They even offer PayPal credit. 
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It would be but in my case it needs to be 1984 series 3 XJ.The product support for the 1/2/3 series XJ and by implication XJS seems to have gone off a cliff since around 2005/10.
At best brake pipe replacement is all now variations on the theme of DIY knock offs from straight pipe supply in copper or copper nickel.When these cars involve very complicated accurately bent and angled long pipe runs.
The point is if committed classic car enthusiasts and users like myself have grown disillusioned with the scene for all the reasons I’ve given.That could probably be extrapolated across the scene to be shared by many others.I only wish that I am wrong.
Valid comment really. Owners need to be realistic about what they have, there’s plenty of engineering firms out there who would happily do the work but you’ll pay for it. And is it worth it? What’s the condition of the rest of the car?
Proper classic car upkeep needs a decent budget if you’re using them regularly.
Plenty of bargains out there to be had though.
It’s not a case of 90 degree bends at each end.It’s a one piece length of pipe, containing numerous bends of different angles sometimes reverse angles and double angles, in numerous specific locations and of specific radii all requiring their own specific bend allowances to end up at the right overall length for each end.
The ends also being of different angles involving a double angled hook shape on the near side.An error at any point meaning it’s all scrap.
Nothing to do with any flare allowance these are all pre made and flared straight pipe section kits supposedly of correct length but requiring laughable guesswork to then get their form right.Which requires the factory jigs.The result at best being the wrong material at worse just as difficult to bend correctly as steel even if all the bend allowances and radii can be guessed correctly.It ain’t the correct way of doing the job.
Ironically the ‘brake lines’ aren’t extensively corroded at all.The corrosion in question being a very localised and a typical exception proving the rule of the OE fit plastic coated steel pipe being second to none.
The same goes for the floors and inner wings and other structure of it underneath it looks like almost new easily passing the hammer and screwdriver tip test with an MOT history to prove it.
Lack of previously easily available factory quality replacement parts as required is the problem.
FFS Carryfast, get your story straight. It sounds very much like your making excuses because you lack the skills to fix, what you now claim is a minor issue.
You could just replace the damaged section. If it is short enough a flexible braided hose would do it. Make a decision, either fix it or bush it.
Firstly I’ve shown why under your own rules 100% copper pipe is at best inadvisable at worse illegal.
Under our rules we aren’t allowed to replace any previously solid pipe runs with flexible pipe at any point.
In this case ‘if’ the corrosion had been on any of the straight sections of the one piece pipe run and ‘if’ there was room in the location route channel I would have cut it out and put in a new section of straight pipe connected by unions at each end.However that isn’t the case on both counts.
To do the job properly means a complete new one piece run of hydraulic pipe direct replacement new for old.Which until I guess around 2010 would have been a case of walking into the local Jaguar agent parts department and ordering it over the counter, under the factory classic parts scheme, pre formed steel pipe and ready to fit.
The same applies to stuff like suspension, steering and drive line components let alone critical engine components.
The situation is now about to get even worse with the closure of all previous and existing Jaguar manufacturing capacity.
I guess similar will apply to product support for Holden and Ford Au kit.
I was shocked at how quick this situation all came about.But reality says that unfortunately Lancpudn ain’t wrong on all this.
Move on, everyone else has. Pages back it was explained to you that no-one was pushing 100% copper and in this context, copper actually meant copper alloy.
You guessed wrong, product support has been picked up by the aftermarket industry, enabling the restoration of all model of Holden and locally built Falcon and Valiant, particularly.
Specialist workshops are another source of superseded parts and reproduction.
You’re using this minor hiccough to mask your inabilities and or lack of enthusiasm/inspiration/gumption.
If your claim is true, you don’t own a classic car, you own almost two tonne of scrap metal.
The only thing classic here is the classic Carryfast exaggeration and overstatement.
About bang on the money. Lots of owners out there with essentially piles of scrap that are going to take a fair amount of time, effort and money to get roadworthy and tidy.
If I ever came into money I’d get a place where I could have a little workshop, 4 post lift in there, enough room to work and a bit of storage. As it stands I’m not keen on working on a wet driveway that isn’t even mine 
You might find this helpful:https://www.sealey.co.uk/product/5637818091/brake-pipe-bending-tool
It allows you to match the original to your replacement.
