For Sale and Wanted
1970 series 2, 2+2 E Type Jaguar Restoration – Part 22
Since my last update in May 2019 discussions with the supplier with regard to rear screen chromes appeared to result in their stocks being frozen & they in turn were in talks with their supplier as to the correctness or otherwise of the chromes. Subsequent to this a new set of finishers were purchased and fitted.
The RHS door card was fitted together with the new glass channel for the window regulator. Sill trims & chromes are now fitted. The rubber sill weather strips however seem to be affecting door closure and to date have not been fitted.
Static seat belts were received and fitted.
With some assistance from my sons the assembled bonnet was fitted (one forgets how heavy they are). After much tweaking it now lines up reasonably well. When you then looked at the car side on the front seemed exceptionally low. A check on ride height measurements indicated it was sitting some 3” low despite the front suspension ride height having been set at 8 3/4” +/- ¼” when originally assembled. The only solution was to partly dismantle and readjust the torsion bars. Some calculations were done which suggested by rotating the front torsion bar splines by 1 spline would give us the required result (the front has 24 splines & the back 25 which can give any combination of settings). There is an aftermarket version which has an adjustable reaction plate with a cam adjuster to rotate the torsion bar without the need to take the suspension apart.
Some difficulty had been experienced when the car was engaging first gear. The selector cover was removed from the gearbox to investigate the linkages etc. Initially nothing was obvious but it was then found the first/second gear selector fork seemed to be catching on the reverse gear lever arm pivot bolt when first gear was being selected. Solution, take out the bolt (with care) & add a washer to effectively shorten the bolt length that protruded through the arm into the gearbox.
Many of you reading this will know DVLA changed the criteria for classic (historic) cars MOT last year. My E type falls into the new category i.e. it does not legally require an MOT so with the completion of form V112 & a visit to the Post Office with its V5 the car was taxed ( June 2018) for the first time since 1982.
With the readjusted torsion bars the car was now driven on public roads for the first time. Our problems however were still with us as it was subsequently found the suspension had dropped again. We eventually came to the conclusion the bars must be the wrong way round i.e. LHS on RHS and vice versa. There were no identifying marks however on the end of the bars which contributed to the problem. The bars were swapped round but again they settled out and have subsequently been reset. Hopefully that is for the last time.
The speedo whilst registering mph failed to register elapsed miles, not much good when you don`t know how far you`ve travelled. JDO Instruments who modified my Rev counter in 2017 came to the rescue with a 48hr service/repair. All was now OK.
After about 120 miles it was unfortunately still throwing up what initially seemed to be minor problems. The rev counter & horn stopped working. Problem eventually traced to a fuse which in turn led to the cooling fans. Further investigation found one of the fans was running slow to the point where it was drawing too much current. Despite efforts to sort the fan a new one had had to be fitted.
In the light of these problems time was running out and a reluctant decision was taken not to take it on its planned trip to Austria. Instead we went in a BMW and did 2700 miles !
The car attended the annual club event at Raby Castle in August 2018 and much to our surprise was awarded JDC Area 11 Committee Best in show which was much appreciated after all our work.
For piece of mind & insurance purposes although it was not legally required the car was subjected to an MOT in August 2018 so has a current MOT.
Since then about another 300 miles have been put on the clock but teething problems still seem to crop up every now and then.
As a late modification a ballast resister had been incorporated in the ignition circuit but it hadn`t been appreciated that this would have had a knock on effect with the coil. A standard coil ( DLB105) had been utilised initially, this is now being changed to a lower resistance DLB 102 coil. Standard Champion NC5 plugs had been used, these are now being changed to a hotter plug NGK BP5ES.
A number of settings for the 123 distributor had been suggested, some of which were tried . At present we`re going for Curve 2 as it is the nearest to replicate the original Lucas distributor with timing at 10 deg BTDC. We were running with the vacuum advance disconnected but it has been recommended that it be connected to improve idle running.
The gas bonnet strut it appears is the wrong one (too short) & doesn`t actually allow the bonnet to open up far enough. I had wondered why it didn`t open very far. Recourse to the parts lists indicates at least 2 variants for the E type !
Apart from the E type we have a 1966 MGB GT which underwent restoration prior to the E type. It is currently waiting a fuel injection conversion.
The joys of classic cars !