Jaguar Lightweight E Type

BODY: The outer skins and boot floor are removed from the original body tub and if it is a coupe, the roof and coupe inner panels removed ready for the unique alloy bodywork. The body tub is then mounted on our alignment jig and restored, usually with new floors and inner sills. A complete new aluminium boot floor assembly is made and fitted. The strengthening and upgrades that were done in the factory are also completed. Then new uprated front frames are fitted then a Lightweight spec aluminium bonnet.

New alloy roadster sills, scuttle, doors, bootlid and hardtop are fabricated along with Lightweight E spec rear quarters. Rear facing hardtop and bootlid vents are also fitted. A new roadster screen is fitted. The body is then painted inside and out in any colour choice.

Body Options:  We can also build the entire car from aluminium including the tub. When doing this we strategically incorporate steel strengthening in critical areas. If the car is to be raced, we can fabricate and install a rollcage.

Engine: There are numerous engine specifications that can be requested and catered for – we are world renowned as a leader in development of the Jaguar E Type engine. The engine specification is discussed at length and tailored to your needs. All engines are fitted with brand new alloy bodies water pumps, engine oil cooler with braided lines and our lightweight alternator conversion with micro V belt pulleys.

As a minimum, the original donor 3.8 or 4.2 litre engine is fitted with forged pistons, big valves, CNC head porting, reground camshafts, electronic ignition, triple 45DCOE webers and our tuned length extractor and exhaust system. Alloy flywheel and diaphragm clutch.

Engine Options: Engine options are numerous – alloy blocks, wide angle head, dry sump, butterfly injection, slide throttle injection, throttle body ECU controlled electronic injection, Carrillo conrods, long conrod/short piston combinations.  The engine specification can be discussed in detail and priced up accordingly.

Gearbox: Fitted is a brand-new alloy cased gearbox specifically designed and cast to suit Jaguar 6 cylinder engines and transmission tunnels. The gearbox uses the world renowned MT75 gearset as used in Ford Cosworth engineered cars and the ratios are almost identical to the standard gearbox ratios.

The flywheel is a new alloy E Type and the clutch is a 9.5in AP Racing diaphragm clutch.

A new heavy duty tailshaft was fabricated to suit and the clutch hydraulics are in the form of a Tilton master cylinder, E Type slave cylinder and a braided line.

Gearbox ratios:

5 speed                Original Moss

1^st                           3.31:1                    3.375:1

2^nd                          2.08:1                    1.982:1

3^rd                           1.36:1                    1.367:1

4^th                           1:1                          1:1

5^th                           0.763:1                  na

Reverse                3.26:1                    3.375:1

DIFFERENTIAL: Typically, we rebuild the original donor limited slip differential, but for cars with regular track use in mind, we install a Quaife torque biasing differential centre which replaces the original LSD unit. These are far superior to the original Jaguar LSD in track situations.

SUSPENSION & STEERING: The front suspension from the donor car is dismantled, checked, zinc plated and then rebuilt with new poly bushes, ball joints, eccentric camber/castor top fulcrum shaft as per the factory cars, uprated torsion bars, adjustable shock absorbers and bigger (spec dependant on use intentions) front swaybar. We fit a brand new quick ratio steering rack which is solidly mounted to the front frames. The donor steering column is restored. The donor rear suspension is dismantled, checked, bead blasted and painted. All new bearings, universal joints and uprated bushings are fitted with adjustable shocks with adjustable spring platforms and uprated coil springs are fitted. New peg drive hubs or splined hubs are fitted front and rear.

Electric powersteering is a popular inclusion.

BRAKES: A specially designed and manufactured floor mounted pedal box is fitted with new Tilton master cylinders fitted. The pedal box incorporates a brake bias bar and increases legroom. The standard original E Type brakes will not be sufficient for the performance capabilities of these cars, even though it will be some 300kg lighter than a standard E Type.

Vented front and rear disc rotors fitted with Alloy racing callipers at the front and rear. Cooling ducts as per the factory cars are fitted front and rear.

WHEELS & TYRES: 15 inch replica peg drive cast Magnesium wheels are fitted front and rear, the size of which is dependent on the rear wheel arches. Tyres are Avon CR6ZZ size dependant on wheel width.

INTERIOR: The interior features replica bucket seats and new dash boards made from aluminium. The standard trimming is black leather for the seats, black vinyl for the door trims and sill covers and bound black carpets. The dash facias are remade in aluminium and then black vacuum moulded as per original. Trim colours and specifications are at the owner’s discretion. The original instruments are restored and a new braided wiring loom is installed.

