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What is a Jaguar E-Type? A trick question, surely? Okay, for those who don’t know let’s keep this bit short and simpl...
What is a Jaguar E-Type?

A trick question, surely? Okay, for those who don’t know let’s keep this bit short and simple. The magnificent E-type is a motoring legend that must be the epitome of what we term as a classic car – as well as the motoring icon that we all yearn for. Hailed as the most beautiful car ever made, but you certainly need to remove those rose-tinted specs when buying this 50 year old sex bomb.
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  •   Keith Helfet reacted to this post about 8 months ago
    Time for laser precision

    Car #1962-Jaguar-E-Type-FHC / #Jaguar-E-Type-FHC / #Jaguar-E-type / #Jaguar / #1966

    Owned by Phil Bell ([email protected])

    Time owned 9 years
    Miles this month 135
    Costs this month £0

    Previously Had the rusty heater box blasted and recoated, fitting it just in time for a run to Bicester sunday super scramble

    Last year I refitted my steering rack with polyurethane mounts in place of standard rubber parts that were allowing an alarming amount of movement, and while I was at it I added a pair of new track rod ends. Despite greasing the old ones at the factory mileage intervals the excess egress from the dust seals was starting to look rusty brown and the joints no longer felt smooth. I’d taken a great deal of care measuring the length of exposed track rod thread so that I’d end up with close to the same toe-in, but without being certain that it was spot-on I feared premature wear to my Dunlops, and they’re not cheap. To do the job properly you need alignment equipment. Normally I relish an excuse to buy more tools, unless they’re expensive and unlikely to see much action.

    Handily, #E-Type specialist E-conic, better known as Moss Jaguar, had recently relocated to nearby Letchworth and I was looking for an excuse to have a nose around. While Angus Moss showed me the charming Victorian building with its sawtooth roof and a dozen or so E-types in for work, technician Murray Simpson wheeled out a rack of modern laser alignment kit to check out my car.

    As well as the toe-in, he would give a verdict on all of the adjustable front and rear alignment parameters that can effect handling and tyre wear. Resetting everything is a fiddly process where adjustment in one dimension upsets another, so I awaited the results with some trepidation. As it turns out, only the easiest needed changing. The front track should toe in by between 1.6 and 3.2mm and mine was 3.8, so Murray wound the track rods out slightly to give a mid-range 2.5mm. My earlier DIY attempt had been a near miss. The front castor and camber were both within tolerances, as was the rear camber, which I’d had to reset with shims after the last differential rebuild and wheelbearing replacement. A normal person would be pleased that there was so little wrong, but I was disappointed.

    I’d hoped that everything would have been way out, and the healing hands of the doctor would transform my E-type into a Lotus Elise-like tool of precision. Or at least a bit less grand tourer on turn in and a bit more sports car.
    A step change in feel would require stiffer torsion bars, coil springs and anti-roll bars, but I’m not convinced that I want to go that far. Perhaps it’s better to enjoy the E-type for what it is and borrow my wife’s Boxster whenever I feel the need for something sharper.

    Would Murray’s professional kit betray Phil’s DIY tracking efforts? Laser tool allows four-wheel alignment. Rear scale checks steering is centred.
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  •   Beth Lily Georgiou reacted to this post about 2 years ago
    CAR: #Jaguar E-type / #Jaguar-E-type / Jaguar
    Run by Gaynor Cauter
    Owned since 1980
    Total mileage 113,795
    Miles since October
    report 10
    Latest costs nil

    FACELIFT AWAITS FOR TIRED BOO

    It’s decision time. I’ve been putting off the evil moment for too long and, in the meantime, poor old Boo is at risk of becoming a bit too scruffy. I hate taking the car off the road – so much so that, apart from the week of The Great Propshaft Disaster of 2006, it hasn’t been laid up since its major rebuild in 1995.

