Discussion
I'm not sure whether you have a copy of Clausager's "Jaguar XK120 in Detail", but he discusses the weights on pages 85 and 86 at the end of the section describing the changes in moving from the Alloy cars to the main series production steel bodied cars.
He quotes Autocar having claimed that the steel car was lighter than the alloy car, but that this was contradicted by the kerb weights that the magazine had actually published. He also says that Motor had quoted the alloy car's weight being lower than the Autocar had.
Jaguar originally quoted 22cwt for public consumption but internal documents showed the earliest cars weighing 23-24cwt and that the production alloys 25cwt. The experimental dept weighed one in at 24 3/4cwt.
He then goes on to say that most independent experts quote similar weights such as 25cwt 20lb for an alloy and 25cwt 75lb for a steel.
These are OTS figures, the FHC was heavier and the DHC weightier still at about 27 1/4cwt.
What seems clear is that there were variations in weights from car to car. They were hand built and hand finished, including lead loading so noticeable variations are likely.
What ever way you look at it, the 120s weighed less than the 150s :-)
For those more paranoid about weight than originality can always visit Autocraft and buy one of their replacement lightweight bodies. I think I overheard a conversation at XK60 suggesting they could say you best part of 500KG on a 150 FHC which seems a huge figure.
He quotes Autocar having claimed that the steel car was lighter than the alloy car, but that this was contradicted by the kerb weights that the magazine had actually published. He also says that Motor had quoted the alloy car's weight being lower than the Autocar had.
Jaguar originally quoted 22cwt for public consumption but internal documents showed the earliest cars weighing 23-24cwt and that the production alloys 25cwt. The experimental dept weighed one in at 24 3/4cwt.
He then goes on to say that most independent experts quote similar weights such as 25cwt 20lb for an alloy and 25cwt 75lb for a steel.
These are OTS figures, the FHC was heavier and the DHC weightier still at about 27 1/4cwt.
What seems clear is that there were variations in weights from car to car. They were hand built and hand finished, including lead loading so noticeable variations are likely.
What ever way you look at it, the 120s weighed less than the 150s :-)
For those more paranoid about weight than originality can always visit Autocraft and buy one of their replacement lightweight bodies. I think I overheard a conversation at XK60 suggesting they could say you best part of 500KG on a 150 FHC which seems a huge figure.
The person I was talking to about the lightweight Autocraft body races the 150 in question. It is already at the minimum weight for the class, so any weight saving in the body would have to be added back as ballast. The idea is that the ballast can sit lower than where the body carries the weight.
Have you ever been for a ride in Chris and Melvin's XK120?
Saving further weight using an alloy chassis wouldn't help the races much I guess. Getting the ballast lower than the exiting chassis rails would probably be difficult.
On the other hand with my road car
If I wasn't using the original body there would be no problem with getting Eike to fit a set of Webers.
Hmmmmmmm
Twice the power in half the weight
Sound like fun
Have you ever been for a ride in Chris and Melvin's XK120?
Saving further weight using an alloy chassis wouldn't help the races much I guess. Getting the ballast lower than the exiting chassis rails would probably be difficult.
On the other hand with my road car
If I wasn't using the original body there would be no problem with getting Eike to fit a set of Webers.
Hmmmmmmm
Twice the power in half the weight
Sound like fun
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