One of my Flickr contacts (I don't know him personally) recently finished a totally insane, nuts and bolts resto. Lots of pics here (resto):

E-Type Makeover - a set on Flickr

and here (finished):

Jaguar E-Type - a set on Flickr

That is a pretty amazing group of kitty resto pictures there... Great Scott, man, even the parts that you take off the car and put back onto the underside are individually beautiful.

angela

Now that looks like a Corvette from the 60s... :rolleyes:

Can you convert the XKE to power steering pretty easily?

It can be done. Maybe 10 years ago a local guy was selling a kit he had put together himself using a rack and pump from a later XJ6.

No, because then you have this. Have you ever driven one? The are pretty sweet. I would switch it to Bosch everything and call it a day. No wonder it gives her wood.

http://forums.pelicanparts.com/uploa...1287843614.jpg

I laughed out loud: my thanks. I then forwarded the diagram to my dad.

I learned to work on cars with my father...our family car was a Series II Jag (different ones) growing up. The amount of time I spent chasing wires is, in retrospect, astounding.

For a really smart dude, he was enamored with British cars...when he was a nuke instructor in Idaho Falls in the 60's, we drove Series II's. Imagine the logistics tail.

I love 'em, just not as a DD:cool:

you could always have one of these built by Eagle in the UK:

Eagle E-Types & Jaguar E-Types for Sale | E-Type Jaguar, Jaguar E Type, jag e-types, etype

http://forums.pelicanparts.com/uploa...1287854342.jpg

http://forums.pelicanparts.com/uploa...1287854527.jpg

milt - the suspension & aged design comments were in a magazine, Car & Drunkard, or Rod & Truck

here is my edited for readability version of comments by Jenks - he compares Jag, early & later 911s & 356:

Jenkinson, Denis. A PASSION FOR PORSCHES, 2001 (reissue of the 1983 PORSCHE PAST & PRESENT). Haynes Publ., Sparkford, UK.

1965 – Initial Impressions:
Jenks had used a 356A to drive all over Europe, and was not too impressed by the new 911 -- it “seemed huge” and was “altogether larger” than the 356. p. 145-146.

The 2L engine was “quite pleasant” but was very noisy and lacked the excitement of the noisy 4-cam Carrera motor.

The non-adjustable front suspension mounting points in the initial models were troublesome. The 911 “seemed to roll on its to its door handles at the very sight of a corner” and “seemed more like an Opel than a Porsche.”

But the 911 was “one of those cars that invited you to drive it.” The reclining seat, steering wheel angle, the arc of the instruments, arrayed right before the driver, and the central location of the tach “were all conducive to ‘driving in its purest form.’” p. 148


Two years later, Jenks “raved” about the 911 – “all the rolling about on corners had been eliminated, the ride was greatly improved” by changes to “shock absorbers and spring rates, and the engine gave 130 hp…” It was now a good follow on to the 356 Carrera 4.

The 911 was “like all Porsches” in that “it enjoyed being driven on the rev-counter,” and the “higher the rpm, the happier the engine seemed.” In “true Porsche fashion,” the top gear ratio was such that your could not possibly over-rev in top gear” but you did need to watch the tach in the lower gears since the “engine would go singing on up to… 6,500 with less fuss than it made at 5,000.” p. 149

Unlike other engines that “let you know when you approaching their maximum rpm” by becoming noisy or feeling rough, the Porsche and Ferrari engine “enjoys high rpm and sings away merrily the harder you drive it.” At the redline of 6,800 rpm, the “engine sounded like a dynamo, and felt like one.”

The Jaguar XKE
But, Jenks used a 4.2L E-type as his regular car, and the 911 fell short in many ways. He “felt the 911 lacked absolute power for its size” although it “would pull 6,200 rpm very easily” in 5th gear. If “you rowed it along with the shift lever, it could be made to go, but the effortless performance of 4.2 litres of Jaguar E-type had spoilt” him for other cars. At least until he got his hands on a Carrera RS in 1973.

Jenks had been “happily corrupted by the absolute power of the E-type – not only by its horsepower, but by the enormous torque it developed.” Starting from a “leisurely gait for an E-type” – a cruise speed of 100 mph – and then getting on the throttle, the “long nose rose as the tail squatted down under acceleration, and the surge forward to 110, 120, 125 mph was one of the most satisfying things in motoring.” “On the 911 this was missing, for all it did was to make more noise with no noticeable surge forwards.” That “instant surge forwards” from 100 mph was essential to his personal well-being. He used it to avoid trouble up ahead on the road. Instead of braking, which Jenks avoided “unless absolutely necessary,” one could accelerate and overtake something that was going to impede your path.

