BUYING GUIDE: WHAT TO LOOK FOR WHEN BUYING AN S-TYPE
ADVANCED
LIGHTWEIGHT COUPE OCTOBER 2015
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
WWW.JAGUAR-WORLD.COM
XF first drive How does the second generation of Jaguar's successful saloon compare with the first?
OCTOBER 2015 £4.60
PLUS: HOW HAS AN EARLY X150 GENERATION OF XK AGED?
XK 120
Untouched since the Sixties, this XK 120 has secrets yet to be revealed
ARTWORK E-TYPE
The owner of this E-type commissioned an artist to use the car as a canvas
1950 TOURIST TROPHY
We take an F-TYPE to the scene of Jaguar's first major victory 65 years ago
David Manners Ltd 991 Wolverhampton Rd Oldbury, West Midlands B69 4RJ
FM 51162
Open Monday - Friday 9am-5:30pm & Saturdays 9am-1pm.
We have around 220,000 parts lines available - about 34,500 in stock now across our range.
DAVID MANNERS GROUP
Parts For Jaguar & Daimler Cars Modern and Classic Models
F-Type | XF | XJ | XK | S-type | X-type | XK8 | X350 | XJ8 | X300 | XJ40 | XJS | XJ S1-3 | Mk.2 | E-Type | Classic XK | SP250 (Dart) | V8
Supplying quality Genuine, OE & Aftermarket parts Visit our website for current stock and availability on all parts, free price lists and catalogues can also be accessed. We supply a wide selection of parts from electrical items and panels to the more obscure nut and bolt. We’re always trying our best to provide after market alternatives as well as proudly selling the Genuine Product across our range of models. Our friendly and experienced staff are always on hand to assist you with your needs.
Why buy your car parts from the David Manners Group?
Over 30,000 sqft of warehouse On site engineering & manufacturing department space keeping many parts in stock.
International Delivery
Winner of the Service Excellence award 2012
Highly experienced staff to handle your inquiry.
Next day delivery services available
After-sales department ensuring customer satisfaction
parts for Jaguar | Daimler | MG |Triumph | Classic Mini Morris Minor | Mazda MX5 cars
Counter Service Search Davidmannersgroup
www.davidmanners.co.uk enquiries@davidmanners.co.uk
0121 544 4040
FIRST WORD
www.jaguar-world.com Kelsey Media, Cudham Tithe Barn, Berrys Hill Cudham, Kent TN16 3AG
THE EDITORIAL TEAM
Editor: Paul Walton jwm.ed@kelsey.co.uk Sub editor: Laura Jones Executive editor: Jim Patten jaguar.jim@btinternet.com Technical editor: Ray Ingman ray@rayingman.co.uk Motorsport correspondent: Terry Dye Senior contributors: Richard Aucock, Richard Bremner, Craig Cheetham, Rob Hawkins, Paul Skilleter, Paul Wager Photography: Michael Bailie, Stuart Collins, Chris Gage, Nick Gage, Roger Gage, Simon Hipperson
DESIGN
Andrew Hill, AT Graphics Ltd
andyhill@atgraphicsuk.com
ADVERTISING SALES
Malcolm Geggus Tel/fax: 01708 641031 malcolm.geggus@kelsey.co.uk Susan Cook Tel: 01733 353381 susan.cook@kelsey.co.uk
PRODUCTION
Production Supervisor: Hannah Mason 01733 353352 hannah.mason@kelsey.co.uk Production Manager: Charlotte Whittaker
MANAGEMENT
Managing Director: Phil Weeden Chief Executive: Steve Wright Chairman: Steve Annetts Finance Director: Joyce Parker-Sarioglu Creative Directors: Vicky Ophield & Emma Dublin Retail Distribution Manager: Eleanor Brown Audience Development Manager: Andy Cotton Subs Marketing Manager: Dan Webb Brand Marketing Manager: Rebecca Gibson Events Manager: Kat Chappell Events Marketing Manager: Sarah Jackson
SUBSCRIPTIONS
13 issues of Jaguar World Monthly are published per annum UK annual subscription price: £59.80 Europe annual subscription price: £71.99 USA annual subscription price: £71.99 Rest of World annual subscription price: £77.99 UK subscription and back issue orderline: 0845 241 5159 Overseas subscription orderline: 0044 (0) 1959 543 747 Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543 747 Customer service email address: subs@kelsey.co.uk Customer service and subscription postal address: Jaguar World Monthly Customer Service Team Kelsey Publishing Ltd, Cudham Tithe Barn, Berry's Hill, Cudham, Kent TN16 3AG United Kingdom Find current subscription offers on our website: shop.kelsey.co.uk/JWO Already a subscriber? Manage your subscription online: shop.kelsey.co.uk/site/loginForm www.kelseyshop.co.uk Back Issues: 0845 873 9270 Books: 0845 450 4920
CLASSIFIEDS
Tel: 0906 802 0279 (premium rate line, operated by Kelsey Publishing Ltd. Calls cost 61p per minute from a BT landline; other networks and mobiles may vary. Lines open Monday-Friday, 10am-4pm) cars@kelseyclassifieds.co.uk Kelsey Classifieds c/o Classified Central Media, Central House 4th Floor, 142 Central Street, London EC1V 8AR Fax: 020 7216 8557
DISTRIBUTION
Seymour Distribution Ltd, 2 East Poultry Avenue, London, EC1A 9PT www.seymour.co.uk Tel: 020 7429 4000 Printing: William Gibbons & Sons Ltd
Kelsey Media 2015 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties.
Stirling effort The first time I met Sir Stirling Moss was in 2001 when he officially opened the new offices of the publishing company I was working for at the time. He was met at the train station with a replica C-type; my colleagues and I all chuckled at his arrival since he was firmly ensconced behind the wheel and entered the car park flat out. Once a racing driver, we all said, always a racing driver. Before the ribbon cutting, I talked to him about this and that, including the elevator in his house in London, which was designed by Patrick Head (of Williams Formula 1 fame). I remember being very excited to be in his presence and I didn’t stop talking about it for weeks. That day is one of my most treasured memories, up there with my wedding and the birth of my children. Conversely, Sir Stirling had no recollection of this moment when I met him recently to discuss his victory at the 1950 Tourist Trophy (see p80). But at 85 (he will be 86 on September 17), he can’t be expected to remember everything that has happened in his lifetime, especially something as trivial as meeting yours truly. Plus, being more in demand now than when he was competing, he meets hundreds of people every day. He is now regularly invited to Jaguar Heritage events and a quick look through the history books shows why. As a works Jaguar driver between 1951 and 1954, Moss competed in a variety of C- and D-types at the major endurance events of the day, including Reims, Le Mans, the Mille Miglia and Goodwood. Sir Stirling was even part of the team that undertook several distance events in 1952, driving an XK 120 coupe around the French track Sir Stirling tells Paul about the 1950 Tourist Trophy of Montlhéry. Yet, in spite of many of these events happening more than 60 years ago his recollection remains crystal clear, and, after hearing his descriptions, the 1950 TT felt like it happened only yesterday. Unsurprisingly, Jaguar considers him one of its own, and rightly so, although it always amuses me that due to his successes in other cars, Maserati and Mercedes-Benz enthusiasts all think the same. Always polite, ever cheerful and still clearly one of the finest drivers in the history of motorsport, little wonder everyone has their favourite memory of this remarkable man. And after spending the afternoon with him, I’m lucky enough to have one more. @Paul_W_Walton, Editor
OCTOBER CONTRIBUTORS
Kelsey Publishing Ltd uses a multi-layered privacy notice, giving you brief details about how we would like to use your personal information. For full details, visit www.kelsey.co.uk , or call 01959 543524. If you have any questions, please ask as submitting your details indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email or SMS. You can opt out at ANY time via email: data.controller@kelsey.co.uk or 01959 543524. Jaguar World is available for licensing worldwide. For more information, contact bruce@bruceawfordlicensing.com
www.kelsey.co.uk
JIM PATTEN
Jim drives two unique Jaguar sports cars this issue: an E-type Series 1 (p52) that has become a piece of art, and an unmolested XK 120 (p60)
NICK GIBBS
Nick talks to Jaguar’s design director, Ian Callum, about the 2005 Advanced Lightweight Coupe and its importance for the future (p66)
PHIL WEEDEN
Now that the model is ten years old, Phil drives an early X150 generation of XK to discover how the car has aged (p74).
October 2015 \ Jaguar World | 3
32
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 32 XF FIRST DRIVE
Is the all-new XF a revolution or evolution of the old model? We drive three different engine variants in Spain to find out
44 S-TYPE BUYING GUIDE
Everything you need to look for when buying an example of the facelifted S-TYPE from 2004 October Issue 2015
52 ARTWORK E-TYPE
Following the comprehensive restoration of this E-type Series 1 Coupe, the owner commissioned a contemporary artist to use the car as a canvas
60 XK 120
An unmolested XK 120 has secrets that are yet to be revealed, such as a possible competition history
4 | Jaguar World / October 2015
OCTOBER 2015
66 ALC
The Advanced Lightweight Coupe concept was Ian Callum’s first allnew design after joining Jaguar. For the car’s tenth anniversary, we discuss its importance with the designer
74 XK CONVERTIBLE
It’s hard to believe that ten years have passed since the allaluminium XK was announced. We test an early 4.2 convertible to see how the car has aged
80 1950 TOURIST TROPHY
In 1950, Stirling Moss won the Tourist Trophy driving an XK 120, the first major victory for both the driver and Jaguar. To celebrate the 65th anniversary of that victory, Jaguar World retraces his steps using an F-TYPE
66
44 60 74 80
Regulars 6 NEWS
More news on the F-PACE, and JLR investigates Slovakia as the location for its next overseas factory
13 EVENTS
JD Classics announces breakfast meeting dates
16 MOTORSPORT
The Mallory Park round of the JEC Saloon and GT Championship
19 MAILBOX 23 RICHARD BREMNER 25 JIM PATTEN 27 KEITH HELFET 128 NEXT MONTH 130 PAUL SKILLETER’S FINISHING LINES
The S-TYPE’s October 1998 launch
Hands On 90 OUR JAGUARS
Paul has the thermostat housing of his XK8 replaced, Jim suffers from a puncture in his E-type and Phil’s S-TYPE R is serviced
94 YOUR JAGUAR
Australian Daimler Double Six Series 3 owner Geoff Rhodes explains why he bought his car
96 MODERN WORKSHOP
How to service and maintain the air conditioning system in your modern Jaguar
100 Q & A
An X-TYPE has air bag light problems, and how to replace the seats of a Mk 2
102 CLASSIC WORKSHOP
We look at alternative ways to solve problems afflicting our modified E-type project
106 GEARBOX
We review a new book on buying the X150 generation of XK, plus XK brake shoes, E-type track-rod ends and an unusual digital D-type print
108 SPECIALIST
Peter Cooper tells us about Coopercraft’s aftermarket and uprated brakes for classic Jaguars
Market Place 110 ONE YOU CAN BUY
A beautiful X308 XJR imported from Japan
113 INDEX FOR CARS FOR SALE/CLASSIFIED COUPON 114 JW FREE ADS Follow JWM @ JaguarWorldMag www.facebook.com/ JaguarWorldMonthly Visit our website at: www.jaguar-world.com
SUBSCRIBE FREE MEGUIAR’S TECH WAX PASTE & MICROFIBRE CLOTH WORTH £28.50 *See page 28-29
October 2015 \ Jaguar World | 5
NEWS
IF YOU HAVE A JAGUAR-RELATED NEWS STORY, SEND IT TO JWM.ED@KELSEY.CO.UK
JLR heads east
Jaguar Land Rover investigates Slovakia as the location for its next overseas factory
F
ollowing the announcement in July of a manufacturing agreement with Magna Steyr in Austria, and new assembly plants in India, China and Brazil, Jaguar Land Rover is now looking to Eastern Europe for its next push for growth. The company has signed a letter of intent with the Government of the Slovak Republic for the potential development of a new manufacturing facility in the city of Nitra, in western Slovakia. The decision follows robust analysis of a number of locations including Europe, the United States and Mexico, and JLR selected Slovakia as it is close to a strong supply chain and has a good logistics infrastructure. With its established premium automotive industry (Volkswagen Group, PSA and Kia have factories there), Slovakia is an attractive possible development opportunity. The feasibility study underway with the Slovakian Government will explore plans for a factory with an installed capacity of up to 300,000 vehicles over the next decade. As part of Jaguar Land Rover’s commitment to deliver more lightweight vehicles, the plant would manufacture a range of aluminium JLR vehicles. Subject to the outcome of the study, a final decision is expected later this year. It is anticipated that the first cars will come off the production line in 2018. Dr Ralf Speth, chief executive officer, Jaguar Land Rover, said, “The expansion of our business globally is essential to support its long-term, resilient growth. As well as creating additional capacity, it allows us to invest in the development of more new vehicles and technologies, which supports jobs in the UK.” Robert Fico, Prime Minister of Slovakia said, “The Slovakian Government is delighted to be selected as Jaguar Land Rover’s preferred location for this feasibility study. We are committed to developing Slovakia’s premium automotive industry and this investment would represent a significant step forward, providing a boost to our country’s wider industrial strategy as well as benefiting the European Union as a whole.” JLR remains adamant that the UK will remain the cornerstone of Jaguar Land Rover’s design, engineering and manufacturing capabilities. Over the past five years, Jaguar Land Rover has employed more than 20,000 people, taking its workforce to more than 36,000, and has invested more than £11 billion in new product creation and capital expenditure. Speth added, “The new factory will complement our existing facilities in the UK, China, India and the one under construction in Brazil.” 6 | Jaguar World / October 2015
Jaguar Land Rover’s CEO, Ralf Speth, has confirmed that the UK will remain the cornerstone of the company’s design and manufacturing capabilities
NEWS
Further F-PACE technology revealed With its Frankfurt motor show debut just around the corner as we went to press, Jaguar revealed further details about the new F-PACE. The new SUV will feature technology designed to ensure it is the most rewarding driver’s car of its kind, coming with chassis dynamics technology adapted from the acclaimed Jaguar F-TYPE sports car, and offered with a sophisticated All-Wheel-Drive (AWD) system, which delivers torque-on-demand. Jaguar’s Vehicle Integrity team, led by sports car development expert and chief engineer Mike Cross, is currently engaged on development programmes to ensure the new F-PACE will offer an unrivalled breadth of dynamic ability. “We haven’t made any compromises or exceptions. The new F-PACE must be a true Jaguar and deliver the Jaguar dynamics DNA,” said Cross. “We’ve tested ride and handling to extremities in all environments and in all conditions, and the result is that the new F-PACE is as engaging and rewarding to drive as it will be enjoyable to own. As soon as you get into the vehicle you know immediately that it’s a great place to be.” Featuring sports car-derived chassis systems, and evaluated on the same demanding roads as all other Jaguar vehicles, the company says the SUV will offer an unrivalled breadth of dynamic ability. The F-PACE is based on Jaguar’s lightweight aluminium architecture, and the sophisticated double wishbone front suspension and integral link rear suspension
is said to make the car incredibly responsive while ensuring that impacts, undulations and extreme cambers of even the most challenging roads are handled with ease. Like all other current Jaguars, the F-PACE comes with an electric powerassisted steering system – torque vectoring technology first developed for the F-TYPE – as well as the on demand all-wheeldrive system that Jaguar says will offer outstanding agility in all weathers and on all surfaces. • Read more about the new F-PACE in the November 2015 issue of Jaguar World
Strong growth offsets China slump Jaguar Land Rover’s three-month results to June 30, 2015 were lower than the same time last year. The total revenue of £5 billion was a drop of £351 million compared to a year ago. This is largely due to sales in China dropping by 28 percent as a result of the country’s current economic woes. JLR says that ramping up production for the locally
produced Range Rover Evoque and run-out of other vehicles in advance of upcoming launches has also had an effect. China has previously accounted for more than half of JLR’s profits. However, strong growth in the UK, mainland Europe and North America has helped to offset this. During the first seven months of the year, Jaguar Land Rover
sold 272,451 vehicles, just one percent down on the same period last year, a consequence of a 19 percent growth in Europe, 16 percent in the UK and 14 percent in North America. Commenting on the performance, Andy Goss – JLR group sales operations director – said, “Despite a challenging macro-economic environment, particularly in China, demand for our premium vehicles remains encouraging. Sales in our key regions, the UK, Europe and North America have shown impressive growth year-to-date. Sales of the all-new Discovery Sport and the XE saloon continue to be strong this month, retailing almost 8,000 vehicles in total. “We now look forward to a period of new-product impetus, which will see the introduction of new 2016 model year Jaguar XF and XJ vehicles in the coming months.”
October 2015 \ Jaguar World | 7
NEWS
Jaguar Heritage Challenge: Brands Hatch Essex-based specialist JD Classics took a dominant one-two finish at the Brands Hatch round of the Jaguar Heritage Challenge (July 11-12, 2015), which is open to all pre-1966 Jaguars. The team’s pair of lightweight E-types, piloted by Chris Ward (driving 1196 WK) and John Young (in 61 E) crossed the finish line nearly a minute ahead of the third-place car. Saturday morning’s qualifying session provided the first glimpse of the JD Classics’ cars’ pace, with Chris Ward setting successive fastest laps to put 1196 WK comfortably on pole. The first three cars on the grid were separated by just half a second, with 61 E and John Young just behind in fourth position. As the 40-minute race began on Saturday afternoon, both of JD Classics’ E-types had a brilliant start, John Young moving up to third place by heading around the outside of the pack through Paddock Hill. By Druids – the second corner of the track – 61 E was in second, just behind Chris Ward in 1196 WK.
The two JD Classics cars remained in a nail-biting battle for the lead until John Young pulled in for a compulsory pit stop, merging back into the race in fourth position. As other cars ahead pulled into the pit, John Young regained second place; Chris Ward in 1196 WK completed a flawless pit stop to maintain the lead. But the race was far from over because the two lightweight E-types were now jostling for position, pulling away from the chasing pack and eventually finishing just under half a second apart – a spectacular performance from both drivers. Other drivers taking part were the 1988 Le Mans-winner Andy Wallace in a Mk I, and the judge on hit TV series The Great British Bake Off, Paul Hollywood, racing a stunning XK 120. “I’ve always had a passion
Paul Hollywood with the XK 120 he raced at Brands Hatch
for motorcycles and cars, which stems from my dad, who’s owned more than ten Jaguars and Daimlers,” said Paul before the race. “The first car I drove when I got my licence at 17 was his XJ 4.2.” After qualifying in 17th (the third-placed XK 120) Paul finished in a credible 12th, with a fastest lap of 2:00.906.
Hollywood on his way to 12th place
Chris Ward on his way to victory driving JD Classic's E-type
Jaguar Heritage Challenge: Nürburgring There was a local winner at the fourth round of the Jaguar Heritage Challenge, at the Nürburgring (August 8-9, 2015), when German driver Marcus von Oeynhausen won in an E-type. With a time of 2.05:269, Sandy Watson and Martin O’Connell started from pole in their E-type followed by Oeynhausen (2.05:675). The German soon took the lead, which the local hero confidently defended against attacks from Watson and O’Connell to the finish line.
8 | Jaguar World / October 2015
Afterwards, Oeynhausen said, “The E-type is just amazing and it feels very good to have won here at the Nürburgring in front of a home crowd. The Jaguar Heritage Challenge is a great stage for the brand.” In third place was British driver Harry Wnydham, who came on top after a race-long battle with another German, HansJörg Hübner from Dortmund. Andy Wallace then took Class B honours in a Mk 1, while John Burton was the Class D winner in another Jaguar E-type.
NEWS
C-type makes history The ex-works 1953 Jaguar C-type lightweight in Ecurie Ecosse colours featured in last month’s News made history by selling for $13,200,000 (£8,448,000, including premium). Chassis XKC 052, which was sold at RM Sotheby’s Monterey auction on Friday, August 14, 2015, has become the most valuable Jaguar ever sold at auction. Also at the Monterey sale was one of three XK 120 Supersonics designed by Ghia in the mid-Fifties. At $2,090,000 (£1,337,600), this was also a record for an XK 120 sold in a public auction.
The ex-works Jaguar C-type lightweight One of three XK 120 Supersonics designed by Ghia
Steed’s XJ12 Coupe for sale The famous 1976 XJ12 Coupe that was a major part of the Seventies TV show The New Avengers, has resurfaced and is for sale through H&H Classics. John Steed’s famous Jaguar, in Racing Green, was the eighth XJ5.3 Coupe made, and was originally an experimental model featuring a Broadspeed body kit with extra-wide wheels fitted for the TV series. Dry-stored for many years and now in need of restoration, it comes to the market as a project. The car has been entered into H&H Classics’ auction on October 14, 2015 with a
very modest estimate of £10,000 to £12,000. Damian Jones, sales manager of H&H Classics, comments: “Who of us that remember the series did not at one time or another fancy ourselves at the wheel of this car? Now there is a chance to make that fantasy a reality for a very nominal amount. And (who knows?), maybe the chance to find a modern-day Purdey in the passenger seat!” All bidding enquiries should be directed to Damian Jones, sales manager at H&H Classics, on +44 (0) 1925 210035, email damian.jones@handh.co.uk.
Tianjin disaster
At the time of the Tianjin Port explosion in China approximately 5,800 vehicles were stored at various locations in Tianjin. Access to facilities near the site of the explosion, one of three major locations in the country where JLR imports cars, remained restricted as JW went to press. Consequently, JLR is unable to quantify the number of units affected, but believes many of its vehicles may have been damaged. “We continue to work with the port authorities and once the site is reopened we will be able to understand the impact,” said JLR spokesman Del Sehmar. Tata Motors’ shares slid more than four percent following the announcement of the number of its cars involved. Jaguar Land Rover expresses its most profound condolences to the families and friends of those who lost loved ones in the explosions. Tianjin is one of China’s busiest ports, preferred by foreign carmakers for importing cars into the country.
October 2015 \ Jaguar World | 9
12 | Jaguar World / October 2015
EVENTS
A ROUNDUP OF ALL THE BEST JAGUAR EVENTS BOTH AT HOME AND ABROAD
JEC Western Day September 27, 2015
T
he Jaguar Enthusiasts’ Club invites you to its inaugural Western Day at Bodelwyddan Castle, Rhyl. Of the displays of new and classic Jaguars, the most important is the timeline to celebrate 40 years of the XJ-S, from the earliest models through to the last ever made, with everything in between during its 22-year production. The popular Pride and Joy and concours events will also be taking place
as well The People’s Choice, a new event. Arena activities include a falconry display with approximately 30 birds of prey on show, a dog agility and flyball contest, a world-class dressage demonstration and a spectacular aerial acrobatic display. There will also be a huge 48m marque, full with local craft stalls and demonstrations. For more information about what is sure to be an excellent event, go to www.jec.org.uk.
Above: The beautiful Bodelwyddan Castle near Rhyl was built around 1460 by the Humphreys family of Anglesey as a manor house
Left: One of the Western Day's attractions will be a spectacular aerial acrobatic display
JD’s breakfast September 27, 2015 Don’t miss JD Classics’ next breakfast meeting on September 27, an informal morning with the showrooms and workshops open to view with knowledgeable staff on hand to answer any questions. The day starts at 8.30am with on-site refreshments. Further details can be found at www.jdclassics.co.uk. The ex-Clark Gable Jaguar XK120, which was subject to a two-year restoration by JD Classics, was awarded Best in Class at the 2012 Pebble Beach Concours d’Elegance and also featured at this year’s Pebble Beach Concours d’Elegance. The company was the main sponsor at this year’s Goodwood Revival meeting and entered six cars including a D-type, a Lightweight E-Type, and two competition XK 120s.
October 2015 \ Jaguar World | 13
EVENTS
Castle Combe Autumn Classic October 3, 2015 The superb Castle Combe Autumn Classic, now in its fourth year, is fast approaching, but there is still time to order advance tickets and park your Jaguar on the JEC stand (other cars must be parked in the public car park). The booking should be placed directly with the Club not Castle Combe. Entry is £20 for adults (17-64yrs), £15
seniors (65+) and children go free. Send cheques, payable to JEC, with your name, address and card details to Jaguar ar Enthusiasts’ Club, Abbeywood Office Park, Emma Chris Way, Filton, Bristol, BS34 7JU, or call the JEC to make a credit/debit card payment on 01179 698186.
JDC’s annual rally and dinner October 3, 2015 The Jaguar Driver’s Club annual rally will this year include a stunning drive around the beautiful Warwickshire countryside before dinner at the Hilton Warwick Hotel. The rally is £95, including lunch. To register, contact JDC on 01582 419332 or email enquiries@jdclub.co.uk. Or for further information go to www.jaguardriver.co.uk. If you would like dinner, bed and breakfast (£137 for two sharing a room), please book onto the rally first to check availability before contacting the hotel direct on 01926 499555.
14 | Jaguar World / October 2015
International S-type Register David and Patricia Reilly have been quietly putting out their on-lineonly International S-type Register newsletter, and this month marks the 100th edition. That means over 1,000 articles dedicated to the S-type. Their website provides in-depth information that attracts interest from browsers all over the world. For registered members there is a lively forum; they are now gathering data on surviving cars. New members will have the opportunity to view newsletter volumes one through to five. For more details check out the website. www.jagstyperegister.com
www.normanmotorsltd.com
om .c td sl or ot m an rm no @ fo in
MOTORSPORT | JEC RACING
TOYO TIRES JAGUAR SALOON AND GT CHAMPIONSHIP Mallory Park August 1-2, 2015 Rounds 8 and 9 WORDS TERRY DYE PHOTOGRAPHY ROGER GAGE
I
n qualifying, James Ramm led from Ian Drage and Chris Boon, all XJS mounted, with Guy Connew's XJ6 next up, showing an improved turn of speed this season. Alasdair McGregor's X300 again led Class A from Adam Powderham and Steve Askham, set to resume their season long battle. Greg Pestana's S-TYPE suffered a differential failure and it looked as if his weekend was over. However, an outstanding response from Darren at Xtreme Jaguar, meant another unit located, collected and fitted before the race, epitomising the 'can do' attitude amongst JEC members.
Simon Lewis arrived late after going to the wrong circuit, dropped oil in the assembly area and, after rectification, started from the back.
Race 1
Amazing! As the Jaguars formed up for the green flag lap, it started to rain, became heavier, then stopped just at the end of a very eventful and entertaining race. James Ramm led off the line from a fast starting Guy Connew The extra power of the XJS was nullified by the conditions and the lead changed a number of times before Guy made it stick, to come home for his first ever race win and the ‘drive of the day
Race 2
In warm and sunny conditions, James Ramm exerted his authority from the start and cantered away to win. Starting in fifth place, Colin Philpott worked his way past Dave Bye and then Guy Connew to finish second. Alasdair McGregor, Ian Drage and Chris Boon fought for many laps before Ian retired with gear selection problems. After thrusting his way through the field ,Simon Lewis also retired while in Class A, Steve Askham reversed yesterday’s result but with Powderham and Nick Wade (XJS) not far behind. Nick put in a fine drive to earn the Drive of the Day award. James Ramm leads through first bend 16 | Jaguar World / October 2015
award’ with James second. Ian Drage had a fine drive to third place. Dave Bye (XJ6), Colin Philpott and Chris Boon (XJSs) battled throughout. Bye spun at the elbow but continued. Pearce was not so lucky as the Mk 2 snapped away from him as he left Gerard's, sustaining damage against the infield banking. Roger Webster's green XJS held a charging Simon Lewis (XJ6) for many laps. Simon got ahead but then spun and dropped back to eleventh overall. In class A there was fine race in very slippery conditions between Alasdair McGregor, Adam Powderham and Steve Askham which finished in that order.
JEC RACING | MOTORSPORT
Sunshine after the rain
Alasdair McGregor
Alasdair McGregor Dave Bye
RESULTS O/all Class A Guy Connew Alasdair McGregor 1st James Ramm Adam Powderham 2nd Ian Drage Steve Askham 3rd DRIVE OF THE DAY – GUY CONNEW
Simon Lewis
Colin Philpott, Ian Drage
Guy Connew takes the lead
Class A
James Ramm Alasdair McGregor 1st Colin Philpott Steve Askham 2nd Guy Connew Adam Powderham 3rd DRIVE OF THE DAY – NICK WADE
Class B
Class C
Guy Connew Dave Bye
James Ramm Colin Philpott
Chris Boon
Class C
Guy Connew Dave Bye
James Ramm Ian Drage
Chris Boon
Colin Philpott
Ed Foster, Greg Pestana
RESULTS O/all
Class B
Following another very successful weekend’s racing, the next two rounds are at Donington on September 5-6, 2015. October 2015 \ Jaguar World | 17
18 | Jaguar World / October 2015
LETTERS
FAX US: 01733 557235 (FAO Editor, Jaguar World) EMAIL US: jwm.ed@kelsey.co.uk OR VIA THE WEB AT: www.jaguar-world.com
LETTER OF THE MONTH Thank you for an excellent magazine, which always seems to have something for everyone, old and young. Many thanks also to Craig Cheetham for his article on the XJ40 3.2 S in the August issue. I thought the following might be useful to round it off. The 3.2-litre engine was hewn from the 4.0 block with 24 valves and twin overhead camshafts with a stroke only 19mm different from the larger engine. The 0-60mph time for the manual was a swift 8.3 seconds with a top speed of 135mph, but what was really impressive was the fact that it could achieve over 30mpg on a steady run and nearly 25mpg on urban runs. Autocar magazine reported that the manual 3.2 had the same performance figures as the 4.0 automatic and, “It is both more responsive and free-revving than any other member of the AJ6 family, past or present.” Many people felt that the 3.2 version of the AJ6 was the smoothest and quietest of the configurations, perhaps with the exception of the 2.9, which did not have twin camshafts and multi valves. When we think that this engine was the only one of its type in the world being mass produced, it is remarkable that it was engineered in a relatively short time span – but it did need refining, which was done in the XJ-S. So by the time it went into the XJ40 it was very good indeed. Jaguar ownership is about a profound sense of well-being, of a magnetic presence, the assurance of sound breeding; we are talking here about character of a charismatic nature that can be unpredictable, but nevertheless has endless charm and a beauty of style all of its own. We only have to think of some of Sir William’s creations, beginning with the glorious SS1, and every model had a style and an idiosyncrasy all of its own. Frustrating they may have been at times, but bland they were not, and boring they most
certainly were not. It was Sir William’s wish that this undefinable something should be available to as many people as possible, so less expensive models with smaller engines were produced, which were not as quick but still retained that essential character, that image, that quality of ride, that Jaguarness. I have been to Castle Bromwich twice and have been mightily impressed by what I saw and the cars I sat in. But good as they were, I felt that the Jaguarness was not there. Was it beyond the wit of the designers to introduce some wood veneer and a bit more cosseting? I wonder what Sir William would have thought and how he would have approached this whole question of retaining a certain uniqueness from the chaff across the Channel, albeit some very good chaff! But, there are two sides to this. With increasing numbers of Jaguars seen on the roads these days, it may be that the younger generation have found an
indefinable something that we, from an earlier era, have not picked up on. The important thing in all this is that the company appears to be thriving and, with the new XE, the hope is that we shall see the kind of numbers on the road that we saw in the Sixties, when you only had to turn a corner to see a Mk 2 or an XJ. In a recent Sunday Times motoring section, a Jaguar F-TYPE R was compared with the Porsche 911 Carrera S. As you might expect of a car whose gestation was over 50 years ago, the 911 is very capable, very predictable, very dependable and very practical but, the article said, “It can’t match the F-TYPE R for excitement.” It went on to suggest that a few present Porsche owners might be thinking that it has become, “Too grown-up for its own good. In which case, step forward for an adrenaline shot and drive the Jaguar.” Marvellous! Revd Simon Manley-Cooper
October 2015 \ Jaguar World | 19
Having waited 42 years, Derek finally owns a convertible – he bought one of the 200 XKR-S built in 2012
LETTERS
Missed opportunities
I have been reading Jaguar World and its predecessors since I bought my first new Jaguar in 1992, an XJS 4.0 with the Getrag five-speed manual gearbox. I am now enjoying my 10th model, a 2015MY F-TYPE S Coupé. When visiting Castle Bromwich last June, I was given Ray Hutton’s book Jewels in the Crown. Following the aborted XJ41, Ray briefly mentions several ideas and projects that preceded the current F-TYPE: • Keith Helfet’s XK 180 concept from 1998 • The 2000 F-type Concept that was to be built on a modified S-TYPE platform and power train • A mid-engine sports car – the X600 – that was designed by Ian Callum.
