December 2013 JagMag

JAGMAG
VOLUME 54
ISSUE 12
December 2013
Jaguar Drivers & Restorers Club of Northwest America
JDRC/NWA Holiday Party
is Dec. 8th
Jolly
Jaguar
day!
“...the season for kindling the
fire of hospitality in the hall, the
genial flame of charity in the heart.
~ Washington Irving”
In this issue:
~ Cannonball Run
XJS Record Holder
~ Art Brass Plating
~ Andy’s Garage
~ Holiday Party details
Wishing for an F-Type coupe under the tree!
2
JagMag December 2013
JAGMAG
VOLUME 54, ISSUE 12
December 2013
JDRC/NWA
JAGUAR DRIVERS & RESTORERS CLUB OF NORTHWEST AMERICA
AFFILIATE OF JAGUAR CLUBS OF NORTH AMERICA
Inside this month
4
4
4
5
6
8
9
10
14
17
20
CLUB OFFICERS
President - Steve Christensen
206.782.2819
[email protected]
VP Activities - Tom Toth
206.682.6764
[email protected]
VP Technical - Kurt Jacobson
253.927.7715
[email protected]
Treasurer - John Holmes
425-456-1826
[email protected]
Secretary - Christian Stich
206.816.0608
[email protected]
TRUSTEES
Bill Young - 425.641.7529
[email protected]
Jim Lunz - 206.323.5879
Bob Alness - 253.565.7559
[email protected]
Ray Papineau - 425.483.9641
[email protected]
Jamil Haque - 206.226.8443
[email protected]
Judge’s Corner
President’s Message
Calendar of Events
Holiday Party details
Editor’s News and Notes
Andy’s Garage
September club meeting at Alness’
XJS - Cannonball record holder
Art Brass Plating - Tech Session
Classified Ads
Membership Information
COMMITTEES
Membership - Rosemarie Young
425.641.7529
[email protected]
Sunshine - Karolyn Walden
[email protected]
253.852.4004
Concours Chair - Ray Papineau
425.483.9641
[email protected]
Chief Judge - Zane Ware
206.650.3190
[email protected]
Webmaster - David Massy
425.836.0648
[email protected]
Past President - Jamil Haque
206.226.8443
[email protected]
JAGMAG
Editor and Advertising
Paul Griffin
360.275.9480
[email protected]
ON THE COVER:
The Dickens Carolers will again treat
the JDRC/NWA group at our Holiday Party
at Seattle Yacht club.
www.seattlejagclub.org
© Copyright 2013 JDRC/NWA. All rights reserved. The contributors to
JAGMAG, amateur or professional, having limited specific knowledge, offer
information or suggestions on a variety of subjects including, but not limited
to, auto values, event locations (dates & times), and technical subjects. This
information comes from a variety of sources and has not necessarily been
tested by its contributors, the JAGMAG editors and its staff, or officers and
members of the JDRC/NWA Club, who take no responsibility for the results
obtained using such information and disclaim any liability for any injury or
damages. Furthermore, the club makes not warranties, expressed or implied,
on any published information for any purpose whatsoever. readers are advised
that use of this information is done at user’s sole responsibility and discretion.
4
JagMag December 2013
Zane Ware
Judge’s Corner
Special season, special Jags
• Class S3, Modified: These entries must have at least
40 points of non-authentic or missing deductions
presented to the Chief Judge before even being
considered for this class. Note Please consult the
Rule Book for complete qualifications for this class.
• Class S4, Replicas: Replicas must be Jaguar powered
and an accurate reproduction of the original they
are modeled after.
Each entry in these classes is truly special as are
all of our club members. Remember to take time
during this special season to appreciate where you
are and whom you are with. Every jag is Special.
Every Jag owner is more so.
Here we are again at that special time of year! The
season for good cheer and comeraderie when we revisit
just how special our Jags (and other club members) are. We
may even consider them special enough to enter them in
one of four Special Division Concours Classes (the Jags, not
the club members)!
• Class S1: Factory produced and prepared
competition Jaguars, factory sponsored competition
and limited production Jaguars. (If you have a
works-prepared or team-prepared car, please sign
up for concours now!)
• Class S2, Production: Jaguars privately prepared
and modified for competition. You must have
documented race history or proof that the car will
pass a currently recognized sanctioning body safety
check.
Happy Holidays
Chief Judge Zane Ware
Message from the President
Steve Christensen
Bring a gift
Here comes the Holiday Season and our Holiday
Brunch on Sunday, December 8th. So come and enjoy the
season and RSVP to Tom Toth at 206-682-6764 or to me at
206-782-2819. Unlike Tom, I have voice mail on my phone,
so you can leave a message (because the two of us are not
home very much with our busy social schedules). Bring
a small gift to the brunch and mark it ‘male’, ‘female’, or
‘either’ and put it under the tree. But when it comes time to
pick a gift, try not to pick your own!
Happy motoring and Happy New Year!
Steve
Calendar of Events
Date Description Location Dec. 8, 11 a.m. Holiday Party
Seattle Yacht Club
Friday Dec. 20, 2013
9:30 a.m.
Art Morrison Enterprises 5216 7th St E Fife WA 98424.
Contact
Tom Toth 206.682.6764
[email protected]
Kurt Jacobson, 253.927.7715
[email protected]
Volume 54, Issue 12
Join us and celebrate the holiday
season with a delicious
meal at the Seattle Yacht Club.
