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FIRST WORD

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Lyons’ share In the introduction of Lord Montague of Beaulieu’s 1975 book, simply titled Jaguar, Sir William Lyons wrote, “At Jaguar, we have always tried to produce motor cars that are aesthetically appealing, yet cannot be mistaken for any other marque – not, indeed, be anything other than British.”

As someone who rarely put his thoughts down on paper, it’s an unusual insight into the mind of the man who founded and controlled the company for five decades. It also reveals his aspirations for the cars that would arrive during his tenure as chairman and chief designer, mainly good looks and individuality. That’s why, under his control, the company was such a success and the cars produced during it were so legendary. It’s also why he remains closely associated with the company, despite retiring in 1972 and passing away 36 years ago.

To mark the 120th anniversary of Sir William’s birth on 4 September Sir William Lyons at the E-type’s 1961 debut in Geneva 1901, this special issue looks at his life and career (p26), three of his own personal cars (p34), and finishes with two special models that were created in 2001 to celebrate the 100th anniversary (p40).

We then feature more of the “aesthetically pleasing” cars that he talked about, including an amazing one-owner-from-new E-type Series 3 (p56), an even more amazing XK 150 that was once used in a destructive banger race (p74), and the earliest known XJ40 (p66), which Lyons had a small part in designing.

A packed issue you’ll agree, but as Sir William said at the end of his introduction, “A Jaguar will always be considered worth writing home about.”

Paul Walton Editor

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CONTRIBUTORS

KEITH HELFET

RAY HUTTON

PAUL WAGER

A former Jaguar designer, Keith Helfet remembers Sir William Lyons from his own unique perspective (p23)

The man who wrote Jewels in the Crown, about Jaguar’s sale to TATA, explores Sir William’s life and career (p26)

The editor of Classic Car Mart talks about the history of an XJ40 that was part of the model’s 1986 press launch (p66)

October 2021 \ Jaguar World | 3

THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 26 BIOGRAPHY: SIR WILLIAM LYONS We look back at the remarkable life and career of Jaguar’s founder, Sir William Lyons, to mark the 120th anniversary of his birth

34 LYONS’ CARS

October 2021

Three of Sir William’s personal cars still survive. We delve into the history of his former 1961 Mk X, 1968 XJ6 Series 1 and 1975 XJ12 Series 2

40 XKR 100 & XJR 100 Jaguar introduced limited editions of its two supercharged models in 2001, marking the centenary of Lyons’ birth. Find out why, 20 years on, the XKR 100 and XJR 100 still remain highly desirable 4 | Jaguar World / October 2021

48 X-TYPE VS MONDEO Know what to say when critics accuse the X-TYPE of being a Ford Mondeo in drag. We establish what is genuine Jaguar and dismantle the myth by comparing a 2.5-litre V6 example of both

56 ONE-OWNER E-TYPE SERIES 3 In 1972, Alan Hames bought a brand-new E-type Series 3 OTS in Pale Primrose, which he still owns.

Alan shares his emotional five decades with the car, including the time it was crushed by a falling wall

66 EARLY XJ40 3.6 Not only was the XJ40 Jaguar’s first new saloon since 1968, it was also the company’s first modern car. As such, its 1986 press launch

in Scotland was an important moment, but only one example from the event survives. We tell the story of this special car, the earliest-known XJ40

74 XK 150 FHC In 2010, this 1957 XK 150 FHC was badly damaged after abuse in a banger race. Thankfully, a Jaguar enthusiast saved it from destruction and restored it to a beautiful, usable example

34

48

26 56

Regulars

Workshop

6 NEWS

86 OUR JAGUARS

Details of The Classic at Silverstone, plus Jaguar confirms its long-term commitment to Formula E as Mitch Evans secures a podium at the London ePrix

12 JEC RACING The Saloon & GT Championship heads to Brands Hatch

15 19 21 23 112 114

MAILBOX RICHARD BREMNER LAURA JONES KEITH HELFET NEXT MONTH FINISHING LINES

Twitter: @JaguarWorldMag Facebook: JaguarWorldMonthly Instagram: jag.world

Paul Walton has the badly scuffed wheels of his XF Sportbrake repaired while Rob Hawkins brings news of the Project XJ8’s respray

90 MODERN WORKSHOP Tasker & Lacy solves a coolant loss problem and replaces an expansion tank on an S-TYPE

94 Q&A Our experts offer advice on what’s behind a non-starting XJ12 Series 2 and finding the leak on an XKR convertible

SUBSCRIBE 6 ISSUES FOR £23.99 VIA DIRECT DEBIT *see pages 24-25

96 CLASSIC WORKSHOP In the first of a two-part series, SNG Barratt reveals the importance of servicing the handbrakee cable mechanism fitted to the Mk 2

100 MEET THE EXPERT Learn more about Coventry Auto Components’ Stuart MacNeill

102 GEARBOX New products this month include a leather holdall that celebrates the E-type’s 60th anniversary October 2021 \ Jaguar World | 5

NEWS

IF YOU HAVE A JAGUAR-RELATED NEWS STORY, SEND IT TO JWM.ED@KELSEY.CO.UK

The start of the 60th Anniversary E-type Challenge

Silverstone Classic Classic thrills and spills at the home of British motor racing

B

ILLED AS the biggest and best ever, the 30th anniversary edition of The Classic at Silverstone certainly lived up to its weighty birthday billing on all fronts.

Over three memorable days, between 30 July and 1 August 2021, The Classic hosted 21 exceptional retro races featuring more than 900 entries that enthralled a record six-figure audience. There were plenty of Jaguars in action, too, from C-types to several XJR-15s.

One of the main events was the 60th Anniversary E-type Challenge, which saw a packed grid of Jaguar’s famous sports car. In terrible conditions, Jon Minshaw was declared the victor ahead of Ben Mitchell, who came in second, and thirdplaced Danny Winstanley. Former F1 driver and 1990 World Sportscar Champion for Jaguar, Martin Brundle, together with his racing driver son, Alex, were among the leaders at the start, but fell back to finish eighth. “More brutal conditions on track today,” Tweeted Alex afterwards. “Dad and I finished the red-flagged session P8 with ten minutes still on the clock. Huge thanks to Jaguar Classic for the opportunity and @Silverclassic for putting on yet another mega event this weekend!”

6 | Jaguar World / October 2021

Jon Minshaw splashes through the rain on his way to winning the 60th Anniversary E-type Challenge

Ben Mitchell finishes second in the E-type Challenge

Alex Brundle swaps with his father, Martin, during the E-type Challenge. The pair finished in eighth

NEWS

Jaguar Breakfast Club heads to JLR Classic

One of the most thrilling finishes came during the RAC Woodcote Trophy and Stirling Moss Trophy race, held at dusk on Saturday evening. After more than 40 minutes of rousing racing on a wet track, less than a second covered the top seven finishers. In the gathering darkness, the Lister of Ward/Smith finished third, ahead of the Lister Jaguar Costin of Gary Pearson and Alex Brundle.

Against a stiff opposition, John and Gary Pearson finished a fine sixth (53) in the International Trophy for Classic GT Cars (pre-’66) in their E-type.

The unique 1961 Ferrari 250 GT ‘Breadvan’ of Lukas Halusa won the coveted RAC Historic Tourist Trophy (Pre’63 GT), the scarlet icon beating a number of several hard-charging E-types that included James Cottingham and Harvey Stanley, second, and Fisken/Ward in third.

Martin Brundle was also competing, but sadly the car he was sharing with Gary Pearson did not finish.

To mark the 30th anniversary of the extraordinary Intercontinental Challenge, another highlight was a pack of five stunning XJR-15s, the rare Jaguar-engined special built by TWR in the early Nineties.

“After all the lockdowns, and last year’s cancellations, it was wonderful to see the crowds back in force and the pits, paddocks and display areas crammed with so many incredible cars from the glorious past,” effused a delighted Nick Wigley, CEO of The Classic’s promoter Goose Live Events.

“To celebrate the 30th anniversary a year later than planned, and to revitalise spirits, we really wanted to pull out all the stops and this year’s Classic was a truly great restorative show.”

On Saturday, 7 August 2021, the Jaguar Land Rover Classic Works at Ryton opened its doors to the Jaguar Breakfast Club, its first major public event in two years. Well over 200 people enjoyed a fascinating tour through this hugely impressive facility, including a private vehicle collection comprising every model from Jaguar’s illustrious history.

JLR staff enthusiastically welcomed visitors and were eager to chat about all aspects of the restorations, recreations and general maintenance that takes place at Classic Works.

Outside the building, the Jaguar Breakfast Club took centre stage with an impressively varied display. The Jaguar Daimler Heritage Trust kindly brought along Sir William Lyons’ personal Mk X from 1961 to celebrate the 60th anniversary of the model and devotees of the XJ40 were treated to a stunning lineup of this distinguished Jaguar, which first rolled off the production line 35 years ago.

Details of the breakfast meets can be found at www.jaguarbreakfastclub.org.uk

Putting the classic in Classic Works

The start of the Woodcote and Moss Trophies. The Lister of Brundle and Pearson (58) finished fourth Sir William Lyons’ personal Mk X heads the display

The second-placed E-type of Cottingham and Stanley chases Halusa’s winning Ferrari in the Historic Tourist Trophy (Pre-’63 GT)

The Lister Knobbly of Ward/Smith finished third in the Woodcote and Moss Trophies

Modern Jaguars look stunning in the sunshine

October 2021 \ Jaguar World | 7

NEWS

Lost E-type to be restored E-Type UK, the specialist restorer of Jaguar’s iconic sports car, is to complete an extensive restoration of a stunning E-type Series 1 4.2 open two-seater with a unique history.

Rolling off the production line nearly 57 years ago, in December 1964, just three months later the car’s short, but intense, life was cut short after an incident at Snetterton Race Circuit, Norfolk.

Owned and driven by infamous Yorkshire millionaire Tom Casson, the Series 1 4.2 crashed at high speed into a tyre wall on track. Fortunately, damage remained largely cosmetic. The side impact damaged numerous body panels, but preserved most mechanical components.

The Series 1 4.2 remained in its broken state throughout Casson’s ownership, with a mere 2,805 miles on the odometer. The car was sold the following year, in 1966.

The new owner retained the low-mileage example for 40 years, not allowing the car to turn a wheel once throughout this period. Cosmetic repairs were applied, however, with a much-needed new door, floor pan, rear wing, sill and bonnet fitted.

Now in the hands of E-Type UK, the Series

1 4.2 will be revived to a condition worthy of the car’s iconic status. Upon initial inspection prior to the strip-down process, E-Type UK’s engineers began to find countless signs of originality, lending to the car’s decades-old story of its short and tragic life.

Boasting original features throughout, the Series 1’s factory-fitted fuel tank, brake reservoir pipes, bonnet locking-latches and period-dated ignition coil remain intact, ready to be carefully preserved and refurbished.

As JW went to press the car was prepped for the blasting process to remove any remnants of rust that may compromise the structural rigidity of the car – the true condition of this injured icon will soon be revealed.

The car’s original seats and dashboard top remain in a condition whereby they can be compassionately restored using expert leather repair techniques, bringing the cabin back to its former luxurious standard.

JAGUAR COMMITS TO FORMULA E JLR has officially confirmed Jaguar Racing’s long-term future to the Gen3 era of the ABB FIA Formula E World Championship, set to commence in the 2022/23 season.

FIA Formula E’s new Gen3 electric race car is due to debut in season one at the end of 2022. The lighter, more powerful and efficient Gen3 car will set a new performance benchmark for an all-electric race car. It will also demonstrate the rapid developments in fast-charging technology for electric vehicles and help deliver more exciting racing in some of the world’s largest cities. The Gen3 car will see power increase to 350kW (currently 250kW) and maximum regenerative braking power will increase from 250kW to 600kW. Jaguar Racing helps JLR to develop new sustainable technologies and set new benchmarks in quality with its partners, and will support Jaguar’s renaissance as an allelectric luxury brand from 2025.

The Formula E programme will also contribute to Jaguar Land Rover’s

8 | Jaguar World / October 2021

Reimagine strategy – a commitment to achieve zero tailpipe emissions by 2036, and net zero status across supply chain, operators, and products by 2039.

“The Gen3 era of Formula E is an exciting new chapter for the all-electric World Championship,” said JLR’s chief executive officer, Thierry Bolloré. “It is already proving to be the perfect environment to design, collaborate, test and develop

new sustainable technologies at pace.

Jaguar Racing will not only play a role in the renaissance of Jaguar as a pure electric luxury brand, but across the entire electrified Jaguar Land Rover ecosystem, helping to deliver our sustainable future and our digital transformation.”

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NEWS

FIA Formula E World Championship It’s a podium finish for Mitch Evans after a hard-fought weekend for Jaguar Racing on home soil

Round 12 The weekend started well, with Mitch Evans taking fastest lap of the first round of the British ePrix weekend, held at the ExCeL exhibition centre near Canary Wharf.

The New Zealander – who, it was confirmed before the race, is staying with the British team for the next few seasons – had started the race in 11th and made up two positions in the first corner, moving to a potential points-scoring ninth place. The opening lap was unforgiving for both Jaguar drivers after they were both involved in accidents on the tight circuit.

Mitch pitted for a new nose cone, which sent him down to 21st, but the team didn’t give up. He went on to set the fastest lap of the race, albeit finishing in 14th.

A tough group one qualifying session for his teammate, Sam Bird, resulted in Bird starting 18th on the grid. In the first lap of the race, his I-TYPE 5 was hit from behind and the side, causing terminal front left suspension damage. The Brit was forced to retire, but holds on to his championship lead by one point.

“Today was not how we wanted things to play out,” said the team’s director, James Barclay, after the race. “The positive news is we have another chance tomorrow and we’ve retained our positions in both championships. Mitch stuck at it and we’ve learned a few things for tomorrow. We are looking forward to tomorrow’s race after a thorough debrief.”

Round 13 Mitch Evans started the race in fifth after he made it through to Super Pole by qualifying second. He held position for the first half of the race, defending from the BMW Andretti driver, Maximillian Gunther.

With 21 minutes remaining, a collision with Gunther cost the Kiwi his front wing, but he was fortunate to be able to continue. Mitch executed a fantastic overtake on Robin Frijns to take the final spot on the podium.

The third-place finish marks the first podium on home soil for Jaguar in 30 years.

“I’m so happy to be on the podium today for Jaguar – a British team on home soil,” said Evans after he’d collected his trophy.

“For a lot of the race I didn’t think it would be possible as I lost my front wing and missed an ATTACK MODE. I really needed these points today and it puts me back into the championship fight.”

Sam Bird had a second tough day of qualifying and lined up 21st on the grid. The Brit showed the pace of the Jaguar I-TYPE 5 by carving his way through the pack and gaining ten places, before a collision with Venturi Racing’s Norman Nato ended his race in a dramatic Heineken London E-Prix.

Said a disappointed Bird afterwards, “Unfortunately, I haven’t had a great weekend. Going into it, you have high hopes and want to do everyone proud – being a British driver racing for a British team – but it didn’t happen for us here in London. We had the pace, but it wasn’t meant to be.”

Mitch Evans celebrates third

10 | Jaguar World / October 2021

MOTORSPORT | JEC RACING

Jaguar Enthusiasts’ Club, Saloon & GT Championship Rounds 7 & 8 Brands Hatch, 31 July and 1 August WORDS COLIN PORTER PHOTOGRAPHY CHRIS GAGE & COLIN PORTER

Race one Colin Philpott made a strong start, narrowly leading Tom Robinson’s XJR6 around Paddock Hill bend. Tom Lenthall held grid position, despite attention from the pack close behind, including Michael Holt (X300) (Class C) and Mike Seabourne (Class B).

Holt’s pursuit ended early on when he spun at Druids and was fortunate that the surrounding cars managed to avoid him, although a second spin saw him retire the car.

Seabourne, however, continued his excellent season form, narrowly holding off the improving Rick Walker to win the Class B battle, Walker claiming the Meguair’s GT Drive of the Day prize and pipping Derek Pearce (XK8) for the Class B runner-up.

Tim Morrant (XJ40) (Class B), in his first

start of the season, collected Meguiar’s Saloon Drive of the Day. Sadly, Cliff Ryan (Class D), who was returning after a five-year gap, suffered teething trouble with his stunning black XJS’s newly rebuilt 6.0-litre V12 and retired with three laps to go. Guy Connew was also an early retirement in Simon Lewis’s XJS S1.

Colin Philpott, out in front, was faultless in his drive for the outright win, beating Tom Robinson by just over a second. Tom Lenthall completed the Jaguar podium.

Dean Sewell (XJ6) (Class A) showed that despite missing the last season and the beginning of this, he hasn’t lost any speed, taking the class win from Simon Dunford (XJS) and David Ringham (XJS).

Dean Sewell

Mike Seabourne locks up

Eventual second place driver, Tom Robinson

Tom Lenthall finished second in Class D

Colin Philpott leads Tom Robinson

Rick Walker finished second in Class B

RACE ONE RESULTS

Tim Morrant

12 | Jaguar World / October 2021

First

Second

Third

Overall

Colin Philpott

Tom Robinson

Tom Lenthall

Class A

Dean Sewell

Simon Dunford

David Ringham

Class B

Mike Seabourne

Rick Walker

Derek Pearce

Class C

Colin Philpott

Tom Lenthall

–

Class D

Tom Robinson

–

–

JEC RACING | MOTORSPORT

Race two Unfortunately, Colin Philpott’s race was over before it started when, in the assembly area, a faulty alternator lead prevented him from making the grid.

Robinson, in the absence of his main rivals Philpott and Ramm, made light work of his task. With an immaculate flag-to-flag drive, he took top step in the XJR6. Tom Lenthall was similarly largely untroubled in taking second and the Class C win after Michael Holt’s engine gave way.

The main action was behind these two in Class B, where Rick Walker managed to pass Mike Seabourne on the opening lap, Derek Pearce kept close order in the XK8, and Castle Combe Class winner Daniel Stewart was not far behind. A fabulous bumper-tobumper battle between these cars lasted almost the entire race until, with two laps

Cliff Ryan enjoyed his return to racing with his newly rebuilt XJS 6.0 V12

Tom Robinson powers to victory in the XJR6

Daniel Stewart and Michael Holt had a close race until the X300 retired with engine problems

RACE TWO RESULTS First

Second

Third

Overall

Tom Robinson

Tom Lenthall

Rick Walker

Class A

Simon Dunford

Dean Sewell

David Ringham

Class B

Rick Walker

Derek Pearce

Mike Seabourne

Class C

Tom Lenthall

–

–

Class D

Tom Robinson

Cliff Ryan

–

Michael Atkinson won Drive of the Day

Simon Dunford was the victor in Class A

Tom Lenthall was untroubled in winning Class C

to go, Seabourne made an error at Druids when he ran wide and opened the door for the experienced Pearce to step through.

Yellow flags on two sections of the circuit in the closing laps meant Seabourne was powerless to retake the position.

Simon Dunford managed to rediscover his recent form and pace, winning Class A and the Meguiar’s GT Drive of the Day from Dean Sewell and David Ringham.

Michael Atkinson was the Meguiar’s Saloon Driver of the Day, picking up places in the X300.

The 2019 champion, Chris Boon, had a frustrating weekend running in the invitation class; the newly fitted supercharged V8 suffered teething issues leading to two DNFs.

Daniel Stewart powering through Cooper Straight

Tim Morrant drove Howard Kirkhams X40 in the Jaguar F1 livery

October 2021 \ Jaguar World | 13

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LETTERS

E M A I L : j w m . e d @ k e l s e y. c o . u k

F A C E B O O K : F a c e b o o k / J a g u a r Wo r l d M o n t h l y

I N S TA G R A M : j a g . w o r l d

The originator of the Letter of the Month will receive a gift from Jaguar’s official ial lifestyle range. This month, a black leather Jaguar keyring. For the full range of Jaguar-branded products, please go to the online store at shop.jaguar.com/uk/ uk/

LETTER OF THE MONTH As the current owner of an XJ40 and former owner of an Alfa Romeo from the Eighties, I was fascinated by Craig Cheetham’s twin test between the Jaguar and the 164 in the August 2021 issue (p60).

Although the Alfa I owned in the early 2000s was a GTV6, Craig is spot on when he says of the 3.0-litre V6, “It sounds amazing, too, with a guttural exhaust note that rises to a howling crescendo as you open it up.”

The best part of any Alfa V6 ownership is flooring the pedal and hearing that gravelly note, a moment my Jaguar XJ40 and its smoother straight-six just can’t compete with. Alfas look great, too, having a style of their own. I loved catching a glimpse of

myself driving the GTV6 in sho op windows, making me feel like Roger Moo ore in Octopussy.

