Being new to the list I haven’t seen any discussion of lumpingan XK120. I
own a 1954 RHD FHC in need of restoration. I am considering a lump for
performance and cost reasons. Anybody ever done one, or heard about one?
Thanks!
Richard Eades
Well, it most assuredly can be done ! When I lived in Los Angeles I remember
seeing several lumped XK120-140-150’s, mostly throwback from the 60’s when
these were considered to be “just another used English car” and hadn’t
reached the lofty collectableness (I think I just coined a new word!) they
enjoy nowadays.
A few months ago there was one listed on E-bay (or some similar site) and
caused a bit of consternation among the purists…who were beginning to
choke on their twisted ascots ! 
I don’t have any specific info for you, though. Sorry.
Doug Dwyer
Longview, Washington USA----- Original Message -----
From: “Eades, Richard E, JR, INDCH” reades@att.com
Being new to the list I haven’t seen any discussion of lumpingan XK120. I
own a 1954 RHD FHC in need of restoration. I am considering a lump for
performance and cost reasons. Anybody ever done one, or heard about one?
Hi Richard,
I would say that , a car as old and rare as this,
might be better off, value wise, being restored to original.
However, it is your car to do with as you see fit,
( an axiom I hold dearly).
I, know of no one, that has attempted this, with this model.
So, I am unaware of the pitfalls involved.
I can understand your idea of doing it for performance improvements…
When you say “for cost reasons” exactly what, do you have in mind?
Any good engine/trans will cost you some money,
then there’s the work involved in fitting it, if it will fit in the eng
compartment.
The V-8 is a bit wider than the XK engine. Also there’s exhaust to be fitted,
working out the mounts, linkages, getting driveshaft built to fit, etc.
Not to mention, the electrical system, which I believe, is a 6 volt Pos.
gnd.,
which, would need to be converted to a 12V neg.,
to accommodate the alternator, (and Computer, if EFI is chosen).
No, it isn’t as easy as “dropping in a V-8” and be done.
You didn’t say if you, would be doing the work, or farming it out.
Or, your level of competence, as a mechanic.
There are no “kits” that I know of for this particular model,
which would provide the necessary premanufactured fittings, you’ll need.
So it would be a gamble, as to if you could do it, unless you had a shop with
all the equipment needed for fabrication, or a deep wallet.
Judging from your remark “for cost reasons” I would suspect the latter isn’t
as deep as you’d like it to be.
But please, don’t let me dissuade you from doing this,
as it could be a really neat car!!
I’ve seen Healy’s with V-8’s installed,
but it involved cutting, welding, and modifications to the firewall.
Just be aware that just like marriage,
it looks like a good idea in the beginning… 8^)
(Oh, Yes, I am a bachelor… again…)
I will, as will anyone on this list,
offer any support that I can, in your endeavor!
Charlie
Lumps Admin.
Matawan, New Jersey, USA
83 XJ6 350 Vette eng TH700R4
We know what happens to people who stay in the middle of the
road… They get run over."----- Original Message -----
From: “Eades, Richard E, JR, INDCH” reades@att.com
To: lumps@jag-lovers.org
Sent: Tuesday, February 06, 2001 4:54 PM
Subject: [Lumps!] Any XK120 lumps?
Being new to the list I haven’t seen any discussion of lumpingan XK120. I
own a 1954 RHD FHC in need of restoration. I am considering a lump for
performance and cost reasons. Anybody ever done one, or heard about one?Thanks!
Richard Eades
Being new to the list I haven’t seen any discussion of lumpingan XK120. I
own a 1954 RHD FHC in need of restoration. I am considering a lump for
performance and cost reasons. Anybody ever done one, or heard about one?
Hi all-
I have a 54 XK120se OTS that I bought while I was in high school in the mid
sixties. It had been lumped with a 265cid Chevy engine & a 3-speed OD
transmission, everything else was stock. The conversion was very poorly
engineered, but I drove the car until 1972 and stored it until last year. I
was tempted to do a full restoration to original specs, but considering that
I would be starting without any many of the original parts, i.e.: mounts,
hydraulics, engine, trans, etc., I decided to keep it lumped. I started the
“restoration” in April of 2000 and re-engineered the drivetrain
installation. It is a chassis up rebuild as I found some rusted frame
sections that had to be repaired. The frame was professionally repaired,
sandblasted and epoxy coated. The biggest problem I found with the original
engine swap was that the engine & trans mounting was designed to place the
Chevy trans on top of the frame crossmember due to its length. This caused
the engine to sit much too high and created excessive driveshaft angle
between the trans & the differential. (which explained the dozen or so
u-joints I replaced as an adolescent) The solution was to cut and reinforce
the crossmember to allow mounting the engine/trans in a much lower and
correct position. Very involved but doable. I would be happy to email
photos to anyone interested. I am using a 400cid SBC +.030 rebuilt to
moderate street specs and a GM 4-speed (because sports cars should be stick
dammit!) Anyway, I have a pretty good start on the project and my intentions
are to restore the exterior and interior to original. This is not an
inexpensive project. My feeling is if you have a restorable car with most
of the parts intact, it will cost far less to restore it to original specs
rather than lump it. I know of no kits available for this type of engine
swap. In my case a full scale restoration would cost far more than the
rebuild I have undertaken. I’m not unhappy with my decision to complete the
car and I’m sure it will be a heck of a ride when finished. I’d love to
hear from anyone who has attempted a lump like this or from anyone
interested in my project.
