This is my first post on this Forum. I just took two first
place awards (Class D1 for my XK150 and Class C6 for the
XKE) at the Nation’s Capital Jaguar Owners Club Concours.
I’m able to provide this post in large part because of
information, advice and help I have received over the past
several years on the XKE Forum and the XK Forum.
The XK150 that I bought 35-years ago was a ‘‘Lump’’, a Pontiac
engine, a Muncie 4-speed and a completely butchered fire
wall and transmission tunnel. We got it running, but then
there was a disastrous episode with a body shop that went
bankrupt and going to court to get most of the car back. It
sat for the next 25+ years until I found Rob, In Canada
(Vintage Jags) to do a proper restoration. Rob found a 3.8
engine� from an automatic.�At that point, we decided that
matching numbers would be an insurmountable task, so it
would be a driver.�The transmission is a 5 speed, with
�ratios that match the original Moss/overdrive and coupled
with a 3.54 differential, the car turns about 2,000 RPM at
65mph - a comfortable driver.� The flywheel has been
lightened to be half-way between stock (35 lbs) and racing
(13 lbs). The pressure plate has been rebuilt with springs
that are 20% stronger than original. The body required
extensive replacement and replication of sheet metal that
was accomplished by Robin Fredette’s Handcrafted Auto Body,
paint was by Kemptville Auto Body and the top and interior
were done by Larry, who normally does boat interiors. I
drove the car home from Canada last month, and now have
about 1,600 mile on my newly restored XK150.
The XK150 spent 5 years in Canada, so in the meantime, a
friend of mine, David, and I bought an XKE 2+2 at auction.
It looked nice, but in driving it home, no lights, no wipers
and it boiled over. Half the fuses were blown and the fan
relays were bad. The headliner and the seats sagged. After
purchasing manuals and reading the XKE forum, these we
rebuilt, as well as the clutch and brake master cylinders
and installed a new radiator.
Then, 2 years ago, we noted a bit of white vapor in the
exhaust. Checked the torque on the head and one of the
acorns spun, and upon removal,the down-end of the stud was
corroded off. 2 of the 14 head studs had corroded and
broken. Removed the head, and with a tap provided by Michael
Moore, we were able to re-tap the block for the broken
studs. Also, Michael Moore found a replacement head for us,
and after measuring the combustion chambers, we had a
special head gasket fabricated to maintain the same
compression ration. In the meantime, the intake and exhaust
manifolds, carbs and valve covers were were polished. A
complete flush to remove the glycol contamination, and we
had a restored engine.
The NCJOC Concours was the first show I ever entered. It
was a welcome event after the lengthy learning process
provided by these two cars.
Monte
1960 DHC
S838594
1969 2+2
1R41523
http://www.jag-lovers.org/v.htm?1316811044--
p8099
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