Don’t waste your time Cav, he’s full of excuses. I’m starting to doubt that he even owns a Jaguar, all we’ve seen is a magazine article, from before he allegedly owned it.
It’s not so much the piles of scrap as good solid viable cars that are effectively impossible to maintain properly for lack of factory product support, or at least factory quality reproduction critical parts.
Thinking about it I’m not sure if I would be part of a different type of classic car enthusiast who’s just extending the life and usage of a type which was actually current still in production when I started with it and still using it and maintaining it on that basis.
Which obviously creates a conflict of interest v manufacturers who see that type of ‘classic car’ user as a threat.Edpecially when the car in question could be seen as superior/more fun to drive than its current types or even contemporary products in the day.
Where else could you find a 6.0 litre V12 powered four door saloon with manual transmission for example.
At least the world of classic car restoration is reasonably well catered for with specialist suppliers; it is not so for commercials. There are some excellent specialist companies about but not many. The variety of fittings especially is huge. British Standard Cycle Thread stands out. Pipework isn’t just 3/16", it is 1/4", 5/16", 3/8", 1/2", 5/8" or 3/4" It will be Steel, Nylon/Plastic or Stainless. If it is Plastic it requires a tube insert which varies according to the wall thickness. 1970/80’s Seddon Atkinsons and IIRC ERFs used Enotts or Imperial Eastman fittings which required a tool with a barb on it to force an insert flare up the pipe and to crimp a collar over the top. DAFs from slightly later used two different style of Voss fittings. From 1990 onwards the variety goes off the scale There must be around a dozen different style of pipe fittings some of which are single use requiring special tools to dismantle - you can only shorten the pipe so many times. I have recently had to advise a customer to sell his preserved lorry because rust from inside the pipework is contaminating the air valves so all the steel pipework needs renewal, either in metal or plastic, both of which will be unaffordable and that discounts the air tanks.
If you discount the compromised and sub standard quality of too many ‘re production’ parts and/or simply unavailability in other cases it’s all a similar situation.In many ways it directly reflects the loss of the country’s industrial capacity.
Ironically it was, maybe still is, possible to replace more or less all the internal engine components of Jaguar engines with superior upgraded ones.Similar in this case with the TWR options.My original plan was to put bigger liners with the longer stroke TWR crank taking it to 6.8 with warmer cams.
It’s clear that having superior 1980’s types than 21st century ones running around isn’t in JLRs business model.So they obviously sabotage the supply of other critical stuff.
Without some sort of factory backing, or after market industries, committed to accurate quality parts reproduction, using factory design and tooling, realistically the restoration scene isn’t viable.
Even without the issue of potential future legislation wiping out investment in the scene overnight.Or modern fuel prices based on modern fuel consumption expectations.
It didn’t help that I was shocked by the fuel returns and capability of modern small capacity turbo engines combined with the relatively lower speed regime on the continent.So long as it’s combined with the modern idea that durability isn’t relevant it’ll be bought main agent approved and traded back in within warranty.
i know you will argue this but join a club. they will have all the knowledge and there will be people that know the cars inside out and able to help you. if you dont want to bother sell it on. dont give me the cobblers that you want to keep it original if your going to upgrade the engine. there are ways and means of doing anything.
He’s full of excuses, I’m serious doubtful the car is even his.
He’s been offered multiple alternatives and I suggested the club thing, at the beginning of the conversation. There’s an excuse to counter every piece of valuable advice.
His story has more twists and turns than Pikes Peak.
This might seem like a dumb question but why can’t flexible braided lines be fitted to a car instead of the carefully bent into shape solid ones?
After all if it’s good enough for high performance motorcycles why not cars?
What are you on about.Its already as far away from original as it could get.They were never made with 6.0 litre motors, ITB injection, or 5 speed manual or AP racing brakes and outboard rear brakes.
The JEC etc can’t provide other critical parts that ain’t there and that ain’t there because they can’t be provided without factory product support.
Unaffordable is the word. All comes down to money. I’ve been to Jaguar meets with my less than perfect XJ, people there with pristine examples of every model. Even v12 XJ40s CF
Doesn’t suit his agenda.