This post completes the previous post (Prep for test fit — front suspension) by describing the process of fitting the power steering upgrade to the front cross member. Originally this description was planned to be part of the previous post, but I decided to split it into two parts as I felt the original was getting a bit long-winded.
Reference Lin Rose’s excellent coverage of this topic:
Reference previous posts re Prep for the trial fit: Rear axle and hubs and Rear suspension
Also refer to Lin Rose’s site (see sidebar) for excellent coverage of these topics, and more.
Following on from preparing the rear suspension for a trial fit (see link above), the next task was to rebuild the front suspension. Yep and I will be taking it all apart again … anyway the explanation of all that is covered in the links above. Continue reading Prep for test fit — Front suspension
This post continues the description of the test fit preparations (Ref Prep for Test fit — Rear axle and hubs).
The rear springs were in a sorry state – with a lot of surface rust and the rubber parts in varying states of disintegration. Anticipating this I ordered a set of front and rear rubber suspension components from the Daimler and Jaguar Spare Parts Club. Being a member means I can be very lazy and ring up and order “a full set of suspension rubber parts for a Mk2 please”, no mucking about with part numbers, and soon a box of goodness arrives. Continue reading Prep for test fit — Rear suspension
The test fit of the engine and gearbox is getting out of control. In discussion with the team at the Surgery, we’ve decided that the best approach given all the changes I’m making, is to test fit more components and make any changes the bodywork now. The reality is that the engine and gearbox change is a bit more challenging than I first thought. Is it possible that I didn’t think things through properly in the first place? Surely not! Continue reading Prep for test fit — Rear axle and hubs
Reference previous posts: Prep for test fit — Engine and gearbox, part 1 and part 2
With the engine and gearbox now at the Surgery, it’s time to test the accuracy of all the research by undertaking the long-awaited test fit. This will also provide clues as to what else might need to be taken into account when I get to the point of fitting other accessories such as power steering.
Reference previous post: Prep for test fit — Engine and gearbox (1)
In preparation for the test fit, and before the replacement engine and gearbox went anywhere near the freshly surfaced body shell, I needed to give the whole thing a good clean. The engine has been sitting for years and was filthy!
As an aside, I believe the engine to be in reasonable condition, although I’m assuming it will need a complete overhaul. As soon as the test fit is complete, I’ll get the engine checked out. As you can see from the image below this engine was coupled to an automatic gearbox. Continue reading Prep for test fit — Engine and gearbox (2)
Hello! It’s been a (long) while since I’ve provided an update, but I haven’t been entirely idle! As mentioned in the last update on the bodywork, I plan to fit an engine and gearbox from the XJ6 range of Jaguars into my Mk2. I’ve spent a good deal of time researching the changes required and getting the engine ready for a test fit. I’ve also had some work done on my garage to improve the weather sealing; a new roof and lining, better windows, and a proper side door replacing the horrible original tin thing. Things are much cosier now! Oh, and a 15 AMP circuit for a new air compressor … but that’s another story! Continue reading Prep for test fit — Engine and gearbox (1)
See previou
s posts on bodywork; door skin replacement, remaining body repairs 1 and remaining body repairs 2
In the background — quite slowly as finances allow — work has been proceeding at The Surgery on the bodywork of the Jag. Here’s a brief description of progress. Continue reading Bodywork – getting ready for painting
My Classic Technologies (CT) fuse panel arrived over the Christmas break. The CT fuse panel is a great solution for upgrading the wiring in classic cars to modern standards. It has 15 fuses, 7 relays and 2 flashers. A vast improvement over the one relay and two fuse arrangement of a 1962 Jag! Continue reading Jaguar wiring deconstructed
This post continues the description of the fuel tank restoration. Refer to petrol tank – 1.
The POR-15 Fuel Tank Repair Kit I purchased contained:
4 litres Cleaner Degreaser
1 litre Metal ready
1 litre Tank Sealer
There’s a fair bit of work involved in using the POR-15 tank sealer products. The first step is to clean the inside of the tank with Cleaner Degreaser. You mix 2 litres of Cleaner Degreaser with one litre of hot water and slosh the mixture around the tank for about 20 minutes before draining it out. It will be quite dirty. After flushing with water, repeat the process with the remaining Cleaner Degreaser and hot water. After flushing again, the water coming out of the tank should be reasonably clear. It was in my case.
Continue reading Petrol tank – 2
