Jaguar Lightweight E Type
Through our experience in building both full aluminium cars and cars with a steel tub, we highly recommend using a steel tub over an aluminium tub. Apart from being more expensive to build, an alloy tub car transmits far more road noise and heat into the cabin over a steel tubbed car. As we are aiming to build a refined, fast touring car with all the looks and feel of a lightweight, this is the way we generally go.
The outer skins and boot floor are removed from the original body tub and if it is a coupe, the roof and coupe inner panels removed ready for the unique alloy bodywork, in either Low Drag Coupe or Lightweight E Type form. The body tub is then mounted on our alignment jig and restored, usually with new floors and inner sills. A completely new aluminium boot floor assembly is made and fitted. The strengthening and upgrades that were done in the factory are also completed. Then new uprated front frames are fitted then a Lightweight/Low Drag spec aluminium bonnet.
In the case of the Low Drag, unique doors, rear boot floor, rear quarters, scuttle and of course, the unique low drag roof and bootlid are fabricated and fitted. New door frames and Perspex windows and the unique Low Drag front and rear windscreens are included.
In the case of the Lightweight E Type, new alloy roadster sills, scuttle, doors, bootlid and hardtop are fabricated along with Lightweight E spec rear quarters. Rear facing hardtop and bootlid vents are also fitted. A new roadster screen is fitted. The body is then painted inside and out in any colour choice.
Body Options: We can also build the entire car from aluminium including the tub for either the Low Drag or the LWT E. When doing this we strategically incorporate steel strengthening in critical areas. If the car is to be raced, we can fabricate and install a rollcage.
Mechanically both the Low Drag coupe and the Lightweight E Type are the same. There are numerous engine specifications and combinations that can be requested and certainly not limited to the below range. The engine specification is discussed at length and tailored to your needs, but these are typical specifications that can form a basis for comparison. All engines are fitted with brand new alloy bodied water pump and our lightweight alternator conversion with micro V belt pulleys, an alloy flywheel and AP diaphragm clutch.
Stage 1: Rebuild the original donor 3.8 or 4.2 litre E Type engine with electronic ignition, conversion to unleaded, triple 45DCOE webers and our tuned length extractor and exhaust system. Typical 275hp.
Stage 2: As above but with forged pistons, big valves, CNC head porting, reground camshafts. Typical 320hp.
Stage 3: Rebuild donor 3.8 or 4.2 litre E Type engine with our long conrod/short “Ultra” pistons, CNC ported head with big valves and billet camshafts. Jenvey throttle body fuel injection with MOTEC computer and coil pack ignition system. Super smooth and torquey engine with 350hp.
Stage 4: Replica wide angle cylinder head with correct vented cam covers 45DCOE webers. Custom forged pistons to suit wide angle head. Upgraded tuned extractor and exhaust system. Typical 350hp.
Stage 5: As above but with full alloy block 3.8 litre only. Typical 350hp but 45kg lighter.
Stage 6: As above with complete replica dry sump system. This is now typical of the engine that was fitted to the factory cars.
Engine options: Engine oil cooler can also be fitted. FIA compliant specification for racing also no problem. The engine specification can be discussed in detail and priced up accordingly.
The original Lightweight E Type’s used either the original Jaguar 4 speed or ZF 5 speed gearbox. For an FIA race spec car, we rebuild the donor 4 speed. Most commonly, we fit a brand new alloy cased 5 speed gearbox as we fit to our road and track E Type’s and have done for over 20 years. These are designed specifically for the E Type, they use the E Type bellhousing, mounting and tailshaft and the selector is in exactly the right position.
In our standard spec car, we rebuild the donor differential which will be LSD from an E Type. From there we can tailor the ratio to the intended use of the car (and the gearbox) by replacing the crownwheel and pinion. In most cars, we build we install a Quaife torque biasing differential centre which replaces the original LSD unit. These are far superior to the original Jaguar LSD. We can also build the differential in an alloy or magnesium housing for maximum weight reduction (not FIA approved). For cars with racing intentions, we incorporate an optional differential oil cooler as per the factory race cars.
SUSPENSION & STEERING
The front suspension from the donor car is dismantled, checked, zinc plated and then rebuilt with new poly bushes, ball joints, eccentric camber/castor top fulcrum shaft as per the factory cars, uprated torsion bars, adjustable shock absorbers and bigger (spec dependant on use intentions) front swaybar. We fit a brand-new quick ratio steering rack which is solidly mounted to the front frames. The donor steering column is restored. The donor rear suspension is dismantled, checked, bead blasted and painted. All new bearings, universal joints and uprated bushings are fitted with adjustable shocks with adjustable spring platforms and uprated coil springs are fitted. New peg drive hubs or splined hubs, depending on wheel choice, are fitted front and rear.
Suspension and steering options include aluminium bodied double adjustable GAZ shocks and the swaybars are tailored to the driving intentions of the car. Custom length rear control arms and driveshafts can be used to increase the rear track.
Electric powersteering can also be integrated and hidden under the dash.
The donor pedal box is retained and restored with new master cylinders fitted. The standard original E Type brakes will not be sufficient for the performance capabilities of these cars, even though it will be some 300kg lighter than a standard E Type.
System 1 – Racecars: The donor pedal box is retained and restored with new master cylinders fitted. FIA approved MKIX callipers and solid rotors are fitted to cars that are to be raced. These use brand new cast calliper mountings and brand new uprated billet alloy calliper cylinders and custom brake pads. Cooling ducts as per the factory cars are fitted front and rear.
System 2 – Road cars: Our custom designed and build floor mounted pedal box is installed with Tilton master cylinders. Vented front and rear disc rotors fitted with alloy racing callipers at the front and rear. Cooling ducts as per the factory cars are fitted front and rear.
WHEELS & TYRES
Wheel option 1: 15 inch Lightweight replica peg drive cast Magnesium wheels front and rear, 7 inch front and 8 inch rear. Tyres are Avon CR6ZZ. A spare will not fit in the car with this option.
Wheel option 2: 15 inch Lightweight replica alloy splined hub wheel front and rear, 7inch all round. Tyres are Avon CR6ZZ. A spare can be fitted to a Lightweight E type with this option.
Wheel option 3: 15 inch custom alloy rimmed wire wheels. Widths and offsets can be customised. Tyres are Avon CR6ZZ. A spare can be fitted to a Lightweight E type with this option.
Carrying a spare wheel is not possible in a Low Drag Coupe.
The interior features replica bucket seats and new dash boards made from aluminium and a lightweight dash top. The standard trimming is black leather for the seats, black vinyl for the door trims and sill covers and bound black carpets. The dash facias are remade in aluminium and then black vacuum moulded as per original. Trim colours and specifications are at the owner’s discretion. The original instruments are restored. A new custom wiring loom is installed to suit the vehicles requirements with a modern reliable fuse box utilised.
A replica alloy radiator with alloy header tank and mounting bracket is fitted and a replica alloy fuel tank with quick fill cap (Low Drag Coupe) or a standard E Type fuel tank (Lightweight E Type) as per the factory cars. Fuel system is determined by the induction used (Webers or injection). New Lucas Le Mans headlamps are fitted along with new front and rear lamp assemblies. New handles throughout and Perspex headlamp covers and sill extensions.
Options: Fully electric air conditioning can be installed in the boot of the car providing excellent cooling of the cabin without any ugly additions to the dash area. An upgraded alternator is used to cater for the extra electrical requirements.