But, Craig also gets it bang on hen he finishes with, “The Alfa will be the more rewarding, so long as nothing goes wrong with it.” My GTV6 was forever breaking down and spent more time at my local Alfa specialists, ruining the five years I spent with it. By comparison, although XJ40s have a reputation for unreliability, my 1992 Sovereign 4.0 has never let me down in the two years I’ve owned it. Admittedly, I bought a good one – two previous owners, full service history and so on – but despite lacking the driving excitement of the Alfa, it’s for this reason that I’d take the Jaguar over the Italian car. Besides, as I slide slowly into old age, I’d now rather look like M than Bond.

Philip McLintock

For the record Interesting piece on your historical feature regarding the E-type V12 [see JW, June 2021, p28]. Just for the record, WHP 205J was subject to an extensive restoration by David Marks for the Jaguar Daimler Heritage Trust between 1997 and 2000. This was well documented by the Jaguar Enthusiasts’ Club.

Richard Wright

October 2021 \ Jaguar World | 15

LETTERS

Better still...

The way to go What a fantastic article about the adaption of the six-speed ZF auto’ gearbox to an E-type V12 in the August issue (p50). As an owner of an XJ-S V12 for more than 27 years, I’m really looking forward to seeing a review of the fitment to a V12 XJ-S, as mentioned.

This has to be the way to go in the future, although the relative costs to supply and fit vs the vehicle value is, of course, quite different for an E-type compared to an XJ-S. Looking forward to your future article. A little more explanation about the challenges of adaption and fitting would be interesting.

Andrew Pointing

Poles apart I have to comment on two articles which seem poles apart.

The first concerns updating the infotainment system in the X-TYPE, S-TYPE and X350/358 XJ [see JW, August 2021, p90].

Why do we have to get used to cars with all this extraneous equipment, which distracts from actually controlling the car in today’s heavy and confusing traffic conditions?

I recently hired a small car while on holiday and the dashboard had one needle, the speedo, and everything else was a light, sound or voice. The instrument arrangement was a dog’s dinner, completely drawing attention away from actually watching the road. I just can’t understand the mentality of someone who wants all this ‘connectivity’.

I own a pre-facelift S-TYPE and it tells me everything I need to know by needles or a limited number of switches that are either on or off. Needles do not need constant reading and they form a pattern that the driver instantly recognises as ‘normal’. My first Jaguar was a Mk 2 3.4, seen on page 47 of the same issue. The dashboard was described as, “Surprisingly straightforward to monitor when driving.”

I couldn’t agree more.

16 | Jaguar World / October 2021

I refer to the letter from Paul Cowell in the September 2021 issue and his reference to Paul Walton’s delight in achieving 45mpg from the XF Sportbrake 2.0D MHEV [see JW, August 2021, p74]. I believe I can better both fuel consumptions in my 2016 XF 2.0D. I recently drove from Leicester to Portsmouth and then Santander to Los Gallardos, in Almeria, Spain, and back using just one tank of fuel per journey.

Southbound, the distance was 786 miles, using 13.67 gallons at 57.5mpg, and northbound was 809 miles (thanks to UK roadwork diversions), using 13.12 gallons at 61.66mpg.

These figures are from the Journeys section of the Jaguar Remote App and closely resemble fuel-pump figures.

Pretty impressive numbers that in no way encourage me to change for anything with EV tacked onto the name anytime soon.

Having owned BMW 5-Series for many years and then a couple of Mercedes Benz E-class, the XF is, in my opinion, by far the best driver’s car of them all. It’s an absolute delight to drive.

Mike Sykes

The second article drawing my attention was the one concerning an E-type pre-journey checklist (p96), which seemed to be the exact opposite of the infotainment article. Surely all Jaguar enthusiasts, particularly those with E-types, would be doing these checks on a routine basis and not just because they are planning a special trip – it’s part of the joy of owning a Jaguar.

Great magazine; thank you to the team.

Chris Brooks

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• XKR buying guide • Daimler special • Daimler SP252 prototype • F-TYPE around Lake Como • Frua E-type

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The XJ40 launch

THE SOLE remaining XJ40 from the car’s 1986 press drive on page 66 reminds me of the event, which I was lucky enough to attend. By the mid Eighties, launches of all-new Jaguars occurred with the frequency of zoobound giant pandas birthing cubs. The much-admired, Pininfarina-massaged Series 3 had arrived in 1979, but it was just that – a workover to create a third version of a car already 11 years old. The XJ-S, meanwhile, had returned from the dead and, against all odds, was riding the ascending sales curve of a car distinctly newer.

By summer 1986, Jaguar was finally ready to release the car that much of the motoring world had been waiting for – the almost entirely new Jaguar XJ. Back then, I was Car magazine’s road test editor and, together with editor Steve Cropley and deputy Gavin Green, we were invited to Browns Lane for a pre-launch explanation of the car and the revitalised plant that would build it. It was an exciting time. Shots of heavily camouflaged XJ40s had been regularly published in Car, and images of an undisguised car were splashed on the March 1986 cover.

None of this was quite the same as getting the in-depth story from Jim Randle, Jaguar’s engineering director and the father of the XJ40, nor the super-detailed tales from his colleagues that would explain the urgent quest for quality, the low-voltage electrics, the button-rich trip computer, the refining of the AJ6 engine (it had recently made a slightly noisy debut in the XJ-S) and, most of all, the intricacies of a suspension system intended not only to better the Series 3’s ride, but to rekindle the high-speed handling finesse for which Jaguar was once equally famous.

We were taken out for a ride in a press car that would soon be doing duty at the press launch ‘proper’, held in Dunkeld, Scotland. That would come later. Right now, we were concentrating on the Jaguar’s bump-smothering abilities around the back roads of Coventry,

wondering how the straight-six would sound when wound out to its red line – it didn’t happen on this drive – and, in my case, fiddling with the almost sensuous glide of the ashtray lid of my rear door.

And the car felt good. Good enough that it was almost possible to snuff out the thought that it didn’t look so different from the model it was replacing, and had lost a little of the S3’s detail sophistication.

Never mind. There was more positive news to come, and it would be uncovered on the quiet, snaking roads around Dunkeld for the car’s lavish press launch. I went to Jaguar’s impressive launch hotel – taking along a Mercedes-Benz S-Class for comparison – but it was Green who attended the actual event, which would generate a cover and no less than 18 pages.

There were two particularly memorable moments, the first a comparison between an XJ40 3.6 and a Series 3, Green persuading then PR boss, David Boole, to lend his company car for the purpose.

We took the S3 out first. At the time, Green was contesting the Renault 5 GT Turbo one-make race series and on the road it showed. He had the big saloon by the scruff, pile-driving through bends with enough speed that we could feel the front subframe moving relative to the body. The Jaguar hung on gamely, but it was not the precision bendslicing tool that a BMW 7 Series was, for example. Green returned the heat-ticking S3 to its owner and installed himself for the torturing of an XJ40’s millimetric tyres. His speeds were still greater, this Jaguar a more willing accomplice, and a car at one with its subframe. No question – this was decisively the better saloon, if at speeds few owners would ever expose their wheeled hide and walnut retreats to.

Now we needed a cover shot. Our friend was Scotland’s heavenly scenery, our enemies the fact that it was hard to drive off the road and into it, and our car’s silver grey paint on a damp, silver grey day. The cover was good, but far from Car magazine’s best. Looking back, that was true of the XJ40, too – good, but not peak Jaguar.

WE WERE CONCENTRATING ON THE JAGUAR’S BUMP-SMOTHERING ABILITIES AROUND THE BACK ROADS OF COVENTRY

October 2021 \ Jaguar World | 19

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DRIVING BACK from my dad’s the other day I got stuck All this then got me wondering if there is an industry standard for the behind a build-up of traffic waiting to overtake a cyclist. maximum width of cars and minimum width of roads – after all, Jaguar Not that there’s anything wrong with not wanting to cars have been steadily growing outwards since the 1,600mm-wide 1935 knock him down, but I remember as a young girl when SS Jaguar 100 saloon. The Mk 1 was 1,695mm, the Mk 2 1,709mm, the cycling along that very same stretch of road that I needed iconic E-type in 1961 was 1,685, and the 1968 XJ6 was 1,770mm. to tuck tightly to the kerb as cars regularly overtook me in the face of Jump up to the Seventies when, 46 years ago, the XJ-S was 1,793mm; oncoming traffic. the XJS of 1991 was nearly 100cm wider at 1,882mm. The daddy of all the Having pondered on whether we’ve become health and safety junkies classics, the Mk X, was 2m wide. or whether it’s the volume of traffic these days, the answer hit me Today,withcolour-matchedwingmirrorsprotrudingpastthebodylineof outside the gym, where my X-TYPE estate was the car, Jaguar offers two car width dimensions flanked by an SUV on one side and an F-TYPE on its website: with mirrors unfolded or out. the other. I started thinking about how car sizes The XF surpasses two metres at 2,089 (mirror THE AVERAGE have changed and the impact that that has had unfolded), while Jaguar’s trio of SUV’s measure on the amount of extra space we all need on 2,088mm (E-PACE), 2,139mm (I-PACE) and MODERN CAR IS the road. My estate, which generally looms 2,175mm (F-PACE), with their mirrors out NOW TOO BIG, over a sports car, is itself small compared to a Meanwhile, have our roads broadened to OR IS A TIGHT high and mighty SUV. (It put me in mind of the accommodate the new style of transport? social class sketch from 1966 in which Ronnie Well, it turns out that they haven’t. Highways SQUEEZE, FOR A Barker says, “I look up to him [John Cleese], England inform me that motorways and ONCE-STANDARD but I look down on him [Ronnie Corbett].” all-purpose trunk roads are constructed GARAGE’S 4.8M X We’d need another actor in the mix now, within the guidelines of the DMRB – the Design Manual for Roads and Bridges though, because the F-TYPE, at 4,470mm x 2.4M DIMENSIONS (https://www.standardsforhighways.co.uk/ 2,042mm (mirrors out) makes a Sixties Mini’s dmrb/), and the standard lane width of 3.65m dimensions of 3,054mm x 1,410 seem tiny has remained constant for many years (local authorities can choose to (even Minis have grown outward and are 317mm wider today). deviate from it) because the width of lorries has not significantly changed.

The average modern car is now too big for, or is a tight squeeze in, a So there we have it: as motorists, we have to wait to overtake cyclists once-standard garage’s 4.8m x 2.4m dimensions. That also still remains more often now because our wider cars travel on the same width of the standard size for a parking space, in which many a car door has been road; plus, of course, there is a greater number of cars on the road to scuffed and dented as drivers contort their bodies to twist through get stuck behind. the increasingly small gap between their door and the car parked Modern-sized cars make us feel safer in our cocooned environment, but alongside. NCP says it is making spaces wider (and longer); I say bring on that extra girth leaves the cyclist more open to vilification. LJ autonomous parking so we can get out first and save our precious doors.

October 2021 \ Jaguar World | 21

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Working with Sir William

DURING THE early Eighties, I had the privilege of working closely with Sir William Lyons on the XJ41, my XJ40-based sports car proposal that would have replaced the XJ-S. Following his retirement in 1972, Sir William only occasionally came into the studio to see what was happening, and it was always Jaguar’s engineering director, Jim Randle, rather than the styling director, Doug Thorpe, who showed him around. However, that all changed in 1980 once he’d chosen to take my design forward.

He began making regular, monthly visits, and although Jim was in the background for most of that time, it was usually just me and Sir William working together.

No one on the actual chain of command would ever question Sir William’s design opinion, which effectively meant that he was my boss.

He was also my tutor and mentor, and through him I was able to learn a great deal, which had a positive impact on my future design career.

While Sir William had a reputation for being financially prudent and socially aloof, that was certainly not my experience of him. Maybe it was because he was enjoying what we were doing, but I found him to be incredibly engaging and also surprisingly caring. For example, after I had had to rush home to South Africa for my father’s funeral in 1983, I was touched by the sympathy and concern that Sir William showed about my bereavement upon my return.

Only once did I see the autocratic side of him, which was, apparently, after he had “been losing sleep” over the XJ40’s lower screen finisher.

First, he chastised my then boss, Geoff Lawson, and then turned to me and said, “Helfet,” (he always used my surname, as he did with everyone else), “Come and sort this out!” It wasn’t even my project.

In early 1984, at what turned out to be our final viewing of the XJ41 at his home at Wappenbury Hall (pictured above), together with Jim (second from left) and Jaguar’s then chairman, Sir John Egan (far left), I was included in Sir William’s invitation to come inside and share a sherry. I later found out that this was a real honour because he rarely, if ever, invited anyone into the house, not even for a cup of tea. I couldn’t help but notice that one of Jaguar’s design principles, of elegance and good taste, was apparent throughout his home; his aesthetic judgement was in everything, not just cars.

I was always very aware of how fortunate I was to have him there because not only did he like what I was doing, he was also genuinely enjoying contributing to the car’s design. If he made a suggestion – usually by pointing with his walking stick – due to his understanding of form and sculpture, he was always right and the only person I have ever worked with who truly understood what I was trying to do with the surfaces. To have someone like that metaphorically holding my hand while I was designing my first Jaguar was invaluable. It meant that I was able to view my creation through his eyes as well as my own, and he really was the expert.

My apprenticeship with Sir William was an extraordinary and lasting experience. Years later, long after he was gone, it gave me the confidence to create some of the wilder and more extreme flowing surfaces of the XJ220.

WHILE SIR WILLIAM HAD A REPUTATION FOR BEING FINANCIALLY PRUDENT AND SOCIALLY ALOOF, THAT WAS CERTAINLY NOT MY EXPERIENCE OF HIM

Keith Helfet was a Jaguar designer between 1978 and 2002. His most famous creations are the XJ41, XJ220, XK 180 and F-type concept, plus the design themes for the XK8.

He currently runs his own design company October 2021 \ Jaguar World | 23

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BIOGRAPHY

This year marks the 120th anniversary of birth of the the man who created Jaguar. We look at the life and career of founder, chairman and later president, Sir William Lyons W O R D S R AY H U T T O N

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26 | Jaguar World / October 2021

IR WILLIAM Lyons, who was born 120 years ago in early September, made Jaguar. Not by taking an existing marque and bringing it up to potential, but by building it from scratch. He started in business producing sidecars in 1922, invented the Jaguar brand in 1935, and nurtured car and firm through thick and thin for nearly half a century.

Lyons was an autocratic boss who micro-managed every aspect of the Jaguar organisation. He kept an obsessive grip on the company’s finances and was ever watchful for companies and equipment that were available at a bargain price. He was a convincing salesman with an acute sense of the aspirations of his customers and his flair for style enabled Jaguar to provide appropriately desirable products. Lyons’ achievements saw him knighted in 1956 and, over 50 years, he was in receipt of all the honours that the motor industry and British industry could bestow. And although he became comfortably rich, he would say that his prime objective was, “Not wealth, but making nice cars.”

S

The 20-year-old Bill Lyons astride his Harley Davidson motorcycle

BIOGRAPHY SIR WILLIAM LYONS The company we know as Jaguar came into being when Lyons started a small manufacturing company in his hometown of Blackpool. In 1922, when he was just 21 and a keen motorcyclist, he went into business with William Walmsley, a neighbour who had built a stylish aluminium sidecar.

They became partners in the Swallow Sidecar Company and produced replicas of Walmsley’s sidecar for sale.

Lyons did not come from an engineering background. His father, William Snr, owned a music shop in Blackpool, while his mother, Minnie, was the daughter of a mill owner.

Attending Arnold School on the town’s South Shore, the young Lyons was not particularly studious, being more interested in sport and motorcycles.

He met Greta, the daughter of a schoolmaster, in 1921, marrying on 15 September 1924. As a well-known local businessman, the wedding was described by the Blackpool Gazette as, “Of more than usual local interest.” Their first child, Patricia, arrived in 1927, followed by John three years later and Mary in 1937.

It is not entirely clear that, at the outset, Lyons intended the Swallow Sidecar Company to make cars. Although he had been apprenticed to Crossley Motors in Manchester and worked on cars in garages around Blackpool, he was also an avid motorcyclist. He had owned some 20 different machines before his 20th birthday

and ridden bikes in hill climbs, as well as sand races on Blackpool beach.

Swallow employed craftsmen to build its streamlined sidecars in aluminium over a wooden frame and Lyons appreciated that the same technique could be used to create car bodies. At that time, all cars had separate chassis. The grander marques sold theirs as unclothed chassis and the customer chose a coachmaker to build the body. Lyons saw an opportunity in the lower ranks. Cheaper small cars came with simple squared-off saloon bodies; surely some of those customers would also like the chance of some individuality?

In 1926, only four years after the company’s formation, Lyons acquired an Austin Seven and started to scheme a sporty-looking two-seater body. He couldn’t make technical drawings or fashion metal himself, so worked with coachbuilder Cyril Holland on mock-ups, asking for a cut here, or a re-shaping there, until he got what he wanted. It was the way he was to liaise with designers throughout his career, in later times with full-size clay models that he assessed by eye, calling for the modellers to shave off or add millimetres of material to achieve exactly the style he envisaged.

The re-bodied Austin Seven was shown to dealers (some of who dealt with both bikes and cars) and it became clear that there was, as Lyons had anticipated, a market for a Swallow-bodied small car. Henlys, in London, later to become the prominent Jaguar dealer, ordered LEFT: Lyons with early XK 120 customer and movie star Clark Gable, in 1949 BELOW: Lyons (second from left) at the MIRA testing ground in the West Midlands for an early test of the new D-type in 1954 BELOW RIGHT: First Le Mans test for the D-type in 1954. Lyons is behind the car, second from right, with engineering director Bill Heynes to his left

28 | Jaguar World / October 2021

Swallow’s second factory, on Blackpool’s Cocker Street

500. The renamed Swallow Sidecar and Coachbuilding Company could turn out only one a day, so would need to expand.

There was a lack of suppliers and suitable skilled labour in Blackpool, so Lyons proposed a move to the Midlands, the heart of the motor industry, and, in 1928, Swallow moved to Foleshill, Coventry.

William Walmsley, who concentrated on the workshop while Lyons looked after the admin and sales, thought Lyons was being over-ambitious. He gradually stepped back and eventually left the company in 1935, selling his shares, and Lyons used the opportunity to float the company, while maintaining a majority holding.

The Swallow Austin was a success and was followed by similar re-modelling on Standard, Swift, Fiat and Wolseley chassis.

Swallow production increased to 100 cars a week and the company was making what Lyons described as ‘very good profits’. A bespoke Swallow car was a logical next step. In 1969, Sir William recalled how it developed. “A great deal of body designs we had used were dictated by the chassis design,” he said. “Therefore, I badly wanted to produce a chassis that did not inhibit body design to such a degree. So, in 1930, we designed a chassis frame that would accommodate the Standard 16 or 20hp engines, suspension and transmission.

Rubery Owen made it for us, and Standard Motor Company agreed to supply the complete chassis using this special frame.

This hybrid would be called the SS1.”

The SS1, with its racy low line and long bonnet, made its debut at the 1931 Motor Show at Olympia. Critics raved about it, especially when they saw the price: £310

BIOGRAPHY SIR WILLIAM LYONS (“It has £1,000 looks,” reported the Daily Express). Thereafter, value-for-money was an important attribute of all Lyons’ cars.

By his own admission, the SS1’s performance didn’t live up to the promise of its appearance. Lyons commissioned Harry Weslake to design an overhead-valve cylinder head for the side-valve Standard six-cylinder engine and persuaded Standard to make it exclusively for SS Cars. The new engine, chassis and a re-designed body (which resembled a scaled-down Bentley) came together to produce the first SS Jaguar.

It was, literally, the start of something big.

Lyons wanted his all-new car to be marked by a name and said that he chose Jaguar, “Because it had an exciting sound to me and brought back memories [of the World War One Armstrong-Siddeley Jaguar aircraft engine]”. The car was previewed to dealers in September 1935, where they heard it would be sold at £395 – half the price they expected.

That first Jaguar, a four-door saloon, was a sensation. Orders rolled in and the two-seater sports version, the SS Jaguar

It is not entirely clear that, at the outset, Lyons intended the Swallow Sidecar Company to make cars

100, was soon racking up competition successes, notably the best performance in the 1936 Alpine Trial. These models carried SS through to the outbreak of World War Two, when the company undertook aircraft repair work and made the fuselages for Stirling bombers and the Gloucester Meteor, the first British jet.

In 1945, when the war with Nazi Germany had come to an end, car production resumed and SS Cars was officially renamed Jaguar Cars Limited; Lyons explained with a diplomatic understatement that, “The initials SS had acquired a tarnished image as it was a reminder of the German SS troops, a sector of the community that was not highly regarded…”

Standard had sold Lyons the plant for Jaguar’s exclusive OHV engine; he had converted from coachbuilding to pressed steel body construction; he had an engineering team, headed by Bill Heynes and Walter Hassan, hard at work on an advanced six-cylinder engine that would be made in-house: Jaguar had become a complete carmaker and planned two all-new models.

