Jaguar Magazine_02_2024

Hello all, I suppose I should chat about cars, after all JCNR is a car club. Why do we love our cars is a question that comes up from time to time. Albeit that not everybody loves them like we do, but I feel I am preaching to the Choir on this so I’m going with view that most of you have a passion for all things automotive. As the relatively unknown Gavin Alford postured in 2022:

So, We Love Cars Because:

1. Family Bonding Road Trips - Life can be very busy. For some going on road trips, it’s the only way to get some tranquil family bonding time. Cars don’t only get you to your destination, but also becomes part of your exploring experience. Driving while looking at beautiful views is part of the experience.

2. Let The Race Begin - Yes, there is always car racing. It does not only happen on movies – there are people who are fascinated by it. When you race with your car, you feel the connection with your car.

3. Physical Beauty - cars don’t only take us from A to Z, but also provides a chance to admire its model. We are excited by the prospect of buying used newer model cars. The beauty of a car never fades, especially when you’re the owner of it.

4. Life Accomplishment - Passing your driver’s license and buying a car is life changing. It is a sign of real progress in Life.

5. A Sense of Freedom - Not only can you go places, but you can also get behind the wheel and take a road trip towards your heart’s desires – without anyone shouting “slow down!” It brings freedom. It’s your life, your car, your way.

6. Problem Solving - When you are able to fix your broken car, you literally become your own life saver. Who wouldn’t want to have that fulfilment feeling? It’s a great skill – not everyone can attain it.

7. Cars Are Like People - Cars have a personality. Some are great at some things and terrible at others. Some are cheap but give a great thrill. Others are difficult and rebellious. They all have a voice. This is what we love most about cars!

So, as we lean over the edge and stare into the abyss of progress and the demise of the Jaguar ICE, I am reminded of the emotional editorial made by Top Gear in 2009 about the farewell to performance cars that we know and love. If you haven’t seen it do yourself a favour and visit the link below or Google “Aston Martin Top Gear Season 13 Finale” if for nothing else other than the celestial music of Brian Eno.

https://www.youtube.com/watch?v=rgZlpRdQlRI

”This circuit is interesting because it has inclines and declines. Not just up, but down as well” - Murray Walker

There really is no time for wallowing in the miseries of life: we don't have all the time in the world, we have all the world, and not enough time – Craig Stone

Greetings from the dam

It is quite rare to get any feedback on the magazine from folk, much less unbridled compliments. This last month I have has three, nogal. The first came from Peter Fielding in Scottburgh. Peter writes:

"Very many thanks for the two Jaguar Magazines, issue 2 & 3, which I have only now, collected from the Post Office in our village…they said that I had some mail awaiting collection. So, I collected the two Jaguar Magazines plus an E-toll account and two more speeding fines in the F. Postal deliveries ceased over a year ago.

I enjoyed reading the most interesting write-up on the Polokwane Trip even though I wasn’t there ! I was so sorry to learn of the passing of Jack Lewthwaite. Although never close to him, I know he’s been around the Jag Club for a long time. I joined around 1987 after I bought my 140 and I’m sure many of those old-timers at those early meetings have sadly moved on. Conrad & Kobus’ building of the C-Type is an amazing story – this car will be a great addition to his already fine collection of vehicles.

So, thanks again Brian for two excellent magazines – much appreciated.”

Next an email from Gordon Waring, who says:

“Just a note to thank you for sending me the Jaguar Magazine. It is an excellent publication and I thoroughly enjoy reading it. I can only wish we could have a publication of this high quality here at The End of Africa. Again, many thanks indeed.”

And to top it off, I got feedback on the article I compiled on Jackie Stewart. It turns out that Aubey Malden, who wrote part of the article, knows Jackie. He sent him a copy of that issue and – lo and behold:

“Thank you most sincerely for sending over the article. Please also pass on my thanks to Brian. I have been travelling extensively including the Grand Prix of Australia and am shortly leaving for the USA, but I much look forward to reading it in full in due course.

All best wishes, Sincerely, Jackie”

Thanks are due this issue to Gareth Williams-Wynn, Ayn Brown, Bob the Chair and Steffan Liebenberg.

