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Hmmm, well not really, when you consider the work involved. It is unlikely total production will exceed 1000 blocks probably a lot less, and the whole thing must be created from scratch, there is no convenient casting to use, and I doubt if the original sand casting moulds are still around. The original drawings may still be around, so machining is relatively straightforward. All tapped threads are Unified, of course, not metric. The block will include the front timing cover, and main bearing caps, and maybe the rear main oil seal.
Basic price will be about £11600, the UK VAT is 20% on top of that but not payable for exported blocks.
A bargain, I reckon !!
Last edited by Fraser Mitchell; Jun 25, 2020 at 01:48 PM.
I still think it's too expensive when there were so many made, I would find an original before buying a new one.
I never put any stock in all this matching numbers stuff anyway.
A ridiculous amount to pay just to get matching numbers.
And it would have to include the bearing caps, the block has to be line bored with them in place when new, so it's not as if one can get some old used caps from another engine, if they did, it would have to be line bored.
it is not "matching numbers" but a REPLACEMENT "matching numbers WITH ASTERISK INDICATING REPRODUCTION block" for that kind of money? FORGET IT.
you can do fine for A LOT LESS.
Example: I got a complete, running, 4.2 XJ engine And BW66 rebuilt transmission for $200. DELIVERED. It's going in my S type. To hell with the 3.8.
Sure I have to resolve a number of issues like the tachometer signal, alternator vs. generator, the cooling fan, the cam covers, and who knows what else. But I have parts to resolve them and a MK-2 mechanic experienced with the conversion.
Total originality is for museum pieces, not for a Driver car that you can take on long trips. Reliability superceeds originality in my opinion. Besides, The 4.2 can be made to LOOK like the 3.8. Who's gonna know unless they look at the side of the block?
Jose I cannot understand why you would want to go all out for the 4.2 engine with all the complications of changing it over when the amount of extra power you are going to get is either less or minimal compared with the 3.8.
Your 3.8 is pre USA emissions the 4.2 you have bought is definitely detuned to fit with USA emissions. In my view you would be better off rebuilding your own 3.8 engine with a straight port head, 9:1 compression pistons, twin HD8 SU carburettors and a couple of high lift cams.
The horse power produced by the XJ engines in its different sizes is below.
2.4 112 to 133 depending on the head and carburettors
3.4 160 to 250 depending on the head and compression ratio.
3.8 220 to 265 depending on the head and compression ratio.
4.2 246 to 265 US-specification E-Type was rated at 265 hp with triple HD8 carbs whereas by 1969, with twin Zenith-Stromberg Carburettors in the XJ6, this had fallen to 246 hp.
The series 3 4.2 ltr XJ6 1979 to 1986 only had 205bhp. Way down on a standard 3.8 S Type.
In the UK we cannot understand the American thought process of more litres. Colin Chapman of Lotus would get 100 BHP out of every 1000cc in the 1960s. Cosworth would do even better getting 300 BHP out of a 2ltr engine back in 1990.
A 1985 5 ltr Ford Mustang was only producing 200 BHP. Figure that out.
the reason is not for horsepower but because rebuilding the 3.8 is too costly and I want to get the car on the road pronto. I will crate the 3.8 engine and save it for a future project, it is a matching numbers car, though I do not place much importance on that, I know that other people do, so in the future, and if the car is sold, the next owner will have the original 3.8 engine.
Also at this point I am tired of Jaguars, been messing with them for 33 years, my interest has shifted to buying a 1930's MG-SA Saloon but it must be LHD and be almost pristine. No resto jobs. There is/was one for sale but RHD, so I didn't bother.
Sorry Jose I was not aware you had broken your 3.8. I would still have the 3.8 rebuilt and do the modifications I had suggested. With that 4.2 you just don't know what you are getting. Either a high mileage engine that might need its own rebuild soon or a low mileage engine that has been sat around for a long time and as a consequence requires a rebuild.
Seriously all the work you are going to put in to converting the S type to accept the 4.2 and new gearbox it would be quicker and cheaper in the long run to have the 3.8 rebuilt. Great selling point as well if you ever did intend selling it rather than having a broken spare engine in a crate.
That Alvis TA21 I had which you liked is now in Hong Kong. The MG SA is a very similar design typical of the 30s to 50s british cars.
The MG SA is a lovely car, but was built in penny packets, the total production from 1935 to 1939 was 2738 cars, How many were LHD is unknown, but it would not have been huge, and one has to wonder how many would be left now, bearing in mind any exports tended to go to "Empire" countries where vehicles were RHD like the UK.
the 3.8 engine is not broken, the crankshaft bearings are worn and it clacks a lot when you step on the throttle, otherwise it idles fine and smooth.