The 3.4-litre XK engine, with twin overhead camshafts and hemispherical combustion chambers, produced far more horsepower per litre than any other production unit. It appeared first in 1948 in the XK 120 sports car, which had been intended only for smallLEFT: The E-type on Jaguar’s stand at the 1961 Geneva show with Lyons behind BELOW: Lyons with the E-type during the car’s 1961 debut at Geneva’s Parc des Eaux-Vives

BIOGRAPHY SIR WILLIAM LYONS

Lyons cuts a birthday cake in the mid-Sixties

It is reported that he looked at every piece of mail and kept a tight rein on spending

volume production and had handmade aluminium bodywork. But, demand was such that Lyons quickly had to re-think, and set up to make it in pressed steel.

Thanks to Lyons’ vision and considerable investment, Jaguar was a beacon of modernity in the austerity of the immediate post-war years. Not that many people in Britain could buy the new cars; steel was rationed and mostly available only for cars to be exported, earning much-needed foreign currency, particularly US dollars. At one time, 80 percent of Jaguar’s production went abroad, the majority to America.

Jaguar became established as a very successful business, which Lyons ran very much in person. It is reported that he looked at every piece of mail and kept a tight rein on spending, even for such trivial things as office supplies. The business was highly profitable, which pleased the shareholders, who Lyons otherwise treated with some distain. As he had a majority holding, he didn’t feel the need for independent directors or board meetings.

Sir William was by nature a quiet, serious man with stern Edwardian manners. He addressed the majority of his employees by their surnames, only calling those who moved with him from Blackpool by their first name, and socialised with only a few of his long-standing associates. He was never very comfortable with public speaking, although he had to do a lot of it when he became president of the Society of Motor Manufacturers and Traders (SMMT), and several other industry bodies, following his knighthood ‘for services to export’ in 1956. His autograph, which I have from a book-signing event in 1979, is tiny and undistinguished, suggesting a modesty unusual in someone in his exalted position.

The Lyons family lived in some style at Wappenbury Hall, a large Victorian pile near Leamington, which he had acquired in 1937; it was to here that he instructed his

LEFT: Lyons outside the Browns Lane office block in 1961 with all the vehicles produced by his growing Jaguar Group RIGHT: In Lyons’ Browns Lane office, at the height of his powers, in 1968

30 | Jaguar World / October 2021

design staff bring full-size clay models and prototypes to be assessed in the suitably splendid surroundings, something he continued even after his retirement.

As well as an eye for styling, Lyons understood the value of publicity – Jaguar adopted the elegant slogan ‘grace, space and pace’ for its widely distributed advertisements. It is not clear whether he had intended a have a factory racing programme but, after the success of a small series of lightweight XK 120s, his engineers encouraged the development of the C-type sports-racer and, in 1951, Jaguar scored the first of what would be five victories in France’s Le Mans 24 Hours race in that decade. These wins, perhaps more than anything else, put Jaguar firmly on the world stage.

The Coventry factory was working at full capacity and had its share of the labour disputes that affected the whole of British industry in the early post-war years. Lyons’ attitude to strikes and stoppages was, and remained, uncompromising: unofficial strikers were given an ultimatum – back to work or be sacked. He said in 1969, “I see no sensible reason why agreements freely entered into between employers and unions should not be binding in law. I believe that unions must face up to their responsibilities, not to their members alone, but to British industry and the country as a whole.”

In 1951, with the XK-engined Mk VII saloon launched, Lyons knew Jaguar needed to expand its production facilities.

A large wartime ‘shadow’ factory occupied

by Daimler outside Coventry, in Browns Lane, Allesley, was available and Lyons bought it, even though he was required to complete a Daimler contract to build RollsRoyce engines for military tanks.

Browns Lane was to become the centre of Jaguar production for 54 years. By 1957, with the range expanded to include the 2.4 and 3.4 saloons, Jaguar was

BIOGRAPHY SIR WILLIAM LYONS

Outside Wappenbury Hall in 1968, with the new E-type Series 2

building 15,000 cars a year. This onward progress was interrupted by a disastrous fire that engulfed half the factory, from which it made a miraculous recovery. Full production resumed within six weeks.

Still more space was needed and Daimler, a pioneer British car company that had fallen on hard times, once again provided the solution. Daimler’s Radford factory, two miles from Browns Lane, doubled Jaguar’s floor space. Lyons, always alert to a good deal, would acquire it along with the rest of the business that made cars, the Ferret armoured vehicle and buses.

Lyons knew that continued expansion was essential: Jaguar prices could only be kept down if higher volumes amortised overheads and reduced unit costs. Daimler provided an additional revenue stream and entry into the potentially profitable commercial vehicles business. Only a year later, Lyons saw the opportunity to buy bankrupt truck maker Guy Motors from the receiver at a very favourable price. The combined commercial vehicles business of Guy and Daimler would eventually become part of the BLMC Bus and Truck Division.

1961 was the year of the E-type, the car for which Jaguar is best known to this day. Like the XK 120 13 years before, the E-type showed a completely new way of presenting a roadgoing sports car. It was as fast as a racing car (150mph), looked fabulous, and represented astonishing value for money (£2,097). While many see the launch of the E-type at the 1961 Geneva Motor Show as Lyons’ finest hour, the man himself regarded the XJ6 saloon, which appeared in 1968, as the best of his creations. It certainly had the longest lifespan: variations on the original XJ theme continued for 40 years.

Although Jaguar was making handsome profits, its boss remained as parsimonious as ever. Later, chairman Sir John Egan recalls that Lyons would never spend more than the absolute minimum on tooling and that many parts of the E-type were made on temporary plastic tools throughout its life. The E-type’s successor, the XJ-S, was assembled on a track bought second-hand from Triumph.

FROM TOP: Sir William Lyons receives Car magazine’s 1968 Car of the Year Award from the Minister of Transport, Richard Marsh, in early 1969 Sir William and Lady Lyons outside Wappenbury Hall with an SS1 and new XJ12 Sir and Lady Lyons outside Wappenbury Hall in 1981

October 2021 \ Jaguar World | 31

BIOGRAPHY SIR WILLIAM LYONS Despite his reluctance to spend, the Jaguar Group continued to grow throughout the Sixties. Coventry Climax Engines Ltd was acquired in 1963. This was a successful forklift truck and fire-pump manufacturer, made famous for providing the engines that won the Formula 1 World Championship in 1959 and 1960. But that doesn’t seem to have been the reason why Lyons bought the company; it was suggested that he really wanted to get back Wally Hassan, the designer of the XK engine, who had moved to Coventry Climax. Hassan was to go on to design the Jaguar V12 engine.

By the mid-Sixties, British manufacturers were beginning to talk about getting together to make the industry more competitive in world markets. Sir George Harriman, chairman of British Motor Corporation, proposed a merger of BMC, Jaguar and Pressed Steel, the BMC company that made Jaguar bodies. Lyons, who believed consolidation was desirable, agreed, although it meant giving up his majority shareholding in the organisation he had founded. In 1966, Harriman became chairman of British Motor Holdings Ltd. Lyons remained chairman of Jaguar, which, he was assured, would continue to be autonomous.

Lyons was 64 years old and thinking about the future. His autocratic style had allowed no room for deputies or progression plans for senior managers. His son, John, had joined the business in 1955 and was widely expected to be Sir William’s successor, but he died at the wheel of a Jaguar Mk VII in a crash near Cherbourg on his way to Le Mans.

Jaguar’s merger with BMC was followed firstly by Leyland taking over Rover and Standard-Triumph, and then, in May 1968, by them all joining together to form the British Leyland Motor Corporation, with Lord Stokes at the helm. This was the

Two Jaguar chairmen together: (Sir) John Egan and Sir William Lyons, in 1982

32 | Jaguar World / October 2021

L-R: John Egan, Jim Randle, Keith Helfet and Sir William inspect an early XJ41 mock-up outside Wappenbury Hall, 1981

beginning of the end for Lyons as a motor magnate. In 1972, aged 70, he retired and was given the honorary position of president of Jaguar. His faithful lieutenant, FRW ‘Lofty’ England, was appointed Jaguar chairman and chief executive, but he was not long in the job before Stokes replaced him with Leyland whizz-kid Geoffrey Robinson.

The XJ-S was the last production car that Sir William was involved with in a major way.

Some thought, and still think, that his famed aesthetic appreciation deserted him when he approved the XJ-S’ styling, but the car went on to be a sales success and have a long life, so he can’t have got it all wrong. Yet, even into the Eighties, he would continue to give advice on future designs, including the XJ40 and cancelled XJ41 project.

Jaguar struggled to maintain its essence and identity in the morass of British Leyland.

Lyons kept his own counsel and applied himself to farming, having acquired land alongside Wappenbury Hall. It was not until John Egan arrived to turn the business around that informal consultation with Lyons on strategy and future product resumed.

He and Egan, a fellow Lancastrian 38 years

his junior, formed a good relationship and Lyons was delighted when, in 1984, Jaguar was freed from the Leyland yoke and floated on the stock exchange. He felt that his life’s work was back where it belonged.

A year later, Sir William Lyons died, aged 83. He had made Jaguar by his own efforts one of the most famous cars in the world – as he once said, far better known than the fierce cat with which it shared its name.

His family, from his devoted wife, Lady Greta, to his children and grandchildren, remember him as a kindly and generous man whose life was dominated by Jaguar, the business occupying his thoughts day and night, often to the exclusion of all else.

Years after the funeral, Walter Hayes, a former vice chairman of Ford, which bought Jaguar in 1989, wrote about Sir William’s unique contribution to motoring, “The motor industry had scarcely learned to stand on its own feet when the young Lyons joined the ranks of its pioneers. Nobody else in Britain succeeded in making the difficult transition from a maker of specialist cars into the big league of volume producers, nor had such an influence on the car itself.” It was a fitting epitaph for a great man. RH BELOW: Sir William examines an XJ40 prototype at Wappenbury Hall during 1983

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09/18

HISTORY

Lyons’ pride Three of Sir William Lyons’ personal cars still exist, their connection to Jaguar’s founder giving them a unique history. We tell their stories W O R D S P A U L W A LT O N P H OTO G R A P H Y J AG UA R WO R L D A RC H I V E

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HROUGHOUT HIS time leading the company, and even into retirement, as Jaguar’s founder, chairman and later president, Sir William Lyons had the pick of its cars to use for both business and pleasure.

34 | Jaguar World / October 2021

Not every Jaguar he commandeered is known, but we are aware of three that still exist, from an early Mk X to his famous XJ6 Series 1 and a unique Daimler Double-Six Series 2. Their intimate connection to Lyons forever assures them of a special place in the company’s history.

1961 Mk X 3.8 The company’s all-new flagship saloon was a fitting choice for Jaguar’s chairman to use during the early Sixties n late 1961, Lyons ordered a very early example of the new Mk X 3.8-litre for his own use. Built on 15 December 1961 to his specification, which included opalescent dark green paint with an interior trimmed in rich beige leather, and registered to Wappenbury Hall (the Lyons family home since 1937), chassis number 300044 BW was delivered to him on January 17 the following year.

The car was largely standard, although extra features added at Lyons’ behest included walnut rear picnic tables – complete with angled mirrors that were, allegedly, installed to allow lady passengers to adjust their makeup – and the optional electric rear windows so that Sir William could enjoy a cigarette (a habit his wife did not approve of) while being chauffeur driven. Sadly, there are no known images of him with the car, although it is in a photograph taken outside Wappenbury Hall, behind a mock-up of an early E-type 2+2 (above).

Lyons used the Mk X for the next three years, when it was sold via a Jaguar dealer, Imperial Motors, of Cheltenham.

The next owner kept the car for almost

I

five decades until his death in 2012, when it passed to another who sold it to Jaguar enthusiast Ian Berg, in 2014.

Ian describes the car he bought, “It was like the Flintstone’s car. You could put your feet through the floor and push,” – the Mk X having been parked nose first in an open barn for several years. The rear was in an especially poor state and

required a full restoration. Thankfully, though, it retained the same Coventry numberplate as in Sir William’s day.

While the two-year restoration was long and difficult, it produced a pristine example of Jaguar’s big saloon. It’s now with another owner, but 7868 RW’s welldocumented link to Sir William Lyons secures its place in Jaguar’s history books.

October 2021 \ Jaguar World | 35

HISTORY THE CARS OF SIR WILLIAM LYONS

1968 XJ6 4.2 Lyons used this early XJ6 4.2 for two years, and it has been retained by Jaguar ever since his Sable Brown XJ6 4.2 is, arguably, the one most associated with Sir William. Manufactured on 2 December 1968, it is the 370th right-hand-drive example and replaced his previous car, a rare Mk X limousine.

Unlike his green Mk X, which was built to his personal specification, Lyons picked chassis number 1L 1370 BW at random

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36 | Jaguar World / October 2021

while walking down the Browns Lane assembly line. He also gave instructions that it wasn’t to be specially prepared in any way. PHP 42G was handed over to him in April 1969.

It’s believed that it was while being chauffeured in the back of the brown XJ6 that he became convinced a longwheelbase model was needed. This

eventually arrived in 1972, offering an additional four inches of legroom for the rear passengers.

Lyons used PHP 42G consistently until 1970, when he moved on to another XJ6, his first car remaining part of Jaguar’s fleet of chauffeur-driven cars, only retiring in 1976. Even then, it was retained by the company, forming an early part of the Jaguar Daimler Heritage Trust’s collection when it was established in 1983. Kept in storage for the next decade, in 1994 a Nottingham-based specialist, David Marks, recommissioned the XJ6 on behalf of the Jaguar Enthusiasts’ Club.

PHP 42G was then returned to the JDHT, where it remains on display at its Vehicle Collections Centre, in Gaydon.

Not only does the car’s links to Lyons make it important, but also this immaculate example of an early XJ6 Series 1 is often used by both the press and Jaguar itself for publicity, defining this important model.

1974 Daimler Double-Six 5.3 In the mid-Seventies, Lyons switched to V12 power and the Daimler brand his bronze Daimler Double-Six is special for several reasons. Firstly, its chassis number – 2P 1002 BW – suggests it’s the second right-handdrive V12-engined Series 2 off the production line (it was built in either 1972 or 1973, but not registered until 1974). The car has also been built with fuel injection, although the system was not fitted to the production saloons until 1975, which strongly implies this car was used as a test mule by Jaguar’s engineering department.

According to David Marks, who restored the car for the JDHT in 2001, it has other unique fittings, including electric connectors going to the diff’.

“We think – and this is purely conjecture, of course, since there’s no proof – Jaguar’s engineers were experimenting with what we’d call a splitter diff’, an overdrive mounted separately to the gearbox.” David also told me that he found remnants of a dictaphone, most likely used by Sir William. It’s not known exactly when Jaguar’s thenretired chairman was given the car, but his grandson, Michael Quinn, clearly remembers it. “His chauffeur drove it more than he did,” he told me, “but my grandfather would still get behind the wheel at weekends when, as a family, we’d use the car for day trips or visits to the theatre.”

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Michael also reminisced about one of his own solutions to there not being enough space in his grandfather’s Daimler for everyone. “My parents had an XJ6 Series 1 and, aged six, I would sit between the front seats on the central glovebox with my legs either side of the transmission tunnel. It was very dangerous, of course, but that’s what you did in those days. I remember us going out in my grandfather’s Daimler one day and there wasn’t enough room for us all – so I did that. It took him by

surprise since he’d never seen it used like that before, but he was still amused that I’d found a new way to sit in his car.”

Sir William apparently kept the Double-Six until the early Eighties, when he replaced it with an XJ6 Series 3.

The Daimler later became part of the British Motor Industry Heritage Trust, and the JDHT bought it from them in 1991. Often displayed side-byside with Lyons’ Sable Brown XJ6, the presentation is a fine way to honour Jaguar’s founder.

October 2021 \ Jaguar World | 37

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09/17

MODEL PROFILE

40 | Jaguar World / October 2021

W O R D S & P H O T O G R A P H Y P A U L W A LT O N

October 2021 \ Jaguar World | 41

MODEL PROFILE XJR 100 & XKR 100

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HERE ARE few automobile manufacturers today who remain closely linked to their founders. Enzo Ferrari, his company still bearing his name, is obviously one, and so is Ferdinand Porsche, thanks to his engineering prowess.

Yet neither is as associated to their former firms as much as the man who singlemindedly ruled his company for five decades and personally designed some of its most iconic models. Even now, 36 years after his passing, Sir William Lyons remains Jaguar’s unofficial figurehead.

This continuing relationship between man and company was beautifully illustrated when, in 2001, Jaguar named

42 | Jaguar World / October 2021

a pair of limited edition models after the 100th anniversary of his birth. Could you imagine the usually unsentimental Mercedes-Benz doing so for Karl Benz? Or BMW for Karl Rapp?

Yet the supercharged XKR and XJR 100 did more than just honour the company’s founder – thanks to their improved performance and more aggressive appearance, they laid down a marker that Jaguar was ready to take on the establishment in the crowded highperformance market.

Internally known as the X308 and X100, the XJR and XKR brandished a long list of options from Jaguar’s growing R Performance range. These included

19in nine-spoke BBS ‘Montreal’ alloys, developed from those fitted to the F-type Concept of 2000, but which would be later used throughout the range. All cars were finished in Anthracite, a metallic black.

Although the 370bhp supercharged 4.0-litre V8 of both models was left alone, stopping power was improved by crossdrilled Brembo brakes with silver wrapped calipers and red Jaguar script. The XKR coupes were equipped with a special R Performance Handling Pack that included recalibrated settings for the car’s Computer Active Technology Suspension (CATS) for a tauter, more dynamic feel, and the springs and anti-roll bars were uprated. The steering was also retuned for more feel.

The interiors of both enjoyed Warm Charcoal leather for the sports seats (Recaros in the XKR), plus red stitching that also featured on the centre console, the new design of sports steering wheel and Momo gear knob. The XKR also had several aluminium accents such as the interior door handles, pedals, gearshift surround and around the dials (later seen in the 4.2-S run-out models from 2005).

Both cars came with a raft of usually optional extras as standard: sat-nav, a

ABOVE: A 2001 press image of an XKR 100 convertible and XJR 100 outside Wappenbury Hall, the former home of Sir William Lyons

2001 XJR 100 Engine 3,996cc V8 SC Power 370bhp Torque 387lb ft 0-60mph 5.3secs Max speed 155mph Transmission 5-spd auto Weight 2,010kg Price new £58,935 Value now £15,000

premium sound system, reverse parking sensors, automatic climate control, heated front screen and rain sensing wipers.

Together with the special wheels, exterior paint and upgraded interior, the enhanced specification made the cars the most desirable of the time, and a worthy way for Jaguar to celebrate Sir William’s centenary. The press pictures for the models were cleverly taken outside his former home of Wappenbury Hall.

Jonathan Browning, then the company’s managing director, said, “The commemorative XJR 100 and XKR 100 embody traditions that Sir William Lyons himself established for the company right from its earliest days – a combination of performance, luxury and style that is unique to Jaguar.

“The XJR 100 and XKR 100 bring these traditions fully up-to-date, and, with the inclusion of exciting new sports features

from our evolving R Performance range, they represent the ultimate road-going Jaguars for the driving enthusiast.”

Obviously, none of this came cheap. At £58,935 for the XJR 100, plus £69,950 and £74,950, respectively, for the XKR 100 coupe and convertible, they were a few thousand more than their standard siblings.

But what you also bought was exclusivity, because Jaguar produced only a mere 500 of each, the XKR 100 split 50/50 between the coupe and convertible. The UK received a mix of 160 cars.

Despite the higher costs, the press was generally impressed with both cars, but especially with the XKR, appreciating the tweaks made to its aesthetics and chassis.

Reported Evo magazine in its October 2001 issue, “The XKR 100 is a devastatingly rapid car cross-country.

“In the dry, it’s got more than enough pure grip for most drivers, and astounding traction.

Add in terrific seats, a superb steering wheel and great looks inside and out and it has enough appeal to justify its £70k price.”

October 2021 \ Jaguar World | 43

2001 XKR 100 coupe Engine 3,996cc V8 SC Power 370bhp Torque 387lb ft 0-60mph 5.2secs Max speed 155mph Transmission 5-spd auto Weight 2,260kg Price new £69,950 Value now £14,000

, , £15k, still a few grand over a standard model of the same age. Considering their rarity, increased specification and connection with Jaguar’s founder, the small premium is both understandable and acceptable.

Chris Knowles, from respected XJ-S specialist KWE, certainly agrees because he owns the cars used to illustrate this feature.

As a connoisseur of fine automobiles, he appreciates the style, significance and speed of both models.

