Beautiful.

[ATTACH=CONFIG]245231[/ATTACH]

That is a skip, in traditional use as a site for everyone in the neighbourhood to make use of it before the hirer has chance to make use of his/her receptacle.
Usually they do not have a lid, which means that ‘bums’ and drunks do not usually find accommodation in that rarely found species in the modern city, the empty skip.

But if you look you may find others serving as boats, customised cars, table tennis courts, miniature gardens , skate parks, etc…
http://theverybesttop10.com/repurposed-refuse-skips/

That’s not even close to a dumpster!
Of course, we’re a much bigger country … so everything is SuperSized. 🙂

Thanks. That’s what I guessed it was. We call it a dumpster.
You guys should learn how to speak English. 🙂

Don’t get me started.
It’s bad enough looking at the ads in Classic and Sports Car for the many UK Cobra look alikes with Chevrolet engines (seeming a majority..Or at least those offered by wheeler dealers).
Like having a cold Coke at a pub, instead of a proper pint, putting a GM engine in anything purporting to be a Cobra or Jaguar isn’t illegal, but it should be…at Any rate, if one respects tradition, it’s an affront to all that is holy. 🙂

Well, is the Blue Oval better? Back in the early-mid ’70s I stuffed a small block Ford 302 with Windsor heads into a S1 E Type coupe, a popular mod at the time. That was back when a 427 side oiler, big block motor was worth more than a used XK-E, and Arntz, out in California, was starting to sell 427 Cobra kits, followed by ERA in New Britain, CT. ERA was just starting to get into the Cobra clone game after buying an Arntz kit which, BTW, ended up sitting in a corner of their shop gathering dust.

A Boss 302 engine was what I’d planned to shoehorn into the Jag, but it was way too wide to fit between the rails ….. Come to think of it, I sold the Boss 302 engine for more than what I’d paid for the ’66 Coupe! The guy who bought the Boss 302 was planning on putting it into his Sunbeam Tiger, but I don’t know whether he ever managed to do it. Back in the mid-’70s E-Type Jags were dirt cheap. The DOHC Jag 3.8s and 4.2s cost more to have rebuilt than what the cars were worth!

How times have changed …..

Ah, so how about a D-Type with fat, lo-profile tires and an aluminum Chevy LS6 shoehorned under the hood? 🙂

Jaguar did it with the continuation run of Lightweight E Types ….. track only in most civilized countries, but at over a million bucks a piece, how many are going to be driven flat out on the track?

Same, same for the continuation D-Types. Track only, but with the recent change in US regulations allowing limited runs of factory built, turnkey kit cars, who knows?

It wasn’t all that long ago that Shelby “found” a bunch of old 427 Cobra chassis lying around for his run of “continuation” Cobras. They were quickly gobbled up by those with the bucks.

Jags

The car I really lusted after was the E-Type coupe, but it cost $500 more than the roadster, more than I could afford on the pay of a 2LT, so a roadster was what I ended up with in ’67, one of the last covered-headlight roadsters – factory new with 12 miles on the odometer when I picked it up in Coventry. The budget was so tight I had to settle for painted wire wheels instead of the chrome wheels, but it came with much improved radial tires.
The frustrating part was driving back to base in Germany with the rpm limitations imposed by the break-in
period of the 4.2 engine which limited top speed to around 60 mph – on roads with no speed limits.
After the break-in period, I’d cruise at around 125 mph. Above 130, the front end got awfully light … nothing on the road was faster, the
only competition came from the occasional Porsche 911S or Ferrari. I did own a coupe years later, one I bought for $1000 with a slipping clutch.

[ATTACH=CONFIG]244844[/ATTACH]

Drawings

I’m not sure what I am allowed to post so I have cropped and reduced things in size so much that they are unusable other than an idea of what we are working with 🙂

This first file is the Master Data file with the Table of offsets. This I have turned into a spreadsheet and discovered some were difficult to read even at full original resolution and were in error first reading. Sorry it is so reduced as to be unreadable… He sent me a dirtier, darker more detailed version of the file and that helped discriminate some numbers correctly.
[ATTACH=CONFIG]244565[/ATTACH]

This next is a typical General Assembly view of Frame C (a double frame, as is Frame A – which is level with the pilot’s seat)
[ATTACH=CONFIG]244566[/ATTACH]

This is part of the huge drawing – each frame full size that I have sectioned the frames to pieces that fit inside an A0 drawing size – the pink rectangles. Noting as above that Frame A is 4′-6″ high!!
[ATTACH=CONFIG]244567[/ATTACH]

This is what Ian is to make this year, well progress with anyway! Frame A is the next formed section inside…
[ATTACH=CONFIG]244568[/ATTACH]

There are more images on the facebook page: https://www.facebook.com/hawkertyphoonjp843

For the newly named Typhoon Legacy Co Ltd and will have clothing and other objects for sale to assist funding this project.

Cheers from NZ!
Graeme

Wow. Truly fascinating to view old drawings, to see the amount of work that went into aircraft drafting in the days before CAD and conic lofting.
More images, please!