Pussyfoot - it's a JagBag for me!

Attaboy Beaner - Defender of the Faith!

 

go to limeworks web page limeysteve has one in his roadster

 

I'm always interested in things that are beyond my capabilities, which most things are. I say rock on. The motor looks killer.

Not that it's my concern but, Hupmobiles don't seem to be the most common car around. I can't say that I've actually seen one. A restoration wasn't in order? Just wondering. I think it's cool the way you're going regardless.

 

A Daimler...that's IT?? What, no Weslake headed, 4 cam all aluminum reverse rotation one-of-a-kind small block Chevy from out in the shed?

I'm SOOO disappointed....

 

HA. best thread i've read in ages. I just picked up a very Rare 1962 English Ford Zodiac in Long Beach and was pondering an early Jag IRS and Daimler V8 just to keep it all British.......thanks for the great Info Weasel.....

 

This is a recipe for a keeper. Best ride, sure handling. That Hup is gorgeous!

 

good to think outside the box, we build to suit our needs not others, i will follow this through, cool

 

I am running one on my model A. Bulletproof and easy to work on and maintain. For a model A chassis it is an easy bolt on.

 

Weasel, Shhhhh, you gonna drive the prices of Jags up!

 

I had a Jag in my T-bucket in 1967. There were only 2 or 3 others in the country at the time. Joe Cordoza of the Bay Area Roadsters was the first one to have one. I got my idea from him. Blew me away when I first saw those chrome half shafts shimmering in the wind! It was magical, especially in the '60's.

Also, this was not an idea that came out of England. They first started making them in the US by "Shelby Racing Team" who did the engineering, fabrication and design. It was then sold it to Jag. Beautiful riding, although, I have to say I hate the cage and you simply don't need it.

 

I have jag front and rear in my Lincoln coupe.
Of course I am old and needed a good ride as well.

There are at least 20 Jag suspension threads on the HAMB
and these are only the ones I have subscribed to.
So they must be trad aye...

 

If your ride is a cruiser and you can't see the rear end then the cage is by far the easiest way to go.
They spent millions designing it so why re invent the wheel so to speak.
If you're a showman and its in a fenderless T bucket then scrap the cage, it's ugly.

 

Indeed there are plenty of Jag threads, but you never know if a new angle or piece useful of information will come up. I find that exploded view diagrams are a great help in understanding how it goes together. I cannot find one on the outboard brake setup, but here again is a generic inboard IRS exploded view....

 

I will be photographing the IFS setup over the next couple of days, so here is an exploded view of the XJ6/XJS setup - the XKE/E-Type is a very different torsion bar setup and as they have become so collectible they are unlikely to be easily found and will doubtless be expensive....

 

Here for comparison is the E Type torsion bar front suspension - you do read German don't you?

 

Here's how it goes in to the E Type - auf Deutsch!

 

This is a rare factory photo from around the time the E Type was launched in 1961....

 

And finally for now some Jag engine porn - I have always thought these would make a great hot rod engine....

 

So why would someone want to convert from inboard to outboard brakes? is there a safety issue? I'm just wondering as the lower unsprung weight is what makes it appealing to me, am I missing something?

 

rottenleonard
Ease of working on brakes.

 

WEASEL.............Thanks for posting this thread.......VERY informative.


Ray