44 | Jaguar World / October 2021

other. Already handsome with close-toperfect proportions, the black paint and bigger alloys, together with the standard mesh grille, construct an aggressive image.

But only the cognoscenti will recognise the importance of both; thanks to subtle badging on the nose of the XKR and the rear of the XJR, plus unique 100 treadplates on both, they don’t overly advertise their rarity.

I try the coupe first. The lowered stance, big wheels and aluminium interior accents

.

Since I’m faamiliar with early XKs, it’s immediately obvious that the interior of the 100 is better built than a standard 4.0-litre, looking and feeling more like the facelifted 4.2 from 2002, which saw a marked improvement in the quality of materials used. The veneer splashed across the dash is shinier and the huge swathes of black leather covering the chunky Recaros is softer and thicker. Those seats don’t disappoint either. Firm, yet

MODEL PROFILE XJR 100 & XKR 100

The commemorative XJR 100 and XKR 100 embody traditions that Sir William Lyons established

sculptured, they’re more supportive than the XKR’s standard seats without being uncomfortably hard.

Then, there is the menacing growl of the engine, sounding deeper and grittier than a standard car, as if some of the underbonnet sound-deadening has been removed. With the same amount of power, it’s no faster, but, with 370bhp, speed has never been a problem for the XKR. When I give the throttle a forceful shove, the car responds in typical supercharged fashion, delivering huge amounts of instant grunt.

The real differences come by way of changes to the chassis. The steel-bodied XKR has never been a small, nimble sports car, weighing a hefty 2,010kg, but with tauter suspension the 100 is much more confident through fast bends, losing the floatiness and chronic body roll of a standard model. Together with slightly more weighted steering, driving an XKR 100 is a sensational experience.

But not quite as sensational as the saloon. I sit slightly higher in the cabin,

October 2021 \ Jaguar World | 45

F

and even though the acceleration figures are close to the XKR’s, it’s unnatural for a saloon to be this fast. Flooring the XJR is even more exciting, the car lunging forward with an eagerness rare in early 2000s sports cars, never mind those with four seats and a sensible boot. What always amazes me about the Jaguar’s supercharged 4.0-litre V8 is the easy way it delivers its power, the torque coming in a relentless wave.

As I look down the wide, seemingly never-ending black bonnet filling the road, I could be manoeuvring an aircraft carrier down a rural canal. As with the XKR, thankfully the uprated Brembo brakes are more than capable of slowing the big brute.

The saloon handles well for such a big, heavy car, and that’s because all XJRs are fitted with Jaguar’s clever CATS, which constantly monitors the dampers and stiffens those that are loaded up the most through corners. That means the car suffers far less body roll than the lesser models that lacked active suspension. The system fitted to the XJR 100, though, is unchanged, and the car misses out on the XKR’s tautness and composure. It may be a sports saloon, but it’s still an XJ at heart; so as I hurtle down the road, the model’s wonderful renowned floatiness remains.

The XJR 100 might have been designed to honour Sir William Lyons, but its astonishing performance and cool, menacing image make me think it’s the kind of car a modern gangster might drive – it’s the 21st century equivalent of the Kray twin’s favourite Jaguar, the Mk X. It’s for this reason that I’d choose it over the XKR 100.

46 | Jaguar World / October 2021

Compared to today’s 550bhp models, it’s easy to view these two as tame. Yet, like all the supercharged models of the Nineties and early 2000s, they mark a monumental shift in Jaguar’s direction and its cars. It was only a decade before, don’t forget, that the company was still producing the statelyesque XJ40, which, even in R guise, wasn’t really a sports saloon.

Of course, it would have been easier – and cheaper – if Jaguar had made these two cars badge-only specials and not bothered with any of the design or engineering updates. But using the

company’s founder to market such models would have been a cynical move by Jaguar.

Instead, the 100 range firmly reinforced the company’s growing position in the performance car market, setting the tone for what was to come. Plus, thanks to their aggressive yet discreet image, improved interiors and, in the XKR’s case, better handling, they were the perfect homage to Sir William Lyons and the company he started 100 years ago. PW Thanks to: Chris Knowles from KWE (www.kwecars.co.uk)

E N G I N E B U I L D I N G | F U L L R AC E C A R P R E P R E M A P S | C U S T O M W I R I N G LO O M S | F R S U FA B R I C AT I O N | R O L LC AG E S | B R A K E S SU S P E N S I O N | P E R F O R M A N C E PAC KAG E S E X H AU ST S | R AC E SU P P O RT

W W W. S W A L L O W S - J A G . C O . U K AC AC I A FA R M , B R I S T O L R O A D, R O O K S B R I D G E , B R I S T O L B S 2 6 2 TA +44 (0)1934 750 319 E N Q U I R I E S @ S WA L LOW S - J AG .C O .U K

48 | Jaguar World / October 2021

TWIN TEST

A bad rep?

October 2021 \ Jaguar World | 49

HERE’S AN elephant in the room. An elephant that has been in the room for more than two decades and shouldn’t really be in the room at all – but it was Jaguar that put it there.

In 2001, when the X-TYPE made its debut, the company was so keen to distance the model from its Ford-based roots that it managed to avoid mentioning them at any prompted opportunity. So much so, that in the lead up to its media launch – Jaguar’s biggest and arguably most important ever – whenever a journalist asked a question about the

T

50 | Jaguar World / October 2021

Mondeo connection, it was swept under the carpet and answered in a series of soundbites and ‘key messages’ that enhanced the model’s ‘Jaguarness’ without mention of the F-word.

It was so obvious that Jaguar was avoiding reference to Ford that it was agonising, especially as anyone who worked inside the automotive industry made the connection instantly. Ford owned Jaguar.

Ford wanted to make a Mondeo-sized Jaguar. Ford made the Mondeo…

After all, the Audi A4 being based on the same platform as a VW Passat or Skoda Octavia seemed to do it no harm. The irony is that an Audi A4 has a lot more in

common with a VW Passat than an X-TYPE does a Mondeo. We’ll come to that.

First up, the background. The idea of a ‘baby’ Jaguar was there from the moment the ink was dry on Ford’s contract to buy Jaguar in 1990. It was a brand ripe for expansion, and ended up in Ford’s custody after a battle of wills (and budgets) between Ford and General Motors to acquire Jaguar Cars, which had become an independent entity under Sir John Egan.

After the two core jobs of replacing the XJ40 and XJS with the X300 (XJ6) and X100 (XK8), the company’s attention turned to project X200, which would ultimately become the S-TYPE. The S-TYPE was smaller than the XJ, but still an executive-sized car (akin to a Mercedes E-Class) and based on the Ford DEW platform, which also underpinned the Lincoln LS. It was a great chassis, and the S-TYPE and LS were developed together, mostly by Jaguar engineers. It was rearwheel drive, which satisfied Jaguar purists, and it handled tidily.

Originally, the plan was to base the X-TYPE on the same chassis. The proposed DEW01 platform (the original was called the DEW98) was a truncated variant, put forward because the DEW98 was the only longitudinal-engine, rear-drive layout in Ford’s portfolio at the time. But the idea was soon dropped on the grounds of both cost and, more importantly, size.

Reducing DEW to the length required to sit comfortably alongside a BMW 3-Series would generate some challenging packaging problems, for which there wasn’t the budget to counteract.

TWIN TEST X-TYPE vs MONDEO At the same time, Ford was developing its CD132 platform to underpin the Mk 3 Ford Mondeo and it seemed the best and most obvious candidate to form the basis of the new small Jaguar. The CD platform was assigned to the Mondeo ‘world car’ first, but also to multiple other models in the Ford portfolio, such as the upcoming Mazda 6 and, latterly, the S-MAX MPV and US-market Mercury Milan. The Jaguar ‘X400’ would be its second iteration after Mondeo.

But, it was front-wheel drive and Jaguar was worried about what this would mean to a brand that had previously only made RWD cars. Time has shown its impact to be

minimal, but at launch it was Jaguar’s single biggest concern. So much so, that despite there being a front-wheel-drive model planned at the outset, it was deliberately left out of the launch line-up.

The X400 would, at launch, be solely four-wheel drive. The design brief imposed meant that the X400 had to feel like any other Jaguar. The only reasonable way to achieve this would be with a rear-biased all-wheel-drive set-up. The car would be powered by more-or-less the same V6 installed in the S-TYPE and would go on to power future XJs and the XF. The design brief insisted that the X400

should have the best steering of any AWD or FWD car ever created and should handle neutrally to give the perception of an extraordinarily stable RWD vehicle, with the Subaru Impreza WRX benchmarked in terms of steering feel and chassis responses.

To do this, the X400 would use a unique front suspension system, including twin tube dampers developed for the model, enhancing torsional stiffness to ensure the steering remained as uncorrupted as possible. It was a ZF Servotronic system developed by Jaguar’s own engineers and had zero commonality with the Mondeo’s steering – just one area where the X-TYPE was utterly unique.

Pitch them into a corner and the Jaguar is marginally sharper, but the Ford is still great

October 2021 \ Jaguar World | 51

The CD132 floorpan remained, along with the Mondeo bulkhead, the inner inner-body structure and the brakes.

At the rear, the subframe of the X-TYPE was essentially that of the Mondeo estate, chosen for two reasons. First and foremost, it was both lower and flatter, which allowed a deep load bay; secondly, and more importantly, there was room for the TRACTION4 four-wheel-drive system to be incorporated. This used a transfer box on the front axle to transfer 60 percent of the torque to the back end, along with offering superior durability and a smoother ride quality.

Then, there were the engines. The X-TYPE was launched with 2.5-litre and 3.0-litre AJ-V6 engines, the larger of which had debuted in the S-TYPE and the smaller of which was introduced in the model, followed by a smaller 2.1-litre version.

It used the same block and head as the Ford Duratec V6, itself a derivative of the Ford Cleveland V8 with a pair of cylinders lopped off. But, the Jaguar internals were revised – it had different cams, a totally unique intake manifold and ancillaries, as well as variable valve timing, and that made 52 | Jaguar World / October 2021

a major difference to its power output – 194bhp for the Jaguar vs 168bhp for the Mondeo in 2.5-litre flavour, or 231bhp vs 201bhp in 3.0-litre guise.

Later on, when Jaguar realised that the vast majority of customers didn’t care a jot, the TDCi diesel engines found in the X-TYPE were essentially the same as those in the Mondeo and – whisper it – Transit.

But, even then, the underpinnings were mostly X-TYPE unique.

At launch, though, the sum total of parts that the X-TYPE had in common with the Mondeo was a modest 19 percent – a far cry from the view of pub-and-armchair experts who cite the Jaguar as being, essentially, a Mondeo in a posh frock.

Even if it was, the frock was a good one.

The X-TYPE’s mini-XJ looks were a matter of debate inside Jaguar back in the late Nineties, when the late Geoff Lawson was leading it through the Browns Lane design studios. But, although many in Jaguar believed that it was too traditional for a car so revolutionary for the brand, the reality was that it had substantial appeal: handsome, lean and with curves in all the right places

(especially the rounded rear), the X-TYPE was a terrific car to look at, something which really helped when it was new.

The Mondeo is more subtle. More subdued. It was designed for a very specific purpose, with the UK at the heart of its styling. Because even though the Ford was a world car, Britain was its strongest market and had long been the market leader in the country. Plus, the UK’s fleet market, where the bulk of Mondeos were sold, was the strongest and most profitable in the world thanks to a strong company car culture.

Side-by-side, it’s difficult to see how they’re related, but the identical wheelbase is a strong clue, while they also sit at similar heights. Both are neat in their own ways, but the Jaguar is the car that stands out.

Inside, the story unfolds a bit differently.

Unlike the S-TYPE and the X308 XJ models, which are packed with Ford switchgear, the X-TYPE uses far fewer Ford parts. Some secondary switches are the same, as are the grab handles, but the dash and switchgear are otherwise totally different, the Jaguar more aesthetically laid out.

However, the Ford is more sensibly presented. At launch, the X-TYPE didn’t even get a cup holder, despite Jaguar’s fleet aspirations. Admittedly, we didn’t have today’s drive-through coffee culture in 2001, but it was an infuriating oversight. The Mondeo, meanwhile, had a natty pop-out one in the centre console, along with a very simple but ergonomically excellent dash and, love or loathe the idea, it was sturdier and better made than that of the X-TYPE, as time has proven. Today, lots of X-TYPEs have dashboards that have lifted in the sun,

or that are festooned with rattles and loose bits of trim. You rarely see that in the Ford, despite the Jaguar’s greater opulence.

Indeed, despite its flakier build, the Jaguar still manages to feel more special.

The example we have here is a 2.5 SE – a comparative level of trim to the Mondeo 2.5 Ghia X seen alongside it in terms of specification and powertrain. The Ford may be the better screwed together, despite the Jaguar being built in the factory that previously made the Ford Escort (Halewood, Merseyside), but it’s also a lot plainer and more business-like.

The X-TYPE still has a sense of occasion.

In SE trim, it’s plush. Sport models are a bit

racier, with bucket seats, but the concept is the same. Even velour-trimmed lower-spec models, which joined the Jaguar family later, have a sense of occasion about them that the Mondeo can’t quite match.

On the road, though, the Mondeo genuinely doesn’t feel far behind the X-TYPE at all – certainly not enough to justify the price differential between the two cars when new.

You see, when the Mk 3 Mondeo came out in 2000, while it was labelled a bit bland compared to the Focus before it, it more than made up for its conservative looks with a chassis that was truly terrific.

It wasn’t just the best mid-sized Ford in a October 2021 \ Jaguar World | 53

TW WIN TEST X-TYPE vs MONDEO O -

–

ould come Indeed, the only car that co close in terms of driver enjjoyyment was the BMW 3-Series. The Mondeo was much more enjoyable to drive than any of its non-premium rivals, and it had the likes of the Audi A4 (and its Passat ch hassis) licked ul steer, and a completely. It was a wonderfu real tribute to Ford’s engineerrs, who were already blazing a trail on the back of the ocus’s success.

- PE, then, had a greaat start. It ond , an n eo est te back

they were new, if you ever had the chance) and the substantial en ngineeringg differences between the Mondeo o and the Jaguar may be noticeable, but theey’re only perceptible if you’re properly presssing on.

Pitch them into a co orner and the Jaguar is marginally sharper, but the Ford is still great, with accuraate and beautifully weighted steering and d delightful chassis balance, while its V6 engine remains tuneful and responsivve, not picking up as i stan l as the Ja uarr’s 2.5, but still with pr g ess ve ea e nesss, torque v

partial and en ntirely logical way. If Jaguar had been cleaarer when new and said op penlyy that the X-TYPE was 19 percent Mondeo and 81 percen nt pure Jaguar, perhaps the car wouldn’t have been so stigmatised as to become know wn as the ‘Mondeo Jag’?

Of the two cars side-by-side, it’s the Jaguar that’s the better one, but only by a small margin. One that’s worth the small amount extra you’ll pay today but wasn’t worth the £4,,000-plus it was in 2001.

You see, thee key thing is that, yes, the Jaguar does contai i on eo DNA A. B ’ .

CC

At launch, the sum total of parts that the X-TYPE had in common with the Mondeo was a modest 19 percent

54 | Jaguar World / October 2021

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OWNER’S STORY

56 | Jaguar World / October 2021

A

October 2021 \ Jaguar World | 57

OWNER’S STORY E-TYPE SERIES 3 Alan was originally a Triumph enthusiast, owning both a TR4 and TR5 during the Sixties. He changed allegiances to Jaguar in 1970 when he bought a two-year-old E-type Series 2 from his brother. “Although friends of mine had E-types, I always said Triumphs were better until my brother bought this one and I suddenly saw the light.”

As much as Alan enjoyed the Series 2, he found access annoyingly restrictive. This was resolved in March 1971 when Jaguar launched the bigger Series 3. “I liked its stance, the flared wheelarches and, importantly, the longer doors that made it easier to get in and out. While I’d always wanted a V8-engined car, when Jaguar brought out the V12, I realised I didn’t need one.”

In October 1971, Alan visited Westonia Garage, his local Jaguar dealership in Northampton, to place a deposit for a brand-new Series 3 open two-seater in Pale Primrose, the same colour as his TR5, which he’d always liked. Back in the early Seventies, nearly all Jaguars were exported to the States; Northampton’s E-type allocation for 1972 was a mere two cars, which had already been accounted for. Six months later, the garage called Alan to say it wasn’t sure when it was going to get one so returned his deposit.

Help, though, was on its way. Alan had a friend who lived in Burbage – a village in the West Midlands, a few miles from Coventry – who had managed to buy an E-type Series 3 that Alan would drive occasionally, all the while wondering when he’d get his own.

In August 1972, this friend invited him to Burbage for a drink. Says Alan, “He said, ‘Come down to the local Conservative club – Jaguar’s production director, Peter Craig, will be there.’”

After the introductions, Alan explained he was looking for help with arranging an E-type Series 3 because he’d been waiting for over a year. “Peter personally promised that, with the details of my order, he would arrange for my long-awaited car to be scheduled onto the Browns Lane production line without delay, ensuring I would take delivery within just three weeks.

He really was a gentleman in the old sense of the word.”

58 | Jaguar World / October 2021

Due to a six-week strike at the Jaguar factory, it actually took nine, but Peter lived up to his promise with Alan, who received a call from Westonia Garage to say there was a car for him and, “Could I return my deposit.”

Alan finally took delivery of his Pale Primrose E-type on 17 October 1972, a year after he first ordered one. It was registered AVV 1 from the outset, a Northampton numberplate he’d bought in 1970 and first used on the Series 2. It remains the only licence plate his yellow Series 3 has ever had.

Sadly, though, the car wasn’t without its problems. Alan found 23 faults, including several tiny cracks in the optional glass-fibre hardtop (ordered because his Series 2 had one and he liked the lines), and damage to the chrome rear bumper’s centre. Although, as with most of the other parts, both were replaced, it took three attempts to get the bumper right. “Apparently they were stored in a stillage at the Jaguar factory and were just thrown in. They had to search through it to find one that wasn’t marked.”

Other faults included a noticeable outward dent in the bonnet. “When Jaguar built the car, the dipstick was left too high, which made an upward mark in the bonnet when it was slammed shut.”

There were also three leaks: from the engine, gearbox and differential. “When an engineer from the factory came to inspect the car and I asked what he was going to do, he replied, ‘Nothing. They all leak.’

That was Jaguar’s view under Leyland at the time.” According to Alan, other than

the differential – which was only repaired years later – the others still drip. “I’ve been cleaning oil off driveways for years!” he says with a chuckle. However, as the car needs a new clutch – its first in 49 years – the slight gearbox leak will finally be resolved.

Despite everything, Alan was delighted with his purchase. “It was absolutely perfect,” he remembers fondly, “and I couldn’t have been more pleased.”

Together with several options (but before a £130 discount that Alan managed to wrangle from the supplying dealer), the E-type cost £3,700. He had sold the Series 2 for £1,900 (a £200 profit), but he needed help with the excess. “I was working for the county council at the time as a chartered civil engineer and we could get a loan of up to £1,300 through the council towards a work car.” This meant that while his colleagues bought Land Rovers or sensible saloons, Alan drove to road and bridge construction sites in his bright-yellow E-type sports car.

Unfortunately, that was behind the car’s first damage when it was just three years old: a reversing lorry bashed into the wing. But that was nothing compared to what happened during the storm of Friday, 2 January 1976.

“There were already 100mph winds at 9pm. I could hear the roof tiles rattling, so BELOW, L-R: The 1968 E-type Series 2 that Alan owned between 1970 and 1972; Alan and Angela with the E-type at the JDC’s 1976 XK day; In 1977, the car was displayed at HR Owen for the JDC’s 21st anniversary

OWNER’S STORY E-TYPE SERIES 3

ly, extensive. ate choppe emembers

What was a ’ in

October 2021 \ Jaguar World | 59

l

i

60 | Jaguar World / October 2021

l

October 2021 \ Jaguar World | 61

OWNER’S STORY E-TYPE SERIES 3 As proof it’s no trailer queeen, in 2015 n and An ela drove to Ed dinburgh to

Due to spendingg 22 years as a Jaguar ’ directtor and a founder member -

E-type as he must have been 49 years ago – there’ss less chance of him sellin the car o

. y It

c

r .

PW

Thanks to: Alan and Angela Hames

ABOVE: Alan’s E-type graces the cover of the Autumn 1985 issue of Supercar Classics

62 | Jaguar World / October 2021

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HISTORY

66 | Jaguar World / October 2021

HERE’S AN old saying that

Back in the day, though, things were

October 2021 \ Jaguar World | 67

HISTORY XJ40 At first sight, David Marks’ XJ40 attracts your attention simply because you don’t see many XJ40s this tidy, even today as the model is gaining in appreciation and value. Look again and you’ll spot that D-registration, which to anyone immersed in the world of Jaguars will mark it out as a real curiosity: a survivor from the first year of production.

