I was just wondering how much luck anyone has had putting a Chevy
in a early E-type. I recently got my '70 E-type back together with
a '97 LT1 and 6 speed. Mileage is in the 30’s, and reliability is
great. Most of the V-8 swaps I’ve seen are for Fords, but I was
wondering how many Chevy Series I and II there are out there?–
Rudecaddy
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
//please trim quoted text to context only
Virtually none of the S1/S32 cars are Chevy, primarily due the fact that The Chevy V8 requires mods (cutting out the upper tubular members) of the front subframes. The narrow Ford fits (barely) without any cutting. Cutting into the frames on these cars is a major no-no. The tubing used was a bare minimum to meet the requirements and is only 1mm (!!!) wall thickness. Removing even just one greatly compromises the strength of the front end.
You will see the Chevy conversion in the XKE S3; it was wider up there to fit the V12…
Andrew
Most of the V-8 swaps I’ve seen are for Fords,
but I was
wondering how many Chevy Series I and II there are out
there?
//please trim quoted text to context only
In reply to a message from A sent Wed 9 Feb 2011:
I’ve seen only a few and they had auto trans. See posting below for
Ser. II I did in the 80’s with 4.125 bore 400 block alum. Brodix
heads. Yes the Chev. is more work than the narrower Ford. Tubing is
aircraft quality that is brazed together. I reinforced the upper
suspension mount and added a removable bar, doubled the lower.
Used the original Jag 4sp. so the trans mount would remain stock
location/ no tunnel work/shifter in correct location. Adapter for
the Jag bearing retainers/ cap for trans/adapt to Chev bellhousing.
Under the bonnet no scoop or mods, cold air intake in front of
radiator. Gearing was raised to 2.88 and only 2nd and 4th were
used. To drag race launch at 2300 rpm in second and immediately
shift into 4th. Incredible acceleration. I will try to scan photos
and post. Post up some pics of your conversion! Rapid–
The original message included these comments:
Virtually none of the S1/S32 cars are Chevy, primarily due the fact that The Chevy V8 requires mods (cutting out the upper tubular members) of the front subframes. The narrow Ford fits (barely) without any cutting. Cutting into the frames on these cars is a major no-no. The tubing used was a bare minimum to meet the requirements and is only 1mm (!!!) wall thickness. Removing even just one greatly compromises the strength of the front end.
–
Rapid 1965 Mkx
Bend, Oregon, United States
–Posted using Jag-lovers JagFORUM [forums.jag-lovers.org]–
–Support Jag-lovers - Donate at http://www.jag-lovers.org/donate04.php –
//please trim quoted text to context only
I have a 1964 xke with a Chevy v-8, automatic , poorly done any one know of a conversion sub frame to do it right?
You might try Johns Jaguar Conversions, somewhere in Florida. There are his adds in some car mags I’ve seen. He was originally in eastern PA. near Allentown but moved to Florida years ago. I lost touch with him but bought numerous Jag engines he removed before he performed the Lumping. He had kits made up for all types of engine conversions for Jaguars. He liked doing Chevy’s the best. Food for thought.
I am aware of three:
Jim Johnson’s Sun Coast in Punta Gorda, FLA. Could that be the one you are thinking of?
John R…'s Johnscars in Fort Worth, Texas.
Andrew Weinberg’s Jaguar Specialties circa
San Jose, CA.
Forgot the prop’s name, but the outfit Is JTR, circa Livermore, CA
Another in the La area, forgot the ID, and I’m not sure they are still in business.
And, I just read a piece somewhere??? A past GM design person. Great influence there. One of his personal triumphs was revealed. An XKE drop top, Mostly, but sported a dual four barrel SBC. I suspect it was well done, not a butchered one.
Carl