1963 Team CJ Lightweight E Type (MW)
Chassis 002

Restoration log by Dan Mooney



 
 

 

This matching numbers 1963 Series One E Type is being restored as a Team CJ lightweight alloy roadster in the style of the 1963 factory lightweight racing E Types. It will be finished in Opalescent Gunmetal over Dark Tan hides.

The car will feature an aluminum monocoque, complete with alloy bonnet, doors, boot lid and hardtop. Suspension anchor points are reinforced with steel. The original matching number engine will be rebuilt to Team CJ Stage Two specifications, featuring a wide angled head and stroked to 4.2L. It will be conservatively rated at 375 HP and 375 ft/lbs of torque on unleaded pump gas.

Click here for information about Team CJ lightweight alloy roadsters

Return to main Team CJ workshop




 


 
Update report - November 19, 2017
We chose some period Italian made DCOE9 45mm Webers for our Lightweight project. Those carbs have now been completely rebuilt and installed on the special wide angled Crosthwaite and Gardiner intake manifold, along with a custom made free flowing Stage Two exhaust system from our friends at Hayward & Scott in England.












































Installing the FIA approved roll cage in the Lightweight.



3.8 pedal box has been modified for use with
later master cylinder and booster
Jake and Gerardo installing the FIA roll cage








































Ray busy installing the custom Hayward & Scott headers and intake manifold to the wide angled head.













The Lightweight on its wheels for the first time!





Installing the engine, transmission and Dunlop racing wheels and tires.




Great to see the drive train installed










Dunlop 6.50 L-15 Racing Tires for the rear
Dunlop 6.00 L-15 racing tires for the front




Time to start going together with this Team CJ Lightweight!















Installing the new engine frames
Ray installing the control arms










Special CJ/Wilwood vented brakes all round





Unmasking the body to reveal the bare aluminum inner surfaces.










We painted the bonnet, hardtop and boot lid yesterday afternoon.




Note underside of bonnet has been left
in bare aluminum























Alloy hardtop was painted at the same time
as the bonnet and boot lid











Time to put this car together!




Earlier today we painted the main bodyshell Opalescent Gunmetal.

































I am pleased to report that we have now begun the process of painting the Lightweight.



The underside of the floors will be first to be painted












Sealed with epoxy primer










Gerardo applying the first of the Opalescent
Gunmetal paint











Note all the rivets which are a feature of
the Lightweight's construction




With all of the body and panel work completed, the lightweight is now only a few weeks from its Opalescent Gunmetal paint.



Bodywork has now been completed
Panel fit has now been finalized






















Interior of the car will be left bare aluminum
Exposed rivets a feature of the quarter and
rocker panels




Trimming the driver's seat...



Reinforced steel frame fabricated for mounting
seats to floor
Seat back support brace for driver's seat






















Bracket is tied to the main cage












Submarine belt installed through seat base























Carlos did a beautiful job fabricating and installing
the tan hide seat covers





Carlos busy making your hide seat covers..
































Matt has been busy putting the finishing touches to the roll cage installation.




Threaded steel mounting plates will be positioned
beneath the aluminum skin



































Welding the alloy skin back in place























Repeating the process on the other side of the car











Cage is now bolted to the steel brackets












Note how all the boot floor rails are secured
with dozens of rivets











Boot compartment and cabin will be left unpainted
bare aluminum




The bare aluminum is first treated with a special conditioner that is specifically designed to clean, condition and fortify the alloy substrates for maximum adhesion and corrosion resistance. It is then coated with a Spies Hecker 'wash primer', before being primed in the traditional sense with a 2k sealer. We will be leaving the cabin, underside of the bonnet and boot compartment in bare aluminum, per the original Lightweights.



Bare aluminum is first treated with a conditioner
which fortifies alloy substrates
Special 'wash' primer is applied











Followed by our regular 2K sealer










Cabin will be left in bare aluminum




Custom forged CJ pistons designed to work with ultra large valves of the wide angled head.









Following your visit the other day when we "trial fitted" you inside the cabin of your Lightweight, we decided to reduce the overall width of both seats by just over an inch. We have also now received the peg drive hubs and new Dunlop alloy wheels from England - and they are absolutely beautiful.



Marking out area to be sectioned in order to
reduce seat width by approximately 1 inch











Seat cut down the centerline











Note difference between the two seats after the
driver's seat had been modified











Finalizing position of driver's seat











New Dunlop alloy replicas are superb quality
Spinner from Steve McQueen's XKSS side by
side with one of your new spinners




Roll cage installation, continued..



Notching sections of the cage tubing for
perfect fit























TIG welding upper screen protective bar in place























Trial fitting hardtop over cage




Trial fitting and welding the roll cage...



Sample 'test' weld to be submitted for FIA
approval
Trial fitting screen surround










Rear section now virtually complete
Lower/rear anchor point















Block machine work in progress...



Magnaflux checking block after de-sleeving
revealed no cracks
Machining for custom CJ top hat liners










Align honing in progress
Surfacing the deck of the cylinder block










Checking for zero deck with gauge block
Block machine work now completed




The following sequence of photographs show Matt starting to assemble and install the roll cage, the Suffolk & Turley tan hide we chose to trim the seats, and corrective work done to the wide angled cylinder head. The last two photos show the carbon fiber driveshaft.















Matt has huge experience with roll cages and is
enjoying working on the lightweight cage





Beautiful tan hide will be used to trim the seats
Valve stem to guide clearance was more than twice
what we like to see










With guides removed, we ported intake and
exhaust runners











Special 'Trojan' CJ guides bring F1 technology
to this special engine build
New CJ guides installed










Head now flows 20 cfm more on the intake
side, 15 cfm on the exhaust
Note stem to guide clearance now .001"










Machining out seats
Seat pockets sized for custom CJ valve seats










New custom CJ seats installed
Cam caps were between .003" and .006" out of
round on the intake side - align hone required










After align hone, cam caps now perfectly
sized and aligned
Machining multi angled valve job











Team CJ Lightweights feature high tech CJ
carbon fiber driveshafts






IRS components have been media blasted and powder coated, front suspension Nickel plated...















Front suspension has been Nickel plated
Note modified control arms, per original




I am pleased to report that we now have your wide angled head in hand so we will be pushing ahead with your Stage Two rebuild over the next few weeks. We have also been busy modifying your front control arms and rear wishbones, and have continued gathering together all the various parts that will be used in the project.



Wide angled head and special Weber manifold
Special Weber manifold for use with wide
angled head











Upper control arms modified per the original
1963 Lightweights










Front suspension components going out for
Nickel plating
Uprated rear calipers and vented rotors










Reinforcing the rear wishbones with 7/8"
chromemoly tubing












Bracing prevents flexing due to hugely increased
torque of the Stage Two engine





Setting aside some of the components for the Stage Two engine. The build will feature a billet crankshaft (stroked to 4.2L), forged Carrillo rods, ultra-light forged pistons, a high output billet oil pump and a 12lb Team CJ billet steel flywheel.








Just how much does a fully assembled Team CJ Lightweight E Type body weigh?









This car features a lightweight aluminum monocoque with chromium molybdenum engine subframes and steel reinforced suspension anchor points.























Time to tear down the donor car and harvest the parts we need for this Team CJ Lightweight E Type.



Matching number engine block will be used with a
wide angled head











Gauges are about the only things we need from
the cabin
Not much of use left in the engine bay!










Body shell cut in two during tear down
IRS will be rebuilt and upgraded










Steering and suspension components will be
salvaged and upgraded
Carte Blanche...indeed

Go to main Team CJ workshop