1966 E Type roadster (PP)
Team CJ restoration


Specification (briefly) for this project is as follows:

Total restoration with various performance and reliability upgrades



Update report - November 3, 2011

With extensive road testing completed, it is time for another total CJ restoration to head home!


We have now installed the rebuilt engine and have been busy breaking it in on the dyno. So far, everything is running perfectly!

I will post a video clip of a dyno pull for you next week.

 Engine and Webers installed
Installing the new exhaust system 



 Vented brakes up front



 Tuning the car on the dyno
 Combination of Webers and headers sounds fantastic


Your convertible top has now been installed and the engine bay is ready to receive the rebuilt engine and new CJ5/600 transmission.





The doors and interior door trim, as well as the windscreen and surrounding chrome have all now been installed, along with the convertible top frame. Next up will be the installation of the engine and CJ5/600 five speed.


Wiring the dash, gauges, etc...


Back on its wheels, installing new wiring harness...


Time to start going back together with this car...

We have received the first shipment
of replated chrome..
Installing new engine frames
Carlos installing Dynamat to the
cabin floor


The bonnet is the last thing to be painted...


More Signal Red paint...



Painting inside the cabin and boot compartment...

Masking freshly painted underside
Javier applying the Signal Red
base coat

Time to apply the first of the Signal Red paint...

Underside will be painted first
Applying Rocker Guard prior to
red base coat
Cabin will be painted next

More chrome trial fit, repairing a rust damaged front bumper blade...



Trial fitting the chrome and brightwork...

 Measuring and marking to drill
holes for boot lid insignia
Trial fitting rear bumpers 



 The challenge is to get A & B to
be the same height...
Modifying screen pillar chrome 



 Note how door top chrome now
flows into screen pillar chrome


More sheet metal repairs...
Fabricating a filler panel for top
of rh 1/4 panel
Repair finished off with lead
Lead loading the front of the
rh door opening
Door top chrome initially fits very
poorly with screen pillar chrome
After lots of welding, grinding and
hammering, chome now fits well
Same repairs required at top of
lh 1/4 panel
Lead loading at front of rh outer sill

The following sequence of photographs show Darrell replacing the lower edges of both front wings...

Lower edges of both front wings
are cut away
New replacement panels are 
Lower edges rolled around steel 
Preparing to weld new panel in place
Leading edge of outer sill will be built
up with weld to meet front wheel arch
Finally the area is lead loaded
Process will now be repeated
on left hand side of car
Some major surgery on cowl
About to weld side cowl panel
into place
Bonnet fitting process now
virtually complete


Time to install the new engine frames and begin the process of fitting your bonnet. Fitting the bonnet, in this case, is going to be a bit of a challenge. With absolutely no fore/aft shims installed, there is still a huge gap where the bonnet meets the cowl. However, with a little ingenuity and a pair of CJ bonnet hinges, we should be fine...

Fabricating a new panel for
right side of firewall
Welding new panel into place
Gerardo installing new engine frames
Trial fitting throttle housing and
pedal box to new panel



 Belly pan does not fit very
well with front wings



 Bonnet fit needs a lot of work!
CJ hinges with 1/2" additional
throw will help
Back edges of front wings are 
pretty nasty and need work


Installing the new floors, rear quarters, outer sills, upper cowl, etc, etc.

Installing the new floors
Welding the new tranmission mound
side panels into place
Darrell suddenly camera shy
Inner front dash cleaned back to bare
metal then coated with epoxy
Trial fitting new cowl top panel
Spot welding new cowl top panel into 
Cutting away ugly old rear 1/4 panels
Trial fitting new...
Outer sill, door, 1/4 panel and front side 
cowl panel are all trial fitted together
Checking door bottom gap with trial
fitted outer sill
Wurth Body Wax is applied to all
inner surfaces
Darrell's room looking rather like
a hospital operating room
Spot welding the license plate
roof panel in place
Trial fitting new rear cowl panel
Lights are trial fitted before welding 
new 1/4 panels in place
Now to do it all over again on the other
side of the car...

Lots of progress over the last few days..

New B pillar structures now welded
firmly into place
All previously exposed bare metal 'weld zones'
then sealed with epoxy primer
Wurth Body Wax is applied to all
inner box sections
Starting to weld the lh inner sill in place
Screen pillar bases are completely rotten
Rebuilt with new sheet metal
Cutting away the last of the floor
and trans tunnel
Trial fitting new floor cross member
More new panels waiting to be installed
New driver's door stripped of junk
shipping primer
 Fabricating and installing new rear
bulkhead support brackets
Trial fitting new rear bulkhead


Fabricating, assembling, trial fitting and installing the entire left side B pillar assembly.

