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.

My first V8 car

... a 1967 Dodge Coronet 500 Coupe, 318ci 2bbl. engine, auto trans. I couldnt afford the car alone, so I bought it together with a friend. Insurance and tax costs were really high 1985.


Me 1986

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