50 years of the XK engine. But response was so positive that Keith was then asked to design a production version that resulted in the F-type Concept. Alas, while this was very pretty and Jaguar confirmed it was to be built, even taking deposits, it never reached production. Very little is known about the X600 that followed. “I instigated the idea of a mid-engine car, the X600,” Callum said in a 2014 interview, “which developed to a significant level of design and engineering before it was dropped so the company could pay for some new diesel engines. From a business point of view, it was the right thing to do, but it broke my heart. This X600 was a beautiful little car. Nobody outside of Jaguar has ever seen it. Sorry!” -Ed
Do you think Jaguar would be willing to allow JW to do a series of articles, with photos, on these sports car ideas? I’m sure your readers would be greatly interested. John Myers We covered the XK 180 and F-type Concept in the January 2014 and September 2012 issues respectively. The former was never meant for production; designed by Keith Helfet, it celebrated
Leggenda metropolitana (urban myth) Having enjoyed the XJ special in the September edition of Jaguar World, I feel the need to comment on Designed in Italy relating to the Series 3 (p38). As a senior development test engineer at Jaguar working for Norman Dewis between 197285, I was very closely involved in every aspect of the S3 from 1976-79. I think the time is right to put the brakes on the designed/styled in Italy moniker attached to the S3 every time it appears in print. In 1975, the Jaguar Cars’ export department bought a competitor vehicle, a BMW 3.0 S, for assessment. The fresh clean lines of the glass area, framed in brushed alloy, were greatly admired within the Jaguar design department. A comparison between the BMW and final S3
design shows the influence that eventually appeared in the S3 that was all drawn at Browns Lane. Over the winter of 1977/78, Bob Knight (engineering director) asked me to chauffeur him and Cyril Crouch (chief of body drawing office) to several high-level meetings at the Press Steel Fisher offices at Cowley, where the bodyshell was eventually made. It was a memorable series of drives for many reasons, but I recall the in-depth and detailed conversations that I heard that revealed how much design Jaguar actually put into the Series 3. It is fair to say that styling designs submitted from Pininfarina greatly influenced the final outcome, but Jaguar had to draw all the detail changes from the Series 2 so that PSF could actually commit them to metal, not an easy task in the BL days of darkness that were rapidly descending into every aspect of Jaguar
TWITTER YE NOT Martin Woodward @woodwardnl Jaguar’s #NewXF getting lots of 4 and 5 star reviews. Lots of praise for @IanCallum & team’s styling efforts, its chassis, the sporty ride
motorcardiaries @Motorcardiaries Andy Wallace to demonstrate the 1988 Le Mans-winning Jaguar XJR-9 LM at the Oulton Park Gold Cup. Amazing!
Steve H @bandit4470 I’ll take the E-type over the XK any day
GrowlerParts @GrowlerParts In my opinion one of the best looking Jaguars that Jaguar never built – the XJS Lynx Eventer
Nick Johnson @MyCarCoach_Nick Have it on good authority that #Jaguar’s new #FPace will be the start of many other SUV/ crossover type vehicles. Necessary to survive.
20 | Jaguar World / October 2015
Follow JW @JagWorldMag
Worth waiting for
Having bought an XKRS convertible in June 2012, I was interested to read in September’s issue of Mailbox about the XKRS that only 200 were built, with only half remaining in the UK. I had to wait 45 years before I finally owned a convertible. In 1970, when I was going to a car showroom to make a decision whether to buy an MG Midget or a Triumph Spitfire, I passed a jewellers with my future fiancée, who saw a wonderful engagement ring. This was bought and the convertible dream gone. Married in 1972, many cars came and went, but family needs always came first. On reaching my 65th year in 2012, I finally got my convertible and what a dream convertible it is. Everywhere we go people look at it and admire it. It was worth the long wait. Derek Whitnall Cars. As we all know, the inherent qualities of the sound XJ/S3 design kept Jaguar afloat while the XJ40 project lumbered on. For these reasons, it can be seen that the Series 3 XJ was designed and engineered by engineers from Browns Lane with Italian design cues, and should be recognised as such. Ed Abbott
It’s clear to see the BMW 3.0 S’s influence on the XJ Series 3
Want to talk to other like-minded enthusiasts about your Jaguar? Then why not visit the Jaguar World forum? Registration is free, and there are sections covering all Jaguar models from the established classics through to the current range. Register today at www.jaguar-world. com/forum and get talking!
THE SMALL PRINT The editor cannot always respond to letters individually, whether by email or post. Please include your name and address although only your name and town will be printed. Letters may be edited for publication. The views expressed are not necessarily those of the Kelsey Publishing Group, or of Jaguar World ‘s editor, staff or contributors.
A BONNET, AS IMPORTANT AS WHAT’S UNDERNEATH Years of expertise went into the crafting of the iconic Jaguar E-type, and most notably its bonnet, which is the essence of sleek and timeless design. It’s the most distinctive feature of your car, and with a car as distinctive as the E-type, it’s important to keep it in immaculate condition. The same expertise goes into the crafting of the genuine bonnets available from Jaguar Heritage Parts. Created using original drawings and specifications, each bonnet is hand assembled by skilled craftsmen and finished with an electrocoating for a smooth and flawless surface. Genuine Jaguar Heritage bonnets ensure your E-type remains a true original.
Jaguar Heritage Parts are available from your local retailer. For further information, contact our Technical Advisors on +44 (0) 2476 565 708 or JHParts@jaguarlandrover.com
“ U P TO 2 5 % D I S C O U N T F O R M E M B E R S O F T H E J AG U A R D R I V E R S C L U B , J AG U A R E N T H U S I A S T S C L U B & X J S C L U B .”
To enjoy your club car membership discount *") $") !&( *.!&( !(%'- .'"'$(+ ,*## .,&V. &V& V,". Our dedicated classics team will ensure you have the right insurance cover to keep your classic protected.
LIS.K.JW-XJS.HP.2015
CAR INSURANCE BENEFITS • Up to 25% discount for car club members • Agreed valuation • Limited mileage discount • European cover • Cover for track days, charity events and wedding use • Use of your no claims discount • UK and European breakdown cover • Up to £100k legal expenses • Multi-Car Policies • Salvage Retention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
Proud sponsors of
Call us today:
.,&V. &V& V,"
www.lancasterinsurance.co.uk
Aluminium Fronts
Non-Vented Caliper Kit £535.00 + VAT (Pair) Vented Caliper Kit Inc Discs £642.50 + VAT (Pair)
Goodwood 4-Pot Front Caliper Upgrade Kits Available in Vented & Non-Vented Calipers Available In Aluminium Or Cast Iron
Features •Pistons - Stainless 303 •Bolts: Stainless 316 HiMo (Aluminium) High Tensile (Cast) •Body: Aluminium - Type III Anodised Cast Iron - Zinc Passivate Plated Vehicle Application: Daimler Double Six Daimler Majestic Limousine Daimler Sovereign 420 Jaguar XK150 Jaguar 240/340 Jaguar E- Type Series 1/1.5 Jaguar MKI/MKII/MK9 Jaguar S-Type Jaguar XJ6 Series 1
Cast Iron Fronts
Non-Vented Caliper Kit £395 + VAT (Pair) Vented Caliper Kit Inc Discs £502.50 + VAT (Pair)
ONLY AVAILABLE AT Martin Robey Sales Ltd
T: +44 (0) 2476 386 903
www.martinrobey.com
Rebooting talents past
SOMETHING JAGUAR had lost has been found again. It’s not something you can see, but you can certainly feel it, and no more strongly than when you’re aboard the new XF 3.0D. You need to be charging a lumpy road with the kind of enthusiasm that you’d use in an F-TYPE to really know that it’s back, but when you do, you might even laugh with admiring amazement at what this car can do. That was my reaction, as well as that of fellow motoring journalist Adam Towler, as the XF swallowed bumps with exquisite control and funnelled its way through hairpins with the entertaining athleticism of a small, two-seater sports car. This month’s column was originally going to be about Jaguar’s launching not one, not two, but three major new models in the space of a year. When you compare that to the painful rate at which the company launched new models a few years ago, this is nothing less than a revolution. But, after driving long, hard and fast in the XF, there was only one Jaguar topic at the top of my mind, and that’s the way this car moves down the road. I’ll talk about the original topic later, because right now I only want to write about the XF’s road manners. Which are magical. Magical in the way that the 1968 XJ6 was other-worldly in its day for the way it combined a duck-down soft ride with agility, grip and silence. Even today, an XJ from the first three series of cars will impress with its ride, which is smoother and quieter than you’ll enjoy in most moderns, if not for its roll-resistance and distant steering feel. Over the years, Jaguars had slowly lost their satin ride, which was sacrificed on the altar of dynamics and fashion. Tyre walls have persistently slimmed, wheel sizes have swollen and bodyroll mostly banished. The result is Jaguars that unquestionably handle better, and with far less of the rubbery slop that masked their always decent handling balance. But this firming up had been nibbling insistently at ride quality – that is, until the arrival of the current XJ saloon, whose stiff-legged gait was very un-XJ-like and collected it a chunk of criticism. Jaguar’s biggest may not have been
Richard felt the pumping the firmest-riding beast in its range, heart of Jaguars of old but it was the car that wore this while driving the XF philosophical shift towards handling 3.0D on winding Spanish roads during its launch least well, because it was at odds with both the car’s likely potential usage, and its stellar reputation for refinement. So it is terrific to be able to report that on the Spanish roads of the XF launch that this new car combined the poise and pliancy of XJs past with the handling prowess of a modern Jaguar. The XE, which is closely related to the XF in terms of platform and suspension, was certainly a step towards that magical mix, especially in 3.0 supercharged form (other models occasionally perform a strange vertical bounce), but the XF appears to operate on a still higher plane in terms of its blend of handling and ride. And despite its additional bulk and length, it certainly doesn’t fall short in the bend-bashing department. An impressive roll-call of chassis hardware includes Jaguar’s new integral link rear suspension, whose architecture, bushing and geometry are configured to afford more compliance over bumps without damaging its responsiveness, near 50:50 weight distribution, double wishbone front suspension, improved calibration of this model’s adaptive dampers and torque-vectoring generating an agility that’s entertainingly unexpected in a car this large. Particularly satisfying is the XF’s dismissal of the kind of tight turns that usually produce a squealing, understeery struggle in most big cars. The subtle braking of the inside wheels has the car following exactly the trajectory you dialled in, and with such effectiveness that we found ourselves bunging the car ever harder into hairpins to see what it would do. We weren’t quite brave enough to find the limit, although we were certainly foolish enough. But you’ll need a track, or perhaps a sluicingly wet road, to overcome the torque vectoring’s deft efforts. At the end of a long, fast drive of a kind I haven’t enjoyed in months of car launches (the last was actually in the Jaguar XE), I found myself exhilarated, and delighted that a Jaguar is once again setting benchmarks in ride as well as handling.
WE FOUND OURSELVES BUNGING THE CAR EVER HARDER INTO HAIRPINS
October 2015 \ Jaguar World | 23
****
Policies from
£74
**
Classic benefits included*: Salvage retention Shows and events Spare parts cover (up to a limit of £250)
Classic insurance redefined.
European motoring (up to 35 days per trip)
Tailor your classic car insurance policy to suit your needs. To discover the Footman James difference, call our friendly UK team for a quote today.
Breakdown with options to include European cover and Homestart
Cover options*:
Agreed value Driving other classics Drive to work
0333 207 6027 or visit footmanjames.co.uk follow us @Footman_James
Track day cover Wedding hire cover and many more
Specialist rates for club members
Classic Car | Classic Bike | Modern Car | Modern Bike | Kit Car | Collectors | Classic Motor Trade | Household *All cover is subject to insurers terms and conditions, which is available upon request. **Premium example based on: 1978 Jaguar Series 2. Value: £3500. Main policy only and does not include any FJ+ cover options. All premiums assume the vehicle is not the main car and includes Insurance Premium Tax. Male driver aged over 25 years old, 2000 annual limited mileage, and full clean driving licence with no claims or convictions. Member of associated club. Postcode OX10, vehicle garaged with no modifications. Includes a £10 arrangement fee. Footman James is a trading name of Towergate Underwriting Group Limited. Registered in England No. 4043759. Registered Address: Towergate House, Eclipse Park, Sittingbourne Road, Maidstone, Kent ME14 3EN. Authorised and regulated by the Financial Conduct Authority. Telephone calls may be recorded. FP ADCC203.11.14
PERIOD RACE CARS OVER 30 CARS IN STOCK
JAGUAR XK120, 140 & 150 OVER 20 CARS IN STOCK
JAGUAR E-TYPE S1 & S3 OVER 10 CARS IN STOCK
JAGUAR MKI & MKII 8 CARS IN STOCK
OVER 50 JAGUARS & 100 OTHER CLASSICS IN STOCK 8 SHOWROOMS, IN-HOUSE WORKSHOPS, RACESHOP, ENGINESHOP, MACHINESHOP, PAINTSHOP, TRIMSHOP
jdclassics@jdclassics.co.uk
www.jdclassics.co.uk
WYCKE HILL BUSINESS PARK, WYCKE HILL, MALDON, ESSEX, CM9 6UZ, U.K. Tel: +44 (0)1621 879579 MAYFAIR SHOWROOM, 26-28 MOUNT ROW, MAYFAIR, LONDON, W1K 3SQ. Tel: +44 (0) 207 125 1400
24 | Jaguar World / October 2015
Patina is skin deep
I’VE SPENT A good deal of my life seeking my own version of Jaguar perfection; trying to get my cars somewhere near the way I want them. This isn’t to concours standard. In fact, the very thought makes me shudder. But I do like them as presentable as possible with the emphasis on having the best driving cars around. At times, these targets are seemingly impossible and with John ‘Bilko’ Lawrence’s input, we battle insurmountable odds. Had we simply accepted how our open E-type turned out after its refresh we would have had a very poor example of how an E-type should drive. Now though, after a serious amount of putting wrongs right, we have our old car back again and it is glorious. And then I get to drive an XK 120, as tatty as any I have seen, and rate it one of the best. The car in question is featured in this issue. Untouched since the mid-Sixties, it is a time capsule in condition as well as in the sort of car that could be bought on the cheap back then. At some point, there was a change of colour, but other than that I could not readily see any obvious work. Okay, it has been re-commissioned, but that engine remains as it was 50 years ago. Longer, possibly. Despite the shabby interior, the flaking chrome and the pickling bodywork, the car drives better than it has any right to. This isn’t some
Seen at an SNG precious concours contender, but a real Barratt's open day, street screamer – and it flies. I cannot this untouched XK remember having so much genuine fun 120 screams fun in a car. At last, here is a car that does not need to be taken too seriously. With nothing to prove, all that is left is a good, old-fashioned enjoyable spell at the wheel, where the ego factor is excluded. This contrasts with the gravity of many owners – me included, I guess, if I am really honest. Not every car can get away with it as this XK has. Storage over the last 50 years has seen to it that any deterioration has been arrested in time, preserving the essence laid down half a century ago. Other similarlooking cars are not so lucky. Something happens when a car goes that bit too far. Maybe the chassis weakens as inner rust thins the metal; who knows? But few retain the sparkle that this car has. A fully restored version could be the same if only the owners let them. Cost is a huge implication. If I see another criticism of the prices that Eagle, JD and others charge, I think I will personally visit the individual and give them a jolly good waggle of my finger, an action known to settle international disputes. I am terrified about doing a costing on our E-types as it might well make buying an Eagle seem the wiser option.
THIS ISN’T SOME PRECIOUS CONCOURS CONTENDER, BUT A REAL STREET SCREAMER – AND IT FLIES. I CANNOT REMEMBER HAVING SO MUCH GENUINE FUN IN A CAR
October 2015 \ Jaguar World | 25
Coventry Auto Components Ltd Everything You'll Ever Need For Your Classic XK
BEST OF BRITISH We supply spare parts for all models of Jaguar up to and including XJS models UPGRADES & PERFORMANCE PARTS: Pressure sensitive Power Assisted Steering conversion MK2/S-type/420/Daim V8 RHD £1500 LHD £1620 xk150 RHD £1740 LHD £1620 Mechanic Power Assisted Steering E-type – POR Getrag 5 speed gearbox conversion kits – All models POR Brand New Borg Warner T5 5 Speed gearbox conversion kit POR E-type handling kit – developed from our race wining E-type High torque starter motors, Electronic Distributor kits, Brake conversions, Alloy steering rack mounts, Poly bushes
We are the acknowledged worldwide supplier of the very finest quality XK chrome plated bumpers and overrider products in the field. Our range of xk product lines include manufacture of new XK150 and X140 bumpers, all correct specification over-riders and the beautiful, deeppressed XK120 bumpers sets that we have developed tooling to eliminate the period Jaguar manufacturing faults.
WE have continually over the last 20 years, invested heavily in our UK tooling and jigs with local companies to bring you superb British products for an iconic British sportscar.Our products are NOT made in China! (As specialists we can also help you with restoring original pieces.)
XKPARTS .com 02476 02476 471217 471217
GENERAL PARTS: Treadplate sets – MK2, Full range of Body panels, Body Rubber seals, Top quality trim kits, Braided Hose kits, Engine components, Rubber mountings, Exhausts – We are agents for Double S Exhausts From a service to a restoration, we cover all aspects of running and preservation of Jaguar Cars from 1948 to 1988.
Tel: +44 (0) 1777 818061
www.jaguar-spares-uk.co.uk www.mandcwilkinson.com
Don’t settle for cheap Chinese imports!
www.xkparts.com
Ward Engineering
www.ward-eng.co.uk info@ward-eng.co.uk
Tel: 01206 386986
We have been supplying reconditioned Jaguar front and rear axles and calipers for over 20 years, still maintaining the high standard that we first set
Fully reconditioned brake calipers include pad pins & bleed screws. Re-lining of Dunlop brake cylinders, brake and clutch master cylinders. Reconditioned servo units. Caliper pistons and seals also supplied. Reconditioned Rear Hubs
We stock SuperFlex bushes which give the driver positive feedback and ride refinement
Ready To Fit All bearings replaced. All pre-loads & end floats set. Also packed with hi-quality EP grease
Please visit www.ward-eng.co.uk or email: info@ward-eng.co.uk for more information calipers, bushes, bearing kits, ball joints, seals, shims, uj’s, nyloc nuts, bolts, brake pads, pad pins, caliper seal kits, caliper pistons, brake hoses, brake discs, bleed screws, washers
Ward Engineering Unit 3A Waldegraves Business Park, Waldegraves Lane, Colchester CO5 8SE Mon to Fri 9.00am- 5.00pm
26 | Jaguar World / October 2015
Sat 9.00am - 12.00pm
These units are all locally pressed, using our own quality assured tooling , refined and developed over 20 years beautifully welded and hand finished, with what is known in the trade as 'triple chrome'. This means the steel has an extra layer of expensive, copper plating applied, making the chrome extra resistant to peeling or bubbling and so, with some TLC, will most likely last for another 50 years of your beloved XK's life..
Buy top quality parts made in Coventry - the’Home of Jaguar’
Prices subject to change without prior notice
Jaguar Axle Supplies
Fax: +44 (0) 2476 421123
Tel: +44 (0) 2476 471217
sales@xkparts.com
Image: Paul Skilleter
Browns Lane
AS A Jaguar devotee, when I arrived at Browns Lane for the first time in 1978 it was like entering hallowed ground. By today’s standards it was very old fashioned and quite small, but I always thought it was a charming and exciting place. After entering the factory via the main entrance there was the grand head office block, which, like everything Sir William Lyons was involved in, was very elegant. But that’s where the elegance stopped. Since much of the Browns Lane facility was built before the war as a shadow factory, when I got there it was beginning to look shabby. We in the styling department were housed in a small corner of the experimental block where the competition shop used to have its workshops. It was pretty rough and very unglamorous, but everywhere you looked there was evidence of the company’s past glory days. There was the four-cam V12 sitting in one corner and abandoned D-type parts and experimental bits for lightweight E-types all around us. Yet the shabbiness of the place never bothered me because I thought it was an exciting environment to work. I’d often see experimental cars – such as XJ Coupes fitted with a 6.4-litre version of the V12 – driving around the factory. It wasn’t just the hardware that I found fascinating, but the workforce, too. There were still plenty of people who had worked there since the Fifties, and not just at the top, such as Bob Knight, the former engineering director who became managing director in 1978. There were some who had helped developed discs brakes with Dunlop or the E-type’s famous back axle. At lunchtime, to reach the canteen we had to walk across the tracks and it was always fantastic to be close to where they actually made the cars. When we moved from Browns Lane to the new
Browns Lane hadn’t engineering centre at Whitley during changed much from the mid-Eighties, I no longer felt like I the Fifties to when was working for a car company. this shot was taken in the mid-Eighties There were four staff canteens at Browns Lane: the hourly paid canteen where you could come in wearing overalls, the weekly staff canteen for people like secretaries where you couldn’t wear overalls, the monthly staff canteen that had waitress service and white table cloths, and finally the senior executives restaurant, which was a great honour to be invited to. The board ate in what had been Sir William’s elegant dining room. This structure was a remnant from Britain’s class structure and, as a South African, it was a surprise to experience. What I loved most about the place was that it was a microcosm of the British car industry because Browns Lane site contained the majority of the entire company. As well as the tracks themselves, there were craft areas such as the wood shop, trim shop and a chrome plating facility. The impression I had when I arrived was how much skill there was in a few square miles. The press shop wasn’t there and the engines were made down the road in Radford at the old Daimler factory, but everything still came together on the Browns Lane tracks. Working with – and surrounded by – all of these people, hardware and facilities, I was always aware of Browns Lane’s history and I’m proud to have been there during that illustrious period.
EVERYWHERE YOU LOOKED THERE WAS EVIDENCE OF THE COMPANY’S PAST GLORY DAYS
Keith Helfet was a designer at Jaguar between 1978 and 2002. His most famous creations are the XJ220 supercar plus the XK180 and F-type concepts. He currently runs his own design company October 2015 \ Jaguar World | 27
HOW TO BUY YOUR SUBSCRIPTION OFFER 1. DIGITAL EDITION: VISIT pktmags.com/jaguarworld OFFER 2. PRINT EDITION: COMPLETE THE ORDER FORM BELOW
!YES! I WOULD LIKE TO SUBSCRIBE TO JAGUAR WORLD MAGAZINE DELIVERY / PAYERS DETAILS Mrs/Ms/Miss/Mr ............... Forename ............................................................. Surname ........................................................................................................ Address .......................................................................................................... ...................................................................................................................... .................................................................... Post / Zip code ......................... Country .......................................................................................................... Daytime phone ............................................. Mobile ......................................
2 EASY OPTIONS...
Email .............................................................................................................. GIFT DELIVERY DETAILS Mrs/Ms/Miss/Mr ............... Forename ............................................................. Surname ........................................................................................................ Address .......................................................................................................... ...................................................................................................................... .................................................................... Post / Zip code ......................... Country .......................................................................................................... Daytime phone ............................................. Mobile ......................................
BEST UK DEAL SAVE 24% BEST UK DEAL SAVE 24% I WISH TO PAY BY DIRECT DEBIT (UK ONLY) £44.99 taken every 12 months (SAVING 24%) PLUS FREE MEGUIAR’S NXT WAX
Instructions to your Bank or Building Society to pay by Direct Debit Name of Bank ................................................................................................ Address ......................................................................................................... ................................................................ Postcode ...................................... Account name ............................................................................................... Sort code Account number
Signature ........................................................ Date .................................... Originator’s Id number
8 3 7 3 8 3
OFFER 1. DIGITAL EDITION
FREE JAGUAR WORLD MONTHLY APP AND SAMPLE ISSUE PAY JUST £28.99 FOR 13 ISSUES AND SAVE 44%* F-PACE: TESTING OF NEW SUV GATHERS PACE
GROUP 44 E-TYPE DRIVEN SEPTEMBER 2015
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
WWW.JAGUAR-WORLD.COM
› Every key model tested › Model history › Technical insight
Direct Debits from the account detailed in this instruction subject to the safeguards assured by the Direct Debit guarantee. I understand that this instruction may remain with Kelsey Publishing Ltd. and, if so, details will be passed electronically to my Bank or Building Society.
PAY BY CHEQUE / DEBIT / CREDIT CARD UK: 6 issues £27.60 SAVING 10% £24.84 (NO GIFT) UK: 13 issues £59.80 SAVING 15% £49.99 PLUS FREE MEGUIAR’S NXT WAX
F-PACE: TESTING OF NEW SUV GATHERS PACE
News: Jaguar supports third Tour de France victory
GROUP 44 E-TYPE DRIVEN SEPTEMBER 2015
SEPTEMBER 2015 £4.60
WORKSHOP: REPAIRING COMMON S-TYPE DOOR PROBLEMS
USA / EUROPE: 13 issues £71.99 SAVING 10% £64.79 (NO GIFT) REST OF WORLD: 13 issues £77.99 SAVING 10% £70.19 (NO GIFT)
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
WWW.JAGUAR-WORLD.COM
› Every key model tested › Model history › Technical insight
News: Jaguar supports third Tour de France victory
SEPTEMBER 2015 £4.60
WORKSHOP: REPAIRING COMMON S-TYPE DOOR PROBLEMS
XJS INSIGNIA
This rare, hand-built version of Jaguar’s famed GT is explored
ECU E-TYPE
Does a full-blown ECU implanted into a standard car make sense?
RALLYING SOVEREIGN VEREIGN
A remarkable Daimler Sovereign built with rallying in mind XJS INSIGNIA
This rare, hand-built version of Jaguar’s famed GT is explored
ECU E-TYPE
Does a full-blown ECU implanted into a standard car make sense?
RALLYING SOVEREIGN
A remarkable Daimler Sovereign built with rallying in mind
I enclose a cheque made payable to Kelsey Publishing Limited (Drawn from a UK bank account)
Please debit my
Visa
Visa Debit
MasterCard
Card number Security number Valid from ............ / ............ Expiry date ............ / ............ Signature ............................................................. Date ...................................
UK ONLY: PLEASE SEND COMPLETED FORM TO: FREEPOST RTKZ-HYRL-CCZX Jaguar World Subscriptions, Kelsey Media Ltd., Cudham Tithe Barn, Berry’s Hill, Cudham, Kent, TN16 3AG
*44% saving based on digital cover price of £3.99 per issue. FREE gift not included with digital subscription orders.
AVAILABLE ON THE APP STORE AND POCKETMAGS.COM
INTERNATIONAL ONLY: PLEASE SEND COMPLETED FORM TO: Jaguar World Subscriptions, Kelsey Media Ltd.,Cudham Tithe Barn, Berry’s Hill, Cudham, Kent, TN16 3AG,UK
JWOP1115
PHONE TOLL FREE FROM USA:1-888-777-0275 (7am-3pm EST) INTERNATIONAL ONLY PLEASE CALL: 0044 (0)1959 543 747 *FREE gift subject to availability, we reserve the right to offer an alternative product at the same or higher retail value. On receipt of your order your free gift will be delivered within 25 working days. Offer/prices available until 16th October 2015. Kelsey Publishing Ltd., uses a Multi Layered Privacy Notice giving you brief details about how we would like to use your personal information. For full details visit www.kelsey.co.uk or call 01959 543524. If you have any questions please ask as submitting your data indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email and SMS. You can opt-out at ANY time via email on data.controller@kelsey.co.uk or call 01959 543524.
pktmags.com/jaguarworld
SUBSCRIBE TODAY WHICH ONE SUITS YOU? OFFER 2. UK PRINT EDITION WITH FREE GIFT
PAY FROM JU ST
£44.99
EV
FREE MEGUIAR’S TECH WAX PASTE M ERY 12 ON S & MICROFIBRE CLOTH WORTH £28.50 SAVINGT24H %* Subscribe today and receive these great Meguiar’s products to keep your vehicle looking flawless! Enhanced with Hydrophobic Polymer Technology™, NXT Generation Tech Wax 2.0 provides relentless water beading and protection against oxidation, corrosion, UV rays and surface degradation. “Hydrophobic” means water-fearing, and the synthetic polymers in Tech Wax 2.0 increase surface tension, creating a barrier that makes water bead up and glide right off, wash after wash. The result is a dramatically slick finish, fewer and taller water beads when the vehicle gets wet and increased protection from dust, dirt and other contaminants. NXT Generation® Tech Wax® 2.0 features a new, technologically advanced formula that glides on and wipes off effortlessly, producing unbelievably deep, vibrant colour and a stunning wet-look shine.
Since 1901 Meguiar’s has earned the trust of millions of consumers and professional detailers by producing the finest surface and car care products in the world.
3
EASY WAYS TO ORDER
1
2 3
ONLINE shop.kelsey.co.uk/jwo POST
Fill in the form and send to: FREEPOST RTKZ-HYRL-CCZX, Jaguar World subscriptions, Kelsey Publishing Ltd., Cudham Tithe Barn, Berry’s Hill, Cudham, Kent, TN16 3AG
CALL OUR SUBSCRIPTION TEAM 0845 241 5159 UK only and quote offer code JWOP1115
Hotline open: Mon - Fri 8am - 9.30pm, Sat 9am - 4pm. Please note that calls are charged at your local rate, for further information please check with your service provider.
