Are you starting?

Actually, she wasn’t. The euphoria of success that washed over me post propshaft replacement was short lived. I’d taken Lady Marilyn for a drive which approximated to turning petrol to smiles in large quantities (of each). Incidentally, I’ve heard that I’m getting my own pump at the local Petrol Station as a mark of respect to my constant patronage. If i use any more petrol I’ll have to join Opec.

I digress… Post fill up Lady Marilyn had a bit of a cough and then nothing. The starter button yielded a click, a “rerrrrr” and then nothing. Eventially I got enough of a turn to fire her up and back to the garage she went.

If I’m being honest, she’d been a lazy starter for a while but as she’s always quick to fire up, that hadn’t been an issue. Now, however, it was.

There are lots of alternative starter motors out there. Powerlite, Wosp, various rebuilds of the Lucas 3M100. So how to decide? Mark McKinlay has posted on the club website that he’d bought a Wosp unit and was very happy with it. I checked the Wosp web page and was happy to note David Manners, my favourite parts supplier, was an agent. Decision made, one phone call later my new starter was on its way to me on a next day delivery.

Right, back to the job, I put the car on ramps this time as theres not enough room to move in the starter area when on stands. Slid under the front and started to remove the old starter. I found it easiest to take the top bolt out first from under the bonnet and then undo the lower bolt from underneath. Its a twat of a job given the accessibility issues and I ended up with a 3/8th drive ratchet and every extension piece I had to get the handle to a place I could turn it…. Still it came out easily enough, though its bloody heavy. If anyone has a boat missing an anchor, let me know I think I can help..

Once out I put the old Lucas unit on the bench, next to the shiny new Wosp unit.

E type starter motor

Jaguar Wosp starter

The Wosp unit is a little smaller, but only a fraction of the weight of the Lucas unit, I mean really only a fraction. I couldn’t believe how lightweight the unit was in comparison.

Fitting the Wosp starter is a doddle given it smaller and much lighter (have I made the point that its, like, really light??). I measured the studs that are fitted to the Wosp vrs the length of the bolts from the Lucas unit and it was clear that I wasn’t going to get the full nyloc engaged on the studs if I fitted the mounting plate. The fitting instructions didn’t mention the mounting plate, seen below, item 3

XJ6 Starter motor parts list

Back under the car to check the mounting and its evident that I need the plate after all.

Jaguar flywheel

The two locating dowls sit within the mounting plate and without the plate the motor wouldn’t mount properly.

I confirmed this by measuring the throw of the stater gear on the old and new motors and they measured the same, from the edge closest to the windings. So the motor and plate were fitted and the wiring reconnected.

Wosp starter

The cable tie is there because there isn’t a lock on the standard solenoid wire. These was a new flying lead with the motor that did had a positive lock, but I didn’t want another joint in the wire, so the cable tie just stops the solenoid wire falling off. Obviously I trimmed the cable tie and greased the terminal after taking the shot 🙂

To demonstrate the finished installation, he’s a YouTube with the Fuel pump and ignition isolated.

Another little job crossed off and another improvement to the car, makes life so much easier knowing she’ll start on the button every time.



Norfolk or bust….

Enough of the fixing stuff, time to hit the road.

It was time for the Challenger E type AGM. I’d been a member for 4 years and during that time I’d never made an AGM – mostly on the basis that I wanted to drive my car to one and it was never in a roadworthy state.

This year it was different, this year I was going, Norfolk or bust… Norfolk and bust as it turned out, 18 MPG? Ouch!

I’d done around 1000 miles since she joined the “on the road Club” and she’d not broken down as yet, what could possibly go wrong?

I packed some tools, then some more tools and then, after a quick review of the tool bag, some tools. I was only some yellow paint short of an AA van, but you cant be too careful. The one thing I was in real need of was some new wheels. Not and alternatoive car you understand, just a new set of wheels and tyres.

Lady Marilyn had come with a set of 185 wheels and indeterminate tyres. I’m guessing they came from the former owners budget shite collection and given this was a 400 mile round trip, I wanted rubber I could rely on.

The wheel of choice is the MWS XW474C I rang MVS and they had them in stock at £297+VAT each. However, my favourite parts company David Manners would do the same wheels for £245+VAT. So, Manners could buy the wheels from MWS, add a markup and shipping (from MVS to manners) and still save me over £200 on the set of 4.

So that was the wheels sorted, now for the tyres… The 205/70/15 period tyres (like the XWX Michelin’s) were north of ÂŁ300 each.