Seattle Yacht Club
1807 East Hamlin
Seattle, WA 98112
206-325-1000
We’ll have a great silent auction,
with all proceeds donated to
Northwest Harvest.
Please bring items
for the auction. Also,
we’ll have an optional gift
exchange, and you may bring
a $10 gift marked Lady
or Gentleman for under the tree.
And, once again, the
fabulous Dickens Carolers
will provide holiday cheer.
Membership sign-up for
2014 will be available
on entry.
Free 2014 calendar with each
membership registration.
These beautiful calendars
make excellent gifts, and
extras are available for $15.
Cost: $55.
RSVP by: December 5th
Tom Toth
206.682.6764
[email protected]
or
Steve Christensen: 206-782-2819
5
JagMag December 2013
6
Editor’s news and notes
Paul Griffin
Holiday Party, F1 Fire-up
You’re invited to the Holiday party
VP of Activities Tom Toth would like to remind and
invite you to the JDRC/NWA annual Holiday Party, held again
this year at the Seattle Yacht Club. It is a fun, warm, and
delicious event, happening this year on Sunday, Dec. 8th
starting at 10:30, with the buffet beginning at 11:30. The
Dickens Carolers will entertain us with songs of the season.
“Time to join us for some holiday cheer! The
decorations are up and the tree is lit. We will have a silent
and live auction, with proceeds going to Northwest Harvest.
There is also a fun $10 gift exchange. So please come ready
for action. We will do our best to keep you entertained,”
Tom said. The buffet is $55, the script bar is $3 soft drinks,
$6 beer, and $8 for house wines and cocktails. Please RSVP
to Tom or Steve Christiansen, to their contact information on
page 3.
“F1 Fire Up” at Griot’s Garage
Join car lovers on December 7 at Griot’s Garage in
Tacoma, rain or shine, as they fire up two legendary Formula
1 machines (Niki Lauda’s Ferrari 312T and Jochen Mass’
McLaren M23). Also on display will be a bevy of historic race
machines including:
Ferrari 312B, Ferrari F2000, McLaren
M6A, McLaren M4A, Lola T290, Webster 2.0, Gurney Eagle,
Lotus 22, and more.
They will fire up the cars at 9, 10, and
11am... Cruise in with your ride shined up, and be sure to
arrive early for free coffee and donuts while they last. Please
share this event with your friends, too!
It’s going to be a
morning to remember. This is going to be a fun and FREE
event.
JLR to design own powertrains
Jaguar Land Rover will start work on their own
powertrains, according to “The Truth About Cars” website:
There was a time when Jaguar designed and built
some of the most advanced gasoline engines made and Land
Rover built it’s own diesel power plants that had a reputation
for durability. However, Jaguar currently buys most of
its engines from Ford, an artifact of when the Dearborn
automaker owned Jaguar. Jaguar hasn’t built an engine
of its own design since 1997. Land Rover’s last in-house
powerplant was the Td5 diesel in 1998 and the company
has used a variety of engine vendors including Ford, BMW
and Perkins. Next year, Jaguar Land Rover’s new $750
million dollar engine plant in Wolverhampton, England
will start building a JLR designed four cylinder diesel and
about a year and a half later than that the factory will start
producing a turbo four cylinder petrol engine. The engine
plant will have a capacity of 300,000 engines per year.
“When we manufacture our own engines ourselves,
it gives us an additional degree of freedom,” said Wolfgang
Ziebart, 63, Jaguar Land Rover’s group engineering director,
said in August.
According to published reports, the new engines will
be light, powerful and small, about 2.0 liters, and they will
have advanced features like turbochargers, direct injection
of fuel, and variable valve timing and lift. Three cylinder
engines displacing ~1.5 liters are also possible. They will be
the very models of modern powerplants. ”You can be sure
if we make our own engines, they will excel in technology,”
Siebart said. ”We will probably set a new benchmark in
terms of engine efficiency, weight and power per liter, and so
on.”
The Range Rover Evoque, which is currently
powered by a version of the 2.0 liter four cylinder Ford
EcoBoost engine, is likely to get the new JLR built motors.
Ziebart said the company is setting up the new
engine plant now. “The machinery is moving in, the first
machines for the block and heads are being installed. We will
manufacture the first prototype engines by spring next year
and first [production] engines come at end of next year.”
Ziebart also raised the possibility of a Jaguar
designed and built three cylinder engines. Perhaps the
only things automotive that are proliferating as quickly as
continued, page 7
7
Volume 54, Issue 12
compact crossovers are three cylinder engines.
“If we could come up with similar performance as
the four-cylinder, I think this could be an alternative, too,”
Ziebart said.
Ziebart confirmed that the plant will have two
production lines, one for gasoline and one for diesel and
that the diesel and gasoline engines will share a common
architecture including cylinder blocks with common bore
spacing, crankshafts and oil pans. The Wolverhampton plant
will be flexible and can change the engine mix based on
changing consumer demand. (source: The Truth About Cars)
F-Typecasting at L.A. Auto Show
The all-new F-Type R Coupé launched
simultaneously in Los Angeles and Tokyo exhibits all the
qualities that has made the marque great -- power, comfort,
and stunning design.
