More trouble than it's worth? LONG ARTICLE

[Senatorpack@xxxx]

(Moderators note: Michael is correct in that this artical is a little off the Delorean topic, but after reading it I also agree that the comparison between the two cars is very interesting. It shows that the Delorean is not unique in many of it's problems, and the things we deal with are also problems for other marques. Very good comparison Michael. 
Note: this is not going to start a Jaguar thread tho. Marty, this weeks moderator) 



I know this is a little off DeLorean topic, however very similar car 
story and ownership saga. If by the good grace of the powers that be, approve 
this message I think we all can laugh a little. 
The story is about the Jaguar XKE. A car when introduced was hailed as a 
modern transportation advancement. When the car developed a reputation and 
panache for keeping owners (My Father) awake at night, worried & stressed out 
from the thought that the car would never start again, sales dropped and so
did Jaguars reputation. (I can remember the car's interior would be just as
wet as the exterior when driven in the rain)
Today, the XKE like the DeLorean, is finding new owners that are real car 
enthusiasts and developing a reputation as a real classic car.

Best Wishes,
Michael Pack

<<JAGUAR
More trouble than it's worth?

The rumors about Jaguar often lead to the wrong impression about this 
enthusiastsâ dream machine.

Why would anyone want a Jaguar? Weâve all heard the stories. A naive 
enthusiast has his (or her) head turned by the Jaguarâs comely beauty. He 
thinks he has the car of his dreams, but what he ends up with is a torturous 
enigma that saps his strength and steals his money.

Didnât your car buddies warn you about sleeping with Jaguars?

Let me tell you how the E-Type, more commonly known as the SK-E in the United 
States where most of them reside, has been beleaguered by rumors. Ever hear
the one about a guy named Lucifer who was the QC inspector at the end of the 
Coventry, England, assembly line?


SERIES 1 1961-64
coupe or roadster 3.8-liter dohc six cylinder engine three SU carburetors 
non-synchromesh transmission covered headlights toggle switches on instrument 
panel beautiful taillights and front marker lights above the bumpers 


1964-68
4.2-liter dohc six cylinder engine synchromesh transmission alternator 
replaces generator improved, adjustable seats 


1966
2+2 body style introduced small rear seat optional auto transmission optional 
air conditioning wheelbase stretched 9 inches roofline higher by 2 inches


SERIES 1 Â 1967
uncovered headlights rocker switches replace toggles on instrument panel 
improved radiator and fans for engine cooling dual Stromberg carburetors 
replace three SU carbs 


SERIES 2 1968-70
larger air intake opening bigger turn signals, now located below the bumper
more massive bumpers improved seat comfort improved brakes


SERIES 3 1970-75
all-aluminum, 5.3-liter V12 engine no coupe available â roadster and 2+2 only 
larger air intake opening flared wheel wells bumpers enlarged power steering 
automatic transmission option in roadster 



Most of these cars have not had an easy life. Despite their wealthy-class 
station, the SK-E was often victimized by owners who knew little about the 
care and feeding of exotic machinery. As a point of comparison, you wouldnât 
treat a high-performance Corvette, Shelby Cobra, or Hemi âCuda likea pick up 
truck. Because the afore mentioned cars were more often owned by enthusiasts, 
they were run hard, but they were also maintained well. There was attention
to details.


For many owners, the Jag was just a glamourous toy, too complicated for their 
nonautomotive-type brains and behaviors. In recent years, the car has been 
finding garage space in the homes of real enthusiasts. People are buying, 
driving, and showing greater respect for this thoroughbred automobile.

Take a look at the XK-E. Itâs a drop-dead gorgeous car, guaranteed to get you 
noticed anywhere and anytime. But donât be blinded by its unmistakable sex 
appeal. Look at the mechanical aspects that are a major part of the Jag 
mystique.

The original SK-E was technologically advanced, but it was evolutionary, not 
revolutionary. Its engine and transmission were carry-overs from the SK-150. 
They were road tested for years before the advent of the E-Type. Whatâs scary 
about a dual overhead cam, 3.8 liter (231-cubic-inch), inline six cylinder 
engine with aluminum heads? To begin with, how about three SU carburetors. A 
synchronization nightmare?


âThis problem most often comes from trying to synchronize worn out cars,â 
says restoration expert Brian Anderson, owner of Classic European 
Restorations, in Oceanside, California. âThe volume of fuel needs to be the 
same through each carb. If the butterfly valve moves 5 degrees in the first
carb, it must have 5 degrees in the other two.â Unless all the carbparts are 
working properly, the results will be a car that is difficult, probably 
impossible, to keep tuned. 