Now tyre technology has come a long way on the last few decades, was I to have my trousers pulled down for the purposes of a “period Look”? Bollocks to that… I found a Toyo Proxy tyre in the correct size and rating using modern manufacturing techniques and a proper compound for ÂŁ55 each, fitted. Job done.

They done look half bad either….


The new wheels and tyre combo arrived the day before the trip (I do like to run things close) and were fitted that eve.

Given this was pre-new fuel sender, I packed some spare petrol too as I really had no idea what MPG I’d get and, well, its betrer to be safe than sorry…

The next morning it was time for the off, and off I went.

E type ready

The early morning sunshine changed to moody clouds before I managed to get the key in, so up went the hood in anticipation of the downpour that quickly followed.

Lady Marilyn is not a fan of water and as the stream came in from the passenger side door acompanied my gentle drips from along the roof line I made a mental note to address the sealing at a later date. A mildy moist period later I was the first to arrive at The Hare Arms in Stow Bardolph.

E type exhaustThe rest of the crew turned up shortly after and a rather agreeable lunch was had by all.

The next leg was Jerry Preston-Ladd’s dash across the fens to Tichwell, where the hotel for the weekend was located. The sun returned and stayed in residence for the whole weekend, except at nigh of course, when it took its mandatory rest period.

E type parked

Early the next morning it was off for a run out…

E type convoy

First port of call was Holkem Hall Where we parked in front on the majestic building, quite a sight…

Holkham (LR)

Holkham 2 (LR)

Next it was off to a gem of a place, Royal Station at Sandringham. This is a must see place if you are in the area, its a private house that the owner has restored to a period feel of the station used by generations of the royal family. The owner lets you wander round and, if asked, will give you the history of the place. Its just magnificent.

wolferton 4

wolferton 3

Of course it looks even better with a convoy of E-Types in the drive…

The AGM itself followed lubricated by plenty of drinks and all too soon Sunday morning dawned and it was time to head home.

The old girl drove home without issue and was soon tucked up in her nest…

E type garage




All was looking good. Jerry Peston-Ladd was happy everything was as it should be and a brief road test indicated all was well.

So, the moment of truth. The greatest automotive story ever told (possibly) was coming to an end. Only one thing to do, load up and head south…

South Bound and Down

Armed with the trusty, and very heavy, transporter I headed sarf of the river, Indian country I’m told…

The sight that greeted me brought a tear to my eye. Lady Marilyn, and one of her sisters, were waiting for me to arrive.

two E-Types

No sooner had I extracted myself from the van after a 270 mile non-stop run than my lady came out of her resting place…

People who’ve built, or restored, a car will appreciate how much of a genuinely special moment this is. She’s far from finished, but she’s mechanically done.

Jerry explained the details of his work and some of the special features installed along the way.

Next we paid a visit to Jerry’s other project, the restoration of a 1917 steam locomotive no. 4253. This is another nut and bolt rebuild, but on a huge scale. Its all done by volunteers and, end-to-end, its likely to be a 10 year project.

The website is here 4253 and if its your thing, or even if it isn’t, why now drop them a few quid? There are a number of goodies in the sales and promotions section.


Back to base and time to load Lady Marilyn…

E type trailer

To be fair, this isn’t the perfect trailer for the job, so we had to adapt. The triple carb configuration requires the engine to sit a little lower and this means the sump would catch first followed by the exhaust and chassis. We unhitched the trailer used the rear stabilising legs and jacked it up with the nose wheel to get a good angle. Even then a couple of blocks of wood were required to get an extra couple of inches…

With patience and care we got there…

e type transport

Nearly time to say good bye, for now, to Jerry Preston-Ladd, without who’s help I’d still be months and months away from finishing. Jerry’s technical ability is astonishing and he knowledge of Challenger E Types unparalleled. He’s become a good friend over the past 5 months too.

Jerry Preston-Ladd

Here’s the old boy with his trademark grin 🙂

I managed to dodge the monsoons that typified this years Easter break and later that very evening she was back home tucked away in the snug (as in 2 inches clearance) garage in Yorkshire.

E-Type home

We had noticed one of the headlights had rotated in its pod. Not something we’d had off as the wiring terminated outside the pod. As the next job was an MOT it needed fettling so off came the headlight cover for a look-see.

E Type head Lamp

Here’s the final legacy of the previous owners work. The only bit of original wiring left and the final bodge. Easy enough to replace and that was done. the headlamp was secured and everything bolted back up again.

