Jaguar World Monthly – July 2002

BEST OF BRITT by Jim Patten

Best of Britt - it might look like a standard E-type, but this Lynx-prepared car has a film-star history and some tricks up its sleeve, as Jim Patten discovered.

The brief: prepare an E-type which was to be driven in modern conditions with 21st century performance, with no alterations to the bodywork.

The solution: strip a suitable donor to the bare shell and then incorporate a combination of tasteful modifications, tried and tested by Lynx. In standard form, a well-prepared E-type is a formidable machine, but for one discerning Lynx customer, this would not be enough. certainly for today's road conditions. Expectations are now higher and. with even modest high performance cars of today being the equal of a production E-type, the original excitement has faded for some. But that iconic styling of the 1960s could never be improved - and who would want to replace the legendary XK engine? It was within these very specific constraints that Lynx was charged with producing a car for today but retaining that irreplaceable form, unsullied by legislation or computer imaging. It proved surprisingly difficult to find a really good base car for the project. Eventually, a restored 4.2 roadster was located, once owned by actress Britt Ekland. But even this car had bodywork faults, well hidden even from the experts.

Prep work - Stripped, repairs and modifications proceeded. For instance, the rear lower bulkhead was altered to allow extended seat travel, while the rear suspension's pressed radius arms were swapped for Lynx's well-proven triangular links which attach to the lower wishbone. Six-inch chrome Dayton wire wheels fitted within the existing wheelarches without any further modification. Meanwhile, Dick Funnell had the 4.2-litre XK unit in the engine shop. In this clinical environment, the cylinder head was given larger Lynx inlet and exhaust valves to complement the gas flowing of the ports. Fast road cams were chosen for their 'driveability'. With a lightened flywheel, the bottom end was balanced to race tolerances with all components blue- printed. The final build was completed with SU carburettors using Lynx ram pipes and free-flow exhaust manifold. A T5 five-speed close ratio Borg Warner gearbox provided four ratios very close to the original, with fifth acting as an effective overdrive.

Other improvements included an aluminium radiator and oil cooler. Brakes would be three-pot calipers on thicker, solid discs with a Series 3 servo, sensibly avoiding an over-braking situation so often seen these days. The free flow exhaust system necessitated moving the servo to the offside. Front suspension was lowered slightly and, with adjustable top fulcrum shafts, finer suspension geometry adjustments were possible. Interior design demanded creature comforts like a CD player, with a boot-mounted autochanger. A 3.8-litre type aluminium centre dash featured in place of the normal textured vinyl, and also specified was a 15-inch Moto Lita steering wheel. Otherwise, the interior was along standard lines but to the highest quality.

Tested - Pressure? Who needs it? With this newly restored car ready to be delivered to an eager customer and roads barely dry from torrential rain, I was ready to try it. Sliding behind the smaller wheel, comfort was assured by the supportive seats, with everything falling to hand, including the nicely positioned gear-lever. The key was turned to activate the electronic ignition system and, as if a conductor issued his instructions, the concert began. A gentle hum drifted up from the orchestra pit, soon to be joined by a rousing chorus as the revs rose. First gear was an easy selection and another element joined in. From a drifting, relaxing theme, there came a sudden rush as every instrument played its tune. The revs flew and the E-type was thrust along the road, blending performance with composure. Soon, we were driving the country lanes. Coming over a rise, we were in the classic situation of encountering a tractor reversing from a field. The brakes arrested the speed with minimal drama, proving that massive stoppers on a sensibly tyred car (Pirelli P4000 205/70 ZR x 15, just like my own E-type) are unnecessary. Continuing with a degree of caution, even on the slightly damp roads, it was evident that this is a superbly set up car.

Perhaps my one reservation was the steering rack mounts. Still using rubber, movement has been removed using Lynx's own system. There is no doubt that time would bring acclimatisation, but I am used to a certain amount of 'float', albeit minimal. With this removed, the steering is totally direct. Fantastic for the circuit, but for the road it needs a little more tolerance. This must be the first criticism of something for being too good! Our drive continued and the sky brightened enough to allow us to drop the top. A tonneau and hood envelope are stored neatly in bags, trimmed to match the rest of the car and stowed in the boot. A nice touch. I opted to ride in the passenger seat for the return, with Lynx project manager Andrew Parkinson at the wheel. It's always useful to ride alongside a competent driver who is used to the car, as another dimension is often revealed. In fact, Andrew confirmed my original assessment of this superbly balanced car. What a sensational car Jaguar made of the E-type. In 2002, intelligent development of the original components allows this 40-year old model to impress without compromise.