Brian

Cover: Road legal C-X75 – sorry, you can't afford it!

QUARTERLY QUIRKS & QUOTES

Dateline Pretoria – February 20th 2024

The last new V8 Jaguar ever – the F-PACE SVR 575 Edition is now on sale in South Africa from a starting price of R2 197 400. The 575 Edition is the “final Jaguar V8” and quite apt for the trends of today, it’s a “performance SUV like no other,” said the automaker. The British marque’s CEO Adrian Mardell has stated that it will be discontinuing its entire portfolio of current-generation vehicles including the F-PACE as it evolves into an all-electric brand, with its first next-gen electric car, a four-door GT, to be unveiled before the end of 2024.

The F-PACE 575 Edition is endowed with Jaguar’s legendary 5.0-litre, supercharged, V8 powerplant that generates a tremendous output of 423kW and 700Nm. The performance SUV deploys this power to all four corners via a rapid eight-speed automatic gearbox, allowing it to break the 100km/h barrier in a brisk 4.0 seconds on its way to a maxing out at 286km/h.

It features four selectable driving modes including Comfort, Dynamic, Eco, and Rain/Ice/Snow; an electronic active differential with torque vectoring functions for heightened grip; and adaptive suspension that monitors vehicle movements every two milliseconds and calculates the required damping force every ten milliseconds for optimal body control and ride comfort. To achieve reduced drag and better handling compared to the standard F-PACE models, the SVR additionally comes with larger front air intakes, bonnet vents, side fender vents, and a rear spoiler.

The cherry on top, the 575 Edition boasts an active exhaust system with 95mm quad tailpipes that were specially tuned to deliver the signature V8 pops and burbles. (As Anne would say “It has a notice-me feature”. Ed) The Black Exterior pack is standard on the pinnacle F-PACE providing an appropriately stealthy look for the aggressive SUV, which is complemented by SVR badging, 22-inch forged alloy wheels with Satin Technical Grey finishes, and red brake callipers.

The cabin is equally sporty with the fitment of Suedecloth/Windsor leather performance seats with heating and cooling functions, a modelspecific heated leather steering wheel, satin chrome gearshift paddles, bright metal pedals and treadplates, and SVR luxury carpet mats. Buyers of the Jag won’t be left wanting more, as standard amenities encompass a configurable digital driver’s display, an 11.4-inch infotainment screen with Apple CarPlay and Android Auto, a wireless charger, a Meridian sound system, two-zone climate control, heated rear seats, keyless entry and start, and an electric tailgate. It additionally brings automatic LED lights with high-beam assist, rain-sensing wipers, adaptive cruise control, lane-keep assist, blind-spot assist, a rear traffic and collision monitor, 360-degree cameras, emergency braking, a driver condition monitor, and hill-launch assist.

JAGUAR X350

THE X350 WAS JAGUAR’S FIRST PRODUCTION VENTURE INTO ALUMINIUM CONSTRUCTION, HOWEVER, IT RETAINED MANY OF THE STYLING CUES SO WELL KNOWN TO DEVOTEES OF THE XJ RANGE OVER THE YEARS.

Jaguar needed to revitalise the flagship XJ model and took advantage of their new aluminium body technology to create an exciting new car coded X-350. The aluminium bodywork brought lightness and therefore greater efficiency (improved fuel consumption), along with new air suspension, which was also built of lightweight components. The exterior styling was traditional to still cater for Jaguar’s known customer base but the interior was all new and of substantially better quality.

Mechanically, the car was initially launched with variants of existing engines from the 3.0 litre V6 (S-TYPE engine), to the 4.2 litre V8, plus supercharged, and a new V8 configuration of 3.5 litres capacity, all mated to a 6-speed automatic transmission. The model range covered a standard XJ, a Sport model, SE (Special Equipment) and XJR.

The range was soon changed to include a Sport Premium model with extra standard trim, the SE moved over for a Sovereign and in 2006 Jaguar’s new 2.7 litre V6 twin turbo diesel engine (also used in the S-TYPE) joined the list of models. At the same time a special-order supercharged Daimler Super V8 joined the range with traditional Daimler features.

