Episode 18: A more detailed look at the Driveline on a Perkins Engineering Touring Car
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- čas přidán 23. 09. 2021
- In this episode we look a little closer at the cambered rear end on a PE Touring Car.
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Nothing makes me smile more than hearing Jack's gotta another drive at Bathurst for 2022 . Ive only got eyes for Erebus this year .
Very interesting video. I've been following touring cars all my life and I've never watched a more interesting and thorough video. Your a natural..
Cheers!
Keep it up Jack. Enjoying all you episodes and the way you present them
Many thanks!
Coffee and a Perkins Engineering video. Does a Saturday morning get any better. Cheers Jack.
Jack your videos are good, i do not see anything wrong with them, keep up the good work.
Cheers Barry!
Great job Jack in ain’t easy to explain technical parts to Johnny on the street keep up the awesome vids 👍👍
Cheers Kane!
Very well explained Jack, I always wondered how camber/toe adjustment was achieved with solid rear axle. Your content is so good that I never noticed any issue with sound quality🥸
Very well explained Jack. Thanks for the video.
very informative I allways wundered how you acheived those adjustments.... keep them coming...awsome to watch..
Really enjoy these vid's Jack, love the behind the scenes details. Keep them coming please!
Well done Jack
Thanks Jack, loving the videos.
Thanks Jack, I'd always wondered how the camber and toe was achieved on a solid axel rear end. Great explanation.
I liked the little insight into using the cracked components for tyre change training too.
Great Ep again Jack, you are a natural. I have a pretty good understanding of most of this but it is great seeing the actual components laid out.
Cheers thanks Gabe
Absolutely appreciate you doing these videos Jack. Very interesting and love the old technology
Cheers
I really enjoy the side of this that is: "This is strong and works."
Because I don't think that people understand when they look at race cars that reliability is everything, sure, if you can make the part lighter, you make it lighter, but reliability and efficiency is what your chasing. Parts that don't break and work better is always going to win you races over super advanced she'll be right.
That's why they are still so heavy. All the way over-engineered strong stuff you'll never break, is weighty.
Thanks Jack, this was an excellent overview of rear camber setup and fascinating peek into how Perkins Engineering was always competing at the top!
Thanks Jack, great info.
incredible engineering puts paid to the KIS principle
Fantastic video Jack !
I just goes to show that car set up is a lot more complex than many think !
Absolutely fantastic Jack. I had never seen the break down of a V8 Supercars diff. What an engineering work of art. I have never had an issue with the sound mate. Thanks for sharing 👍🏻👍🏻🙃🙃
Great video Jack, definitely keep them coming mate, love the content, and these cars of that time were really engineered well, much like the old Group C days where engineering and a lot of thought went into the modified road cars to make them crack along so well. Well done Jack, and cheers to Larry to, even though I'm a Ford boy, Larry was alway my favorite, because of the engineering, brilliant stuff 👍🇭🇲
Grouse explanation Jack thanks mate i love learning technical stuff about race cars
Great video JP - looking forward to the next episode.
Another well described video Jack....thank you. I guess we have a lot to thank in regards to innovations from Harrop and your dad for that matter...both excellent engineers.
Yes correct, Harrop had a massive involvement in the early days of Group A and 5 litre for sure. Cheers
Jack you are a legend, your knowledge and explaination is truly remarkable well done mate
I had a basic idea of what that should look like but seeing it and having it explained has really painted the picture for me. Wow, what a process to make those camber changes compared to an independent rear end. Thanks Jack, love your work.
Another wonderful insight into awesome engineering.
Cheers
Thanks Jack👍
Excellent explanation! I had always wanted to know how camber was done on a live axle and did not expect it to be done like this. Keep them coming these are great!
Thanks very much indeed... always wondered how that happened on a solid axle !
You’re welcome
Great explanation Jack. Always wondered about camber on a live axle. 👍🏻🇦🇺
Thanks Jack, I believe this was done in the mid 60's in touring racing here by tweeking the housing and tapering the spline, 2nd hand info from a trusted source Cheers
Another brilliant video Jack!
G'day Jack,
A very interesting set-up. But when you break it all down like you've just done its really quite simple but very effective.
Anyhoo thanks for sharing man. You stay safe and healthy.
✌🏻 Peace
Love the old V8 touring cars how they're basically constructed from truck parts. Brain dead simple and tough as old nuts.
Great show Jack and thanks for the break down on how the camber rear ends work bloody great show and keep them coming….
Cheers
G'day Jack, thank you so much for these videos. Love all the detail and you are providing us with so much motivation and insight for our VP race car build.
