Daimler 250 V8
Discussion
anonymous said:
[redacted]
Good spot. 
INot sure if it has the standard rear spats or the smaller racing (Coombs) ones that would be appropriate on a rally car, for rear wheel access etc. Is that a trick of the light and the suspension travel?
I've actually taken a bit of an interest in a few of these for sale recently, being quite a discount on the Mk 2 Jag asking prices and with a V8 engine.
Edited by sixor8 on Tuesday 23 March 08:33
sixor8 said:
Good spot.
INot sure if it has the standard rear spats or the smaller racing (Coombs) ones that would be appropriate on a rally car, for rear wheel access etc. Is that a trick of the light and the suspension travel?
No trick of the light, it's quite clearly got standard spats fitted.INot sure if it has the standard rear spats or the smaller racing (Coombs) ones that would be appropriate on a rally car, for rear wheel access etc. Is that a trick of the light and the suspension travel?
anonymous said:
[redacted]
No it's not. Really, some PH'ers do talk utter b
ks.As the owner and driver in that photograph I can tell you CSY 927 was/is an original MOD all matching numbers car including the driveline. Like many Daimler v8250/Jaguar MKII, the hubs were changed from steels to wires.
OP, if you'd like to know any more about race/rally v8250/SP250's feel free to pm me
Rgds
v8250
Edited by v8250 on Tuesday 23 March 09:41
sixor8 said:
Good spot.
INot sure if it has the standard rear spats or the smaller racing (Coombs) ones that would be appropriate on a rally car, for rear wheel access etc. Is that a trick of the light and the suspension travel?
I've actually taken a bit of an interest in a few of these for sale recently, being quite a discount on the Mk 2 Jag asking prices and with a V8 engine.
As another poster has mentioned, the original Coombs cars has the spats removed and the wheel arches modified accordingly. INot sure if it has the standard rear spats or the smaller racing (Coombs) ones that would be appropriate on a rally car, for rear wheel access etc. Is that a trick of the light and the suspension travel?
I've actually taken a bit of an interest in a few of these for sale recently, being quite a discount on the Mk 2 Jag asking prices and with a V8 engine.
Edited by sixor8 on Tuesday 23 March 08:33
Nowadays it's become common to refer to the abbreviated replacement spats produced as "Coombs spats" . They do look good IMHO. The standard mk2 Daimler usually has automatic transmission and, although a lovely car, the performance is a bit lacking if compared to a 3.4 or 3.8 manual Jaguar.
GoodOlBoy said:
The standard mk2 Daimler usually has automatic transmission and, although a lovely car, the performance is a bit lacking if compared to a 3.4 or 3.8 manual Jaguar.
Isn't that a bit like saying the performance of a 320d isn't as good as an M3? The Daimler was only 2.5 litres, but easily outperformed the 2.4 Jaguar. It was never intended to compete with the 3.4 / 3.8 cars. If the 4.5 V8 had been fitted, well that would have been a different story...I had one for a couple of years: beautiful thing and a gem of an engine. Sounded much better than the XK six.
Turbobanana said:
Isn't that a bit like saying the performance of a 320d isn't as good as an M3? The Daimler was only 2.5 litres, but easily outperformed the 2.4 Jaguar. It was never intended to compete with the 3.4 / 3.8 cars. If the 4.5 V8 had been fitted, well that would have been a different story...
I had one for a couple of years: beautiful thing and a gem of an engine. Sounded much better than the XK six.
It was an observation, not a criticism. I had one for a couple of years: beautiful thing and a gem of an engine. Sounded much better than the XK six.
The chap that it was intended for possibly isn't as well informed as you are.
So let's get back on topic for the OP.
There are a good number of v8250's/SP250's that have been used for motorsport with great success, especially in North America and with some well known cars tucked away in Australia and New Zealand. The saloon is a better option as the SP250 chassis has too much flex, even when strengthened/triangulated but for period rallying with tight regulations they have competed well.
With the right modifications the v8250 can be made to be genuinely quick, but it takes a good number of combined modifications and must be designed in as a complete package. The advantage of the v8250, compared to the straight six MKII, is the light weight of the engine. When the car's been balanced/corner weighted there's very little understeer and a v8250 can be built to outperform many a 3.8. Where it loses is top end grunt of a Rob Beere/Peter Lander type engine. Personally I like a well built and correctly set up 3.4 engine.
To start, go, handle and stop everything needs modifying and/or upgraded and there few off the shelf parts, though some MKII motorsport components can be used. For get up & go ignition and fuelling systems needs a complete rework as in std form both are very restricted. Transmission/driveline's all quite straight forward. Suspension mounting points need significant work and careful choice needed of suspension components. Braking's well catered for as there's a myriad of components to choose from.
Re' pedestrians and cyclists...they'd be advised not to get in the way
There are a good number of v8250's/SP250's that have been used for motorsport with great success, especially in North America and with some well known cars tucked away in Australia and New Zealand. The saloon is a better option as the SP250 chassis has too much flex, even when strengthened/triangulated but for period rallying with tight regulations they have competed well.
