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Cut Cat
Приєднався 16 лис 2020
Car blog where I focus on my Jaguar 420G and other classic 1970s Australian, British and Japanese vehicles.
I also do commercial photography and videography and have a love for art house content, so maybe i can work out a way to integrate that interest here.
A big goal for this channel, hopefully, is to document my repairs with these sometimes esoteric production models and build a shared information base with viewers, sort of like how technical bulletins for car clubs used to be distributed before the internet.
Will I need to document how a Ford Falcon or a Holden Kingswood goes together? Unlikely, due to how popular and widespread their marques are, many others have covered the topic, but i could inversely help more people by documenting when I repair a rarer import or a low production volume domestic car. Commenters are always valued for their insights.
The channel name Cut Cat is in the Australian gesture of "goes like a cut cat"
I also do commercial photography and videography and have a love for art house content, so maybe i can work out a way to integrate that interest here.
A big goal for this channel, hopefully, is to document my repairs with these sometimes esoteric production models and build a shared information base with viewers, sort of like how technical bulletins for car clubs used to be distributed before the internet.
Will I need to document how a Ford Falcon or a Holden Kingswood goes together? Unlikely, due to how popular and widespread their marques are, many others have covered the topic, but i could inversely help more people by documenting when I repair a rarer import or a low production volume domestic car. Commenters are always valued for their insights.
The channel name Cut Cat is in the Australian gesture of "goes like a cut cat"
1968 Jaguar 420G || Part 26: Transmission fixed?
Episode starts with the engine being put into the car and ends with the question "is it repaired?"
The answer at this stage is inconclusive, i would love your guys input on this. It'll drive great for a few kilometres until a whirring sound develops from the transmission, and the car loses all forward gears including reverse until i turn off the engine and turn it back on
This to me seems like the filter is being blocked. During this week ill take the transmission pan off and see whats going on, as looking back at the last episode i only now noticed that the filter skrim has been sucked into the coarser mesh, which gives me enough suspicion or proof that the pan would benefit from being taken off again and the filter cleaned properly (since its metal it can be reused at least). I'm too afraid though that if this isn't the issue, that i will have no other plan of action and it might be a converter issue. If that's the case then ill have to prepare myself for yet another engine removal.
Looking at the positives however, the engine revs great and incredibly healthy, it does in fact shift through all three gears and other than this odd issue, the car *feels* the best its ever been and after a fluid change and a brake flush id be happy to register it again and take you all along for drives.
The answer at this stage is inconclusive, i would love your guys input on this. It'll drive great for a few kilometres until a whirring sound develops from the transmission, and the car loses all forward gears including reverse until i turn off the engine and turn it back on
This to me seems like the filter is being blocked. During this week ill take the transmission pan off and see whats going on, as looking back at the last episode i only now noticed that the filter skrim has been sucked into the coarser mesh, which gives me enough suspicion or proof that the pan would benefit from being taken off again and the filter cleaned properly (since its metal it can be reused at least). I'm too afraid though that if this isn't the issue, that i will have no other plan of action and it might be a converter issue. If that's the case then ill have to prepare myself for yet another engine removal.
Looking at the positives however, the engine revs great and incredibly healthy, it does in fact shift through all three gears and other than this odd issue, the car *feels* the best its ever been and after a fluid change and a brake flush id be happy to register it again and take you all along for drives.
Переглядів: 329
Відео
1968 Jaguar 420G || Part 25: Borg Warner 8 to 12 transmission swap
Переглядів 1,4 тис.21 день тому
Jaguars back! From Triumph Rover Spares in Adelaide, a Borg Warner Model 12 was sourced from a Jaguar XJ12 V12 and in this episode we swap over parts from the blown Borg Warner Type 8 transmission (and find out nearly conclusively what had blown on it) over to the good used Type 12. Should be a very quick turnaround, alongside other jobs while the engine is out, it should all be back together, ...
