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1970 Series 2, 2+2 E Type Jaguar Restoration, Part 8                                                                         

There has been a fairly close liaison with the painter in so much as getting agreement on door gaps etc. Since each E type was basically hand made no two were the same and consequently there is conjecture as to what constitutes the correct door gap. Most current restorations encompass new door skins and more than likely new valances, this in itself creates difficulties aggravated by the wide variation in the quality of panels.  At the end of the day if it looks right then it probably is, die hard purists would probably disagree.

The gearbox has been at a local transmissions shop for strip down & checking. In hindsight this should probably have been done earlier in the restoration process. I had previously taken the top cover plate off when trying to free up the selector rods and on the face of it the gears looked fine. As with a lot of other things as restoration has progressed all is not what it seems! The strip down has revealed all to be in serviceable condition with the exception of the laygear shaft and laygear. In both cases the respective needle roller bearing surfaces had picked up, this was likely due to wear & tare and as a result of the gearbox being idle for 30 plus years not having been turned over. I had thought it may have been the main ball races but no they were in order. Apart from replacing the gearbox as a whole which was not considered a practical proposition for various reasons other options had to be investigated. Firstly what to do with the layshaft & needle rollers. These fortunately are readily available as spares & can be replaced with new either from a recognised classic spares stockist or a specialist Jaguar motorsport company. The laygear however is a different matter. Availability on this as a new individual part is nigh on impossible primarily down to small batch order quantities on slow stock turnover. It would normally have been sold as part of a `kit` i.e. with its mating gears as it is not recommended to replace 1 gear on its own. It is possible to get a gear reverse engineered but again costs are prohibitive and as such would fall into the same category. As with the layshaft specialist motorsport companies do market laygear but primarily for race setups at a premium.







 A couple of other options are available but according to some are questionable. One is to get the laygear bearing surfaces hard metal sleeved, the other to machine them back and apply a hard metal spray  & grind them back to original dimensions this however may lead to distortion of the laygear itself so in the end was disguarded. I took the plunge & decided to go down the route of hard metal sleeving. This I had done by a company in Bradford who also specialised in metal spraying. On return to the transmission specialist all now was in order for the gearbox to be reassembled.

As mentioned in part 2 the face of the flywheel was very badly scored. It has been refaced at a local machine shop and new dowel locating pins fitted.


Engine reassembly is basically complete with the next job to mate up with the flywheel, clutch & gearbox and fit the inlet & exhaust manifolds. There has been a problem with a new alternator bracket, this was another missing piece when I originally purchased the car. I`ve now had two & each one has had mis-aligned alternator pivot bolt holes !

Mike Davison

March. 2016