*24% saving based on cover price of £4.60 per issue. UK Direct Debit print offer only.
SECOND COMING How does the second generation of XF compare
t
We d r i v e t h re e e n g i n e v a r i a n t s o n t h e
s
W O R D S P A U L W A LT O N
32 | Jaguar World / October 2015
PHOTOGRAPHY JAGUAR
to the first? sun-kissed roads of Spain
October 2015 \ Jaguar World | 33
FIRST DRIVE | XF
W
hen the first generation of XF arrived in 2007 (codenamed X250) it had much to prove. As Ian Callum’s first saloon since becoming Jaguar’s design director in 1999, it was considerably different from previous models, especially the retro S-TYPE it replaced. During the Nineties, Jaguar had not fulfilled the earlier promise that former owner Ford thought it was capable of, and this car had to show to new owner Tata what the company was really capable of. Thankfully, it did, and by the end of 2014, 131,505 examples had been sold. Figures like that are the reason why the XF, more than any other model, helped to lay the foundations for Jaguar’s current success. However, even its greatest admirers (and I’m one of them) will admit it wasn’t a perfect car and, due to budgetary constraints, was heavy on compromises – the biggest was to reuse the S-TYPE’s floorpan. This severely restricted Jaguar’s designers and engineers in terms of what they could achieve with interior packaging, and, as a result, rear-seat space was laughable for a modern saloon. This all-new XF (X260) has an even bigger responsibility than the old one. Designed and built without compromise, there can be no excuse for not getting it 100 percent right. Plus, like all replacements, it has to improve upon what is still a very good car. No easy task – especially considering Jaguar has nowhere near the kind of facilities its German rivals have. To find out whether Jaguar has succeeded, we put the car to the test on the empty roads of northern Spain.
Ian Callum and his design team have been very clever with the new XF. While clearly related to the existing model, its lines are crisper and the longer boot creates a coupe appearance, a Callum trademark. The car is on Jaguar’s new platform, the one that both the XE and the new F-PACE use, so the second generation XF is 7mm shorter than the first. This has allowed the development of better proportions, enhanced by the front overhang being shortened by 66mm and the bonnet lowered by 35mm, for a sportier effect. The large, XE-style grille, surrounded by thin LED, flush-fitting headlamps is dramatic and it’s hard to mistake the car for anything other than a Jaguar. Although first seen with the initial XF (albeit much smaller), Callum believed that the time wasn’t right to create a new style of grille, probably because the soon-to-be-released F-PACE had something similar.
34 | Jaguar World / October 2015
XF 3.0d
Engine 2,993cc V6 Power 300PS Torque 516lb ft 0-60mph 5.8secs Max speed 155mph Economy 51.4mpg CO2 144g/km Transmission 8-speed auto
FIRST DRIVE | XF
October 2015 \ Jaguar World | 35
As the Scot repeated time and time again during the Spanish launch, “This is evolution, not revolution.” At the rear, the lights feature a line intersected by two roundels, a graphic used (with one roundel) in the XE, which was unashamedly stolen from the F-TYPE, which itself was inspired by the E-type. The car is unquestionably related to the now face-lifted XJ and the XE. Where once Callum’s designs were new and fresh, there is now a sense of mainstream; worryingly, could Jaguar’s saloons be starting to look the same? It’s an accusation we’ve thrown at Audi for many years. Yet there’s no denying the new XF is a sensible development – it’s a very handsome and mature car. Inside, it’s the same story. The dash architecture is similar (if not identical) to the XE’s, but then perhaps that’s no bad thing, as I was impressed by the smaller saloon’s interior (see JW, July 2015). It, like
The front overhang has been shortened by 66mm and the bonnet lowered by 35mm for a sportier effect
2.0D 180PS/THE SENSIBLE ONE
T
he old 2.2-litre diesel was an important engine for Jaguar. Not only did it create an affordable entry point into the XF’s range, but it was also very economical – the 200PS (197bhp) version returning a commendable 54.3mpg. However, it wasn’t the smoothest of engines and, in the cold, was as clattery as one of my father’s classic tractors. Jaguar’s new Ingenium 2.0 diesel engine changes all that. The 180PS example tested (there’s also a smaller 163PS version) was so quiet that engine noise was barely audible, even under acceleration. It’s refined, too, so progress is smooth and easy,
36 | Jaguar World / October 2015
bolstered by 318lb ft of torque, which means it doesn’t need to be worked hard to get the best from it. It can reach 60mph in just 7.7 seconds (7.5 with the six-speed manual gearbox) and, importantly, will return 65.7mpg with either transmission; CO2 emissions are a polar bear-hugging 114g/ km. The figures for the 163PS version (which we’ll test at a later date) are even better, returning a staggering 70.6mpg 104g/km with the manual ’box. It wasn’t that long ago when only small hatchbacks produced such figures, so for a large, executive saloon to be so clean and frugal, yet remain fast and refined, is a genuine achievement.
XF 2.0d
Engine 1,999cc 4cyl Power 180PS Torque 318lb ft 0-60mph 7.7secs (7.5secs) Max speed 136mph Economy 65.7mpg CO2 114g/km Transmission 8-speed auto (6-speed manual) Figures in brackets refer to manual transmission
FIRST DRIVE | XF every other current Jaguar saloon, has the company’s signature riva hoop, which arcs from door to door enveloping the dash. A touch screen (see box out) dominates the central console. Beneath that, there is the digital temperature readouts for the air con, and two rows of unusually slim, flush-fitting buttons (which create a smooth surface) for the heated seats and ventilation controls. It’s very minimalist and outstandingly tasteful. As in the original XF, the air vents slowly roll open on ignition, although only the two on the outside edges of the dash tumble due to the size of the ventilation and infotainment systems; those in the middle are slimmer and remain on display. The rising rotary gear selector also survives. The one area of the dash that disappoints is the slight recess on the passenger side below the dash top. The fascia loses its clean lines, and I fear this area will become a dust magnet. For the traditionalists, there’s still the option of veneer, as per the Aurora Red example seen here, although it’s very discreet, having been reduced to a small area around the gear selector and half of the door cappings. I prefer some of the more modern veneer options such as textured aluminium and Gloss Figured Ebony since they give the cabin more of a contemporary feel. Plus, the areas of wood are so small they fail to make much of a visual impact – it’s as if Jaguar felt it needed to offer traditional veneers and added it to the palette of interior options at the last minute. For me, the most impressive areas in the interior are the hard-to-reach ones, the places you don’t normally see and that are, therefore, usually made to a budget. Not so here. Everywhere I look, even in the deepest, darkest recesses, the materials are all the same high-grade plastic that are as pleasant to touch as sections on display. If there was ever a sign Jaguar means business with this car, it is this. As with all of Callum’s cars, the driver sits low down in the front in a sports car-like driving position. The big news is in the back. Rear space in the old XF was never one of its strong points, but since the wheelbase is now 51mm longer, legroom has been increased by 15mm and knee room by 24mm. There’s increased headroom, too; the back is extremely comfortable, more so than the outgoing model. Ian Hobarn, the XF’s vehicle line director, told me, “From an engineering perspective, our targets with the all-new XF were bound by one holistic goal – it had to do everything better.” So far, the car is living up to that expectation. Now to find out if it does so on the road.
At its launch, the XF will have the choice of five engines: two versions of Jaguar Land Rover’s new 2.0-litre diesel engine with either 163PS (161bhp) or 180PS (177bhp); the 2.0-litre petrol four-cylinder; the 3.0 supercharged V6 petrol, and the car I’m climbing aboard, the 3.0 V6 diesel. It’s worth noting that the Aurora Red 3.0d shown here is in Portfolio spec, but that engine will only be available in the UK in S trim, as per the 3.0 V6 petrol. The other engines are also available in Prestige and R-Sport specifications. Changes to the fuel injection and boosting systems have raised the
October 2015 \ Jaguar World | 37
FIRST DRIVE | XF output of the 3.0d from 275PS (271bhp), as per the old XF 3.0 S, to 300PS (296bhp). Torque has also been improved to 516lb ft, up from 442lb ft. Add to that a 0-60mph time of 5.8 seconds, a top speed of 155mph and an economy of 51.4mpg with emissions of just 144g/km, and on paper it’s clear that this is a formidable engine. That’s confirmed the moment I press the centre console’s starter button. The 3.0-litre diesel is whisper quiet on tickover and remains barely audible on the move. With the engine running, the optional laser head-up display (HUD) starts displaying key information, such as vehicle speed and navigation instructions. To constantly have all this information in my line of sight is initially distracting, but I soon get used to its clean, sharp images. (The HUD can be turned off if it’s not your thing.) Acceleration is swift and confident, the 2,993cc engine delivering power the moment I ask for it, aided by the eight-speed ZF gearbox. With its fast and immediate changes with in auto or manual mode, it this car being constructed totally from aluminium unlike the previous model that still used the S-TYPE’s steel platform. With the ’box’s fast and immediate changes, in either auto or manual mode, performance is impressive. This is in part due to the car being constructed from aluminium, unlike the previous model that used the S-TYPE’s steel chassis. The new car is 190kg lighter and up to 28 percent stiffer. It has yet to be tested by Euro NCAP, although the XF has been designed to meet the toughest test requirements in the world. The rear longitudinal members and the B-pillar reinforcements are made from ultra-high-strength steel, providing rigidity and stability in the occupant safety cell. Its double wishbone front suspension, modelled closely on the set-up in the F-TYPE, is also made from aluminium and the handling is sharp and composed. The XF has the option of two set-ups: passive dampers, and Jaguar’s adaptive dynamics system. The former offers an exceptional ride quality due to an extra valve that reduces damping forces at low speeds. This 3.0d is fitted with the adaptive dynamics system, which monitors body movement 100 times a second and wheel movement 500 times. The control algorithms for the adaptive dampers are even more advanced, further enhancing low-speed ride comfort as well as improving handling and agility at higher speeds. It works, too. It doesn’t have the sharpness of the XE (which is like a four-door F-TYPE), but thanks to its aluminium construction, it feels a little more composed than its predecessor, even when pushed hard through a corner. This is a luxury saloon, and the ride is suitably supple and comfortable. The XF, like its smaller sibling, has electric power-assisted steering as standard. Since there’s no pump running as per traditional power steering, economy is up by up to three percent. Yet its response is fast, and it delivers plenty of feel through the chunky steering wheel. Again as seen in the XE, torque vectoring by braking is also standard across the range. This slows the inner wheels individually, helping to reduce understeer. Other driver-assistance systems include the all-surface progress control that works like a slow-speed cruise control. With no input from the driver (other than steering), the APC uses only a small amount of torque to ensure a smooth progress on low-friction surfaces such as wet grass or ice. This is available on all engine variants with the automatic gearbox. In the
3.0 S/THE HOT ONE
E
ven Jaguar is admitting that this won’t be a big seller, especially compared to the power and economy of the 3.0d, yet there’s something alluring about a large petrol engine in a saloon. Using the same 380PS supercharged 3.0 as the F-TYPE S, it spawns a fast and confident saloon. Jaguar organised test drives of the 3.0 S on the same track I used to test the XE 3.0 S (see JW July 2015), and it is a different experience. Whereas the smaller saloon felt light and lithe, the XF’s extra weight and larger dimensions could be felt in these extreme conditions. Grip was
38 | Jaguar World / October 2015
formidable, but it had a lot more body roll than the XE, and it wasn’t as easy to elegantly cut through the sharper bends. However, accelerating hard positively illustrates the car’s performance. The 0-60mph sprint takes just 5.1 seconds and the car will keep going until it hits a sports car-baiting 155mph. With 332lb ft of torque, its mid-range punch is breathtaking. Using the steering wheelmounted paddle shifts (the 3.0 S is only available with the eight-speed automatic) to change down a couple of gears, the resultant torque – pulling long and hard – makes it the perfect long-distance cruiser.
XF 3.0d
Engine 2,995cc SC V6 Power 380PS Torque 332lb ft 0-60mph 5.1secs Max speed 155mph Economy 34mpg CO2 198g/km Transmission 8-speed auto
INFOTAINMENT
The XF offers new levels of in-car entertainment
As with all of Callum’s cars, the driver sits low down in a sports car-like driving position
The all-new XF features two state-of-the-art infotainment systems. The standard system is InControl Touch, based around an 8in touch screen that features Jaguar’s new screens and graphics. It’s very easy and intuitive to use as it supports gestures familiar to smart phone and tablet users, including ‘swipe’ to perform actions such as moving from one page to the next or to change tracks, and ‘drag’ to scroll across maps. The second system is the new, optional, InControl Touch Pro premium infotainment system, and the new XF is the first Jaguar to offer it. At its heart is a huge 10.2in touch screen and there are no buttons at the side. Instead, all functionality has been neatly integrated into the bottom section of the touch screen. Like a smart phone, the home screen can be customised: choose your wallpaper and add widgets to provide shortcuts to favourite features. This touch screen additionally accepts the ‘pinch to zoom’ gestures. InControl Touch Pro supports the latest generation of Jaguar’s Dual View technology, offering a 100 percent increase in screen pixel count and brightness for sharper, clearer images. The user-friendly system has been designed to work closely with your smart phone. So, for example, the phone’s music library can be accessed when connected to InControl Touch Pro via Bluetooth, and the tracks and albums are laid out as if on a digital rolodex: simply swipe the album cover images from side to side to find the one you want. The ‘play more like this function’ makes it simpler to access your favourite tracks. Other third party apps can be accessed from your phone, too, such as Spotify. InControl Touch Pro’s sat-nav system has also been upgraded. Commute mode learns your daily drive and automatically offers routes to avoid congestion, while approach mode shows a 360-degree interactive view of your destination. It can also advise you on the nearest available car parking space. Although an incredibly complicated system (I’ve barely scraped the surface of what it can do) it is intuitive to use and well laid out.
October 2015 \ Jaguar World | 39
FIRST DRIVE | XF parched conditions of northern Spain, it wasn’t a system I could easily test. The adaptive cruise control has a new queue-assist function. Now, not only does the ACC maintain a safe distance from the vehicle in front (all the way down to a standstill), queue assist enables the XF to track the vehicle in front when the traffic starts moving again. There is also a new intelligent speed limiter function that notifies the driver if there is a change in the speed limit, and can even instruct the car to speed up or slow down to match. Put all of this together and it makes the new XF an incredibly accomplished car. Admittedly, its design isn’t as big a step forward as the one the first XF took in 2007, but, beneath the surface, it’s twice the car, and is sure to further boost the model’s credibility.
IMPROVED RUNNING COSTS
According to industry valuation company Kwik Car, the new XF will offer better residual values and have a lower insurance group rating than any other comparable premium executive saloon. Kwik Car predicts the car will hold on to 41 percent of its value over three years and 60,000 miles. That’s four percent up on the Mercedes E-Class (37%) and six percent better than an Audi A6 or BMW 5 Series (35%). What’s more, the new XF will offer more affordable insurance than any of its rivals. Insurance ratings will start from Group 25E – five groups better than the equivalent BMW 5 Series, seven better than the Audi A6 and eight better than the Mercedes E-Class. Jaguar is then also offering a range of service plans for the car. Customers opting for the 2.0-litre diesel Ingenium engine (in either 163PS or 180PS power output) will be able to choose between standard- or high-mileage packages. The standard-mileage plan costs £525 and covers the car for up to five years or 50,000 miles. It includes two services (following the standard two year/21,000 mile servicing intervals), one brake fluid change, and unlimited AdBlue top-ups over the lifetime of the plan. It also includes MOT Protect – an MOT test warranty that covers your vehicle for up to £750 (inc VAT) of repairs. The high-mileage plan covers customers for five years or 75,000 miles and costs £675. It includes up to three services, as well as a brake fluid change, unlimited AdBlue top-ups over the duration of the plan, and MOT Protect. All of this means, according to Kwik Car, the XF has the lowest total cost of ownership of any comparable premium executive saloon. Over three years, 60,000 miles, XF’s total cost of ownership is £3,073 better than an Audi A6, £4,033 better than a BMW 5 Series and £5,191 better than a Mercedes Benz E Class.
While clearly related to the existing model, its lines are crisper and the longer boot creates a coupe appearance, a Callum trademark
40 | Jaguar World / October 2015
Chiltern of Bovingdon
A Jaguar Specialist – The Chiltern Experience Selling top quality Jaguars since 1994
See our current stock on page 117
Why we’re the UK’s number 1
independent Jaguar specialists
for sales AND service
◆ Well respected and long-established – since 1994 ◆ Wide selection of Jaguars – at least 50 in stock ◆ Highest quality and all models catered for ◆ All cars benefit from a comprehensive 120-point inspection ◆ All cars valeted and MoT’d prior to customer collection ◆ Warranties and finance available ◆ Back-up of a workshop of experienced Jaguar technicians, complete with all the latest diagnostics equipment
For the main dealer experience without the main dealer prices call today
01442 833311 Or visit www.chilternjag.co.uk
FIRST DRIVE | XF
CALLUM ON REPLACING CALLUM Jaguar’s design director explains more about redesigning one of his cars
42 | Jaguar World / October 2015
“It’s been a privilege to be allowed to go back and do the next generation of the car. Very few car designers get to do that. “When we were designing the new XF, I had two distinct objectives. One was it had to look like a Jaguar, be part of the family; I didn’t want to revolutionise the car and take it to the next generation since, with Jaguar’s range increasing from three to five, it wasn’t the right time. Secondly, I was aware that we had to take out some of the shortcomings of the first XF. As the S-TYPE’s replacement, the XF did its job well, but it was short on packaging and, after much discussion, we decided the new car must have a grown-up interior that was better than the last one. “I’m always asked where the compromises are, but the reality is design isn’t about compromise – it’s about judgement. You take in all the attributes and physical measurements and you decide, as a team, including engineering, what really matters, what’s important. Design has the largest number of decisions to make in terms of what the car should look like, how it should feel, and then make judgements on all these various inputs. “I didn’t want to lose the sportiness of the car, so the first thing we looked at was the overall proportion. Proportion, the silhouette of the car, is very important to Jaguar. It always has been ever since Lyons was designing them, so we worked very hard to make an exciting proportion. With the package decided on, we work millimetre by millimetre, to get what we need inside with the shape that we want outside. “This car is shorter than the previous XF, but you wouldn’t think it. This is because it has slight overhangs at the front. It might not
sound very important, but these help with the balance of the car. Yet it still meets crash test and pedestrian safety, which is very important. “When we did the original XF, people said that it was not a Jaguar. We have replied that it is now. You look at this now and know it’s a Jaguar. One of the reasons why I didn’t evolve it for the second generation is because we’ve created a face, a family look for Jaguar, and it’s important we continue that now that the family is about to grow from three to five cars. “The headlamps are very simple, LED technology allows us to make them slim while the bonnet bulge is a Jaguar trademark, going back to the first XJ of 1968. But we like it, and it helps with the packaging underneath. “To break up the bodyside, we created a ledge beneath the windows. It’s a very distinct feature that runs the full length of the car and gives it a certain sleekness. When you see the car in sunlight this line catches the light and is really very elegant. Another feature we picked up from the XE is a spear coming off the side vent. It gives the side a bit of life, a bit of movement, like a pencil leaving the paper. “The new XF has a slightly lower waistline than the old car while the sixth light helps with the perception of space inside and helps ingress since you can make the opening line higher. “The taillamps are an important graphic, a horizontal line with two half roundels, a graphic we unashamedly picked up off the F-TYPE, but there’s a hierarchy since the XF has two. This originally came from the E-type, but you don’t need to know that; it’s a bit of fun. “I think the car has come out the way we wanted it to: it’s an elegant and beautiful executive saloon.”
BUYING GUIDE
S-TYPE WORDS AND PHOTOGRAPHY ROB HAWKINS
Early Jaguar S-TYPEs may have entered the bargain banger territory and become plagued with problems, but later post-2004 models are better and more reliable. Our buying guide reveals what to look for
F
OR A rear-wheel-drive Jaguar, the S-TYPE has been the entry-level model for almost 16 years. Many early models have become bangers, with horrors such as rotten sills, but the post-2004 facelift model, which underwent a few cosmetic alterations, including new bumpers and slender exterior chromework, appear to have a better reputation for build quality and reliability. If you want economy, the 2.7-litre dieselpowered S-TYPE is worth buying. The introduction of the diesel particulate filter (DPF) after 2004 has dissuaded some people due to the general problems associated with
44 | Jaguar World / October 2015
these emission-control add ons, but read through our engine buying advice and you may be persuaded to change your opinion. And if fuel economy isnâ&#x20AC;&#x2122;t too much of a concern, then there is a range of V6 and V8 petrol engines to choose from, including the top-of-the-range supercharged S TYPE R, with 400bhp at the flywheel and a 0-60mph time of 5.3 seconds. We spoke to a number of Jaguar specialists to gather as much information as possible. While opinions and common problems inevitably differ in many cases, the overall feeling towards the post-2004 S-TYPE is that itâ&#x20AC;&#x2122;s a much-improved saloon.
USEFUL CONTACTS Elite and Performance Jags (01332 265826, www.eapj.com) Euro Car Parts (www.eurocarparts.com) Euro Jag 01325 722777, (www.eurojag.com) Jaguar Spares North East (0191 586 7770, jaguarspares-northeast.co.uk) Nene Jags (01733 349042, www.nenejags.co.uk) North Wales Jag Centre (01492 870150, www.northwalesjag.co.uk) Sheffield Prestige (0114 221 9775, www.sheffieldprestige.co.uk) SNG Barratt (01746 765432, www.sngbarratt.com) Tasker and Lacy (0113 274 3362, www.taskerandlacy.co.uk)
CONCISE BUYING GUIDE
BODYWORK
The front and rear bumpers can rub against the bodywork, resulting in paint damage and corrosion, so look closely around these areas for flaking and bubbling paint. The same problem applies where the back of the door meets the wheelarch – open the door to look for corrosion. Further corrosion can build up along the bottom of the rear screen, where water becomes trapped underneath the seal. Push down on the bottom of the rubber seal to see if it’s full of water and whether the metalwork underneath makes a crunching sound. Check that the doors can easily be opened from inside and outside and can be locked. Door latches are known to fail, especially those for the rear doors, which see infrequent use. Euro Jag sells secondhand door-latch assemblies for £20+VAT (£24). If there are signs that the wiper arms have fouled the back of the bonnet, this is probably due to the linkage being worn. Euro Jag sells a used linkage assembly for £40+VAT (£48). The headlights on 2004-2005 S-TYPEs are known to mist up and go opaque due to weather damage, and, sadly, there doesn’t appear to be a cheap remedy for them. The adjusters can break inside – if the headlight can be moved excessively, then the adjuster has broken and the direction of the headlight’s beam will point to the floor. New headlights cost around £500 for a pair (there are two on each side), and twice as much for HIDs. Check the bonnet is easy to open and close. The catches should be greased. Pre-2004 S-TYPEs are well known for corrosion along the sills, but we’ve yet to see this problem in post-2004 cars. However, it may only be a matter of time before the rot emerges, so it’s worth looking underneath the car.
Above left: The top edge of the bumper can rub against the wing, causing flaking paint or corrosion Above: Headlights can become opaque and the adjusters inside can break Left: If the wiper arm seems to foul the back of the bonnet, its linkage may be worn Below: The bonnet catch on the slam panel and underneath the bonnet should be greased
October 2015 \ Jaguar World | 45
CONCISE BUYING GUIDE
SUSPENSION
Suspension problems are one of the major headaches on the S-TYPE. North Wales Jag finds the rear lower wishbone bushes wear the most. They can be checked by raising a rear wheel (support the car with an axle stand), holding the wheel at 11 o’clock and five o’clock and waggling it up and down to feel for play in the lower wishbone. Ask someone else to look at the inner and outer bushes of the lower arm to see if there’s excessive play. A new lower wishbone costs around £350. Euro Jag sells good-condition used wishbones for £40+VAT (£48). The lower shock absorber bushes commonly wear on the S-TYPE. Raise the front of the car and pull down on the road wheel while looking for play in the shock absorber’s lower bush. At the rear, the aforementioned procedure for checking the lower wishbone will also highlight whether the lower shock absorber bush is worn, but you can also pull up on the road wheel. New bushes can be fitted, although a hydraulic press is required. The front lower reaction arm’s (also known as the banana arm) front bush can wear. Use a pry bar to check it – a quarter of an inch movement is normal, but anymore suggests the bush is worn. New bushes can be fitted (see JW June 2014). Also, Euro Jag sells good-condition second-hand arms for £30+VAT (£33).
Several specialists have found the steering to squeak. This appears to be caused by two brass bushes in the column, which become dry. Luckily, they can be greased from underneath the dashboard, so the steering column doesn’t need to be removed. It’s also worth spraying PTFE grease where the end of the column joins the steering rack, which can be found in the floor area, under the pedals. Wheel bearings do not appear to be a common issue, but they do seem to wear more at the rear than the front. It’s worth checking for play by raising the vehicle and waggling the road wheel at six o’clock and 12 o’clock. North Wales Jag had found that play is often difficult to detect, but the wheel bearing will whine when the car is driven. However, the whining may also be down to worn or old tyres. Fitting a new wheel bearing is not a DIY job on the rear, as the driveshafts can seize in the hubs. With anti-roll bars at the front and rear, the rear drop links appear to wear the most. They can be tested by raising the rear and waggling them, and cost around £25-£35 each. Also, look for damaged dust covers on the ends of the drop links and the rear stabiliser links (also known as track control arms or tie rods, which are used to alter rear-wheel alignment). If they have split, dirt can get inside.
Front banana arm bush can wear, but replacements can be fitted
Perished gaiters on the drop links can let dirt inside, accelerating wear
Waggle the rear wheel at 11 o’clock and five o’clock to inspect the lower wishbone bushes
46 | Jaguar World / October 2015
Genuine and aftermarket rear trackcontrol arms are available
CONCISE BUYING GUIDE
BRAKES
The S-TYPE has disc brakes all round: single and twin-piston calipers at the front and single piston calipers at the rear. The S-TYPE R has Brembo four-pot calipers all round. Providing the brakes are regularly inspected and serviced to ensure their slider bolts are lubricated, there doesn’t appear to be too many common problems. Rattling brake pads can occur, often due to the wrong pads being fitted or the antirattle clips being omitted. With steel brake pipes fitted, the rear brake pipes often corrode where they are routed underneath the car, close to the mounting points for the rear subframe. Similarly, the ends on the flexi-hoses corrode. The rear handbrake on the S-TYPE is electronic and needs to be correctly set at every service interval to avoid the brake pads dragging and wearing. This can only be done using the correct diagnostics, which is available from all the Jaguar specialists we spoke to. Do not attempt to do this yourself unless you have the correct equipment. The wiring for the electronic handbrake travels close to the anti-roll bar and should be clipped in position. If it’s loose, Nene Jags has found it can rub against the antiroll bar and wear through. Check the reluctor rings on the rear hubs for the anti-lock braking system. If there are shiny spots on some of its teeth, it may be catching the ABS sensor. This is often caused by the driveshaft swelling, when the reluctor ring expands and fouls its adjacent
ABS sensor. The answer is to replace the driveshaft, but this is sometimes easier said than done because the end of it will probably be seized in the hub. Euro Jag sells lots of second-hand driveshafts for £50+VAT (£60).
INTERIOR
The S-TYPE’s upholstery appears to be hard wearing with only the driver’s side seat bolster sometimes showing signs of damage. A full set of used leather seats, door cards and rear side panels costs £200-£300+VAT (£240-£360) from Euro Jag; an S-TYPE R interior is only a little more expensive at £350£400+VAT (£420-£480). Check all the heating controls work properly, especially at maximum and minimum temperatures. Find out when the airconditioning was last tested and topped up – this should be done every one or two years.
S-TYPE interiors are hard wearing, but check everything works properly, especially in the rear
Euro Jag sells a complete leather interior for between £200-£300+VAT (£240-£360)
Top: Front brake pads can rattle if the wrong ones are fitted or the anti-rattle clips are omitted Above left: Steel brake pipes can corrode, often at the rear Above: Wiring for electronic handbrake must be clipped into position to avoid it being fouled and damaged
Make sure all the windows can be wound up and down from the driver’s controls and at each individual door. If a mechanism sounds noisy, the cables in the winder mechanism (regulator) may be starting to get chewed and will eventually break. A second-hand window regulator assembly can be bought from Euro Jag for £30-£35+VAT (£36-£42). See last month’s issue for fixing details. If a vehicle has a built-in sat-nav, and functions such as a mobile phone connection, check they all work. North Wales Jag has found that equipment such as the radio may work, but the aforementioned devices do not.
Cables on the window regulator can break. Euro Jag sells a used regulator assembly for £30£35+VAT (£36-£42)
October 2015 \ Jaguar World | 47
CONCISE BUYING GUIDE
ENGINES
The S-TYPE is powered by the 2.7-litre diesel engine, the 2.5/3.0-litre petrol V6 and a 4.2-litre V8 (supercharged for the S-TYPE R). All of these engines appear to be reliable, but there are a few issues concerning maintenance and driving style. Diesel engines need to be driven harder than most people imagine and high-mileage cars don’t seem to be too much of a problem. Sedate town driving and infrequent use appears to cause more difficulties. On non-DPF (diesel particulate filter) engines, the EGR valve can become clogged up and fail. MAF (mass air flow) faults are common, often fixed with a new sensor for around £110. Turbo failure is well-known, more so on engines that are driven sedately. Make sure the engine idles smoothly as the non-DPF diesel can suffer from injector trouble. The top intercooler hose is made from a hard plastic, which can crack, resulting in oil leaking onto the front suspension arm bush (banana arm), which in turn contaminates and damages the bush so that it fails. Luckily, an updated rubber hose is available from Jaguar for around £72. The 2.7-litre diesel has a front timing belt and one at the rear that drives the fuel pump. The front timing belt should be renewed every ten years or 105,000 miles, whereas the other belt should be changed after 150,000 miles. Nene Jags charge £450 to renew the front timing belt and £195 for the rear belt. There is also an auxiliary drivebelt, which needs changing at 150,000 miles, and Nene Jags charge £99 to do this. The DPF-equipped 2.7 suffers from similar issues to the nonDPF engine, but with the added problem of DPF-related faults. Opinions are mixed, but it seems that most specialists know how to fix such problems when a DPF fault code arises. Running the engine at above 40mph for 45 miles will often allow the DPF to be regenerated. Tasker and Lacy has found in some cases a technician needs to reprogram the ECU to tell it a new DPF has been fitted, then drive the car with its diagnostics connected to run through a series of checks and possibly run another regeneration. North Wales Jag highlights the importance of maintenance to preserve the DPF and reduce the risk of problems. It recommends regularly checking the engine oil level to ensure the reading on the dipstick is no more than three-quarters towards the MAX line. The right DPF-specific oil is also essential, and short runs and town driving should be regularly mixed with a long drive down the motorway. As for the petrol engines, check the breather pipe fitted to
Fault code on the V6 petrol can be caused by this breather pipe to the throttle body breaking down
Header tank’s bleed pipe outlet can fracture and leak coolant. A new header tank costs around £85
the throttle body on the 2.5/3.0-litre V6. The oil that circulates inside causes it to break down and can result in a fault code, the engine management light illuminating on the dashboard. The 4.2-litre V8 is the same engine as fitted in the XK8. Engine breathers can get blocked, spraying oil around. Similarly, the rocker cover gasket can leak oil and V6 petrol engines can suffer from leaking sump gaskets. MAP sensor trouble is known on the 4.2 V8, which results in the engine turning over several times before it fires. A new MAP sensor often resolves this issue. All engines (diesel and petrol) have similar-shaped header tanks, which can crack at the bleed pipe outlet, resulting in coolant loss, overheating and potentially more damage. A new header tank from Jaguar costs around £85. The same bleed pipe problem occurs on the top radiator hose for the 3.0-litre petrol V6 and the S-TYPE R. Finally, the engine undertray on all S-TYPEs can be problematic. It is secured with 11 fixings (usually 10mm bolts), which often break off. North Wales Jag has seen many undertrays secured with a few bolts or cable ties. A brand new clip set, which includes all the bolts and fittings that they are screwed into, only costs £63.60 from Jaguar.
