I know that I am irretrievably old-fashioned, and here’s the latest example.
Former footballer David Goldenballs Beckham was seen proudly showing off his new car, a McLaren 750S, valued at about £240,000 ($310,000).
Now never mind the stupid-money price (I know, the McLarens are supercars and probably worth it, just not to ordinary people like us. Forget the money for a moment, if you can).
Now take a look at this nuts-and-bolts restored/upgraded 1964 Jag E-type Series 1:
It looks so hopelessly out of date compared to the 750S, doesn’t it? And yet it’s on sale for a third less than the McLaren, at $218,000.
That’s also stupid money, but I have to tell you that if I had that kind of stupid money, I’d be driving that Jag already, and not the blingy over-powered and overpowering McLaren. Just for kicks, know that the 750S needs to have its oil changed about every thousand or so miles, an operation which requires the engine to be dropped out of the engine bay, and can cost in excess of $25,000. The Jag? Nothing even close to that in cost, let alone inconvenience. Hell, with a little learning and practice, you could probably do your own oil changes. (Not that I would.)
Take a look at the Jag’s interior:
…compared to that of the McLaren:
Note the thoughtfully-placed accommodation for Goldenballs, or maybe it’s a pee-hole for Victoria in the passenger seat… either way, that interior looks like it was designed by LucasFilms.
Sorry, but no. I love cars, I love performance cars, but to be honest — and this was as true back when I was younger as it is today — that wonderful Jag 3.8-liter engine, with its top speed of about 140mph is far more appealing than the million-horsepower McLaren electro-gizmoded powerplant.
And to be honest: I think it’s far easier to get in and out of the E-type — and that’s a nod to my advanced age.
Beckham can afford the McLaren, and there’s no wealth envy on my part. What I can’t forgive is that he gave his son an E-type for a wedding present — except that he’d had it converted to an electric motor.
The hole in the seat is for the Anti submarining straps of a 6 point Harness. Cars like the McLaren or my GT3 can develop consistent breaking forces of more than 1 G just on sticky summer Street tires, maybe 1/2 a G more on a set of Race tires at a Track Day with cornering forces almost the same. Passengers are stunned when they experience these stopping and cornering forces for the first time. When fully strapped in with a 6 point system including a Hanns Device during a track day you can then focus on car placement instead of spending a lot of energy just trying to hold on with only a 3 point standard seat belt that you can’t get tight enough to hold you in one position in the seat. Add in the semi-reclining seats of the McLaren and the crotch straps become ever more important. ….. and there is no dignified way for Victoria to get out of those seats in a dress.
You could learn to change your oil and Filter ( always do both ) in an XKE with 15 min of instruction. However, your apartment complex takes a very dim view of that sort of activity in their garage, I’m sure.
Where are the cup holders? Neither has an adequate cup holder solution.
Driving in either pretty much prohibits the filthy practice of drinking (or eating) in a car.
The Jag was one to be DRIVEN and with twin SU carburettors was overpowered for the weight, I loved driving it. Getting in and out was another matter at 6′ and 240 lbs (back then). Sigh! Manual of course, who would ever want it otherwise.
They’re both retarded as far as I’m concerned.
I’ll take a fully restored early 50’s chevy 5 window truck or a restored 50’s powerwagon. And there will be enough money left over to insure it for the next 10 years or more.
I think you may owe me a new keyboard. I got down to where you were talking about oil changes and snorted coffee out through my nose. If the Jag’s engine is restored to “original” condition, there’s probably no need to ever change the oil. At every gas station you just check the gas, then fill up the oil.
A buddy of mine and I picked up a junked Triumph Bonneville (750cc) and stuck the thing back into working order. All of the electrical wiring had to be replaced since the insulation (whatever it was) would crack and flake off with the touch of a fingernail leaving you with bare copper. Voltage regulator was blown, so we dropped in a Honda regulator (thank Lucas the Prince of Darkness). But the worst was the never-ending oil leak at the cylinder head. We finally had the head and top machined flat (for more than the bike cost us!) and laid on new gaskets and specialty sealant, got it all back together…and it STILL leaked oil.
We later found out (after I nearly died on that bike, totalling it, and not riding again for another 5 years) that Triumph engines were just going to drop some oil. Heck, some of them even leaked through the aluminum blocks due to excessive porosity. Maybe Jag engines were much better than Triumph’s, but I’d still guess it would leave an oil mark on your garage floor. If it’s a “resto-mod”, then a better engine would take care of the problem.
Personally my dream car would be a 1961 Mercedes 190SL convertible. As close as I can get to that on our budget is my wife’s 1997 Miata, which while somewhat underpowered is a hoot to drive here in NW Wyoming mountains.
Yes – The biggest problem and source of the leaks is that the engine has a Cast Aluminum Cylinder head and a Cast Iron Block. Different coefficients of expansion is a guarantee that it will never quite have a good seal between them. Maybe they figured that the sludge left behind by the poor quality engine oils of the time would help seal the leaks. But the generally accepted definition of a “Resto-Mod” is modern components with the look of the look of an original and hopefully fewer of the problems. A full Frame – off Restoration uses as many original components as possible with some pieces being remanufactured using Modern materials but made to look like originals ( For example Wiring Harnesses, Brake and fuel lines and some internals. )
My neighbor has a tow company.
They had a newer Datsun 350z going to lien auction.
I was able to get in… gravity assisted.
Getting out required several minutes of shifting and squirming and climbing.
I eventually succeeded by reaching *UP* to grab the bumper of a real vehicle next to it.
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That cured me of ever going back to a sedan.
My trucks are tall, visibility unlimited.
Speaking of old-fashioned…
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I just re-read VICTORIA : A NOVEL OF FOURTH GENERATION WAR.
http://www.amazon.com/Victoria-Novel-4th-Generation-War/dp/9527065453
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Several chapters are devoted to a town of traditional households, the husbands dressed to the nines in suit and tie, feminine wives tending the home and raising the children.
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1940s vehicles are popular.
Criminals are non-existent.
The entire government consists of a pair of part-time volunteers.
I was a tight fit in an XKE. I am 5’10”, weighed 185 and this was when I was a teenager in 79. I was in the passenger seat. I was friend’s with a doctor’s son. The XKE was the doctors midlife crisis toy that the doctor drove only on special occasions. His son would liberate it when his parents were out of town. We got into lots of trouble together.
I have no idea about the 750S. I have never seen one in person.
Dang! You are giving me the nostalgia bug. That E type was the exact model and year I owned from 1980 to 1990 only in Olde English White. Bought it in pieces, rebuilt it to 95 point condition (traveling to and from Blighty at the time, all the Connolly leather was hand carried back along with many other original parts from various breakers around London). Took me 7 years to complete. Sold it for good money in 1990 but nowhere near what you have just cited, good God! Should have kept it but growing family forced other decisions. Sigh! 95 points because the radiator was new brass reproduction and the overflow tank for same was from a more modern E-type. Waah!