1974 Leyland P76 V8 Resto || Part 8: Registered and finalised
Переглядів 7453 місяці тому
Part 8 of fixing the 1974 Leyland P76 In this episode, uhhhh its registered, sorry, its just so much easier to fix it without filming anything The next episode will be a reliability report as i get through three months rego and cataloguing what breaks and if its viable to drive a Leyland every day
1974 Leyland P76 V8 Resto || Part 7: Engine runs, suspension stripped, body done, interior started
Переглядів 3237 місяців тому
Part 7 of fixing the 1974 Leyland P76 In this episode, we go over the top end of the motor as it now runs for the first time since May 1997, how i unstuck the valve, got the engine back together and fired it up for the first time. I didnt get too much into the reassembly process due to time constraints, but if you've ever done a top end on a car that only has pushrods and overhead valves, its v...
1974 Leyland P76 V8 Resto || Part 6: Top end teardown and moooar rust repairs!
Переглядів 2399 місяців тому
Part 6 of fixing the 1974 Leyland P76 Ive taken the heads off the 4.4 v8 along with the pushrods, rockers and oil pump assembly and its looking like good news. The valves (bar one) are in great condition, the water jackets are fantastic and the pistons, bores and camshaft all appear to be in flawless condition. Except for some carbon build up and the lack of oil changes this car has received, t...
1974 Leyland P76 V8 Resto || Part 5: Moar rust repairs and a bent pushrod
Переглядів 6619 місяців тому
Part 5 of fixing the 1974 Leyland P76 In this part, we fix up the rear wheel arches, the rear and front passenger doors, use HQ-WB Holden Kingswood floorpans and repaired the passenger front floor, all the while slowly collecting parts for the Leyland. We also discover the 4.4 v8 has a stuck inlet valve on cylinder 6 which caused a bent pushrod diagnosed from an uneven sounding crank. Whether t...
1974 Leyland P76 V8 Resto || Part 4: Rust update, radio and Targa mags
Переглядів 95610 місяців тому
Part 4 of fixing up the 1974 Leyland P76 where i cover recent rust repairs, mess around with basic repairs on a vintage 1981 Toyota Corona radio to go into it, draining the fuel tank with an electric fuel pump and going over my attempt to buy Targa Florio mags. Its been so hot (30 degrees daily) for the past fortnight so please forgive the lack of meaningful progress I also say Part 5 in this e...
1974 Leyland P76 V8 Resto || Part 3: We're so back
Переглядів 1,8 тис.10 місяців тому
FINALLY, i get back to working on the 1974 Leyland P76 V8, and in time for its 50th year alive, not for the marque, but this particular one was built in March 1974 which means its getting a half century birthday celebration by having it finally being worked on wooooo I discuss paint and interior, rust repairs, and pulling the engine. Much like the Jaguar series, i would like to have this car ru...
Its a car blog || Mustang fuel tank in an XY, TF185 wheel bearings
Переглядів 396Рік тому
No budget means no budget, havent been able to revisit the Leyland P76, i really apologise about making that promise in the last Jaguar episode, but im stretched thin and havent been hired for a job yet, so im really sorry, i want to work on it as much as you want to see it. In the meantime, i thought we could do other odd jobs i need to do, Its a Car Blog after all, so i take you through repla...
1968 Jaguar 420G || Part 24: First long distance drive didnt go so well heh
Переглядів 2,6 тис.Рік тому
Car drove great for a month until the transmission stopped selecting 3rd and reverse lol. I really want to drive it but i still dont have a job and ive agreed to do some work on an XY Fairmont Wagon, and with bad finances i cant really keep going until someone hires me :) Five job applications a week for work in my studied field, im gettin stressed
1968 Jaguar 420G Restoration || Part 23: Drivin'
Переглядів 2,2 тис.Рік тому
The car passed roadworthy! New plates are on order, it drives OK but definitely needs a tune now taking it out on the open road. In this episode we're just driving and i think this is the end of the restoration series, because from now itll only be maintenance and house keeping. There will be updates on this car as i continue driving it, but itll no longer be a restoration. Next episode i wante...