Fittings for the engine undertray often break, but it’s worthwhile renewing them anyway Left: S-TYPE diesel engines displace 2.7-litres and appear to be reassuringly reliable
48 | Jaguar World / October 2015
S-TYPE XJ XF XK XK8 X-TYPE
from 1998 to 2011 Visit our website for prices and availability:
■ Service Items ■ Brakes
www.rimmerbros.co.uk tel:
01522 568000
fax: 01522 567600
■ Ignition ■ Suspension ■ Accessories
Parts service for Triumph, MG Rover and Land Rover also available
email: jaguar@rimmerbros.co.uk
L AND ROVER
Triumph House, Sleaford Road, Bracebridge Heath, Lincoln, LN4 2NA. England
THE LEADING INDEPENDENT SPECIALIST IN THE NORTH WEST Family run business with over 30 years experience. We offer a one to one personal and friendly service. With the very latest in diagnostic and air conditioning equipment, we can rectify any fault with minimal fuss.
CAR SALES Please visit our website or call us for an up-to-date stocklist of quality used Jaguars
From SERIES III to the NEW XK
We cater for all: ➣ SERVICE ➣ SALES ➣ TYRES ➣ PERFORMANCE ➣ MOT ➣ REPAIR WORK
Fast and efficient with state of the art workshops. FREE Jaguar courtesy car, masses of NEW, USED COPY and O.E. parts. We offer a service to suit all. Member Of The GGS…
Visit: www.goodgaragescheme.com www.northwalesjag.co.uk
Jaguar’s actual Formula 1 Show car is now available for hire! Please telephone for details.
NORTH WALES JAG CENTRE,
Unit 2 Cae-Bach (off Builder Street), Llandudno, LL30 1DR
AIR CONDITIONING SPECIALISTS
Tel: 01492 870150 Fax: 01492 860360 Matthew + John
Only 10 minutes from the motorway, 2 minutes from the train station, the town centre and the beach!
EUROCARD
A JAGUAR IS A COMPLEX MOTOR VEHICLE AND REQUIRES SPECIALIST KNOWLEDGE. TRUST EXPERTS AND HAVE YOUR JAGUAR REPAIRED WITH CONFIDENCE! October 2015 \ Jaguar World | 49
CONCISE BUYING GUIDE
GEARBOXES
The S-TYPE has either a six-speed ZF 6HP26 automatic gearbox or a five- or (later) sixspeed manual. The ZF’s automatic ’box has a plastic sump, so check for leaks from damage and warping. It is supposed to be sealed for life, but North Wales Jag recommends an oil and filter service every 70,000 miles. This isn’t a DIY job as you need diagnostic tools. NWJ charges £330+VAT (£396) for this, which includes the use of special ZF oil, and a new sump and filter. Diesel engine S-TYPE’s have a watercooled oil cooler for the gearbox. This is known to fracture inside; if the car judders under gentle load when driving uphill, it can often be an initial indication of the problem. The answer is to have it fixed before further damage occurs (gearbox failure). Sadly, it’s not cheap, with an oil cooler costing around £200 and the time taken to fit it being around four hours. Plus,
Plastic sump on the ZF auto ’box can leak if it has warped or been damaged
the gearbox’s oil needs to be changed, so budget for around £800. The S-TYPE’s manual gearboxes are fairly robust, but most of the specialists we spoke to find them agricultural. At the rear, there’s a lightweight differential, which shouldn’t be used for
The battery is located in the boot. Check the terminals are not corroded
raising the rear with a trolley jack as it can cause damage – instead, position the trolley jack under the subframe mounts. The driveshaft seals can leak from where they are fitted into the diff’, especially if they have been removed. Fortunately, they can be renewed.
WHEELS AND TYRES
With wheel sizes ranging from 16in to 18in, the S-TYPE’s rear tyres appear to wear faster than its fronts (especially on the S TYPE R). Every specialist we spoke to recommends an annual four-wheel alignment to check the tracking, preserve the tyres and maintain the ride quality. Old and poor-quality tyres can become noisy, resulting in uneven wear down the inside edge (also caused by poor wheel alignment). The larger 18in wheels can suffer from kerb damage due to little protection from their low-profile tyres. Euro Jag sells a set of wheels from £150+VAT (£180).
ELECTRICS
North Wales Jag has found that many of the electrical problems associated with the S-TYPE are down to the battery, and recommends renewing it if you don’t know its age or history. Euro Car Parts sells branded batteries, such as Exide, Bosch and Lion, from around £80. The battery is located in the boot inside its own compartment, which can fill up with water (plus the terminals can corrode). There are a number of wires located behind the front bumper, which are subjected to rain, road salt and dirt. Consequently, they can break down, resulting in electrical issues for the headlights and alarm system.
Wiring behind the front bumper can become damaged from road dirt and rain
50 | Jaguar World / October 2015
Wheel alignment is essential to preserve the tyres
S-TYPE wheel diameters range from 16in to 18in
R A CREAMER KENSINGTON DRAYSON MEWS, LONDON W8 4LY BY APPOINTMENT TO HER MAJESTY QUEEN ELIZABETH AUTOMOBILE ENGINEERS R.A. CREAMER & SON LIMITED
BY APPOINTMENT TO H.R.H. PRINCE OF WALES AUTOMOBILE ENGINEERS R.A. CREAMER & SON LIMITED
PREVIOUS APPOINTMENT TO THE LATE QUEEN ELIZABETH THE QUEEN MOTHER
Tel: +44(0)20 7937 1275 / 1592 Email: parts@racreamer.co.uk
www.racreamer.co.uk
Finding classic parts hard to get hold of, or fed-up with poor quality reproductions?
Try Us. We have a large stock of original new-old stock Jaguar parts, mostly XJ SII/SIII, XJS, XJ40, X300, X308.
New, Reconditioned and Used Parts. Worldwide Mail Order Service
! V8 WATER PUMPS FOR ................................£41 ! S TYPE REAR LOWER WISHBONES...................... ................................................FROM £169.95 ! S TYPE FRONT UPPER WISHBONES.....£99.99 ! S TYPE REAR UPPER WISHBONES............£105
Catalytic Repair Kit for the 2.7 Diesel S Type £160 SPECIAL OFFER R
! S TYPE FRONT WHEEL BEARINGS...........£105 ! S TYPE FRONT WISHBONE C2C39683....£120 ! S TYPE FRONT ANTI ROLL BAR DROP LINKS .............................. £10 EACH ! XJ8 XK8 XKR TIMING CHAIN KITS ............£240
Jaguar S Type / X350 front wishbone Bush £35
Please call with your requirements or send us an email quoting reference JW when ordering, trade enquiries welcome
All prices include VAT
October 2015 \ Jaguar World | 51
RESTORATION E-TYPE
ART MOVEMENT Jonathan Turner took an unusual direction when he commissioned contemporary artist Dave White to use his E-type as a canvas
J
ONATHAN TURNER has a passion for old cars and has owned some unique pieces in his time, including a genuine C-type. Heâ&#x20AC;&#x2122;s active, too, and his vintage Bentley can often be seen on various gruelling historic rallies. Most impressive, though, is when he drove the ex-Ecurrie Ecosse D-type, racing the Orient Express to Venice. He won. He also has an XK 140, Mk 2 and two E-types from Eagle. Yet he still had 52 | Jaguar World / October 2015
a fancy for an E-type Series 1 fixedhead coupe and in 2009, at the Buxton auction, he saw the very car. His was the top bid and he secured what appeared to be a very nice E-type in British Racing Green needing a small degree of remedial work. But the more he looked, the worse it seemed to be. The history file revealed a restoration carried out back in the Seventies, but, as we all know, a restoration is only as good
as the person carrying it out and this one proved superficial. He took it along to Jaguar specialists Hutson for a detailed opinion, and gave Andy Rayner at Hutson the go-ahead to investigate further when it became clear that the problems were extensive. Doors were popping open against the locks, handling was suspect and ominous smoke was appearing from behind the dash. There was no choice but to go for a comprehensive restoration.
RESTORATION
E-TYPE
W O R D S & P H OTO G R A P H Y J I M PAT T E N
The more the car was stripped, the worse it appeared. Evidence of three different wings was found. The boot floor fell out without any force at all. Work started at the end of 2012. Every element of the car was rebuilt: engine, gearbox, IRS, brakes and suspension, with a new wiring harness, of course. BAS sorted the trim. As work progressed, a Heritage Certificate was requested and it was then that Andy found out that the original colour
was white. He mentioned it to Jonathan and simply said, “That will give you a blank canvas.” And that set Jonathan thinking. Perhaps he could use it as a base for some interesting art. Juliette Loughran hails from a motoring family and has a joint passion for cars and art. She opened the Loughran Gallery in Lancashire and then, following various pop-up exhibitions, opened another gallery in Motcomb Street in London’s Belgravia.
Juliette’s introduction to Jonathan Turner was through old cars and his keenness for contemporary art; she supplied him with some interesting works. They had been talking abut the E-type and what direction to take when Juliette mentioned Dave White, a multi-award winning artist who was dubbed by The Independent as the new Andy Warhol. Jonathan not only knew of his work, but also owns some examples. Dave is a Contemporary British Artist with October 2015 \ Jaguar World | 53
RESTORATION
E-TYPE
a unique expressive application to his work. His exhibitions of his themed works (such as his Americana series in 2008) have been international, with perhaps a highlight being his showing at the People’s Square Exhibition in Shanghai. Dave has also worked on various brand design projects and had an interesting collaboration with Nike and Jordan Brand, applying his work to trainers – Sneaker Art. Jonathan felt both adventurous and brave enough to give Dave complete control over the best way to tackle this unusual commission. The E-type would represent a completely new challenge for his characteristic style, where the paints strokes appear to have been laid on heavily with excess running off. Firstly, there are the curves so loved on the E-type. Run a hand over the sumptuous form and, although it flows, it does so organically, potentially stretching and shrinking a reflection over a shape devoid of flat sections. And then there is the question of materials. To make this a lasting legacy, the artist’s paint has to remain a permanent fixture to the car otherwise, as happened to Leonardo da Vinci’s The Last Supper, the paint will literally flake off. The only assured solution would be to use the same type of paint as the car was finished in, a medium that would be a first for Dave; Andy at Hutson send him some samples for experimentation. Dave decided to depict the movement of a sparrow, where the progress of flight is charted along the side of the E-type, with two additional renditions on the bonnet. He explains, “By exploring various subject matters over the last few years, my work has been presenting endangered wildlife and species from around the world. While that journey continues on an international level, I would like to pay homage to our very own subjects and threatened creatures that we take for granted.” In choosing the sparrow for the E-type, Dave is visiting the plight of the rapidly falling numbers of this once common bird. When he was perfectly satisfied with his practise work, he travelled to Bradford to work directly on the E-type, using a spray booth as a studio. The work was intensive, but it had to be right first time. Dave spent four long days on the project, often wearing a respirator, before he hung up his tools. Jonathan was absolutely thrilled, and Hutson applied a protective lacquer to shield the work. Next, there was the question of fitting up the car. In preparation for Dave’s work, the E-type had been devoid of all chrome, lights and external fittings. They had three weeks to get the car ready and delivered to London for the opening of the three-week exhibition at the Iris Studios on October 9, 2014, where the E-type was widely well received. Everyone admired its absolute beauty, enhanced by the unique art. Many wanted to buy the car, but were disappointed, as Jonathan has no intention of letting this Jaguar go. After the show, it was sent back to Hutson to be made ready for the road. 54 | Jaguar World / October 2015
Some months later, I travelled to Bradford to view this most unusual Jaguar. I had seen images before leaving home, and the more I had researched, the more I liked what I saw. But I was determined to keep an open mind and not be swept away with the excitement of the project: I would adopt a neutral rationale. That philosophy went right out of the window the moment I saw the E-type. I was so overwhelmed that at first I couldn’t even consider the quality of the restoration as I concentrated on the motion of the sparrows in flight. There’s an energy to this work, almost as though the artist were painting a live scene and anxious to keep pace, ignoring the runs and splatters (an intentional component). Everything has been left as the artist intended, even the random splash on some rubber parts. I had to drag myself away for the art to focus more at the car. Andy had told me that the complexity of repairs was so deep it had been like an archeological dig as they waded through the various levels of older repairs and dodgy restorations. They have made a remarkable job, especially as just about everything was handled in-house (exceptions included the trim, neatly handled by BAS). Time for a drive. Bradford isn’t noted for its pretty villages or open vistas but today we are looking for something different. Having been at the heart of industry for the last 200 years-plus, many of the streets still house small engineering companies providing the services so essential to industry, and we find one or two streets that could have been unchanged for the last 100 years. Every time we stop for photographs there is interest and a shared enthusiasm. The art is unanimously approved of and provokes
RESTORATION
E-TYPE
Engine is stock E-type and superb
Interior remains standard
October 2015 \ Jaguar World | 55
RESTORATION
E-TYPE
intelligent discussion. At last, with the Nikon back in its bag, we take a drive around town – the car drives every bit as well as it looks. Back at base I wonder how it will be received in the pages of JW. I hope that the flat magazine images will do Dave White’s work justice and that the reader will adopt the same open mind that I did. But I appreciate that art is very personal, capable of placing two individuals at polar opposites. Leave the argument of “why do this to an E-type” to one side. There are enough versions around to allow at least one example to escape the shackles of convention and free itself from the strict boundaries of rigid conformity. In that Jonathan Turner has freed his mind and allowed the artist free reign with the confidence that he would have something totally unique. Unique is not always tasteful, but in this case any preconceived ideas of vulgarity have been blown to pieces. It is a supreme work of art where the canvas is as beautiful as the painting it bears. · The Loughran Gallery in London’s Belgravia is presenting a new exhibition by Dave White from September 4-29, called Critical. The theme focuses on wildlife whose existence is becoming increasingly perilous in the natural world.
THANKS TO:
The Hutson Motor Company (www.e-typecars.co.uk) Dave White (www.davewhiteart.com) Loughran Gallery (www.loughrangallery.co.uk)
56 | Jaguar World / October 2015
Dave spent four long days on the project, often wearing a respirator, before he hung up his tools Dave White applying his art
Chris Pullan at Hutson, sealing the sparrow artwork with a protective layer
ADVANCED COOLING SOLUTIONS
NAR G R O U P LT D
")&(%,.)!$' #*-+
:;B )EE18+= <CB)8.18<:< C>E'7): >.+=B ➢ 8+%3+4<86 ➢ <3- &<<-:86 ➢ 92:- &<<-:86 ➢ 3'4:8&<<-:86 ➢ &5+87:% &<<-:86 ➢ 5:+%:8 4+'06 ➢ 92:- 4+'06 ➢ /+4:8 ;3;:6 ➢ &<'%:'6:86 <B>58)B< ➢ *+'29+&428:6 ➢ 8:*+'29+&428: ➢ 8:;+38 +-- *+0:6 +'% *<%:-6 4< 3'&-2%:" 1+72+8$+64<' *+843'$5:+-:=$*7$-<426$9:88+83$*+6:8+43
:B1% $9,$3 ,(3(/$ ?.0% $9,$3 */93,9 B-.81% FI4&DIIH#A!2!6FDFI@G&JI" 2'34 % .!# 5+8-:64<': 8<+% %2'64<' '<845+*;4<' '', );(
October 2015 \ Jaguar World | 57
Classic jaguar parts Group
COUNTER SALES: MARTIN ROBEY SALES LTD, POOL ROAD, CAMPHILL INDUSTRIAL ESTATE NUNEATON. CV1O 9AE
Boot Script BD267 62 £10.98
Chrome/Stainless Wire Wheels C14802 £288.00
No Plate Lamp C18219 £29.28
Reverse Lamp Housing BD20754 £65.80
H.T. Conduit C24126 £19.87
Reverse Lamp C18724 £47.70
Radiator Mesh MRE55 £87.52
Stainless Steel Exhaust System from £420.00
Rear Bonnet Grille BD19178 £67.74
BD 19730 Heater Air Box £81.00
Rear Lights C16084-5 £132.00
Header Tank C16998 Early £155.03 C16998B Brass £319.96 C21512 Late £138.12 C21512 B Brass £319.96
Outer Door Chrome BD25144-45 £99.67
Large Wheel Spinners C1102-3 £33.00
Top Screen Chrome BD20856 £212.78
Bonnet Catch Pin & Buffer BD19896 £3.24 BD19936 £0.90
Hood Side Catch BD15907 £54.36 Bonnet Side Catch BD19905-6 £21.72
Heater Box C17271 £262.08
Rear Hood Catch BD28275 £182.40
Mudguard MRE85ARH £45.01 MRE85BLH £41.27
Hood Catch Centre BD19515 £48.92 Mohair Hood Cover £571.20
Wiper Arms £10.80
Wiper Blade 11” 8183 £10.85
Bonnet Safety Catch BD20315 £13.13
Carb Trumpets C25266 £142.79
Air Filter Fibre Glass C17533 £90.00
YOUR LOCAL SPARES SPECIALIST FOR ALL JAGUARS WHEREVER YOU ARE FROM XK to XJ
Tel. 024 76386903
Officially appointed Jaguar, Daimler Heritage Trust Specialist
Fax 024 76345302
All prices include VAT and are each unless otherwise stated
Headlamp Glass BD16786-87 £154.14
Stick on Number Plate from £10.83
Mirror Rod BD19517 £12.16
Pillar Chrome BD20881-82 £110.14
Lower Screen Chrome BD20562 £88.30
Headlamp Chrome Ring BD16789-90 £145.40 Motif Bar BD17700 £66.00
Long Bonnet Bead BD19029/1 £12.90
Front Light C16080-81 £146.94
Motif C16336 £11.89
Short Bonnet Bead Front Overider BD19111-12 £106.03 BD19029/2 £8.27
Rear View Mirror C17757 £34.20
Front Bumper BD1553233 £178.81
Steering Wheel C28590 £276.09 Screen Pillar/ Capings BD15508/9 £25.20 (each)
Boot Hinge Bd20622-3 £145.81
Boot Catch BD15489 £19.24
Vehicle restored by Martin Robey Eng. Ltd Boot Mat Hardora £79.70
Rear Bumper BD15887-B £343.06
Fuel Filler Flap BD15934 £115.38
Rear Tonneau Clip BD20658 £4.37
Horn Push C16070 £90.00
Rea Light Lense Rear 8617 £13.50 861
Number Plate Surround BD19092/1 + 2 £25.39 (each)
Boot Seal R15 £16.44 Rear Overider BD19135-6 £106.03
Bumper Seal - £2.28 Boot Side Casings - £51.83
ALL PARTS MAIL ORDER, 24-7 ONLINE, TELEPHONE, FAX OR OVER THE COUNTER
W:
www.martinrobey.com E: info@martinrobey.co.uk 08.15
HISTORY
Mysterious modifications XK120
Untouched since the early to mid-Sixties, this XK 120 has secrets yet to be revealed W O R D S & P H OTO G R A P H Y J I M PAT T E N
R
ACE AND rally grids were full of Jaguar’s new XK 120 when the vibrant Fifties spawned an exciting new post-war age. Onlookers might be forgiven in thinking that just about every XK produced was used as a racing car in one way or another. Given their 120mph performance, they made even a rank amateur look quick. With the XK 120, Jaguar had produced about the best all-round sports car of its time. Nothing came close to offering its sensational performance coupled with a docility only previously seen in humble family cars. The XK engine was so smooth that it would later form the basis of a luxury saloon car range, the very purpose of its existence. That it looked so right in a sports car, with its polished aluminium covers shielding twin overhead camshafts, only cemented its dual personality. Even when tuned to provide motive power for Jaguar’s entry into long-distance motor racing, like the Le Mans 24 Hours race, it 60 | Jaguar World / October 2015
would tick over so smoothly that it could be ready to pop to the shops. In fact, the race car’s cylinder head and 2in SU carburettors, as used in competition, would become an optional extra on the XK range. For a few sweet years, Jaguar ruled the sports car market until other manufacturers inevitably caught up and, in time, passed it by. It wasn’t that the subsequent models were any worse. Far from it. Jaguar had stuck to the same formula and it worked – until the bar was raised (yet again) with the E-type in 1961. It didn’t take long for the XK 120 to fall from favour. The strict two-seater did not suit the taller driver and, with its crammed interior, archaic steering box and poor weather protection on the open two-seater, interest in a car that had wowed the world only a few years previously waned. Down-atheal examples littered the streets in the late Fifties and early Sixties. Competition history or any form of experimental connection drove more nails into the automotive coffin. After all, who would want a car that had
been thrashed or played about with by the boffins? The Sixties were all about the day, with no thought of what happened yesterday let alone the previous decade. Vintage cars were the preserve of duffle coat-wearing students or those few people who liked nothing more than dashing around converted airfields trying to beat their fellow competitors, always assuming the car held together, that is. But there was a small band of enthusiasts who remained charmed by the attributes these early cars had to offer. Investment was never on the agenda. The cars could be bought for less than £100 and were sometimes worth more in parts than an entity. In fact, that’s how a lot of the cars were kept on the road: buy two and make one decent car from the pair. Enthusiasts had discovered that an old XK gave them entry into a whole new world, one that didn’t require spending thousands of pounds on a new E-type to have fun. The XK register was formed by like-minded
HISTORY XK120
Paul Webb has been around XKs all of his life. His father, Harold, had an XK 120 from new and Paul remembers sitting in the passenger seat as a small child looking up as fascinated adults sought a better view. He never forgot the excitement, and the impression of that car has lingered for his whole life. In the mid-Sixties, an Essex dealer had the XK 120 featured here in stock. Although Paul did not buy the car, he remembered the sale to CL Vince of Thorpe Bay. Finished in British Racing Green, it had been around the block a few times but it wore its life well. Unusually, it remained extremely sound beneath the skin. With the deal concluded, there was a throwaway remark from the dealer that certainly made the buyer flinch. “It’s a quick car. Been raced, you know. Dunlop used it for testing disc brakes, too.” Today, we would rejoice in such a statement, but in the Sixties it was almost the kiss of death. But the deal was done and the car was put into immediate use. Both the owner and Paul Webb remember just how fast it was. Nothing was known of its
people who not only shared information but also put on events such as sprints and hillclimbs. That was in the days when an airfield with a few straw bales was enough to form a makeshift course. Locations like Greenham Common were popular way before the protest movement took over. As much as they enjoyed this new experience, owners found themselves battling the elements with XKs that were deteriorating almost from the day of supply. It wasn’t unusual for a five-year-old car to sprout evidence of significant corrosion, and what looked bad on top was usually far worse beneath. Even that substantial chassis was capable of disintegrating in the damp air. Only climates as dry as certain US states or parts of Australia held out any hope of avoidance. Sound cars did exist, but in the UK, at least, they were relatively rare. Specialist dealers did not exist, but many used-car lots would always pack an XK 120 in the corner for a little bit of sparkle to their otherwise dreary sites.
past, and apart from external clues such as a C-type cylinder head, an exhaust extractor manifold and sand-cast 2in SU carburettors, the state of engine tune was a mystery. The old XK just kept on giving. There was no attempt to improve the bodywork, while the interior trim was simply left alone. It was maintained, though, and kept to a decent service level, allowing it to drive as well as it always had done. In 1967, Mr Vince wrote to Jaguar and the reply remains in the history file. At that time, Roger Woodley was involved in the service division and responded to the effect that oversize tyres were not recommended and that records were depleted “through a conflagration here [at Jaguar] some ten years ago,” referring to the factory fire in 1957 that caused so much damage. Mr Vince was enquiring about a new clutch unit to be supplied on an exchange basis, but was informed that this was not possible, although a credit allowance of £1-5s-0d was made against a new unit that was available through the local dealer.
Interior might be rough but it is always ready
Free revving and powerful with the C-type cylinder head and sand cast carburettors
October 2015 \ Jaguar World | 61
HISTORY XK120
Deliciously aged
Another enquiry was made in February 1981, when a vehicle information sheet was requested. The information as supplied by David Crisp confirmed that chassis number 661103 was finished in pastel blue with duo blue interior and a French Grey hood. The vehicle was ex-works and eventually supplied to Mr DN Spurgeon from the factory. Further verbal enquiries led to additional information that the XK hailed from experimental and had been used by the press. These details, though, are not confirmed on the original sheet, but written in by Mr Vince during the telephone call. Years drifted by and still the XK responded well. But, unlike other examples, 62 | Jaguar World / October 2015
it rode through the immense boom in classic car interest to survive intact, away from the so-called get-rich-quick restorers. When Mr Vince passed away, the XK had to be sold. Fortunately, Paul Webb had remained in touch and was able to secure a sale to ‘PJ’ O’Connor, the XK remaining in Essex. It was still running well, so Paul took Mrs Vince for one last ride before PJ took delivery. PJ is a true enthusiast and has owned a number of interesting cars. Like many, his hobby has got the better of him and he now oversees his business, XK Classics, in Felsted, Essex. The first thing he did with the XK was to give the car a comprehensive check to re-commission it for the road. This involved the usual brake overhaul, suspension rebuild, replacing whatever was needed, a radiator rebuild, including replacing the thermostat housing that was so caked with Araldite that little of the original alloy remained. The extractor manifold had long since decayed and was replaced with standardcast manifolds. It passed its MOT and has been on the road ever since. There is little doubt that the engine is worn, but it packs a mighty punch nonetheless.
T
his is my first visit to XK Classics, which is a surprise as it is close to my home. I’m impressed by the layout, and after talking to Adrian Spong – who is involved with the workshop – it is obvious that knowledge is deep. The XK 120 looks absolutely superb. This is no shiny glossed-up restored example, but one that screams honesty. A sort of takeme-as-I-am attitude. I’ll go with that. The corrosion is easy to spot, but it is minimal and arrested in time. Suitably treated, it will not get any worse. Chrome is peeling from the screen centre pillars, while the rubber on which the outer pillars rest are pickled with age. Paint on the rear tonneau section has been rubbed through with
years of polishing and a chrome coach bolt hides evidence of a previous spotlight or something similar. There are some peculiarities in this car. The rear bumper irons have been modified with thick sheet steel boxing in the irons. Could it have been to support a fifth wheel during a press road test? Or did Dunlop, indeed, become involved and attach various test equipment to the rear? We cannot come up with any other answers and if anyone can shed light on this we would all love to hear. I feel some drop on the hinge as I open the door, but this is a common enough fault on most XKs. It’s a wonderful place to be, wear and wrinkles are everywhere with no attempt to disguise a single thing. Pushing the starter button, the big SU carburettors supply fuel as the hungry engine gasps for more. A glorious note erupts through the C-type exhaust system. Feeding out of the workshop allows the engine to reach working temperature, and we’re off. The lanes around Felsted are uncluttered and we can give this old charger its head. Forget smooth changes, the Moss gearbox is about as worn out as the engine, but both deliver. I try – and am rewarded with – a quiet shift of ratio as the revs match the spinning gears and it all comes together. I’ve driven many a modified car as well as superbly restored examples, and yet this battered and worn old XK is giving me the biggest smile I’ve worn in years. It’s mighty quick, too. It must have been a well-sorted engine in its day and, now that it is nicely loose there is nothing stopping the revs flying around the clock. Handling is predictably XK on crossply tyres, which I am hoping will be changed fairly soon. The debate is on whether to use new crossplies or Blockley radials. For now, though, I’m happy on the general skidabouts, although I am careful not to put too much heat into the carcasses. Despite the rumour of disc brake development, this car remains
HISTORY XK120
Quite why the bumper irons have been reinforced is open to speculation
on drum brakes, which is not surprising really because if any development work had been done everything would have been returned to standard and the experimental parts removed. Remember that Jaguar did not use disc brakes on its production cars until the XK 150, so it would have been premature to let them loose on a used car. However, the drums are working well, following their overhaul. It helps that the roads are clear and that I have a good view, allowing me enough time to apply the brakes.
Bonnet is tied down with a leather strap as many period racers were
This car behaves way better than it has a right to. It should never be touched and I am reassured that there are no plans to. Neither is it for sale, so thereâ&#x20AC;&#x2122;s no point in asking. Iâ&#x20AC;&#x2122;ve tried! If it does have a colourful history, then thatâ&#x20AC;&#x2122;s all to the good. If not, then it still represents a fabulous car largely untouched for at least 50 years, giving as much fun today as it did half a century ago.
Thanks to: XK Classics. www.xkclassics.uk
The XK is largely complete, even the usually missing battery box is in place
October 2015 \ Jaguar World | 63
Leaping Cats Ltd. THE XK SPECIALISTS
XK 140
Complete one off. All aluminium body.
Making dreams come true
XK 120
Fast road design
Both cars have been uprated by:
Power steering ● 5 speed gear box ● Uprated disc brakes front & rear, ● Extended pedal box with direct servo ● Bucket seats ● Le Mans filler & aston cap.
Parts Panels Bespoke.
www.leapingcats.co.uk 4;3 $0-)* .2.2.' 51# $0-)* *-.+2. 7("163% 3;1<6!:>189,/8>=!!;>8&>=" 16 WARKS5/30 CV12('7 9JB 3, SCHOOL 65*""% ROAD, 8"92# BULKINGTON, 71%&)$+4"$# NR. $8! NUNEATON, $1-94)"$# .98&6
Upgrades developed for
XK – E Type/Mk2 – XJ and Specials
Dunlop Style wheels available in 15”and 16” diameter to suit Bolt On – Splined – Peg Drive Hubs from £245.00 each
Supra 5 Speed conversion Su set including Rebuilt Gearbox £1950.00
Heritage C Type
One of the best kept secrets in the Industry 300+ units Supplied World Wide – uses readily available XJ Parts and is IVA compliant.