In Los Angeles,
the F-Type Coupe was
introduced with a
laser show. Hollywood
celebrities such as Simon
Cowell and Adam Carolla
gathered with journalists
on a night to greet the new
Jaguar F-Type Coupe, which
the automaker unveiled
at an event near the Los
Angeles Auto Show. Ian
Callum, Jaguar’s design
director, spoke to the
audience at the unveiling, but the real excitement came
when he finished his remarks and stepped away from the
stage. A curtain swept to the side, revealing the cavernous
interior of a former aircraft hangar, and lights and sounds
simulating a helicopter assault of sorts rocked the building
as a series of red lasers shone from the far end of the
tunnel. With a series of throaty rasps — a sound for which
the F-Type’s loud exhaust system is quickly becoming known
— an F-type sped down the length of the hangar, surprising
some guests as it hurtled toward the seating area and
disappeared through a door below the crowd.
The new coupe’s roofline is sleek, and Jeff Curry,
brand vice president for Jaguar in the United States, said
he thought the car would be a centerpiece for the marque.
Jaguar’s new two-door coupe is based on the C-X16 concept
car that got a lot of motoring journalists all worked up
when it was revealed in 2011, and thanks to a fiery 5-liter,
supercharged V8 engine under the bonnet, the top of the
line ‘R’ model is more than just eye candy.
It’s not all thumping force. There are also high-tech
touches keeping the car’s 550 horsepower in check, notably
an electronic active differential and a new Torque Vectoring
system for controlling the feed of power to individual
wheels. But it’s also good to see that much of the car’s
handling and road holding are thanks to things like a very
rigid yet lightweight shell that will keep the car flatter in
corners. It also has carbon ceramic matrix brakes and an
eight-speed sequential gearbox.
The cabin is awash with leather and suede in a
nod to the historic Jaguars that have come before, while
the roof can be specified in glass for a full panoramic view,
without sacrificing any of the car’s rigidity or performance.
The F-type Coupe is scheduled to arrive in
American showrooms this spring. The 340-horsepower
supercharged V6-equipped base model will start at
$65,895, including shipping. The S coupe, which packs a
380-horsepower supercharged V6, starts at $77,895, and
the 550-horsepower supercharged V8 R model — a trim
level Jaguar says will not appear
on the convertible — starts at
$99,895. Power from the all
aluminum-bodied coupe will be
fed through an 8-speed automatic
transmission equipped with a
manual shift mode for sportier
driving.
Following the Jaguar
F-Type Coupe’s official production
debut at Los Angeles last week,
AutoCarUK learned that the
Coventry-based automaker could
launch two more performanceoriented F-Types called the RS and RS GT.
“Our obligation is to maximize the opportunity in
the car in every direction,” said Ian Callum. “It is clear that
the platform is very capable. Whatever the powertrain, the
body will work with it.”
Despite no time frame being given, these two
supposed sportier versions have a considerable chance of
being offered during the F-Type’s life cycle.
Please shop with our advertisers
and tell them you saw it
in the JagMag!
JagMag December 2013
8
Andy’s Garage
Jaguar Valve Adjustment: Part 3
electric. If you use a manual micrometer you will need to
know how to read it (not included in today’s story). I prefer
Once again, thank you for following this rather
a digital, although these can be pretty pricey. Whichever is
lengthy procedure. Let’s get started.
used the points (or flats) must come to
Last time we had just lifted
bear in the center of the shim. (This is
out the camshaft and
where it is the thinnest and will change
carefully set it aside. Now
adjustment, if measured incorrectly).
using an egg carton and a
Measure the shim a few times, jotting
magnet lift out the tappets
down reading as you gain a feel for it.
one at a time and place them
Something like .097, .100, etc. should be
in the carton. Mark the egg
seen. Shims are available between .085
carton from front to rear
and .110 and have a corresponding letter
and for cam side pulled. AS
assigned as well.
you lift out the tappet the
We have clearance measurement,
“shim” will be underneath
taken and noted from all valves in prior
and on top of the valve
article, for both position and clearance.
stem. It is important not to
We have first measurement of shim.
allow shim to flip over. The
And here’s what to do with them:
measurement will change
look up correct clearance in your shop
slightly depending on the
manual. For our 67 XKE from memory,
depression placed in it by the
I believe .004 for intake and .001 for
valve stem. It is imperative
exhaust is the spec, but always consult
that no mixing of the shims
your manual first! So let’s assume our
takes place.
valve to be adjusted is an exhaust valve. Then take our shim
Let’s address the valve adjustment one at a time
measurement, we will call it .097 for an example. If actual
(less confusion). Now we must measure the valve shim.
measurement is say .004 and it calls for .005, which means
We will need to use a micrometer, either manual or digital
we are .002 tight. Take
our shim measurement
at .097, for example,
then subtract .002
(thousandths tight) to
arrive at .095, this will be
our new shim.
Upon reassembly
of
tappet,
cam and
• S.U. & Stromberg Carb. Rebuilding •
chains this should correct
• A Service Facility for your British Car •
the valve clearance.