Electric air conditioning is a popular inclusion.

FITTINGS: A replica alloy radiator with alloy header tank and mounting bracket is fitted and a replica alloy fuel tank with quick fill cap as per the factory cars. Fuel system is determined by the induction used (Webers or injection). New Lucas Le Mans headlamps are fitted along with new front and rear lamp assemblies. New handles throughout and Perspex headlamp covers, bug deflector and sill extensions.

 

 

  

  

Alloy Jaguar XK120 Roadster

Overview: The build of our first alloy XK120 racer was quite particular. Car #1 was built as a tribute to the famous period racing car of the early 1950’s, the Flag Blue metallic XK120 roadster LXO126 as raced by the legendary Scottish race team, Ecurie Ecosse. We wanted the car to look very much the same and wanted to include a lot of the distinguishing features that add to the charm of the car, without being tempted to modernise or upgrade the car too much. We built a very strong engine but one that is easy to drive and live with and one that looked period correct under the bonnet.

Basically, a very high quality, lighter, more powerful version of the car from the day that looked just like it!

Chassis: An original XK120 convertible chassis was restored, mounting for XK140 telescopic shocks added and then it was painted satin black two pack. We have brand new chassis available for subsequent cars to be built.

Body: The body is an all new hand made from aluminium, but in the shape and form of a steel bodied XK120 (as opposed to the early factory aluminium bodied XK120 roadsters that were alloy skinned over a wood ash frame). Deviations from standard include removal of the battery boxes behind the seats and deletion of the bumper bars, rear number plate plinth and fixed windscreens.

Correct period aero screens with period wind deflectors are fitted, a new chrome grille, new taillight assemblies and correct new tripod XK120 headlamps.

The body is finished in the correct Ecurie Ecosse Scottish race team colour of Flag Blue metallic.

This car is an XK120, but we can also build a car based on an XK140 if desired.

Engine: The engine bottom end is a 3.8 unit originally from a MKII but is fitted with the correct XK120 sump. It features custom length (longer than standard) Arrow conrods and short custom JE forged pistons with total seal rings. Compression ratio is 10.5:1. A late XJ Jaguar oil pump is used, mated to a remade larger version of the XK120 oil pickup to suit the sump. The whole bottom end has been balanced. ARP cylinder head studs and nuts are used.

We didn’t want to see a late (E Type) cylinder head or triple carburettors as I wanted the under bonnet to look a lot like the Ecurie Ecossie car. We used a correct early XK120/MKVII A port cylinder head of the type used on the Ecurie Ecossie car, an XK inlet manifold and new sandcast 2 inch SU carburettors. The head was CNC ported and larger stainless steel 1 7/8 inlet and 1 5/8 exhaust valves were fitted. New hardened valve seats, lightweight followers and valve retainers were fitted. Custom billet Kelford cams were fitted with matched valve springs. The inlet manifold was port matched to the cylinder head and to the 2 inch carburettors. AFM gaskets are used throughout the engine and a Cometic head gasket is fitted. A new alloy bodied water pump is fitted and a 123 electronic ignition system (with adjustable advance curve) and an MSD ignition amplifier are fitted.

The engine produces maximums of 285hp at 5900rpm and 283 ft/lbs of torque at 4200 rpm.

Different engine configurations and specifications are of course available.

Gearbox: Fitted is a brand-new alloy cased gearbox specifically designed and cast to suit Jaguar 6 cylinder engines and transmission tunnels. The gearbox uses the world renowned MT75 gearset as used in Ford Cosworth engineered cars and the ratios are almost identical to the standard gearbox ratios.

An E Type bellhousing which allows the use of a hydraulic clutch. The flywheel is a new alloy E Type and the clutch is a 9.5in AP Racing diaphragm clutch. Apart from the overdrive 5^th gear, lighter weight and slick shifting, the other bid advantage of using this gearbox as opposed to the original Moss gearbox, is the use of a hydraulic clutch.

A new heavy duty tailshaft was fabricated to suit and the clutch hydraulics are in the form of a Tilton master cylinder, E Type slave cylinder and a braided line.

