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1970 series 2, 2+2 E Type Jaguar Restoration Part 2

Following a gap of 3 or 4 months due to other commitments work has resumed on the restoration.

As one gets further into the restoration and in my case because a piece small E Type was bought you have guessed correctly bits are missing. What seem like little things at the time, alternator mounting bracket, rear door lock, heater transition duct on the bonnet, carburettor air distribution box as examples when all comes to all although not necessarily hard to get hold of can start to run up costs that you hadn`t specifically foreseen, this is one of the risks you take instead of buying a tatty but complete E type.

Work progresses slowly during the winter months. The rear diff is now reassembled with new thrust washers, drive shaft bearings, and oil seals and has been painted black. The air filter canister which was in a poor state has been shot blasted, restored and painted hammered silver to match the new air distribution box.

 The upper steering column has been cleaned up and painted. A steering lock/ ignition switch has been sourced together with a new set of keys for both it and the door handles. It had been fitted with a dash mounted switch which is not a standard fitment on a series 2.

Most of the basic work on the shell has now been completed so much so that a decision was taken to seam seal; prime & stone chip the underside and is currently waiting a finish coat of Opalescent Gunmetal, its new colour! The bonnet still has a way to go but is partly trial assembled with its new under pan, wings & headlight diaphragm panels. Trial assembly has shown up problems with the new wings they are not the same in so much as not being dimensionally the same , one is 1cm longer ( wheel arch to bulkhead ) than the other. Once the bonnet is finished however & trial assembled to the shell all will be going off to be painted.





The engine & gearbox having stood for a few years unloved is currently being dismantled. The gearbox & bell housing have been separated from the engine. The flywheel & clutch have been removed only to expose a scored flywheel necessitating a skim. A complete new clutch assembly has bought together with a new thrust bearing.

The cylinder head has been removed and considering how long the car has stood both the combustion chambers and the bores appear to be in good condition.  For the uninitiated there are 14 head studs comprising 4 different types. 10 of these are partly exposed to the cooling water within the block itself which can lead to degradation to the surface of the stud over a period of time. For the sake of good order since some of the studs show signs of deterioration these are going to be replaced.  The cam shafts appear to be in good order as do the bearings but the opportunity will be taken to fit new bearings. I had been concerned about the valve seats and the future ability to run on unleaded petrol bearing in mind it is a 1970 car & hasn`t been run for 25 plus years. After doing some research & talking to a couple of E Type experts the XK engine is quite capable of running on unleaded without the need to modify  either the valves or valve seats, just use a fuel additive & possibly a higher octane fuel. The series 2 engine actually has harder valve seats than the 1 or 1.5.





Series 1 E types in general appear to have `gold` painted cylinder heads whereas the 2`s are silver, both however have the blocks painted black.

Work continues.


Mike Davison

March 2014