• Over 35 Years Experience •
Using jotted down
• Convertible Top & Glass • Engine &
measurements of valve
Transmission Rebuilding • Suspension & Brakes
clearance, the remaining
valves should be adjusted
MG, Jaguar, Austin Healey,
following the above
Aston Martin, Lotus, Rolls Royce, Mini
method. The good news
is if you don’t get it right
Andrew Macdonald
(206) 818-8530
Andy McDonald, British Specialty
British Specialty
continued next page
9
Volume 54, Issue 12
Jaguar Valve Adjustment: Part 3, continued
the first time you can simply readjust it back. The bad
news is, back out comes the cam to do so. So double check
all your “new” clearances with the feeler gauge before
rewiring or installing new lock tabs (later motors). Although
some may think it redundant, I always “Loctite” critical
engine bolts. Lastly, a blurb about “Loctite.”
“Loctite,” the brand, is a locking compound
available in different grades or colors. Some colors are
red, blue, green, and purple. Red is high strength; blue is
medium; green is a wicking type for setting sleeves; and
purple is low strength. Some commonly recommended
uses are: red for rod & main engine bolts; things that
will not need disassembly for a long time. Red is serious
business. If disassembly is required, heating with a torch
will usually help break the bond. If not heated, thread
damage will likely occur. Blue is best for most uses. It has
medium strength and should be used “one drop” per bolt.
Purple is similar but lower in strength and green is used to
mount “sleeve type” assemblies, such as bearing or bushings.
Extra “locktite” can ball and damage if it is pulled
through oil passages. And lastly, as of late, “locktite” has
additionally become available in a gel. The gel type is in a
lipstick-type tube. Locktite is expensive but is worth it on
critical fasteners. Well, that’s it for today. Next time, some
tips on sealing valve covers and some wear patterns seen on
tappets and cams.
Thanks,
Andy Macdonald
British Specialty
September JDRC/NWA General Meeting on Harstine Island
by Bob Alness
September 28th, 2013 was a dark and stormy day but there were 19 determined members of our
club who attended the General Meeting at the home of Bob and Ann Alness on Harstine Island. They began to arrive around
noon binging potluck items to compliment the hamburgers and hotdogs provided by the club. Board members in attendance were Steve Christianson, Kurt Jacobsen, Ray Papineau, Tom Toth, Zane Ware,
Vickie Kollmer, Bill and Rosemarie Young and Bob and Ann Alness.
Members from coming from far and near were Steve Averil and his daughter from Ocean Shores, Don and
Renee Himka from Snohomish, Tim Villeneueve from Sammamish, Bob and Tanya Willits from West Seattle, and Larry and
Betty Meyers fromLakebay. Key Peninsula. They found a variety of routes using a ferry, a trip over the Narrows Bridge and
others along the Purdy spit.
Everyone ate eagerly and enjoy the companionship even with the noise from the pouring rain. Some bravely ate
on the deck and others inside the house. Some of the food brought to compliment the hamburgers and hotdogs included a
delicious turkey chili, potato salads, zucchini bread and various chips and dips, another contribution saw a macaroni salad
surrounded by Twinkies from a box labeled “The Sweetest Comeback.”
Steve conducted a General Meeting and some of the topics included the Christmas Party and doing away with the
silent auction and gift exchange. The board will further discuss this at the next board meeting. A discussion also hit the
topic of Magazine articles and Kurt Jacobsen offered
to take dictation for a member and he will type for
submission. Kurt and Tim also spoke to planning flyers
and posters to advertise the concours to be held again
at the LeMay Museum in August. The membership
needs to have someone step forward to take the job of
recording secretary. Each of the other offices have at
least one member interested.
As many had a considerable distance to drive
towards home and some other adventures planned for
the day we adjourned and members waited for a break
in the rain and headed to their cars. They were only
able to view the lawn by the water for showing and
parking and had to park on dry land!
10
JagMag December 2013
by Ray Papineau
Why not run an automobile race across the United States? A balls-out, shoot-the-moon, screw the establishment
rumble from New York to Los Angeles? Bob Brown editor of Car and Driver Magazine put this to fellow editor Leon Mandel
over lunch in early 1971. The seeds were sown for the “Cannonball Run”.
The idea was presented to Brock Yates, a former C&D editor and now magazine writer and race car driver and
Steve Smith a previous Car & Driver editor who actually made the race happen. They decided to pay tribute to Erwin
George “Cannon Ball’ Baker and name the race “The Cannonball Baker Sea-to-Shining Sea Memorial Trophy Dash”. In 1933,
Cannonball Baker drove coast to coast solo non-stop in a Graham-Paige model 57 Blue Streak 8, averaging more than 50
mph, setting a 53 hour 30 minute record that stood for 40 years.
The Rules: The object of the Cannonball was to leave the Red Ball Parking Garage on 32nd Street in midtown
Manhattan where Car & Driver housed its test fleet, usually after midnight. Then drive to the Portofino Inn in Redondo Beach
California, a noted racer’s hangout, in the shortest time possible. Nothing was specified as to the route, type of vehicle,
or maximum speed permitted. There was a gentleman’s agreement that the vehicle entered would be driven the entire
distance, no having it transported on another vehicle, nor having an identical second vehicle stashed away, etc. Speeding
citations received along the way were driver’s responsibility and did not disqualify the vehicle. Those were the only rules.
The Cannonball Run was technically a race in that the fastest time was declared the winner and the place finishes
were awarded in the order of times. It was found that sheer speed frequently did not guarantee a first place.
