Great to see what Mark does especially as it is the final preparation that defines the final quality of the finished product. Exceptional skills from dedicated craftsmen, every part of the build process is important
The Jag rear suspension rebuild reminded me of my own experience with an E-Type. Every moving joint has multiple needle bearing races, flat washers, seals, and grease nipples adding up to dozens of parts. Good news was that all the parts were standard stock parts at a bearing house or hardware store but it was a crude design not promising longevity without frequent maintenance. I learned what the British term "agricultural" meant re design from the experience.
I love interceptors. They should bring something very similar out keeping most of the looks but just a little different. And obviously with all the latest specs. But definitely not electric.
When building a Jaguar IRS on the inside of the hub carrier there is a small hole, directly opposite to the grease nipple, IF you do not block this hole then when grease is pumped in it does not reach the bearings causing premature failure, I usually plug these with a appropriate sized self tapper, which if required can be removed after greasing, but I leave them in ready for the next service. Just though you might like to know from someone who has built more than I care to remember.
@@philtucker1224 I have often wondered, I was shown/taught this trick when I worked in a Jaguar restoration/service shop and it was proved when we took them apart the bearings were rusty and the inside of the hub where the little hole is grease was everywhere.
@@jagvette1 yes, it would seem the pressure required (to fully load the bearings with grease) is never going to be achieved while there is an effective “escape route” so point well made I believe..kind regards.
I guessed exactly 4 hides when you were just about to say how many were used. Lol I saw the jag video and you were talking about the rear spats, and you ŵere talking about a more reduced metal spat. And I had a memory of the open spat used by Coombs on their modified jag cars. What they did was cut a rear spat back till there was 3 or 4"s of spat left, and then put a length of 1/2" round bar along the lip of the new opening and welded it to the spat....eh Voila. Just a suggestion!! Enjoy.....
Could you give a detailed rundown about plating and coating for brackets and fixings. Particularly Xylon coating please. What are the cleaning and surface preparation requirements when sending restoration parts for coating? Who does the coating for you? You mention the pros. corrosion resistance, coating thinness etc. But are there any cons? Cheers
The struts on the Jensen liftgate are the wrong way up. The rod goes to the bottom mount and the gas body to the liftgate so the seal remans lubricated. This does affect the way they act as well. You may find the subjective load changes when they are reversed
My fantasy build I'd love to commision you guy's to do is a late 70's Mercedes 450 SLC in period rally guise but very light weight and with mid noughties Merc 5.5 AMG V8 running gear. Mix of Pro-Touring and retro rally.
@@terrywrist8448am trying to picture that You mean take the T bar roof off. And shorten the wheel base and shorten the doors. Because it’s already a two door you would only have to shorten the doors.
@@russcooke5671 .. speedster is probably the wrong word, more of look of a 1960's racing sports car .. i tell you wat Russ let's go to town on this one.. yes get rid of the t-bar (there's no roof at all on this baby) add carbon panels, sort the engine out and running gear.. and then send the bill to some one else
Question: On the blue E-type I see you are running various wires and hoses along the engine frame rails, and have them attached via screw-in clips, vs. the plastic straps that were original. Given the supposedly finnicky nature of the frame rail steel (some kind of Reynolds tubing), I'm wondering if there are concerns around weakening them by drilling all the clip mount holes and presumably rivnuts? Thanks! And keep up the wonderful work, always an inspiration.
Question for Nat. Composite is a new thing for me as I have only ever worked steel and aluminium. I presume the high cost of something like carbon fibre is in reducing weight, whilst also bringing stiffness. I would have thought that this would best be achieved on the chassis monocoque rather than exterior panels. Is this correct? If so why do these projects retain the steel core components and use composite external panels? Composite also appears to accomodate shapes that would be difficult to make out if steel, but I would have thought the weight penalty in using fibreglass would not be too bad in the grand scheme?