The next day was MOT day, I set off in between showers for my local testing station where she was driven onto the ramp in nervous anticipation.

E type MOT

Whilst on the ramp it was a good change to take some underside pictures.


and the front suspension

Some time later the good news came along with a pass certificate.

So she’s on the road!

I still have the roof to sort out and the internal trim to improve, but she’s now a rolling restoration.

Next bits on the list

Make the door card fit properly – currently catching on the cill

Repair the roof – its about an inch short at the rear

Interior trim panels – tidy up for now – replace at a later date

new wheels – the 185’s are period, but I prefer the 205 option tyre

Bonnet pushers – make a pair of new ones.

but mostly….

Drive the bloody backside off the car and smile like the village idiot.


Lets Recap….

As the rebuild nears the finishing post, well as much as they ever do, here’s a very, very abridged version of the story so far.

Lady Marilyn was my 50 Car, the successor to the Ferrari 328 which was my 40 car…


I’d considered a few different cars for the 50 car, it have to be something special, something that would make my pulse quicken every time I opened the garage door. The decision, in the end, was an easy one in many ways, something iconic, timeless, a true classic and achingly beautiful. There are few that fit the bill and I settled quickly on a Challenger E type.

They were few and far between, a waiting list existed for the Owners Club  “for sale” section. I managed to track one down early on, from Car and Classics website


It was a nice enough car, the chap selling it was the original builder, but there were two principle issues, firstly it was an auto and I wanted a manual, secondly and more importantly, I didn’t fall in love when I saw her.

In many ways I should have bought her, she was cheap and a go-er, but we wouldn’t chose a girlfriend that way, I’ve done that in the past and it never ends well, so why adopt that approach with a significant vehicle.

I heard of another example, a good one – or so I was told – and off to see her I went. I’d seen photos and had already done the falling in love thing before I set off.

Here are the photo’s….


well you just would, wouldn’t you? I know I would, and I did….

Now, for anyone who’s tried online dating, this experience was much the same. Photos from an earlier age, lots of activities in my wish list (like driving, braking and steering) and very much available.

Internet dating is mostly where (according to, ahem, a friend) you turn up and what looks like the mother of the girl in the photos is waiting, then you have to think of an excuse to spend the shortest amount of time possible before running for the hills. This is what I should have done… Sadly I took my rose tinted spectacles with me and even more sadly a significant wedge of cash.

A little time later we were winging our way back to Gods county with a Challenger on the back of our transporter.


The problems first started when I first started, or tried to, the engine on our return. Nothing, nada, nyet, zip, sod all happened. When we finally managed to get her into the drive we came face to face with problem number two… No brakes. It turns out you can polish a turd after all.

First things first, lets get her started. This lead to an investigation….


which led to the rebuild of the carbs.


Now she started. Time to see if I could make her stop. The brakes wouldn’t bleed but whilst trying I realised how shitty the suspension all was. So off with the front…


Replace everything that can be replaced, powder coat the rest…


Then to the IRS, out it came…


Full rebuild, new everything….


Now she could stand on her fully refurbished suspension.

Next job the engine, out with the lump…


Full strip and rebuild with all new parts, including head studs, pistons, bearings and shells, clutch, flywheel skim. The lot…








Next, with new wheel brakes all round, rip out that nasty master cylinder…


and replace it with a new pedal box…


Then it was off to Uncle Jerry’s for a full rewire and final finish.

First some custom parts, radiator, jockey wheel, bulk head panels, engine mountings…


and the masterpiece throttle linkage….



Then a dash rebuild with new parts…


Before a full re-wire


Then get everything back together….


get the old girl running….

Before bolting the new shiny bits on…


The next phase is the MOT test to get some miles under her belt, whilst I save up for an interior retrim…

I know there are lots of people who read this, they’re all three years older than when I started. I thank you for your patience and leave you with this thought….

All good things to those who wait,,,,,,,



Not many people realise that Joseph Lucas developed the first anti theft device, a 50:50 chance that the car would start…

Being the proud owner of a car so equipped I could marvel at the intermittent wiper and the world famous panel light modes, dim, flicker and off.  Lets not forget the self dimming headlight too.

The rebuild of lady Marilyn is, in the truest sense of the word, a nut and bolt rebuild. I do not believe that there’s a single bolt that hasn’t been out over the last three and a half years. The exception to this was the harness. The mighty electrical system and its two, yes two, fuses had served the car well. It must have done as it hadn’t burned to a crisp when I made the mistake of using the window washers with the headlights on. In fact, the harness had stopped smoking at all, which meant either topping up the harness smoke reservoir, or changing it completely.