The initial cross-county run was accomplished by Brock Yates, Brock Yates Jr. (14 years old), Steve Smith, and friend
Jim Williams beginning on May 3, 1971 and really wasn’t a race at all. There was only one vehicle. Yates talked Brown and
Mandel into loaning him a 1971 Dodge Custom Sportsman van powered by a 360 ci. 225 hp. V-8 that had been featured in
Car & Driver as the “Boss Wagon III”. It had been customized by the staff and Yates renamed it “Moon Trash II”. The foursome
completed the trip in 40 hours and 51 minutes.
The race ran four more times, on November 15, 1971; November 13, 1972; April 23, 1975; and April 1, 1979. The
vehicles entered in the next four races ranged from exotic to shoestring backyard creations. The teams were as diverse as the
vehicles.
In the 1971 Cannonball Run there were 8 entrants. One was the “Polish Racing Drivers Team”. PRDT sent Yates a
telegram before the race “This constitutes formal entry by the Polish Racing Drivers Team of America in the next official
Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash. The drivers are Oscar Kovaleski, Brad Niemcek and Tony
11
Volume 54, Issue 12
Adamowicz. If we can find California we’ll beat you fair and square”. PRDA weren’t’ fooling around either, Adamowicz was
one of the best young professional racers in the nation with a podium finish at LeMans. They had modified a Chevy van with
a racing engine and auxiliary fuel tanks to make the trip non-stop! They came in second with an elapsed time of 36 hours 47
minutes and an average speed of 77.2 mph.
Randy Waters and Tom Marbut (and Marbut’s girlfriend) drove non-stop from Little Rock, Arkansas in a custom
painted Dodge van similar to Moon Trash II. The Sound “n” Sirloin Restaurant had sponsored them. The van sported a 2:94
end gear, outside exhaust, a 360ci V-8 with duel carburetors and a 190 gallon fuel tank. They named it “Snoopy II”, but based
on their large fuel tank and southern origins they were soon know as the “Little Rock Tankers”. The Little Rock Tankers had an
average speed of 75.4 mph and an elapsed time of 37 hours and 45 minutes and finished fourth.
Bill Broderick, the racing director of Union 76 Oil entered a rented Travco motor home. His number one driver was
Joe Frasson, a Grand National Stock Car Driver. The rest of his crew was Phil Pash, a columnist for the Chicago Today; Pal
Parker, a newspaper photographer; and Bob Carey, editor of stock car magazine. The motor home got a seventh place with a
time of 2 days, 7 hours and 25 minutes and an average speed of 55.8 mph.
The fifth place car was a tired American Motors AMX with 90,000 miles on the clock which drove all the way from
Oakland California to start the race. Ed Bruerton, the owner, was a supermarket manager there. His co-driver was his brother
Tom. They took 37 hours and 48 minutes to drive back to California with an average speed of 76.7 mph.
Moon Trash II was back for another run. This year the team was Jim Stickford, Chrysler’s public relations director; Kim
Chapin, writer for Sports illustrated; Steve Behr, a competent rally driver; and Holly Morin, a TWA stewardess as a non-driving
member (?). They crossed the finish in sixth place averaging 74 mph and taking 39 hours and 3 minutes.
A MGB GT coupe was entered as a substitute when Robert Perlow’s Volvo P1800 coupe was stolen from the parking
lot of Watkins Glen. He teamed up with club racer Wes Dawn. They burned the clutch up half way to California and were the
only DNF in the 1971 Cannonball.
A long Island gentleman wanted his new Cadillac Sedan DeVille driven to California. Larry Opert and his friends Ron
Herisko and Nate Pritzker hired on to do the delivery. There were firm orders that the Caddy not be driven after eight o’clock
at night and not before nine in the morning and not over 75 miles per hour. When they arrived at the start of the Cannonball
they had the classiest
ride and all the orders
were broken before
they left Manhattan.
The Caddy cruised in
for a third place finish
at an average speed of
77.6 mph and took 36
hours and 56 minutes
to reach Redondo
Beach.
This year Yates
was back to break
his 40 hours and 51
minute time set with
Moon Trash II and
this year he had two
secret weapons, a 4.4
liter Ferrari 365GTB/4
Daytona borrowed
from Kirk White and
co-driver Dan Gurney
(yes that Dan Gurney).
The Ferrari had a short
range of only 300-350
miles, but with a top
speed of over 175 mph
continued next page
David Yarborough and David Heinz pose with their winning Jaguar XJS
12
JagMag December 2013
and a cruising speed of 150 mph the short range hopefully would be offset. Yates and Gurney stocked the Ferrari up with
a few blocks of Swiss cheese, a batch of gum, some chocolate bars, peanuts, some cans of soda pop and Gatorade. A large
thermos of coffee helped wash the stuff down. Gurney was uneasy to let Yates take the wheel at first, but after 14 hours and
30 minutes in the
middle of Missouri
Gurney surrendered
the wheel. Gurney
and Yates broke
Moon Trash II’s
record by almost 4
hours with a time
of 35 hours and
54 minutes. Their
average speed was
exactly 80 mph.
They placed first.
After the race Dan
Gurney stated that
“We always were
looking out for the
public’s safety and
followed all the
traffic laws. We
never went over 175
mph”.
The
Cannonball was run 1971 winners Dan Gurney and Brock Yates next to their borrowed 4.4 liter Ferrari 365GTB-4
three more times Daytona.
and there were many more teams that burned across the U.S. to California, 281 in all. Each year the vehicles keep getting
faster, the police keep getting smarter and the traffic became heavier. These days a Cannonball would be impossible to run
even though there are some who dream to revive it.
