Peter

Shutface Pillar

jul 072009

My first sheet metal job was the shutface pillar. This area, which is normal for these type of cars was not very good anymore. I started with removing all damaged material and removing all old paint and dirt remaining’s. All sub parts for the Shutface Pillar, at least 10 for each side, are spot welded together before welded to the car. All areas where the light never shines are painted with zinc spray to prevent rusting.

Shutface Pilar Left

Inside Shutface Pilar Right

Outside Shutface Pilar RightAs seen on the above photos my first sheet metal job was very successful.

Remark:
Always keep the body bolted on to the chassis during welding jobs to prevent the body will warp or twist

Dashside Strengthener

Dashside Strengthener 2 Responses »

mrt 122009

Beside the shutface pilar, this area is often rusted badly. However my car was not rusted these places also need extra attention. Not very strange these places rust away because all water and dirt are kept together inside lower part of the dash side strengthener. Maybe we have to drill one or more big holes in the bottom to prevent that water and dirt will stay there.

First I removed all material below the 70% (original material left) and then remade all missing parts. Sprayed again everything in zinc paint and welded everything back to there original positions.

Left Side Right Side

Transportation

Transportation No Responses »

sep 282008

On 28 September 2008 we went, together with Cees van Ouwerkerk and my neighbor to the current owner Peter Metz. Because the car was disassembled we had to drive to Rotterdam (the current location) with two cars and two trailers to accommodate all parts during the trip.

The XK140 FHC on the trailer, ready to be transported

After a two hours drive we arrived in Helmond, the new location for this beauty.

Grotere kaart weergeven

In the following picture a part of the pile of boxes and crates, where all disassembled parts are temporary stored in, are shown. The very very nice XK 140 FHC from 1957 is shown in the back ground. I only spotted a small amount off places where rust did his work in the past 51 years. This car shows how a car keeps preserved if it is stored in the USA Arizona area, unbelievable. If the same car was store somewhere in Europe it would be rotten away completely.

The jaguar has been arrived on his destination

The jaguar has been arrived on his final destination

XK150 OTS

OTS No Responses »

feb 012008

Production numbers for the Jaguar XK150 OTS

Year Drive	1957-9	1958	1959	1960	1960-9
RHD		820001	820020	820067	820093
		19	47	26	92
LHD	830001	830002	831924	83214	832174
	1	1922	190	60	2173
				Total	2265

XK150 DHC

DHC No Responses »

feb 012008

Production numbers for the Jaguar XK150 DHC

Year Drive	1957-9	1958	1959	1960	1960-9
RHD	827001	827002	827274	827506	827663
	1	272	232	157	662
LHD	837001	837214	837984	838613	839010
	213	770	629	397	2009
				Total	2671

XK150 FHC

FHC No Responses »

feb 012008

Production numbers for the Jaguar XK150 FHC

Year Drive	1957-9	1958	1959	1960	1960-9
RHD	824001	824167	824744	825127	825369
	166	577	383	242	1368
LHD	834001	834985	835966	836654
				847000	847095
	984	981	688	95	2748
				Total	4116

XK150

XK150 No Responses »

feb 012008

Although bearing a family resemblance to the XK120 and XK140, the XK150 was radically revised. A one-piece windscreen replaced the split screen, and the wing line no longer dropped so deeply at the doors. The widened bonnet opened down to the wings, and on the Roadster the bulkhead was moved back 4 inches (102 mm) to make the bonnet longer. The car was available at various times in Red, Pearl Grey, White, Indigo Blue, Claret, Cotswold Blue, Black, Mist Grey, Sherwood Green, Carmen Red, British Racing Green, Cornish Grey, and Imperial Maroon.

The XK140’s walnut dashboard was replaced by one trimmed in leather. On the early Drophead Coupés, the aluminium centre dash panel, which was discontinued after June 1958, had an X pattern engraving similar to the early 3.8 E-type. Thinner doors gave more interior space. On the front parking lights, which were located atop the wings (fenders), a little red light reminded the driver the lights were on.

The standard engine, the same as fitted to the XK140, was the 3.4 litre DOHC Jaguar straight-6 rated at 180 SAE bhp at 5750 rpm but most cars were fitted with the SE engine whose modified cylinder head and larger exhaust valves boosted the power to 210 SAE bhp at 5500 rpm. Twin 1.75-inch (44 mm) SU HD6 carburettors were fitted.

While the first XK150 were slower than their predecessors, the deficit was corrected in the spring of 1958 with a 3.4-litre “S” engine with three 2-inch (51 mm) SU HD8 carburettors and a straight-ported cylinder to give a claimed 250 SAE bhp.

For 1960, Jaguar bored the 3.4 litre engine to 3.8 litres, rating this option at 220 hp (164 kW; 223 PS) in standard tune or 265 hp (198 kW; 269 PS) in “S” form. A 3.8 litre 150S could top 135 mph (217 km/h) and go from 0–60 mph in around 7.0 seconds, thus restoring whatever verve the XK had been missing. Fuel economy was 18mpg.
Four-wheel Dunlop 12 in (305 mm) disc brakes appeared for the first time although it was theoretically possible to order a car with drums. Either wire wheels or disc wheels could be specified. Suspension and chassis were very similar to the XK140. Steering was by rack and pinion; power steering was not offered. Production ended in October 1960, and totaled 2265 Roadsters, 4445 Fixed Head Coupés and 2672 Drophead Coupés.