In reply to a message from MGuar sent Thu 10 Mar 2011:
Good for you also,MG
I raced in drag racin in 1962, used a small blk chevy stroked
1/2’'.
ran single A fuel dragster(slingshot), with a 6-71 roots
blower, on 30% Nitro, 70% methenol.
it was fun and expensive, got a divorce while at it.–
The original message included these comments:
Good For you Ron,
And Sorry to preach to the choir (minister?)
but my love was always superchargers… Nice old fashioned roots
blowers…
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In reply to a message from Ronbros sent Thu 10 Mar 2011:
Rin,
Yes racing is a way to take a whole lot of money and work and turn
it into noise. More than a few guys have serious problems because
of it’s addictive nature.
I thought Chump Car/LeMons racing with $500 CARS and the focus
on having fun was a nice affordable way to go racing. You and 3-5
friends chip a pile of money into the pot, spend some weekends
building the car. Use your ingenuity to build something that’s
worth no more than $500.(safety stuff, wheels tires and brakes
don’t count in that $500 limit).
If they think you’re car is worth more than you claim they simply
assign enough penalty laps to offset the addvantage they think you
have.
Then you and three-five buddies go race it for up to 24 hours.
Winner gets bags full of nickles, (basically their entry fee back)
losers had a lot of fun and time on a real race track…
Now it’s not as crazy as it seems. No contact is allowed. If you
have contact you go to the penalty box… 3 strikes and you load up
and go home… Plus, they tend to use short tracks with a lot of
corners and have a lot of entrants… Thus safety is ensured.
OH, and add the fact that anybody can enter, no license required,
means that 100+ cars on a 2-3 mile course where any contact will
get you the black flag and time in the penalty box. Speed is kept
pretty well under control…
Jaguars pretty well have a free hand. Get a Sedan or XJ-S. Gut
it. Remove all glass except the windshield, and you can race BMW’s,
Honda’s, Lexus, all sorts of wierd, wonderful, nonsense. Most of
it dented rusted and only worth $500.
OH we all have to have rollcages and they are very fusy about
them… They have to be safe and since they don’t count on the $500
budget (Nor do seat belts or racing seat etc.)You build a good
one…
I got pre approval to race a XJ-S V12 and ghetto charge it (That’s
home made turbo set-ups) When I started the rules were you could
lighten it any way you wanted… In December they changed that
rule… That effectively added 500 pounds back onto the car… It
wasn’t the speed that changed with the weight added, it was the
fuel used… fuel stops are manidatory 5 minutes… (so people don’t
rush and refuel safely) Yes a V12 Jaguar will be faster than a
Honda or most other cars, But the fuel stops make the differance.–
MGuar
Wayzata Minnesota, United States
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Hey gents
Love looking at these chats…Find your interactions most interesting thank you. I have a 84 XJS race car that we are looking at turbo charging. Our idea is to mount the intakes between the two banks (in the V). Our plan is to have one intake chamber running the full length of the motor. A partition will be placed in the center between #3 and #4, thus creating two separate chambers. One chamber will have the TB facing the front of the engine the other at the rear. The top (lid) of the chamber will be removable with a series of screws( giving you access to the plenum internally) and the floor of the chamber should also be removable to access the plugs.
to create the plenum runners, we will remove the existing manifolds and place them diagonally across from each other. IOW the injector bungs are now facing outwards and the existing plenums are pointing towards each other. NOW… THIS IS WHERE YOU NEED TO USE YOUR IMAGINATION!! starting at the flange meets the runner, cut upwards effectively removing the entire runner and the plenum assembly. Throw them away only keeping the TB’s. Now you are left with runner tubes with entry’s that are pointing inwards towards each other. These will be welded into the new centrally mounted plenum chambers.
what makes this interesting is that the charged air basically from the front TB will charge 1-3 A &B and the charge coming from the opposite side will feed 4-6 A &B. The direction of the charge compliments the port angles.
A small modification will need to be made to the firewall to accommodate the duct into the rear mounted TB
Ive calculated that we can accommodate two plenum chambers of 2500cc per plenum in this space without making any changes to the bonnet lid.
With the stock plenums removed from the factory fitted location, ample space is available for turbo chargers and plumbing. The exhaust logs will be turned upwards and an adapter flange will be fabricated to take the turbo from a Subaru 2.5
clint, sounds interesting for sure!
the only way to see it work, is do it!
will it have internal tapered runner trumpets?
a flow area in the actual cylinder head is the shape and size of the head port ,it tapers down just before entering the bowl area, factory shaped to induce chamber swirl!
your engine stock has a very hi comp. ratio, that should be given some thought!
something not always thought about is, a question i often ask , WHAT PART OF THE ENTIRE AIR FLOW INLET TRACT< IS MOST RESTRICTIVE??
it is and always will be the INLET valve ,air flow racing thru tract comes up and hits a flat WALL!
so inlet valve is always larger then the exhaust valve!
i say put the largest valve you can possibly put in, and reduce shrouding as much as practical!
in the end MUCH will be related to tuning issues, more air means more fuel , and full control of ignition system!
you mention a Suby 2.5 turbo , will that be 2 turbos, or 1 one 2.5 turbo?
i dont think a 2.5 turbo will pump enough air for 5.3 liters of Jag V12!
also the early PreHE engine would be better for turboing , lower ratio, and less restrictive chamber flow!
and be aware that if you pressurize air flow it will help REDUCE any flow restrictions, relative to a vacuum in the flow tract!
WOW this is a really old thread 2011!
much as changed in the turbo world, mostly the electronics and tuning controls!
makes things possible that would never been possible back then!
ron
I agree. As much as it would be cool to add forced induction to the V12, a lot can be accomplished now with Megasquirt type systems for a lot less outlay in time and money.