1968 Jaguar 420G Restoration || Part 22: Getting it ready for roadworthy
Переглядів 635Рік тому
The car runs, drive and stops really well, but the indicators, headlights and horns are flaky, which have been in most cases bad earths. Now we need to get the car ready and safety equipment working for a roadworthy inspection and ID check, and its time to find out whether all of my work has been up to par to pass the inspector
1968 Jaguar 420G Restoration || Part 21: New Engine Runs!
Переглядів 804Рік тому
1968 Jaguar 420G Restoration || Part 21: New Engine Runs!
"My motorbike pops globes": How to fix an overcharging headlight on a TS185
Переглядів 257Рік тому
"My motorbike pops globes": How to fix an overcharging headlight on a TS185
1968 Jaguar 420G Restoration || Part 20-E: Machine shop, interior installed
Переглядів 624Рік тому
1968 Jaguar 420G Restoration || Part 20-E: Machine shop, interior installed
1968 Jaguar 420G Restoration || Part 20-D: Engine in and seats done
Переглядів 488Рік тому
1968 Jaguar 420G Restoration || Part 20-D: Engine in and seats done
1968 Jaguar 420G Restoration || Part 20-C: Cleaning coolant galleries and transmission mounting.
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1968 Jaguar 420G Restoration || Part 20-C: Cleaning coolant galleries and transmission mounting.
1968 Jaguar 420G Restoration || Part 20-B: New start on a new block
Переглядів 392Рік тому
1968 Jaguar 420G Restoration || Part 20-B: New start on a new block
1968 Jaguar 420G Restoration || Part 20-A: Removing the sump and a shagged piston
Переглядів 422Рік тому
1968 Jaguar 420G Restoration || Part 20-A: Removing the sump and a shagged piston
1968 Jaguar 420G Restoration || Part 20: Removing a Seized Cylinder Head
Переглядів 795Рік тому
1968 Jaguar 420G Restoration || Part 20: Removing a Seized Cylinder Head
1974 Leyland P76 V8 Resto || Part 2: Carby Rebuild
Переглядів 549Рік тому
1974 Leyland P76 V8 Resto || Part 2: Carby Rebuild
1974 Leyland P76 V8 Resto || Part 1: Fire, sparks and door handles
Переглядів 855Рік тому
1974 Leyland P76 V8 Resto || Part 1: Fire, sparks and door handles
1968 Jaguar 420G Restoration || Part 19: Industrial enamel paint job
Переглядів 7772 роки тому
1968 Jaguar 420G Restoration || Part 19: Industrial enamel paint job
1974 Leyland P76 V8 Resto || Part 0: New project announcement
Переглядів 2,3 тис.2 роки тому
1974 Leyland P76 V8 Resto || Part 0: New project announcement
1968 Jaguar 420G Restoration || Part 18: One year of ownership
Переглядів 9772 роки тому
1968 Jaguar 420G Restoration || Part 18: One year of ownership
1968 Jaguar 420G Restoration || Part 17: Interior trimming, centre console and Sound4 Radio
Переглядів 5882 роки тому
1968 Jaguar 420G Restoration || Part 17: Interior trimming, centre console and Sound4 Radio
1968 Jaguar 420G Restoration || Part 16: Starting upholstery, Holden tie rod ends and blown tyres
Переглядів 5942 роки тому
1968 Jaguar 420G Restoration || Part 16: Starting upholstery, Holden tie rod ends and blown tyres
1968 Jaguar 420G Restoration || Part 15: Dashboard painting and the Zero PSI engine
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1968 Jaguar 420G Restoration || Part 15: Dashboard painting and the Zero PSI engine
1968 Jaguar 420G Restoration || Part 14: First drive! RAMFLO air cleaners & Transmission service
Переглядів 1,7 тис.2 роки тому
1968 Jaguar 420G Restoration || Part 14: First drive! RAMFLO air cleaners & Transmission service
Love the old Jag. 👍
thanks Mark, new episode to come out sometime in the next fortnight
@ 👍🥳HNY
Another great episode. You will sort it out. Cheers mate
Ill get there, took off the pan today to reveal theres a bunch of new crap in it but maybe cycling it out will fix it uhhhhhhhh
Great to see another Jaguar video! I missed you - looking forward to seeing it all go back together. Wishing you all the best for this festive season. Cheers from France!