Driven off the assembly line in Browns Lane during April 1986 by the press fleet manager at the time, Howard Hunt, and registered on 1 August as D38 BRW, this manual 3.6 Sovereign is one of the preproduction pilot-build cars used for the XJ40’s original press launch in Dunkeld, Scotland, during September 1986, the cars bearing the registration sequence from D21 to D44.

By all accounts, this was a lavish launch with the company going all-out to make a big splash with what was, after all, a significant car for the company and the first new XJ model since... well, ever.

An unashamed XJ40 fan, David sums up just how important the car was for the company, “It was more significant than the E-type.” And that’s something worth remembering. After all, had the E-type bombed in the market, Jaguar would have survived, but, in the face of increasingly stiff competition from Mercedes and BMW, the XJ40 desperately needed to succeed.

68 | Jaguar World / October 2021

car on lattice alloys you see here. Instead, it’s in Alpine Green and wears the regular Sovereign-spec wheels from the era.

Its current appearance is explained by another stage in its long life.

Painstaking research by David and others has unearthed a surprisingly detailed record of the car’s life, and it seems that it remained on the general press loan fleet until late 1987, during which it was one of a pair of cars used for a charity drive to Istanbul for the Zeebrugge Disaster Fund. Intended to raise funds for victims of the ferry Herald of Free Enterprise, which had capsized off Zeebrugge, Belgium, in March of that year, the trip involved a team of police training drivers taking two weeks to drive the round trip, carrying UK items for a charity auction in the British Embassy in Istanbul, and returning with antique pieces to be similarly auctioned on return home.

The research into the car’s past brought David into contact with the drivers on the trip, including Willie Baker, and it’s his stack of snapshots that show what an arduous undertaking the trip was, even in the late Eighties. There’s a great footnote in an email by fleet manager Howard Hunt, who comments that the Jaguars were also almost entirely standard. He admits that they considered using the famous pavé section at MIRA to emulate the rough roads expected on the route

As Willie’s photos show, though, this was sufficient and the two XJ40s made the trip there and back without incident, covering around 500 miles in an average day to clock up a total of 5,284 miles per car in just 14 days.

The piles of paperwork in the car’s history show that shortly after returning to Coventry D38 was transferred from the press fleet to Jaguar’s vehicle proving department and it also appears the car was used at MIRA during 1988 possibly for suspension development.

D38’s career in the limelight wasn’t over, because in May 1993 it returned to Browns Lane for a service before being prepared as a medical support car for

ABOVE LEFT: Interior remains original, apart from the addition of the JaguarSport steering wheel, much preferred by David over the standard XJ40 item ABOVE: Engine is with not the car’s original and bears an out-of-sequence number, as well as such odd features as wiring for an absent oxygen sensor LEFT: The pre-production cars featured a slightly different style of door trim BELOW LEFT: Visible blanking plates at the forward edge of the bonnet are a feature of these early pre-production cars and were deleted in later production

on his mind back then – after all, in 1997 this was just another old XJ40 and people were breaking them for their engines and gearboxes. In fact, it was David’s intention to do just that, until he decided it was, in reality, too good to break and the car was instead pressed into service as everyday transport.

Impressively, this was a task the already hard-used XJ40 performed without complaint until, in late 2002, it became obvious that another MOT test would be a step too far. “All the systems were failing and it was really showing its age,” recalls David. A year later, he was forced to make the decision of whether to break it or rescue it and, in view of its low chassis number, decided on the latter.

It was an ambitious undertaking, the full extent of which becomes truly obvious only after David shows me the photos of the work in progress. When he says the car was stripped, this isn’t a simple glass and seats out – the photos show a bare bodyshell bereft of all its trim, interior, running gear and even wiring loom. With much help from his business partner Bob Middleton, plus their sole employee of the time Richard Coursty of Les Hughes

Courtesy of Willie Baker

medical livery and light bars, the car seems to have remained otherwise standard. It’s also thought that the 16in lattice alloys may well have been added at this point.

Sadly, this time in the car’s life is the only gap in David’s detailed history, explained naturally enough by the fact that nobody would have been taking photos of the medical car – certainly not in those days, before camera phones and digital photography. David has, however, preserved the ‘access all areas’ sticker from the original windscreen. F1 fans will remember that this was the year when the

F1 calendar hosted two British Grands Prix, at Donington and Silverstone, but the lack of any photographs from the day make it tricky to work out which track the car was used at. Dates suggest it may well have been the Silverstone race and it’s likely the car was kept Silverstone after the event, not returning to Jaguar until 1997.

There’s another superb detail in the history file in the shape of a memo, which notes that the car was returned filthy with the gearknob, rear-view mirror and steering wheel badge missing.

It was at this point that D38 got the big break that eventually allowed it to appear on these pages. As a respected Jaguar specialist, David’s business has been involved with Jaguar and the JDHT for many years, providing restoration work for some of the Heritage Collection cars, including transforming the Daimler Corsica from concept to running car, among other achievements.

It was through David’s connections with Jaguar that he acquired the car in November 1997. As a fan of the XJ40, he’d immediately recognised its status as an early example.

Oddly enough, though, restoration wasn’t

ABOVE L-R: D38BRW (far left) in the maintenance facility at the XJ40’s 1986 launch in Scotland; somewhere in Greece during the 1987 trip to Istanbul; at Silverstone with Less Hughes, Roger and Penny Woodley October 2021 \ Jaguar World | 69

HISTORY XJ40 Harrison, and with crucial assistance from bodywork man Alan Proctor, the XJ40 received some drastic surgery.

Luckily, David was able to obtain some of the last genuine panelwork for these cars, which was just as well since the welding involved replacing inner and outer sills, part of the floorpan, both inner front wings, both rear wings, the screen surround and – perhaps the most impressive – the front bulkhead, the entire width of the car.

You might now be questioning whether the car becomes a kind of ‘Trigger’s broom’ at this point, but there’s a further twist in the tale that meant David was able to preserve its provenance. By chance, his connections in the Jaguar scene had also enabled him to acquire at least one other pre-production car, which meant that the replacement external panels were from the same hand-built era.

The result, reckons David, is a car that retains great period originality, second probably only to the car retained by the family of former Jaguar technical director and ‘father of the XJ40’, the late Jim Randle.

Resurrecting the bodyshell was only the start of the exercise and, before going any further, a decision needed to be made as to what specification the final car should take: should it be restored to the Alpine Green and plain wheels of April 1986 or to the white medical car and lattice-wheeled spec of the second half of its life? In the end, David believed the appropriate thing was to restore the car to the state it was in when he’d acquired it, which luckily allowed him to keep the wheels.

This meant some creativity in the paintshop, because to be truly authentic the car needed to be painted first Alpine Green and then the outer resprayed white... but as the original transformation into medical car had clearly been a quick job, this needed to be replicated in the visible underbonnet area. With photos of the original work to hand, the masking-up before applying the white was done carefully to emulate the slightly wonky lines of the original job.

With the shell painted, the reassembly could begin and, flicking through David’s

ABOVE: the car’s restoration from the early 2000s was a huge undertaking

photos of the process, you begin to get a flavour of how much detail work was in nvolved.

For examp ple,, the wiriing loom was by Jagguar’s Speciial Vehicle Operations and is hand made in places that in the main used white or purple cables with coloured identifying ferrules applied to the tails by hand. Interestingly, ID labels on some of the components are dateed as early as 1985, showing how early in the XJJ40 stor this car co es.

70 | Jaguar World / October 2021

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HISTORY XJ40

It was one of a pair of cars used for a charity drive to Istanbul

units. Sim milarly, the instrument panel isn’t the car’s origiinal, since it’s now a later six-dial analogue dash, yet the Lucas sticker identifies it as predating the introduction of this design in production, and the wiring loom had been modified by hand to suit.

A brand-new suspension crossmember was fitted during the rebuild, with new bushes throughout and four new JaguarSport-spec green Bilstein dampers.

The final touch was a set of five new tyres – the proper 225/55/17 Pirelli P7s, too, which David fitted in 2019 and look just right.

that this is, to all intents and purposes, as close to driving a factory-fresh XJ40 as you’re likely to experience, with the added novelty of it being a manual car. I must have sampled a three-pedal XJ40 at some point, but it was more years ago than I care to remember and it’s interesting to discover what a capable combination it is.

David warns me that the clutch action can feel slightly abrupt, but it’s nicely positive and the feeling is of a well-judged sporting saloon, suddenly closer to the German competition than is usually realised.

during the launch; somewhere in Norway 1038m above sea level in June 2019; Jim Randle reunited with the car in 2017

On the move, the new suspension gives the car a lively poise, without the baggy feeling you’d expect from a car of this size and age, while the careful reassembly means the complete absence of squeaks and rattles. Clearly, this is the early XJ40 as it was designed to be, summed up by a lovely pair of photos in the history file, showing Jim Randle standing proudly with this very car – once at the press launch in 1986 and again at a reunion near Coventry in 2017.

Having put all the time and effort into restoring the car, it’s also heartening to see that David isn’t afraid to put the miles on it, either. With a nod to D38’s well-travelled past, he’s added his own history to it by taking it on a pre-Covid odyssey during June 2019 to Norway. The trip from Nottingham to Alesund, via Oslo, Kiel and Bremerhaven, totted up to some 3,000 miles in two weeks and although it doesn’t quite equal the mad dash to Istanbul, it’s a credit to the car and the work that has gone into it.

Clearly nothing goes better than a press car. PW Thanks to: David Marks (www.davidmarksgarages.co.uk)

72 | Jaguar World / October 2021

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R E S T O R AT I O N

October 2021 \ Jaguar World | 75

RESTORATION XK 150 FHC

O

F THE hundreds of cars that Jaguar World has featured over the years, none has a history quite as remarkable as this XK 150 fixed-head coupe. Once used as a banger racer, the car amazingly survived – just – and has recently been restored. Although a long way from a concours winner, it is a fast, good-looking and hugely enjoyable machine that gives more than a nod to its unique past.

Little is known about the early years of the XK 150 3.4 FHC with chassis number S824211DN, other than it was dispatched on 19 February 1958 and was originally in Old English White with a red interior. It’s thought the original engine was replaced in the Seventies for a 3.8-litre, originally fitted to a Mk IX, and was still on the road as late as 2000. An older, Kent-based gentleman bought the car to restore and got close to finishing the project before passing away in late 2009.

For reasons unknown, his widow insisted the car was taken to a scrapyard and destroyed. An angle grinder was put through the pillars to cut the roof off; the doors, bonnet and bootlid were removed and the

76 | Jaguar World / October 2021

interior stripped. It was at this point that Suffolk-based banger racer Laurence Wells bought the car for the all-Jaguar Big Cat Cup to be held on Sunday, 4 July 2010 at Ipswich’s Foxhall International Raceway.

“It was a very clean car with not a bit of rust on it anywhere,” Wells wrote on Pistonheads.com in 2010. “But the best parts of it was [sic] missing; all the interior apart from the dash, no wheels, roof had been cut off etc. It probably was restorable, but we decided to have a bit of fun with it, seeing as it was the first of its kind to hit the [banger] track.”

It took six months for Wells to prepare the car for the race, including reattaching the roof, stripping the car of its exterior trim and strengthening the chassis by inserting huge bolts in several strategic places. He also made a basic bonnet, and door panels that were welded onto the wings, plus he fitted a bootlid from a Mk 2. The original hubs were also replaced so the car could be fitted with modern alloys. Finally, because speed isn’t important in a banger race, the Mk IX’s 3.8 head was replaced with one from a Mk 2 that had two carburettors.

According to Wells, the XK 150 was fast. “I was pulling away quite easily from a lot of the newer XJ6s with bigger engines,” he wrote online in 2010 after the event. But, despite being the oldest car on track, the others didn’t go easy on the 52-year-old coupe.

There’s a clip of the race on YouTube that, due to all the other Jaguars taking a hammering – including several XJ6s and XJ40s, a 420, a Daimler DS 420 limousine and an XJ-S – is hard to watch. But, a four-car pile-up when the XK 150 was rear-ended and shoved hard against a wall explains how this once highly collectable classic received its many injuries.

Following the race and after passing through another scrapyard, the almost unrecognisable car found its way to Jaguar and Austin-Healey specialist Denis Welch Motorsport, in Staffordshire. It was then advertised on eBay for £4,500.

In 2012, marque enthusiast Mike Read was looking for a chassis for an XK 120 special he was planning to build and saw the former banger racer for sale online. “It did look awful,” Mike admits, “but no one had bid on it. I called Denis Welch Motorsport and made an offer, which was accepted.”

Despite the extensive damage, when Mike started stripping the car he discovered that the front bulkhead was close to being perfect with little rust. “I like saving things, and thought it was a shame to scrap the car,” he says. “I eventually found an original XK 120 chassis in the States, so decided to restore the XK 150.”

First, though, he needed to discover the car’s identity. “Once I’d stripped the body down and could access the chassis number, I found it had been ground off. It should

CLOCKWISE FROM TOP LEFT: The solid-looking XK 150 before it was originally sent to the scrapyard in early 2010 It’s difficult to believe this mess could one day be restored Cutting the rear wings away revealed the poor condition beneath the surface The only part of the car Mike kept is its bootlid, which hangs on his garage wall Stripped and ready to be reassembled The 3.8-litre engine before restoration began

also appear on the front cross memb ber under the radiator and this time it was still there, albeit faintly.”

With the help of a contact in Australia who has access to Jaguar’s build records, and because the car had its original body and gearbox, Mike could prove that the car was S824211DN, and requested a registration from the DVLA. The car was soon issued its original number, 1515 DU. Mike realised the car would never be a concours winner due to its rather sketchy history, so from the outset knew what he wanted to achieve. “Being bent to

buggery alll over th he pllace, it was never going to be perfect, so I decided to keep it looking like a racer.”

The chassis needed straightening, but everything from the front wings forward (which had to be pulled out on a jig) was usable, although it was missing a bonnet – which Mike sourced, as he did doors. And because Wells had shortened the roof, Mike had to find one of these, too.

At the other end, the back was so badly damaged following that four-car pileup it needed a complete new rear end, which was built by Bill Lawrence & Son, an October 2021 \ Jaguar World | 77

RESTORATION XK 150 FHC

XK panel specialist based in Hampshire, onto which a pair of original wings that Mike already owned were fitted, as was a replacement bootlid.

Although Mike and his son, Tom, did much of the initial work, a bodyshop in Dereham refitted the roof, improved the shut lines, welded in the new floor at the back and prepared the car for painting.

Instead of going for its original Old English White, Mike specified Ecurie Ecosse Blue. He explains, “I love the colour and I haven’t seen another XK 150 in the same shade. Plus, I thought it fitted rather nicely with the car’s racing history.”

Mike kept the 3.8-litre block, but as he already had a triple-ported head from an E-type and a set of three carburettors that he’d bought years earlier, he swapped them for the Mk 2 head and the two carbs the 78 | Jaguar World / October 2021

car came with. “It was meant to be,” he says with more than a little satisfaction at it all coming together.

The original gearbox was reused, as was the steering and suspension, albeit all recommissioned, and the latter was fitted with modern polyurethane bushes.

Finally, Mike sent the car to Rob Kitchen at Norfolk Classic and Sports Cars in Fakenham to have it checked over mechanically and to set the castor and camber. Rob soon discovered, though, that the original rear axle was bent – no doubt another victim of the banger race – which was subsequently replaced.

After eight years of hard work, this once banged-up car was ready to be enjoyed once more. Having kept in contact with Mike throughout the latter stages of the restoration, I’m excited to see the final result. I won’t be disappointed.

The car looks terrific when I visit Mike one sunny day in July and is a long way from the mangled monstrosity he started with. Part of its appeal comes from his choice of exterior paint. Although an unusual colour for an XK 150, it is the same hue as the two Ecurie Ecosse-entered D-types that celebrated Le Mans victories in 1956 and 1957 so I reckon it’s a natural choice for this 1958 sports car.

Hanging on Mike’s garage wall is the dented bootlid from the 2010 banger race, the sole reminder of its former life.

When I say that it’s easy to judge the poor state of the car by this single panel, he says simply, “Yeah, it was bad.” Surely the understatement of the year.

The car has a wonderful yet naturallooking patina, despite being finished in April 2020. That’s because all the exterior

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RESTORATION XK 150 FHC

trim comes from Mike’s exhaustive collection of original parts sourced during previous restorations. “Rather than buying new, everything I had in the store that could be used, I used,” he explains. Old and imperfect, the tiny dents in the oval radiator grille, together with the slight pitting of the headlight rings, give just a hint of the car’s colourful past.

The only part of exterior trim that Mike’s collection couldn’t yield was a pair of bumpers – so none are fitted. Still, it gives the normally svelte XK 150 FHC the pseudo racing image he wanted. Add a pair of white racing roundels, and the car could have just left a Sixties track.

It’s immediately obvious when I open the door that this ruggedness continues inside. Although the bucket seats are new and the retrimmed dash has all the correct dials (again, coming from Mike’s shelf), with no roof lining and two basic door cards that lack the thick veneer along the top, it’s considerably different from how it would have looked when new. There’s even a roll cage behind the seats that Mike picked up for a mere £35 from eBay. It’s still comfortable, though, and this simplicity makes the car usable, drivable and practical – ideal for Mike, because he drives the coupe most days.

With little to no sound-deadening, the familiar twin-cam growl of the 3.8-litre XK unit fills the cabin yet even under full power it’s never so intrusive that Mike and I need to shout to make ourselves heard. With the three carbs being perfectly set up, the engine is quick to respond to my request for power, the surprisingly hard acceleration arriving instantly, yet smoothly. There’s also plenty of torque and I could, if I wanted, leave the car in third and it would still pick up speed keenly.

But to do so would miss a major part of what makes the car so enjoyable to drive: the short, sharp shifts of the original four-speed gearbox. Precise with nice mechanical changes, blipping the throttle before snicking down into third and then second ready for a corner is a genuine 80 | Jaguar World / October 2021

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JW's technical section where we give help, advice and guidance, making Jaguar ownership that little bit easier

86 Our Jaguars Paul Walton has the alloys of his XF repaired before putting the car back to work while Rob Hawkins gives an update on the XJ8’s respray

90 Modern workshop

94 Q&A

How to replace an S-TYPE’s expansion tank, plus solving other coolant issues

Why an XJ12 won’t start and where an XKR convertible might be leaking from

96 Classic workshop

100 Meet the expert

102 10 02 G Gearbox b

We show the importance of servicing the Mk 2’s handbrake cable mechanism

Discover more about Stuart MacNeill from XK parts specialists, Coventry Auto Components

New products include a leather holdall that celebrates 60 years of the E-type

OUR JAGUARS | PAUL WALTON

PAUL WALTON – EDITOR

2013 XF Sportbrake 2.2D

W

86 | Jaguar World / October 2021

PAUL WALTON | OUR JAGUARS

The XF Sportbrake with the XF SV8 and XJR that appear in the September 2021 issue

Outside the alloy wheel repair workshop

Paul travels to Norfolk to photograph the gorgeous XK 150 that appears in this issue

The wheels are in a poor state and need repairing

When the cambelt was changed earlier in the year [see Modern Workshop, September, p80], Nene Jag Specialists’ Julia Kirton advised me that the tyres were close to being illegal. I had hoped they might last a bit longer but, by averaging 1,000 miles a month recently, I’ve obviously run out of time.

Always preferring tyres to match, I ask for the same Dunlop SP Sports as per the front.

The final bill? An eye-watering £693.60 (including VAT), which was much more than the £50 a wheel I was originally quoted. But, as I said at the beginning, the costs escalated so quickly I didn’t have time to think about them. And they weren’t finished yet.

I’m extremely pleased with the result, the refreshed wheels smartening the car’s appearance like a new tie or shirt to an old suit. I did briefly consider choosing a darker grey to contrast with the car’s silver, but eventually went for the original colour.

Now, with the wheels perfectly matching the bodywork for a cleaner, sleeker look, I’m glad I did.

I am annoyed, though, that I didn’t buy new wheel centres. Although easily sourced, the wheels need to be removed and the centres pushed out from behind.

When I collect the Sportbrake the following afternoon, I’m advised I should also have the tracking checked due to

MOT’d for the 22 years I’ve lived in the city.

Although it costs another £95, the wheels were found to be out of alignment, so I guess it’s money well spent. Including the straightening of two alloys, two new tyres and the tracking, the wheels have cost a lot more than I was expecting, so the uneven, but still legal, front Dunlops (including the annoying noise) will have to stay on for the time being.

