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Date: Sat, 21 Jan 1995 09:05:44 EST
Subject: Help! SU Carb (Jag-lovers)
Sender: "Cecil F. Carter 813-3378346" <CARTERC2@mail.firn.edu>
To: "british-cars@autox.team.net" <british-cars@autox.team.net>
Cc: "jag-digest@psy.uwa.edu.au" <jag-digest@psy.uwa.edu.au>
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--Boundary (ID MRCuYhQ9BFH/pcdnYEC0Ng)
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Help!
I am rebuilding one of the SU Carbs on my '66 E-Type. The needle is frozen
stuck in the piston. Even after trying the suggestion in the Haynes Mauual
to move the needle to mvoe the needle further into the piston, I have had
no luck. Are there any suggestions? What would cause this to happen in the
first place?
--Boundary (ID MRCuYhQ9BFH/pcdnYEC0Ng)
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Date: Thu, 19 Jan 1995 10:07:33 EST
Subject: Thursday (Jag-lovers)
Sender: "scott@psy.uwa.edu.au" <scott@psy.uwa.edu.au>
To: "jag-digest@psy.uwa.edu.au" <jag-digest@psy.uwa.edu.au>
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Delivery-date: Wed, 18 Jan 1995 20:32:00 EST
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From: "Rob Reilly" <reilly@admail.fnal.gov>
Subject: Re: C type geometry
Reply to: RE>>C type geometry
Ooops, I have to correct myself, and apologize to Kirby for possibly leading
him astray.
I went back and re-read the Autocar article, and the C-type rear link
arrangement is not a parallelogram, it's a trapezoid. The upper or A-frame
link is shorter than the bottom or swing arm link.
The D-type is a parallelogram.
Here are three direct quotes from the article:
"The triangular torque-reaction member, on the right side above the axle end,
prevents lateral movement, and, being at maximum distance from the axis of
the propeller-shaft, imposes the maximum resistance to lift and spin of the
right side wheel."
"Behind the rear damper can be seen the reaction member which enables the
torque developed by the engine to assist in keeping both rear wheels on the
ground, thereby considerably improving the getaway from rest."
"Hinged above the axle on the right-hand side is a wide triangular link, with
its fulcrum parallel to the axle, and its apex hinged to the back of the
frame. This is the torque-reaction member, and the purpose of mounting it to
one side is to reduce the lift of the axle on one side when violent
accelerations of the car are taking place; otherwise one rear wheel tends to
lift and spin. The drivers in the race were enthusiastic about the
effectiveness of this component."
Unquote.
So I shouldn't have said "wheel hop" since it didn't occur in the text. I
thought it was the same thing.
On the left side of the axle its possible the connection to the left swing
arm could be fixed or a side-to-side pivot, not a fore-aft pivot. I just
can't tell from the pictures or text. Nick's photo on the ftp site of the
half-built car (nick_c2.jpg) doesn't show much of the rear. I wonder if he
has any more shots of that car from another angle.
And now for those few that bothered to read this far, a few interesting and
amusing observations about the '51 C-type:
There are two coils.
The clutch linkage is mechanical, not hydraulic.
The brake master cylinder is the same tandem one that went into the XK120 a
couple of years later.
The radiator is neither XK120 nor Mark 7, but it has a hole for the starting
crank handle like the earliest XK120's. I wonder if the LeMans pit crew had a
crank with them.
There is no passengers door, but an article by "The Motor" has a sketch of
the C and the artist drew in a lady passenger wearing a long dress.
>From vicarage@lance.satelnet.org Thu Jan 19 00:10:44 1995
Subject: Barrett-Jackson Auction
Just a mention that I will be at the Scottsdale auction Friday to Sunday
(20-22)with my 120 roadster..If anyone would like some specific
information or if anyone else is going let me know as I would enjoy
meeting up with other AutoNetters.
There are about 15 Jaguars on the block as far as I can tell at this moment..
kind regards
tony
Vicarage Motorcars Ltd. For more information:
Tony Parkinson, owner finger vicarage@lance.satelnet.org
tel (305) 444-8759 WWW http://www.satelnet.org/jaguars/
Fax (305) 443-6443 or send e-mail to above
>From trimbwf@duc.auburn.edu Thu Jan 19 00:50:27 1995
Subject: tappet retainer kit
To Jag Lovers:
Yes, I'd like to know more about the kit. I got one from SICP a
while back, partly out of curiosity to see what they were, but haven't
had the courage to start drilling holes in the exhaust side of head. The
instructions say that you have to watch out to clean out all the metal
filings after you've done the drilling. I'll bet you do.
Anyway, it's kind of moot until I can get the thing running again.
Bill Trimble
>From palmk@freenet.scri.fsu.edu Thu Jan 19 01:14:18 1995
Subject: Re: C type geometry
> Ooops, I have to correct myself, and apologize to Kirby for possibly leading
> him astray.
> I went back and re-read the Autocar article, and the C-type rear link
> arrangement is not a parallelogram, it's a trapezoid. The upper or A-frame
> link is shorter than the bottom or swing arm link.
Aha! That DO make a difference. As the rear wheel travels from full
extension to full compression, the axle will rotate, first rearwards,
and then back forwards. If the design is set up so that normal riding
position is at the point between rotating rearwards and forwards (no
rotation at all) it would still do nothing to combat wheel lift.