Build yourself a Classic All prices plus VAT and Delivery
Realm Engineering RAM High Performance Shockabsorbers From £105.00 each 64 | Jaguar World / October 2015
Tel: 01386 849116
www.realmengineering.com info@realmengineering.com
Billet Aluminium 4 pot Front Caliper set to suit Solid or Supplied Vented Discs From £425.00
DRIVING PERFORMANCE THROUGH EXPERIENCE
CLASSIC CARS ARE OUR PASSION
SERVICE, REPAIRS AND MAINTENANCE Tel: +44(0)1371 821166
RESTORATION AND UPGRADES
SALES OF CLASSIC AND VINTAGE CARS
www.xkclassics.uk
Email: enquiries@xkclassics.uk October 2015 \ Jaguar World | 65
XK Classics (London) Ltd • Kinvara Business Centre, Braintree Road, Felsted, Essex CM6 3LB
LIGHT STAR Ten years ago, Jaguar debuted the Advanced Lightweight Coupe, a two-door sports car that would come to define all of the company’s future designs. We talk to Ian Callum about this groundbreaking concept
W
HEN JAGUAR design director Ian Callum unveiled the concept for his first-ever production car for the brand, it was through gritted teeth. He had broken his left collarbone falling down stairs at a UK dealer presentation (see box) and was wearing a sling – but he didn’t want his injury to distract from the car, dubbed the ALC, the Aluminium Lightweight Coupe. So, just before going on stage for the unveil at the 2005 Detroit motor show, he discarded the sling. “It was the most painful thing I’d ever done in my life,” he tells Jaguar World. “I pretended I was okay, but when I got off stage they had to give me a bottle of water to recover because I was absolutely wringing. We got away with it.” The ALC, of course, was the XK coupe in light disguise and it was significant because it was not only Callum’s first production Jaguar, but it was also the brand’s first car to significantly move away from
66 | Jaguar World / October 2015
the retro design language that was holding back the current range, the X-TYPE, S-TYPE and X350 XJ. It also carried Jaguar’s hopes of a revival in fortunes for the company. The cars were not selling in the volumes that parent company Ford has predicted they would and its key American market was shrinking in the face of a crippling slump in the dollar value against the pound. That summer, CEO Joe Greenwell would tell the Automotive News Europe Congress that that company’s rapid volume growth into cars like the X-TYPE was, “A distraction from our core brand values.” The XK, represented at that point by the ALC, was to be a return to those values, Greenwell promised. “Jaguar has always been about beautiful, fast cars and that’s the template that will again shape the company’s future,” he said. “If there are any lessons to be learned from the recent past, it’s perhaps that we’ve been a little too conservative on style, but this is a true Jaguar – innovative,
WORDS NICK GIBBS
uncompromised and drop-dead gorgeous.” Greenwell went as far as to declare in a statement ahead of the Detroit show that the ALC was a groundbreaker to rank alongside the XK 120, the E-type and the original XJ. However, the truth is that the ALC, with its revolutionary aluminium bodyshell, WAS the XK, dressed up by Callum to wow Detroit. “We did the design after we did the XK,” he tells us at the recent launch of the new XF saloon. “At that point, we’d shown concept after concept that had never reached reality. We had to get a bit of confidence back in the public and show observers that we could create a concept and actually build a car as well,” he added. He was talking about cars such as the diesel-powered Jaguar R-D6 compact coupe from 2003 (described as a “grown-up Mini” by the head of advanced design, Julian Thomson) that came close to informing a production car, but ultimately stalled in Callum’s design studio.
PHOTOGRAPHY JAGUAR
The XK coupe wasn’t due to be shown in production until the motor show at Frankfurt in September, with the convertible appearing in Detroit in early 2006, just ahead of March sales of both cars. So, the head of Jaguar PR at the time, Stuart Dyble, pushed for and got the ALC concept. “He felt the need get something out there to show the world we were still working on something,” explains Callum. The ALC still managed to divide opinion within Jaguar, despite being wholly based on an XK shell. The issue was the pale French blue exterior contrasting with the tan leather of the cabin (this being a Jaguar of the future, wood was conspicuous by its absence). “I had a lot of arguments with marketing about that. One or two weren’t happy, but I thought it was a perfect combination,” Callum says. “The colour was controversial, especially among male customers who felt it was just a little bit too sweet for a sports car.” It never made production.
October 2015 \ Jaguar World | 67
HISTORY
ADVANCED LIGHTWEIGHT COUPE
Even now the detailing is exquisite, especially inside. That tan leather is beautifully set off by the chrome detailing around the gearlever, rear-view mirror and door pull surrounds. The milled aluminium effect produced for the central console and dashboard was an elegant way of saying, look – the car is made of this stuff. We’re serious about lightweighting, dammit. The practical hatch opened to reveal decent space and the always-appealing nautically inspired chrome strakes set within the tan floor. But, of course, all eyes were pulled to the exterior and what that meant for the new XK and future Jaguars. The ovoid grille was the one major blast from the past in that it kept the link to the previous XK by referencing the grille of the E-type, but some made unkind references to the similar grille shape adorning the unloved Ford Taurus of the time. Others said the car was a touch bland for a powerful new Jaguar. Callum now agrees to an extent. “I have a slight regret that we didn’t make it a bit more radical but it was the first car I was doing for Jaguar and I had a natural nervousness. You do feel a sense of self-constraint,” he says. “Maybe the front could have been a bit stronger – perhaps the headlamps were a bit too delicate.” He also believes that some of the details at the back were a bit fussy. “I’d only done Astons before and I was finding my way a bit. The first set of taillamps were never to my liking and then we revisited them with the horizontal and roundel [better linking the lamps that sat on the boot hatch with those adjacent to them] which was more like the ALC,” he says. In fact, one of the most oft-repeated comments about the ALC and subsequent XK was that it looked a bit like an Aston Martin DB9, a design for which Callum has said he did the majority of the styling. In a 2005 interview with Evo magazine, Callum agreed the profiles were somewhat similar, but defended it by saying a lot of this was down to legal requirements – things like sightlines and pedestrian protection. “By default, you end up with a very similar profile,” he told the magazine. Both cars also use a favourite design motif of his: an abrupt front end with a flat grille and no nose-droop. But, ultimately, he said they differed in character – while the Aston was very structured in demeanour, the styling of the Jaguar was more voluptuous. “There’s no way that I could put form like that of the 68 | Jaguar World / October 2015
HISTORY
ADVANCED LIGHTWEIGHT COUPE
The ALC's distinctive exhaust casing didn't make it into production with the XK but the front vent did following the XK's 2010 facelift
October 2015 \ Jaguar World | 69
HISTORY
ADVANCED LIGHTWEIGHT COUPE
Chrome detailing around the gearlever and rear-view mirror and the milled aluminium effect on the central console beautifully sets off the tan leather
ALC onto an Aston. It’s too vibrant – it’s alive while an Aston is much more tailored, much more serious,” he told the magazine. The ALC does mark the start of what has become a Jaguar signature – the power vents behind the front wheelarches that first made their appearance on the Concept Eight XJ from 2004 – Callum and Thomson’s vision of an ultimate luxury XJ (see JW, August 2014). At the time, Jaguar was pretty light on details as to the engineering behind the ALC, perhaps to keep its powder dry for the XK reveal nine months later. All it would say was that an unrestricted car in production form could accelerate to 60mph from standstill in less than five seconds and hit 180mph. Of course, that motive force was to come from the XJ’s 4.2-litre AJ-V8 making 300bhp in the standard XK, which meant it could hit 60mph in 5.9 seconds. The supercharged 420bhp XKR was the brutish rangetopper that the coy Detroit release was referencing. More was said about the aluminium body structure, which became the second Jaguar to use it after the XJ (the two were built in the same factory in Castle Bromwich). The riveted and bonded structure was still pretty revolutionary at the time and although the weight savings didn’t look that miraculous against the XK8 that preceded it (1,595kg for the coupe and 1,635kg for the
70 | Jaguar World / October 2015
convertible, around 70kg lighter) the XK was around 30 percent stiffer in the coupe version and came with a weighty amount of kit. The safety tally included the so-called pyrotechnic deployable bonnet, which popped up to cushion any unfortunate pedestrian’s head against the engine hard points. The list of equipment in the cabin was extensive – rain-sensing wipers, 10-way adjustable seats, touch-screen-operated sat-nav, in-dash six-CD changer, Bluetooth connectivity – and would have struck a harmonious chord with its core American buyers. It worked too. In its first year of sales in the US after the convertible was shown in Detroit, Jaguar sold 4,567 XKs according to figures from Automotive News. That wasn’t far behind the much more practical S-TYPE, at 5,875. Considering BMW sold 9,322 of the competing 6-Series in the same year, it was an impressive feat for relative minnows Jaguar, particularly when the firm was being buffeted by exchange-rate headwinds. The XK finally bowed out last year after eight years and 54,000 cars sold. These days, an XK coupe starts about £11,000 for one running over 100,000 miles, with convertibles from £16,000 with the same mileage. Given their age, they’re holding onto their value well for a used Jaguar. Discover how an early XK has fared on page 74.
® WATERLESS ENGINE COOLANTS
PROGRESS THROUGH PARTNERSHIP Classic Cool 180° is recommended and available from Jaguar specialist M & C Wilkinson
t. 01792 572299 www.evanscoolants.co.uk
Powerbell
CLASSIC & MODERN JAGUAR SPECIALIST SPECIALIST CLASSIC
REP PA AIRS • SERVICING SERVICING AND REPAIRS ATTEST DIAGNOSTIC • LATEST LA DIAGNOSTIC EQUIPMENT EQUIPMENT GENUINE, RELIABLE SERVICE • GENUINE, SERVICE • COURTESY COURTESY CAR CAR WHEN AVAILABLE AVAILABLE AIL A MOT TESTING TESTING • MOT MAKES AND MODELS MODELS • ALL MAKES INCLUDING CLASSICS CLASSICS INCLUDING
0LX M MARSHGATE ARSHGATE T TRADING ESTATE ESTATE T TAPLOW TAPL A OW SL6 SL6 0LX
OFFICE: 001628 1628 666216 6 66216 OFFICE:
MA860235
Whether yyour our Jaguar needs a servic service, e, MO MOT, T, minor epairs or ne minor,, major rrepairs new w part partss P Powerbell owerbell is the gar age ffor or you. you. garage Powerbell also service service any make Powerbell make or model car. Our team team of trained trained mechanics of car. mechanics are are highly skilled skilled in servicing and maintaing highly maintaing your your vehicle, and no job is too too big, or too vehicle, too small. We use the best best parts parts suppliers We suppliers and still still save save you money! money! you
AIR C ONDITIONING CONDITIONING SSERVICING ERVICING & RE - GA S RE-GAS
WORKSHOP 01628 01628 665326 WORKSHOP 665326 WWW.POWERBELL.CO.UK WWW.POWERBELL.CO.UK
Keeping Sir William Lyons‘ Heritage Alive
On offer: Jaguar EV12 Group 44 Tribute Car
Jaguar Parts, Maintenance and Restoration Old Mill, Dorfstrasse 36, CH-6265 Roggliswil (LU) fon +41 (0) 62 754 19 29, fax +41 (0) 62 754 19 80 www.jaguarclassic.ch, info@jaguarclassic.ch
HISTORY
ADVANCED LIGHTWEIGHT COUPE
The XK might have heralded a new era for a modern, slicker and less hidebound Jaguar, but its epitaph is likely to still place it with Jaguars of yore rather than today’s line-up. The F-TYPE that replaced it as the brand’s sportiest model wasn’t the same car at all – it’s only a two-seater for a start, but also it’s harder, rawer and louder to appeal to a different customer than the ‘speak softly, carry a big stick’ generation that bought the XK. The restrained elegance of the ALC isn’t a sports car concept that would be made now. One man who really took the car to his heart was Ian Callum himself. He says: “I loved the XK – it was the perfect car for me. I had over 30 as company cars. The last was an XKR-S convertible. I wish I’d bought it.”
A practical hatch opens to reveal the nautically inspired chrome strakes in the tan floor
CALLUM’S BRUSH WITH DEATH
Ian Callum is widely considered Jaguar’s saviour for his beguiling designs, but he nearly didn’t survive past his first production car for them after taking a dramatic tumble ahead of the ALC’s unveiling in Detroit 2005. He tells Jaguar World the story. “It was the most ridiculous thing. I would like to say to people I was skateboarding, but I actually fell down some stairs. I was doing a presentation to a bunch of dealers in a hotel in an old house in England, and ran up the stairs to get some of my PowerPoint photos. The building had those old steps that are out of ergonomic kilter, like old houses have, and I got to the 10th one, tripped, slid down the balcony, whacked my head on the post at the bottom of it and fell over, off the balcony and onto the floor below. “I could have been dead actually. I woke up about an hour later. Knocked myself out and broke my collar bone. I was so lucky. “They never got their presentation!” 72 | Jaguar World / October 2015
J
A
G
U
A
R
owners
privilege card
FER EW OF011 N R 2 E FF Jan NEW Oembers from R E F M F d Nl wTork NEW llOPrivilege Car U O C a S o t DaIll of our pane 1m0v% tually fro ir
J
As Part of the continuing Expansion of the Range of Services being offered to Jaguar and Jensen owners by Martin Robey The Owners “Privilege Card” is now available World Wide to enable the purchasing of Spare Parts to become even simpler and more cost effective at Martin Robey’s.
E
The “Privilege Card” will Guarantee a Discount From the Current Retail Purchase Price of virtually every One of the Thousands of Parts Stocked... Here are some of the Main Benefits: 7.5% discount
N
A Discount of 7.5% from the Current Retail Price of Virtually every Part Stocked. Further Discounts on Special Offers. parts catalogues
S
Parts Catalogues Mailed Direct Periodically. circulars
We are a small team of Jaguar Trained trimmers and machinist with a wealth of experience trimming Jaguar interiors. We provide an in-house bespoke re-trimming service, using only the finest quality leathers, vinyls and natural hardwoods. Our original patterns stretch back from 1938 to 1998 for all Jaguar and Daimlers. We also ‘supply only’ classic Jaguar trim. For a competitive quotation, please either telephone or e-mail us, or visit or website for more information We also welcome any customers wishing to visit our workshop, but by appointment only, please.
Tel: (+44) 02476 325 928 Fax: (+44) 02476 325973 e-mail: info@gbclassictrim.com Website: www.gbclassictrim.com
7
Annual Membership fee £20.00 + VAT. (UK) £25.00 + VAT. (OVERSEAS)
N
A new company with traditional values
E
Martin Robey group News Circular Mailed direct Periodically.
.5 %
DISCOUNT
Offer Subject to Status and subject to the terms and conditions of the Martin Robey “Privilege Card Scheme”
ALL YOU HAVE TO DO TO JOIN THE SCHEME IS CONTACT CUSTOMER SERVICE ON CALL +44 (0) 24 7638 6903 FAX +44 (0) 24 7634 5302
Email.Info@mar tinrobey.co.uk www.mar tinrobey.com October 2015 \ Jaguar World | 73
USED TEST X150 XK
THE COMPLETE ARTICLE Itâ&#x20AC;&#x2122;s hard to believe that it is ten years since Jaguar announced its all-new aluminium XK. We test drive an early 2006 example to see how it has aged and what it is like to own as a pre-owned prospect WORDS & PHOTOGRAPHY PHIL WEEDEN
74 | Jaguar World / October 2015
USED TEST
X150 XK
I
T IS ten years to the month since Jaguar officially announced the all-new XK (in August 2005). The fresh-from-the-ground-up sports coupe and convertible represented some welcome sunshine after a rainy few months. The cost-cutting axe had been wielded as owners Ford were trying to get some financial order to Jaguar’s balance sheet. While all this was eminently sensible, the mood back in Coventry was subdued. The all-new XK was, therefore, a welcome reprieve from all that negativity – a more positive focus on the future rather than dwelling on the recent past. To that end, and like many Jaguar unveilings over the past 20 years, this was seen as a crucial new model. Its significance is undisputed: it was the first all-new Jaguar sports car since arguably the original E-type some 44 years previously; it was the first
design from the keen eye of Ian Callum; it had revolutionary aluminium construction techniques that would make it lighter and stiffer than its predecessor; and (unlike its predecessor) it was to be built on a new production line at Castle Bromwich in Birmingham, not Browns Lane in Coventry. All that seems a distant memory now as I stand among the glorious selection of pre-owned XKs on Chiltern of Bovingdon’s forecourt. I remember when I made my first visit to this reputable specialist’s site in 2001, when the XJS was the company’s bread and butter. It quickly moved on to the X100 XK8 and XKR, but, such is the paucity of good quality examples of this model these days, the all-aluminium XK is now proving to be the one to go for. Prices are at a very sensible level: I’m waiting for the keys to a 2006 4.2 normally aspirated V8 convertible model, well priced at £20,995. With just
44,000 miles on the clock, this is a fabulous example that you could hop in and use daily or cherish for summer weekends. I remember some criticism being levelled at the X150 (its codename) at the time for its cautious styling that, for some, lacked the curvaceous elegance of the X100. It definitely had a more masculine, chiselled profile, and it is also clear now that the passing of the years has been rather kind to it. That taut, aluminium shape, the roadhugging stance and prominent alloy wheels (18in, 19in or 20in) that fill the arches offer a series of elegant proportions that are far more coherent than its predecessor’s. When I told a few people that this XK convertible was nearly ten years old, they didn’t quite believe me and felt it looked a lot newer. And a lot more expensive. As it stands, this stunning 2+2 drop top is yours for less than a new Ford Kuga. This XK has had a later-
October 2015 \ Jaguar World | 75
USED TEST X150 XK
Some of the switchgear is carried over from the XJ and S-TYPE; other items were criticised at time of launch for being a bit plasticky; they were upgraded for 2010 model year Above: Fascia was hardly ground breaking in its design but it has stood the test of time well; it’s well made and is ergonomically sound. Standard touch screen sat nav is a marked improvement over that fitted to its predecessor Below: Elegant, chrome (effect) trimmed dials are crisp, classic and legible
style mesh grille fitted, which enhances the look no end in my view. The door mirrors are a carryover from the XJ and S-TYPE saloon and, therefore, don’t go especially well with the rest of the elegantly carved lines. Also unsightly, is an electric aerial mast on the offside rear flank, which was deleted from XKs about two years after this one was produced. Apparently, the windscreen-fitted antenna that was later used simply wasn’t production ready at the time of launch. Climbing inside, it immediately feels more spacious than its predecessor and, critically, on this example, appears to have survived regular use – better than I remember X100 XK8s doing. The charcoal leather is lightly creased, but not eroded or cracked in any way. The fascia is impeccably straight; only a speed camera detector on
the top right spoils the interior ambience. I do hate such aftermarket bolt-ons – I don’t trust their wiring integrity or whether they work properly; I’d have it removed. The rest of the cabin, though, looks great. Again, like the exterior, I seem to remember some people whinging about the conservative interior. The fascia is certainly straightforward rather than stylish, but ergonomically it works impeccably and it has held together well over nine years. The slightly plasticky switchgear in places was improved come the 2010MY, but it’s not a deal breaker as far as I’m concerned. The touch screen in the centre console is a vast improvement over the old system, available as an option in the X100, although it will still seem quite slow by today’s modern systems. Personal taste is such that some will not like the aluminium dash inlays, preferring instead the burr walnut or the poplar wood finishes. Some will also prefer grey, blue, biscuit or ivory leather trim. I love the understated style of aluminium dash inserts and black leather. It’s contemporary without being too attention-seeking. The XK boasts keyless entry, but it’s not as seamless as it would have been when brand new, as I suspect the key fob is low on battery charge. Sometimes, I had to be practically pressed against the glass for it to unlock; other times, I could simply press the black rubber button set within the door handle and it would release. The system also urges that I dock the key into the centre console cubby before I stir the V8 into life using the red stop-start button.
THERE IS A SENSE OF GREATER SOLIDITY AND QUALITY, WHICH WOULD HAVE BEEN MUCH-WELCOMED WHEN IT WAS A £65,000, NEW SPORTS CAR 76 | Jaguar World / October 2015
The J-gate is consigned to history and instead we have an inverted ‘L’ – I slot the lever down into D and then purr away from Chiltern’s forecourt, ready to enjoy a week behind the wheel of this stylish convertible while my S-TYPE is in having a service.
The aluminium XK is 31 percent stiffer than its predecessor and, on the ill-maintained Hertfordshire roads, it shows. There’s barely any scuttle shake, or unwelcome rattles from inside this XK. The well-lined convertible roof keeps the cabin rather refined, on the whole, although this sense deteriorates at motorway speeds. Despite its sporting credentials, the XK is a joy in which to amble through busy suburban streets. The steering wheel paddles for changing gears manually will be used later when suitable roads allow; right now, I’m just enjoying a more sedate pace. The steering is heavier than the X100’s, but it’s still pleasantly light. Some might prefer it to be heavier still – and, indeed, more resistance was given to the flagship XKR-S models of 2011. The brakes are massively impressive, and have significantly more bite and reassurance than the older model. Altogether, there is a sense of greater solidity and quality, which would have been much-welcomed when it was a £65,000, new sports car. However, that has paid off more in later life when, as a ten-year-old car, it’s proven to have worn well and still feels modern. The ride and handling on the X100 was always well balanced, being both generally very compliant and yet pretty agile. The X150 takes it to a new level, with its stiff aluminium architecture coping well with road imperfections, while remaining even more taut and athletic through corners. There’s
Tuning and Performance Upgrades For All Jaguars Our services include:
• Tuning for all modern Jaguar cars • fuel economy tuning • high performance and motorsport tuning • speed limiter removal • supercharger upgrades • high performance exhaust systems • catalytic convertors • intercoolers • brake and suspension upgrades and service work
Available for Jaguar F- Type, XK, XF, XJ and many other manufacture’s models.
FREE
dyno
session and performance check for all readers in September E-Mail or call us now for more information on how we can improve your Jaguar – Worldwide fitting and mail order
www.viezu.com 0044 (0)1789 774444
October 2015 \ Jaguar World | 77
USED TEST X150 XK
prodigious grip from the chunky tyres, too. The performance is good rather than scintillating; 300bhp in a 1,600kg car (ten percent lighter than its predecessor) should prove perfectly adequate for most drivers. And, if you want more, the XKR models are available for a few grand extra and will provide an additional 120bhp. I’ve seen them around for just above the £25,000 mark. A day later, the weather improves, so it’s time to drop the roof. A press of the overhead switch (carried over from the S-TYPE and XJ, where it’s used for the sunroof, where fitted), and the distinctive noise of whirring motors begins. It was certainly fashionable in the Noughties for car makers to opt for retractable steel roofs, but I remember Ian Callum being very clear about the reasons for sticking with a folding fabric hood: the proportions (particularly at the rear) would be much better and it is much lighter. The good thing is, the roof still folds away very neatly beneath a flush panel, which makes the X150 look very streamlined, and, I think, far prettier than the X100 with its roof down. The time it takes the roof to stow away is my only criticism as it seems to take ages compared to more modern systems. The good news is that the level of wind buffeting from within the cabin with the roof down is very reasonable. The rest of the week proves to be a supremely enjoyable affair. I almost start a test like this expecting to find a number of
gremlins with a car of this age at this price. However, this XK defied that expectation. I’ve heard issues with electric roofs not working (often down to lack of use) and the electronic handbrakes seizing (again, for the same reason). In fact, the latter did happen on one hot day, but it appeared to free itself after only a short, low-speed drive. I did detect some rattling from the front – a deeper, more pronounced knock that suggested to me it was perhaps a worn steering rack, but I’ve been told by the men at Chiltern that it’s almost certainly down to a perished upper ball-joint, which often necessitates a new upper wishbone. If it’s anything like my S-TYPE, I suspect the XK can also be guilty of a few other minor electronic bugs. I did get a ‘cruise control inactive’ warning on a few mornings, but this was often reset an hour or so later. These, overall, are minor niggles, many of which are often checked for and sorted prior to sale when such a model is sold via a reputable firm like Chiltern (this car had not been pre-prepped when I took it away). So there you have it: a warts-and-all drive of a nine-year-old XK convertible. It won many fans during my time with it, both petrol heads and non-car people alike. At the time of the launch in South Africa ten years ago, it was clear just what a finely honed and well-produced sports car this was – the complete article, with very few compromises apparent. It has steadily improved throughout its lifetime, but the
Top: This example had a non-standard mesh grille, which, in this writer’s opinion at least actually looks better Above: Side vents break up the side flank as well as provide a position for a JAGUAR nameplate
XK was always pretty much spot on from the word go. That, therefore, makes these early models in particular rather good value; and while availability is strong, we recommend you head to your nearest specialist and check one out. I’m also delighted to report that, because it’s only about 1cm longer and 5cm wider than the X100 before it, the X150 fits snugly in my Sixties garage… which makes it a sorely tempting (if less practical) replacement for my own S-TYPE.
Thanks to: Chiltern of Bovingdon for the loan of this XK convertible (tel: 01442 833311; www.chilternltd.co.uk).
78 | Jaguar World / October 2015
October 2015 \ Jaguar World | 79
HISTORY
1950 DUNDROD TT
Start
line
When Stirling Moss won the 1950 Tourist Trophy at Dundrod it was the start of Jaguar’s dominance of Fifties sports car racing. We drive an F-TYPE V6 convertible around this classic road circuit
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 A R C H I V E I M A G E S T H E J A G U A R H E R I TA G E T R U S T
F
or many, it’s just another road; the easiest way to get to their destination. But this slither of Tarmac is an important piece of Jaguar’s history, hallowed ground that should always be remembered. It was on these very roads, 65 years ago, that Jaguar’s dominance of Fifties sports car racing began. On the tight twists and turns around the Country Antrim countryside, a young Stirling Moss, yet to make a serious mark on the sport that would make him famous, won the prestigious Tourist Trophy at Dundrod in Northern Ireland driving an XK 120. The car was only two years old and built by a relatively young manufacturer with no real motorsport success on the international scene, but, significantly, the race was the first major victory for car and company, and an important step towards later successes at Le Mans. In homage to this important victory I’m taking an F-TYPE V6 340PS convertible to Dundrod and, in among the humble traffic, will tackle the same daunting circuit as Moss 65 years ago.
