Got Colors?

Yes the Mexxspeed Ghia paintjob is already done. After 250hrs hard work by ToxicTom and Mexx the finished result is just amazing. ToxicToms artworks and paintjobs are one of the best in whole Europe.



The finished product

Slideshow direct link

Time goes by

Whilst kids, family and work keep me off writing news, my old friend Mexx put another 2500hours work in his Ghia Racer. The hell knows who gave him the energy to move forward on the project this fast. You may say other racers are built in one year. Thats right but they are built from shopped parts. This one is built from 100% Mexx parts. Still the maxim is “how to modify dam everything…” which was overruled the last years by “how to fabricate dam everything…”

Pictorial overview ( take your time, about 400pics)

Slideshow direct link



First rollout this summer? Hopefully there is a lot of work left.

If you want to read some comments from Mexx go to http://www.cedrag.com/ and scroll down the news to March 8th and 3rd. To contact Mexx use info@mexxspeed.com

Professional Motorsport World Expo

Last week we visited the PMW Expo in Cologne a trade show exclusively open to qualified visitors who are specifically involved in motorsport. There is no entry to the general public, so this tradefair is not crowded and there is a lot of time to talk to your favorite exhibitors. At evenings of the Expo the Professional MotorSport World Expo Awards and the Race Engine Technology Awards will be presented. For the winners go to PMW Winners. There were also the possibility to attend forums covering performance technologies and business issues. We had the chance to test some chassis dynos by our own, gather infos about all kind of electronic equipement, coating technologies and so on.


Audi V12 TDI Lemans winner


Rods by Arrow Precision


Performance Friction Brakes


Torqueline kevlar driveshafts

Mexxspeed

I have done a new blog for my friend Martin F. aka Mexx. Bringing you information about his fast Karmann Convertible, his new radical Karmann dragracer and everything aircooled. Check it out. Mexxspeed

My Jensen Interceptor on YouTube

Semifinal run Pannoniaring 2003 and this happened. Look



Final run Pannoniaring 2003 against Mexx's Karmann

Paxton Mustang GT 5.0

Finally the Paxton installation was tested over the quarter under same conditions as last year. My feelings were approved, there isnt much powergain. Boost comes in at 3000rpm with low 1-2psi and rises to 5psi@5000rpm. Next step checking fuel pressure, upgrade pump if necessary, installing smaller blowerpulley.


2006 test NA


2007 test Paxton 5psi

4-link , ...

wheelhubs, diskhubs, calipermounts and QA1 shockmounts are done on the Karmann tube chassis racer.

Jensen racecar candidate

For several month now I am looking now for a Jensen racecar project. There are so many on the market, good for the prize, but difficult to decide. RHD cars in great Britain are cheap and rusty but expensive to bring to Austria. LHD cars in America the prizes go up and also expensive to ship. LHD cars in continental Europe often good condition and too prizy for break up as racecar. Not easy to get a usable rolling chassis for under 3000€ in your garage.

Dumpvalve installation

...on the Paxton Mustang GT 5.0 done. Negative effects like idle, brakeboosterproblems are gone. Power still dissappointing. Qurtermiletests still pending. Interesting article on supercharging you find here. Jim Roal article

"....Most of the 6psi to 9psi centrifugal kits don't build any measurable boost until about 3,000 RPM. The higher pressure kits will start to build boost at lower engine speeds. Higher pressure, inter cooled, centrifugal superchargers work OK in full race applications on an engine with a high RPM power band. The street kits can be disappointing. There are good reasons that very few professional race teams in only a few types of races select centrifugal blowers. They are certainly better than no blower and they will give you the peak power gains...."

Jensen vs. Pontiac

In 2003 we did a lot of dragracing at Pannoniaring racetrack in Hungary. All the races were 1/8 mile and held on evenings. Here is a run against my friend Peter in his 1968 Firebird 400HO. Both cars run in the 8's.

Weight is the enemy

A quote from the most famous industrial designer Raymond Loewy . No one should forget when building a racecar. Lightened motorbike brakes for the tubechassis Karmann racer.

752g the bigger rear rotor
792g caliper with pads

Blow Off Valve

All the necessary adapters and necks for the Bosch 0 280 142 103 Blow Off Valve are done. Installation in the 90' Mustang GT will follow.


Dumpvalve

Nitro afterglow

Last post we have seen what nitro does inside. Now the spectatorside of view. Same car, same engine and some beautiful nitrobackfire.


Mexx

Nikasil vs NOS

... and the winner is: NOS. Thanx to Mexx's engine research and developement we know now that Porsche piston and Nikasil cylinders cannot handle 200hp nitrous shots. Peakpressures smashes the ringlands down, blowby and disaster follows.


Mahle piston


Nikasil cylinder

The beauty takes...

...shape. No name yet for Mexx's chopped Karmann. Suggestions welcome!


CroMo tube heaven

Erlkönig

Spyshot of Mexx's ultraliteweight Karmann racer. Go for sub 10's.
The recipe: 1000lbs dryweight, 500HP nitrous bigcube Type1(?)


Mockup for moldings and tubechassis


Steel remains, bits of roof & dash

Problem solver

Here is the little problem solver which shall teach the Paxton good manners. Cheap and reliable. Bosch 0 280 142 103 Blow Off Valve widely used in production cars like Saab, Porsche. Where bigger diameters are required use two of them.

Done

Last week I completed the Paxton installation on the 90's Mustang GT. Pressuretube from charger to intake was rewelded to correct angle, some bracket mods and wiring partly redone. First impressions, except for a little whine the paxton runs smooth and quiet. Testride a shock, the car lacks power from standstill doesnt even spin the tires. After checking boost and fuelpressure over the rpmband its clear that everything is working properly. Boost is coming in at 2500rpm with about 1psi and rises to 5psi at 4500rpm. There is a noticable powergain above 3000rpms, but the engine is now definitely weaker below 2000rpm, it has to work the charger and there is no measurable boost. Maybe that wont be noticed with shorter rearend gearing, but the 2,76:1 takes its toll. Also there is less vacuum for the brakebooster when you close the throttle and the idlestepper is confused for about some moments. G-tech and AP22 will tell the realnumbers next year.


Arcwelding

Paxton

Every Peterson Publication will tell you "easy weekend job". Real life is, four evenings are gone and its still not possible to close the hood, this f* Paxton is sitting to high, beside several other things that have to be modified. Proud to be American Made, you are kidding!

The only ...

bargain i did ever in Grat Britain was this old Santa Pod fueler chassis. It was running a blown nitro Hemi which was seperately sold long time ago. According to Jon Spoard of UK Dragracing Nostalgia its probably Pat Cuss's Ratcatcher one of the early rear engine fuelers of the late 70's. It's got the massive early Olds/Pontiac axle and nice 14x16 American Racing BearClaw wheels. It will get some refurbish for garage display, I dont think it will ever see the racetrack again.


Then...1977


Now...2003