Finally after a 5 year restoration, I picked up my series 3 today. I was starting to worry it wouldn’t be finished for the 20th anniversary of ownership next month. I still have to do the interior hopefully in the next few days.
I had sorta forgotten how fantastic a V12 E-type feels on the road. Massive amount of torque and with the 5 speed, at 85mph it only turns around 2600. I had driven the GTV6 on the way to the shop and two cars couldn’t be more different yet both so much fun. The GTV6 is high reving with longer throws on the transaxle 5 speed. I have a really short stick in the E-type which felt weird at first. Interestingly both cars have onboard rear brakes
I ll post better pictures in the next couple of days…
The project was extensive. Lots of rust repair, painted gun metal instead of silver, conversion to series 1 headlights, rebuilt V12 by Coventry West (great job Dick!), rebuild JT5, new wiring, new gas tank, new AC, new Suffolk and Turkey interior from CJ and the list goes on. I also removed the chrome around the bonnet opening and the vent on the rear hatch. Also rebuilt all the gauges, and added a second temp gauge and sender to monitor both banks.
The 15+ year old CJ alum shocks, alum radiator and gear reduction starter were kept as is. Cooling fans upgraded to Audi fans.
Needless to say, I am glad series 3 FHC agave jumped in values
Only glitch so far are temp gauges which, although new from Nissonger along with the senders, are reading 20deg high. I removed the clock, moved the oil pressure to the middle and added a second temp gauge to have one on each bank
Looks lovely as it did before and after the accident. I will never forget the photo of it in the snow somewhere on the road in the north west. A long way from home.
pauls
Pascal,
I love what you are doing with your car, and what you’ve done to it.
One thing with the old Aldan shocks, make sure the rods are not unscrewing themselves out of the top mounting. The threaded rod end is locked in place with back to back set screws.
After many miles one of mine worked itself out in the middle of nowhere Wyoming. The spring started banging against a halfshaft u joint. it sounded exactly like a u joint gone bad, but it was only the shock coming apart.
Eventually, I switched to Gaz front & rear.
You’ve accidentally fitted the car upside down to the front overriders. Easily done, like missing a letter when you’re concentrating on the calligraphy. Five minutes with a Stihl cutter should fix it.
If I remember right in the JCNA magazine a few years back… I liked the one he took in Montana (I think) looking out over the bonnet with a long stretch of completely empty road laid out ahead. Not a better running engine in the world than a Jag V12 and this is coming from a XK guy.
I meant mechanically… i didnt notice the overriders but now that you mention it they are upside down. There are also a few issues around the bonnet adjustment as well as teh sugar scoop fitting. Chuck (metalwork) sent me some tips about the scoops.
The body shop also lost a few bits and pieces for the interior. I should have pulled the interior myself but didnt expect the rust to be so bad
I spoke to them about my new gauge and was told that using teflon tape, as I did, puts added resistance in the ground connection. I made a simple quick fix by using a hose clamp around the body of the sender unit to trap a ground wire. Seems to be more accurate now.