The car has always had to earn its keep, but more so now – meaning it’s soon back on the road for Jaguar World photoshoots. The first trip is to my favoured local location for Craig’s XF SV8 and XJR twintest, featured in the September 2021 issue (p26), when the newly repainted wheels help to make my diesel estate compare well to the pair of handsome, but brutish, supercharged V8 saloons.

This was followed in quick succession by three longer journeys: first, to the Cotswolds, to photograph the D-type that’s also in September’s issue (p76), then to Northampton and Norfolk for the E-type Series 3 and XK 150 on pages 56 and 74, respectively, of this issue. All iconic and beautiful classic Jaguars, yet I like to think my more recent model is a match, especially with its newly refurbed wheels. Yes, like the costs, my wishful thinking is also getting out of hand.

uneven tyre wear. With there being a whump-whump-whump noise emanating from the front recently, I’m not totally surprised by this either.

Two days later, the car is with Express Autocare in Peterborough (www.expressautocare.co.uk), where the majority of my cars have been serviced and

Ready for the tracking to be adjusted

The finished result is a huge improvement

October 2021 \ Jaguar World | 87

OUR JAGUARS | ROB HAWKINS

ROB HAWKINS – TECHNICAL EDITOR

2003 XJ8 4.2 Sport It’s full steam ahead for the respray of our XJ8, when Rob almost takes up permanent residence at the bodyshop

W

HEN I last reported on the progress of the XJ8 [see JW, June 2021, p86], the bodyshop doing the job (Elite Accident and Repair Centre, in Batley, West Yorkshire) was swamped with post-pandemic work. Luck was not on our side when a week was allocated to work on the XJ8, only to find one of the staff at EARC had to isolate because his daughter had been sent home with a Covid case in her class at school.

Thankfully, nobody caught Covid, but it meant a week of isolation and disruption, yet EARC didn’t give up and made time to work on the XJ8.

With the bumpers and sill covers removed, the initial plan was to leave the doors fitted 88 | Jaguar World / October 2021

and prepare the bodywork. Various grades of abrasive paper were used to rub down the old paintwork and look for imperfections, applying guide coats to help highlight any.

A few dents were spotted along the front wings, but, overall, the panels were straight.

The dents in the wings were pulled out as best as possible, but required a skim of filler to make them acceptably smooth.

Meanwhile, windscreen specialist SPG Windscreens Ltd visited to remove the front and rear screens, which was a tougher job than we’d expected, having to contend with brittle plastic clips, fragile trim and old adhesive. We couldn’t save the numerous plastic clips that secure the screens and trim to the bodyshell, but my local Jaguar

dealership was able to supply a new set.

We needed a total of 51 plastic clips and a new windscreen rubber, which came to a little over £400. We also needed the outer trim, which is fitted across the top of the windscreen and down the sides, but, at more than £200, I decided instead to contact Darlington-based used-parts specialist Eurojag, which saved the day with a secondhand trim for £51, delivered.

The bad news was that we would need a new windscreen because the old one was not only chipped, but its wiring for the heater elements was damaged. Thankfully, the cost wasn’t too painful at £295+VAT (£354).

After a week of prepping, the XJ8 was rolled into the spray booth, masked up and

ROB HAWKINS | OUR JAGUARS

Many days of prepping later, the primer is applied in the spray booth

Back in the bodyshop, the XJ8’s bodywork is rubbed down to look for high and low points

When it comes to the final coats, the doors, bonnet and bootlid are removed

Careful reassembly. A new windscreen cost £354

primer applied to the sides, doors and roof – the plan was to remove the bonnet and bootlid to paint them separately. Everyone soon decided it would be better to also remove the doors and paint them separate to the bodyshell, so the XJ8 was rolled out once more, stripped of its masking tape and paper, and the doors were then removed.

Although we had applied the primer, more rubbing down was required. And the time spent masking up was just as lengthy. We reckon it took around three hours to mask up the bodyshell, which had to be done twice: prior to applying the primer and then before the final coats.

Progress was looking promising, although we kept thinking of little jobs that needed tackling, such as preparing and painting the door mirrors, and looking for the driver’s door mirror that was originally removed last year. We eventually found it. Plus, there was so much trim, both inside and out, with numerous clips and fastenings that had been removed last year, that it was a mammoth memory test to recall where everything should be fitted once the bodywork had been painted and we were ready to reassemble.

The final coats of paint were a major milestone in the respray and were completed in several stages. The stripped, but rolling, bodyshell was first to go in, its bonnet, bootlid and doors having been removed.

Next, the bonnet, bootlid and a couple of the doors went in, and, finally, the remaining doors, the bumpers and sill covers. This was all completed in EARC’s spray booth, which

Several top coats of paint are applied to the bodyshell and left to dry inside the oven/spray booth

includes the appropriate filtration and an oven.

Eventually, it was time for reassembly, which can be more time-consuming than all of the prep-work. I took the opportunity to drive the XJ8 out of the bodyshop and rely on the sunlight to further bake the paintwork. It was good to get back behind the wheel and start the engine, despite an array of warning lights appearing on the dashboard to tell me that various doors were open (they weren’t fitted).

The reassembly took a few weeks to complete. The windscreen, however, was much easier to refit than it had been to remove. No one at EARC lost their patience if fastenings were missing and replaced anything that was beyond rescue.

That concludes the brief summary of the weeks of work that have gone into this car – a full account of the respray will be covered later as a series of Modern Workshops.

Almost finished. Just the sill covers, door mirrors and interior door cards remain

October 2021 \ Jaguar World | 89

Coolant leaks and expansion tank trouble We follow Tasker and Lacy solve coolant loss problems and replace an expansion tank on an S-TYPE WO R D S & P H OTO G R A P H Y R O B H AW K I N S

C

OOLANT LEAKS are one of those dreaded problems that can be difficult to fix, especially when you are confronted with a steaming hot engine and have no clue as to where the pink-coloured liquid is escaping.

There are, however, several tricks of the trade to help you to work out the cause of a coolant leak and fix it. We tap into the knowledge of independent Jaguar specialist Tasker & Lacy as its technicians diagnose the problem, and then follow them replacing the expansion tank on an S-TYPE. When replacing the expansion tank, they insist on fitting a genuine item. That’s 90 | Jaguar World / October 2021

because it comes equipped with a lowlevel warning sensor that works with the vehicle’s wiring plug in the engine bay, so there are no electrical modifications required.

The following steps start with an overview of some of the typical causes of coolant leaks, then show Tasker & Lacy replacing the expansion tank.

DOING IT YOURSELF Difficulty Time required: 2 hours On your own? Yes

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■ Pump for extracting fluid

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■ Screwdrivers ■ Sockets/spanners: 8mm

MODERN WORKSHOP

LOOKING FOR LEAKS

1 It’s not so easy to spot a coolant leak, especially if it happens when the engine is hot, increasing the risk of being scalded. Equipment that pressurises the cooling system can help

3 A leaking hose can often be the result of the wrong securing clip having been attached, or tightened so much that it has cut through the rubber.

Slacken and remove the clip to check

5 Check that all hoses are the correct type. The coolant hose on this XK8 X100 engine is clearly labelled as a fuel hose. Fortunately, it can withstand coolant, but if it had been a breather hose, it could have leaked

7 Pressure caps for the radiator and expansion tank don’t last forever and can cause leaks or pressure issues if they fail, so it’s worthwhile replacing them every few years

2 If you’re struggling to solve a coolant leak, look for traces of residue (pink in this photo), then try to trace it back to where it has escaped.

You may need to clean off the residue and check it again

4 Some Jaguar engines are equipped with a plastic thermostat housing, which has been later upgraded to a more robust alloy type. If you still have a plastic housing, but can upgrade to alloy, this may avoid problems

6 This coolant hose, attached to an expansion tank, seems to have collapsed, but it’s actually the pressure cap that has failed and is the cause of this problem. Changing the cap will fix it

8 When replacing any components in the engine’s cooling system, especially where a watertight seal is required, make sure all mating surfaces are spotlessly clean to avoid the risk of leaks

October 2021 \ Jaguar World | 91

MODERN WORKSHOP

REPLACING AN EXPANSION TANK

1 Tasker & Lacy’s technician John starts the expansion tank replacement job on this S-TYPE by removing the trim cover over the top of the slam panel. It’s secured with a few plastic screws that can be undone by hand

3 The top hose (return from thermostat) connected to the expansion tank is released by squeezing its spring clip with a pair of angled long-nosed pliers and moving it along the hose

5 The bottom hose connected to the expansion tank is more awkward to release. First, there’s a metal spring clip to remove. Once the hose is detached, coolant leaks out and is collected

7 A low-level warning sensor is fitted to the bottom of the expansion tank, so John detaches its wiring plug before the expansion tank can be fully removed from the engine bay of the S-TYPE

92 | Jaguar World / October 2021

2 When the engine is cold, the expansion tank’s pressure cap is undone and the coolant inside is extracted using a hand-operated pump. Some coolant will leak out later, but at least there’s less of it

4 John carefully eases the top hose off the end of the outlet and explains that this plastic outlet often fractures, resulting in coolant leaks. This one is probably broken

6 There’s a single 8mm mounting bolt to undo, which secures the expansion tank in position. Once undone, the expansion tank should be free to move inside the engine bay, but is still attached to something

8 We can now inspect the old expansion tank more closely, and discover that the outlet for the top hose has fractured, which would result in coolant leaking from it. This is a common problem

MODERN WORKSHOP

9 John pre-fits the metal spring clip that was removed in Step 5 onto the end of its hose. This will enable him to attach the hose to the new expansion tank and push the clip into position

11 The top hose is fitted onto the appropriate outlet on the new expansion tank, then the 8mm mounting bolt is fitted and tightened. Next, the spring clip for the top hose is moved into position

13 The expansion tank seems to be full of coolant, but then an air pocket rises to the top and escapes out of the filler neck, allowing the level to drop. This takes a few minutes

15 While the engine is running, the heater is set to its highest temperature to ensure the coolant circulates. Any trapped air will eventually escape

10 The new expansion tank is now lowered into position, the low-level sensor wiring plug is reconnected and the bottom hose is manoeuvred into position, ensuring its metal spring clip is fitted

12 John extracts the bleed screw on the top of the expansion tank, and then starts to slowly refill it with a mixture of antifreeze and water, allowing air to escape while he pours

14 When John is confident the air has escaped from the expansion tank, he refits the bleed screw, followed by the pressure cap, then leaves the engine running for several minutes

16 After running the engine for half an hour, it’s switched off, left to cool and the level is checked. It doesn’t need topping up. If it did, the pressure cap must be released slowly

October 2021 \ Jaguar World | 93

QUESTIONS AND ANSWERS

Jaguar World's technical advice service Edited by Ray Ingman

XJ12 Series 2 frustration

Q

I test-drove a beautiful low-km (62k) 1975 XJ12L and it ran fine, so I bought it. Unfortunately, on the journey home it stalled, then refused to restart until it cooled. It eventually fired up and, once home, I got it running a few times but it would cut out after a second or two, sometimes a minute.

I cleaned the points in the fuel pumps, replaced the coil, cleaned the contacts on the cap and rotor arm, and changed the spark plugs, but now I’m not getting a spark at all (I held the spark plug adjacent to the block, and nothing).

From what I’ve read, the problem could be the amplifier, ballast resistor, wires or pick-up module and I’m wondering if I’m on the right track.

It’s an expensive car to just change everything on – could an aftermarket

amplifier could be a solution? I’m new to carburettor cars, and think I’ve got a tough one to learn on.

Teddy Bamber

A

Once upon a time, people feared injected cars with their unfathomable electronic control units, but now an air of mystery surrounds old analogue carburettors.

Hold on to the thought that all petrol internal combustion engines simply need three things to fulfil their life’s ambition: compression, fuel and sparks – all occurring in roughly the correct quantities and at the apposite moment. As your car initially ‘ran fine’ we can assume that the compressions (a combination of piston ring and valve seat integrity) are acceptable. Having

STAR

QUESTION

Courtesy of Sealey Products (www.sealey.co.uk; 01284 757500), the sender of each issue’s Star Question will be the envy of their friends when they receive an aluminium adjustable-focus 3w LED torch (worth £28.74 Inc. VAT). The ‘LED020’ produces an extremely bright white light with an output of 110 lumens – count them! The illumination pattern can be altered from spotlight to wide area with a simple twisting action of the head and a three-function on/off push-button provides full, half and blinking light possibilities.

All this is contained within a lightweight aluminium housing and is powered by three AAA batteries (not included).

94 | Jaguar World / October 2021

attended the fuel pumps, you will no doubt have confirmed the presence of fuel at the carbs; but check that the inline fuel return valve has not stuck open. This is the small metal cylindrical unit located in the fuel line on the left-hand side above the inlet manifold plenum chamber. If failed in the open position, it will reduce fuel pressure to an unacceptably low level (this can be temporarily proved by clamping off the rubber return line).

We now reach sparks. The Opus (colloquially known as ’opeless) ignition system is acknowledged to be the most unreliable feature of the pre-HE V12s. It requires a dedicated (matched) coil, so it is possible that your replacement was of incorrect specification. No matter, you will be well rid of the system, both in future reliability and performance terms. We have experienced great success with the Lumenition optically triggered constant energy (performance) system (www.autocarelectrical.co.uk; 0207 403 4334). It consists of a pick-up, trigger wheel, amplifier and coil totally replacing every troublesome aspect of the OE set-up.

Faster starting, smoother running and improved fuel consumption will all be additional evident benefits.

The part number is CEK150, plus an FK119 fitting kit. Cost is around £320. Alternatively, for those requiring original appearance, SNG Barratt (www.sngbarratt.com; 01746 765432) offer what is effectively the later, excellent HE ignition system elegantly disguised within the Opus amplifier and distributor bodies. The part number is DAB113HE, which costs £538, but note that this is an exchange price – your original distributor body and amplifier must be returned.

QUESTIONS AND ANSWERS

XKR water ingress

Q

I’m hoping you can shed some light on a problem after heavy rain. Water runs into the boot and back light area where there is wiring, and, I think, the jump-start terminal on my 2012 XKR convertible. Sometimes the internal puddle is 1cm deep. Thanks in advance.

Roy Wain

A

This is not a common fault on your model. If this happens when it is left out in the rain and not only when being driven, the water must be getting in above the wet area. The live post you mention is located in the nearside rear corner. Assuming this is the wet side, start by removing the rear nearside rear light and checking for cracks and faulty seals.

Next, remove the side and upper trims in the area, then convince someone to crouch in the boot with a torch while you hose the car down. Alternatively, coat the upper surfaces with a leak-tracing

aerosol (which sprays a talc-like powder that highlights wet areas) and hose the car, leather off and inspect.

If it only occurs when driving in wet conditions, it is likely the source is road

spray being driven past panel joints from the inner wheelarch area. Inspect the liner, remove and observe any damage or faulty sealant at the panel joints. A coating of seam-sealer mastic may well affect a cure.

Finding the XF’s fuel filter

Q

I recently purchased a 2010 Jaguar XF 3.0-litre petrol engine car. I couldn’t find the fuel filter while carrying out a service and was told it is in the nearside wheelarch, behind the plastic arch liner. I removed that, but was still unable to locate it. I checked on the offside wheelarch, but I couldn’t see it there, either. These were both the front wheelarches.

Colin Bennett

A

Assuming this is a 3.0 UK-specification normally aspirated V6 petrol XF, you should find an inline aluminium filter behind the nearside (left-hand) wheelarch liner. Remove the passenger side wheel and liner and look to the rear; it is mounted adjacent to the airconditioning low side pipe. Follow the pipe from the charge port through 90 degrees and a few more inches and you should see it.

For reference, the supercharged 3.0-litre petrol, introduced in 2012, has an in-tank filter, which Jaguar doesn’t recommend replacing on any service schedule. It can be found located under the access panel for the sender unit.

Our technical experts are ready to give you help and advice on any problem. If your question is a particularly complex one, it may take time to respond, and in some circumstances it may be beyond our resources to do so. In this unlikely event, we will let you know. Please allow up to three months for a response via the magazine. Personal responses can be given, but at our discretion. Fax: (FAO Jaguar World Q&As): +44 (0)1959 541400 Email: jwm.questions@kelsey.co.uk Post (enclosing an SAE): Jaguar World Q&As, Kelsey Publishing Group, PO Box 13, Westerham, Kent TN16 3WT, England.

Keith Parrington of JW would like to thank Martin Pike of Classic Engineering, (01992 788967) Painting Classic Cars (01323 885123) and Tom Lenthall of Tom Lenthall Ltd (0118 9731614) October 2021 \ Jaguar World | 95

CLASSIC WORKSHOP

Handbrake trouble In the first of a two-part series, SNG Barratt reveals the importance of servicing the handbrake cable mechanism that’s fitted to the Jaguar Mk 2 WO R D S & P H OTO G R A P H Y RO B H AW K I N S

T

HE HANDBRAKE cable mechanism on a Jaguar Mk 2 is quite a straightforward system that shouldn’t take more than half a day to remove and service. It’s a worthwhile job to ensure it remains in good working order.

With the exception of having to access the underside of the vehicle to detach and remove the handbrake cable assembly (and refit it afterwards), the rest of the work can be completed on a workbench.

The handbrake cable mechanism consists of three cables and one compensator.

96 | Jaguar World / October 2021

There’s a single cable routed from behind the gearbox area, alongside the propshaft and to the rear diff’ – where a compensator is mounted. Two more cables are routed from this compensator, which lead off to each rear handbrake caliper. The following steps outline removing, stripping and overhauling these components. Next month, SNG Barratt removes, strips and rebuilds the handbrake caliper.

DOING IT YOURSELF Difficulty Time required: 4 hours On your own? Yes

PART ONE

THANKS TO SNG Barratt Group The Heritage Building Stourbridge Road Bridgnorth WV15 6AP 01746 765432 www.sngbarratt.com

TOOLS

■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■

Bench grinder with wire wheel Drift Hammers Light oil Multipurpose grease Parts wash Penetrating fluid Pliers/side cutters Spanners/sockets 7/16-9/16in Vice Water pump pliers Wire wheel/brush

CLASSIC WORKSHOP

1 First, check the handbrake cable isn’t fouling any parts by inspecting it from underneath the car. It can foul the fuel tank, resulting in the handbrake always being on

3 With the split-pin removed from each clevis pin, extract the clevis pin to release the end of the handbrake cable from where it’s fitted to the handbrake caliper. Keep each clevis pin

5 There should now be three long lengths of the handbrake cable hanging down – two that are routed to the rear brakes and one that’s routed to the front of the vehicle

7 Place the parts on the floor. Check the compensator moves by around 30 degrees to ensure that a pull on the handbrake evenly pulls the handbrake calipers

2 To remove the handbrake cable, start at each rear brake caliper and detach the split-pin that secures a clevis pin. Use pliers or side cutters to remove each split-pin, and then discard them

4 Move to the underside of the vehicle, forward of the differential and near the line of the propshaft. Remove the split-pin and clevis pin from the front of the handbrake cable

6 Undo two 1/2in bolts that secure the handbrake cable compensator to the diff’ casing. Remove the compensator and the three handbrake cables attached to it

8 Check the pivots and clevis pins attached above the compensator are free to move. If they are seized, spray them with penetrating fluid or soak them in parts wash

October 2021 \ Jaguar World | 97

CLASSIC WORKSHOP

9 Unwind the compensator’s triangular-shaped mount and apply thin oil inside its thread to ensure it can move. Don’t fully wind it back on – it needs some free movement

11 Secure the end of the front-most handbrake cable in a vice. Slacken the 7/16in locking nut shown here. If the cable spins, grip the hexagonal part of the cable with a spanner

13 Take the handbrake cable compensator and look at both ends for a 9/16in locking nut. One of them will have a blob of weld to prevent it from being undone

15 Try to extract the compensator’s centre rod. If it is bent, it may need to be drifted out using a long drift and a hammer. Secure the assembly in a vice when drifting out the centre rod

98 | Jaguar World / October 2021

10 Detach the section of the handbrake cable routed to the front of the car by extracting a split-pin and clevis pin. This helps to check and service the cable adjuster in the next step

12 With the locking nut freed off, unwind the cable from the clevis. Check the condition of its thread, clean it if necessary, then lubricate it with light oil and reassemble

14 Secure the compensator in a vice and undo the 9/16in locking nut, without the blob of weld, on the end of the centre pin. Remove the oblong attachment with the threaded stud

16 Once released, it may help to secure the non-threaded part of the centre rod in a vice and rotate the body of the compensator to remove it. Apply penetrating fluid to help release it

CLASSIC WORKSHOP

17 Here’s the centre rod that has been removed with the welded nut on the far left. The threaded section on the right is clearly bent, but it can be straightened and reused

19 Next, he cleans the threads and shank of the centre rod using a bench grinder with a wire wheel. The shank is fitted through brass bushes, so must be clean and free moving

21 Rotate the centre rod via the nut with the blob of weld to refit the attachment removed in step 14 onto the opposite end. Hook the end of the spring into it. Loosely fit the locking nut

23 Refit the compensator’s mount, then refit the assembly onto the diff’ housing. Reconnect the cables to the handbrake calipers. Operate the compensator’s lever to check both handbrake calipers move

18 Pete Stant at SNG Barratt fits a couple of new nuts onto the threaded section of the centre rod where it’s bent. He secures the nuts in a vice, and then bends the centre rod to straighten it

20 Lubricate the centre rod with multipurpose grease to ensure it can remain free-moving. Feed a little grease inside the compensator before refitting the centre rod

22 Check the centre rod rotates freely. Using a pair of water pump pliers, pull the base of the spring round to wind it up before hooking it into position

24 Refit and reconnect the centre handbrake cable, then pull down on this cable to check it operates the compensator and pulls the cables for each handbrake caliper at the rear brakes

October 2021 \ Jaguar World | 99

M E E T

T H E

E X P E R T

Learn more about Stuart MacNeill from classic XK parts specialist, Coventry Auto Components, including a top tip for anyone restoring a Jaguar and his love of wakeboarding

Qualifications and past experience I was into cars from the age of seven or eight, happily wandering around the Coventry Herbert Museum when all the cars and bike collections were just hidden downstairs. This was long before the superb Coventry Transport Museum.