It's amazing how much of the strength of a "conventional" steel monocoque comes from the skin panels. Retropower use the steel they leave behind when the skins are removed as a frame to bond the composite panels to, thus keeping the geometry of the car, but adding substantially to the strength, while reducing the overall weight of the shell. It's also worth noting that many of the composite panels they use for skins are carbon fibre (and possibly Kevlar?), which allows a substantial weight reduction alongside the increased stiffness & strength.
I agree Retro Power do what the client asks for as he is paying the bill, but you would think if they can imagine the car they would leave the choice of colour to an expert as well Retro Power can offer renderings in a mirreoed of colours👍🇦🇺
Great to see what Mark does especially as it is the final preparation that defines the final quality of the finished product.
Exceptional skills from dedicated craftsmen, every part of the build process is important
Bloody hell Kaiser looks amazing
Nice work Marc...... Great explanation.
Stu’s transmission tunnel looks amazing 👌👌
The Jag rear suspension rebuild reminded me of my own experience with an E-Type. Every moving joint has multiple needle bearing races, flat washers, seals, and grease nipples adding up to dozens of parts. Good news was that all the parts were standard stock parts at a bearing house or hardware store but it was a crude design not promising longevity without frequent maintenance. I learned what the British term "agricultural" meant re design from the experience.
Nice to see Mark talking about bodywork...he needs more airtime lads
Beautiful work on that transmission tunnel!
That Interceptor is going to be one Fantastic car.
I love interceptors. They should bring something very similar out keeping most of the looks but just a little different. And obviously with all the latest specs. But definitely not electric.
Looking forward to seeing how the quattro pans out.... Good work chaps.
When building a Jaguar IRS on the inside of the hub carrier there is a small hole, directly opposite to the grease nipple, IF you do not block this hole then when grease is pumped in it does not reach the bearings causing premature failure, I usually plug these with a appropriate sized self tapper, which if required can be removed after greasing, but I leave them in ready for the next service. Just though you might like to know from someone who has built more than I care to remember.
One wonders why they created the hole based on what you’ve said, or do you think it was a design error?
@@philtucker1224 I have often wondered, I was shown/taught this trick when I worked in a Jaguar restoration/service shop and it was proved when we took them apart the bearings were rusty and the inside of the hub where the little hole is grease was everywhere.
@@jagvette1 yes, it would seem the pressure required (to fully load the bearings with grease) is never going to be achieved while there is an effective “escape route” so point well made I believe..kind regards.
Nice work you are doing.
3 1/2 hours to cut Mark’s hair seems excessive. Looks great though 👍👍
They have to cut it one strand at a time to prevent the poor lad from suffering CNS overload and going into shock!
I guessed exactly 4 hides when you were just about to say how many were used. Lol
I saw the jag video and you were talking about the rear spats, and you ŵere talking about a more reduced metal spat.
And I had a memory of the open spat used by Coombs on their modified jag cars.
What they did was cut a rear spat back till there was 3 or 4"s of spat left, and then put a length of 1/2" round bar along the lip of the new opening and welded it to the spat....eh Voila.
Just a suggestion!! Enjoy.....
thats some exotic tin in your shed ,,,, great projects make great videos ,, well done guys.
Those Escort Recaros are to die for.
☕️in hand feet up my Sunday night fix of a caffeine and cars 👍🏻😉🙏🏻👏👏
Could you give a detailed rundown about plating and coating for brackets and fixings. Particularly Xylon coating please. What are the cleaning and surface preparation requirements when sending restoration parts for coating? Who does the coating for you? You mention the pros. corrosion resistance, coating thinness etc. But are there any cons? Cheers
The struts on the Jensen liftgate are the wrong way up. The rod goes to the bottom mount and the gas body to the liftgate so the seal remans lubricated. This does affect the way they act as well. You may find the subjective load changes when they are reversed
Question what is that on the roof of the Interceptor @ 4.45 ? Thanks for all the videos
What headlights are used on project UTAH ?
My fantasy build I'd love to commision you guy's to do is a late 70's Mercedes 450 SLC in period rally guise but very light weight and with mid noughties Merc 5.5 AMG V8 running gear. Mix of Pro-Touring and retro rally.
mine would be a triumph stag designed into a speedster, lower windscreen, deleted door windows, bumpers.. engine wise a supercharger added
@@terrywrist8448am trying to picture that You mean take the T bar roof off. And shorten the wheel base and shorten the doors. Because it’s already a two door you would only have to shorten the doors.
