Jaguar E-type

Over 40 years have passed since the last E-Type rolled off the Browns Lane production line, yet the ongoing demand for up-rated and improved versions is sizeable. The 1966 Fixed Head Coupe shown here and to be offered shortly has been upgraded for fast road use rather than out-and-out competition. RS Panels have been responsible for refurbishing the shell, which have included new floors, inner and outer sills (with additional stiffening), back panel, and bonnet. The doors have been re-skinned, the wheel-arches flared to accommodate the wider magnesium peg type wheels and additional axle cage mounts added to the tub.
Increased in swept volume from 4,235 to 4,490cc and believed to produce 320bhp, the engine incorporates a Tuftrided crankshaft, balanced con-rods, a big-valve cylinder head, and genuine D-Type camshafts. Other noteworthy upgrades included a four-core alloy radiator; alloy header and expansion tanks; Kenlowe electric cooling fan; 13-row oil cooler; competition ignition distributor; modified sump baffles and engine mounts, and a large-bore competition full exhaust system. The fuel and oil lines are Aeroquip throughout, and all wiring loom connections are soldered.
Power is transmitted via an AP competition clutch and Getrag five-speed gearbox to a limited-slip differential with up-rated power lock and competition cradle mountings. The braking system has been suitably up-rated, featuring a modified servo; vented discs and four-pot callipers at the front; and thicker-than-standard discs at the rear gripped by Series 2 calipers.
Upgrades to the front suspension include genuine Lightweight E-Type torsion bars, Koni dampers, XJ-S front uprights, thicker stub axles, anti-dive geometry, and a thicker anti-roll bar, while the rear incorporates 325lb springs, adjustable Koni dampers, and an anti-roll bar. The magnesium wheels are of the peg-drive type (6.75" front, 7.5" rear) and are shod with Pirelli P6000 tyres.
This car is more than capable of surprising many modern-day Porsches and Ferraris and would be ideal for JDC track events, hillclimbs or rallies or could simply be left as is for fast road use. Within the documented history is a 'Certificate of Speeding' where the car was clocked at 137.2 mph.
Whatever the next owner decides to do the underlying fact is that the expensive work has been done and in the words of the previous keeper (who incidentally also owned the Wingfield lightweight E Type) 'This is surely how all E Types were meant to be - a really great GT Car!