Many minor trim changes and additions took place over the period of production and in 2008 all the cars were facelifted with a new, more aggressive frontal treatment, revised rear bumpers and some minor other trim changes. The range overall was reduced and, although not planned, the special-order Daimler was again produced with the ultimate in interior trim. The X-350 left production at the end of 2008 to make way for another, entirely new car to carry the flagship XJ name.

The X-350 we are featuring this month is a 2007 Sovereign. She belongs to one Steffan Liebenberg, who is the proprietor of S J Liebenberg and Associates. The Jaguar is somewhat a departure from the norm for Steffan – who is an acclaimed Mercedes fundi. His company is a composite business featuring car sales, a workshop ad a spares department. Mostly for the renowned German brand.

Steffan has featured on the CarsEtc podcast with Sasha Martinengo – yes, discussing Mercedes. However, when introduced to a pristine X-350, he couldn’t resist. His Jaguar is metallic silver with a beige leather interior. And she’s immaculate. The Jag has just over 50 000 on the odometer. When I queried this, he admitted it was in miles. One can choose a display in kilometres, but Steffan prefers the lower number.

He has owned the X-350 for just on two years, and its condition is a testimony to the quality of his workshop. Steffan purchased the car from its previous owner, who lives in the Natal Midlands. He had been looking for an X-350 for over a year, when he heard of this one. Being unable to travel to see it, he asked a fried who lives nearby to check her out. The reply was: “If you don’t buy it, I will.” She has only needed cleaning and servicing since he has owned her. And, the Jaguar replaced two Mercedes as Steffan’s personal transport!

Driving the silver car, is as they say, only a pleasure. The ride is typical high-end Jaguar. She sails along Johannesburg suburban roads, soaking up all but the worst potholes. Cornering is smooth and flat – although to be fair, I did not push the point. When asked to, the X-350 picked up her skirts and hustled. The engine in this Sovereign is a naturally aspirated V8 and, although not hooligan territory, provides ample power when asked. As it should.

My thanks are due to Steffan for trusting me to drive his pride and joy.

Text and pics Ed

JCNR Trip to Bloemfontein

BLOEMFONTEIN…. MOST OF US JUST DRIVE ON BY. WHAT DOES THE TOWN REALLY OFFER.

Iactually did my para-bat training course there with other Recce commandos back in 1978. But in those days when we weren't training, we were out drinking and causing kuk with the locals, and never took the time to learn much of its history. On learning that our clubs were having a belated Jamboree in the town, my wife said to me, let’s go, as the last time we did Bloem was with the Bentley Tour, when we visited the late classic car expert Waldie Greyvensteyn’s collection many years back. We had also visited Fred and Elsa Beckley’s car collection with the Jag Club previously, but had not seen them for 15 years or so.

“But Bloemfontein is popularly and poetically known as “the city of roses”. The annual Rose Festival draws visitors from far and wide.“

This Jaguar Jamboree was planned for 2021, but due to Covid it had to be changed and this had initially been well supported by the Cape members but sadly some have passed on and others could no longer attend. We did however have three members travel all the way up. Tony King (who started the Cape Club back in 1969, as a youngster) and brought his 420G, along with Carl Schwinges and his partner Janet Stevens, who came up in a 3.2 litre V8 (X308) XJ8. 14 cars from Northern Regions took part as well.

This trip reminded me of a long conversation I had recently with my fellow club member and good friend Trevor Coulthard, here at the Vaal Dam, regarding the types of cars attending events. On the second bottle of good red wine I think he finally understood ..... maybe. I told him that when I joined the club in the 80’s I was often accused of bringing a newer Jag to events. At that time, it was my 1966 S-Type and the older guys said that Jaguar stopped making real cars after the Mark IX. When the new XJR was released in 1998 I purchased one and attended away events with that, not to upset anyone, just because. When you love Jaguars and Daimlers any car is good enough. The cars this time, in a sort of date order, were – Mark X, XJ-SC V12, two of XJ8 (X308), XF V8, XF, XKR (x100), three of XKR (X150), F-TYPE S, F-TYPE R, F-TYPE SVR, F-PACE SVR and two others who could not attend in their Jaguars. Trevor felt there should have been more cars there older than his XJ-S. Maybe I did not make my point clear. Now let’s talk about the Jamboree.