I have worked in the motor trade since leaving college at 18, starting in Motor World car parts shops, then a similar position in Unipart’s first superstore with workshops, training up other parts’ guys to do it properly.

I then served six great years in Jaguar’s Central Production Stores at Browns Lane, feeding parts directly to the tracks, until I was promoted to the position of stores group leader on the final line track areas for the XJ40 and XJS. I arrived, as manager, at Coventry Auto Components in 1994, so have many years of experience under my belt, which I now share with customers through the advice and unique drawings that I publish on my website’s online shop at coventryautocomponents.co.uk/store/.

Best part of the job I enjoy learning new skills to build my knowledge, experience and unique artwork for my online shop. This then allows people to learn how to build up their car correctly in an efficient way. I have been digitally remastering many early Jaguar parts’ books (starting with SS 100, Mk V, Mk VII and Mk VIII) as a side-project, which I am yet to market. I am happy to say that my younger son, Nathaniel, has come into the business to take up the mantle.

Because we run the business with a very personal touch, we have written a new feature into our website. If you are starting a rebuild of an XK or just looking at a part build project that you know will run into thousands, then you can now do a virtual shop; if it passes a value criteria, the order can be sent through the ‘do a deal’ portal in the shopping basket, when we will look at how we can work with you to consolidate parts and shipping costs, then package it up as a custom, one-off deal for you, within certain criteria. This specially written software incorporates even more of our human touch into our fantastic website.

100 | Jaguar World / October 2021

NAME Stuart MacNeill PLACE OF WORK Coventry Auto Components Ltd POSITION Director / Owner

Most commonly seen problem/part requested We are known best for making all the difficult bits, especially chrome-plated products such as hood windows, grilles, bumpers and overriders. People come to us to ensure the parts are right, are made to a high quality from good materials and that they fit properly. Not all parts are equal and we make all the fiddly bits, too.

Advice for anyone wanting your job Take an interest and keep learning. If you don’t know the answer to a problem, go away and research it. Don’t ever try to guess – you will probably get it wrong. If you put your heart and soul into it, you will get a lot back from it.

Top tip for Jaguar owners Plan and build the car for yourself and how you want to use it, even if you have the intention to sell it on later. You will get far more enjoyment from owning it if you build it to suit your own style and purpose.

Favourite car That’s my modern XK 4.2 because I love the car’s beautiful curves, the V8’s amazing sound and the effortless way it leaps down the road. We take it apart and play with

that, too, so my knowledge of late model XKs continues to rapidly expand.

Most memorable event I slept by the trackside to watch Jaguar win Le Mans in 1988 and have amusing memories of half of my Jaguar IT department workmates missing the coach back and getting left behind Worst place you’ve broken down in a car The infamous M25 when the oil pump failed at 80mph in my Ford Orion. I just managed to get it up a slip road before everything seized solid.

Any surprising hidden talents Five years ago, I learnt how to wakeboard and discovered I’m a natural. I love it. It’s fantastic fun skimming over the surface of the water on a thin sheet of fibreglass at 20mph-30mph.

It helps feed my natural need for speed.

COVENTRY AUTO COMPONENTS Unit 4a Binns Close Torrington Avenue, Coventry West Midlands UK CV4 9TB Tel: +44 024 7647 1217 Email: sales@covauto.com Website: www.coventryautocomponents.co.uk

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INSIDE EACH ISSUE WE OUTLINE KEY MILESTONES OF JAGUAR FROM THE MODELS, THE PEOPLE AND THE ICONIC MOMENTS FROM HISTORY! JAGUAR MEMORIES

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PRODUCTS AND SERVICES

E-type LED reverse, fog and brake lights Better Car Lighting Company has introduced an LED upgrade for both the single and twin reversing lights on the rear of the E-type. This not only provides greater illumination when reversing, but the conversion transforms into an additional brake light when the brake pedal is pressed, and, at the flick of a switch, an extra-bright rear – or pair of – fog lights, all without affecting the appearance of a standard reversing light lens.

Suitable for all E-types, there are two styles of rear fog light switch to choose from.

The conversion kit costs £89.99 plus VAT. Tel: 0121 773 7000 Website: www.bettercarlighting.co.uk

XF 3.0D rocker covers Jag Spares North East now sells new replacement rocker covers for the XF 3.0 V6 diesel. They are the same specification as original equipment rocker covers, which were prone to cracking and potentially leaking.

The sided rocker covers are supplied with new mounting bolts and a gasket, and are suitable for the XF up to VIN HCY51824.

Left-hand back rocker cover, part number C2S52756 Right-hand back rocker cover, part number C2S52794 Price each: £100+VAT (£120).

Tel: 0191 586 7770 Website: www.jaguarspares-northeast.co.uk

X308 XJ cassette upgrade Add Bluetooth audio streaming capability to the factory-fitted cassette player found in the X308 XJ (1997-2003) with this upgrade from JagDroid. The original cassette player still works as normal, but a mobile phone or similar device can be paired to play music through the car’s audio system. To switch between cassette and Bluetooth audio, simply press the A-MEM button with a cassette in the drive.

The conversion requires customers to send their existing head unit to JagDroid for modification, after which it’s returned for refitting.

Price: £175, including return post within the UK. Email: info@jagdroid.org Website: www.jagdroid.org/jagdroid-cassette 102 | Jaguar World / October 2021

PRODUCTS AND SERVICES

Car creeper and seat You can now buy a car creeper that can be folded d to form a seat, maaking it useful for

Its steel framework has six nylon swivel castors to move it around when underneath a vehicle and the padded u holstter is finiished in a wipeable faux . st a c

AVO perfformance sh hock ks and coilover kits

, 2.5 5cm. .

Swallows Racing has partnered with AVO UK to create a range of performance shock absorbers for the Jaguar XK8/R X100 and X150. Designed as replacements to the standard OEM units and as a competitively priced alternative, they offer bump and rebound adjustment via a single knob, with settings to replicate OEM, performance alternative, and fast road/track use.

They are available with or without spring kits, with adjustable ride height. Original springs can be used when fitted with the correctly supplied top hats, otherwise Swallows Racing can supply performance springs with the shock absorbers to create a full coilover kit.

Price: from £899 (£749+VAT).

Tel: 01934 750319 Email: enquiries@swallowsracing.co.uk Website: www.swallowsracing.co.uk

Tel: Web: .

Product code:

.

Jaguar lifestyle collection discount

Ceramic polish This easy-to-use ceramic polish from Meguiar’s leaves a protective, waterbeading layer between your car’s paint and the elements.

Unlike many other ceramic polishes, there’s no excessive rubbing, tricky application procedures or precise curing and removal requirements. Simply apply a thin amount of product to a panel, then let it cure for three to five minutes before wiping off with a clean microfibre towel.

Price: £29 for a 473ml ml bottle.

Website: www.meguiars.co.uk .meguiars.co.uk

th

E-type 60 weekend bag The E60 bag, designed to mark the E-type’s 60th anniversary by British luggage experts Jordan Bespoke, is perfect for a weekend getaway.

Handcrafted in Italy using high-quality leather, from Scottish hide specialists Bridge of Weir, the bag measures 55cm wide, 32cm high and 25cm deep. One side features a black 60 in the centre of a large, white roundel.

It is available in six colours, including Racing Red, black, tan, British Racing Green, dark blue and brown.

The interior lining features a montage of several period images of the car that o have been officially licensed by the Jaguar hav Daimler Heritage Trust.

Daim Price: £795 inc VAT, although Jaguar Pri Enthusiasts’ Club members benefit from Enthu a 25 percent discount, a saving of £200.

Website: www.jordanbespoke.com

Jaguar is offering Jaguar World readers a 15 percent discount on its extensive Lifestyle and Heritage Collection between 3 September and 1 October 2021. Products include clothing, luggage and personal accessories.

Head to Jaguar’s online shop and type JAGUARWORLD into the discount box when prompted.

Website: jaguar.co.uk/lifestylecollections/index.html

October 2021 \ Jaguar World | 103

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Cars for sale

E-TYPE

109910

108727

E-TYPE

MK II

1969, £59,500. e-Type S II Coupe. Old English white with red leather interior. Fully restored and converted to UK spec with folder of invoices and photos of all work, done by Autoclass of Barnsley in 1994, still in excellent condition. Please call 01766 770339, Wales.

109554

MK I

1961, £12,995. 3.8 Manual, LHD. Solid body, great shut lines and power steering. Good engine and oil pressure 80lbs on cold - starts on first turn no issues. Drives excellent with good brakes and almost everything working! Chrome bumpers in excellent condition also with no dents. Upper and lower trunnion bushes. Stainless steel exhaust with a new master cylinder for clutch. Chassis in great condition no rot or rust visible. Perfect Mark 2 for light or full restoration!. Please call 07957 367879, Greater London.

109558

MK II £95,000. 4.2 Series 2 DHC, rare primrose/ black trim model, Heritage Certificate, Manual.

Please call 01676 541111

E-TYPE 1958, £7,995. LHD manual overdrive, 3.4. For restoration. Just in from California. Has some rust but not like the UK style rust. Please call 01763262263, East of England.

1967, £4,000. Jaguar MKII S-Type for restoration.

V5 present. Please call 07856 896019, East Midlands.

109779

108611

MK II

MK II

1965, 79000 miles, £150,000. 1965 E-Type Coupe, subject of an estate in Adelaide Australia, please call 150000, Rest of the world.

109148

E-TYPE

1961, £299,995. 3.8 Series 1 OBL flat floor Roadster. Please call 01765 609798, Yorkshire and the Humber. (T)

1961, £27,995. MKII 2.4 Manual with overdrive.

The interior of the car is lovely with high quality Please call 01944 758000, Yorkshire and the Humber.

1966, £57,995. POA. 3.8 MK2 Saloon. Oplaescent silver-blue with navy leather Recaro interior.

Full restoration and engine rebuild in 1990. on.

Absolutely showroom condition throughout.

Please call 01277365415, South East. (T) 109185

October 2021 \ Jaguar World | 105

TRADE ADVERTISERS CALL: 01732 441642 EMAIL YOUR AD TO: cars@kelseyclassifieds.co.uk

MK II

1968, £62,995. Carmen red with red trim. MK10 3.8 litre engine was used to give performance better performance and was rebuilt by Chesman Engineering. A fantastic example that will offer lots of excitement behind the wheel. Please call 01636812700, East Midlands.

108732

S TYPE

2002, 86000 miles, £3,999. 3.0 V6 Sport Saloon 4d. Green with 4 former keepers, 7 service stamps within the history with the most recent at 83,910. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109305

S TYPE

S TYPE

1967, POA. S-Type 3.8 auto. In light metallic blue with red leather interior. Barn find – needs recommissioning. Ring for more information.

Please call 01274 585803, Yorkshire and the Humber. (T)

109085

106 | Jaguar World / October 2021

201, £8,995. Jaguar XF Luxury 3.0 V6 Diesel, Black with Black leather, Very nice car with FJSH. Enquiries please contact Matt Roberts on 07949 669579.

JAGUAR XJ

109627

S TYPE

1999, 53000 miles, £3,999. 3.0 V6 Saloon 4d auto. Gold with Electric seats, A/C, heated seats.

Great car, drives well. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

1999, 85500 miles, POA. Excellent condition except floor rusted out. Spares only, sensible offers. Please call 01245 248045, South East.

109546

XJ6

109306

S TYPE LUXURY

105938

2006, 94000 miles, £3,250. S-Type 2.7 Diesel SE. One year MoT, service history, heated screens and memory seats, 6CD changer, SatNav, ivory leather, recent tyres front discs, extra chrome trim, Bluetooth adaptor, cruise, Terracleaned, chipped. Please call 07950 435017, South East.

XF

£3,995. Fitted with full body styling from new, finished in Quartz silver with full Charcoal leather trim .Fitted with Sat Nav, heated front screen,memory function, heated seats, bluetooth, rain sensitive wipers, cruise control,climate a/c, to many extras to name.

Full service history from main dealers, all MOT cert’s from day one. TEL 01676 541111

1996, 65000 miles, £5,999. XJ6 Sport. Green, This example is presented in British Racing Green with light Grey leather. This car has covered only 65,590 miles with a full service history comprising 15 service stamps plus one service invoice, with one former keeper. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109307

Chiltern Jaguar Specialists

Tel 01442 833311 Open Mon -Fri 9.30am- 6pm, Sat 9.30-5pm, Sunday by appointment Unit 1 and 2 Independent Business Park, Mill Road, Stokenchurch, High Wycombe, Buckinghamshire, HP14 3TP Jct5 M40

2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr 8" touch screen, Metallic paint, Heated front seats, Bluetooth telephone connectivity, Auto high beam, InControl remote premium, Lane departure warning system, Ambient interior lighting, Rear, Rear parking aid, Front parking aid .....£47,995

2014 Jaguar XK 5.0 Supercharged V8 Dynamic R 2dr Auto Bluetooth, wireless phone connectivity, Clock, Cruise control + speed limiter, DVD Satellite Navigation with 7" colour display, Front and rear parking sensors, Graphic information display, Power Steering, Park assist camera .............£45,995

2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity, Clock, DVD Satellite Navigation with 7" colour display, Front park assist + touch-screen visual aid Graphic information display, Rear parking aid, Trip computer with message system ....£30,995

2012 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity, DAB Digital radio, Premium suede cloth headlining, Clock Metallic - Ultimate black, DVD Satellite Navigation with 7" colour display, Front park assist + touch-screen visual aid .......................£28,995

2011 Jaguar XK 5.0 V8 2dr Auto Bluetooth wireless phone connectivity, Clock, DVD Satellite Navigation with 7" colour display, 20" Kalimnos alloy wheels, Front park assist + touch-screen visual aid, Rear parking aid, Trip computer with message system.......................... £24,995

2010 Jaguar XK 5.0 V8 2dr Auto Bluetooth wireless phone connectivity, DAB Digital radio, Jaguar 525W premium sound system, Clock, DVD Satellite Navigation with 7" colour display, Active front light system, Hood - Black, Front park assist .................................£23,995

2004 Jaguar XKR 4.2 Supercharged 2dr Auto Analogue clock, Recaro ivory leather upholstery, Technology pack - XK Convertible, Auto speed limiter, Metallic - Pacific blue, Outside temperature gauge, Reverse parking aid, Speed sensitive variable PAS ................................... £19,995

2010 Jaguar XK 5.0 V8 2dr Auto Bluetooth wireless phone connectivity, DAB Digital radio, Jaguar 525W premium sound system, Clock, DVD Satellite Navigation with 7" colour display, Active front light system, Hood - Black, Keyless entry .......................................£20,995

2009 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity, Clock, DVD Satellite Navigation with 7" colour display, Front park assist + touch-screen visual aid ..............................................£30,995

2006 Jaguar XK 4.2 V8 2dr Auto Bluetooth wireless phone connectivity, Navigation system with touch screen, Reverse parking aid, Speed sensitive power steering, Trip Computer, 6 disc dash mounted CD autochanger................................................................£18,995

2007 Jaguar XKR 4.2 Supercharged V8 2dr Auto Bluetooth wireless phone connectivity, Front park assist + touch-screen visual aid, Hood - Black - XK series, Navigation system with touch screen, Reverse parking aid, Keyless entry, Aluminium veneer ............................. £17,995

2009 Jaguar XK 4.2 Automatic Adaptive cruise control, Satellite Navigation, Memory Seats, Colour SatNav, Bluetooth connection, Keyless Go, Xenon Headlamps, Ivory Full Leather, Power Steering, ABS, Passenger airbag, Keyless Entry .................. £17,995

AA Approved Dealer 2011 Jaguar XK 5.0 V8 2dr Auto Bluetooth wireless phone connectivity, Active front light system, Keyless entry, Navigation system with touch screen, Trip Computer ..........................................£20,995

2010 Jaguar XK 5.0 V8 2dr Auto Bluetooth wireless phone connectivity, DAB Digital radio, Jaguar 525W premium sound system, Clock, DVD Satellite Navigation with 7" colour display.............................. £20,995

2000 Jaguar XK8 4.0 2dr Auto Power Steering, Cruise control, Reverse parking aid, Trip Computer, 6 CD autochange,r Hood - Blue - XK Series, Classic leather pack - XK8, 6 speakers ..............................£10,995

All cars sold with: • Full MOT • Full Service • Pre-delivery inspection 36 month parts and labour warranty available on all Jaguars

www.chilternjag.co.uk

XJ6

1986, 100000 miles, £6,495. XJ6 3.4 Auto, recently restored, metallic silver/lilac, grey houndstooth tweed with satinwood dash/door trim. MOT March 2022. Outstanding condition throughout , £2k just spent on carbs/ignition.

Drives perfectly. Please call 07729 393302, South East.

109900

XJS

XJS

1988, £12,995. 5-3 convertable automatic finished in white tan trim low mileage , just had a tlc refurbishment . Reg no a 4 snt subject to negotiation. Please call 01676 54111 1992, 60000 miles, £9,000. Manual, 4 litre sports. White with beige leather interior. It has been recommissioned by “N Wales Jags” over three years. Invoices available. Please call 07494 115233, Wales.

XJS 1988, £2,000. 5.3 V12 convertible. Rolling shell, finished in solent blue. Complete with engine and all running gear. Logbook present. Please call 07815 040038, South West.

109727

109089

XJ6

XJS

XJS

1981, 69000 miles, £13,999. XJS 5.3 HE Coupe, 2d, 5343cc auto. Bronze with service history and bills. Full cream leather, alloy wheels, private plate included, drives very well, must be seen to appreciate. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109303

XJS 1996, 79000 miles, £4,995. XJ6 Executive in metallic black with grey leather. Automatic, one previous owner. 3.2 straight six engine. Drives beautifully. Please call 07904 429655 , Greater London.

109156

XJS 1988, £1,500. XJS 5.3 V12 Convertible. Rolling shell, finished in Solent blue, complete with engine and all running gear. Log book present. Please call 07815 040038, South West.

109719

1995, 41850 miles, £34,950. Flamenco mica red, with magnolia leather, near concours condition, no modifications with uprated modern aircon. 4 speed auto, outboard brakes, passenger air bags ( SRS ), Teves Mk 4 ABS., and side protection bars, 16” wheels, and strengthened galvanised body. . two sets of keys, and all paperwork and handbooks.Please call 07850577124, London .

64,000mls, 1993, £15,000. met blue, a/con, ft fogs, headlamp power wash, speed control, selling by 2nd owner. Please call 020 7937 1275.

October 2021 \ Jaguar World | 108

XK

XK8

1955, £139,995. XK140 DHC. There is no doubt this is an incredibly high-quality long-distance touring car; it has covered 25,000 miles over the past 14 years and it drives exceptionally well. The engine is beautiful with excellent oil pressure.

Please call 01944 758000, Yorkshire and the Humber.

2000, 56682 miles, £8,000. XK8 4LT. In immaculate condition inside and out. Never been out in the rain. Please call 07547 093092, Wales.

108729

109311

X TYPE FACTORY X TYPE DEMONSTRATOR SPORTS ESTATE

XK8

£3,995. rare vehicle owned by JDHT used as the vehicle to promote this new model to the estate markets by Jaguar Cars Ltd , 51,000 mls only fitted with all possible extras, sports heated seats & suspension,ultra violet blue, full charcoal leather trim, full detailed history from new by JDHT , looks & drives like new . further details call Corley Garage Cov TEL 01676 541111.