With the right modifications the v8250 can be made to be genuinely quick, but it takes a good number of combined modifications and must be designed in as a complete package. The advantage of the v8250, compared to the straight six MKII, is the light weight of the engine. When the car's been balanced/corner weighted there's very little understeer and a v8250 can be built to outperform many a 3.8. Where it loses is top end grunt of a Rob Beere/Peter Lander type engine. Personally I like a well built and correctly set up 3.4 engine.
To start, go, handle and stop everything needs modifying and/or upgraded and there few off the shelf parts, though some MKII motorsport components can be used. For get up & go ignition and fuelling systems needs a complete rework as in std form both are very restricted. Transmission/driveline's all quite straight forward. Suspension mounting points need significant work and careful choice needed of suspension components. Braking's well catered for as there's a myriad of components to choose from.
Re' pedestrians and cyclists...they'd be advised not to get in the way
Edited by v8250 on Tuesday 23 March 13:26
v8250 said:
So let's get back on topic for the OP.
For get up & go ignition and fuelling systems needs a complete rework as in std form both are very restricted.
My understanding is that the design of the inlet manifolds are one of the biggest obstacles to improving the performance of the Daimler V8. For get up & go ignition and fuelling systems needs a complete rework as in std form both are very restricted.
Edited by v8250 on Tuesday 23 March 13:26
Can you be more specific as to how you are able to improve the performance ? I'm genuinely interested as the only thing that holds me back from buying one is the performance level of a standard auto.
A friend of mine is itching to fit twin turbos to one of these. He's recently completed a 2.4 Mk2 which is delivering 250hp.
For poster "Daimler v8" the respective 0-60 times for the Daimler V8 and 3.4 Jaguar are 13.8 and 11.8.
mph said:
My understanding is that the design of the inlet manifolds are one of the biggest obstacles to improving the performance of the Daimler V8.
Can you be more specific as to how you are able to improve the performance ? I'm genuinely interested as the only thing that holds me back from buying one is the performance level of a standard auto.
A friend of mine is itching to fit twin turbos to one of these. He's recently completed a 2.4 Mk2 which is delivering 250hp.
For poster "Daimler v8" the respective 0-60 times for the Daimler V8 and 3.4 Jaguar are 13.8 and 11.8.
Hi mph, pm me and will share some thoughts.Can you be more specific as to how you are able to improve the performance ? I'm genuinely interested as the only thing that holds me back from buying one is the performance level of a standard auto.
A friend of mine is itching to fit twin turbos to one of these. He's recently completed a 2.4 Mk2 which is delivering 250hp.
For poster "Daimler v8" the respective 0-60 times for the Daimler V8 and 3.4 Jaguar are 13.8 and 11.8.
The quickest way to make a v8250 go quicker...? Don't buy an Auto'
eta, here's a good link to Russ Carpenter's v8250 engine
https://bangshift.com/bangshift1320/tiny-hemi-roar...
and Robin Read's supercharged jobbie
https://www.torqtalk.com/home/worlds-quickest/fast...
Edited by v8250 on Tuesday 23 March 14:03
mph said:
v8250 said:
So let's get back on topic for the OP.
For get up & go ignition and fuelling systems needs a complete rework as in std form both are very restricted.
My understanding is that the design of the inlet manifolds are one of the biggest obstacles to improving the performance of the Daimler V8. For get up & go ignition and fuelling systems needs a complete rework as in std form both are very restricted.
Edited by v8250 on Tuesday 23 March 13:26
There are a lot of tales circulating.
If Jaguar hadn't had the foresight to use the V8 engine in a Jaguar shell the Daimler engine would have died before it really got started. Clearly Sir William Lyons didn't have an issue with it's use.
The reason for it's eventual demise was that it wasn't viable to produce economically.
If Jaguar hadn't had the foresight to use the V8 engine in a Jaguar shell the Daimler engine would have died before it really got started. Clearly Sir William Lyons didn't have an issue with it's use.
The reason for it's eventual demise was that it wasn't viable to produce economically.
aeropilot said:
Back in the late 60's, early 70's, Hilborn Fuel Injection Systems in the USA made about half a dozen bespoke 8-stack injection systems for the Daimler V8, at least one survives. Hilborn is now part of Holley, and they do a modern EFI version of the traditional stack injection system, and if when Holley bought out Hilborn after Stu Hilborn passed away, they acquired the Hilborn archives there may still be drg's existing for the all important intake manifold casting, and a modern EFI stack injection Daimler V8 would be possible
Very interesting thanks.I don't suppose there'd be enough demand now for a bolt-on manifold kit for the road cars, otherwise someone would have done it. Interesting thought.
anonymous said:
[redacted]
Is that correct? My understanding was that whilst the slimline bumpers on the Jags were introduced in Sept '67 (Daimlers a week later f9r some reason) the revised wheel knock-on caps weren't introduced until July '68, and then only for certain export markets, ie Germany, Switzerland, Sweden and Denmark etc.. I assume the V8 would have been similar.There are certainly plenty of old photos around of 240/340s with eared spinners, although not many Daimlers with wires, and I'd be surprised if all of these were retro-fitted back in the day. Likewise, lots of old photos of E & F-reg S-types and 420s on eared spinners, but G-regd 420s on the later caps.
I don't have the definitive answer but the car in the photo would probably have built right on the change period, if they did change the UK-market specs. for the MK11s/Daimler V8. Happy to be corrected.
Edited by TarquinMX5 on Thursday 25th March 16:33
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