How good is this!!
Great explanation, really interesting stuff.
Well done Jack!
Thanks Paul!
Awesome info, thanks Jack!
great stuff Jack thanks
I was aware for many years about the cambered rear end, but have never seen the axles dismantled and the individual components shown and explained how it all worked. Also interesting to see the two different methods used.
Cheers Darren
Very informative as always Jack. Thankyou for another interesting segment.
Good info on this episode
Thanks John
some great tech stuff there Jack. Keep these coming please
Great job again, Jack.
Great stuff! Love these videos!!
Thanks Jack for this kind of dental, we don’t see very often all the major engineering that goes into these cars and it’s really cool seeing this. Can understand why some of these cars were so strong when you see how full on the parts are, I never understood why they ran a spool diff though and not an LSD.
Awesome!!
the little bad boy that does all the heavy listing was the cause of Alan Grice/Win Percy retiring in the 1987 Bathurst 1000. What was interesting is that two teams came up with exactly the same mechanism for an adjustable camber live rear axle in 1987, the HDT was one and Roadways with Harrop was the other
Really enjoyed the detail Jack great vid. keep it up. ide like to see every nut & bolt in that car, one vid at a time. Love to see Larry explain his development of gmh 5 litre , custom castings, formula 1 slide throttle bodies etc. I think i saw one in his office
Well explained great stuff
Cheers
Another quality instalment JP 👊
Thanks for that Jack. I had wondered about the specifics and your explanation was really good. I imagine you replaced the splined parts at regular intervals to avoid the failures caused by the pizzling they get.
Yep great info Jack thanks
Awesome .
Fantastic explanation great video
Thank you very much Jack, for taking the time to find all those parts and put the video together with a great explanation. It is very much appreciated by myself and many others too I reckon.
Enjoying it Jack. Great to get a deeper look at VP!
Race product's are a great company to deal with .. awesome product with awesome service.
Great work jack thanks mate
Jack I wish you were still driving full time, I think you would be a real asset to any race team.
Great explanation as per usual Jack. I wasn't aware you utilised Summers Brothers axles, nice choice... In case some of you are unaware who Summers Brothers are, do a search on Goldenrod which was a 4 engined Chrysler Hemi powered streamliner... But in a nutshell the brothers set the World Land Speed record in November 1965 and beat the then record held by Donald Campbell in the Proteus Turbine powered CN7...
Are that beautiful 9 inch Diff Jack.
Great work again Jack, a no bullshit channel with real info and not opinions. I like the Enforcer and the Dude but they can get a bit too political (probably because Russell is still pissed how he was dumped from Foxtel). This is a great race car engineering facts channel. I love all the stuff you are doing but please put on your future list "race craft" according to the Perkins family style.Keep up the direct "matter of fact" delivery. Your dad was/is a straight shooter, good to see you have same values mate.
Many thanks Nathan!
Great video . I like watching v8 Supercars better than American NASCAR anyway . I noticed the negative camber on the rear and assumed the cars were running irs. Wrong but nice to see the parts and machining involved .
The current cars do have IRS! That was implemented in 2013.
This particular rear end is from a 1993 model.
Awesome explanation!
Any chance of looking at the last style live axles used as well?
Always happy for your videos anytime Jack. I'd like to purchase some of your tshirts but size L are sold out..
We’re working on some new stock! Thanks for the support
Larko better watch out, Jack is looking as likely contender as his replacement(Larko if you are reading this, I really do hope your presence in the Pits and your wisdom you share on telly continues for a long long time) each video goes on with presentation skills improving.
Yeah I want one of them diffs for my EL Falcon now.
🤣 mate, Larko has nothing to worry about at all. There’s a good reason Jack isn’t employed by or involved in anything V8Supercars and stays in Daddy’s workshop
Yes but also you can see a good bit of Larry coming out in Jack.
@@jeepnutscotty wow. Nice contribution there Jeep Nut Scotty! Keep up the positive commentary
Larko loves our channel, he texts me after most episodes! He’s a gun at what he does, we are just a low budget operation showing what we are doing with these restorations in “Daddy’s workshop”
@@perkinsengineering Pearls before swine Jack. Keep up the exemplary work, 99% of us really appreciate the insight and the effort that goes into these seemingly easy uploads.
these are great Jack.... almost up there with Larkos tech dives! :P
..i say almost coz you dont drop ipads on a shock and brake discs on ya feet!!
i didnt realise it was such a PITA to change camber/toe...i guess its easier these days with the independent rear
Cheers from Canada. Loving the content and all the cool parts used. Quic question on the CV joint, was it an OE piece like on the Porsche 930 or is it custom to Perkins spec?