Joyeux Noël Vod, im putting in the engine today, hopefully 2025 will be a year of driving it rather than wishing for it, i'm very keen
The type 8 and the type 12 are straight interchangeable in these cars. Even the speedometer connections and drive ratios are the same and in identical positions. Rear transmission mount position the same. The vacuum modulator replaces the push cable that the type 8 uses, each modulate the line, or operating, pressure. The difference is that the type 8 uses its cable for full throttle downshifts, whereas the type 12 uses an electric full throttle downshift. You need to install a switch on the throttle linkage that can send 12V power down to the terminal (which you call the neutral safety switch) on the type 12 gearbox at full throttle. The vacuum modulation with the type 12 allows it to achieve part throttle downshifts that the type 8 is not capable of, this and the fact that the type 12 shifts more smoothly are is probably the real improvements between the two boxes, both of which are bullet proof. This is evidenced by the 12 being put behind V12 Jaguars with no problems. The type 8 has solid shifts at greater throttle openings, a real shove in the back, which is nice in its own way. Obviously you have to run a vacuum line to the vacuum modulator on the type 12. The modulator, like the cable on the type 8, needs to be adjusted, something mostly overlooked, which can upset the shift points and lead to premature wear in the boxes. You can do this with a pressure gauge (refer to workshop manual) or on road test. The road test method simply sees you drive gently until top gear is attained then gently come to a stop. The setting is more or less correctly adjusted when you can JUST feel/notice the transmission dropping in to first gear right before the vehicle comes to a stop. Line pressure too high and it will thump in to first, too low and you will not feel it drop in to first. The adjustment on the type 8 is to shorten the cable range of movement if it thumps (type 8 cable pushes whereas most other auto cables pull) .Extending the inner cable raises the line pressure. The adjustment on the type 12 is a little screw actually inside the vacuum connection nipple/tube on the vacuum modulator, if it thumps wind the screw out . Screwing in the screw raises the line pressure. Great boxes in their day, however the greatest three speed auto box will always be the Chrysler Torqueflite, but that is another matter. Stall speed, indicating a good torque convertor and stator , should be 1800rpm for both. (Stall speed = properly tuned and warmed engine, brakes HARD on and full throttle applied. rpm observed - do not do this for longer than very brief periods.) A low stall speed indicates an engine improperly tuned or a failed stator. I am assuming that you will have the front and reverse bands correctly adjusted, even though the type 12 has a self adjusting front band it needs to be checked(remove the pan to check and refer workshop manual), oil pick up filter is clean and fluid level is correct. A new torque converter seal is a good idea while the whole show is out of the car. All these factors are necessary for a successful outcome. Good luck.
I like your casual presenting style and of course love the Jag!
OH. Good to see 420 Godzilla back.
420Ghidorah never dies haha
Nice to see another Jag update 👍👍
Thank you Mark
Missed you. Love the jag
that comment made me feel really good and thought about, thanks man.
Amendment: the title card says XV which is 15, i of course meant XXV for 25. Amendment two: In a previous video i compared two torque converters side by side, the skinnier shafted one was actually from a BW65/66, not a 12. All the information otherwise still applies however, its about 65/66 convertors not 12's as stated in the video
A splash in each bore would do , not a gallon😂
When it came out it was the widest car on the UK market .
