DDK - Die Deutschen Klassiker

brilliant! Thought you might like it.

KS wrote:

Bodywork and headers sorted, then...

Back in the days when teenage had a hyphen....

sladey wrote: Back in the days when teenage had a hyphen....

And when silicone was used for sealing baths and windows...

Any updates on the e type?

I check ddk daily and always hope for an update in this thread.

Hello Neil

The engine is at the machine shop, but I don't expect the return of parts for a few weeks more...same with the differential..so no real progress.......maybe something late June I hope...

I look forward to it!

I see Barry is away with another 911 she'll now, when is the E type due on the Master's table?

Hi
Barry has had the shell since Xmas to help me with space, so I could strip the engine and rear suspension
We've talked about completing the shell by Xmas this year...so hopefully he will start in a month or so...depends on progress with this current shell....
Rear diff is now ready for collection, so I will probably put up the next update once that goes back together....

Sorry about the drop in progress....too many other things to do in the garden now it's light and summer....
Jp

It will be worth the wait.
I went for a Club tour of CMC in the last winter, quite impressive.
Keen to see progress!
(Like we all are)

afternoon all


its been a while but there is now some progress....

I picked up my refurbished differential 2 weeks ago

needed 2 new clutch plates as one was badly scored, whilst the other was split..!...it now has new oil seals, and is fully serviced and reconditioned...I had gone to the trouble of stripping and painting with the correct red lead primer colour just as they came out of the factory....

good news was everything else was in good condition, and was in the opinion of the restorer (Alan Slawson of AJS Engineering in Essex) from a car that had seen little use and then stood for many years....all of which is good as it substantiates the mileage and provenance of the car which has 32,000 miles on the tacho....




second thing is a recent ebay purchase...



my car came to me with an incorrect model of distributer...and also a wrong year...1972...so that simply will not do for an authentic restoration


the early distributers, model DMBZ6A 40640D ran from launch in April 1961 to early mid 1963, so that was what I had to have.....this was a great find though as its date stamped 1/63, which makes it perfect for a car built 3/63....result....very happy with that...and the further bonus that it is from a car that did 40,000 miles...almost perfectly matched...!


I pick up my engine in 2 weeks from the machine shop....last items are being balanced next week....so more will come soon....

Jp

Just caught up with this thread. What a lovely car its going to be, just the right balance of refurbishment and replacement. Great stuff.

Andy.

Finally some tangible progress…..

The engine has now been returned, partially assembled and to be completed by me







Block was chemically cleaned prior to a rebore of +20 thou

Head was cleaned and had some aluminium welding to reinstate the apertures for the water passages, then bead blasted and ultimately skimmed by 6 thou






v


sump was vapour blasted so i just added new studs to accept the inner tray and filter






Valve guides lined with K Line inserts, new valves throughout plus new springs, followers and re-built for me with the correct 4 and 6 thou clearances.

Whilst I had initially thought of re-building the head the shimming process is not straight forward and I thought was best left to Mike at SRS in Sutton to complete

Camshafts needed only a light polish so standard spec new bearings were able to be used



Crankshaft needed all 6 core plugs to be drilled out prior to chemical and blasting to clean out the old oilways, again just a light polish to the bearing surfaces which has kept it within original spec dimensions for new standard size bearings to be used





Clutch has been uprated to the later 4.2 litre type so the flywheel was both skimmed to clean it up and drilled to accept the new pins and bolts which are spaced differently

The crankshaft, crankshaft damper, clutch and flywheel were all balanced as an assembly and the new Mahle pistons and original con rods checked and machined to ensure no more than a 0.1mm gram difference between components



Piston skirt clearance was to modern Mahle tolerances, of 0.1mm and the piston ring clearance checked and machined to within the original workshop manual 0.38-0.51mm tolerance range



So….somewhat better overall than original spec it has to be said……



Jaguar painted the valley sections of their twin cam heads different colours over the years, with the early E Types being a pumpkin shade of orange, but the later 3.8 were painted gold. The painting of the head was stopped during the lifetime of the series 1 4.2 cars in around 1966

Delivered to me in natural aluminium......and then spray painted....



Lovely isn’t it…..with odd details revealed once cleaned...like the JAG foundry
stamping



The contrast between polished, milled and blasted finish with original bolts and copper washers all cleaned and polished....and temporary use of the old chrome dome nuts to locate the cam covers...to keep the internals protected





Now assembled and protected …..note the oil filler cap not aligned…fibre washers need a final adjustment in thickness to resolve that



Similar cost saving measures were adopted for the blocks and in truth my car should have a red lead primer colour for the block as the top coat of black was omitted from late 1962, but black is what it should have had if it were not for the pursuit of “building to a price”...and their head of estimating Arthur Whitaker


This is it as it should have been and will now remain.... after the first coat of black enamel paint





I had also completed the re-assembly of the Moss gearbox



Internals were inspected for wear, which apart from minor marks on the (non-synchro) first gear teeth all looked good, so with new gaskets and a thorough clean and a fresh coat of primer and black paint assembly was straight forward

The gear knob was missing from my car but I managed to source a couple of originals to choose from, this has a small amount of patina and looks the part….certainly superior to the reproduction items which are simply incorrect….




The original bell housing had been repaired by welding in new metal and after I spent quite a few hours grinding/filing and wet + dry finishing the case any evidence of earlier damage is minimal

and completing the restoration of various brackets....with correctly aligned fixings...





So, bringing this up to real time again, this week has seen me installing the crankshaft oil seal (rope), which after an initial failed attempt, a second and better rope seal was sourced and we have success….whether it will eventually leak is another matter…..



This weekend I installed the crankshaft ....with plenty of Graphogen ...having checked the clearances with the plastigauge kit.....







and started to assemble the pistons….happy with progress so far....am working through this assembly very slowly as its all completely new to me


....more next week….

regards
Jonathan

Looks great, heavy looking engine too!
How is the body side of things?

Should be going under the knife and torch starting next month....!.....fingers crossed....

Great stuff Jonathan, keep it up.