Yeah Porsche 934
Great video again Jack. Any chance you could do a brief video on the history of tailshafts in racing Holdens, maybe even as far back as Group C? Hopefully you will know someone with some knowledge of that era - lol. It's a much misunderstood subject, with most people going straight for large 1350 universal joints and big diameter tube which is not always necessary. I'm particularly interested in how long the standard Holden centre CV joint was retained, or more specifically the small 25 spline shaft that ran through the middle of it.
Loving the technical content Jack. Would you consider one on the front uprights, hubs and discs for the '93 Bathurst winner.😁
Yep, we cover the front hubs in detail on our Facebook and Instagram, but there will be videos coming 👍
Would those camber wedges be changed much during a race weekend or was just a part of the basic initial track setup and once they where in they where in for the weekend?
Probably depends a little bit on the circuit and the tyre. Often the measurement for camber comes from
The tyre wear across the tread. It wouldn’t be uncommon to change over a weekend, but not as common in the real early days I’d imagine.
Hi Jack, been bingeing my way though the Vids, really enjoying the content, quick question on the Camber/Toe plates, when you say 2mm Toe in do you mean each plate has 2mm for a total of 4mm or is each plate 1mm in for a total of 2mm? thanks.
A spool in the diff?
So on track, where does the 'slip' come from to account for inside/outside wheel travelling different distances?
Is there a clutch set up in the CVs?(dumb question I know)
There’s no slip, it causes understeer! No clutch
Awesome work JP! are you a mechanic by trade or learnt off dad over the years?
Jack of all, master of none 😂
Got into Mechanical Engineering at uni but never went, started a trade as Diesel Fitter, never finished, ended up a sign writer for 3 or 4 years 😂
@@perkinsengineering don’t forget a semi pro race driver too 😁
Is the diff centre based on the Ford 9 inch?
Yes it is a Ford 9”
I like low budget stuff
Hey the only thing you left out was how hard the shafts were!
Hint for Audio..
Place one toilet paper sheet over microphone on the camera/phone.. it stops the echo effect.. when recording.. deadens the echo..
Nice! Might try it!
@@perkinsengineering i am 60 and. When I am out driving my hand me down 64 eh Holden.. it has a pack of chewing gum and can of coke in the glove box..
Blow a fuse middle of nowhere, wrap the tin foil from chewing gum around fuse.. used to be cigarette packet, and in case off a fire in engine bay, shake the shit out of coke can and spray.. oh I do have a proper fire extinusher..
I am a retired sound engineer.. the toilet paper trick has been used for years.. and shitload loads cheaper than putting sound deadening in the whole workshop.. might take one or two pieces.. but it works.. 🤪
Nice info, well told…verbally, if in future you could get your components up on a bench so we can see you and your face while you explain, it will make handling the pieces easier too, the close ups at the end could have been cut into the original description instead of tagged on the end. You are a great presenter, you know your subject really well let’s see what you are talking about instead of being told sorry it’s hard to see. This is a version of TeleVISION. Show me as well as tell me . It’ll take more time but give you a much better product.
Cheers and congratulations on the Channel.
Hugh ( ex TV Director)
Cheers
How much horsepower were they putting out in 1993?
Or you could use the Nascar set up with slightly bent diff tubes and ball end axles. Simpler cheaper and lighter!
How on earth did you ever get those crappy Commodore centre bearings to stop the 'whip' they get. You feel it in every Crapadore when accelerating. I suspect the explosion of such when Cleland was in Brocks car one Bathurst.
Those centre lock hubs must be a regular replacement item as all the load is in the centre istead of of over 5 bolts further out. I have seen what the centre lock do to the wheels chattering on the hubs
road car centre bearings have a rubber insulated mount to the floor (for noise reduction).. but allows movement. It is by design
There's no OE Commodore parts on them. Even the diff pinion isn't a regular off the shelf Ford 9in piece, it's a custom Perkins piece. The drive pins and spigot locate the wheel, the centre lock nut just holds it down.
Hahaha gotta laugh at the one sad prick thats gotta downvote it. Hahahah
Keep up the good work Jack!
3:44 Sturz Spur Starrachse
As always, you’ve unlocked a few old mysteries. Could newer work or how you had camber on a solid axle car until now 😀
All makes sense 😊 cheers Mick
I dated a girl called CAMBER, she had angles during sexy time that I haven't seen since. Indecently her surname was PERKINS. BOOM
😂