Original 4.2L tri-power set-ups are exceedingly rare and expensive. They were used only a few years and harder to find in the aftermarket than a Jaguar owner at a dirt track race. However, with a little ingenuity and a trip to the Jaguar Doctor, the much more abundant (and far better) 3.8L tri-power set-up can be installed on a 4.2L head. I found such a set on ebay, bought it for $750 and brought it and my Stromberged roadster to see the Doctor. Thierry and his crew dismantled the carbs and manifolds, sandblasted, cleaned and polished the visible parts and rebuilt and honed the parts that do the work. Blocking off unnecessary water passages that once heated air in the old intake manifold solved the conversion of a 3.8L unit to 4.2L duty. Fabrication of some throttle linkage bits and a slight modification to the air cleaner plenum completed the job.

The change is literally night and day. At long last, I’ve got an E-Type that lives up to the hype. It is fast, strong and will not run out of breath up to and beyond the redline. It pulls like a freight train with power and torque throughout the rev range. It purrs at idle and roars like crazed cat on launch. Hell, its looks alone are worth the time and expense! It is so good, I’m having the 2+2 done in the same way with a “barn fresh” unit I located in Ft. Pierce.

Those with a Series II E-Type and carb envy, fret no more. This solution is still undiscovered by most, so snap up a 3.8L unit while they’re still cheap. You’ve got to make certain they’re for 3.8L E-Types, however, and not for saloon cars. But they’re out there, waiting for enlightened owners like you.

Installation is easy as all you have to do is remove the standard air boxes and bolt the four units to the carburetors.

Most people think that the sound of a car is defined by its exhaust system but forget that the intake part is just as important. These filters, combined with a low restriction exhaust, create a wonderful and powerful sound, especially above 3500 RPM under load where a deep growl starts building up.

Pascal Gademer, 1972 E-type 2+2
Picture from John and Cindy Gommel’s 1973 E-type OTS

My 72 E-type came with old mismatched Pirellis when I bought it, mounted on original wire wheels with tubes. In the first month, I got two flats due to the tube rubbing against the spokes.

The first set of tires I installed on new tubeless Dayton wire wheels were 215x70 VR 15, Michelin MXV4. I thought they were ok, good handling and ride qualities but somehow felt that the high profile didn’t provide the precise steering I expected especially when cornering hard.

After 10 000 miles, I switched to lower profile Pirelli P 6000 225x60 ZR 15 and was amazed by the difference. The handling was dramatically changed for the better with more grip in corners and higher precision. As a bonus, I noticed a sharp reduction in road noise at speed and the ride is just as smooth despite the lower profile. Speedometer error turned out to be minimal and loss of ground clearance was almost non existent.