Rick
54 XK120 (lumped)
66 E-Type FHC
Buffalo, NY
@Rick_Sutliffe
Rich, I know this is a lifetime away from your original post, BUT did you ever lump your 120?
Thanks.
Unfortunately no. Due to the fact that my particular car was pretty rare it seemed better to keep original. So, I sold it to someone who had the resources to do so. He did a great job!
At one time, Docc was a regular poster on J-l His 120 was lumped early on for racing. His last posts were up dating the SBC. Very nicely done. Carb’d though, EFI would complicate things.
But, I think it could be done.
Carl
My 'rents “lumped” their Silverstone XK (more properly known as LT-2) in the early 60s, mainly as a cost-saving means.
It wasnt really a lot faster with the 283 SBC, but it was a HELLUVA lot less expen$ive to fix!
I’d only be interested if I was saving a car someone else passed on for being too bad, and picked it up cheap!
For me, it’s too easy to get a later XK engine from a sedan, even with FI for a donor.
For $h*ts and Giggles, I’d put a V12 in one but I understand the simplicity and cost effectiveness of a V8.
Seems a shame to do it to a coupe as rare as they although they don’t garner the value of an open car, they are special.
The nice thing, with a different power plant, AC should be no problem.
Those coupes need it, otherwise their usefulness is basically confined to Autumn, enough heat if needed and usually not hot enough to need more than open windows.
Going manual or Auto?
Rebuildable Late XK engines can be had CHEAP, like $500, with a car attached!!
I would seriously give that deep thought, before using any other engine.
Yup.
When I went lump on my less popular XJ, I did a lot of thinking and research. It worked out for me. An adventure in to electronics and FI!!!
But, for the classic 120? What ever the engine choice, it must have a stick shift. A lazy BW just doesn’t seem right.
But, I sure do subscribe to “to each his own”.
Carl
Autos are so much better now.
They are, but, the tunnel area in a 120 is pretty small. Autos are still rather big and bulky.
One reason I detest P6 Rover 3500s, with a BW in them: foot room is SEVERELY limited…and the Rover is HUUUUGE compared to a 120. At least a 120 would have the kind of tunnel that could be fabricated to fit.
I know of an XK120 FHC with an early 1950s Chrysler 331 Hemi. It was lumped in the early 1960s when these cars were not collectible or valuable. The car has been off the road for many years, but when it was running it was a very fast car in straight line acceleration.
The lump work was very well done, and I think that all the instruments worked. The steering column was from an XK140 as it needed a universal joint to accommodate the wide Hemi block. The steering wheel was also from an XK140, but the Jaguar horn button had been swapped for a Chrysler horn button that fit perfectly in the center of the XK140 wheel. If I remember correctly the gearbox was a three speed from a Cadillac LaSalle.
My '34 SS1 Tourer had a Chrysler/DeSoto LA-Series Hemi, sub 300 cubes in it when I was looking to purchase the car.
The original Standard Flathead had been removed for being anemic and worn and parts availability was nil in the US in the 50’s. During this time, a Dodge Flathead six replace the original engine. The transmission was also pulled in favor of an American unit.
It’s was most likely that the presence of the six made the V8 conversion easy because of comparability. It also shredded the stock differential.
The tranny had a Hurst shifter.
If anybody knows where I can locate a correct Standard Flathead, I’m looking to buy one, please contact me.
Gotta laugh, the relation of a dodge flat head six to a 331 Hemi is non-existant.
My son is "playing with an ancient fork lift. Made decades ago from a WWII M37 Dodge Weapons carrier. Dodge flat head powered.
Somewhare along the long rail, a 1950 Plymouth engine was installed. Wimpy, oh yeah, but good enough o move the beast around and run the hydraulic pump. so the beast will lift a lot.
Way back circa 1948 or so, a pal bought a tired old 32 Plymouth. I passed on it because the connecting rods rattled really bad. Bob bought it ands chopped the top, not to lower it, but clean off. It also lost it’s fenders aka wings and bumpers. And fropm somewhere a Dodge Induatrial engine. I didn’t ask where. I think they were actually the slight;ly larger 6’s used in Chryslers of the era. The result was a wickedly fast Plymouth.
Carl