April 1, 1979 was the start of the last Cannonball Run. In that race David Yarborough of Charleston, South Carolina
and David Heinz of Tampa, Florida entered a new modified Jaguar XJS coupe. They both had Jaguar dealerships and were
good friends. While they were attending a dealer’s meeting Heinz suggested they participate in the Cannonball. Yarborough
jumped at the chance. Because of all the publicity the race starting line had been moved to Darien Connecticut, but the word
was out and the race was anything but secret. Over 3,000 people, the local police, media and the New York Times turned
out for the start and the party that accompanied it. Heinz and Yarborough spent most of the day before planning their route
basically across the center of the country; most teams would take this route. They decided to travel through Pennsylvania,
Ohio, Indiana and Missouri and that’s where Yarborough got his first ticket. At 7:00 am on Sunday morning both of their
radar detectors went off. Yarborough hit the brakes and slowed to 100mph but almost lost control in the rain. The trooper
had to clear his gun not believing the initial reading. By then their speed was down to 78 mph. It took 10 minutes to write
the ticket and the young trooper asked why they were traveling so fast? “They were headed for a California vacation and
there wasn’t much traffic” Heinz said. Yarborough then said to Heinz “This guy has just come on duty, and we are his first
catch of the day. By lunch time, it’ll be the biggest day of this life!”
The modified XJS only needed fuel four times on the trip. At a stop in St. Louis they dropped the oil cap down beside
the engine. If you are familiar with the tight quarters of the XJS engine compartment you know why it took 10 minutes to dig
it out, especially when it was boiling hot.
Following their plan, they traveled through Arizona and at the border they caught the Polish Racing Drivers Team
who had not missed a Cannonball since its conception. The PRDT was the first vehicle off the line and had left an hour and
a half ahead of Yarborough & Heinz so that made the Jaguar pilots feel pretty good. They blazed by the PRDT and as they
stretched their lead both of their radar detectors went off, so they slowed down. The PRDT passed them back. This went on
three more times. When the Jaguar would pass the PRDT shortly after the radar detectors would go off with no troopers in
continued next page
Volume 54, Issue 12
site. It didn’t take too long to figure out that the PRDT had a radar gun! I bet they were laughing for hours.
The truckers had taken it upon themselves the team up with the state troopers and try to slow the Cannonballs
down and report their positions. While in a convoy with the PRDT the Jaguar had an encounter with two angry truckers.
The truckers traveling side-by-side blocked the highway and won’t let the Cannonballers though. PRDT jumped out on the
shoulder and punched it barely making it back on the road before a bridge. As they did so they throw rocks onto the trucks
windshields. They radioed ahead for other truckers to stop them, but the PRDT had done this before and had a “blaster”. This
is an electronic device that jams CD signals. The Jaguar followed the trucks for a few minutes until a trooper showed up and
broke up the road block.
Yarborough said one of their most depressing moments during the trip was after running hard all night and all day
through 3 time zones and seeing the sun setting in the west they looked up and read a sign that said “Los Angeles 1,021
miles. Really, still 1,000 miles? Even though there was another 1,000 miles left to travel Heinz was always a motivating
force and always pushed harder. During the
13th, 14th and 15th hours of the race they had
averaged 91 mph. On their 32nd hour they
were still were averaging 91.5 mph. Heinz
was driving when they hit Albuquerque in late
afternoon. They were rolling through 4 lanes
of 55 mph traffic at 110 mph. Fred Astaire
came to mind as he danced in and out of
traffic without hardly slowing down.
In the mountains they were doing
100 mph in some stretches. The Jag had high
intensity headlamps and they wouldn’t dim
them until the last moment when passing a
truck doing 20 mph. The truckers got a little
pissed. When they came out of the mountains
four truckers were blocking their path and
three more came up behind and ground to a
standstill. Yarborough & Heinz got on the CD Ferrari Daytona interior after 35 hours and 54 minutes of driving
and asked “Hey fellas, what’s going on?” They
replied that “you are blowing down the mountain and it’s not safe. We’re calling the police”. Just then a motor home pulled
onto the road and on the CD asked “What the hell is going on there?” The truckers replied “These guys are going too fast,
disturbing truckers and we’re calling the police”. To which the motor home said: “sounds like that’s none of your business,
so let’s get this traffic moving!” The truckers came back: “you just mind your own business; we’ll start moving when we get
ready.” At which point the motor home driver angrily said “If you don’t get moving, I’m going to shoot out your tires!” The
truckers begin to move forward. Outside the curb the Jaguar edged by into the clear. In the rearview mirror they could see
the truckers herding the motor home into a gas station.
Yarborough & Heinz had heard all kinds of horror stories about different state’s police forces. They feared the
California Highway Patrol the most. Entering California and knowing
that they were running strong and had a good elapsed time they
decided to throw caution to the wind and went all out on the last
Please shop with our advertisers
leg. Averaging 91.5 mph the California Highway Patrol must have
and tell them you saw it
been sleeping.
When they got to Redondo Beach and slid to a stop at the
in the JagMag!
front door of the Portofino Inn there was some confession because
no one expected anyone for another hour. Yarborough & Heinz
finally punched their slip in the time clock and the rest is history.
Their time: 32 hours and 51 minutes; Average speed: 87 mph.