80 | Jaguar World / October 2015
HISTORY
1950 DUNDROD TT
2015 F-TYPE V6 340PS Engine 2995 SC V6 Power 340PS (335bhp) Torque 332lb ft 0-62mph 5.3 secs Max speed 162mph Transmission 8-speed auto Economy 33.6mpg List price ÂŁ58,540
October 2015 \ Jaguar World | 81
HISTORY
1950 DUNDROD TT Reaching Dundrod is an adventure in itself. From my home in the East Midlands, I cut across the UK, join the M6 at its southern source and then head north until I reach Birkenhead, where I catch the overnight ferry to Belfast. At 180 miles, it’s a long journey, but the F-TYPE V6 convertible makes light work of it, devouring the miles like a hungry bear on a treadmill chasing honey pots. The car is in its third year of production, but still receives plenty of admiring glances as I pass quickly through Stena Line’s check-in and onto the ship. But then, this Italian Racing Red 340PS is a particularly handsome example since the colour suits the F-TYPE’s sharp lines better than any other, I think. After eight hours on the ferry, I disembark at Belfast docks early in the morning and head west. The International Tourist Trophy in 1950 was the first to be held since the war and had moved to the newly created Dundrod circuit from Ards, since the Ulster Automobile Club felt a fresh start was called for. A daunting sevenmile road course, which weaved its way through the Ulster countryside, it offered zero facilities and poor visibility. But as one of the first major post-war races in the UK, there was no shortage of drivers wanting to take part. One of these was a young Stirling Moss, who had made quite a name for himself driving a Cooper 500 and had recently graduated to Formula 2 driving an HWM. Despite these successes, at just 20 years of age (he would turn 21 the day after the TT), he was considered too much of a risk for this blue ribbon event and no manufacturer would give him a car. “I’d been trying to find someone to let me have a car to drive,” Moss told me when I spoke to him before I left. “I tried everyone, including Aston Martin, Jaguar, even down to MG. But people wouldn’t lend me things because they thought I’d drive too fast for my experience.” He admits his reputation at the time was for driving too quickly. Thankfully, Tommy Wisdom, the motoring correspondent for the Daily Herald newspaper and a friend of the Moss family, was driving a Jowett Jupiter at the TT and asked whether Stirling would like to try his XK 120 at the event. This was an incredible offer for the young driver in more ways than one. “At that time, you couldn’t buy XK 120s over here since they were all sent for export, but Wisdom was an important journalist so the factory sold him one,” Moss told me. The
82 | Jaguar World / October 2015
Above: In terrible conditions a young Stirling Moss in Tommy Wisdom's XK 120 took the lead on lap two and stayed there, taking the chequered flag after three hours of hard driving
car – registration JWK 988, chassis 660057 – was one of six works-prepared aluminium examples sold to specially selected owner/drivers (one of the others was Ian Appleyard’s famous Alpine rallywinning NUB 120) and in Wisdom’s hands had already seen some action. It had retired from the 1950 Mille Miglia due to gearbox problems, came third at Oporto in Portugal and seventh at the Silverstone International. But it was in Northern Ireland with Stirling Moss at the wheel where the car would become internationally famous. Named after the village of Dundrod a few miles away, the circuit is ten miles to the west of Belfast, the start/ finish line being on the B38, the Hannahstown Road. The track was only used for the Tourist Trophy six times, between 1950 and 1955, but the Ulster Grand Prix for motorbikes is still held there, as illustrated by the podium and grandstands – which are empty now, as they were in September 1950, due to the rain. “Weather conditions were as vile as nature could provide,” the race report in the September 22, 1950 issue of Autosport reads. “Torrential rain, accompanied by a howling gale, drove all but the
hardiest of spectators to seek shelter, either in their bogged-down cars or back in Belfast.” Apparently, marquees were blown away while the press tent collapsed on top of the journalists. Pity that. Yet the dreadful conditions didn’t stop Moss from making his mark on the race right from the start. At 2pm, just after Sir Basil Brooke, Prime Minister of Northern Ireland, dropped the flag, the drivers ran to their cars for a Le Mans-style start. Leslie Johnson, driving a works XK 120 (JWK 651) got away first, closely followed by Moss, who would soon take the lead on lap two to stay there for the rest of the race. Despite the weather worsening, Moss drove with a maturity the manufacturers who denied him a drive assumed would be missing. By the end of lap six, he was 53 seconds ahead of Johnson, a respected and experienced driver. His only previous experience in an XK 120 was a few days in a standard coupe organised by Wisdom, yet Moss was soon at home behind the wheel. “It was the most powerful car I’d ever driven on the track,” he remembers. “It was very responsive with excellent handling, suiting the confines of the track.” I asked Sir Stirling if he also enjoyed the track. He replied, “Dundrod is a fabulous circuit that was as good as anywhere at the time. A proper road circuit, it was fairly narrow with some difficult corners that were made more so by the rain. When I passed other people I wouldn’t know what it was; I’d just see spray. Courage and stupidity are very close,” he said with a chuckle, “and on that day I’m not sure whether I was courageous or stupid.” Little wonder the Autosport report reads, “Moss is unbelievably good.” I have a tingle of excitement to be driving on the same track, especially in a direct descendent of the car Moss used to dominate the race; even the conditions are similar. Because it is a road circuit, the layout has changed very little, if at all, since his day and remains just as daunting. The first part of the October 2015 \ Jaguar World | 83
HISTORY
1950 DUNDROD TT track – Rushyhill – is very fast with only a couple of minor bends that I barely need to lift for. Incredibly, Moss was timed at 120.5mph through here, 4mph faster than Johnson in an identical XK 120. If I didn’t have to obey the speed limit, I doubt I’d be brave enough to get close to that figure due to the conditions, yet Moss liked them. “Racing in the rain never really bothered me as much as it did some drivers,” he wrote in My Cars, My Career. “With the Jaguar, I feel it was a positive advantage because it lightened the steering and saved the brakes.” I reach a T-junction – Leathemstown Corner – where I turn right to join the B101. A long straight follows so I can squeeze the throttle a little more, the 3.0-litre supercharged V6 responding the moment I do. This 340PS (335bhp) version might not have the grunt of its 380PS (375bhp) S sibling, but it can still Dundrod circuit’s start/finish straight
take your breath away if pushed hard enough. With a 0-60mph time of 5.3 seconds, its acceleration is swift but, more importantly on this twisting, turning course, it is controllable; I never have the feeling that the car is in charge, as I have had with the V8 versions. It’s for this reason, that it remains my favourite of the expanded F-TYPE range. Following a steep incline, I thread my way through some fast corners. There are a few blind brows, the most notorious being Deer’s Leap on a slight bend. It unsettles even the F-TYPE a little, so in an XK 120 it must have been a fight to keep pointing in one direction. I turn sharp right next, Cochranstown (where Lance Macklin, driving an Aston Martin, misjudged it in the rain and had to continue straight on), and follow a tree-lined road. Like the rest of the circuit, the views are stunning. It is easily the most picturesque circuit I’ve driven this side of Belgium’s Spa-Francorchamps. I again push the F-TYPE a little harder, changing the eight-speed automatic ’box using the steering wheel-mounted paddles, the gears slamming into place quickly and crisply, aiding the rapid acceleration, the high-pitched wail of the V6 cutting through the quietness like a baby’s cry at 5am. At a T-junction, I take anther right – Irelands Corner – onto the B154 where the subsequent section of the track flattens out. With long, wide corners and excellent visibility I open the F-TYPE a little more. It is an absolute joy to experience a rear-wheel drive sports car on the fast bends of this phenomenal track. I know I’m no Stirling Moss, but in this car and on these roads, I start to feel like him. With the roof down, I’m just as damp. After Wheelers Corner, a fast S-bend, the circuit drops down towards the hairpin, a tight right-hander that today is named after Darran Lindsay, a Northern Irish motorcycle road racer who lived on the Dundrod circuit and was killed in September 2006 in practice for the Killalane road races near Dublin. The F-TYPE’s superb handling makes short work
The tree-lined straight after Cochranstown
84 | Jaguar World / October 2015
STOP Great discount on all EBC kits Marque E Type
For EBC ‘Slotted and Spotted’ discs with: REAL stopping power HIGH grip LOW dust Buy on line at www.motoringclassics.co.uk or place your order by phone on 01993 707200
Mk 1 Mk 2 240 340 420 420G XJS
XJ8 XK 150
Year 62 -68 69 - 75 55 - 59 59 - 67 67 - 69 67 - 69 66 - 69 66 - 69 66 - 70 75 - 92 93 - 94 95 - 96 95 - 96 97 - 2002 58 - 61
Engine All sizes All sizes All sizes All sizes All sizes All sizes All sizes All sizes All sizes 3.6L + 4.0L + 5.3L All sizes 4.0L (Inboard) 4.0L + 6.0L (Outboard) 3.2L + 4.0L 3.4L + 3.8L
Front Front Front Front Front Front Front Front Front Front Front Front Front Front Front
Kit Price £240 £235 £240 £240 £240 £240 £210 £210 £170 £200 £200 £200 £200 £220 £230
Rear Rear Rear Rear Rear Rear Rear Rear
Kit Price £180 £165 £180 £180 £180 £180 £155 £175
Rear
£150
Rear Rear Rear Rear
£150 £195 £210 £230
October 2015 \ Jaguar World | 85
HISTORY
1950 DUNDROD TT
of the next series of bends, the Fly Crossroads. Weighing 1,597kg (just 600kg more than the much smaller Mazda MX5 2.0) the car feels light and agile, encouraging me to push hard through the corners. The back end doesn’t even try to step out, despite the treacherous conditions – unlike the XK 120’s for Moss. According to the Autosport report, the young driver came through the final bend, Quarry Corner, “in a lovely controlled slide.” What an incredible sight that must have been for the reporter and certainly worth the damp squelch to get there. The TT lasted for three hours, and even at the end Moss was giving it everything. With a couple of laps to go, Bob Gerard in a Nash was in striking distance of catching Moss, so his father, Alfred, who was acting as pit manager, gave his son the ‘go faster’ signal. Over the final lap, Moss increased his average speed to 77.61mph, 3mph more than an hour earlier. As I race down the start/finish line of this amazing circuit, I am gripped by just how fast it is. The long corners and long straights in this beautiful corner of Northern Ireland remain as much of a test for man and machine as they did 65 years ago. The undulations and the course’s complexity remind me of Germany’s Nürburgring, albeit on a much smaller scale. Little wonder the organisers of the Ulster Grand Prix describe the Dundrod circuit as the world’s fastest road race. Moss, as we know, went on to win the race, becoming the youngest winner of the TT, averaging
75.15mph. This was the first major victory for the young driver, made all the sweeter by beating the works cars. “The one person you want to beat more is your team mate,” Moss told me with satisfaction. “I was very much the outsider, since Jaguar had taken the three guys it thought would win.” The victory also showed what he was capable of, a fact not lost on Jaguar’s boss. “That night, Bill Lyons came to me and asked if I’d sign up to lead the Jaguar team the following year,” said Moss, which he did, driving for the company between 1951 and 1954. His many victories in the C-type (including the 1951 TT, held once again at Dundrod) established him as a leading sports car driver. As for Jaguar, Moss’ Tourist Trophy victory put the company on the map of international racing for the first time, a clear sign of what was to come. It’s hard to believe that the road to the company’s five Le Mans victories in the Fifties, which secured Jaguar’s legendary status in motorsport, began on these quiet (and very wet) ones in Northern Ireland. Thanks to: Stena Line (www.stenaline.co.uk)
Irelands Corner
Rushyhill where Moss was timed at 120.5mph
86 | Jaguar World / October 2015
High Quality Exhaust Systems made to order for most Jaguar models from the 1970s, 80s & 90s
PERFORMANCE ENHANCEMENTs for E Type, XJ saloons, XJ40, XJS, XK8, XJ8 www.jagweb.com/aj6eng Phone/fax: 0044(0)1625 573556 Email: aj6engineering@ntlworld.com
THOMAS BARCLAY
MCT Jaguar Restorations for interiors
Independent Jaguar Specialist
YOU AND YOUR JAGUAR DESERVE THE BEST SERVICE! • Modern & Classics • Servicing • Huge savings on Main Dealer Prices
• Repairs & Restorations • Main dealer level diagnostics • High Quality Workmanship Guaranteed
For more information about our services and prices visit our web site or call 01753 885582
www.thomasbarclay.co.uk E-mail: service@thomasbarclay.co.uk
1 Coldharbour Farm Cottages, Slade Oak Lane, Gerrards Cross, Buckinghamshire SL9 0QF.
1951 Geneva Motor Show - 120 FHC, 1st in Class Pebble Beach 2014. Phone Mick or Chris Turley on 02476 371110 email: mctjag@btconnect.com
3 Veasey Close, Attleborough Fields Ind. Est. Nuneaton, Warks. CV11 6RT Visit us on our website www.mctjag.co.uk
stainless sports exhausts E-Type 1961-1971 • all parts show quality polished • 304 aircraft grade stainless steel • slipstream style exhausts and manifolds • limited release • smooth bore mandrel bends for maximum gas flow
AFFORDABLE STAINLESS STEEL EXHAUSTS FOR JAGUAR – FROM XK120 TO XKR
tel: 01884 33454 Cert No GB00816
88 | Jaguar World / October 2015
www.stainlesssteelexhausts.co.uk
JW's technical section where we give help, advice and guidance, making Jaguar ownership that little bit easier
90 OUR JAGUARS
Jim has to use the spare wheel on his E-type in earnest, while Paul decides to remove all his alloys one Sunday
94 Your Jaguar
96 Modern Workshop
102 Classic Workshop
106 Gearbox
Enthusiast Geoff Rhodes explains why he bought his 1986 Daimler Double Six Series 3
Solving reliability issues in certain areas of our modified E-type S1 coupe project
How to service and maintain the air conditioning system of popular modern Jaguars
A D-type print and an oil filter upgrade for the E-type are reviewed
100 Q&A
Questions about an X-TYPEâ&#x20AC;&#x2122;s air bag warning light and upgrading the seats in a Mk 2 are answered
108 Specialist
We head to Devon to learn more about aftermarket braking specialist, Coopercraft
OUR JAGUARS | PAUL WALTON
PAUL WALTON – EDITOR
2000 XK8 4.0
Paul replaces the XK8’s thermostat housing and removes each alloy to swap the wheel centres for shiny new ones
The replacement thermostat housing kit
The new thermostat housing in place
The original plastic housing showing the staining around the cap
W
HEN I was a child, I had a reputation for doing everything just in time. I’d hand my homework in the day it was due and catch the bus just before it left. Thirty years on, not much has changed. You may remember from the September 2015 issue that when I raised the bonnet of my XK8 to have the engine internally cleaned there was some worrying staining around the thermostat housing cap, a tell-tale sign of its impending disintegration. Made from plastic that becomes brittle over time, this is a well-documented problem, so it didn’t surprise me. Specialists offer an aluminium replacement that is much stronger, which is just what I ordered from SNG Barratt (www.sngbarratt.com). At £39 (including VAT and postage), it is good value, especially since it arrived the next day. I booked the car in with Peterborough-based Nene Jag Specialists (www.nenejags.co.uk), although couldn’t accommodate it for ten days. It was torture not being able to drive it, but I couldn’t take the risk that the housing would break for good while on the road. Early one Thursday morning, I dropped the car off to Julia Kirkton at Nene Jags, who kindly lent me a pre-facelift S-TYPE 3.0 courtesy car to get home. Contrary to Phil Weeden’s thoughts on the example he was loaned when his S-TYPE R was being 90 | Jaguar World / October 2015
Paul’s XK8 parked outside Nene Jag’s premises
serviced (see page 92), I have a soft spot for these early petrol-engined S-TYPEs. With its free-revving engine and composed handling, it illustrates how right the car was from the outset, even if not everyone appreciated the retro looks. And yes, oldfashioned it does look compared to the brand new XJR that was also on my drive for last month’s XJ special. But then, there is 15 years between the two cars – who hasn’t changed in that time? My car was ready to collect early the next day. As well as the aluminium thermostat housing that I supplied, Nene Jags’ Clive Kirkton also changed some of the auxiliary pipes and, on my instruction,
the thermostat itself. When I asked how bad the original housing was, Clive starred at me wide eyed, like he’d seen a ghost, before saying simply, “It needed to be done.” Just in time then. Having looked after my S-TYPE for a number of years, this was the first time Clive had seen the XK8. He was very complimentary (he would be – I hadn’t paid the bill yet), although he did say he had heard some rattling in the rear due to worn shock absorbers, while the front springs could also do with being replaced since the nose is a little low. Fabulous. Wanting to improve the car’s appearance with something that wasn’t
Paul removes one of the alloys ready for the new wheel centre to be popped into place
Nene Jags' S-TYPE 3.0 alongside the XJR we featured last month
An alloy wheel with the new, more modern, centre
going to cost a fortune, I remembered the huge difference changing the wheel centres made to my S-TYPE diesel. The originals are hard to find, and expensive when you do, so I went for a newer design, buying them off eBay for just £5.99. While the centres on the S-TYPE’s wheels could be removed from the outside of the wheel, the XK8’s need to be popped out from the inside. This meant jacking each corner of the car up and removing the alloys, which was as much fun as my maths homework when I was 12 (hence the just-in-time approach). After borrowing a neighbour’s trolley jack, I soon had the wheels off. Since I cleaned the inside of the alloys at the same time as replacing the centres, the difference was immediate. The car now looks sharper and better presented – more so, after I used WO WO’s new snow foam lance (www.wo-wo.co.uk). I filled the container with snow foam and attached it to the hosepipe; it covered the car in thick, cleansing soaps suds. Once they were rinsed off, I dried the car with WO-WO’s drying towel, which absorbs the water. I found it easier to use than
WO-WO's new foam lance is used to clean the XK8
a traditional chamois, since it left fewer smears across the paintwork. When I was packing everything away, it occurred to me that all I’ve done since buying my XK8 is try to improve it rather than simply enjoy it (and before anyone writes in to say they enjoy working on their cars, I have to say that taking four wheels off and putting them back on again isn’t my idea of a pleasant Sunday afternoon). The longest journey I’ve had in the car is from Kent, after buying it from Richard Sim in April. So, with the thermostat housing now sorted, I have a drive in mind – nothing too adventurous, but it’s linked to Jaguar’s past, which you’ll read about in the next issue of Jaguar World. With the summer almost over and the dark nights drawing in, it’s just in time, too.
WO-WO’s new drying towel is then used on the XK8’s damp body
October 2015 \ Jaguar World | 91
OUR JAGUARS | PHIL WEEDEN
PHIL WEEDEN – MANAGING DIRECTOR
2005 S-TYPE R
Phil’s S-TYPE R is still going strong at 125,000 miles, although the past 10,000 miles have not been incident-free
T
HE CHALLENGE I’ve had the past six months or so has been to do with the climate control system. Back in October, it was blowing barely warm air. So it went in for some work, the fault being traced to a broken heater pump. That appeared to have solved the problem, until such time as the S-TYPE decided to dump its coolant on the A43 near Silverstone. Thereafter, the climate control seemed to blow only toasty hot; this became an increasing irritation with the onset of the summer months. Bizarrely, a similarly annoying electrical niggle resulted in the radio and the telephone hands-free kit not working. It took me several weeks to finally get around to booking the Jaguar in again, by which time it had covered another 10,000 miles and was due another service. So I took it to independent specialist Chiltern of Bovingdon (www.chilternltd.co.uk/tel: 01442 833311) for a service and MOT, plus a to-do list to work through. The faulty air con was put down to an electronic control module’s circuit connection, which apparently shorts when the heater pump fails. The technicians replaced the module with a second-hand one. However, it didn’t seem to have the desired effect, much to everyone’s frustration. A further delving in the engine bay revealed that the heater pump had failed for a third time. This was traced to a faulty connection, possibly caused by the coolant leak. So now, with a new heater pump, control module and electrical connections, everything was working fine. The air con gas needed recharging, but at last I had cool air on command. The wiring loom for the hands-free
Phil’s S-TYPE at independent Jaguar specialist Chiltern of Bovingdon, parked next to the 2006 XK convertible he had on test while his car was being serviced. The aluminium roadster has aged well
kit had also been disrupting the original electrics, which explains why the handsfree kit and radio were so intermittent. The guys at Chiltern replumbed some of the aftermarket electrics, giving more space for the original loom, while checking the condition of the relays and connections. Now, everything is working as it should. While my S-TYPE was in for its makeover, I had the loan of an all-aluminium XK roadster, which was fantastic. You can read about my experiences with the car on page 74, but suffice to say, I was bowled over by how well this nine-year-old convertible had aged – the styling still looked fresh, while the paint and the interior trim had Left:The XK was swapped for this rather basic 2003 3.0litre V6; it’s clearly lived a hard life, but performed well
Right: The cause of the hot air problems: a faulty heater pump. Now, with a third replacement and a second-hand control module to boot, the S-TYPE’s air conditioning is working as it should 92 | Jaguar World / October 2015
stood the test of time. As my S-TYPE R was off the road for a total of a week and a half, I was forced to swap loan cars about half-way through. So, I reluctantly handed back the keys for the XK and jumped into a 2003 3.0-litre V6 S-TYPE. This was a rather battered example, with a dent in the door and a scrape on the bumper. While it is technically similar to my 2005 example, it couldn’t have felt more different. It’s obviously slower, packing 170 fewer horses and missing two cylinders beneath the bonnet, the dash is missing touch-screen sat-nav and the dials are of the older design, and the grey leather and maple wood veneer made it look and feel different.
JIM PATTEN | OUR JAGUARS
JIM PATTEN – EXECUTIVE EDITOR
1966 E-type OTS
Jim has a new E-type experience on his journey to have its original hood refitted: a puncture
F
or the first time in 21 years of ownership, our open E-type succumbed to a puncture. We’ve all grown so used to driving without anything happening to our tyres that many models do not even have a spare these days. I was on my way to see Mick Turley to have the original hood re-fitted at the rear until a replacement can be fitted in winter. I actually used the jack as supplied new with the car and it worked extremely well. In order to save space, regular readers will remember that I fitted a 185x15 tyre on a standard rim as a sort of saver spare. With the same rolling radius, it should (in theory) work. How wrong could I have been? Changing the wheel was easy enough, and I jammed the punctured tyre and wheel into the spare wheel tray. Then, I jumped in the car, accelerating hard to join the traffic. My heart leapt into my throat as the car veered dramatically to the right, forcing me to ease back to a slower pace. There was clearly something wrong with the match of wheels and tyres. It was as though the narrower spare was taller, as that side was dominating the drive. I could motor along at a much reduced pace and all was well, but it was decidedly tedious on the journey to MCT Restorations. Mick made a superb job of re-fitting the hood. We worked out that he must have done it some 18 years ago at least, and it remains absolutely perfect, making me wonder why I need a replacement. For the time being, though, it is as good as any car out there so I am satisfied. Staying over nearby, as wife Karen had business in the area, I was off the following morning to leave the E-type with Rob Beere, who wanted to give his newly rebuilt engine a check over. He was happy with everything and gave the car a post-rebuild
tickle: re-fettling the programmable 123 distributor and sorting out the carburettor mixtures. It was easier to leave the car with him and return at leisure. I must admit that the return journey was better than I might have hoped. I’m not a good traveller on public transport, but the first-class carriage on the Virgin train from Euston to Coventry was extremely comfortable. In fact, it set me thinking again of using motorail to Italy next year, always assuming we are done with Jaguar motoring disasters. The E-type is absolutely superb and was even better after Rob had waved his wand over it. I cannot overemphasise my intense satisfaction with the engine rebuild. It isn’t easy sorting out someone else’s bad work, but Rob and Carl handled the situation like gentlemen. Rob’s passing words were to go out and wring its neck, which I fully intend to do.
Mick Turley finds the closest fit he can and then has to make good
Everyone has trouble with parts, even MCT, as illustrated with this out-of-shape wood section
CARS OWNED:
■ 1949 Swallow Gadabout ■ 1966 E-type open two-seater ■ 1966 E-type fixedhead coupe
Hers ‘n’ hers. Karen Patten on business in the Mini while her E-type has the Rob Beere treatment
October 2015 \ Jaguar World | 93
YOUR JAGUARS | 1986 DAIMLER DOUBLE SIX
GEOFF RHODES 1986 DAIMLER DOUBLE SIX Australian enthusiast Geoff explains why he chose his Daimler Double Six Series 3
M
y first Jaguar experience was while working as a private parking attendant at a posh office block in Sydney having taken a break from university. I got to drive one of the first V12 Series 1 XJs delivered to Australia. My love of Jaguars was born, and not destroyed when I pranged a mate’s 3.8 Mk 2
Outside Old Parliament House
94 | Jaguar World / October 2015
manual around the same time, driving it way too enthusiastically on an open road near Sydney. Fast forward 30 years, and my love of British cars had not abated. I had just spent two years restoring a Mark 2 MGB from a rusty wreck to a bare metal restored gem. My wife was not comfortable in the MG, so I needed another classic to enjoy outings with some friends who had a 100/6 Healey. The MG replacement needed to be able to match the Healey’s turn of speed and a V12 Jaguar seemed the perfect choice. I found my Daimler advertised with a dealer. He had a client looking for an MGB and I liked the Daimler. He got the MG and I got the Daimler and A$2,500 in my hand. Over the last nine years and 70,000km, the Daimler has been treated to ongoing, no expense spared fettling. It was fortuitous that one of the members of my tennis club is also the mechanical expert with the local branch of the Jaguars Drivers’ Club. He put me in touch with the specialist Jaguar mechanic he uses to support his E-type, XK 140 and Daimler Super V8. Mick, the Jaguar specialist, understood my desire to see the Double Six reach its full performance potential. This is a car I like to drive hard, especially in Australia’s relatively uncongested roads and highways around Canberra, where I live. Under Mick’s expert attention, the exhaust has lost the middle silencer, while the catalytic converters, which stifled performance, were replaced. The GM400
transmission was upgraded and modified to give sharper shifts, the shock absorbers were also upgraded, and virtually all the mechanical components were refurbished. I also added XJS Starfish rims and upgraded tyres. Before retiring in December 2013, I worked in IT and needed a car to travel to client sites. The Daimler shared service as a daily driver on and off with a V8 S-TYPE Jaguar. Since retirement, the Daimler is now, once again, my daily driver and I love getting behind the wheel and exploring its exhilarating performance whenever I can. I try not to break speed limits, and I regularly take the 600km return journey to Sydney in a day. I enjoy the opportunity to extend this classic Daimler’s legs using the performance and aplomb it has always had. A couple of years ago, I took the Daimler to a local racetrack to understand how it handled at the limit. A few frightening road experiences indicated a propensity to oversteer at the limit, particularly in the wet. On the track, I just wish I could have pulled first without risking over-revving coming onto the main straight. The 2.08 diff’ does not provide the best acceleration in second, but a 1.36sec lap was still quick around Wakefield Park. These days, most people see the V12 Series 3 XJs as boring luxury limousines, but I know a very different side to my car’s character.
TO SEE YOUR JAGUAR IN JW
Please send approx 500 words and a selection of photos, plus your contact details to: jwm.ed@kelsey.co.uk
INTERNATIONAL
JAGUAR SPARES DAY STONELEIGH PARK,WARWICKSHIRE, CV8 2LZ
SUNDAY 11 OCTOBER 2015 10.00 a.m. - 4.00 p.m.Admission £9.00 Jaguar Drivers Club will be present also Jaguar Enthusiasts Club with their raffle car. Up to 200 stalls and 20 cars for sale. For further information go to: www.jaguarsparesdays.co.uk Or telephone John Salway (the proprietor) on: 01838 200398, 01838 200930 or 07733 260726 E-mail: salway1bq@btinternet.com
Suffolk SS100 Jaguar. Literally as new. 1 year old and only 2500 miles, mostly by me for tour of Scotland. Jaguar 4.2 litre engine with Borg Warner AUTOMATIC gearbox( can be converted ) .Jaguar metallic British Racing Green with fluted cream seats. Fitted with Lucas QK 596 headlights and spotlights. Very handsome. Fully equipped. Blockley tyres, luggage rack. Superb. works guaranteed Suffolk SS100 Jaguar. A lovely 2 owner car , only 16000 miles . Jaguar XK 4.2 litre engine with 4 speed gearbox. Historic registration. Cherished number OSV 979 . Fitted with wing studs; as per original cars. Dunlop C41 tyres. Full weather gear. Jaguar Dark Blue, silver wheels and Claret Red interior. Special easy on/ off luggage rack and underfloor storage. MOT and ready to go. Works guarantee.
See us at the NEC in November BMW 325i Convertible 1992 Metallic Black with tan leather interior, Automatic, 120,000 miles and full service history. Excllent in all respects. Cherished number KEX 406. New MOT. £4,900.
October 2015 \ Jaguar World | 95
KEEP YOUR COOL
As air conditioning becomes a common must-have in cars, maintenance is essential WORDS AND PHOTOGRAPHY ROB HAWKINS
T
he seemingly sophisticated air conditioning and climate control systems on many Jaguars are largely beyond the scope for most DIY car maintenance. This is due to the law surrounding air-con gas, the specialist equipment required to test and re-gas the system and the complexities of the electronics. However, it’s worth having some general knowledge about air conditioning, as you can look after various areas yourself. So that’s exactly what we have tackled this month. Over the following pages you’ll find 96 | Jaguar World / October 2015
a jargon-free explanation of how air conditioning works, definitions of the important parts that produce cold air, a step-by-step guide to routine maintenance and typical problems, and information on how to change an aspirator motor on an XK150 and X-TYPE. Many people hear the latter humming away after switching off their engine, because it becomes clogged with dust, increasingly noisy and can affect the car’s interior temperature reading for the climate control system. We have visited several Jaguar specialists to compile this Modern Workshop, gleaning information from the likes of North Wales Jag Centre, Elite and Performance Jags and Tasker and Lacy.
DOING IT YOURSELF
Difficulty Time required: 1 hour On your own? Yes
THANKS TO:
North Wales Jag Centre 901492 870150, www.northwalesjag.co.uk) Tasker and Lacy (90113 274 3362, www.taskerandlacy.co.uk) Elite and Performance Jags (01332 265826, www.eapj.com)
*Readers wishing to carry out any of the tasks outlined in technical or step-by-step features should ensure they have the necessary skills and equipment to do so safely. Kelsey Media accept no responsibility for any injury or damage incurred in the process of following one of these features
MODERN WORKSHOP
AIR CON PARTS
• Compressor: Creates the pressure in one half of the air conditioning system to allow the refrigerant to become hot. Belt driven via the engine’s crankshaft pulley. • Condenser: A high-pressure radiator, often mounted at the front of the car, cooled by air and an electric fan. It cools and converts the refrigerant from a hot, high-pressure gas into a high-pressure liquid. • Evaporator temperature sensor: If the temperature of the air drops below 0degC, the evaporator temperature sensor switches off the compressor to help prevent the moisture that condenses on the evaporator from icing. • Evaporator: A high-pressure radiator. Cold, high-pressure refrigerant flows through this, absorbing the heat from the air in the cabin, and creating de-humidified cold air before leaving the evaporator as a low-pressure gas. • Filter drier: A reservoir that helps to remove moisture from the system. Polyalkyleneglycol oil (PAG): The oil used to lubricate moving parts inside the compressor.
HOW DOES AIR CONDITIONING WORK?
Basically, a car’s sealed air conditioning system contains a refrigerant gas that is warmed up, then cooled down using high and low pressure to produce a cold gas, which in turn cools the air travelling into the car’s interior. The system uses a compressor, which produces 10-15 bar (150225psi) of pressure, and pumps the refrigerant through to cool the air in the cabin. This high-pressure section of the system raises the refrigerant’s temperature to 60-80degC, at which point it becomes a gas. This gas is then cooled by flowing it through a condenser (similar to a radiator) with an electric fan blowing across it. The gas becomes a liquid as it is cooled and condensed, becoming a highpressure liquid. Liquid refrigerant is then collected in the receiver/drier where it is filtered and dried. This high-pressure liquid then enters an expansion valve where a metered quantity is passed into the vehicle to flow through the evaporator. As the liquid flows through the evaporator, it absorbs heat from the air blowing into the cabin and then evaporates back into a gas, leaving the evaporator as a relatively cold, low-pressure refrigerant vapour, before returning to the compressor to start the cycle again.
AIR CON GAS TYPES
One of the first refrigeration gases to be used in car air conditioning systems is known as CFC R12. It’s harmful to the atmosphere, causing damage to the ozone layer and has been proven to contribute to global warming. It was last used in 1994 and banned in 2001. This has been replaced by HFC R134a, which doesn’t damage the ozone layer, although it does still contribute to global warming, so must similarly not be released into the atmosphere.
October 2015 \ Jaguar World | 97
MODERN WORKSHOP
ROUTINE MAINTENANCE AND TYPICAL TROUBLE
1
2
Regular use of the air conditioning system is essential to keep the internals lubricated and to prevent any seals from drying out, which can result in leaks. Switch it on at least once a month; in winter, it can help to remove condensation.
Locate the drivebelt that operates the air conditioning system’s compressor and check it is not damaged, perished or too slack. Most belts are secured with an automatic tensioner, but renewing them can be awkward if space is tight.
4
3 Most of the air conditioning components (condenser, fans, drier) are located around the front of the engine near the radiator. Regularly check around this area for leaves and debris that can restrict air flow.
5
7 If the air conditioning or climate control system is switched on when the engine is idling, water will probably leak out from underneath. This is from the air conditioner’s evaporator and is nothing to be worried about.
1 Remove the panel at the end of the dashboard on the driver’s side. Use a plastic trim tool to lever it off if it is awkward to release.
2
If you are unsure whether your car’s air conditioning or climate control system is working properly, use a thermometer with a probe to measure the temperature of the air blowing through the air vents.
6
The two connections are to drain and refill the refrigeration gas are usually located in the engine bay. Make sure there are dust caps covering these connections and that each connection is clean.
98 | Jaguar World / October 2015
RENEWING AN X150'S ASPIRATOR MOTOR
The air conditioning system should be tested every one or two years to ensure there’s sufficient oil and refrigeration gas inside it, and that there are no leaks. Tasker and Lacy charge upwards of £35+VAT (£42) for a test and refill.
8 If a climate control system becomes erratic, it may need to be reset. This involves connecting a diagnostic unit or laptop and resetting the system. Most Jaguar specialists can do this for you, but may not always resolve the problem.
Look underneath the dashboard for a cover (secured with a couple of plastic clips) that wraps around the steering column. Extract the clips and remove the panel.
3 Use a plastic trim tool to remove a panel fitted on the front of the dashboard, above the steering column and close to the steering wheel. The aspirator is concealed here.
4 Undo a Torx T30 screw at the side of the dashboard (revealed after removing the panel in step 1), followed by two more underneath.
MODERN WORKSHOP
6
5 Look under the dashboard for a fibre optic connector. It may be connected to equipment. Detach it from its mounting so the dashboard panel can be removed in step 7.
7
Undo two Torx T30 screws that had previously been concealed by the top panel (removed in step 3). These screws secure the lower dashboard panel in position, and need to be undone.
Use a plastic trim tool to release the lower dashboard panel and allow it to drop down. Release any electrical plug connectors, including one for a diagnostic socket. Place the panel aside.