Cool car. Glad you fixed it up
Thanks Mark, its fucked up that ive driven it more than the Jaguar by this point but thats how it goes sometimes. Contrary to their reputation its been the most reliable classic car ive driven, i drove it 90km this morning alone and it just keeps trucking
@@cutcat8437 👍
Gotta love a video that starts with an apology for being pissed…
i was so shitfaced, unless the format changes ill never drink on camera again purely because it makes it harder to shoot and edit. A can of VB maybe but not a whole bottle of wine
@@cutcat8437 We’ve all been there, my heads pounding as I write this.
Really good outcome. Your work has payed off to give you a very special car
Thank you, rego renewal is coming up for it right about now and its been the most reliable vintage ive owned, it just works
Great job; thanks for saving her and posting the videos!
Really well done. Such a great car to enjoy
goldwing video when
Completely agree...I think.
@@UberLummox Goldwing videos to come out next week, dont expect much but ill need to drive to the city next year and motorcycles get free parking, so im motivated to have a vehicle that can go to the big smoke every day without paying v8 rego, petrol consumption and parking.
I haven’t seen a watch like that in 1 million years, mate😂👌
Casio CA 53 W, best watches they ever made, love mine, they just never break and they look grand. the strap broke but only one battery change in 14 years, you cant ask for more
Looking good. A nice daily driver.
I thought the 420g and the xj6 used the same engine
As i found out combining parts, their blocks and heads are the same, but knowing my luck id run into discrepancies if i just assumed such. So i must check that the ports are identical between manifolds, the cam bearing sizes are the same, the banjo bolt oil fittings are teh same etc. From memory the only big difference was the cam covers, as i couldn't use the 420G one since it had a tacho drive/generator on the inlet cams rear which required drilling and tapping the new head to reinstall, so i had to modify the xj6 s2 cam covers by grinding the back of them out to fit around the original 420g camshaft i installed back into the s2 head
@@cutcat8437 thanks for the info. Im working on a Mk X (420g) and watching your videos has been great inspiration! Thanks! especially liked when you said " i do rust repair, not panel beating. Its solid, not straight, solid". I feel thats where we all have to start.
@@johnnyBravo707 To expand on that sentiment, im really not a fan of revivals and stuff like that where the car is made to run and then driven on the road verbatim with all its rust holes, trashed interior and untouched dry rotted suspension that seems so popular now, but similarly someone spending years on a restoration project, while admirable and something i will always applaud, seems like a time waster for those who can afford it. I think the way i view repairing older cars is to have them working safely and adequately repaired for daily duties like a standard 20 year old used car otherwise would be. Im glad my videos can assist you with your MkX/420G repairs, I have practical experience with these cars and access to the workshop manual and parts catalogue, if you need information just comment again and ill try to help. A part of my goal for this channel is to document my repairs with these sometimes esoteric production models and build a shared information base with viewers, sort of like those technical bulletins clubs used to distribute
Ive seen a repair on a radiator that looked like it was brazed with oxi torch. As for the lead i think it would have worked if you had flux, that said i dont know what pressure the system gets up to, and i think youre supposed to use silver solder for high pressure and temperature. Thanks for showing us your project!!!
I wish you were one of my sons😂👌
Valiantoooooooooooooo
Nice job! I was trying to spot the Jag, hope you still have it.
Absolutely i do, i adore the Jaguar, but im still waiting on a good deal on a Type8/12 Borgwarner until i find a job in which case i can take mine out and put it in for a rebuild. About two weeks ago i passed on a BW65 deal from an XJ6 S2 since the Jaguar club didnt recommend i do that (either for fitment/cable routing or drivability reasons). Since you've been a long time viewer, ill share with you my intentions, the next two videos will be Leyland videos (a part 8.5 that will be a more in depth look at how i built finished the Leyland since i hate this episode so much and part 9 will be a reliability report and daily driving recap). By then i should have enough parts delivered for my Goldwing to resume that project. There will be no episodes on that however due to my hard drive corrupting a few months back destroying all my raw clips from the Jaguar, Leyland and what was supposed to be a very quick Goldwing series. And dont get me wrong, i still own the Jaguar and Im VERY interested in driving it again, its the only car i really dream about driving again, its short time on the road left a great impression on me, and whatever i figure out and actually do with getting the transmission sorted you guys will be updated. Im planning on years of motoring with it and never intend to sell the 420G at all, for better or for worse, i love it so much. The Leyland was/is just a cheap car to buy with a quick repair turnaround and its fun in its own right.