They eclipsed the old record.
David Yarborough is a successful Lexus dealer in
Charleston, South Carolina. David Heinz unfortunately passed away
several years ago.
13
JagMag December 2013
14
Art Brass
Plating
shines at Tech Session
by Kurt Jacobson
other photos by Kurt Jacobson, this photo by John Campbell
The Jaguar Club met at Art Brass Plating Inc. on a
frigid November morning. Our hosts were Rob Codling and
Darrell Wooley. The session started with Darrell holding
misshapen XK120 bumper brought to the session by a
Vickie Kollmar and Zane Ware. He carefully examined
the bumper for a few minutes then began explaining the
process of straightening and then plating the bumper.
He explained the first step was to strip the old plating,
reversing the deposition process, so they can more easily
reshape the bumper to the original specifications.
The group moved to the buffing room where
Darrell showed us a headlight bezel in much need for
restoration. At first glance the bezel looked good, but
when held up to the light it riddled with pinholes. Darrell
explained that to restore the bezel required grinding out
the corrosion, filling the holes with solder and sanding it
smooth. The bezel will then be plated with copper, which
serves the same purpose that primer does for painted
parts, providing a bond between the steel and nickel layers,
plus as filler that can be sanded and polished to a perfectly
smooth surface.
Darrell brought out a DeSoto hood ornament that
was original and pitted on one side and restored on the
other. He explained how he works with cast parts (“pot
metal”) to remove the corrosion pitting, which appears as
an eruption on the surface. Rob explained that impurities
in the material occasionally break through the new copper
plating, requiring removing that imperfection and re-plating
in copper. Hood ornaments require the eye of a metal
sculpture to make sure the finished pieces retain their
original relief. Plating tends to deposit heavier in some
areas than others. One J0RC member asked about re-plating
basket-weave grill. Rob and Darrell explained that re-plating
it would require a tremendous amount of time to retain the
original crispness. If possible, all pieces are disassembled so
each piece can be plated separately.
Darrell brought us an impossibly thin and fragilelooking brass Ferrari window surround that he just brought
to a perfect satin finish, ready for final plating to a show
level. He says that normally Italian chrome plating was done
to a price, rather than to a high quality standard. Fortunately
Jaguar often used brass, rather than steel, which means
restoration is much easier. German cars were also known
for their high-quality chrome pieces. He said that American
car manufacturers perfected the chrome plating mass
production process during the extravagant 50s and 60s.
Rob escorted the group to a small room and showed
us examples of various zinc protective coatings and the
processes they use to achieve them. He showed us “Zinc
Type 3” plating, which is the satin silver color we normally
think of. He also showed us a jack and other parts with “Zinc
Type 2” plating, which has a varying gold to pink hue. While
exiting the room someone in the group noticed two Emmy
Awards in a box that were there for re-plating.
15
Volume 54, Issue 12
Art Brass Plating charges a basic $100 per hour shop
rate. Rob said that restoring the XK120 bumper that Zane
and Vickie brought would cost about $350. There are two
on the front and two smaller ones on the back. Art Brass is
meticulous about documenting and tracking customer parts
through the restoration process. They photograph every
part they receive. And only a couple of craftspeople, like
Darrell, handle the parts.
Art Brass currently employees 33 employees, and
approximately 20% of their work is on restoration projects
for automobiles. The remaining 80% is production work,
such as Genie Industries, manufacturer of the omnipresent
blue and gray lifting equipment. They also do powder
coating on an integrated production line. From the moving
overhead track, they can suspend pieces up to automotive
frames.
Rob has been with Art Brass since 1974. Their
address 5516 3rd Ave S in Seattle. Art Brass is about to
expand to an adjacent space and add 70 employees to serve
the aerospace industry with complete plating and coating
services.
Art Brass Plating in South Seattle hosted a large number of JDRC members and some of their guests at the
November 23 technical session
Darrell Wooley shows a fan shroud that has it’s
copper “primer” plating applied, a necessary step to
bond the nickel to the steel substrate
Darrell Wooley passes a dented Continental grille
element and pinholed headlight rim around for JDRC
members to examine
Rob Codling in blue shirt and Darrell Wooley in cap
explain the types of zinc plating processes
16
JagMag December 2013
Zinc Type 2 plating with it’s distinctive varied gold
and pink hues
Rob Codling with finished parts emerging from powder coating line
Zinc Type 3 coating on moving parts that in many
cases do not need to be dismantled before restoration
Rob Codling in blue shirt and Darrell Wooley in cap
explain the processes and costs to restore an XK120
front bumper
Copper-plated bumper components awaiting next
chrome plating steps
JDRC members examining a pinholed headlight bezel
and other corroded parts that Art Brass will restore
17
Volume 54, Issue 12
Classified Ads
These are four 72-spoke chrome wire wheels with Pirelli tires that have
less than 10,000 miles on them. The wheels
were professionally tuned less than 5,000
miles ago. They were on my ‘65 3.8s but were
not appropriate to the year. Chrome and
splines are in good shape. I’ve since found
the correct wheels for my car and want to sell
these at $1300 for all 4 wheels and tires. Joel
Shepard 206-324-9382
FOR SALE: 1966 Jaguar E-Type for sale in Olympia. This rare 1966 2+2 is a
garage queen. Series one style, under 100,000
miles. Painted red before I purchased it 20
years ago, otherwise all original. New filters, oil
change, detailed within last 15 miles. Has never
seen a rain drop since I’ve owned it. $25,000
for a car in great shape. Bill Hill, 360-357-7865,
[email protected]
FOR SALE: 1992 Jag XJS Convertible, V12. California car from new. Black,
tan leather and top. 54,000 miles. New tires, brakes, paint. Needs some
restoration. $10,000 OBO. (541) 401-3070. Car is kept in a heated garage
in Rogue River, Oregon.