The Tour

The Gauteng-based participants were asked to meet at the Engen Grasmere One Stop fuel station for coffee at around 9h00 on Thursday the 21st of March. Trevor, Maretha, Marion and I left from the Vaal Dam together at 9h00 and our two vehicles made our way over to Sasolburg and then onto the highway. Our phone apps recommended going to Heilbron then Kroonstad, which would be 45 minutes quicker, but both Trev and I did not know that route well and were a little concerned about potholes. The plan for everyone was to stop off in Kroonstad to meet fellow club member, Monty Dell, for a chat and a break, but we were unfortunately running late so pushed on directly to our hotel in Bloemfontein. The roads were clear with easy traffic and in some of the places the F-TYPEs and XKs gave it stick. Great to blow away the cobwebs and hear those fantastic engines do what they were designed for!

I always find it interesting looking at the signboards along the way and thinking of all those little places we have never been to, wondering about the history and how they came to be. The one that tickled my sense of humour was Fraaiuitzicht, “Beautiful View” and Heuningspruit, “Honey spring.” Maybe, one day in the future I just may make a detour to find out. Who knows, may even pick up a classic under a tree! We arrived at our hotel for the weekend, Anta Boga, a fine choice by the hard-working committee. The rooms were good, the food was excellent, but it was let down by not having a conventional bar where we could congregate.

Naval Hill Planetarium

After check in and a quick drink we left our hotel for an astronomy presentation in our cars. A short two km trip up the hill to the old Lamont-Hussey Observatory only to discover the intriguing story about one of Bloemfontein’s best kept astronomical secrets. The 27-inch Lamont Refractor was one of the largest refractor telescopes in the southern hemisphere and did extensive research in the field of double stars from 1928 to 1974. The name of the Observatory refers to W.J. Hussey and a good friend of his, R.P. Lamont. Hussey and Lamont were University students in engineering in Michigan (USA), in the late 1880's. They were both very ambitious as Hussey wanted to be a great and well-known astronomer and Lamont wanted to be a rich and respected businessman. There existed a strong friendship between them which was maintained even after they left university.

The first expedition to South Africa was planned for October 1926 and the telescope was also sent directly to South Africa during that time. The party consisted of Hussey and his wife, Rossiter and his wife and their two children. They travelled via London. Just prior to their departure, Hussey had an attack of pleurisy (inflammation of the lungs). One night in London during a dinner with friends he suddenly sank into his chair and died instantly and without pain. It meant the end of a wonderful dream, but Rossiter decided he would continue with Hussey’s dream and make it a reality. He decided on Naval Hill in Bloemfontein (a game reserve) as the location for the construction of the building. The municipality met the project with open arms and made generous capital service contributions. Construction of the Observatory commenced in 1927. In 1928 the telescope and dome were installed and research began on 11th May of that year. Holden made repeated observations of most of the double stars previously discovered at the Observatory in order to see which ones moved. He was director until 1971 when all observations ended. In 1974 the observatory closed and in 1975, the telescope’s optics were removed and sent back to Michigan, where it is in safe keeping to this day.

The University of Michigan gave the building to PACOFS (1976) (who used it as a theatre) and the telescope fell into the hands of the Municipality. During the curatorship of PACOFS the building hosted one of South Africa’s most unique theatres. The telescope met a more unfortunate fate as it was discarded to an open veld behind storage buildings, but it was salvaged and kept in safe-keeping and is now displayed at the entrance

to the planetarium. A private presentation was done by Professor Matie Hoffman, who took us on a trip through our galaxy and beyond. A most enjoyable trip but very, very humbling.