@@cutcat8437 Thank you, very glad you still have the Jag and looking forward to seeing those episodes on the Leyland. The Jag is a really special car though, and so nice to look at.
@@no.7593 in some way the Jaguar has ruined me, i've never seen a car more beautiful than it, I think its literally the perfect sedan and get upset that no one in either the press or owners see so too, its fucked up. Everything else seems like a stopgap for the Jaguar and i will forgive any sins it presents which has made me a full time British car apologist. Please never think i would ever forgo the Jaguar. In regards to the Leyland episode that should be coming out next week, stay tuned. Thank you for being a long time watcher, i really appreciate you among others who frequent the channel
The most interesting cars ever BL rules!
Your AA mentor will be very disappointed, you were doing so well too.
Great song from my favourite movie. Harold and Maude. Congratulations on getting the P76 going. 👍
Thanks Mark, Harold and Maude is one of my favourite comedies of all time too, its brilliant, a hippy film with an actual point. Cat Stevens is a real ear worm i just had to put him in
@@cutcat8437 👍
Great outcome for you and the car. Well done. Few people will ever know the truth about driving a P76. The faster you go the better they are to drive. It’s like it all comes together over 80 Koh.
Thats absolutely correct, at low speeds it feels just about as heavy and unrefined as a Holden around a carpark despite its light weight but on the highway it just goes and goes and goes. Sounds great, pulls fantastic, bundles of torque. Really the perfect engine for this car, super light, small capacity for a featherweight chassis and GVM. In fact i'd say its criminal that this car never got a fair chance, its equivalent or better than alot of cars on the market at the time and it just purrs at 110kmph
@@cutcat8437 could not agree more
This video was really funny and a great watch keep it up!
"There will be no booze" I remain somewhat skeptical. 😆
The Yusuf Islam of our time
and you are the Yakub of our time
This is your best episode yet
wind noise goes BBBBBCHCHCHCHCHCHCHCWOBBLEWOBLEBBBBCBHCCHHHHHHHH
Welcome back Cut
Great series Thank You!
thanks for watching
@@cutcat8437 I am searching in vain for video on 420G IRS handbrake assembly
@@seriousros7280 There are really good diagrams of the handbrake assembly in the MkX service manual (and its description of removal, repair and refitting) and the MkX parts catalogue (for exploded, high quality diagrams). Theyre really simple to get set up and are usually the last thing you put back on after putting the IRS together, its just a pair of mechanical calipers bolted to the hydraulic brake calipers and a cable adjustment (two locking nuts/sleeves) once the cradle is back in the car If you would like to see someone install one, there are plenty of E type, XJS and XJ6 videos out there that are essentially the same, if slightly different bracketry to the MkX/420G cars (poms revised designs non stop through model cycles) that can help you out. I no longer have footage of me doing my handbrake setup shot for this series due to a catastrophic hard drive failure three months ago which has wiped every raw clip of this Jaguar series, whats on this channel is all that remains anymore.
@@cutcat8437 Thankyou I'm a pom so at least have parts available. I've been educating myself re the IRS and it's progressing. I've inherited my beloved husband's 420G project and don't have his wealth of skills so, a challenge. Your videos are full of great tips. Are you still enjoying your mobile drawing room? It will be an experience to drive as I am small and the car is bloody enormous.
The Deluxe is now a rare bird. You have a survivor there. Most were spect up to Super by their owners over the years. There is a Deluxe at Birdwood museum. I have some Deluxe interior stuff here James in a wreck, don’t know how good it is but we live in the same state and we could take a look sometime.
