First job i did on my GTV6. With only jackstands that took some serious contortionism. There is kind of space between the spare tire well and brakes/transaxle for your head to go...as long as you can hold a half-situp or a yoga pose to keep it there.
Depends on the application.
Pics during construction circa 1974 of the D/SR I later owned.
8" front rotors, JFZ calipers. Honda NX600 halfshafts, wheel bearings and hubs. Jongbloed aluminum racing wheels F&R.
Single 10.5" rear rotor w/ drive tube. Same Honda NX600 axles as front.
Fabricated aluminum hub carriers and uprights weighed 3-3.5 lbs. bare each, substantial unsprung weight savings. Never had any halfshaft, CV or brake issues. Only real issue w/ this setup was the NX600 hubs/ stub axle splines wearing, part of which I believe was due to slicks being much stickier 20 years later.
Still think this was a great design although this car is vintage now.
That is an aluminum roll hoop BTW. 
Basil Exposition wrote: Having done rear pads and rotors on a XJS without a lift and an E-type with a lift (just made it easier to remove the entire IRS), I think we could have stopped at "PITA to service."
+1 as a former Jag mechanic that had lifts
Early E types had no access plate for the rear calipers. You have to remove 2 or 3 of the rear shocks and have tiny hands and skinny arms to bleed all 4 ports on the calipers. It is a nightmare.
However some of the DeDion rear end late 50's Lancias have inboard Dunlop discs that are a breeze to maintain.
Jag's just suck 
Knurled wrote:collinskl1 wrote: Service would become much more difficult with everything all tucked in there. Knuckles create a convenient caliper mounting location... just cast a couple bosses and drill them for bolts. Mounting inboard would likely require an additional bracket by the differential. I remember a Jag setup with inboard braked IRS though.All this. I used to work with a guy who missed being a Jag technician because it was 3-4 billable hours just to inspect the rear brakes. I have some more good reasons - Ground clearance is a hell of a lot better with outboard brakes, since the rotors are inside the wheel. And you can take use of the brake torque on the upright to get some antis in the suspension under braking. Inboard brakes make that extremely difficult, just like IRS makes getting antisquat extremely difficult compared to a solid axle. Looking at the fairly heinous suspension design the inboard-braked Jags used, they probably went with inboard specifically to prevent torque on the upright. It was a single stick-like lateral link, with NO trailing link. Camber control was via halfshaft. Basically there was nothing there to really prevent the upright from twisting around.
Only the later versions lacked a trailing arm. From 1961 until 30 years later all IRS Jaguars had trailing arms.. True the hot-rodders and Cobra Replica people modified the earlier rear end to work without trailing arms.. but from the factory they came with trailing arms.. Camber was modified by the use of shims. No adjustment for toe in/out
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