Harness smoking

Jerry Preston-Ladd has developed a new harness for the Challenger E, this is the reason it originally went to him. This update is the story of that harness.

The old harness was stripped out of the car and any usable parts retained (such as the headlight relay) the rest of the junk was consigned to the bin.

There were some oddities with the wiring which I can’t blame on Lucas. The headlights for instance, these were “joined to” (read twisted around) the indicators. The front side lights were attached to nothing at all. The total rewire was a mandatory feature of the rebuild.

NS light wiring

What was going though their mind? I know Lady Marilyn was used as a publicity car for a time and maybe this was a desired feature, but the execution was truly pants…

The biggest concentration of harness activity happens around the centre dash. This is where the gauges and switches are afterall and this is also where the fuse blocks were located. The brown power leads went in first. The dash is wired through an ammeter so everything goes through that first before shooting off to its various locations.

E type dash wiring 1

In this picture the finished heater controls can be seen. another lovely job and the proper look for the car. As a new heater had been fitted the levers now drive a microswitch which operates an electric water valve. A neater solution than the cable operated alternative.


The signal wires went next as most of the functions are relay operated to cut down on the switched load.

E type dash connections

Connector blocks were added for the engine and gearbox (makes removal a doddle) and also for the bonnet – which needs to come off if you’re doing anything much more that peering under it.


Jerry also added a some antitheft devices to the harness. I’m not quite daft enough to detail them, but there are clever and add a degree of protection against Mr Scumbag Car-thief.

Once the wiring was in place, it could be extensively tested before being taped up for good.

There was one particularly joyous moment when Jerrry sent me a phote of the front lights. They were:-

  1. On
  2. With sidelights
  3. Controlled by a switch
  4. Not on fire.

I may have shed a tear at that point.

P1050076a (2)

So, the wiring was complete, better than the original, fully fuse protected and installed with a quality that old Joseph could only dream of. Job done, happy days.


A Dash of Style….

We’re at the stage where things are starting to go together again… Starting with the centre dash. The refurbed gauges have been fitted to the new stainless steel dot peened finish plate. The original was aluminium but this marks too easily hence the move to stainless, a far more durable solution.

The face plate of the oil pressure gauge has move a little, probably when the new bezel was fitted, so this will need aligning again. They are so fiddly to get right…

e type centre dash

what a think of beauty, especially when compared to what came off….


Theres a new legend plate to finish the job off.

The drivers dash is a brand new original part and the newly converted glove box was also re-trimmed in new leather cloth to give the whole dash the new look treatment.

E type glove box

The heater control levers seem to be an NLA item and have been on back order for a while. Jerry cured this by making a pair of levers to fit the bracket. We’ll be using one of them to control a solenoid water valve so needs to operate a microswitch. The other is just for show.

E Type heater lever

and with the lever ends in place

E type heater escucheon


The chassis was given a rub down and a new coat of paint. The paint colour was “scanned” and formulated by computer. Its not an exact match, but as its under bonnet I’m not overly concerned. Its netter to have a uniform colour than the blotchy mess that the car came with.

Challenger e type chassis

Elsewhere the upper column UJ finally turned up and was fitted to the freshly painted lower column.

Challenger E type chassis paint

The reservoirs and btacket have now been fitted tot he newly made bulkhead panel and its starting to look more complete.

challenger bulkhead trim

bulkhead challenger

The steering rack was also treated to a coat of paint. This is another part is isn’t seen, but that doesn’t mean it should be neglected. I’ll know its been painted and, in many ways, thats the reason. The car has been in rebuild phase for 3 years now, its good to make sure everything is just so.

challenger steering rack

Its all coming together nicely!









A not insurmountable problem

First Job at Jerry’s was to mount the radiator. This is a cracking piece of kit, custom made to my design in China. Now O know what you’re expecting from anything made in China, but I’ve received it and it’s spot on. It was made in less than a week and in my garage two weeks later all for less than the re-core costs of the original radiator – just ÂŁ300 all in.

E type alloy radiator

Challenger e-type radiator

Check them out and take my recommendation that the product is excellent.


The first job was to mount the new rad, ensure it cleared the bonnet (to out American readers thats the thing that covers the bit with the engine in) Once the correct angle had been established make a couple of mounting brackets and remove for real fitment at a later date.