Eventually the three-carb system was replaced by a two-carb design on Jags 
coming to the United States. Was this proof that the three-carb design was 
flawed? No. The first year of emission standards dictated the change. The 
resulting power loss was recovered by boring the cylinders to a 4.2-liter 
(258-cubic-inch) capacity. This engine is considered smoother than the 
original, but it never duplicated the performance numbers of the original. To 
facilitate the catâs quickness off the line, lower gear ratios were
implemented, but the 4.2 engine didnât rev as freely above 3500 rpm, 
therefore the pounce lacked some of the previous quickness. The lower gears
(usually found in the U.S. export cars) also had owners looking for another
gear when cruising at 75 mph. More stringent smog restrictions in this 
country ultimately led Jaguar to the V12 in order to maintain its performance 
standards. Itâs widely assumed that the smooth-running V12 is the performance 
champion for all E-Types, but even the 12 couldnât out accelerate the 
original six.

Itâs true the early XK-E Jags (the 3.8s) were equipped with nonsynchromesh 
âcrash boxâ transmissions. The shifting action in these gearboxes is 
noticeably heavy and slow.

A concours restoration requires authenticity, including the correct 
transmission, so for those folks, the art of double-clutching becomes a 
requirement. But enthusiasts who prefer driving comfort with a minimum of 
modification, there are options


All 4.2-liter E-Types were equipped with synchromesh transmissions beginning 
in 1964, and these can be retrofitted. In fact, many car received this 
transplant years ago. Depending on how the owner wants to use the car, a gear 
ratio change could be part of the change as well. A second option is 
substituting a modern five-speed (or six-speed) transmission. 

Not long ago, dropping a five-speed into an E-Type was about as likely as 
painting flames across the hood. What was once a sacrilege is now accepted by 
driver-oriented owners, according to Jason Len, owner of XKs Unlimited, one
of the largest Jaguar parts suppliers in the world. His company sells parts
to restore cars to original condition as well as to put them on the road. Yet 
he acknowledges their most popular items are bought by owners intent on 
keeping E Types on the road. When the 3.8s were in XK-150s, they were mated
to overdrive transmissions, but the XK-E didnât have room for that unit. The 
modern five-speed can be squeezed in.

Other popular modifications include upgrades to the suspension, such as 
heavier springs, shocks, and sway bars. âTen years ago these cars were bought 
as investments.â Len says, ânow more enthusiasts are driving the cars.â

What other horror stories have you heard about Jaguars?

Overheating problems are real. Summer temperatures in most of the United 
States put the heat on a car built for Englandâs climate. The smallair 
intake in the original XK-E was enlarged in 1968 and again in 1971 in an 
effort to reduce the overheating tendencies. Len says heavy-duty radiators 
and multi-bladed, high-powered fans are popular for combating this problem.


As with most 30-year-old cars, years of neglect have clogged cooling systems, 
and Anderson advises that the engine cooling passages be thoroughly cleaned
to maximize cooling efficiency. He also noted the passages were designed so
much of the recirculating water bypassed the radiator, causing the engine to 
run hotter â perhaps a good idea in England, but a detriment when Jags are 
driven on hot days. Modifying this bypass will also mitigate the problem. 

RESOURCES
XKs Unlimited
850 Fiero Lane
San Luis Obispo, CA 93401
Telephone: 800-444-JAGS
Fax: 805-544-1664

Classic European Restorations
4156 Avenida De La Plata
Oceanside, CA 92056
Telephone: 760-414-1515
Fax: 760-414-1519

Jaguar Clubs of North America
49 clubs in U.S., Canada and Mexico
Information: 888-258-2524
8 a.m. - 6 p.m. PST


And what about the Prince of Darkness, an insulting moniker given to the 
Lucas electrical system? âMost of these problems are corrosion related,â 
Anderson says. âThe contacts on the original switches and components are not 
sealed and are more susceptible to corrosion than modern electrical systems.â 
Modern electronic ignitions are superior to the original points system and 
will alleviate some of the nuisance regarding hard starting. Also, the fuel
pump has its own set of points that can be troublesome. These, too, can be 
replaced with solid-state electronics to gain reliability. As with all cars
that only get occasional use, a fully charged battery is essential to a 
healthy system. Without that, youâre going to have problems and it doesnât 
matter what company has its name on the components.

Yes, the Jaguars require an attentive owner willing to follow a more strict
maintenance regime than most cars require. But most enthusiasts dote over 
their cars anyway, which is just what an XK-E requires.

If you are buying one from an owner who hasnât had the means or thepatience 
to maintain it well, you may be buying a package of trouble. Be a smart 
shopper: Learn the differences among the models, know how you will use your
car (occasional or frequent driver or show), make a commitment to maintaining 
the car in top running condition, and make acquaintances with members of the 
Jaguar Club.

The main thing is donât be scared away by tongue-waggers who have no 
first-hand experience with the cars.>>