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Grammar aside, it's too bad this has become such a problem due to the engine's condition. Interesting way of putting it, though, as I would have thought Overhaul is what you were looking for while Rebuild is doing everything rather than the other way around. Anyway, I hope you can find some viable solution to get it up and running again! I have a nearly fully rebuilt 245 needing reassembly from a 1940 but I doubt it would work in your car, and its on the West Coast.

As interesting as it would be to have a Jag motor in it, would it be easiest to just use a Packard straight 6 from whatever year you can find? You can probably find one from a parts car for cheap and maybe get away without doing a full rebuild.

Of course there's always the small block Chevy route. I'm not a fan personally but it would be a cheap and easy way to get the car running.

A big Hudson six would be nice.

Unless a known good XK motor drops into my lap, probably the next best cheapest would be a Packard Six. I would need to find a complete motor
with accessories from fan to back to bellhousing and all clutch components.

One of the guys on the Jag forums mentioned trying to find a running Series II or III Jaguar XJ6 and harvesting just the motor out of it, as those would have a suitable later production XK motor. Did a cursory look around my area, and didn't find any running cheap candidates. Lots of "ran when parked" examples.

Also, a 55/56 Packard motor would be great, but not sure it would fit both width wise and probably would have clearance issues with the steering column.

But, I bet that would be a fun ride!

I saw one of those V8 conversions in a late 30s model at a PI meet sometime in the 80s. Think the mechanics last name was Bryan but long retired and maybe gone by now.

The clearance to the hood sides was very tight and steering shaft hookup was involved and kind of scary -- as I recall 3 U joints connected by short shafts were needed to go down and out to clear the head and manifold. I think one of the shafts also had a center bearing support too -- but I won't swear to that. Surprisingly, it did work and the guy driving it said he had not had any issues.

Another option for a less involved setup which might not have been as easily available then might be a flexible shaft that could take a gentle curve to bend down and around instead of needing the angled short straight shafts. At the best, direct connection at each end and at the worst, it might still need one U joint. Downside to the flex shaft -- at least if ordered thru McMaster -- is a shaft beefy enough to carry the torque needed to turn the tires when the car is sitting costs several hundred dollars.

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Lucky for you I have 3 spares (both 55 types). If you're a bit more ambitious, I have a spare block and heads of both 56 types. I think I can get you whatever accessories you may need for it. If not, Ross and Mike D have piles of this stuff as well. One engine is out of a less than 50k miles car and it runs. I can also build you up a harness for it, firewall forward side, since you will need to mate it with a rear of firewall arrangement.

If you're interested, perhaps you can come out and we can pull that engine together.

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Here is a front view of a V8 engine. I will need to grab a dimension for the width.

Edit: Overall width (side peaks of valve covers) is 23.5".

Thanks.....we have a few irons in the fire for options.

Can someone with a convertible coupe tell what the original width is (side to side) on the vertical plywood bulkhead behind the seat is?

I have 150.5", and I made mine from a pattern from the original plywood panel. I know you have the business coupe style, but I suspect the top dimension is the same as it is the same body.
I have attached an image of the original for reference
Hope this helps,
Bob J.

TX Goat is right, typo!!
It is 50.5"

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  Front Seat Panel.JPG (2,669.26 KB)