1997, 77000 miles, £5,000. MoT until August 2020, no advisories, new headlining, blue with ivory leather, looks good and runs well. Also includes personal number plate R1 RXK. Please call 07802 935914, South West.

108618

XK8

XK8

1998, 70000 miles, £9,750. XK8 Coupe. I searched for two years to find this immaculate car, loss of garage forces sale. Sapphire blue with ivory leather. History, four recent P Zeros, battery, gearbox, oil change, personal plate included.

Please call 07410 987533, South West.

109574

XK120

1952, £110,000. 3.4 litre engine with immaculate bodywork in white gold with a superb red leather interior. Manual five speed gear box. It was originally exported to the USA and therefore left-hand drive but converted to right hand on return to the UK in 2005. It then underwent a full restoration to its current condition and colour scheme using original XK 120 parts. Please call 02392 631159, South East.

109157

XK150

XK8

1999, 57000 miles, £9,999. 4.0 V8 convertible.

Silver with Alloy wheels, leather and heated seats.

A/C. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109304

1997, Viewing from the 26th July. Blue, Petrol, Auto, 3980cc. Current owner since 2012, four previous keepers. Original book pack and service book and all service receipts. To bid online create an account on the Hobbs Parker website. Please call 01233506266, South East. (T) 109528

1957, £89,995. XK150 3.4 FHC. Not only does the car present superbly, but we can confirm that on the road this is also something quite special. UDU 955 feels one step ahead of the typical standard XK150. Please call 01944 758000, Yorkshire and the Humber.

108728

October 2021 \ Jaguar World | 109

TRADE ADVERTISERS CALL: 01732 441642 EMAIL YOUR AD TO: cars@kelseyclassifieds.co.uk

XK150

Spares

WHEEL SPINNER

E-TYPE CARBS

1958, £124,995. XK150 4.2 FHC fuel injection.

Absolutely outstanding to drive and offers a relaxed and comfortable experience with the car staying in a straight line without having to make constant inputs to the steering. Please call 01944 758000, Yorkshire and the Humber.

108730

1971, £500. Four E-Type Series 3 Stromberg 175 CD-2 Carbs. Full working order, recently upgraded, E5 compatible. Collection only. Please call 07962 037617, North West.

109083

E-TYPE TANK

XK120

1954, 54250 miles, £154,990. This important Jaguar, registered ‘GJL 300’ from new, is the last righthand drive Jaguar XK120 Fixedhead Coupe manufactured by Jaguar Cars and was sold new in July 1954 to Chief Spitfire Test Pilot, Mr Alex Henshaw. Please call 07495704434, Yorkshire and the Humber.

£25 each or £80 for four. Chrome spinners, good condition but need re-chrome. No damage. Can post but heavy items. Please call 07837 891426 , South East.

109704

Miscellaneous STAMPS

£90. Good condition. Series 1-2-3. Please call 07837 891426 , South East.

108818

VENUS WHEELS

109861

X-type

1967, £50. Royal Mail British Inventions Technology set of stamps. 1 of 4 Jaguar E-Type, signed on mount by famous Jaguar test driver Norman Dewis OBE from 120 down to 15. Of course the E-Type is now 60 years old. Prices are plus postage and packaging. Please call 07837891426, South East.

108600

MK2 MASCOT

2005, 70000 miles, POA. Diesel Estate. 2.0, grey metallic, one owner, full service history, alloy wheels, electric windows, air con, remote locking, MoT, immaculate condition, rare diesel estate.

Please call 07527 446242, Wales.

109888

POA. Four Jaguar Venus 18” wheels. All with Pirelli P7 tyres, 6mm tread. Front 81/2” 245/45/ R18. Rear 91/2” 275/40/R18. Only used for approx 1000 miles. Wheels unmarked. Please call 07867 552334, South West.

109697

110 | Jaguar World / October 2021

£50. On marble base. Please call 07905 135288, South East.

108810

J69-274

J88-898

J61-781

J50-121

1961 Jaguar-XKE Series 1 3.8 OTS

1988 XJ-SC V12 Cabriolet

1969 Jaguar-XKE Series II 4.2 OTS

1950 Jaguar XK-120 3.4 Alloy Roadster

The restoration of this E-Type has completed! Please contact us for more information on this very special first generation E-Type Roadster! Numbered 781 in the firstyear production run exhibits many of the early soughtafter features like flat floors and welded louvers. Has been repainted in it's original Cream exterior with a Dark Blue interior and complimenting Blue top.

20k miles since new. In great condition with an elegant Magnolia leather interior.

Mechanically very sound, always maintained by local Jaguar specialists and garage kept. 3 /4 automatic transmission, power steering and brakes, power tinted windows and door locks; Burl Walnut trim inlaid with contrasting matching wood inserts; leather upholstery, air-conditioning, driving lights, security system, traction control, rear defogger, cruise control, chrome Sport spoke wheels. Classic Showcase Oceanside, California -www.classicshowcase.com - T:001 760758 6100

This elegant 1969 Series II E-type was purchased by its previous owner from a local Jaguar enthusiast who had brought the car out of longtime storage in New England. Sometime later, he took the XKE to his local restoration shop where they performed the initial service to get the car driveable, and to verify the original mileage was in fact 17,052. Classic Showcase - Oceanside, California - www.classicshowcase.com - T:001 760758 6100

Classic Showcase is pleased to offer one of the rarest classic Jaguars available in the world today, the Alloy-bodied XK-120 Roadster. The car offered here, chassis number 670121, is one of the hundred eighty-four delivered with left-hand drive, out of a total of 242 Alloy-bodied cars produced. A nice example of the rarest of all early patterned Aluminum bodied cars with steel disc wheels, and distinctive rear mudguard spats Classic Showcase - Oceanside, California www.classicshowcase.com - T:001 760758 6100

J59-012

J62-990

J59-599

J61-169

1959 XK-150 S 3.8 FHC

1962 Jaguar Mark II 3.8 Sedan

1959 Jaguar XK-150S 3.4 FHC

This spectacular Jaguar XK-150 S FHC show car is an original California car, and a very rare example that underwent an 2-year restoration by a well-known marque expert. This example was built on January 15, 1959, and is one of only 149 Left Hand Drive FHC “S” Models produced; of those, only 87 were imported into the United States Classic Showcase - Oceanside, California - www.classicshowcase. com - T:001 760758 6100

Carefully stored in Southern California since the early 70s, and has received a fresh respray to a highly desirable color of British Racing Green, Tan custom tailored and fit interior. The car has also been stripped to bare metal and placed on a rotisserie, its metal was finished, and leaded. All body parts were fitted to the car and chrome, then prepared for primer, sealer, paint, base, and clear, and was color sanded and buffed to a fabulous finish. The engine was rebuilt back to factory specifications. Classic Showcase - Oceanside, California - www.classicshowcase.com - T:001 760758 6100

Classic Showcase restored this beautiful E-type to a Show/ Driver level. Meticulously maintained, well cared for, and kept as a part of a large collection. This E-type is in a very rich color combination of Black & Tan. A DVD of the restoration process does accompany the vehicle. This is a fabulous example of a Show/ Driver for any Jaguar enthusiast to admire and enjoy.

California - www.classicshowcase.com - T:001 760758 6100 J62-725

J67-274

J58-923

1961 Jaguar-XKE Series 1 3.8 OTS Outside Bonnet Latch This incredible first-generation outside bonnet latch XKE, which is correct and proper, has recently completed its restoration to the highest standards of showlevel correctness! It's not every day that a first generation E-Type is available to purchase, and has the early sought-after features like flat floors, welded louvers, and an outside bonnet latch. Our team was very excited about restoring such a rare, unique piece of Jaguar history, and especially to locate one with such a stunning original color combination of gunmetal and red. Classic Showcase Oceanside, California - www.classicshowcase.com - T:001 760758 6100 J58-312

1958 Jaguar XK-150 3.4 FHC

1967 Jaguar-XKE Series 1 4.2 OTS

1962 Mark II 3.8 Sedan (RHD)

1958 Jaguar Mark I 3.4 Saloon

This XK-150 features a matching numbers engine, and has been professionally restored by Jaguar Professionals. The transmission has been upgraded to a 4-speed to enhance your driving pleasure. The Coupe has been driven sparingly since it's restoration, and features fog lights, dual exhaust, 2 SU carbs with a beautiful biscuit interior and is ready to show drive, or add to a collection as a good investment. Classic Showcase - Oceanside, California www.classicshowcase.com - T:001 760758 6100

(with hard top) This 1967 Series 1 E-Type roadster is an incredibly preserved, numbers matching with believed to have only 29,863 original miles as stated from the previous long term owner. It presents in a truly stunning condition of Old English White paint, a matching white hardtop, excellent black soft top, and black leather interior.

Jaguar Connection had restored, and maintained, this vehicle for its previous owner.

It was stored in a climate controlled facility and driven sparingly. Classic Showcase Oceanside, California - www.classicshowcase.com - T:001 760 758 6100

Classic Showcase is pleased to offer this striking numbersmatching 1962 Jaguar Mark II right hand drive example, that has been restored to a Show-Driver level by professional Jaguar restorers. The Sedan presents wonderfully on the outside and inside, as it has been completely repainted.

'Classic Showcase - Oceanside, California - www. classicshowcase.com - T:001 760 758 6100

This highly original Mark I Saloon still presents in its original color combination of Black and Cinnamon. Its leather interior has been kept in its original condition, showing slight patina, which is normal for a car of this age. The rest of the interior is just as original, from its polished wood dash and steering wheel, split bench seating, and its Smiths gauges. Classic Showcase - Oceanside, California www.classicshowcase.com - T:001 760 758 6100

J72-750

J67-369

1967 420G 4.2 Sedan The Jaguar 420G Sedan comes to us from a collection, and is a highly original California example that is in wonderful condition with a great California-native history. The current owner of this 420G is thought to have been the Sedan’s 4th owner from new, based on documentation and records residing with the car.

Classic Showcase - Oceanside, California www.classicshowcase.com - T:001 760758 6100

J65-570

1972 XJ6 Series 1 4.2 Sedan

This Jaguar XJ6 is a 2-owner from new example, with a documented history of ownership. To preserve the originality and patina of this XJ6 sedan, Classic Showcase has scheduled a full cleanup with very light restoration work and improvements; in addition, we will perform a full service to all of the car’s mechanical systems, as well as a full detail under the bonnet, undercarriage, and trunk area. Classic Showcase - Oceanside, California www.classicshowcase.com - T: 001 760 758 6100 J71-273

J62-254

1962 Jaguar XKE Series 1 3.8 OTS VIN# 877245 We have found a hidden treasure, and it is a “barn find” in the truest sense of the word. This 1962 Jaguar E-Type Roadster is a unique example, whose previous owner modified and modeled after Jaguar's ultra-rare and early lightweight race car, the E2A. California - www.classicshowcase.com - T:001 760758 6100 J77-539

J71-991

1965 Jaguar XKE Series I 4.2 OTS It is not often that you find an E-Type with less than 30,000 miles that is original as this car. This would be a spectacular car to perform a preservation restoration to or you can take it to a high level show car if you wish.

Classic Showcase - Oceanside, California www.classicshowcase.com - T: 001 760 758 6100

1971 Jaguar XKE Series 3 V12 2+2 VIN# 1S70991BW This 1971 Jaguar Series 3 E-Type 2+2 is an original California Blue-Plate car, and a great driver-level example that is a perfect candidate to improve upon as you drive and enjoy it. The 2+2 has held long-term single-family ownership, and has been routinely maintained and serviced by Jaguar Professionals at Carlsbad British Motorcars of Carlsbad, CA..

California - www.classicshowcase.com - T:001 760758 6100 J73-622

J91-853

1971 Jaguar-XKE Series II 4.2 FHC

1991 XJS V12 Convertible

1973 Jaguar XJ6 Series 1 4.2 Sedan

This limited owner 1971 Jaguar Series II XKE Coupe is the last production run equipped with the 4.2-liter six-cylinder twin overhead cam engine producing 180 hp.

Also equipped with a 4-speed synchromesh transmission, 2-side draft Stromberg carburetors, 4-wheel independent suspension with double A arms, torsion bars in the front, 4-wheel servo assist disc brakes, and power steering.

This spectacular, limited special edition Jaguar XJS is very original car with limited ownership. The car is in like-new showroom condition, and presents just as wonderful as it did when new. The XJS’ last owner was a Jaguar Club member who took great care in maintaining the car, campaigning the car at local JCNA events.

Classic Showcase - Oceanside, California - www.classicshowcase.com T:001 760 758 6100

This 1973 Jaguar XJ6 was purchased by its most recent owner in 2018. During prior ownership the car was refurbished and enhanced, which included refinishing the exterior in Red, installation of 15" chrome-finished wire wheels to give it a sporty British stance, modification of the 4.2-liter inline-six with a European-specification head and twin SU carburetors, and conversion to a four-speed manual transmission.

J67-755

J61-442

J66-333

1977 XJ6C Sports Coupe

1967 Jaguar 340 'Mark II' 3.8 Sedan

1961 Jaguar-XKE Series 1 3.8 OTS

1966 Jaguar-XKE Series 1 4.2 OTS

This 1977 XJ6C Sports Coupe is a very original car and a solid example that has been very well maintained and regularly serviced. This particular example features the rare Pillar-less Window post design, and while sporty, the car has more than enough room to accommodate up to 5 adults comfortably.

Classic Showcase - Oceanside, California - www.classicshowcase. com - T:0017607586100

It is very rare to find such a beautiful original example on the market today, especially one with very long-term ownership who cared for this Sedan, keeping it just as beautiful as the day it was built. This is a great Jaguar that should go to a collector that is going to be proud to be its next caretaker for years to come. This beautiful 340 Jaguar will come with a recap of all its major service during its past ownership from 1968 to December of 2018. Classic Showcase Oceanside, California - www.classicshowcase.com - T:001 760758 6100

Classic Showcase has just completed a comprehensive no-expense-spared, nut and bolt rotisserie restoration to the 132nd Jaguar E-Type Roadster ever produced! This first-year production run example exhibits all the early sought-after Series 1 features these cars are known for, including flat floors, welded louvers, and outside bonnet latches. This E-Type is an excellent candidate for campaigning in your favorite Show or Concours event, making it a wonderful choice for the discerning Jaguar collector looking to pedigree an exceptional, first-generation E-Type!

Classic Showcase - Oceanside, California - www.classicshowcase.com - T:001 760758 6100

Here is a great opportunity to own one of the most desirable classics ever produced. This 1966 Series 1 E-Type is one of the most desirable models, and comes in a highly attractive color combination of Golden Sand over a Black interior. The roadster has been maintained, enjoyed, and garage-kept by its previous owner. It is equipped with a 4-speed, tripe SU carbs, covered headlights, bucket seats, center console, armrest, full instrumentation, and wire wheels. The XKE is available now ‘as-is’, but would make a wonderful restoration candidate to take to a higher level. Classic Showcase - Oceanside, California - www.classicshowcase.com - T: 001 760 758 6100

ORDER YOUR COPY NOW AT SHOP.KELSEY.CO.UK

Contents subject to change

ON SALE FRIDAY, 1 OCTOBER 2021

112 | Jaguar Jaguar World World / October Octobe Oct oberr 2021 2021

• Bumper 68 Page Catalogue • Many new products added • Available in fully pageturnable

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Genuine Jaguar & Rover parts

CHECK OUT OUR HUGE RANGE OF JAGUAR WIRING HARNESSES www.autosparks.co.uk +44 (0) 115 949 7211 sales@autosparks.co.uk

We sell genuine parts and accessories for classic and modern Jaguar models, including many parts no longer available from Jaguar.

Visit our website at

www.xjrover.co.uk or email us at

xjroverparts@gmail.com

Professional cleaning and restoration services for leather, vinyl and plastic surfaces www.leather-smart.co.uk

Contact Andy 07831155523 info@leather-smart.co.uk

www.xjspanelshop.co.uk

Panel range increasing all the time.

07949 – 889969 or 01327 - 341321

CLASSIC CAR AUTOMATIC TRANSMISSIONS ALL CLASSIC CAR AUTOMATIC TRANSMISSIONS RECONDITIONED & SPARE PARTS SUPPLIED G. WHITEHOUSE AUTOS LTD. Tel: 0121 559 9800 www.gwautos.com info@gwautos.com

Chiltern Jaguar Specialists www.chilternjag.co.uk Unit 1 and 2 INDEPENDENT BUSINESS PARK, MILL ROAD, STOKENCHURCH, HIGH WYCOMBE, BUCKINGHAMSHIRE, HP14 3TP JCT5 M40

CLASSIC CAR AUTOMATIC CONVERSION Convert your classic car to Jaguar XJ40 four-speed automatic.

KITS NOW AVAILABLE FOR MOST CARS

JAGCATS Welcome’s you to Brexit and one of the Great British Inventions The Jaguar Car - Graceful, Powerful, Quality, Loved by all, Sometimes tempermental The Cars of: Professionals, POD + Rock stars and gangsters! and then passed on to us the humble enthusiast to keep the dream of many alive through good skilled businesses with passion.

After the passion of 55 years of spares and repairs of Jaguars and meeting enthusiast friendly Jaguar owners, now is the time for a clearance of our cars Mk 11’s, ser 111’s, XJ40’s, X300’s, V8’s, S.Types, X. Types, XJS’s Not all breakers, just MOT’s needed lots of wheels, tyres and used parts all model’s too much to mention

Ring for details Les 01977 617450 Mob: 07710 612800

XK 120 wins Liège-Rome-Liège rally, 21 August 1951

A

FTER ITS June victory of the 1951 Le Mans 24 Hours race, Jaguar’s new C-type had replaced the XK 120 by late summer as the one to beat on the track. The road car remained successful in rallying, though, as proven when an example won the tough LiègeRome-Liège rally – the only time Jaguar won this prestigious event.

Johnny Claes, the Belgium-based British racing driver, persuaded Jaguar to lend him HKV 500 for the Liège-Rome-Liège rally in August 1951, following an easy win in the same works-prepared XK 120 of the production car race at Spa in May that year.

Liège-Rome-Liège had easily been the toughest of the pre-war continental rallies (it began in 1931, covering between 3,500 and 5,000 miles), and its 1950 revival changed nothing. Although named after the Belgian town of Liège, the rally actually started a few miles away at the circuit at Spa. It then took competitors over some of the trickiest Alpine passes en route to the Italian capital, before returning to Belgium.

114 | Jaguar World / October 2021

With no night halts, it was effectively a nonstop, four-day race, and a real test for both man and machine.

British-born Claes (seen to the right in the above picture) had gained huge popularity during the war as a jazz trumpeter with his band, the Claes Pigeons.

But, by the late Forties, he’d swapped music for motorsport – as well as the UK for Belgium. Between 1950 and 1955, he started 23 World Championship Grand Prix, although he never scored a point.

He was joined on the Liège-Rome-Liège rally by the Belgian motorsport journalist Jacques Ickx (father of five-times Le Mans winner, Jacky). Together, they made a formidable team, especially in the Jaguar XK 120.

Claes did most of the driving, only occasionally snatching sleep when Ickx took over, and both kept their energy levels up on a diet of chocolate and sugar lumps. The Jaguar came home ahead of the field and, for the first and last time in the event’s history, penalty free. Jaguar also won the team prize, with another

Belgian pairing, Jacques Herzet and George Baudoin, finishing second in a rebodied XK 120 and the standard car of French drivers Jean Laroche and Rémy Radix in sixth.

It was a historic victory for the British company, yet it’s always overshadowed by Ian Appleyard’s many successes on the Alpine Rally, driving his own XK 120, perhaps due to the different destinies of the two cars. Today, Appleyard’s cream Jaguar (the famed NUB 120), which was retained by the company, is part of the Jaguar Daimler Heritage Trust; HKV 500 was destroyed by the factory in the mid-Fifties, in spite of setting several highspeed records in 1949, winning the XK 120’s first race at Silverstone in 1949, and coming second at the 1950 Dundrod TT, among many other historic results.

Claes went on to take a fine third at the 1955 Le Mans 24 Hours race in a privately entered D-type that he shared with the Belgian driver Jacques Swaters, but, sadly, he died from tuberculosis the following year, aged just 39. Even today, his contribution to Jaguar’s success in international motorsport throughout the Fifties remains laudable.

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1732

852

2020

HISTORIC MOTORING AWARDS

2019

2019

Specialist of the Year FINALIST

Concours Preperation for Postwar Preservation

Classic Car Show Jaguar Class

Bespoke Car of the Year

Restoration of the Year

SILVERSTONE CLASSIC Transatlantic Trophy Pre-66 Touring Cars

PREPARER

WINNER

FINALIST

FINALIST

FIA PREP

PEBBLE BEACH CONCOURS

762

HISTORIC MOTORING AWARDS

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