However, if the rear end squats during acceleration and puts the
suspension in the rotate-forward region of its travel, then the torque
trying to rotate the axle rearward will also try to push it downward
-- providing a counter to the wheel lift.
If the linkage had bee designed to be in rotate-forward realm when at
normal riding height, the affect during acceleration would be similar
or greater. However, the effect under braking would be to try to lift
that wheel off the ground.
If the linkage had been
incorporated on both rear wheels, it would have provided downforce on
both rear wheels under these conditions; in other words, it would have
counteracted squat but done nothing for wheel lift.
Non-Jaguar note: My brother owns a 1974 (I think) Dodge Charger 440
Magnum. The rear suspension is a simple live axle with leaf springs.
However, the leaf spring on one side is stiffer than the other. They
are arranged so that the car sits level (same downforce on both sides
at normal ride height), but under acceleration when the rear squats,
the stiffer spring applies more downforce on that side, counteracting
wheel lift. A workable plan for straight-line acceleration (#1
priority in the muscle-car days of the 60's and early 70's), but think
about the effects on cornering, braking, speed bumps, etc.
My foster-father's 1968 AMX also had a live axle with leaf springs,
but there was a short link from a point on top of the axle on each
side forward to the chassis. This didn't combat wheel lift, but
DID combat wheel hop. Wheel hop on such cars was typically caused by
the axle rotating around the shock absorber attachment, twisting the
leafs. The behavior is similar to having bad shocks, because the
motion of the wheels hopping does not move the shock. The link on the
AMX combatted the twisting. On later cars, the problem has been
addressed by placing one shock behind the axle and one forward, so the
axle cannot twist around them both.
ALL of these fixes are attempts to deal with problems that IRS avoids
in the first place.
> The D-type is a parallelogram.
And is on both sides. And hence, a totally different concept.
> "The triangular torque-reaction member, on the right side above the axle end,
> prevents lateral movement..."
I assumed that was why it was triangular. If lateral motion wasn't an
issue, it could have been a straight link.
> "Behind the rear damper can be seen the reaction member which enables the
> torque developed by the engine to assist in keeping both rear wheels on the
> ground, thereby considerably improving the getaway from rest."
Y'know, in general, road racing cars of the time didn't place much
emphasis on "getaway from rest". It only happened once during a race
(and later the standing start was largely superceded by a rolling
start) and many of these "fixes" had detrimental effects on braking,
cornering, etc. And ALL of them add weight. Interesting that the
Jaguar crews considered the start so important.
> "The drivers in the race were enthusiastic about the
> effectiveness of this component."
Of course. They're players on a team; they're gonna say how great
their team is. I'm sure it did combat wheel lift, but how come the D
doesn't have it?
> So I shouldn't have said "wheel hop" since it didn't occur in the text. I
> thought it was the same thing.
Negative! Suspension 101 is now in session.
--
--- Kirbert
****************************************************************
* Education is what you get from reading the directions; *
* experience is what you get from NOT reading the directions. *
****************************************************************
---------------------------
| Kirby Palm, P.E. |
| palmk@freenet.tlh.fl.us |
---------------------------
>From MICHAELNEAL@delphi.com Thu Jan 19 02:54:27 1995
Subject: Churchhill Tools
A while back someone posted an address of a source of Churchhill factory
type tools. Does anyone know what it was?
Michael Neal
>From mike_israel@Merck.Com Thu Jan 19 05:47:35 1995
Subject: RE: Churchhill Tools
> A while back someone posted an address of a source of Churchhill factory
> type tools. Does anyone know what it was?
> Michael Neal
Michael,
The place was The British Tool Company. I remember several persons posted
the phone number which is impossible to find via directory assistance.
Perhaps someone can repost it and perhaps validate the following address as
well.
Regards,
mike_israel@merck.com
FROM BRIT VENDOR LIST >>>>
British Tool Company
891 Houseman NE
Grand Rapids, MI 49503
Whitworth tools. Also makes special factory tools originally made by
Churchill in England.
WANTED!!!!!
British Tool is looking for any quantity of old, used and obsolete tools
for British Sports cars. If you happen to have any Churchill tools laying
around, I'm interested. Also, many customers would like to have those
tool kit tools you have as duplicate or don't know exactly what they
belong to so let me know! DESIGN AND ENGINEERING SERVICES:
BRITISH TOOL has complete design and production facilities available, and
will be happy to undertake custom design of various projects and bring
them to completion. Currently on staff is Liliana Teodorescu, an engineer
skilled in mechanical, electrical, structural and civil engineering. She
has a Masters degree in Engineering and has taught at the University of
Brasov in Rumania, and L'Ecole Technique De Blida in Algeria. She was
awarded the prestigious Definitive Professor Degree in Rumania in 1976.
MACHINE SHOP SERVICES AVAILABLE:
We have a new mill, engine lathe, and several pieces of other production
equipment ready and waiting for small jobs. Our journeyman machinist is a
virtual artist when it comes to metal work, so if you have an idea, we can
make it.
>From 73200.2362@compuserve.com Thu Jan 19 08:40:36 1995
Subject: Radius Arm Bushing/'67 'E' Type
Hi group,
While I have the rear suspension unit out of my '67 'E', I'd like to replace the
large rubber radius arm bushings. I understand these are "pressed" in. How
difficult are these to remove with standard shop tools? Say tapping out with a
hammer and punch?
Thanks,
-Ed-
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