From there we went over to the Nelson Mandela Statue on the other side of the hill for a sunset drink in the light rain. The statue was erected in December 2012. Measuring eight metres in height, and cost R3 million, a larger-than-life replica of Mandela stands with his fist raised in the air, overlooking Bloemfontein, facing the Methodist Church in Waaihoek, the birthplace of the ANC in 1912. Naval Hill in Bloemfontein forms part of the Franklin Game Reserve, and earned its name from the two naval guns that were on the hill by the British during the South African War. It is the only game reserve situated in the middle of a city, and its rich indigenous plant life adds to the beauty and attraction of this space. The 250-hectare reserve was established in 1930 and has a wide variety of wildlife as well as a rich and varied bird population. The reserve does not have any predators and as there is no entrance fee, many joggers make full use of the reserve as well as local residents and tourists.

An iconic feature on the east side of Naval Hill is the "White Horse", a sculpture of a white horse created from rocks painted white. It was declared a national monument in 1982. The horse was laid out during the South African War as a landmark for the British cavalry who could see it from afar. A remount camp was stationed here after the British captured Bloemfontein from the Boers on 15 March 1900. The White Horse was most likely the handiwork of men of the Second Battalion of the Duke of Edinburgh's Wiltshire regiment, and is said to be the only Wiltshire white horse that is not in Wiltshire. One of several urban legends about the White Horse is that every time a maiden is kissed on Naval Hill, it moves a step forward. If that was true then it should be in Gauteng by now.

Prof Matie Hoffman

Nelson Mandela

Then back to the hotel for a Beer, Gin and Cognac tasting presentation by Philip Ceoetzer, brewer at the Famous Brew & Still, who explained the brewing process of their products. The beers are better known as Kaya Craft Beers and include lagers, ales and stouts. The range means that people with different preferences will find something that they will enjoy – whether they are seasoned beer-drinkers or just like the occasional bitter on a hot summer’s afternoon. The Famous Brew & Still also has its own distillery; where rum, gin, whiskey and vodka are produced. This is an all-round flavour adventure for those that want to taste, compare, savour and buy one-of-a-kind beers and spirits with a difference. We ended the evening with a scrumptious three-course buffet dinner before retiring to our beds.

Up early, a good breakfast and on the bus by 09h00 on Friday.

Bloemfontein's National Museum

Our first port of call was the National Museum in Bloemfontein and dates back to the 1870s, when its collections and displays comprised mainly rarities from around the world. It was established on 20th July 1877 and opened to the public on 20 May 1878. The National Museum – a natural history, cultural history and art museum - and is a Declared Cultural Institution, which resorts under the Department of Sport, Arts and Culture and is governed by a council. The mission of the National Museum is to provide heritage resources and an enjoyable experience and an invaluable tourism resource to all people through quality research, conservation, education and exhibitions. This was a guided tour arranged for the club but was just too much to see and take in. The tour lasted at least 1hr 40 but you actually need about two days. We blew through African Cultures, Archaeology, Birds, Bloemfontein/Mangaung History, Geology, Herpetology, Historical Street Scene, Invertebrates, Mammals, Palaeontology, Astronomy, Batho, Dreyer Hall and many Live displays. They have a very good website to see more about the different

exhibition halls, then decide where you would like to spend more time depending on your interest. Visit nasmus.co.za

Then off to the National Botanical gardens for a picnic lunch.

National Botanical Gardens

This botanical garden, on the outskirts of Bloemfontein, spans a valley between picturesque dolerite koppies. The natural vegetation comprises tall grassland and woodland, dominated by magnificent wild olive and karee trees. The Garden covers 70 hectares, and is home to about 400 species of plants, mainly from the Free State, Northern Cape and Lesotho. It also includes a collection of decorative and hardy trees indigenous to the area. Lion’s ear or wild dagga (Leonotis leonurus), red-hot pokers (Kniphofia) and the dwarf coral tree (Erythrina zeyheri) provide touches of colour against a restful woodland backdrop. A series of vistas lead one through the Garden to the wooded koppies, up on to the rocky outcrops, which overlook the Garden, and back down to the dam, the bird hide and the lawns. The harmony of the Garden has been achieved by retaining and highlighting the best elements of the natural landscape.

