The 'E' Type Forum

Kind Sirs - does anyone know whether the complete intake assembly off of a 1967 Jaguar 420g will be able to work on a 1968 2+2?
This intake assembly includes:
Matching set of three S.U. HD8 (2") carburetors
Needle acceleration solenoid
Starting pipe
Distributor Vacuum pipe and elbow (not pictured)
Automatic choke thermostat
Inlet manifold
Inlet thermostat
Air plenum
Throttle linkages
Metal plumbing
Hardware


Will this be able to be fitted (without much machining and cutting) to replace a current 2 Zenith Stromberg set up. If so - can the existing emmissions set-up on the car, the one that has a brindge going from the rear three cylinders back over to the carbs (EGR - exhaust gas return), be removed alltogether without effecting the tune?
Also, if one were to replace the stock exhaust manifolds and leave the 2 Zenith-Strombergs, can that exhaust system be removed or closed-off without further adjustments, as the aftermarket manifolds are not designed to be used with that return pipe?
Thank you for any advice.

This should bolt straight on. Thermostat housing and the length of the throttle control rod might be the only problem.
You'll need to either patch up the rear exhaust manifold or replace it with a non emission control one.

abowie wrote:This should bolt straight on. Thermostat housing and the length of the throttle control rod might be the only problem.
You'll need to either patch up the rear exhaust manifold or replace it with a non emission control one.

mmmm. Don't think its as easy as that. The choke mechanism is djfferent and the angle on the manifold where it meets the block is different on the E type in order that the carbs can clear the bonnet.

Much has been written about this conversion. In short they won't fit without modification to the manifold to reduce the height of the carbs and to stop them furling on the bonnet.

Tim

Not furling but fouling !

Mea culpa. The spare motor and carbs I have is a 420 not 420G and the manifold for that is obviously different.

Saloon triple manifolds and carbs - any saloon manifolds and triple carbs - are very much cheaper than E-type carbs and manifolds for a very good reason.

It is because neither item fits an E-type without the expenditure of sufficient time and money to make it not worth bothering in preference to using an E-type setup in the first place.

Depending on your ingenuity and machining facilities there are shortcuts, and not everyone feels they absolutely HAVE to have the precise E-type configuration with regard to float bowl orientation, fuel lines, dashpots and cold start enrichment. But a bolt-on option they most decidely are not.

To get a set of 420G carbs alone refurbished to E-type spec, costs just North of ?1000 pounds and that's without the Nth degree of polish etc. About ?650 of that is E-type parts if you want full E-type spec. I know, because I'm having a spare set fitted out in the UK as I write, to eventually go on my S2 OTS here in America.

Is there an easy way to identify an e-type manifold from another one (except the angle to the head)?
Found one manifold but can't tell if it is from an Etype or others.
Thanks

Assuming they are not described as saloon parts (in which case no checking is necessary as they will not fit) it is extremely easy to decide if a seller is lying or mistaken in referring to possible E-type use.

When you look at the manifolds fromt the front or back (i.e. along the line of the engine from the front or back of the car) the E-type manifolds place the carb flanges considerably lower than the cylinder head flange. On saloons the manifolds have them at the same level. In fact it they are a tiny bit higher but it can be hard to see. If the maniofld looks like it would come out horizontally from the cylinder head it is saloon, if it slopes down it's E-type. There are lots of other ways to tell but that one works for 3.8 or 4.2 versions and can be seen from even poor photos if shot from the right angle. You can see the angle in the sectional line drawings of the E-type engine in manuals or brochures.

Pete