@@russcooke5671 .. speedster is probably the wrong word, more of look of a 1960's racing sports car .. i tell you wat Russ let's go to town on this one.. yes get rid of the t-bar (there's no roof at all on this baby) add carbon panels, sort the engine out and running gear.. and then send the bill to some one else
Cal you mentioned that (project one) if a single prop was used it would have to be a “much larger diameter”, - is that to negate long flexing?
The Etype would look great with Lamborghini door hinges
Question: On the blue E-type I see you are running various wires and hoses along the engine frame rails, and have them attached via screw-in clips, vs. the plastic straps that were original. Given the supposedly finnicky nature of the frame rail steel (some kind of Reynolds tubing), I'm wondering if there are concerns around weakening them by drilling all the clip mount holes and presumably rivnuts? Thanks! And keep up the wonderful work, always an inspiration.
I know why Bobby was tasked with stripping the Quattro down. That's why it was done so quickly 😁
That bit about forming conical sections was fascinating.
Any news on the colour for the Winston Jaguar. It’s looking good.
(UTAH) was a speed adjusting power steering weighting unit a step too far/too bulky?
Does the zinc coating then primer then raptor mean that it is impossible for it to rust in future?
@ 28:00 Redux 003/004..how many are you doing?-001 was up at auction recently.
We've got fantastic craftsmen and engineers in this country. What ever happened to our volume car industry?
Are the carbon panels you guys get good enough to just be clear coated as an exposed carbon panel?
What satin black 2k do you use?
Question for Nat.
Composite is a new thing for me as I have only ever worked steel and aluminium. I presume the high cost of something like carbon fibre is in reducing weight, whilst also bringing stiffness. I would have thought that this would best be achieved on the chassis monocoque rather than exterior panels. Is this correct? If so why do these projects retain the steel core components and use composite external panels? Composite also appears to accomodate shapes that would be difficult to make out if steel, but I would have thought the weight penalty in using fibreglass would not be too bad in the grand scheme?
It's amazing how much of the strength of a "conventional" steel monocoque comes from the skin panels. Retropower use the steel they leave behind when the skins are removed as a frame to bond the composite panels to, thus keeping the geometry of the car, but adding substantially to the strength, while reducing the overall weight of the shell. It's also worth noting that many of the composite panels they use for skins are carbon fibre (and possibly Kevlar?), which allows a substantial weight reduction alongside the increased stiffness & strength.
@@18robsmith What? These panels doors and wings have zero structural value to the vehicle. Using carbon fibre in exterior panels is naff.
BOOM 👍🏻👍🏻👍🏻👍🏻👍🏻
What ever happened to project nighthawk I remember it from years ago?
Must be great for all of your craftsmen to focus on quality rather than speed and get the job out the door .
that jenson is going to weigh a shit load. pretty much little difference than slapping it full of 'bondo'.
Rubber roller looks like a pallet truck wheel?
Yes it rendered the pallet truck completely useless now! ☹️
Why when going to all this trouble with the Audi don't you build a quattro sport ? No criticism, just curious. Owen
It will be a very sad loss when Stew decides to retire or is he the type of bloke who will work into his '70's? 🙄🤥🙄🤥🙄🤥
Are you suggesting Stu is under 70?
Hate the colours on the escorts . Shiny primer and 1970 blue & white .
And the purple on Bernie the minor dinosaur 😅 but that is not retropowers fault.
true. I liked the Murray car better. Without the big arches. The big arches makes the car look like a fat bird in a mini skirt.
I agree Retro Power do what the client asks for as he is paying the bill, but you would think if they can imagine the car they would leave the choice of colour to an expert as well Retro Power can offer renderings in a mirreoed of colours👍🇦🇺
Erm..erm..erm...erm....errrrrrmmmmm....
Ay you calm down !