0-60 record ending with a snatch
Discussion
Had my M on the road again today. Now with a 2.93 ratio LSD. Last year did I use a 3.15 LSD which were a bit too low, and having to shift to 3'th on the 0-100 kmt runs.
But with the 2.93 ratio do it manage 105 km/h in 2'nd, so that's perfect for that very important figure (specially when racing in the bar on the pub :-)
And with relatively cold tyres (8 year old bridgestones) did I manage a 0-100 @ 5.04 sec on the GPS logger. equal to 4.86s on 0-60 mph.
After a few experiments with too high launch rpm's did the tyres warm up, and I found the perfect rpm to avoid too much wheel spin, and...... snatch, broken drive shaft.
The car btw, TVR M 3000 with a jaguar S type 3.0 V6
But with the 2.93 ratio do it manage 105 km/h in 2'nd, so that's perfect for that very important figure (specially when racing in the bar on the pub :-)
And with relatively cold tyres (8 year old bridgestones) did I manage a 0-100 @ 5.04 sec on the GPS logger. equal to 4.86s on 0-60 mph.
After a few experiments with too high launch rpm's did the tyres warm up, and I found the perfect rpm to avoid too much wheel spin, and...... snatch, broken drive shaft.
The car btw, TVR M 3000 with a jaguar S type 3.0 V6
Edited by madsvlund on Sunday 25th May 22:16
They tend to burn oil at a steady rate. Most die from spun big end bearings due to oil starvation. I've known this block for years in its various guises. I've never heard of a big end bearing failure yet from anyone who's checked their oil level between services.
The ignition coil thing only afflicted early S-Types where rain water drained into one spark plug hole.
Other than that, it's a nice engine. It produces 240bhp in RWD guise complete with catalytic converters. It doesn't suit the S-Type all that well to be honest, as it shares the crankshaft with the Ford 2.5 block which was a square engine, making the only physical change to the bottom end for the 3.0 units the bore and piston size and thus oversquare. It lacks a little low end grunt for a Jag saloon but it does have a nice spread of torque and is fairly keen to rev making it a bit more suited to a lighter, sportier car.
I had been thinking of putting my spare in an MX-5, but doubt whether I'll ever get round to that in truth.
The ignition coil thing only afflicted early S-Types where rain water drained into one spark plug hole.
Other than that, it's a nice engine. It produces 240bhp in RWD guise complete with catalytic converters. It doesn't suit the S-Type all that well to be honest, as it shares the crankshaft with the Ford 2.5 block which was a square engine, making the only physical change to the bottom end for the 3.0 units the bore and piston size and thus oversquare. It lacks a little low end grunt for a Jag saloon but it does have a nice spread of torque and is fairly keen to rev making it a bit more suited to a lighter, sportier car.
I had been thinking of putting my spare in an MX-5, but doubt whether I'll ever get round to that in truth.
Sorry to see broken half shaft OP. 
A few years ago I tried to get a 0-60 time for my car (standard 500 chim) but was very wary because of this risk. Gave it too many revs off the line, big wheel spin, stretched 2nd gear way out to reach 60, result? 5.0 sec as near as I could tell.
I reckoned a good dig-in start (no spin-up) would push the shafts to their limit, so never tried again as much as I still want to know.
I have wondered if a second gear start would be better? A less violent launch sure, but no gear change needed.
ETA Your chassis looks brand new, lovely car sir.
A few years ago I tried to get a 0-60 time for my car (standard 500 chim) but was very wary because of this risk. Gave it too many revs off the line, big wheel spin, stretched 2nd gear way out to reach 60, result? 5.0 sec as near as I could tell.
I reckoned a good dig-in start (no spin-up) would push the shafts to their limit, so never tried again as much as I still want to know.
I have wondered if a second gear start would be better? A less violent launch sure, but no gear change needed.
ETA Your chassis looks brand new, lovely car sir.
Did a day at Shakey yesterday, got a line lock on M/Thompsons and did some serious burn outs. Close on 400 bhp. Held at 4k rpm and dropped the clutch, was pooing it but all held together. No wheel spin, just took off like a scalded cat. Standard shafts.
Edited by LongBaz383BHP on Monday 26th May 17:16
Thanks for the comments, the shaft is a 27mm from a BMW M3 welded together with a hollow 36mm shaft from a 530d, so I guess it's up for the tourque. I've revised the welding, so it have the radial weld + 2 longitude groves welded + 2 10mm holes welded. And from analyzing the ECU logs, shows that it does 3,8 sec from standing stat to 7000 rpm in 2' equal 102 kmh. But still slipping the wheels for the first 1,7 sec, until it bites around 4000 rmp in 2'
And the driver is rather slow on the gearshift, 0,4 sec wasted :-)
And the driver is rather slow on the gearshift, 0,4 sec wasted :-)
phazed said:
I'm sure that I was told last year that they are using this engine a lot in racing.
Can't remember in what though!
Palmer sport uses them for many applications. The more agressive ones is build by Tuner motorsports, and the told me that 300 hp was achiveable with new camshafts, 320 with a mild porting and a bit more rpm, and they have made a 380hp version for a BTCC with 9500 rpm redline, rods, pistons, cams and porting.Can't remember in what though!
I think I'll buy a factory new engine of ebay @ 1400£ and fit a set of cams to it, and stick to 300 hp. With aprox 240-250 now, it's allready a handful to control on damp roads
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