    However, the writing is on the wall – or, more to the point, on the bodywork. While most of it is solid and showing no sign of rust, small stress cracks in the rear corners of the door frames, which were repaired about 15 years ago, have appeared and, since the previous respray, little bubbles have come through the paint along the bonnet edges. Thanks to a man in a modern Mercedes at a Goodwood Breakfast Meeting, I also have a dent in my passenger door and, since then, another ding has appeared in the nearside front wing.

    Taking the car off the road for the winter is not the problem, it’s finding the money to pay for the work. Marrying an engineer with a wizard way with welding helps, but I’ve also had an offer from a top Jaguar restorer to paint the car once Len has done the repairs.

    While we’re at it, we’re going to pull out the engine and gearbox, too. The last time they were out was in ’04, when the clutch packed up five days before the #Le-Mans-Classic . It was the usual panic job and I only made it to the ferry thanks to old friend Ray Brown at Surrey Jag Centre, but it left me no time to tidy up the subframe, which hasn’t been touched since before I got the car in 1980. The engine is leaking oil from the back seal and from a stripped thread in the head, both of which need sorting, and Len is thinking about looking at the gearbox, too. As far as I know it’s original and, although it works fine for a unit that may well have done 150,000 miles or more, the synchromesh is weak on two gears.

    Len has had some experience – and success – in rebuilding Jaguar gearboxes, not to mention fabricating replacement parts. And there’s no point in pulling the engine without replacing the clutch. It’s all going to add up, but better to do it now than let the car deteriorate. It’s always good to have a deadline, and for us that’s next summer when, hopefully, the rebuilt #E1A E-type prototype will make its commemorative run through the Brecon Beacons. I’ll probably feel better once Len has made the first ‘cut’, but the thought of his grinder biting into Boo’s bodywork makes me shudder… perhaps I should take myself off to the pub for a pint while he fires up his torch?

    / #Door-frame crack has suddenly got worse. A ding in the front wing needs attention. Although in decent overall shape, Boo is crying out for a few preventative running repairs.
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  •   Beth Lily Georgiou reacted to this post about 2 years ago
    Glen Waddington uploaded a new video
    Electric future for E-type. Jaguar is electrifying its classics – starting with the E-type Zero.

    / #Jaguar-E-Type / #Jaguar-E-Type-Zero / #Jaguar / #Jaguar-E-Type-Electric / #ElectricCar

    Jaguar Land Rover Classic electrifies the past with an inventive Jaguar E-type sports car featuring fully electric powertrain.

    Acclaimed by Enzo Ferrari as “the most beautiful car in the world”, the Jaguar E-type now combines breathtaking beauty with zero emissions for the first time.

    E-type Zero is based on 1968 Series 1.5 Jaguar E-type Roadster, and features a cutting-edge electric powertrain enabling 0-62mph in just 5.5 seconds.

    Engineered by Jaguar Land Rover Classic at company’s new ‘Classic Works’ in Warwickshire, UK

    E-type Zero makes world debut during Jaguar Land Rover Tech Fest at Central Saint Martins, University of the Arts

    London. The event begins with a media preview on 7 September and is open to public visitors from 8-10 September

    E-Type Zero will sit alongside the all-electric Jaguar I-PACE at Tech Fest, which goes on sale in 2018

    Enquiries regarding E-type Zero should be made using
    2017 Jaguar E-Type Zero Electric Car
    2017 Jaguar E-Type Zero Electric Car drive and promo-test
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  •   Beth Lily Georgiou reacted to this post about 2 years ago
    Electric future for E-type. Jaguar is electrifying its classics – starting with the E-type Zero. Words Glen Waddington. #Jaguar-E-Type / #Jaguar-E-Type-Zero / #Jaguar / #Jaguar-E-Type-Electric / #ElectricCar / #2017

    Jaguar has announced that by 2020 it will offer an electric or hybrid variant of every model it makes. It has gone a step further by announcing an electric version of the E-type – and the powertrain could underpin more from the back catalogue. Could this be the most beautiful electric car in the world? The Zero is based on a #1968 Series 1.5 E-type Roadster, and appears outwardly identical. Inside are a carbonfibre facia with touchscreen and TFT dials that ape the graphics of E-type instruments. Bigger differences are underneath.

