The 'E' Type Forum

Actually Pete the material used and it's tempering have only a very small effect on spring rate. If you have a look at engineering specs for the various types of spring steel material that could be used for car springs there is very little difference in their elasticity. In fact the material used to...

A coil spring is just a straight torsion bar wound in a coil. It's spring rate is a simple function of wire diameter and length. The more coils it has over a given circumference the longer the wire and the lower the spring rate; that is a longer torsion bar has a lower spring rate than a shorter bar...

Actually Marek I only recommended using the hand held thermometer to balance the air flow into the carbs at idle. The a/f ratio is already mechanically established by the idle jet in a Weber, or the needle in the SU, and should be the same carb to carb if you have the same size jets etc in each, and...

I weighed all these components back when I was racing an E Type. As I recall the standard 4 speed all synco box with bell housing was 95 pounds. The T5 with bellhousing is said to be 15 pounds lighter. I never weighed it before I put it in. As to the bonnet, the one I raced with had no lights, bumpe...

I weighed all these components back when I was racing an E Type. As I recall the standard 4 speed all synco box with bell housing was 95 pounds. The T5 with bellhousing is said to be 15 pounds lighter. I never weighed it before I put it in. As to the bonnet, the one I raced with had no lights, bumpe...

Jaguar flywheels are forged (as opposed to cast like most) so they are quite strong. You do get hot spots which are harder than the surrounding metal. I think that whether you get it ground or turned, if done by a competent shop, won't make a lot of difference. The surface friable material wears awa...

The torsion bars I removed from this mostly unmolested '67 coupe I'm restoring had some patches of black paint still on them. Appears to be a simple coat of black lacquer without primer, like they sprayed on many items in the engine compartment. It doesn't last - needless to say. I've never seen any...

Your flywheel needs to be re-surfaced, I can see a groove caused by the inner face of the disc as well as the more obvious outer grooves. Re-surfacing is ordinarily done on a lathe. I would expect from seeing the flywheel that the face on your clutch pressure plate would probably be equally bad and ...

Okay maybe THIS will be my last word on this very interesting subject. I've spent way too much time on trying different combinations of modifications to the front suspension, and changes to alignment settings over the years of racing and autocrossing various E Types. As Peter points out the issue is...

Mike This advise is controversial with some of the members of this forum but .... I've been jacking up the front end of my ots by putting a jack under the torsion bar reaction tie plate. I learned this from a friend who owns a very busy Jaguar repair shop in a major US city. We've both been doing it...

It also has triple carbs, polished valve covers (Ser I stuff), but a Ser II radiator and fans. As a US delivery it almost certainly came with Strombergs by '68 (I've seen some very early 1.5's with triple SU's but never a '68 on US delivery) My '68 E Type ots is 1E17808 so it's 83 cars earlier. I've...

Hi David I'm trying to upload an avitar. This is the "Direct" link to Photo Bucket; http://i1276.photobucket.com/albums/y472/jagracer/67a1e50a-9dbf-4e97-bde7-9d8ee10d62ee_zps54a761aa.jpg When I enter this URL into the "link to off site ..." etc it says "Not a valid URL" yet it works if I put it into...

Mike Nice work. I got onto this thread a little late but maybe the tools I suggest will help somebody else do the job. Using a screw jack to tension the suspension is always a bit hairy as at some point it will lift the car off the hoist. I use large turnbuckles between the bolt hole for the upper s...

This is also obscure - but you should not paint the surface under the nuts that secure the head. This distorts the torque setting, and can lead to loosening of the nut as the paint moves away from the pressure. I've seen this failure in aircraft engines painted under the nuts that secure the jug to ...

It's a question that has come up without any satisfactory answer as far as I'm aware. I've always painted the complete head on the engines that I've done on the basis that I can't see Jaguar actually bothering to mask, in some way, the flat vertical machined area above the seats for the nuts - and f...

Hi Geoff It seems to me that the simple solution would be to contact Ward Engineering or Simon (288gto) and have him contact Ward and ask. The '66 diff you are thinking of buying will require the adapters that you mention. My '68 E Type 1E17808 has the adapters so they were in use well into the late...

I've tried to find out why it's 20/20 or a total of 40 degrees without success. If the stub axle was 90 degrees to the ball joint to ball joint axis then turning the wheel assembly 90 degrees on that axis (in other words the hub would face straight back, the brake rotor would be 90 degrees to straig...

Thanks Peter These gauges as built can only MEASURE camber, but they can, in effect CALCULATE castor from the change in camber exhibited over a 40 degree sweep of the wheel assembly. Why 40 degrees - I believe that at 40 degrees the change in camber induced by the laid back axis between the ball joi...

Rory You're missing the bigger picture here. Castor is a fixed angle but that's not what we're talking about - we're simply talking about how you measure that fixed angle. Gauges that measure camber change and relate it to the castor angle have been around for years, and work. I use the Longacre gau...

Rory If you do a thought experiment and imagine that the upright were mounted horizontally instead of nearly vertical you can easily see that steering movements would not actually turn the wheel but would induce a 100% camber change in the wheel. In real life the upright being only slightly off vert...