Nobody wants to replace the bearings, everybody wants to do a full rebuild which the engine does not need. One mechanic told me they used to replace bearings in the old days all the time, but nowadays everybody wants to make the job more difficult by being a hero rebuilder.
the 4.2 came off a running 1983 XJ-6 owned by Darren, a brit who lives nearby. He lumped his car with a Corvette 8 cylinder and transmission. Gave me the XK engine and transmission for little money. We dismantled the engine for transport, taking everything off of it, so i have it mounted in an engine stand ready to steam clean it.
the engine was pulled with everything, power steering pump, alternator, manifolds, intake, fan w/ clutch, water pump, hoses, you name it, then everything removed. Has a nice solid steel flywheel/flexplate, and one of those torque reduction Starters, I mean, the Starter alone is worth what I paid.
I will keep the DG250 transmission, it is fine and it mates fine with the 4.2. The rebuilt BW66 is for the XJ-6.
i was told that I can get the tachometer signal from the distributor and coil since the 4.2 does not have a tach generator. Or to get a tach from a 420 that does not have the clock. I like the tach with clock. Mike Eck of Jaguar Clock modified it and it works perfectly.
Anyway, I hope to get this done by end of year when the temp drops in Florida and I can drive it w/o a/c.
Just the same in the UK. You need to find an old school garage whose mantra is "No job is too difficult" as opposed to "No job is that simple". Then once they start the job you have to tell them that before the try and fix anything other than what you have asked them to fix they contact you so you can inspect it. Get a price quote up front and if it exceeds that figure tell them that it is their problem, pay them the quoted figure and drive the car away.
All too often you return to pick up the car after you have asked them to investigate a minor electrical problem to find they have resprayed the car and rebuilt the engine for you.
then you know what I am saying. There was a guy in Orlando, who owned a Jag shop, Coventry Classics, young guy, speed record winner at Daytona Speedway with his modified 4.2 E type. President of the Orlando Jag Club.
He was going to replace the bearings. No big deal he said. He even came to my place and did a compression test writing down each cylinder's compression. Good, very good compression he said. He was well versed with Morgans, and all other high-end british cars. Then one day he had a heart attack and died. Everybody was shocked. The Jag Club nowadays is for XJ-40, X-300, 350, not one classic Jaguar. The President is a female who can't tell the difference between a Jaguar and a Volkswagen.
She referred me to a Volkswagen shop. MUCH LESS between a 1960's S type and a 1999-on S type. "Never seen one" she said.
"Ok, bye". I said. haha!
I told this to George Camp of the JCNA and his silence said it all.
British cars of the mid to late 30s are all very similar in style, and the SA is no exception. In 1935, the SS Car Company introduced the SS Jaguar saloon (see below) : -
The MG was probably a better car, but only the 2.5 litre engine was fitted, there was no larger or smaller engined version. The SS Jaguar had all its mechanical parts provided by the Standard Motor Company. The 2.5. and 3.5 litre 6-cyl engines were made by Standard exclusively for SS Jaguar, but the smaller 4-cyl 1.5 litre saloon used a Standard engine that was also used by Standard. Actually the 1.5 saloon was the biggest seller, the engine lasted until the range of cars stopped production in 1949
The MG would have had all the resources of Morris Motors behind it, and had hydraulic brakes whereas Jaguars were on cables right up to the late 40s. Wikipedia mentions that some cars went to Germany, so maybe that is where you'll find a LHD version. You could also try to find a WA !! I think the VA was the direct competitor to the SS Jaguar 1.5 litre.
I apologise if I'm telling you stuff you already know ! I've never owned a pre-war car, but a friend of mine had an MG TC in the early 60s. Of course this is a post-war car, but pretty much a 30s design. It eventually made way for a 1954 MG TF. I still remember the price he paid - £280
Last edited by Fraser Mitchell; Jun 26, 2020 at 04:10 PM.
Fraser, thanks for the info. I had no knowledge of the WA. Wow!
I have only seen (in person), a 1950 YB and fell inlove, then I saw the video of the SA and I couldn't believe I had never heard about these cars.
Yes I know they are not a Jaguar in performance and the engines are very sluggish, etc, etc. But they are treasures.
I am not at an age where I need speed or to show off burning tires. Heck if it takes me from point A to point B, and back, I'm happy.
Darn it! I had no idea MG made such beautiful coaches.
New 3.8L Straight Six Blocks available from Jaguar