I appreciate that, it can be difficult to find interior components since Leylands in general arent common. About a month ago the drivers window fell in the door skin despite being wound up, turned out the pivot point for the regulator arms was glued to the glass surface itself and the glue had failed, easy fix though as i just stuck it back on with JB weld. For the cracked dashboard i just cut a new dashmat, and as far as people 'upgrading' to Super specs this car was a bit of a victim by having a Super/Executive gauge cluster instead of its original two pod Deluxe arrangement. However ive heard plenty of stories of odd options getting ordered and Leyland was giving the customer anything they asked for, including a case where an Executive was optioned with the 2.6 E6 rather than what is supposed to be the standard 4.4 v8 fitment. I really do prefer the single headlight Deluxe, i thought the Super/Executive front end treatment wasnt as nice looking especially compared to the much better looking nose cone/grille on the Force7v's. I know its an unfair comparison but i thought the standard super grille was the tinny looking one, not the single headlight version. Dual headlights look really nice on other cars, but for base spec or more simple cars the single headlights suit the styling better, sorta like the difference between an XC Falcon 500 compared to a XC GXL trim, or an Austin Tasman compared to an Austin Kimberly. Its all a matter of opinion but thats my view on it Im shooting an episode this week actually, i apologise for being away from publishing videos again, but the interiors all back together (newly upholstered seats, new mudflaps, new reproduction rubber boot mat, new carpet, resealed rear window+new trim, new seatbelts, dash and parcel mats, greased window mechanisms, all doors fully operation etc), new water pump, all the rust finally cut out, welded, bogged, sanded, painted, grille painted, engine not misfiring and pulls very well, new brake lines, all electrics working, "rebuilt" wiper mechanism, its no longer popping fuses, new battery tray, and just a bunch of little things Thanks for watching
@@cutcat8437 Thanks for your reply. You have certainly progressed with the P76. I too have seen a lot of factory fitted specs that don’t quite match the badge. You are correct Leyland did as the customer wished. I have seen bucket sheets factory ac V8 with a 3 speed manual badged Deluxe. I personally prefer the super grill and lights but hate the rubber bumper strip on the Executive. I think spotlights fitted behind the grill on the Deluxe look very smart. I must check and see if any dash parts from my Deluxe wreck are any good. You could have them if you want. I have a Super V8 4 speed in the shed in much the same condition as yours before you started working on it. When I was a teenager Dad had a Deluxe 6 cylinder auto and followed it with an Executive. I also have 2 Leyland tractors and would love a Leyland Mastiff truck with a V8 Perkins but this hasn’t crossed my path yet. Keep up the good work with this special car.
@@cutcat8437 Been thinking. I have broken 2 drivers windows in my P76 history. Glue let go and popping out of its tracks. Thankfully yours didn’t break. Have you got the update scuff plates that direct the water from the door drain to the outside? These are important to keep the water out of the foot pans. This was a bad design and sorted with this update on later cars. You often hear people say the next upgrade would have been better but I think the p76 is something totally unique with so much discussion about it and the mystery of the Force 7 and wagon and P82 V6. I find it a fascinating story and I have one.
