away from your car for 6 months
when all you can do is plan, scheme, and buy stuff.
I’m home in about a month - and the build will start
then - it will take awhile. The car was pointing and
going pretty good before, it should point, stop, and
go quite a bit better after the rebuild. My wife does
not understand…

I’ll keep you posted, and I might hang around for a
while to see what’s up.

Any downside to the rear accessory mounting other than
the fact that they won’t work below about 25mph?

Cheers, Andrew Robertson, New Zealand (soon)
454 XJ6 S1 twin turbo (soon - oh yeah baby!!)


_

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Welcome back, Andrew! I can’t wait to hear how your new ride turns out.

Joe Aldern