The natural areas of the Garden are a haven for wildlife, including 144 bird species, 54 reptile species and about 32 mammal species. We were presented with a Jaguar club picnic blanket that folds up into a neat pack and commemorates the tour. Thanks guys, we all enjoyed spreading them out under the shade of the trees and enjoyed our pack lunch that the hotel had prepared. Then it was back on the bus to Judge Beckley’s farm.

Noble House

About 23 km outside of Bloemfontein South bound lies Noble House. The farm at the end of a long gravel drive and doesn’t look much different to the properties surrounding it. Rutted roads, koppies and crop-lands stretch for kilometres under a wide-open sky. But once you’re beyond the gates of Noble House, the home of retired judge Fred Beckley and his gracious wife Elsa, it’s a different story – it’s like stepping into a wonderland of vintage magnificence. The grand house is set at the base of the slope of one of the prominent koppies in the area in amongst some old and well-established trees and beautiful gardens. Tables and chairs were set out in the entrance courtyard with snacks on tables and

Philip Ceoetzer

A lecture to the JCNR

a spit braai doing its thing. Fred, a sprightly 80 this year gave us a quick welcome and introduction to the passion of "Jaguaritis" - an expensive masochistic malady - and opened his garages for us all to see.

His three garages are packed with classic cars in pristine condition and, from memory, the first one included an XKR, E-Type, Jaguar, XJ12C, Mark VII, a push-rod 3.5 litre Commonly referred to as a Mark IV, Mark X, Mark VIII, XKk150, a very, very low mileage XJ-S Convertible (less than 1 000km only) and an XJ-S Pre-HE Coupe. The second garage had an X-TYPE, S-Type, various Mark 2s, XJ6 Series 1 and 2. The third has a mix of Rolls, Austin’s but did include a Daimler Double Six series 3 and an XJ8 X350. I saw a Mark 1 waiting to be restored, but the thing I always liked was his Austin Princess. These limousines were the Beatles' preferred mode of transport. According to their chauffeur/roadie, Mal Evans, the Princess was chosen because the wide coach doors opened allowing the Beatles to dive into the car to escape crowds of fans. In the workshop area was his Mini Cooper and a Chev Ranchero, and Fred ... you win the award for the cleanest workshop area, just wish mine was in such good order. Mine is just organised chaos. Speaking to Fred about Jaguaritis he said “I think we’re way past the point of this just being a hobby,” he says of his beloved fleet. “It’s an obsession.”

Everything about the cars is an ode to the simple yet sophisticated lifestyle of days gone by. “A Jaguar is a timeless thing of beauty,” Fred will tell you. It’s one of those cars that has stood the test of time. They’re generally reliable if well maintained. Fred, a long-time club member, is a self-confessed petrol head, who swapped his robes and gavel for a set of spanners and polish when he retired after four decades as a high court judge. Sorry we cleaned out your drink’s cabinet Fred, a good time was had by all and we enjoyed the time spent together discussing your car collection. The slight drizzle that visited us for a few minutes did nothing to change the good vibe and Elsa ensured we were all well fed with a succulent spit braai. On behalf of all that attended, thanks to both of you for opening your house and being such wonderful hosts once again. A 400 metre walk back down to the bus did nothing to damper the spirit. Saturday morning came to quickly and once again it was a hearty breakfast before 09h00 for our visit to the War museum of the Boer Republic and National Women's memorial by car.

War Museum of the Boer Republic

The Anglo-Boer War Museum in Bloemfontein is the only museum in the world dedicated solely to the Anglo-Boer War of 1899 to 1902. The museum has a unique art collection, dioramas and exhibits but also brings the visitor closer to understanding the background against which the war took place. We arrived in time to park our cars for a quick photo shoot before the start of the tour. One of the most significant events in the history of South Africa was the second Anglo-Boer War. Although the protagonists were Britain and the two Boer Republics of the Transvaal and the Orange Free State, the population of South Africa as a whole became embroiled in the war either directly or indirectly.

