Left-hand side view of the S-type XK engine, as fitted to the E-type Jaguar

View of the polished aluminum cam covers, intake manifold components and S.U. HD-8 2-inch throat carubretors.

Although it was over ten years old in 1961 when the E-type was introduced, it was still an advanced design for the day.

Choke cable adapter

This small part attaches the end of choke control cable to the choke control rod on the bottom of the center carburetor.

It is one of hundreds of attractive small details that make up the E-type Jaguar.

Top of the timing chain assembly

The intermediate gear tensioner is in the top of the picture.

In the top left of the picture the West Yourkshire Foundry mark can be seen in the cast aluminum.

Moss gearbox with cover removed

The gears had just been turned before removal of the cover. Oil can be seen seeping back down in to the case.

Faced-off block deck on 3.8-liter XK engine

Head studs and pistons have been replaced during this rebuild.

Later style Series 1 bonnet

Early Series 1 bonnets had the headlight nacelles in body color.

Later on during 3.8-liter production they were silver.

Magritteian view from passengers side of a Series 1 E-type

View down the road at dusk.

Timing gear and cover from XK engine

Some of the components from the complex and clever timing gear system used on all XK engines.

Generator from 3.8-liter E-type

This generator is of the later 3.8-liter type with a smaller outside diameter than the earlier generators.

The original generator color was a semi-gloss black as opposted to the reddish paint now on this generator.

Clutch and brake reservoirs

The later brake and clutch fluid reservoirs were rectangular in shape, as opposed to the cylindrical shape of the earlier reservoirs.

Another feature of later 3.8-liter cars is the elastomeric covers seen on the rg two (brake) reservoirs. These same covers were used on 4.2-liter cars.

Setting cam timing

This cam-timing tool was included in some E-type toolkits. It fit over the flanges near the front of the two camshafts and put them in the TDC position.

Here the tool is being used on the intake cam of a 3.8-liter E-type XK engine. The tang on the tool can be seen inserted in the notch machined in the flange on the cam. This positions the cam.

E-type carburation

Until the introduction of the Series 1.5 in 1968 all E-types had three SU HD8 carburetors, as seen here.

For markets outside U.S. these carburetors continued for a while, but finally dual Stromberg carburetors were used on all E-types, regardless of market.

Bottom end of the XK engine

The XK engine has a seven main bearing cranksahft, giving an extremely sturdy bottom end.

This is just one of the aspects of the XK engine that enabled it to acheive five outright wins at Le Mans.

View down the road . . .

This is perhaps the most attractive view down the hood of any prodution sports car.

View of a late Series 1 console

This view of a restored console area on a late Series 1 car shows the 4.2-liter type shift knob. This is disucssed in more detail on pages 288 to 294 of the newOriginality Book.

While much evolution had occurred in this area over Series 1 production it still basically retains the classic appearance.

Rocker switches were shortly to appear.

Upgraded Series 2

This Series 2 has been modified with the additon of the earlier polished cam covers and the three HD8 carbs.

This is a relatively common modification.

The individual air cleaners and red plug wires are additions from outside the realm of anything Jaguar shipped on their production E-types.

Trunk lid badge from early E-type

The last letters of this early-style badge shows the squared off profile shapes of the letters.

In later 3.8-liter E-type production more rounded letters were used. This has been a feature often overlooked in restorations.

This is disucssed in more detail on pages 56 and 57 of the newOriginality Book.

Teeth in a Moss-type gearbox

The 3.8-liter E-types used a gearbox of the Moss design, but made by jaguar. Here the straight-cut spur gear teeth of the first gear (far left), that also actuated reverse, are seen.

The helical gear teeth of second and third gear are seen in the middle. On the far right is the helical gear on the constant pinion shaft that takes input motion from the clutch disc and turns the layshaft from which first, second, third and reverse are selected.