8
9
Undo a Torx T20 screw that secures the in-car motorised aspirator; remove it and disconnect its wiring plug. Look inside the aspirator. It will probably be clogged with dust.
10 Refit the lower dashboard panel, reconnecting its electrical plugs. Use all the original screws undone in steps 4 and 6. Don’t forget to secure the fibre optic connector (detached in step 5).
Compare the new aspirator with the old one, making sure both its size and plug connector are identical. Fit the new aspirator and connect the electrical plug. Refit the Torx T20 screw.
11 Check the lower dashboard cover hooks around the steering column so that it doesn’t fall onto the driver’s feet. When refitting the side cover, check the clips are not broken and slide the cover in to avoid snapping them off.
12 The top panel (removed in step 3) is secured with metal clips. Extract them from the back of the panel and fit them into the dashboard. This makes refitting the panel easier with less risk of breakage.
ASPIRATOR IN AN X-TYPE
1 The aspirator motor in the Jaguar X-TYPE is easier to remove than the XK150. First, use a trim tool or small screwdriver to carefully prise off the small grille shown here, which is to the left of the steering wheel. The motor has to be removed from behind here.
2 Retrieving the aspirator is quite fiddly. Remove the trim panel from under the steering column, then, squeeze your hand around the back of the aspirator to retrieve it and pull it free before disconnecting its wiring and removing it from the car.
3 With the aspirator out of the car, blow as much dust out of it as possible. Then refit it and see if it is any quieter. If not, you have two options: put up with the noise or buy a replacement, which costs around £28+VAT (£33.60, part C2S13944).
October 2015 \ Jaguar World | 99
QUESTIONS AND ANSWERS
Jaguar World technical advice service Edited by Ray Ingman
Airbag light problems
Q
My 2004 X-TYPE diesel has been off the road for eight months. Initially, the driver’s side airbag light would not come on. A change of cluster indicated that the light had actually failed and could not be individually replaced. A new cluster was coded in and the driver’s airbag light now flashes once, then five times, and after about three sequences it stays on. Around the same time, the radio volume control stopped functioning, as did the light on the cruise control button. The local Jaguar distributor cannot tell what is wrong, as the computer fault code message is unclear. I have had two other specialists look at it and they also can’t
figure it out. Could it be the clock spring, or have you other suggestions? Also, the car is now driving with very poor power as if there is no turbo; I think this is because it has been left for such a long time off road. I love my car and any assistance will be very much appreciated. Brendan Cateer
A
The airbag warning light flashes to indicate the nature of the fault, and in this case the sequence indicates FLASH CODE 15, which will also generate DTC1414. The official description is: Restraints control module version conflicts with occupancy classification system. To translate that into English, it means there is a malfunctioning pressure sensor in the passenger seat (used to determine the bulk of its inhabitant), hence regulating whether to fire stage one or two of the airbag. Jaguar would like you to replace all the OCS
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 three AAA batteries (not included).
100 | Jaguar World / October 2015
components and provides a kit for the purpose, but it could be as simple as poor connections on the driver’s seat. The clock spring (or cancellation module, also known as the cassette reel) can cause problems with the volume control adjustment via the steering wheel and airbag, although this should spawn a different flash code. This component could also have multiple internal damaged wires, causing both faults – so it is possible that its replacement could fix both problems. As to the power issue, we don’t believe this is directly related to the other problems and is a secondary issue that, again, could have multiple route causes. If you could provide us the codes the that dealer downloaded, we may be able to assist further – but to be going on with, we suggest you peruse the answers to X-TYPE power loss (see Q&A, JW, August 2015, p101) and X-TYPE parallel predicaments (see JW, Summer 2015, p116).
QUESTIONS AND ANSWERS
X350 air suspension sensor fault
Q
I have diagnosed a suspension problem on my X350 to be a level sensor fault. Having access to some inexpensive spares, I have noticed that apart from the length of the thin metal link bars (short at front; long at rear), the sensors appear identical and carry the same part numbers. My question is, are the sensors interchangeable? Dave
A
Your assumption is correct, the sensors are fully interchangeable – only requiring the arms to be fitted as relevant to the front and rear positions. In fact, we believe that when the sensors are sourced from Jaguar, they are now supplied without the link bars.
Q A
While many salient points were covered in a previous question, ‘E Substitute Seating’ (see JW, July 2015, p100), the Mk2 has the advantage of being less restricted by space. With regard to your idea of marrying up the two elements of the XJ and Mk 2 seats, we feel that, while anything is possible, the degree of fabrication and adaption required will be excessive. It is nice to maintain the pedigree of the car and use later Jaguar components; many enthusiasts have employed XJ40 or XK8 units – these tending to come with electronic adjustment that will require a fair amount of electrical dexterity to wire in. In
Q
I own a 2004 X-TYPE 2.1-litre petrol automatic saloon that has covered 60,000 miles. It has recently developed an annoying intermittent misfire – or stutter – around 1,2002,000rpm, but only when put under load, such as when approaching a slight incline in top gear. I can drive through it or kick down the auto gearbox, and at 2,000rpm or 50mph and above or cruising at 70mph-plus it is fine. There is no MIL light indicating a problem. In all other respects, the car starts, drives and ticks over perfectly. So far, I have had the car checked for air leaks, replaced plugs, coil packs, fuel filter and MAF sensor, all to no avail. I am now considering replacing the throttle position sensor followed by camshaft sensor/s, but would welcome your advice first. T Russell
A
Mk 2 seat replacement I would like a more comfortable seat with an adjustable back and headrest that can be fitted to my Mk 2 without too much alteration. I have a pair of XJ6 Series 3 seats; could they be adapted by employing the backrest only, and fitting it to the lower seat frame? Or, do you know of another option that can be obtained from a junkyard? I would be glad of any suggestions. Goran Wigén
X-TYPE stutter
your case, we see no reason not to employ the simple, manual XJ seats you already own. Very little ingenuity is required to adapt the Mk 2 floor mounting towers to the XJ seat runners – flat steel strip can be drilled to convert the hole centres between the two elements. Trial fitting will allow you to establish your ideal seat base height and orientation relevant to the steering wheel and pedals. The narrower dimensions of the XJ units will also allow you to consider fitting a centre console cubby box and armrest assembly, possibly again sourced from an XJ saloon or XJ-S. Once the adaptations are finalised, the seats can be dispatched to a trimmer to be upholstered in a style and material to match your existing rear seats.
You have tackled all the usual suspects, but the consensus of opinion points to an air leak. While you state that this has been checked, were the inlet manifold gaskets replaced when the spark plugs were renewed? Air leakage in this area can be difficult to detect, but can result in the symptoms you are experiencing. Additionally, it is not uncommon for the cylinder head mating face of the manifold to suffer from distortion, with the same end result. We recommend that you arrange to have a smoke emission test carried out. Your local, friendly, MOT test centre should be able to provide this service for you.
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.
Kevin Brackley of JW would like to thank Martin Pike of Classic Engineering, (01992 788967) Chiltern of Bovingdon (01442 832932) and Tom Lenthall of Tom Lenthall Ltd (01189 762899) October 2015 \ Jaguar World | 101
CLASSIC WORKSHOP
An alternative take With certain areas causing tedious troubles, we look at viable options as we seek out reliability WORDS AND PHOTOGRAPHY JIM PATTEN
W
e take a rest from our regular project car while our very own John ‘Bilko’ Lawrence prepares the E-type coupe for fuel injection. Regular readers will know of the difficulties we have been experiencing with some standard parts on our open E-type, so I am taking this opportunity to introduce what we hope will be sensible solutions. With such an original car, there is a concern over straying too far away from authenticity, but we do so in the knowledge that everything touched is reversible, should the need arise.
Alternator upgrade
It is out of sheer frustration that we deal with the alternator first. In 3,000 miles we have had four 11AC alternators and three drive belts. We have a new old-stock 4TR regulator unit, but I am told that the replicas don’t even get off the starting blocks. We tried one out of interest and absolutely nothing happened. Any electrical 102 | Jaguar World / October 2015
charge from the alternator met a brick wall, the regulator denying any chance of charging the battery. So all three components are suspect, although I am assured that replacement alternators and drive belts are much improved, and work is afoot on the 4TR regulator. That will be too late for us, though. With our desperate need to travel without arriving home on the back of a recovery wagon, we sought a demon solution. Rob Beere is a respected name, and all of its components are well developed. On the face of it, they might appear expensive, but that fades into insignificance given the performance and reliability. Initially looking for performance aids, an alternator conversion was developed harnessing a modern lightweight unit using the latest-generation, multi-groove drive belts (serpentine belt). Pulleys are beautifully made from anodised aluminium weighing in about a quarter of the standard pulleys. Just the pulleys and belt are available to suit the original alternator if your confidence in the 11AC alternator is high. Fitting is straightforward enough, although it is obviously easier during a rebuild stage as the radiator can hamper access to the crankshaft pulley bolts. It’s one of those ‘start at 10.00am and finish by 4.00pm’ jobs.
CLASSIC WORKSHOP
1 The first of our troubles: the 11AC alternator burnt out
3 Remove the alternator bracket
2 With the battery disconnected, remove the alternator wires, followed by the alternator and water pump and crankshaft pulleys
4
5
No need for the belt tensioner, just remove and store in the unwanted box
6
7 The new alternator will already have the adaptor bracket fitted. Longer bolts are supplied
Fit the fabulous, new, lightweight pulleys to the crank and water pump
8 Wiring is simple. Connect the yellow wire to white and follow through to the fuse box. The green goes to the ignition warning light. 4TR is redundant
Remove the wires on the 4TR regulator
9 Main power cable fits the power post on the alternator
10 Adjust belt tension to allow an inch of free movement at the longest stretch of belt
October 2015 \ Jaguar World | 103
CLASSIC WORKSHOP
2 The Hardi fuel pump is visually very similar to the SU and is completely interchangeable
1 3
Alternative fuel pump
Oddly enough, the next job is one that hasnâ&#x20AC;&#x2122;t affected us so far, and that is changing the SU fuel pump for an alternative made in Germany. But it is the sheer volume of reported failures that we have heard about that has put us on alert. It seems that the ethanol content in modern fuels is having a detrimental effect on the internals of the SU unit. The original electrical points are not lasting the course, either. It just happens that the fuel pump on our open car remains very effective. During the first rebuild it was overlooked and soldiered on for another five or six years, such was the reliability. Then the points failed, although a quick tap put them back into action allowing us to get home. These were then changed to an electronic implant and still the pump worked well. Accepting that there is now a situation, we have decided to use a Hardi pump for the fixed head to deliver fuel to the swirl pot and injection pump. The pump that came with the car was an American-made Carter to deliver fuel to the V8 engine. This Hardi pump looks extremely well made and is a direct replacement for the SU without any modifications needed. Again, I am assured that the current batch of SU pumps is fine, so we offer the Hardi pump as an alternative. SNG Barratt holds stocks. While we were at it, we also replaced the fuel lines from the tank to pump, and from pump to the main fuel line. These were obtained from Stevson Motors, which also manufactures the engine bay pipes, too. Rather than using the original union O-rings that were either fibre or aluminium, weâ&#x20AC;&#x2122;ve opted for the modern Viton O-ring. It just needs a nip to make the seal. Pump supplied by SNG Barratt. Tel: 01746 765432 Website: www.sngbarratt.com Fuel pipes from Stevson Motors. Tel: 0121 472 1702 Website: www.stevsonmotors.co.uk
6 The existing centre bracket fits directly over the pump with the insulator as shown. Ours was located from an XJ6 as the original was missing 104 | Jaguar World / October 2015
Inlet and outlet are clearly marked, as are the electrical connections
4 There are two types of original fuel union seal: aluminium and fibre, as shown left. Weâ&#x20AC;&#x2122;re using a modern Viton O-ring as a more efficient replacement
5 An adaptor is provided to pick up with the end angle bracket to bobbin mount
7 As the end bracket was also missing, a replacement was made by raiding the metal bracket box
THE FOLLOWING ARE SHOWN OFF THE CAR FOR CLARITY The correct fuel pump mounts’ bases are hexagonal, allowing a spanner to deter twisting of the rubber when tightening (opposite)
1
2
3
4
When fitting the unions, note the Viton O-rings replace the original fibre or aluminium washers
Fuel unions with Viton O-rings fitted to the correct outlets
BACK TO ON THE CAR The new pipes with the Viton O-rings are secured to the fuel tank outlet and main fuel delivery pipe
There’s no danger of getting the wiring wrong on the pump. The white goes to the + side, daubed with yellow
1
2
3
4
Don’t forget to fit the earth wire to the underneath of the mounting bracket, otherwise the rubber bobbins will isolate it
October 2015 \ Jaguar World | 105
PRODUCTS AND SERVICES
XK brake shoes and E-type track-rod ends
E-type oil filter upgrade The original E-type engine oil filter assembly can prove very messy when changing filters and the dubious O-ring often lets oil by. While it is possible to upgrade to a later Series 3 XJ6 unit, they are difficult to come by. Now, though, SNG Barratt has a complete conversion kit featuring a redesigned adaptor that offers a much-improved flow rate over previous versions, full filtration, and, best of all, no more awkward oil seals. Using a modern Jaguar oil filter, it is available for both 4.2 Series 1 and 2. Prices start at £94.62/US$134.04 with euro from 134.04 depending on the market. The Series 2 is slightly more expensive. With September looking to be a glorious month, the SNG Barratt photographic competition deadline has been extended until October 1. There’s a chance to win £200 to spend with the company. Check the website for details. Website: www.sngbarratt.com Sales Office UK 01746 765 432 Sales.uk@sngbarratt.com Sales Office USA +1 800 452 4787 (toll free) Sales.usa@sngbarratt.com Sales Office France +33 (0) 3 85 20 14 20 Sales.fr@sngbarratt.com Sales Office Holland +31 (0) 13 52 11 552 Sales.nl@sngbarratt.com 106 | Jaguar World / October 2015
XKs Unlimited has been busy with its latest additions to the range. Brake shoes for the XK 120 and 140 are now available as an outright purchase with no exchange required. Using a modern ceramic lining material, braking performance is said to be excellent. Sold as axle sets, two sets per car are required (same front and rear). The application suits later XK 120, with tandem master cylinder and all XK 140 models. Part number JA-35130 is priced at £101.92/ 144.21/$159.95 per axle set. Correct steering track-rod ends for all Series 1 and 2 E-types are also in manufacture, finished in the correct gold, and feature clear dust boots. Part number CO-25447 is not suitable for power steering cars and costs £29.65/ 41.95/$46.25 a pair. Track-rod ends for the XK range have been available, but looked nothing like the originals. XKs Unlimited has gone to considerable lengths to make an effective joint while also duplicating the distinctive shape of the originals and has even painted them the correct black. Supplied in pairs, part number CO-8323 costs £48.04/ 67.98/$74.95 for a pair. Tel: (+0011) 805 544 7864 Email: parts@xkx.com Website: www.xks.com
D-type print INK, a UK-based production studio that delivers digital content across film, print and interactive platforms, has created a series of digital artwork devoted to the D-type. Each one shows a different view of the car including front, rear and from above. A white car on a white background, they’re stylish and quite different from the usual D-type pictures that often show a Le Mans scene. Every A2 print on photo satin paper costs £37.50, plus £8 for UK postage. Website: www.etsy.com/shop/ weareink Email: hello@weareink.co.uk
PRODUCTS AND SERVICES
XK fog and LED daytime running lights
Digital infrared thermometer
Jaguar parts specialist Adamesh has developed a fog light that incorporates LED daytime running lights for the X150 generation of XK. This standard-sized fixture has the fog light in the centre with a daytime running light around the outside. When the fog lights are not in use the DRL function is activated enabling drivers to be seen by other road users more easily. A direct replacement for the existing fog lamps, simply unplug and remove the original light and swap with the new light unit. Costing £124.99 (excluding VAT) for a pair, they’re suitable for all normally aspirated XK models built between 2006 and 2010 (not XKR). Tel: 01525 852 419 Website: www.adamesh.co.uk
This is one tool that is well worth the modest investment. The infrared digital thermometer is able to take a reading directly from any desired component. By focusing on the specific area, such as an engine block, cylinder head or radiator, localised overheating areas can be identified. It also works well in confined spaces. With a temperature range in Centigrade or Fahrenheit, from -50degC to 550deg C, part number 6066 is typically priced at £50.90 (inc UK VAT). Website: www.lasertools.co.uk
While high-torque starter motors have become very popular with applications for specific situations, there are instances where different gearbox and flywheel parts are used in a non-standard way. The Rob Beere kit has been very successful in the past and now, in order to redress these issues, offers a variety of starter dogs to combat most circumstances. Tell the company exactly what you are using and the chances are it will have a solution. Tel: 02476 473311 Email: enquiries@rob-beere-racing.co.uk Website: www.rob-beere-racing.co.uk
XK 2005-2014: The Essential Buyer’s Guide by Nigel Thorley Publisher: Veloce Website: www.veloce.co.uk ISBN 978-1-845848-06-4 Price £12.99
Open E-type boot floor
High-torque starter motors
BOOK REVIEW
The boot lid seal on an E-type is not that watertight and the chances are that the wooden boot floor will have delaminated through water ingress. Do not despair: The Hutson Motor Company manufactures durable, replacement floors in its own wood shop (used to manufacture the wooden frames for the MG range). The boot floors are available as individual parts or as a complete kit to include the two-part wooden floor, metal edges and the little rubber buffers. Tel: 01274 669052 Email: hutsonmc@talk21.com Website: www.jagweb.com
Veloce likes to brand its buyer’s guides as akin to ‘having a real marque expert at your side,’ and in many ways it’s right. The latest 64-page guide is devoted to the X150, the final XK range. Written by Nigel Thorley, he uses his extensive experience to guide prospective buyers through the various pitfalls. The guide runs to a set format, starting with some self-examination in a chapter called, ‘Is it the right vehicle for you?’ From then on, the car itself is studied: running costs, values and actually living with the car. The chapters move on with suggestions of the right questions to ask the seller on initial contact. Then things get serious. Checking paperwork, and an initial evaluation, often saves the time of going any further with the wrong car. With those hurdles cleared, the guide takes the reader through more intensive examinations: buying at auction, looking at category D cars (repaired insurance write-offs), as well as an informed way of checking the paintwork. The book finishes with the Jaguar community – clubs, various specialists and vital statistics. Small enough to fit in the glove box, yet containing every scrap of information needed, anyone considering buying an X150 should get this book first.
October 2015 \ Jaguar World | 107
Braking with convention In the early Nineties, Coopercraft was the first company to offer bespoke uprated braking systems for classic Jaguars; today, they are sold worldwide. We visit Coopercraft’s Devon workshop to discover more 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
I
T TAKES spirit to be the first, to produce something new when the market tells you it’s not needed. Peter Cooper from Coopercraft was certainly courageous in the early Nineties when he designed the company’s first uprated brake system for the E-type 3.8 because the fashion then was for originality. Few owners were modifying their cars, especially ones of this value.
108 | Jaguar World / October 2015
However, Peter was convinced he was onto something important. “I’d used bigger brakes on my cars since I was a kid, so knew the advantages. We just had to convince other people.” Thankfully, some could see the importance in what Peter was doing, and today Coopercraft International is a market leader in aftermarket, uprated brakes for classic Jaguars. Peter has been interested in cars since he was a boy, when he used to watch them racing at Goodwood. His fascination with Jaguars began following a ride in a brand new E-type 3.8, and he bought his first Jaguar, an S-type, when he was just 18 years old. In the Seventies, he began working for an independent Jaguar specialist based in Exeter. “I used to look after classic Jaguars when they were old bangers being used every day,” Peter remembers. The company also prepared competition cars and Peter eventually became the company’s chief racing mechanic, with responsibility for touring cars, F5000, even a McLaren M23 Formula 1 car. In the late Eighties, and after 11 years, Peter left to establish his
own business with the aim of restoring and maintaining classic Jaguars. In 1993, he designed an improved braking system for the E-type. “It grew from years of driving them as they were and not feeling safe,” he explains. “They have tiny brake pads and just two little pistons per caliper, yet these are 150mph cars. In those days, we used to fit larger calipers from later models to improve the stopping power – and that’s what sparked the idea.” The system was designed from scratch, with testing carried out extensively in the workshop and on the road. Having raced a Jaguar 420 since the Eighties (he occasionally still does when time allows), he knew exactly how he wanted the brakes to feel. The system featured bigger pads, cast iron calipers with four stainless steel pistons each, but with the original Jaguar hydraulic system, including the standard master cylinder and the servo. This meant it was very simple to fit. “The original hydraulic part of the braking system is good enough,” says Peter. “It’s changing the calipers that makes the
SPECIALIST
Coopercraft International
biggest difference.” He shows me a set of steel calipers attached to a beautiful Proteus C-type in the workshop, which was built by Coopercraft in the Nineties. They look classic. “Since you can see them through the wheel, it’s important to keep them authentic-looking,” he explains. After trawling around classic car shows and advertising in magazines, the system slowly became popular. “It was when some of the big distributors started to buy our stuff that I knew we were really onto something,” he said. Peter expanded the range when he realised he could supply the same kit for the Mk 2 and XK. “As popularity grew for our brakes, we offered brake kits for the other models.” Today Coopercraft has braking systems for all classic Jaguars, from the Mk V through to the XJ-S. With the brakes a success, they demanded more of his time. So, in 2009, Peter and his wife, Debbie, decided to concentrate on them full time, closing down the restoration side of the business and re-branding as Coopercraft International. He still maintains a few cars, mainly for long-standing customers. “I like the diversity, so it’s something I’ve always done,” he says. Pointing to a white convertible in the corner of the workshop, he adds, “I’ve looked after that E-type for 20 years.” As well as steel or aluminium calipers, Coopercraft can also offer tailored braking systems depending on how customers use their cars. “We always ask people what sort of driving they do,” says Debbie. “Do they do track days, tour around mountains or simply nip down to the shops? It’s only when we know this that we can recommend the system best suited to their needs. When that order goes out, we know it’s right.” They sell either just the calipers
Every set of brakes is personally pressure tested by Peter Cooper before they are sent out
When the C-type was built 15 years ago, it was fitted with cast iron calipers
Peter and Debbie Cooper in their Sidmouth workshop
As well as selling direct, there are also now many Coopercraft distributors worldwide. “Europe is still the biggest market, but we sell in America, Japan and also have an excellent reputation in Australia,” she says. Although classic Jaguars remain the core of Coopercraft’s business, Peter and Debbie supply brake systems for other makes of classic car, including Aston Martin, Bentley and MG, plus certain Italian brands including lower-volume models such as Ferrari and Iso. I ask whether they’ve looked at systems for later Jaguar models. “We have been asked for the XK8 series,” Peter replies, “which is something we hope to offer in the future.” A lot has changed in the classic market since the Nineties. Instead of being frowned on, modifying has become the norm, assisted by Coopercraft’s uprated brakes and Peter’s courage to do something different.
or the complete kits comprising of calipers, pads and discs. All the major parts that make up Coopercraft’s systems are manufactured locally and Peter assembles every kit on site, pressure testing each one before they’re sent to the customer. “Everything is logged and traceable,” says Debbie. “We know what’s been sold and to whom. We take safety very seriously.”
Left: Coopercraft’s aluminium front brake kit Below: Peter’s competition 420, seen here at Goodwood in 2013. He has raced this car since the Eighties and his experience on the track is instrumental when developing new brakes
Coopercraft International
Peter works on the Coopercraft brakes fitted to the Proteus C-type
Unit 8, Manstone Workshops Manstone Lane, Sidmouth Devon EX10 9TU Tel: +44 (0)1395 514453 www.coopercraft.co.uk
October 2015 \ Jaguar World | 109
ONE YOU CAN BUY
XJR 4.0
Year: 2004 Mileage: 80,000 (approx) Price: £6,995 Contact: Swallows Independent Jaguar Specialists, Bristol (01934 750319 www.swallows-jag.co.uk) It’s ironic that while Jaguar is trying to export as many cars as possible, Swallows, an independent Jaguar specialist based near Bristol, is bringing old models back into the country, primarily from Japan. Based on the condition of this Platinum Silver X308 XJR it’s easy to see why. The paint, the wheels and the interior are all stunning and unblemished. The only imperfection is a minor ding on the driver’s side rear door, and to prove this quality is from head to toe, Swallows put the car on the ramp and invite me to take a look
110 | Jaguar World / October 2015
at the underside. Not only is it rust free, but dirt free, too, with all the steering, suspension and brake parts in their original black and grey. It’s thought there are two main reasons for this. Firstly, although the Japanese equivalent of the MOT – the ‘shaken’ – is every three years, it’s much stricter than the UK’s. And secondly, the Japanese are much more demanding when it comes to the presentation of cars, especially luxury ones such as this. So whenever this car was taken out, it must have been expertly and comprehensively cleaned afterwards. Because it is a Japanese import, the steering wheel is on the correct side for UK drivers, so it is hard to distinguish the car from a UK model. However, there is one major difference, mainly the rear number plate mount. Since Japanese plates are squarer than British ones, there’s only room for a square plate. It’s legal, but arguably less stylish. The eagle eyed among you will also have noticed that this car has an 04 registration even though the X308 was replaced by the aluminium-bodied X350 in 2002. The registration date of any imported car is based on the year it was registered in the country of origin, which in this case is 2004. It’s thought this very late example languished in a Japanese dealership for at least 12 months before it was finally sold. All of the cars Swallows import from Japan come with plenty of paperwork, but – alas! –it’s all in Japanese, so the service history cannot be guaranteed. However, Swallows service every car it sells, plus the three previous ‘shakens’ that come with this particular car prove the mileage is correct.
The interior is spotless, with the black leather upholstery and maple veneer looking fresh. The only sign of the car’s mileage are holes in the driver’s side floor mat. This will be replaced by the vendor and was kept to illustrate the car’s originality. The speedo is still in km but, again, this can be changed at the new owner’s request. As I twist the key to ignite that big, 4.0-litre supercharged V8, a quiet female voice talks to me in Japanese. Motorways in Japan are tolled and most cars have a card reader to pass through electronic collection tolls. With the reader still fitted to the car it was simply reminding me to insert the card. Swallows can again remove this. Performance is staggering. The car’s 400bhp is delivered the moment I press the throttle pedal. Acceleration is crisp and sharp, as is the handling, the big car always feeling composed as I effortlessly carve up corners.
VERDICT
The differences from UK-spec cars might put some potential customers off, but if you can get past that, then this is easily one of the best X308 XJRs around.
PARTS FOR ALL JAGUARS XK-120 — XK8
Replacement Parts • Performance Parts Upgrade Parts Personal Accessories • Car Accessories • Books, Manuals, & CDs
Six Model-Specific Parts Catalogues Sent No Charge • Postage Paid Worldwide Daily Shipping
www.xks.com
Visit the website anytime to order parts, get a catalogue, add your comments to the FB group, view the classified ads, see club activities, and much more.
Please Contact Us…
NORTH AMERICA 800-444-5247 WORLDWIDE +1 805-544-7864 FAX +1 805-544-1664 EMAIL: PARTS@XKS.COM WEB SITE: WWW.XKS.COM
Butlin & Sons Classic Cars
Jaguar E-Type Specialists ● ● ● ● ● ●
Full or part restorations Roadster Conversions Full Bodyshell sandblasting Bodywork/paintwork/accident repairs Servicing, repairs and engine tuning Engine rebuilds and mechanical overhauls ● Upgrades / fast road conversions /track day preparation
For anything E-Type please contact us first Swadlincote Derbyshire DE11 0AN
01283 212417 www.ButlinClassicCars.co.uk
October 2015 \ Jaguar World | 111
* A E! IN & C 5 W R RANct 201 CANSUfore 31 O I e R ook b CA B
BIRMINGHAM, NEC, 13-15 NOVEMBER 2015
SHARE YOUR PASSION FOR CARS
OVER 1,800 STUNNING CLASSIC CARS
250 CAR CLUBS CELEBRITY GUESTS WHEELER DEALERS LIVE STAGE THE UK’S BIGGEST INDOOR AUTOJUMBLE & TRADER VILLAGE
BOOK IN ADVANCE AND SAVE £££’S QUOTE: CMS15JW CALL 0871 230 1088**
IN C EN LU T D M HE TRY ES O C I F T L N R SH OR AS TO EE O BI SIC W K E
CLASSIC CARS FOR SALE MEGUIAR’S CLUB SHOWCASE SILVERSTONE AUCTIONS NEW! GRAHAM HILL TRIBUTE BY MOTOR SPORT PRIDE OF OWNERSHIP RESTORATION THEATRE CLASSIC BIKES DREAM RIDES
*Book before Saturday 31st October 2015 at midnight and you will automatically be entered into our free prize draw to win a car & £300 giveaway towards car insurance courtesy of Lancaster Insurance. Full Ts & Cs visit www.necclassicmotorshow.com/ticket-packages**Calls cost 10ppm plus standard network charges. All bookings are subject to a single transaction fee of £1.50. Tickets include a showguide to the value of £7.50. Entry to the auction requires purchase of a catalogue. See website for all information. All information correct at time of publishing.
STERLING CARS
SOUTH WALES INDEPENDENT
JAGUAR SPECIALIST SERVICE & REPAIRS - to modern and classic Jaguars/Daimlers
SALES - mainly modern, but also a selection of classic Jaguars/Daimlers too. PARTS - selection of used parts, mainly XJ40/X300 at competitive prices. Old or new, all of your vehicle’s needs will be catered for with personal care and professional advice.
Tel: 01495 249349 SWFFRYD, NEWPORT, GWENT
See our website www.sterlingjaguar.co.uk
JAGUAR WORLD MONTHLY READERS' SPECIAL OFFER
ENJOY A LUXURY BREAK IN SHROPSHIRE!
£189* per couple for two nights’ luxury accommodation, full English breakfast each morning, a threecourse dinner on one evening and a bottle of pink fizz in the room on arrival. You can also upgrade for half price and also save 50% off exclusive Spa Ritual treatments and golf MondayThursday.
