2004-01-22 11:04:49 | pauls writes:

Info gathered with permission from:
www.hendi.nl/xke/main.htm

850003 is the earliest RHD roadster in the standard serial-number series still in existence, and it is reported to be the oldest roadster existing. It was the second E-type build by the Production Department as opposed to the Experimental Department. RW.' It is reported that Norman Dewis felt it Experimental Department. It was often seen in the press, registered '77 was designated as a development vehicle not a press car.' It was reported to have been driven by Bruce McLaren and Jack Brabham. It was sold by the factory in early 1962, and was used as a demonstrator. In 1967 it was advertised in Motor Sport, and was bought by its present owner. In 1991 it was located in the UK and was in very original condition.

2004-11-09 10:35:53 | pauls writes:

This car was mentioned in an article on the JDC website, partial text:

December 2000 Restoration of 77 RW Begins
On immediate return from our annual autumnal slow-road trip to Geneva - this time with our E Type Register Chairman John Burton and Fred Lodge in tow, in order that JB could meet Pierre Pittet at his home in Vaud and closely examine Pierre's famous '61 Salon launch fixed-head (885005) - we were soon off up to Martin Robey's fine factory in Nuneaton. A large area of which is being taken to strip completely the first roadster (850003), registered 77 RW. And very thoroughly too, as this was to prove. She had arrived there on the 25th September as a non runner with no MOT, a 40 year old
'dead' but historic E-Type - even the spine was disintegrating. By the time we saw her on Oct 5th, nine working days later, she had been dismantled - very carefully - including sandblasting of body shell panels. And with over 96 very early differences already noted on this really handbuilt roadster. Things such as: 'body number R1004' stamped on picture frame where chassis numbers are; an extra starter button on l/h side dash panel; boot floor central panel ribs riveted in place, with additional support pad on offside rear quarter for spare wheel tyre - RW being the only E type with this on; plate on
bulkhead top drip channel has side flange; and so on - all minute detailing. A pleasure to see. For RW is in extremely competent hands with Martin Robey's highly experienced team of around fifteen - their pooled knowledge exceptional on these sort of projects. Each part of their progress being noted with appreciation by Tony O'Keeffe at the JDHT, whose conscientious cameramen had, so far, taken over 500 stills and 15 hours of video! 'Detail and attention to RW is unsurpassed here' says Tony. We were shown around her skeleton, initially by Craig, one of Martin Robey's three sons,
before Martin himself guided us on. First, we saw real craftsmen Andy and Aubrey tackling the remains of the front and rear bulkheads - drilling out spot welds - revealing all the initial handbuilt panel adaptations and saving as much as humanly possible. This front bulkhead, minus any form of ventilation down to the driver's and passenger's feet, had been fitted with an air ducting system, including flaps pop-riveted in place. Also, this bulkhead is flat on the right hand side, as they saw no reason for it being recessed. It wasn't until they came to fit the Kelsey-Hayes servo they realised if it was rebated around there it would assist the fitting of said servo. All clips holding the wiring and piping are pop-riveted on to establish future positions. Such an early shell, don't forget. In some places on the front bulkhead too, the original makers had not realised it would be necessary to put 'captured' nuts in - so they cut slotted holes to fit a type of twist and lock experimental 'captured' nut. A true hand-built 'hand-built' shell! Another thing standing out on this first production was not
knowing how high the battery bracket was to be attached, so this, too, was fitted by experimental 'captured' nuts holding the bracket to the inner sill. Obviously after this data was collated, these panels were produced with their 'captured' nuts fitted.
Our tour continued viewing the old floor, discarded sills, and much rusted body panels, some laid out for copying, for even RW's floor has extra swages as do the first few of production - RW being constructed by trial and error in 1960.