FOR SALE: 1971 E-Type SIII 2+2. Excellent condition. Restored by winning
Classics of San Luis Obispo, CA in 2007. Silver
and Black, Isky cams, and Tremec 5-spd, many
other upgrades. Pictures available. $48,500.
Jim Francis (360) 378-9486 jimwendyfrancis@
rockisland.com (ren. 9/13)
FOR SALE: 1971 E-TYPE SERIES III 2+2, V12. Original owner, in very good
condition. 57,000 miles. Silver Grey, with red interior, runs well. $35,000.
For more info call Jim Lissner. 425-747-7396
WANTED: Four 16” wheels for MK V DHC. Any 16” wheel that fits Jaguar
should work. Bill Young, 425-641-7529. [email protected]
FOR SALE: 1997 Jaguar XK8 Alloy Wheels For Sale. Complete set of five.
Will sell separately or all. Includes the green
Jaguar emblem in the center of the wheel.
These wheels have almost no miles on them
as they were the original factory equipment
and were replaced with different wheels after
less than 5,000 miles. They are in original
boxes and are in excellent condition. Jaguar
Parts sells them for $580 each + $30 for the
center piece. The specs are: 17” diameter x 8J. $750 for all 5 wheels with
centerpiece logos. $150 (including center piece) each if sold separately. Call
Mr. Miller at 206-852-5010 or email [email protected].
WANTED: several parts needed for restoration of a 1960 Jaguar XK150 FHC.
Looking for the front windshield top chrome/brass surround, and for a pair
of “J lamps” (headlights with the blue glass in the center). Call Mr. Miller at
206-852-5010 or email [email protected].
FOR SALE: Four 16” wheels, from a MK2. Reasonable condition. $15 each.
425-258-1989
FOR SALE: 1974 Jaguar XJ6. $2,000. 56,000 miles, still has two of the
original tires. Runs and drives, but will need a few weekends of tinkering to
be a reliable driver. With fresh paint and re-gluing the headliner back in
place, this would be a very respectable car. It would be great for attending
club functions where the
weather might keep you
from bringing out your
special bar, but you still
wanted to arrive in a Jaguar.
It would also be a great
entry level car for a friend
or family member wishing
to get into the marque.
Similarly, it would be a good
upgrade for your friends that find they can no longer comfortably fold
themselves into their MG, Austin Healy, or Triumph. While the Series 2 XJ6
is not currently a particularly valuable model, this example is a worthy car
due to its low mileage, generally good condition, and literally a truckload
of spares that are included. For more details and pictures, feel free to call
me (360) 871-1951 or email [email protected] (11/13)
Classified Ads are Free for members; $10 for non-members. Send to: JDRC/
NWA. PO Box 544, Mercer Island, WA 98040. Ads run for 3 months. Make
sure you let us know if your item sells so we can cancel the advertisment!
“Mail your packages early
so the post office can
lose them
in time for Christmas.”
~Johnny Carson
ADVERTISE IN THE JAGMAG
S
E
T
A
R
All advertising requests must be received
by the content deadline. Payment should
be sent to the club address,
“Attention: Advertising,” and the ad sent to
the editor electronically. Commercial advertising
costs are based on the size of the ad and the length of time it is run.
Full Page
1/2 page
1/3 page
1/4 page
Qtrly
$250
$135
$100
$90
Yrly
$900
$450
$350
$300
Classified ads must be Jaguar-related
and are free for members.
Non-members and commercial
advertisers pay $10 per ad.
Business Card non-members
Business Card members
Qtrly Yrly
N/A $150
N/A
$110
18
JagMag December 2013
Volume 54, Issue 12
19
Jaguar Drivers & Restorers Club of Northwest America
P. O. Box 544, Mercer Island, WA 98040
FORWARDING AND ADDRESS SERVICE REQUESTED
“Perhaps the best
Yuletide decoration is
being wreathed in smiles.”
BRITSPORT
OF
SEATTLE
Mark Jones
206-283-3578
Restoration, Repair, &
Maintenance of
British Motor Cars
Expert Gearbox
Rebuilding
4214 24th Avenue W
Lower level
Seattle, WA 98199
britsportofseattle.com
Interested in Membership?
For an application form, please provide the information
requested below and mail to JDRC/NWA membership,
13820 SE 5th St, Bellevue, WA 98005, check out our website, or contact membership chairperson,
Rosemarie Young. [email protected]
The cost of annual membership is $68 per family ($34 after
June 1st). You will receive this monthly JagMag (via the
website unless requested otherwise,) a
bi-monthly Jaguar Journal, and membership
Join
in JCNA, our parent organization. We
encourage you to join us whether or not
our
you currently own a Jaguar.
Pack!
We welcome enthusiasts!
Name(s)
______________________________________
Street Address
______________________________________
CityStateZip
______________________________________
Home Phone
______________________________________