When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Turn signal switch and mounting.
WhenTrying to marry three manufactures of parts along with modifications, I discovered I could not use the Jag turn signal switch with the hazard switch and the way I was wiring the rear light. Ron Francis switches, Painless Wiring, modified tail lights, and the mounting from the jag turn signal.
Clutch fork issue in the MK2 resolved. Fork was for Ford Windsor. A Ford Mod motor fork fixed the issue. Two weeks or research and the trans in and out twice to find the cure. Short explanation: Mod motor transmission with the fork ball on the trans face, bell housing to marry a Mod transmission to Ford Windsor. Mod fork to a Mod transmission was the cure.
The why it takes me forever pictures attached. Enjoy.
Tach, Speedo, turn signals, hazard switch, and indicator light wiring complete. Still need to connect the horn ground at the base of the column and two wires going the the center panel. Next up is the waterfall panel below the newspaper tray.
Another small step complete. Driveshaft arrived and is installed. Fun figuring out the install procedure. Drive shaft loop unbolted and hung on tail stock, raise rear end up into the car. Luckily the coils were off of the shocks. Match slip yoke splines to the output.
Leveled the car. Then we hung a plumb bob into the carb stud hole from the ceiling. Removed the carb and put the hood back on. We did the plumb bob twice. Slept on the idea. Then held a large square against the rear bonnet opening to the stud. Decided to go big or go home and leave room for engine movement under load. Hole is 16" and air cleaner is 14 1/4". Two hoods will be destroyed in this process. lol. Second bonnet will be covered in cardboard to make a model to cut and paste into a trial scoop before the second hood is carved. checking for burrs
Glyn's rock catcher
Sticks out 1 5/8' on the front edge. Turned out to be lower than I expected
JeffR,
Thanks for the comments.
I spent many hours on multiple hood scoop web sites looking and measuring. I kept coming back to " hey that's a fordchevydodge scoop ya got there. My buddy has one of those". I hope to capture the MK2 contours using the second hood. We are going to map the second hood in poster board, then cut up the cardboard hood first.
The Jaguar hoods are all a little one off modified by hand to fit each car. I came very close to splitting the hood to perfect the hood last week to eliminate the gaps to make the body more perfect that it ever has in it's lifetime but we were lucky by modifying the hinges, the fenders and the hood for over a day which prevented the need to cut. Cutting those hoods are very scary and with my car being a 3.8s I am glad we found a work around as they are more scarce that the MKII hoods Clyde, you're a brave dude...
I know it is way late and probably too expensive, but I guess the other option would be going down the expensive path of a dry sump to enable you to lower the engine but that is a huge undertaking and big $$...
This is an "S" hood. I thought it was the same as the MK2. Seems heavier. Going to get it blasted to see what other surprises there might be. Cardboard mock up first. Looking to save the leading edge, shorten, bring the sides in so the side seams of the two are parallel. The top hood will sit back ~ 10".
Primaz
Just read your expensive line. This car has been built with a minimum of the MK2 parts. Tub, wood, lights, bumpers. The rest has been purchased a nut, bolt, washer at a time. $30K in the engine, dry sump would have been minor.
Clyde, the challenge with the bonnet mod is that you’re disrupting some of the best and most distinct lines on the Mark 2. The grill flowing from the bumper into the bonnet, proud of the fenders and into the cowl, along the door tops into the rear end taper is one of Jags best designs ever. I appreciate your attempt to repeat those lines for the intake, but I’m guessing the stacking will disrupt rather than compliment the look. Is a cowl induction approach a requirement for air flow? If not you might try mocking up a small ram air scoop with the rear edge flush with the stock bonnet. You could mimic the nose of the bonnet at the leading edge, but I’m thinking the simpler and more discreet the better (along the lines of the Aston scoops Glyn suggested earlier). Better yet weld up the hole and buy the shorter intake:0) Keep us posted and good luck - you need to get this monster on the road.
with my car being a 3.8s I am glad we found a work around as they are more scarce that the MKII hoods ..
The part number for a Mk2 hood is 5100 which coincidently is exactly the same for the S Type. The hoods or bonnets to give it its correct name are the same across the board including the Daimler 250 V8 versions of the Mk2. The grill shapes are different profiles but this is down to the shape of the wings where they join at the radiator hole so a Mk2 grill will not fit an S Type without a lot of fiddling.
Primaz,
"Disruption"" would have been a good name for the car, but it already has one.
The intake is part of the package - 706HP. It stays along with the hole in the hood. Stacked bonnets are lower than you think.
It's going to be loud through the FlowMaster Super 44's. They stay.
Thanks for the comments and viewing the post.
Clyde, the challenge with the bonnet mod is that you’re disrupting some of the best and most distinct lines on the Mark 2. The grill flowing from the bumper into the bonnet, proud of the fenders and into the cowl, along the door tops into the rear end taper is one of Jags best designs ever. I appreciate your attempt to repeat those lines for the intake, but I’m guessing the stacking will disrupt rather than compliment the look. Is a cowl induction approach a requirement for air flow? If not you might try mocking up a small ram air scoop with the rear edge flush with the stock bonnet. You could mimic the nose of the bonnet at the leading edge, but I’m thinking the simpler and more discreet the better (along the lines of the Aston scoops Glyn suggested earlier). Better yet weld up the hole and buy the shorter intake:0) Keep us posted and good luck - you need to get this monster on the road.
Many people, especially quit a few model makers, miss the smooth continuous curve that runs from just above the centre of the front bumper up the centre of the grille and along the centre of the hood (bonnet). It's a beautiful curve that,even if you aren't aware of it, makes the whole shape very special.
Rob, there are 2 different bonnet assemblies for the S Type. Radiator clearances are different.
Your newer type & Nigel & I's older type.
The lock striker panels are also Different.
Glyn are we going back to that gap between the front slam panel on my car and the radiator where as your radiator is tight up against the slam panel?
It looks like the Mk2 only had the one bonnet part number.
From the chassis numbers it appears they changed the bonnet part number some time late in 1966 so a 1963 to late 1966 S Type shared the same bonnet with the Mk2. Not sure what date Primaz's chassis number is so not sure if he shares a Mk2 or not now.
thanks for all the replies and comments. We'll see what a cardboard mock up looks like. I'll also get the car on all fours for further evaluation.
Doug you are right - get the beast on the road!
12-29-2020, 01:52 PM
Clyde, you're a brave dude...