Fourth gear is a straight-through gear, where the constant pinion shaft directly drives the output shaft. The layshaft is still driven by the constant pinion shaft, but in the fourth gear case the layshaft is not driving the output of the transmission.

Aluminum wood-rimmed steering wheel

These are sometimes referred to as "Duncan Hamilton" wheels, after Jaguar's famous Le Mans winning driver.

This is one of the most beautiful and classic of post-war sports-car steering wheels.

Fuse bank

Situated behind the center dash panel, which dropped down after removing two thumb screws, the fuse blocks were reasonably accessible.

The classical woven wire insulation covering is in very good condition, as is the original paint. This is one area of E-types where the original paint can usually be seen, even if the car has been thoroughly re-painted. An exception is a complete restoration where all the bodywork is repainted after the removal of all components.

Backup light

All but a few of the earliest E-types had their backup lights in the center of the rear of the car, above and between the exhaust pipe terminations.

With the introduction of the Series 2 cars, two smaller backup lights were used (one on each side of the license plate).

Series 1 tail light

The round lens is a reflector only; there was no light behind it.

Early necked-down covertible top clasp

These early clasps were very delicate and many broke. This is illustrated in the 3.8-liter clasp discussion on pagee 93 and 94 of the newOriginality Book.

They are rare items now.

Box of E-type parts

A good deal of the fun of fixing old cars is locating the parts you need. Always exciting opening boxes of NOS or old used parts that arrive.

Parking lot at night

Early E-type engine in dim light showing the effects of the polished aluminum surfaces.

A drive in the country?

Attention required somewhere in the engine compartment.

Heater controls

The molded-on plastic handles often break off the heater controller levers.

Leather-covered wood-rimed wheel

This after-market leather steering-wheel cover gives a softer feel than the wood rim.

Interior of distributor

An early 3.8-liter type distributor with points and condenser removed.

Engine block

A 3.8-liter engine showing years of road grime from the 1960s and 1970s

Waiting for judging

A 4.2-liter car awaits for judging under a plastic cover in the rain.

External latch mechanism

A restored latch mechanism from an external-latch car

Cheney clamp

Cheney hose clamps were among thosefitted to E-Types at the factory.

Vacuum advance

A vacuum advance chamber and rod from a 1962 E-Type.

Block casting markings

A casting date marking from a 4.2-liter block. This one was cast on March 31, 1967.

Engine mount

A replacement engine mount ready to be installed on an early 3.8-liter car.


An XK engine crankshaft.

Series 1 4.2-liter distributor

The distributors on 4.2-liter Series 1 cars was configured very differently from the early 3.8-liter cars. For example, note the plastic shroud surrounding the top of the housing, just below where the distributor cap is fitted.

Early 3.8-liter type distributor

This distributor carries the date of February 1962. Note the lack of a plastic shroud as used in the 4.2-liter distributors.

Stampings on a 4.2-liter engine's timing case

An example of the three letters stamped on the timing-chain case.

Armature from a late 3.8-liter type generator

This armature is from a 22902-type generator. These were used on later 3.8-liter E-types before being replaced by an alternator with the coming of the 4.2-liter cars.

Beautifully preserved star spring

This orignal star spring from a 3.8-liter car has survived in essentailly perfect condition.

Late 3.8-liter car with a factory hardtop.

The standard factory hardtops were made of fiberglass, but had very good finishes.

Early-style wheel

The all-steel, chrome-plated 72-spoke wire wheels had hubs bigger than those in contemporary sports cars. This wheel is damaged by a collision.


   Some of these pictures are cropped, and/or have had contrast or brightness adjusted. Other than this, they are as-taken;
   no subtractions or additions of features within the pictures, or any selective movement, re-orientation, or scaling
   of any individual features within the pictures, has taken place. That is, none have been "Photoshopped."

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All pictures on this website are original photographs
taken by T.F. Haddock, and (c) T.F. Haddock.

They may be re-used with permission.
Email: tom@haddockjaguar.com

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