CJ Lightweight E Type (MW)
|Restoration log by Dan Mooney
We have now finished modifying the fuel cell and it is ready to permanently install.
|Preparing to weld the tank back together
|End panel tack welded in place
|Tank now fully welded
||Ready to install
Fuel cell modifications, continued...
We just received the FIA approved 35 gallon fuel tank from Axminster Specialist Panels in England. This is a stunning quality item exhibiting workmanship of the highest order, although unfortunately we are going to have to modify the tank fairly extensively in order for it to fit. The biggest issues are the rear wall, where the tank does not allow enough room for the boot latch and bracket, and the filler neck does line up with the corresponding hole in the boot lid.
|RH side panel will be carefully cut away
||Foam will be removed and replaced
|Unfortunately no room for the boot lid
|Cutting away the center section of the
to provide clearance for the boot lid latch
|Making a template for the boot latch
|Now room for the latch which can be
removed without removing the tank
|Plotting the location of the rear
|Tank retaining straps will bolt to the
|Hole for filler neck will be moved
3 inches to work with filler neck hole in boot lid
|Plotting the anchor points for the
of the tank
|Rubber mounting strips glued to floor
|Making stainless fuel screens
|Rear mount bracket now secured, straps
|Fuel lines will be concealed in front of
tank and inside right rear wing
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
later master cylinder and booster
|Jake and Gerardo installing the FIA roll
Ray busy installing the custom Hayward & Scott headers and intake manifold to the wide angled head.
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
||Dunlop 6.00 L-15 racing tires for the
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
|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
||Exposed rivets a feature of the quarter and
Trimming the driver's seat...
|Reinforced steel frame fabricated for
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
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
beneath the aluminum skin
|Welding the alloy skin back in place
|Repeating the process on the other side of
|Cage is now bolted to the steel brackets
|Note how all the boot floor rails are
with dozens of rivets
|Boot compartment and cabin will be left
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
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
reduce seat width by approximately 1 inch
|Seat cut down the centerline
|Note difference between the two seats after
driver's seat had been modified
|Finalizing position of driver's seat
|New Dunlop alloy replicas are superb
||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
|TIG welding upper screen protective bar in
|Trial fitting hardtop over cage
Trial fitting and welding the roll cage...
|Sample 'test' weld to be submitted for FIA
|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
enjoying working on the lightweight cage
|Beautiful tan hide will be used to trim the
||Valve stem to guide clearance was more than
what we like to see
|With guides removed, we ported intake and
|Special 'Trojan' CJ guides bring F1
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
|New custom CJ seats installed
||Cam caps were between .003" and .006" out
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
|Upper control arms modified per the
|Front suspension components going out for
|Uprated rear calipers and vented rotors
|Reinforcing the rear wishbones with 7/8"
|Bracing prevents flexing due to hugely
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
wide angled head
|Gauges are about the only things we need
|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