Richard Crossley
PART 2
AUTUMN 2011
After only minimal badgering we persuaded this class F stalwart to put pen to paper again. Two sleepless nights, fuelled by coffee and benzedrine, and he laid an egg. Here it is:
PART 2
Right, a couple of seasons on and the novice cross has long been peeled off – most of the circuits have been learned with some good experience under the belt and much enjoyment.
But the initial thrills and excitement of just being out on the grid with 20 odd Jags subsides quickly and just making up the numbers isn’t good enough now – we are here to race. The car looks nice, I am told often enough, but it’s not a beauty parade and limitations are quickly exposed {in car & driver}. From an early plan of a) keeping out of peoples way, b) not slowing up the quicker guys, c) finishing the race so I can drive home – now I need to start some improvements in both car & driver.
So what to do next…?
Well, more power would be nice.
The car, an ’89 3.6, seemed powerful enough initially but out on track, after seeing classmates disappear into the distance at power circuits such as Snetterton with its two long straights, the lack of straight line grunt is a distinct disadvantage. However, one or two pilots do run with the 3.6 - Jag World editor Matt Skelton flies in his and challenges much bigger opposition, whilst another of note is James Ramm, although his is fettled by former JEC XJS champion Gary Davis and runs with a complex setup of 3 Suzuki GSX1100 motorbike carbs, and as that puts him in E, modified, we aren’t competing {plus he’ll be way up the road anyway}.
So an engine upgrade to the later AJ16 4 litre seems the thing.
Step forward Paul Merrett, serial Jag builder, XJS racer, Top Bloke and sourcer of Jag bits in the South of England who finds a unit at under £200.
Over the winter the 3.6 is ditched in favour of the AJ16 and set up by Paul. At the same time the radiator looks flaky so it’s re-cored and a 13” Kenlowe electric fan found on ebay replaces the large and heavy original fan & cowl, so weight saved and cooling improved.
Also the inlet manifold ports are opened up a bit to sit flush with the new engine and I already have the AJ6 Engineering bigger throttle body so we should get better breathing. OK so it still has a standard exhaust system so not getting the full benefit yet but that’s on the shopping list for later.
Few problems on fire up but nothing will defeat Mr Merrett {who is well used to problem solving on his own cars, the unluckiest man on the grid this year} but when it does its throaty, if a little lumpy. But the trip back up the M23/M25 home suggest a big improvement in available power.
A session on the Rolling Road would be good now, but Jag preparers of choice and multiple championship winners West Riding Jags are pre-occupied with building Mk1’s and 11’s for the new HRDC series, so that will have to go on the back burner for now.
No testing then, so first time out at Snetterton for the opening round of JEC XJS Championship……
JEC Trackday – Brands Hatch, April 2011
Car not ready at this point so an invite to try Paul’s facelift trackday prepared 4 litre XJS is taken readily and ideal now for a comparison at my favourite circuit. Straight away it feels tight, steering firmer and all round well set up but I need feedback from mine which I can only remember at this stage. Few laps later though {fortunately with Paul at the wheel} a blown hose {the one you can’t get to} puts an end to the day……or so I think.
Later, Andrew Harrison {of this parish} offers the keys to his Class winning F car and I jump at another chance of track time in a proper car.
Not wishing to bend a fellow competitors pride & joy, nor risking derision in the pitlane a couple of cautionary laps to get the feel of a proven quick car is the sensible approach but there’s no one else on track and even in my hands the immediate difference is astonishing – is this car on rails?, where’s all that power coming from?, how do I make mine go like this?.
Although not travelling anywhere near race pace its obvious the thing is so well balanced, predictable and actually quite easy to drive at speed {apart from the long reach to the gear lever - which explains why Andrew’s knuckles are always grazed} the power is easier to put down with confidence.
Could have stayed out all afternoon but I return it reluctantly after a dozen or so laps and contemplate the experiences of the day.
Regular readers of this website can’t fail to have noticed the level of preparation the team puts into their cars and the results speak for themselves. No doubt whatsoever that the time and effort pays off and huge respect to the boys but these resources aren’t available to all and I’m suggesting a counter viewpoint about the level of commitment needed to compete in our series.
Sure everyone would want to win, to compete, at least to improve, but actually we need first and foremost to enjoy what we’re doing, it costs too much to do otherwise and its supposed to be for pleasure, so if that means a second off a previous best lap time or an improved Class position and a good dice with someone then that’s a small victory and we’ve had a good day………..
Always interesting when the provisional entry list arrives for the next meeting and we can see who, if any, our potential rivals will be. If there’s a few we feel we are at least equal to then it’s looking forward to the event. If not then its daunting, could be in for some frustration again. No one wants to finish last but someone has to and it’s been me on too many occasions but let’s hope for some improvement at least, check last years lap times on tsl-timing.com and set some goals.
All the action at the front is what makes the magazine features and rightly so, but that doesn’t discount the close racing throughout the field and it’s no less important to the drivers concerned, we just don’t get the glory they do……
Round One Snetterton,
The advantage {the only one}of being road legal gives me the chance to run up the M11 in the early hours and shake the thing down beforehand. Its apparent we have serious brake judder so new drilled, grooved discs and a set of reconditioned callipers are fitted just prior to the opening meeting of the year.
