No specific drawings to speak of. My CAD system consists of cardboard aided design. I used the original caliper brackets for bolt hole measurements and the new Wilwood caliper specs and put the two together.
Ken

Gary,
I was in the same boat, limited space for the radius arm.
Mine is 19" long, 9 1/2" forward of the LCA pivot point. I couldn't make it any longer since as it is now, the forward pivot point of that radius arm is right against the back of the seat.
I'm using Heim joints both ends.
Ken
Photos:





 

Iron Maiden,
Remember this thread?
 (installation using many torque stays/bars):
http://irsforum.boardhost.com/viewtopic.php?id=404
Ken

 

Ralphy,
Your wish is my command.
For the bellcrank, I used the same bearing and pivot from the Jaguar LCA inner fulcrum. That's a Torrington B-146 needle bearing and a new bearing tube from Welsh Enterprises, part # C-17168-1. Two bearings in each bellcrank left me enough room for an o-ring on either side of them. The bellcrank was fabricated on a milling machine and precision bored to press fit the needle bearings.
Ken

Hi Ray,
Contact Snow White:
http://www.snowwhiteltd.com/index.html
They've been doing this type of install for decades.
Ken

Fixed. I went with the original Jaguar dimensions for the upper coilover placements. I'm going to run the old coilovers I got with the IRS and then after determining my choice of springs, I'll invest in four QA1's that will allow me to adjust the ride height.

Yes, Radar, it does look heavy. I'm trying to be weight conscious on this project so I did what I could to keep things reasonable. The weights of 2x2x.083  and 2x2x.120 steel tubing are 2.143 and 3.050 lbs/ft respectively.

I took this photo of the chassis before I welded it to the front clip. The two side frame rails measured out to 34 lbs each and the rear frame section was 52 lbs including the differential mount plate and isolation assembly. That's a total of 120 lbs without the front clip.



This was 52 lbs.



So, I suppose the whole chassis frame, will come in at about 200 lbs. Then there will be a full cage on top of that.
Funny enough, this E-type IRS and custom chassis will go under an E-Type. A personal one off project.

Thanks Jim,
The welds are a combination of TIG and MIG, depending on whether or not there was a natural gap or not where the two points of metal met. My first project using TIG....... Fun stuff.
Here's the supplier for the torsion bar:
http://www.1speedway.com/Swaybar_Arms.htm
Ken

More is better I always say....Ha Ha!
In regards to torque stays, I went with two pairs in the front and a pair in the back. They all use poly bushes and clevis's.

The first photo shows the two short horizontal ones and the ones going up and forward at 60 degress.



The second photo shows the two at the back going up at 60 degress. I figure I've got all my bases covered now.

Here's a few photos of the Wilwood disc and caliper conversion I came up with. This also includes Wilwood's Spot Caliper, (parking brake).
I fabricated the disc brake "hat" from the original cast iron Jag disc brake. The main caliper bracket is steel and the spot caliper bracket is aluminum.



























Ken

Boony404hp,
I don't know the actual weight but it's more than what two men and a boy can comfortably carry. Definetly floor jack material. You could pose the question over on the Jag-lover's forum and get a value of its weight.

I'm curious, did you want to know for shipping purposes or for reasons of weight distribution in the car?
Ken

There's nothing wrong with running the trailing arm to the rear rather than the front. Ralphy posted this photo of an application that I,ve seen in my
own searches:


On page 3:
http://irsforum.boardhost.com/viewtopic.php?id=242&p=3

Have a good look at the products and installation example onSnow White's website. Study their installation instructions and view their "gallery". They've been doing these for 30 some years. The only thing we over here at the IRS Forum disagree with is their suggestion that the rear axle should angle downward towards the hub by 2 degrees.
Quote:
Normal Attitude For Jag 1/2 Shafts at Ride Height: 1/2 Shafts "Hang Down" Approximately 2 degrees (Outer Ends Lower Than Inner Ends)
That's a whole nuther discussion.
http://www.snowwhiteltd.com/products.htm
http://www.snowwhiteltd.com/instructions.htm
Ken

irstang wrote:

1965 Jaguar E-Type Lightweight-Style Vintage Racecar


I found this picture of a Jaguar lightweight racecar rear suspension set-up for racing on Hemmings.   This car is running the half-shafts horizontal with 3 degrees of camber.  Coil-overs are 825 pounds per inch.  I calculated 500 pounds/inch at the wheel on a 2350 pound car!  The description of this car is good reading: http://www.hemmings.com/classifieds/carsforsale/jaguar/e_type/1369722.html
I like the radius rods and carrier support.  The bearing air ducts are definitely cool.

Along the lines of that 1965 E-Type, here's another that I enjoy looking at:


http://www.fantasyjunction.com/cars/894-Jaguar-XKE%20Lightweight-Style%20Racecar-4.2%20Litre%20Dry%20Sump#

"The vertical line of the stub axles stays the same doesn't it?"
Yes, that will all line up after the change of the side brackets.

"the upper differential mount in the cage would have to be reworked"
For sure, that would not be all that difficult. You're into it then though. Cleaning ,cutting, welding, the whole nine yards.







Hey, wf stryker, what do you think? This is your thread.
Ken

stryker,
I noticed you recieved some response over on Jag-lover's Lump forum. Good, the more opinions the better.
I thought I would add a few photos of those 3 degree side brackets.

Differential mounted on level chassis table


Close up view of 1963-1968 S-Type Saloon car side brackets


Partially assembled IRS


Resulting 3 degree climb of differential pinion

Ken