There will be twin electric fans and a thermostatic controller fitted. These old girls can run hot and I want to be sure the cooling system is up to that one sunny day we get every year…

Next the Engine went in, well when I say went in, was positioned correctly se Jerry could work out what to do with the engine mountings. The car had come with early mountings, but both were broken when I picked her up. I’d got new ones but had never fitted them.

Jerry positioned the engine and checked for lots of known problems. Too low and the carbs catch the steering column, too high and they catch the bonnet. Like the Goldilocks, it had to be just right.

P1040817a (2)

The early mountings, didn’t actually fit. Using the brackets and mountings per how the car was received put masses of stress onto the joints themselves, which is probably why they disintegrated in the first place.

Mounting 1

To try and get them to align a number of spacers were tried…. But it was becoming unmanageable and the angles still were not right.

Mounting 3

Mounting 2

So, the Jerry-Meister cut up the bracket and remade it to suit the more robust later XJ6 mountings. What we ended up with as another work of art that fits properly and maintains the correct position of the engine in the chassis.


Brackets modified and standard mountings used, all is well. The mounting stud is mid hole and the engine – and more importantly Carbs – are at the right height.


NS and OS brackets and mountings in all their glory.


In the picture above you can see a chassis member which has been cut. This was done by the previous owner in order to place the battery at the front of the passenger foot well. This is butchery in my book and this will be properly replaced with new steel and the batter relocated to the correct position at the front of the engine.

e type shassis repair

Above the chassis rail is magically back in place….

Below the modified and repainted engine mountings.


Also pictured above are the re-studded exhaust manifolds. The old studs were removed and although one stud was missing the thread was sound enough to stand a re-cut and the new studs inserted. – proper job.





When lady Marilyn first rolled off the trailer 3 years ago, and I do mean rolled as the bugger wouldn’t start, the first problem came to light. When I say the first problem, that’s like the first grain of a sand storm.

The reason she wouldn’t start is that the Carbs were buggered. They were full of crud, the diaphragms were all shagged, the floats were all punctured and the AED didn’t work.

Its only the carbs I thought, we’ll be done in a jiffy.

HD8 float bowl

So I cleaned them all up, bought new diaphragm and jet kits and new floats. I then rebuilt them



Heres the thing. I was so focussed on getting them in decent order, and they were in such bad condition that I only fixed what I saw. The engine ran fine when they’d been re installed but I didn’t set them up properly as the engine needed stripping anyway.

Once Obi-Wan Preston-Ladd got his hands on them he diagnosed an Issue that I hadn’t spotted. The butterfly shaft on number one carb had worn the carb body and needed some work.  This was because the existing throttle linkage had been attached to the butterfly spindle on carb number one and the other end of the spindle connected to the throttle shaft that moved the other two carbs.


Above you can see the throttle linkage to the first carb, the other end of the spindle is fastened to the linkage arm which sits under the manifold and operates the other two carbs.


There are a couple of problems with this. slack in the linkage (and there must be some, its a moving part) means that the second two carbs are fractionally behind the first in terms of operation as this first is hard connected to the throttle cable. This is not a good idea and an alternative throttle control system will be designed and made later, firstly though carb one needed repairing. Fixing the problem involved boring the carb body and fitting new bushes to take the slack out.




This was one of the times I realised how lucky I was to have Jerry finish the car for me.

Once the new bushes were in carb number one (closest to the bulkhead) carb 2 was also resealed and carb three was fine – except Jerry found one of the butterfly screws loose. That could have been a problem….


They are all done now and to prevent the same thing happening again, Jerry is making a new linkage to prevent premature wear in the future.

While we’re on this picture, Jerry also made a splash guard yo protect the master cylinders for the new pedal box as well as a new foot well cover. In addition the fluid reservoirs were mounted an a newly manufactured bracket and fixed to the equally new trim panels (shown in the picture behind the reservoirs).

There’s a new trim panel on each side that Jerry has made from ali sheet.




In the picture above the feed lines have been fitted too.


A Merry Jerry Christmas

Those that visit here often will know how painfully slow this project is progressing…. I am acutely aware and frequently reminded that its 3 years since The E Type rolled off the trailer, and refused to start, for the first time.

Something needed to be done, and I wasn’t doing it nearly fast enough. I needed a hero to step in. All the way through the build I’ve had constant support and encouragement from the Club Technical Officer, Jerry Preston-Ladd. Jerry has built or substantially improved a number of Challengers and his knowledge and skill are beyond compare in the real world. He’s also rebuilding a steam locomotive, which is no mean feat. If your a lover of this blog, throw a few quid their way as its an expensive old process.