With the new Snetterton 300 circuit a clean slate for everyone, no lap times to compare to, a decent size grid and good weather predicted its all to play for.
Qualifying’s a lottery as it takes the session {despite Youtube} to familiarise the layout but extra power, temp, brakes all feeling good.
Race 1 and it’s a good tail end scrap with the beautiful Lister XJ40 of Matt Jeffrey, Terry Nicholls in Class E XJS and an X300 not too far up but I cant get the better of any, not too far off the pace though.
Race 2 dawns on the Sunday with an unexpected development.
Seems I’m the only runner on the old Toyo T1R control tyre from last year - as everyone else {except Stewert, who can star on any old rubber} has upgraded to the ‘cut slick’ R1R, by all accounts much superior for the heavy Jags. With usual crap timing I’d bought a set of new/part used T1R’s just before the announcement of a better option being made available and Yorkshireman that I am, they won’t be wasted.
Anyway, a not racing that weekend Ian Drage, Top Bloke again, brings a set of nicely worn in R1R’s up for my use on the day.
Scrounged 5mm wheel spacers {from Kutuka} and swap them round, still tightening up in the Assembly area.
Both cars at the Brands Trackday were R1R shod and both handled well, but out on the warm up/Green flag lap its chalk & cheese from yesterday. Whilst cold the fillings are rattling and the rear view’s about to fall off but a bit of warmth in and they are sticky, more so as they get hotter.
Much more grip on corner turn in/power down quicker on exit and a couple of laps confident that I did tighten them properly and they aren’t falling off we are in the mix {relatively} as never before. Once again battling with Matt but this time a better exit from the old Russell chicane and I actually out drag the Lister on the start/finish straight, manage to hold it together and fend off the beast for the remaining few laps finishing a car length behind Terry.
Noting a few other quicker ‘F’ casualties on the way and passing a limping Phil Comer on the last lap it dawns I’ve won the Class!. {Picture 2 Crossley/Jeffrey}
I’ll take the applause and the engraved wine glass with pleasure as it may not happen again, but it’s a good start to the season and the points table will say, for once only, that no 76 leads Class F.
Round 2 Brands Hatch
Car lives in a lock up round the corner and is put away proudly post Snetterton, after swapping tyres back over with Ian. On opening garage door for a pre Brands check a pool of brake fluid under rear axle indicates cooked rear brake seal from previous meeting so an early morning crawl round to Classic Spares for a cure is required. So this year I’ve now had front & rear brakes rebuilt which wasn’t in the budget, but in fairness it stops on a sixpence, and in a straight line now which is a new experience.
Brands is a favourite, my local and I want to do well here now. A good time is sub 1 minute but I’ve only ever done a 1.03 - but this time, with new engine, brakes and as Class leader I’m on a roll and that time will fall.
Snag is though I’m back on the T1R’s and now only too aware of the difference.
It hasn’t rained for weeks but in the Assembly area prior to qualifying the heavens open. No time to slacken off suspension for anyone and we all tip toe out on track. First in trouble is Rodney Frost in the Class E XJS who pirouettes on the back straight with the pack chasing and everyone scattering either side. Its mayhem as Jags spin off in all directions. Even seasoned drivers, {especially some seasoned drivers} cant keep it on the black and its all caught on youtube;
Thinking the more treaded T1R is a better rain performer I push on but it’s not wet enough to really work, just greasy and every corner is demanding.
So I lose it on the exit of Graham Hill Bend but only on the grass and quickly recovered. Bob Beacham spears off at Paddock Hill and a lap later, having driven over that same cliff, getting on the power too early results in a big off at the bottom {see above 32 secs in} sideways through the gravel escape road. Avoiding the barrier is lucky but I’m relieved to see the flag for end of session. Not last in qually but it was a lottery.
Race 1 and an ok start but on the sharp right hairpin, Druids, there’s ‘ell of a grinding, grumbling vibration coming from somewhere down nearside front and the distraction of an expensive fix plants a seed. I’ve lost ground already and the race is over. One positive - brakes are fierce, but results in far too early braking for most corners, scrubbing off too much speed and blowing a decent lap time and once again more frustrations.
Back in the Paddock and the post mortems begin. Alex H offers a solution to the loud grinding noise - put some earplugs in - but I’m in no mood for levity.
Some of us are weighed post race and I’m a bit surprised to find myself 8kg under the minimum 1580kg for Class, resulting in a minor bollocking from organiser Terry, so no excuses about being the heaviest car in class now and resolve to have a bigger pre-race breakfast next time. All in all, not the weekend I as hoping for.
Where do we go from here?
The wish list is short, but infinite:
Set of R1R’s - essential
Driver Tuition? – the car's getting better, but am I?
Suspension set up – crucial - experiment with camber and ride height.
Maintain enjoyment
{more to follow, if anyone’s interested} - he means Part 3 will follow, once we talk him into it!
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AJ16 engine and recored radiator installed.
A Kutuka eye also notes the welded exhaust manifold (they're ALWAYS cracked) and the cunifer pipe that appears to mark a sensibly-deleted clutch damper.
An R1R-shod 76 battles the Lister behemoth.
Interior looking nice - no performance improvements, but it makes me feel better!
Brands baby!
Our modest author, in pre-race chinwag, little knowing that in about an hour he'll be collecting the winner's trophy...