Such smooth acceleration was impossible in the 911 – “to get that surge of acceleration would have meant snicking down into 4th gear, and by that time it could be too late. Even if it wasn’t, the change down and then back up again would upset the rhythm of the journey.” This was true even though the Porsche gearbox was just about the best ever made.” p. 152-153

The 911 was “the ultimate car” for mountain travel however. If one were living in Switzerland and crossing Calabria to get to the south of Italy he would have preferred it to anything else. Jenks rated the two year old 911 “very highly.”

But he apparently did not fall under the siren song of the motor. “On tick-over the flat-6 rattled and clanked like a bucket full of nails being shaken about, even though “it went smooth and quiet at a touch of the accelerator.” This meant it “was a bit anti-social when maneuvering about in a confined space at night.” Here, “the E-type was elegance personified. You could leave it at 600 rpm on tick-over with not a sound coming from the engine or the exhaust, and shuffle to and fro without touching the accelerator pedal, easing the great car about like a large boat in a harbour. The 911 had to be revved above tick-over before the clutch bit, and the clanking and whirring seemed loud enough to wake the whole neighborhood.”

“But then the 911 was not really intended for that sort of thing: it was built for motoring and motoring hard, and when used as intended it really came into its own. The harder you drove it the happier it seemed, and it always seemed to stay with you no matter how much you provoked it.” p. 153

The 911 Grows Up
“The development of the 911 progressed steadily forwards. * * * The conception of the 911 was everyone’s idea of the ideal GT car…and was accepted everywhere as being as near to perfection as possible, with no short cuts to save money or time.” Over the next 10 years, Jenks “took every opportunity to drive

By 1969, the 2.2L engine gave “improved acceleration, especially in the middle speed range.” This was particularly advantageous for overtaking another car, but “the oomph at 100 mph was still not enough to satisfy.” The improved torque did make it “a lot more fun to drive, even if you did have to keep an eye on the rev-counter all the time and stir about in the gearbox continuously to get really exciting performance.” The 2.2L 911S would “wind up to about 140 mph… but it took some time.”

Porsche improved “all the vital parts of the car: the brakes, the shock-absorbers, the steering, the lights, the seats… The 911 was developing in all directions and it was all contained in within the basic body shell evolved in 1964.”

The flat-6 engine “never showed any signs of distress when taken up to the red line. In fact, it hummed round so smoothly that it encouraged you to use peak rpm just for the joy of it, especially in 3rd and 4th gears.”
Jenks Encounters the Carrera RS
“In 1973, Jenks “at last found a Porsche that satisfied every need.” The British importer assured him that the RS “would have enough performance to satisfy even” his demands. Besides the “shattering performance, it had everything else in equal quantities.” The “braking, steering, road-holding, ride and cornering power were all of immensely high order.” Finally, he got that 100 mph surge so essential to his personal well-being. “When cruising at 110 mph, you had only to flatten the accelerator pedal for the car to surge forward to 130 mph or more.”

But, Jenks hated the change in shift pattern. To “appease [a] strange section of the motoring public,” who “seemed unable to cope with” the original road racing layout, Porsche had relocated gears so that 5th was a dog-leg gear. But he did say that this was “not too bad” on a left-hand drive car.

When he returned the test RS to the British importer, Jenks “happily admitted that it had more than enough performance.” But “any Porsche less than a Carrera 2.7L was of little interest.” p 162-164

Looks like a Triumph GT6.

jaguar porn:

Current projects in the CJ Workshop

Oh seriously... an FHC, series 1 or 2 is pretty much the most beautiful car made.

Well, then again, a long nose D-type is also delectible...

Darn Jaguars - pulling me to the darkside for THIRTY YEARS!!! :)

angela

I have several of them my dear! Lucky that you are married or I would happily use them to lure you in... :)

Joe

Sorry Sammy but a well set up Jag 6 cylinder will get you home every time.

The 1969 XJ below has almost 700,000 miles on it and stranded me exactly one time on the road. Try that with most American or even European cars.

I made exactly one mod to the car and that was a Chrysler alternator. Thats all it took and it worked great after that.

Duh. That's where all the English electrons were stored. By removing them and switching to American electrons all the 'Lucas' problems were solved.

I love it. I got my love of CARS from my parents. Dad drove a 69 GTO till he bought the 71 911 that he had wanted for years. Mom drove a BRG 68 1/2 XKE coupe. Loved that car. nothing else like it on the road. My Junior year I took the Jag to the prom, My senior year I took the Porsche. My Parents werent rich either. This was in 1985 and a new car cost more then either of these cars.

Oh BTW, mom drove the car every day. This is in Oregon. Never, not once left her stranded. The car was an absolute treat to drive.

Just close your eyes and say takem... so sweet