@@davidrobertson376 Have you ever seen the proposed Series 2 P76 concept cars? They completely redesigned the rear quarter panel and decklid treatment with more integrated taillights similar to the change Valiant sedans saw with its rear end treatment going from the more sculpted VK to the streamlined and rounded CL rear lights. The C pillar remained and the rear windscreen glass stayed the same however. And i kind of see where the P76 was headed had it continued through to the P82, essentially an oversized Austin Allegro which i think might've borrowed design ques from the P82 project. Maybe not the v6 part but for the mid 1970s it was very industry conscious to know that that would be where we would end up with fwd v6 layouts being a universally adopted standard for mid and full sized cars. As for the P76 continuing as it was, especially with Leylands financial situation being perilous their only option wouldve been facelifting the body. the big three all toyed with updating the aging 1970s bodies, the CN Valiant having square headlights, C pillar glass, updated taillights and modern wheels and interiors couldnt hide the body. The most successful of course was Holdens WB Statesman but even that needed completely new sheet metal everywhere to give it an additional 5 years when it was clearly still a HQ chassis. And if you really wanted to see how badly an old body dates, check out the Argentinian Ford Falcon and how they made a 1962 body last until 1992, the 1955 Morris Oxford being facelifted until 2014 as the Hindustan Ambassador, or the Rootes Arrow/Hillman Hunter of 1966 lasting as the Paykan Iran until 2005. Those are extreme examples but it shows how dated a body can really be and realistically thats the challenge Leyland wouldve been facing, since the companies issues were never getting better. Even if they managed to sell 20 times more P76's, got the Force7v onto the market, fully realised the wagon model and started developing the P82/co managed the Allegro or the Series 2 P76 the British side of management was going under regardless, in my view Leyland Australia was doomed. That being said, how would i know which sill/scuff plates i had with proper drainage accomodation? I just painted them and the rims today ready for new tyres tommorow
@@cutcat8437 I am enjoying the discussion. The financial situation of huge corporations like Leyland and International Harvester are hard to understand. How do they fall apart? They seem to think it will go on forever just doing the same but then they think the way forward is rationalisation of the products and workforce. The P76 at least was an attempt to meet the local market. Your comment about series 2 tail lights is interesting. I believe the panel that holds the tail light assembly was necessary because there wasn’t enough room to turn the car on the assembly line and this was fitted near the end. The factory was built to assemble Austin’s and Tasmans. The update scuff plates have a ridge all the way along that the door closed against. It follows the trim down the edge of the door frame. On the original it just disappears and the plate is flat but on the upgrade it continues right along. I remember Dad buying a set at Leyparts in the 1980s for the Executive. I wonder if anyone in the clubs has pressed new ones.
The language comes from working on English cars
Interesting as i have one the same
Terrific job. 👍
Mate, love your work on the big jag and I'm a big fan of 420g
absolutely gorgeous and underrated cars, by far my favourite saloon Jaguar ever made
4.4 is NOT the same as 3.5...parts are NOT comparable...
this is correct o_0
sounds nice, i want to put duels on mine.
Thanks, mines the single exhaust outlet (both banks converging into a single pipe) and as far as I'm aware only the Targa Florios had factory dual systems and any other v8 optioned p76 only came with a single exhaust. The cool thing too is a dual system without a crossover pipe would makes it sound like a real thongslapper, a sound i think is synonymous with the 1970s and 1980s. Listen to this clip of a Targa Florio in an episode of Homicide, as new and as factory as it could be (and maybe even the earliest appearance of a p76 on film) ua-cam.com/video/JD76pkqy1GU/v-deo.htmlsi=mdR8RgypTScdU5rJ unless the film was overdubbed (a standard of film production audio mixing so the exhaust sound could've been sampled from something else during editing for better clarity in a scene), they sounded very mean from the factory. Thanks for watching
nice p76 i done a video on my one.
I want to drive it, let me drive it i know where you live
shoulda put a 265 in it
i made progress on my resto project I set it on fire problem solved LOL
Thanks for posting Cut
Just incase it might help, I think I heard some use a Toy-oder 5spd. in their '60s Jags. 👋😁
HELLO AND WELCOME TO PART SIX
I loved test driving the V8's when they were new and came in for service. They have a great exhaust note ,especially the 4 speed manuals . I can say that yes the parts used by other car makers was a thing with the p76 especially the brakes and Diff in a small car market like Australia in the 1970's.
It was a big relief, the brake master cylinder can be included with shared components since parts stores have told me theyre the same as XA-XC Ford Falcons (disc brake models). They sound pretty neat i agree
based gheyboi
best gaibuoy