    And there’s genius in the packaging. Put together by Jaguar Land Rover’s new #Classic-Works in Warwickshire, the Zero is powered by a 40kWh lithium-ion battery pack that has similar dimensions and weight to the outgoing XK engine, in place of which it sits. The 220kW motor was specially designed, and sits in place of the gearbox, sending power via a new propshaft to a carry-over differential and final drive. Suspension, brakes and all other mechanical components remain unchanged, and a 170-mile range is promised from a seven-hour charge.

    Weight is down by 80kg, and Jaguar says the Zero ‘handles, rides and brakes like an original E-type’. It will accelerate from rest to 62mph in just 5.5 seconds, although, as a privileged passenger ride confirmed, an eerie whine replaces the traditional XK growl. Will it be made? That depends on potential orders. This car took 18 months from concept to reality; a production version could be batch-built for around £300,000, including an E-type Reborn donor car.
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  •   Beth Lily Georgiou reacted to this post about 2 years ago
    Phil gets lost in Sixties Britain

    CAR: #1962-Jaguar-E-Type-FHC / #1962 / #Jaguar-E-Type-FHC / #Jaguar-E-Type / #Jaguar /
    Owned by Phil Bell, editor ([email protected]) Drive-My
    Time owned 8 years
    Miles this month 127
    Costs this month £63
    Previously Decided to take the E-type off the road to start my winter jobs list

    Went out to warm up the oil; got carried away.

    This keeps happening. I take the E-type out for a specific purpose, in this case to warm the engine before an oil change, then become so lost in the experience that I forget why I set out in the first place, returning an hour or so later than planned. I enjoy working on this car, but I love driving it, and I’m lucky enough to have a playground of lightly trafficked B-roads and swooping A-roads within minutes of my driveway. It’s like heading back to the time that the E-type was born into, before featureless dual carriageways became our dominant conduit of travel. And despite the season, bright sunshine was lighting up the landscape, just like it always did in the Sixties of course.

    But eventually the extended loop returned to my garage, where a small stack of Duckhams 20w/50 cans lying in ambush jolted me back to reality.

    With a winter jobs list inevitably provoking a period of idleness for the E-type, if not my spanners, I prefer to change the oil and filter beforehand so that the engine internals don’t sit around in a cocktail of fuel residue and acidic combustion products.

    I’d been wondering what to do after the local stockist stopped supplying my usual Millers classic oil when Duckhams relaunched its 20w/50 at the Classic Motor Show back in November, so I took the opportunity to stock up. I did ask whether I could supplement it with a 15-odd-year-old can of Duckhams Q rediscovered under my workbench, but the technical people warned that the blend might have settled in that time. Not worth risking a £6k engine rebuild on a £30 can of oil then. Maybe I could sell it in an automobilia auction.

    Like many jobs on this car, replacing the oil filter involves removing other parts for access. It is possible to do it without detaching the aluminium undertray and huge air cleaner canister, but that makes it so much harder to ensure the oil filter canister is properly aligned on its seal afterwards. Getting that wrong leads to a massive oil slick on the garage floor at best – stained concrete remains as a painful reminder – or catastrophic oil loss out on the road. So, like all the fiddly routines on this car, I’ve learned to allow extra time and pretend that I enjoy the opportunity to inspect all of the extra parts that must come off and the hidden areas that they expose. And I’ve convinced myself that the improved dexterity I’ve developed in fitting the rubber boot between the air filter canister and plenum chamber qualifies me to run a sideline in freelance keyhole surgery. Despite the aluminium sump and brass plug being in good order they’ve never made a good seal with a new copper washer, so this time I’m trying a steel one with a rubber seal bonded to it.

    After the agonisingly slow process of tipping 8.5 litres of cold oil into the nearside cam cover – these charmingly period-style metal cans don’t have the handy extendable spouts of the modern age – I summoned my wife to crank the engine over while I checked for leaks. All good, but to be sure the car clearly needed a proper road test and B-road Britain was beckoning once more.
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