4253 Locomotive

So I called Jerry and asked if he had a slot on his waiting list I could slide Lady Marilyn into. As luck would have it he’d just finished a lovely Challenger and he was only waiting for its owner to collect it.

Piece of cake, I’ll trailer my car down and deliver the other one to its owner.

so, the plans were laid. I’d collect all the bits and bobs together, set off on an expedition to the mysterious land of “The South” and I could once again begin to dream of having a completed car.

All the updates that will follow this point are Jerry’s work, with some help from Gary (a fellow enthusiast) where more hands are required.

Prepare to Marvel at the work that goes into the car now and the rate of progress that outstrips anything I could have dreamed of.

So, Here she is ready for her trip to Chez Jerry

way down

and once down there was the small matter of delivering Roys car, which really is a cracker, but I didnt take a cracking picture of it…


As soon as I got home the updates started flowing….. Read on.


Break out the Acme chemistry set..

Jaguar head studs were first conceived in the heat of a S&M session, probably. A man with bulldog clips on his nipples while receiving 40 lashes had a sudden rush of something, lets call it inspiration (for want of a better word) and decided to tap the inside of the water jacket to receive the studs. Here those studs would be free to corrode to their hearts content – thank you sir, may I have another – and some poor smuck would have to free those wasted away studs from the corrosion hell of the water jacket years later – after you with the jar of bees and scrotum seal – all in all a terribly good idea, if your mind works that way.

Back to the here and now and I had become that smuck, Jaguar in their wisdom had allowed the victim, sorry, rebuilder, to see the extent of his torture be revealing what was left of the head studs via the core plugs.

On a cold and blustery day in November I find myself going down the path of whylie Coyote with my very own chemistry project. The “why” was fairly simple. As mentioned . My studs had corroded significantly and were really narrow at the point that they went into the block. If they sheared I was in real trouble, so this was an important job.

e type core plugs

I googled to find the best penetrating oil to give me a head start, among the usual suspects of PJ1 and WD40 was a thread on a Do-it-yourself formula, acetone and ATF mixed 50:50. Some testing had been done and the alleged results gave the best performance. But its flammable and explosive…

So, here I am, standing at my bench with bottles of acetone and ATF, a measuring jug and a vague urge to check the house insurance cover. Does this come under the terrorism act or the soon to be released stupidity act 2015.

acetone and atf

My mind wandered back through the decades to my first Scout camp. I must have been age 11 or 12 at the time and it was a very exciting event. Tents were erected, wood chopped and a roaring camp fire established outside our patrol tent. The Patrol leader told me to put some water on the fire. It sounded a shame to do that after all the effort to get it going in the first place, but being the patrol junior I did as I was told and out went the fire. Noooooooo shouted the patrol leader, I meant in a billy can you wazzock.

And that is the problem with instructions, you have to hear them as they were meant to be heard. So, my instruction from a faceless individual over the medium of the internet (which as we all know is 100% reliable….) was to mix acetone and ATF in a 50:50 ratio. In for a penny in for a long-stretch-in-casualty….

Happily nothing exploded, the vapour didn’t kill me and the resultant pink fluid looks mostly inert. So I dried out the previous WD40, that I’d been applying daily for more than a week, and sprayed the new concoction onto the base of the studs.

It sat this way for a day or so before I decided it was time to tackle the actual removal.

I thought a lot about how to stand the best chance of getting them out whole. The normal option would be to lock two nuts together and apply pressure. I decided to try a different route and welded one of the head nuts to the stud so that I could use the windy gun to put some shock loading through the studs.

Jaguar 4.2 head studs

Obi-Wan Preston-Ladd had suggested using a little heat as well, so I dried out the new fluid (explosive remember) and very cautiously flashed the flame over the area. To my delight, nothing blew up….

So I added more heat

xk4.2 studs

after about 5 minutes of heating (its only a propane burner after all) I took he heat away gingerly added some of the new fluid hoping it wasn’t hot enough to go bang, and fired up the windy gun…

Jaguar 4.2 long studs

a couple of minutes of rattling and hey presto! thank the lord of the internal combustion engine, the stud broke free…. Using the same technique on the other 7 they all freed off nicely..

I haven’t taken them out yet as I want to clear all the crud from that water jackets and don’t want it falling into the threads. I will be posting pictures of them once out though, just to illustrate how bad they were…