B pillar structure made up of lots of 
separate panels welded together
 Trial fitting
Darrell welding the new structure 
into place

Reconstructing the rear end of your car...



We have had to buy and/or fabricate more panels to restore this car than any other E Type we have ever rebuilt. As well as showing some of the new replacement panels, the following photos show Darrell reconstructing the IRS chassis legs, which were paper thin and literally crumbling away.

 Weld zones around edges of new 
panels are masked before priming
A pretty substantial collection of
replacement body panels
 IRS chassis legs were crumbling
Series of small panels had to be
fabricated and installed first
 Trial fitting the IRS cage
 Wurth Body wax sprayed inside the box
New chassis leg being spot welded in place 
 These panels were fabricated from scratch
 Engine rebuild in progress

We now have your car back from being media blasted and unfortunately, as we suspected would be the case, the news is not good. Virtually every square inch of the body is corroded and/or crudely patched. The good news is that we already have the restoration underway and it will be plain sailing from here on in


We have now reached the point where we have to tackle the bodywork on this project. Having spent the best part of a week cutting out mangled and corroded sheet metal, I have to say this is one of the worst condition cars we have seen. It is really, really nasty. Replacement panels have been crudely installed directly over the top of rusted origial panels - and there is barely any good sheet metal left to send off for media blasting. Having said all of that, rest assured that this car will be better than new when we are finished with it.

Bonnet is disassembled for
media blasting
Cutting away old boot floor
Both door shells were beyond
economical repair
Double skinned and home made 
panels everywhere
Shipping primer is stripped from
new replacement panels
Not a great deal left to send for blasting
Sorry looking engine frame
New panels are sealed with 
epoxy primer


Time for final reassembly of the short block. The following pics show Harold carefully checking your main and rod bearing clearances.

Align honing the block, porting your cylinder head and Weber intake manifold.

Intakes are the first to receive attention
The plan is to match the intake ports to the 
cyl head ports, as closely as possible
The areas you can see in red will be
carefully ground away
Factory manifolds, whether Weber or OEM 
SU, rarely match intake ports very well
Measuring the main caps (which were out of 
Min and max spec shown at bottom left
Grinding main caps square
 Align honing in progress
 Mains now perfectly re-sized
 Porting the exhaust side of the head

More progress with your Stage One engine rebuild...

Honing the block to the requisite size
for the new sleeves
Water jackets clearly visible in this shot
Small crack between 3 & 4
New top hat liners
Chris performing a base line flow
test on your head before porting
A base line velocity test is also performed
Measuring main caps prior
to align honing
CJ Stage One engines feature forged pistons

The following sequence of photographs demonstrate very clearly why all Jaguar (3.8 and 4.2) XK engine blocks should be re-sleeved during the course of a full rebuild. The need arises because of concealed water jackets that are cut into the block, behind each of the cylinder walls (see photos below). These water jackets become blocked with sediment which petrifies over time and cannot be removed with the cylinder sleeves in place.

In photo # 4 below you can clearly see 'hot spots' on the reverse side of the sleeve Harold has just removed from # 6 cylinder of your engine. All CJ built engines are re-sleeved as a matter of course - and now you know why 

Tapping all the threads on the block
Boring bar used to remove the old cylinders
Water jackets behind the sleeves are
completely blocked up
Hot spots on the reverse side of the sleeves
correspond to the blocked water jackets
This is why all Jaguar XK engines must
be re-sleeved during a rebuild

Unfortunately, your cylinder head is badly warped. On the top side, across the cam saddles, we are measuring a .035" bow. There is also a .005" bow on the lower deck surface. Compounding this problem is the fact that the head has already been extensively resurfaced, so even if we straightened it out (which is possible), there just isn't enough material left to resurface the deck once it is straight.

OK, so that's the bad news. Fortunately, because this is not a 'matching number' head, we don't have to go to ridiculous extremes (and expense) to try to save it. The best solution is for us to provide you with a good core head and we will rebuild that instead.

Disassembling the cylinder head
Using a straight edge to measure warpage
Head is also warped on the bottom surface
Extensive machining in the past means there
isn't enough material left for us to resurface
the bottom of the head after straightening

We have your engine, differential and IRS rebuilds well underway.

Disassembling the IRS
Diff ratio is 3.07
Items being sent out for powder 
Items for Nickel plating
Tearing down a very grubby engine
Evidence of problems in cylinder # 2
Some extensive corrosion will have to
be dealt with during rebuild

You are is now totally disassembled and ready for a trip to the sand blaster!

 Engine will receive full Stage One 
Evidence of careless towing?
Stripped out and ready for blasting!

I am pleased to report that your car arrived safely at CJ earlier this morning. I hope you enjoy watching the restoration unfold in the months ahead!



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