RW's engine, the one to take her to 151mph, stamped proudly R1001 (there is none earlier), lay before us completely dismantled. The only sign this engine had of 'tweaks' were polished con-rod big ends in order to allay oil adherence, assisting revs. The head, carbs, exhaust and crank are as standard. But the bottom timing chain tensioner had popped out showing evidence of a highly stretched bottom chain equivalent to RW's 121,000 clocked miles. A small bore oil pick-up pipe on an early oil pump too; scroll seal on the crank's rear. This engine's big-end shells had been replaced - indicated by someone who had re-marked the big-end caps with numbers 1 to 6 reading from the front, unlike Jaguar who stamped theirs from the bulkhead end. These big end shells are now worn out. Also pistons and rings show heavy wear. The original lightweight flywheel (not by today's standards) needs its face skimming, and the very old spring clutch replacing. It still carries its old fashioned C45PVS6 dynamo. There is no inspection hole in the bulkhead for the starter motor's removal. One engine side frame is broken, the other has rotten lower tubes. If the vertical on these frames are proved true - the one on which the engine mounting sits - Martin's 'frame man' will retube them. The original picture frame is still damaged from when the bonnet blew off in '65 (see last month's 'E Type News), which broke the bonnet frame - subsequently replaced by a later type frame. The back axle shows all the early features: its diff mounting brackets are split as they were on about the first 50 E types; a flat base with no flanges; the hollow lower tubes with gas welds visible; the fabricated drive shafts, prop shaft and non-adjusting hand brake mechanism. Back with the body, discoveries went on. Its restoration extensive, following every nuance. Each panel going to its respective specialist, their eyes trained to spot any variation. Martin's
'door man' found the skins were built in two pieces with leaded door tops - was this Factory intended for lack of door top chromes? This same 'door man' spotted experimental holes in RW's door shells, some being three mill out... The 'rear wing man' is copying the originals. The exhaust heat shield is another novel example, having included the gear box heat shield - all in one piece! On this car the complete shield needs removing for engine and gear box extraction - a long winded process, modified for production cars, all adding a huge learning curve for the Robey craftsmen assigned to 77 RW's renaissance.

Yet another early example is RW's one-off fuel tank. Here the Jaguar pioneers discovered the angle of the fuel pump mounting was incorrect. In order for the original pump, which had 'weak seals', to draw fuel from the bottom of the tank, it needed to be cut and recessed enabling the pump to be positioned lower, thereby enabling greater efficiency. Their learning curve. Other details include the B post door catch being made, by hand, and attached to the shut-face. The 'bootlid man' is replicating the original bootlid skin with its side rebates. Here Martin's 'boot floor' panel man is lovingly creating its replica - the welds placed in exactly the same spot and size as in '60 - even copying some poor quality welds found in a corner. It was strong enough then, at its rudimentary start. More skilled work. So you can feel that Martin Robey's establishment, with over twenty years of E type know-how, is the best attention RW could receive - nothing taken away from Jaguar's history by Martin's devoted staff. We even felt the original seats, slightly tattered in places but hopefully redeemable. Just think of their history too. As with her steering wheel. This report is compact, to leave room for as many photos as possible. But there is a lot more going on. Next month we'll update RW's progress, and add a report of our recent visit to see the '61 Geneva Salon showstand fixed-head over there, which should keep Swiss JDC's Urs Haehnle happy.
And good man Pierre, her present owner. Lastly, with just a line, our huge thanks to Eric and Paola Biass and our other friends in the Jaguar Club Genéve for their immense hospitality during this autumnal trip. And, of course, Martin Robey, son Craig, and Tony O'Keeffe for our intimate recent trip with 77 RW. Not forgetting Mike Kilgannon, her saviour too! MP. (Ably assisted by JB's legendary expertise.)

2005-08-02 15:04:37 | pauls writes:

This car is also featured in the "Victory by design" DVD said to be the oldest surviving E-type.

2008-04-09 00:08:08 | pauls writes:

There is a several page article about this car, its history and restoration in "Jaguar E-Type" Jaguar World Monthly magazine, a collection of previous articles printed in book form. ISBN 1-873098-74-X

2011-01-23 04:04:59 | Anonymous writes:

Engine and gearbox numbers shown on the data plate (R1424-8/ EB538JS) were for 860003, the third RHD coupe, and have been corrected. 77RW was fitted with the first E-type motor by number, R1001-9.

2011-02-17 05:48:55 | Pekka T. writes:

can also be seen in this video: www.jaguarheritage.org/JaguarHeritage_History.aspx There exists also colour film of Sir William arriving at a venue in England with this car.

2012-09-16 21:08:44 | pauls writes:

And also in the following "Victory by Design" video:
www.youtube.com/watch

2017-05-30 22:26:58 | Daniel writes:

PIPPA MIDDLETON AND JAMES MATTHEWS WEDDING E-TYPE - Daily Mail
May 21, 2017

www.jaguarmagazine.com/pippa-middleton-james-matthews-wedding-e-type/

2022-07-22 16:05:54 | DSL writes:

Appears in 1961 film "Man at the Carlton Tower" along with 1600 RW [850004].