T
he 4-star Telford Hotel & Golf Resort, a member of QHotels, AA Hotel Group of the Year, 20142015, is ideally located in the heart of Shropshire within the famous
Ironbridge Gorge World Heritage Site and with its own 18-hole championship golf course. Now you could save 47% on a relaxing break there, paying just
Telford Hotel & Golf Resort’s 114 bedrooms, many with spectacular views over the 18 hole championship golf course and landscaped grounds, offer spacious and contemporary accommodation with excellent facilities, including free Wi-Fi. Guests enjoy complimentary use of the health club and spa*, where the superb facilities include an indoor
heated pool, sauna, steam room, ice cave, state-of-the-art cardio gym and spa treatment rooms. On one evening you can look forward to dining in the Restaurant 1779 overlooking the gorge, with a seasonal menu full of tempting modern European dishes to suit all tastes. For more details or to book call 0845 074 0060 and quote Jaguar15. For further hotel information, visit: QHotels.co.uk/Jaguar15 * Terms and conditions apply and offer subject to availability. Offer (based on two sharing a double/ twin room) valid until March 31, 2016, excluding Christmas Day, Boxing Day and New Year’s Eve and subject to availability. Spa treatment charges apply. For full terms and conditions visit QHotels. co.uk/Jaguar15
October 2015 \ Jaguar World | 115
JAGUAR CLASSIC INTERIOR TRIM SPECIALISTS COMPLETE INTERIOR RESTORATIONS TO CONCOURS STANDARD, BY EX-FACTORY CRAFTSMEN
FOR SALE
Is your name John Smith, or James Stewart? Maybe you would like to own this unique plate
JSS 1V
We also supply a comprehensive Range of Interior Kits to the same exacting standards, numerous Concours and Champion Winners to our credit. Over 100 years combined experience retriming Classic Cars. Visitors welcome. Contact: Eric Suffolk Tel: 02476 381429 Fax: 02476 350765 Address: Kelsey Close, Attleborough Fields Industrial Estate, Nuneaton, Warwickshire CV11 6RS www.suffolkandturley.co.uk E-mail: eric.suffolk@googlemail.com
Offers invited.
Telephone: 07739 637323
Jaguar XK 4.2 2dr 2006 (06). 43,000 miles, 4.2L, Petrol, Automatic, Convertible, Metallic Slate, Service history, Satellite Navigation, Climate Control, Cruise Control, Parking Aid (Rear), 20" Senta Alloys ........................ £21,995
Jaguar XK 4.2 2dr *HUGE SPEC, STUNNING* 2006 (06) 67,000 miles, 4.2L, Petrol, Automatic, Convertible, Silver, FSH, Satellite Navigation, Climate Control, Cruise Control, Heated seats, 20" Senta Alloys, Parking Aid............. £20,995
Jaguar XJ 4.2 V8 XJR 4dr *Pace and Grace* 2004 (04) 89,000 miles, 4.2L, Petrol, Automatic, Saloon, Blue, Climate Control, Cruise Control, Parking Aid (Rear), Alloy Wheels (19in), Upholstery Leather .................................................... £8,995
Jaguar XK 4.2 2dr 2008 (08) 38,000 miles, 4.2L, Petrol, Automatic, Convertible, Gold, Satellite Navigation, Climate Control, Cruise Control, Parking Aid (Rear), Seats Heated, Alloy Wheels (18in) ......................................... £26,995
Jaguar XKR 4.2 2dr 2009 (09) 24,000 miles, 4.2L, Petrol, Automatic, Convertible, Black, Service history, Satellite Navigation, Climate Control, Cruise Control, Parking Aid, Seats Heated, Ivory Leather Seats, 20" Senta Alloys, ....................... £32,995
Jaguar XKR 4.2 2dr * big spec * 2007 (07) 74,000 miles, 4.2L, Petrol, Automatic, Coupe, Blue, Full dealership history, Satellite Navigation, Climate Control, Parking Aid (Front/Rear), Seats Heated ....................................... £19,995
Jaguar XK 4.2 2dr 2006 (06) 68,000 miles, 4.2L, Petrol, Automatic, Coupe, Blue, Satellite Navigation, Climate Control, Cruise Control, Parking Aid (Rear), Seats Heated, Alloy Wheels (18in) ................................................... £16,995
Jaguar XK8 4.2 Premium 2dr 2005 (05) 59,000 miles, 4.2L, Petrol, Automatic, Coupe, Black/Metallic Midnight, FSH, Climate Control, Cruise Control, Parking Aid, Seats Heated, Alloy Wheels, ............................ £13,995
Jaguar XKR 4.2 S 2dr 2005 (05) 79,000 miles, 4.2L, Petrol, Automatic, Convertible, Blue, Climate Control, Cruise Control, Alarm, Upholstery leather, Alloy Wheels (20in), electric seats ..................................................£17,995
Jaguar XK 5.0 V8 2dr 2012 (12) 32,000 miles, 5.0L, Petrol, Automatic, Convertible, Metallic Black, Cruise Control with ASL, DAB Radio, Parking Aid ,Touch Screen Visual Indicator, 20" Kalimnos Alloy Wheels............. ..................................................£35,995
Jaguar XK 4.2 2dr 2006 (06) 67,000 miles, , 4.2L, Petrol, Automatic, Convertible, Metallic Zircon Blue, Satellite Navigation, Climate Control, Cruise Control, Parking Aid, Ivory Leather Interior, 20" Senta Alloys ........................ £20,995
Jaguar XK 4.2 2dr 2007 (07) 105,000 miles, 4.2L, Petrol, Automatic, Coupe, Metallic Slate/Grey, FSH, Parking aid, Heated seats, Satellite navigation, Warm Charcoal Leather Interior, 18" Venus Alloys......................... £13,995
Jaguar XK 4.2 V8 60 2dr *13000 miles FSH* 2008 (58) 13,000 miles, 4.2L, Petrol, Automatic, Coupe, Metallic Grey/Pearl, FSH, Sat-Nav, Climate Control, Cruise Control, Ivory Leather Interior, 20" Senta Alloys, Heated Seats......... £25,995
Jaguar XKR 4.2 2dr 2007 (07) 56,000 miles, 4.2L, Petrol, Automatic, Coupe, Metallic Black, FSH, Sat-Nav, Climate Control, Cruise Control, Parking Aid, Heated Seats, 20" Senta Wheels, Power Steering, Warm Charcoal Leather ................£21,995
Jaguar XK8 4.2 2dr Auto 2004 (53) 70,000 miles, 4.2L, Petrol, Automatic, Coupe, Metallic Platinum/Silver, FSH, Cruise control, Leather Sports Seats, Parking aid, Power steering, Traction control ...................................... £10,995
Jaguar XK8 4.2 Premium 2dr 2004 (04) 111,000 miles, 4.2L, Petrol, Automatic, Coupe, Blue, Service history, Climate Control, Cruise Control, Parking Aid, Satellite Navigation, 20" Sepang Alloys, Ivory Leather Seats ........... £9,995
Jaguar XKR 4.2 2dr 2005 (05) 63,000 miles, Petrol, Automatic, Coupe, Green, Service history, Climate Control, Cruise Control, Seats Heated, Alarm, Alloy Wheels, Upholstery Leather ................................................... £16,995
Jaguar XK 4.2 Supercharged 2dr Auto 2005 (05) 69,000 miles, 4.2L, Petro, Automatic, Coupe, Silver, Cruise control, Reverse Parking Aid, 20" Detroit alloy wheels, DSC, Adaptive Cruise Control, Satellite navigation ...... £14,995
Jaguar XKR 4.2 2dr *2 Tone Leather Interior*2003 (03) 75,000 miles 4.2L, Petrol, Automatic, Coupe, Black, Service history, Climate Control, Cruise Control, Parking Aid, 20" Montreal Alloys, Satellite navigation..................................£13,995
Jaguar XKR 4.2 S 2dr * LIMITED EDITION* 2005 (05) 115,000 miles, 4.2L, Petrol, Automatic, Coupe, Black, Service history, Climate Control, Cruise Control, Parking aid, Power steering, Heated Seats ..............................£12,995
October 2015 \ Jaguar World | 117
EXPERTS IN CL ASSIC
of Guildford Chas sis No: 8500 55
& MODERN JAGUAR SALES & ENGINEERING
W
hen you visit us at WinSpeed Motor spor t you will be as sured a welcome that echoe s our enthusiasm for Jaguar s of all age s . Located just out side Guildford in Wood Street V illage, our work shops are fully equipped and our showroom ref lect s our emphasis on qualit y. [ [ [ [ [ [ [ [
High Quality Classic Jaguar Engineering Modern Jaguar Servicing Engine Rebuilding for Road, Fast Road & Race Specialising in E-Types, XKs & Historics Race & Rally Preparation Intelligent Upgrades Bespoke Engineering Quality Jaguar Sales
Visit us and see for yourself. Service – as it used to be! Chris Window & Peter Hugo www.winspeedmotorsport.com
WINSPEED MOTORSP ORT LTD 14 8 Broad Street, Wood Street V illage, Guildford, Surrey, GU3 3B J
01483 537 706 – 07831 164 460
enquirie s @winspeedmotor spor t .com
Arun Sales & Service Centre
Visit us for a great range of contemporary & classic Jaguars
£44,995
Codmore Hill Garage, Stane Street, Pulborough, West Sussex RH20 1BQ
(01798) 874477
£29,995
£23,995
£15,995
Choice of 3
1969 (G) JAGUAR E-TYPE SERIES 2
2008 (08) JAGUAR XKR CONVERTIBLE
2010 (10) JAGUAR XJ D PORTFOLIO
2002 (52) JAGUAR XK8 CONVERTIBLE
4.2 • Manual Primrose Yellow with Black Leather Mileage: 74,069
4.2 • Auto Black with Ivory Leather Mileage: 48,900
3.0 Diesel • Auto Lunar Grey with Jet Black Leather Mileage: 53,789
4.2 • Auto Pacific Blue with Ivory Leather Mileage: 42,600
£14,995
£13,995
£7,995
£9,995
2009 (59) JAGUAR XF LUXURY
2008 (08) JAGUAR XJ SOVEREIGN
2007 (07) JAGUAR S-TYPE XS
2009 (09) JAGUAR X-TYPE
3.0 Diesel • Auto Claret Red with Barley Leather Mileage: 69,008
TDVi 2.7 • Auto Indigo Blue with Barley Leather Mileage: 59,631
2.7 Diesel • Manual Lunar Grey with Barley Leather Mileage: 54,500
S 2.0 Diesel • Manual Chilli Red with Barley half Leather Mileage: 58,000
For further details on any vehicle, full stock and new arrivals please contact.
01798 874477 • www.arunltd.com
Arun Sales & Service Centre Codmore Hill Garage, Stane Street, Pulborough, West Sussex RH20 1BQ
120 | Jaguar World / October 2015
OPENING HOURS Monday to Friday: 09:00 to 18:00 Saturday: 09:00 to 17:00 Sunday: 10:30 to 16:00
BOOK CLUB To order call 0845 241 5159
SOLD OUT 1
2 £8.96 RRP £11.95
3
£9.74 RRP £12.99
4 £7.46 RRP £9.95
6
5 £9.71 RRP £12.95
£11.21RRP £14.95
£7.49 RRP £9.99
SOLD OUT 8
7
£9.71 RRP £12.95
£11.21 RRP £14.95
SOLD OUT
10
9 £9.71 RRP £12.95
£11.96 RRP £15.95
12 £13.49 RRP £17.99
£12.71 RRP £16.95
16
15 £7.49 RRP £9.99
£11.96 RRP £15.95
25%
£9.71 RRP £12.95
ORDER YOURS TODAY!
SOLD OUT 14
13
11
£3.75 RRP £5.00
discount for all subscribers to Jaguar World Monthly magazine
Call 0845 241 5159 to order
Name of book
____
BOOK CLUB ORDER COUPON
RRP
Sub price
Postage* Total
1. The A-Z of Jaguar
£11.95
£8.96
______
______
____
2. Keith Martin on Collecting Jaguar
£12.99
£9.74
______
______
____
3. Enjoying your Jaguar in England
£9.95
£7.46
______
______
Please debit my ! Visa ! Visa Debit ! MasterCard ! Maestro
____
4. Jaguar six-cylinder Engine (1948-1986)
£12.95
£9.71
______
______
Card Number:
____
5. Jaguar E-type
£9.99
£7.49
______
______
Security no: Maestro issue:
! I enclose a cheque for £_______ made payable to Kelsey Publishing Ltd
Valid from:
/
Expiry date:
6. Mk2 Jaguar Restoration
£14.95
£11.21
______
______
____
7. Jaguar/Daimler XJ6 Restoration
£14.95
£11.21
______
______
____
8. Jaguar XK6 Series 1-3
£12.95
£9.71
______
______
Title: _____ First name: ________________ Surname:
____
9. XJ40 Engineering
£12.95
£9.71
______
______
Address:
____
10. Jaguar XJ40 Buying & Maintenance
£15.95
£11.96
______
______
____
11. Your & Your Jaguar XJS
£17.99
£13.49
______
______
____
12. Jaguar XK8/XKR
£12.95
£9.71
______
______
Post code:____________________ Tel: Email:
____
13. Jaguar XK150 Restoration
£16.95
£12.71
______
______
14. E-Type restoration book on CD
£15.95
£11.96
______
______
____
15. Jaguar Mkl and Mkll Saloons
£9.99
£7.49
______
______
____
16. The Best of Jaguar Sports Cars
£5.00
£3.75
______
______
*POSTAGE: Postage rate per book: UK £2.00 Europe: £4.00 ROW £7.00
Grand Total ______
/
Card holder:
____
____
Maestro only
Signature:
Subscriber no: Kelsey Publishing Group Ltd uses a Multi Layered Privacy Notice giving you brief details about how we would like to use your personal information. For full details visit www.jaguar-world.com or call 01959 543524. If you have any questions please ask as submitting your data indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email and SMS. You can opt-out at ANY time via email data. controller@kelseypb.co.uk or 01959 543524.
Fill in the coupon above and post to: FREEPOST RTKZ-HYRL-CCZX, Kelsey Publishing Ltd., Cudham Tithe Barn, Berry’s Hill, Cudham, Kent, TN16 3AG, ENGLAND Tel: 0845 241 5159 International Tel: 0044 (0)1959 543 747
!
QTY
J54-352
J60-797
J59-045
1954 Jaguar MK VII Saloon
Elegant and luxurious, this Jaguar shows a patina that can only be had over time and careful preservation. A full sliding moon roof is found above the driver’s area. Classic Showcase – Oceanside, California – www.classicshowcase.com –T: 001 760 758 6100
J67-032
1959 Jaguar Mark IX 3.8 Sedan
This very original, matching numbers 1959 Jaguar Mark IX has been well maintained and lovingly cared for by Jaguar professionals throughout its long term ownership. With its great history of being campaigned, it was appreciated by judges and spectators alike! Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100 J74-055
1967 Jaguar XKE Series 1 4.2 OTS
This highly original 1967 Jaguar E-Type roadster is a matching numbers car with low original miles, and limited ownership since new. The XKE is a fantastic daily driver or can be taken to a show level. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
1977 Jaguar XJ6C Sports Coupe
This XJ6C has a great deal of originality. It comes with the period correct AM/ FM/ 8 track stereo, and full instrumentation. With the luxury of power steering, power windows, power brakes, it also comes with the factory air-conditioning. Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
1974 Jaguar XKE Series 3 5.3 V12 OTS
This highly original Jaguar is believed to have covered just over 18,000 miles since new. The silver exterior has been refinished at some stage, presumably in the 1980s, and presents today with a lovingly aged patina. Classic Showcase - Oceanside, California www.classicshowcase.com - T: 001 760 758 6100
1958 Jaguar XK-150S 3.5 OTS
This one owner Jaguar is a very original car that makes a great candidate to take to a Show, or Show/Driver level. Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
JSS-100
1965 Jaguar XKE Series 1 4.2 OTS.
This is a very nicely restored XKE Roadster that is one of the most sought after of the Jaguar series I models. It has been restored by a Jaguar professional, and has been well maintained since the restoration, driven sparingly, and kept in a collection in San Diego, CA. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
Jaguar SS100
J63-371
1963 Jaguar Mark II 3.8 Sedan
This 3.8-liter overdrive-equipped example is quite attractive in British Racing Green over a biscuit interior, and runs and drives very nicely. It is an excellent choice for those seeking an affordable and/or entry level classic Jaguar model. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
1964 Jaguar 3.8 S Type Sedan
This very original 1964 Jaguar 3.8 S Type 4 door Sedan has a straight fit, minimal rust, seats in good condition, makes for a great candidate for restoration while you enjoy driving. Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
J65-570
1968 Jaguar XKE Series I 1/2 4.2 OTS
This beautiful E-type was restored by Jaguar professionals and has been well sorted since the restoration. This is the end of the small tail lights, parking lights and bumpers which kept the lines and beauty of the iconic E-type. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
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
J63-691
J67-9BW
1938 Gunmetal/Red Interior. Show car restoration to a high level. Please note the SS100 pictured here was recently restored by Classic Showcase and is shown only as an example. The SS100 that we are restoring and on offer will look just like the model pictured here. Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
1971 Jaguar XKE Series II V12 2+2
Exceptionally preserved Series II V12 with an unbelievably low 8,480 original miles since new! Always well maintained and in a gorgeous color combo of British Racing Green over biscuit, this XKE presents a unique opportunity for the collector demanding originality. Classic Showcase - Oceanside, California -www.classicshowcase.com - T:001 760-758-6100 J64-4DN
J68-502
J58-428
1960 Jaguar XK-150 3.8 DHC
This Jaguar is currently undergoing a comprehensive restoration to a show/driver level. The 3.8 engine model had a few distinct changes, amongst them a significant difference in the rear tail light fixtures. With an estimated completion date of spring 2015. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100 J71-974
J65-758
J77-738
J63-707
1967 Jaguar 420 Sedan
This 1967 Jaguar is an amazing time capsule and has incredible patina. This car has always been owned by the same family since new and was always serviced and maintained by Jaguar Professionals and comes with receipts. Classic Showcase - Oceanside, California www.classicshowcase.com - T: 001 760 758 6100 J67-193
1967 Jaguar XKE OTS Series I 4.2
This extremely original, matching numbers 1967 Jaguar XKE was the subject of a restoration by Jaguar professionals, and has just completed a recent service. Since the restoration, it has been driven sparingly, is in excellent running and driving condition, and always has been well cared for. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
1963 Jaguar XKE Series I 3.8 FHC
Fully rebuilt. New suspension. Body stripped to bare metal, metal finished and finished on rotisserie. Numerous performance upgrades. No bumpers and D-type wheels.. Classic Showcase - Oceanside, California www.classicshowcase.com - T: 001 760 758 6100
J67-925
1967 Jaguar XKE Series I 4.2 OTS
This one owner, all original, CA black plate 1967 late Series I XKE shows fabulous patina. It has been stored for many years, is in its original color combination of Carmen red and black and has only 52,123 original miles. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
1963 Jaguar Mark II 3.8 Sedan
The ultimate iteration of the seminal Mark II model, this 3.8-liter overdrive-equipped example which has been very well cared for during its lifetime, exhibits many original finishes throughout. Fine, largely unrestored examples such as this are rarely coming up for sale today, making this opportunity all the more special. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100 J69-547
1969 Jaguar XKE 4.2 OTS Series II
A truly original car with nearly 3 decades of single ownership. Always well cared for and consistently maintained, numerous original receipts and records of previous work done. Heritage Certificate of Authenticity. Classic Showcase - Oceanside, California www.classicshowcase.com - T:001 760-758-6100
J65-149
1965 Jaguar XKE Series I 4.2 OTS
The car has been driven very little since the original restoration, and stands as a great contender for JCNA showings. Jaguar professionals performed a comprehensive restoration to that of a show/driver level. Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
J77-003
1977 Jaguar XJ6L Series II 4.2 Sedan
This well preserved and very stylish XJ6L is a Southern California car since new, and has spent it's entire life in the Western region of the United States. Classic Showcase - Oceanside, California www.classicshowcase.com - T: 001 760 758 6100
J73-141
1973 Jaguar XKE Series III V12 OTS
This 1973 Jaguar Series III V12 Roadster is a great restored example that boasts a number of performance and comfort upgrades. It has been well maintained, recently serviced, was detailed inside and out, and simply begs to be driven and enjoyed! ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100 J94-230
1994 Jaguar XJS 2+2 Convertible
This beautiful, unmolested, one-owner Jaguar XJS Convertible is in very good original condition. It has been very well maintained and garage kept. This Jaguar would serve well as a daily driver or a great addition to your collection. ‘Classic Showcase – Oceanside, California – www.classicshowcase.com – T: 001 760 758 6100
ON SALE OCTOBER 9, 2015
F-PACE
REVEALED Following the F-PACE’s debut at the 2015 Frankfurt motor show, we take a more detailed look at Jaguar’s first SUV and explain its importance to the company’s future
Unrestored Mk 2
This Mk 2 has been off the road since the mid-Seventies when it had covered just 26,000 miles. First registered to GKN, it has a number of very interesting options
Wilcox Limousines
Find out more about the complexities of stretching and modifying an aluminium XJ from Wilcox Limousines, the only coachbuilder with official support from Jaguar
Malcolm Sayer
We pay tribute to the man behind some of Jaguar’s most famous designs, Malcolm Sayer, and ask why he isn’t as recognised as some of his contemporaries
AND: News, Events, Motorsport, Hands On, Our Jaguar, Your Jaguar and much, much more. All in the November 2015 issue of Jaguar World, on sale Friday, October 9, 2015 Contents subject to change www.jaguar-world.com KELSEY MEDIA: INFORMATION STATEMENTS FOR MAGAZINES PRODUCT GIVEAWAYS/ COMPETITIONS
With regard to product giveaways, free prize draws and competitions operated by Kelsey Media, if any prize or other product is lost or damaged during the course of delivery to you, we will provide reasonable assistance in seeking to resolve the problem. However, it will not always be possible to obtain replacements for lost or damaged goods, and no financial compensation is payable by us where replacement goods cannot be provided.
128 | Jaguar World / October 2015
TECHNICAL FEATURES
Readers wishing to carry out any of the tasks outlined in technical or “stepby-step” features should ensure they have the necessary skills and equipment to do so safely. Kelsey Publishing accept no responsibility for any injury or damage incurred in the process of following one of these features.
DRIVING OUR ADS/ROAD TESTS
Where we test a car or other vehicle that is currently for sale or owned by a third party, our report is intended to
provide general information of interest to our readers. It does not constitute a technical inspection report for the vehicle, and should not be relied upon as such. We cannot be held responsible for any inaccuracies in the report, including errors regarding condition or mileage. Readers who wish to purchase any vehicle should contact the owner direct and arrange for their own inspection of the vehicle.
DATA PROTECTION
Kelsey Media uses a multi-layered privacy policy giving you brief de-
tails about how we would like to use your personal information. For full details, visit www.kelsey.co.uk, or call 01959 543524. If you have any questions please ask as submitting your details indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email and SMS. You can opt out at any time via email: data.controller@ kelseypb.co.uk, or 01959 543524.
• Bumper 68 Page Catalogue • Many new products added • Available in fully pageturnable ‘e-book’ format
GODWIN CARS
Chiltern of Bovingdon Ltd Hempsted Road, Bovingdon, Herts, HP3 OHE www.chilternjag.co.uk
JAGUAR GEARBOX SPECIALIST GEARBOXES OVER HAULED AT A SENSIBLE PRICE DIFFERENTIALS OVERHAULED AND REBUILT
SERVICE & REPAIRS TO ALL JAGUAR MODELS FIXED PRICES – NO SURPRISES
ESSEX JAGUAR SPARES
PLEASE PHONE PETER GODWIN ON
USED PARTS FROM 1990 TO LATEST MODELS MAIL ORDER WORLDWIDE
01306 713399
MOBILE: 07802 847985
SERVICING, REPAIRS, DIAGNOSTICS
OR EMAIL GODWINJAGUAR@NTLWORLD.COM UNIT 1, PHILPOTTS YARD, BEARE GREEN, DORKING, SURREY, RH5 4QU
Jaguars Wanted, MoT Failures/Salvage INDEPENDENT JAGUAR SPECIALIST EST. 24 YRS
01708 228150 www.jaguardismantlers.co.uk
CLASSIC CAR AUTOMATIC TRANSMISSIONS ALL CLASSIC CAR AUTOMATIC TRANSMISSIONS RECONDITIONED & SPARE PARTS SUPPLIED G. WHITEHOUSE AUTOS LTD. Tel: 0121 559 9800 Fax: 0121 559 9885 http://www.gwautos.com e-mail: info@gwautos.com
CLASSIC CAR AUTOMATIC CONVERSION Convert your classic car to Jaguar XJ40 four-speed automatic.
KITS NOW AVAILABLE FOR MOST CARS
P & K THORNTON RESTORATIONS ESTABLISHED 1967
CLASSIC JAGUAR SPECIALISTS Servicing, suspension, brake overhauls & upgrades, electrical work, rewires, full & part Retrims, Hoods, Sills ,restorations completed.
XK-MK2-E TYPE Not VAT registered (No VAT) Tel: Nottingham 0115 926 2266
www.thorntonrestorations.com
The world’s largest recycler of Jaguars of all models 1995 - current model Currently dismantling over 300 Jaguars. We offer a full programme of reconditioned parts and a vast range of used parts.
01325 722777
Fax: 01325 722778
dave@eurojag.com
Simply Performance Jaguar Specialists
Services Offered
• Used & Re-conditioned Spares • Performance Modifications • Most Garage Work Undertaken Full and partial restoration work undertaken We offer competitive prices with a flexible service Mobile: 07796 002 321 E mail: jon@simplyperformance.com Web: www.simplyperformance.com October 2015 \ Jaguar World | 129
Image: Paul Skilleter
Finishing Lines
Paul Skilleterâ&#x20AC;&#x2122;s
Launch of the S-TYPE, October 1998
W
hile the highly successful X300 (XJ6) of 1995 had pulled Jaguar clear of yet another possible closure, it simply continued the XJ line of big luxury saloons which originated with the first XJ6 in 1968. But the original XJ also replaced all the compact Jaguars, and in the Nineties Jaguar (and its new masters Ford) badly needed to re-enter this sector with a midsized luxury sports saloon which could provide the volumes that the company needed to remain viable. So was born the S-TYPE, the name borrowed from the Mk 2 derivative of 1963-68. For the first time ever, a Jaguar shared a platform with another make, this being Ford-owned Lincoln whose LS saloon was developed in tandem. Jaguar engineers worked closely with their American colleagues and were able 130 | Jaguar World / October 2015
to attune the basic architecture to suit the handling and packaging requirements of a true Jaguar. The S-TYPE made its debut wreathed in dry ice smoke at the UK motor show at the NEC on October 20 1998. The all-important media launches the following year included the European event in Bairritz and the American counterpart based at the Hotel Bel Air near Hollywood. The writer recalls being soaked in the South of France and cooked in California...but on both continents the car received a good reception from the press. Even though some judged the S-TYPE's styling as unambitiously retro, it did indeed return Jaguar to a very important market segment â&#x20AC;&#x201C; and kept it there, after being re-bodied to produce the first XF. The line is now being continued with the new all-aluminium XF, which owes nothing to either retro styling or Lincoln.
WATJAG LTD
T/A DEREK WATSON INDEPENDENT JAGUAR SPECIALISTS ALL PRICES INCLUDE VAT @ 20% (NON EU EXPORT PRICES IN BRACKETS)
PARTS DEPARTMENT SPECIALS NEW REOPUS-H Uprated V12 amplifier with Hall effect pick-ups £300 (£250)
Suspension bushes & kits for most models.Standard or competition poly. E-type front. Complete kit £112.93(£94.11)
Improved 3.8 thermostat conversion. Works as well as the original “bellows” £35.40 (£29.50)
REDUCED PRICE !!
E-Type 4-pot vented with front geometry upgrade £1194 (£995)
High Quality Reconditioned Engines for the road or competition
OUR SPECIAL MK 2 FRONT SPRINGS, FIRM, NOT HARSH. Developed from The Coombes design TRANSFORM YOUR CAR FOR £114 A PAIR (£95.00)
NEW PARTS PRODUCTS
Properly made Alternator kits with everything you need to make the conversion E-Type 3.8 & MK2. Complete with stainless steel Brackets, wiring & uprated ammeter. £330 (£275)
RESTORATION & REPAIR BODY SHOP
RECENT RESTORATIONS Fully restored E-Type Series 3 FHC . Standard UK spec car owned by local customer for 40 years. Finished in Indigo Blue with French blue. MK 2 3.4 re-shelled with uprated engine. Interior re-used to create a practical and reliable daily driving car
XJS coachlines as original E-TYPE S1 FAN & COWL ASSEMBLY FITS IN PLACE OF ORIGINAL COWL £204 (£170.00)
MECHANICS SHOP
THE SUPERB T5 5-SPEED CONVERSION Prices fitted by us E-TYPE , MK2 £5,760 (£4,800) S3 V12E TYPE £6,000 (£5,000) XK 140/150 £5,760 (£4,800)
WORK IN PROGRESS
CARS FOR SALE
E-Type series 3 roadster
Unique opportunity to by a fully restored & uprated WATJAG roadster. Completed in 2012. Stored in a dehumidified air chamber and only 1600 miles since. 5-speed manual. Original hardtop. Trim by Suffolk & Turley. Uprated brakes. SU carb conversion, etc etc. Call or E-mail for full specification. £125,000.
MK2 5-speed manual 3.4. Rebuilt engine to 3.8. Uprated brakes. 420 front suspension & PAS. Alloy radiator. XJ40 front seats. Inertia seat belts. Uprated heater. Modern radio with MP3 Early 1959 car. All original parts retained with car. Superb driving car located Warwick. £44,950
VISIT OUR WEBSITE FOR DETAILS OF ALL THEABOVE GREAT LONGSTONE BUSINESS PARK NEAR BAKEWELL DERBYSHIRE DE45 1TD
Series 3 E-Type roadster with upgrades and modifications to customer specification. Hardtop, 5-speed , exhaust , brakes etc Now for sale – see below left
XK150 DHC Full restoration to “3.8 S” specification. Ex USA car being returned to its original black coachwork with red trim. 5-speed manual, electric PAS. A car to drive!
XK140 OTS Full restoration and ground up rebuild nearing completion for UK customer. Remaining LHD for authenticity. Glorious gleaming black coachwork!
www.derek-watson.co.uk
WORKSHOP TEL 01629 640776 PARTS DEP TEL 01629 640081 CAR SALES KEN JENKINS 01629 640000
E Mail watjag@btconnect.com E Mail watjagparts@btconnect.com FAX ALL DEPS 01629 640089
GREAT SAVINGS ON PRE-ORDERS* & MASSIVE CLEARANCE SALE AT
INTERNATIONAL JAGUAR SPARES DAY S T O N E L E I G H PA R K , WA R W I C K S H I R E , C V 8 2 L Z · S U N D AY 1 1 T H O C T O B E R 2 0 1 5
PRE-ORDER NOW:
SEE US AT
BAY 10
FOR
sales.uk@sngbarratt.com
FREE CATALOGUES SHOW DAY OFFERS CLEARANCE CLASSIC & MODERN PARTS FOR SALE
CALL
01746 756432 ONLINE**
www.sngbarratt.com
ULTIMATE JAGUAR PARTS SPECIALIST *Subject to availability, some exclusions apply. Last date for Pre-Orders is 09/10/2015. **choose ‘click and collect delivery’ and specify this event
+44 (0) 1746 765432
·
+1 800 452 4787
·
+33 385 201420
·
+31 13 521 1552
·
018 01 833 833 (GERMANY ONLY)