Gearbox ratios:

5 speed                Original Moss

1^st                           3.31:1                    3.375:1

2^nd                          2.08:1                    1.982:1

3^rd                           1.36:1                    1.367:1

4^th                           1:1                          1:1

5^th                           0.763:1                  na

Reverse                3.26:1                    3.375:1

Final Drive: An XK150 differential assembly was used as it was Limited Slip and gave provision for the use of period disc brakes if ever fitted. The differential was fully rebuilt with a new 3.54 crown wheel and pinion fitted.

Suspension: Original XK120 suspension arms and stub axle carriers were used with the suspension upgraded with new larger diameter 1.057” (standard 0.930”, SE 1.000”) front torsion bars and new larger diameter 0.875” (standard 0.6875) front sway bar. Poly bushes are used throughout. New stainless-steel stub axles are fitted. Externally adjustable GAZ front shock absorbers are fitted.

New uprated rear springs leaves were made and fitted and the rear shock absorber system converted from the original lever arm to XK140 telescopic shock absorbers (adjustable KONI shocks used).

Steering: An original right-hand drive XK120 steering box is used with all correct right-hand drive steering link components, all totally reconditioned. Adjustable tie rods are fitted. An exact replica C Type steering wheel is fitted.

In the case of building an XK140, a correct XK140 steering rack would be used.

Brakes/wheels/tyres: Fosseway front disc brake kit is fitted along with late XK120 self-adjusting drum brakes with all new components at the rear. The front brake pads are EBC Ultimax 2 and the rear brake linings have been relined with a race compound. The hydraulics are controlled from the custom floor mounted pedal box using two Tilton master cylinders and an adjustable brake bias. Braided brake hoses are fitted.

The five roadwheels are original XK120 and drilled to remove brake heat as was a period modification performed back in the day, just like on LXO126, painted silver. The tyres are Vredestein 185HR15 radials.

Brake variations can be catered for including 4 wheel disc brakes and different wheel options can also be catered for including splined Dunlop replica wheels or wire wheels.

Cooling/Fuel/Exhaust/Electrics: An Alicool (UK) aluminium radiator is fitted with an integrated electric thermo fan, controlled by a Davies Craig adjustable fan controller (with LED temperature display).

A new aluminium fuel tank is installed with a period correct external quick fill fuel filler. A new, correct, negative earth square bodied SU fuel pump is fitted with braided lines from tank to carburettors. Fuel requirement is minimum 98 PULP.

The exhaust is full stainless mandrel bent Classic Fabs (Scotland) single to twin SE style system.

A new cotton braided writing loom is installed. The car has been converted to negative earth and a sealed Odyssey battery installed in the boot. A Dyna Lite alternator (generator lookalike) is fitted with a dummy period looking regulator with internal full system fusing. A gear reduction starter motor is also fitted. All new dash switches have been fitted and the original early XK120 instruments restored. The tachometer has been converted internally to operate electrically instead of by cable. A modern brake and reverse light switch have been incorporated into the brake pedal and gear lever assembly, respectively.

Interior: The interior is finished in black leather to replicate LXO126. The seats are replica C Type bucket seats trimmed as per the factory optional XK bucket seats. A custom designed and made stainless steel pedal box assembly is fitted to give vastly improved control of the brake, clutch and throttle pedals whilst increasing legroom. The interior is essentially trimmed as per a standard XK120 roadster.

 

General and Technical Specifications and Comparisons

Dimensions:                      #1 XK120 special              Standard XK120                C Type

Wheelbase                         2,590 mm                            2,590 mm                            2,438 mm

Track Front                         1,308 mm                            1,308 mm                            1,295 mm

Track Rear                          1,283 mm                            1,283 mm                            1,295 mm

Overall Width                      1,580 mm                            1,580 mm                            1,638 mm

Overall Length                    4,180 mm                            4,410 mm                            3,998 mm

Overall Height                     1,120 mm                            1,295 mm                            1,080 mm

Ride height*                        210 mm                               285 mm                               270 mm

Ground clearance               100 mm                               181mm                                140 mm

Kerb Weight**                     1005 kg                                1,305 kg                              985 kg

Fuel tank capacity               68 litres                               68 litres                               177.3 litres

Power                                 285hp at 5900rpm              190hp at 5400 rpm            205hp at 5800 rpm

Torque                                283 ft/lbs at 4200 rpm       195 ft/lbs at 2500 rpm      220 ft/lbs at 3900 rpm

0-60 MPH                            yet to test                              8.4 sec                               8.1 sec

Top speed (3.54 ratio)      yet to test!                             120 mph                            145 mph

*measured between the ground and the centre of the front chassis crossmember

** with all fluids and 20 litres of fuel