The War Museum in Bloemfontein provides an understanding of the background against which the Anglo-Boer War took place through its unique art collection, dioramas and exhibitions. The course and development of the war unfolds in front of your eyes as you progress through the museum. You are also afforded a glimpse into the life and suffering endured in the concentration and prisoner-of-war camps. I enjoyed the two different views discussed in detail by our Afrikaans presenter and some of our British contingent. It highlights the fact that usually in any discussion there are three sides to a story.

Two political ideologies namely British imperialism and Afrikaner nationalism were to clash at the turn of the nineteenth century in South Africa. Britain sought the unification of whole of South Africa under the British flag. The existence of the two Boer republics namely the South African Republic (Transvaal) and the Orange Free State therefore was a stumbling block. The two republics on the other hand wanted to preserve their independence and to build their republics into regional forces. They were therefore not prepared to become part of a united South Africa under British authority.

Again, memory overload, and like many others we could have spent much longer there reviewing the Role players and key figures, Concentration camps and Prisoners of war, Peace treaty of Overweening and the roles many black South Africans played.

JCNR tourists en masse

Fred Beckley with JCNR officials

Outside again to the National Women's Memorial

During the darkest days of the Anglo-Boer War, President M.T. Steyn felt strongly that a memorial dedicated to the women and children who suffered during the war had to be erected. Immediately after the end of the war, serious illness forced him to go to Europe for medical treatment, yet he had not lost sight of his dream and upon his return, one of his first tasks was to take steps to realise this long-cherished ambition. Because this was considered to be a matter of national importance, it was decided to call a conference of all the Dutch churches and political organizations in the four colonies to meet in Bloemfontein on 7th February 1907 under the chairmanship of President Steyn. At the joint conference it was decided “that the time had come to erect a monument on South African soil to the glorious memory of the mothers, women and children, who, during the recent war, passed away, or had otherwise suffered bitterly, either in the concentration camps or outside.”

each room who was who and what the farm and its history means to him and his family. Down to the cellar below the house that holds all the old weapons in the armoury. It was then time for some of the gents to fire off a few rounds at targets set out around his block house.

A Subscription List for the National Women’s Memorial together with a powerful appeal by President Steyn for contributions began circulating shortly after the conference. The amount to be raised through collection lists was a very substantial one, especially for those Afrikaners who suffered from extreme poverty at the time. The money was collected in pennies and shillings and contributions of a pound or more were rare exceptions. Although individual contributions were small, large numbers of Afrikaans-speaking, as well as English-speaking and Jewish citizens contributed to the fund. During the unveiling of the memorial President Steyn could justly declare: “The erection of this memorial was made possible not only by the wealth of the wealthy, but especially by the poverty of the poor.”

The first important ceremony that took place at the memorial after its unveiling was the state funeral of President Steyn, who had suddenly passed away on 28th November 1916. He was buried at the foot of the memorial on 3rd December 1916. General C.R. de Wet passed away on 3rd February 1922. In the presence of thousands of his former comradesin-arms and admirers he was laid to rest on 8th February 1922. A moving request from Mrs. Steyn that the ashes of Emily Hobhouse, who had died in England in June 1926, be placed in a niche at the base of the obelisk was granted with complete unanimity by the National Women’s Memorial Commission. This memorable and moving ceremony took place on 27th October. On 9th February 1941 Reverend J.D. Kestell passed away. As had been the case with President Steyn and General De Wet, the Reverend Kestell’s funeral service was held in the “Tweetoring” Church and he was buried at the foot of the memorial. In 1955, his wife, Mrs. Tibbie Steyn was laid to rest in the same grave next to her husband.

A quick trip back to the hotel to freshen up and then leave by bus for a 30km trip to Leeuberg Farm, to be met by Colin Steyn, the late president’s great grandson. Colin served in the South African Armoured division and his passion for all things military shone through his presentation and collection of memorabilia of German and Russian militaria including tanks, PVC and trucks. One could not wish for a better person to take us through his vast collection. The battle re-enactment that happens every year in July must be great fun and a huge party. From there over to Onze Rust his family’s farm. President Steyn purchased this farm as a place of retreat from Bloemfontein. Colin then took us through the family house, still laid out as his great grandfather lived in it. He discussed pictures in

Then back to the restaurant and bar to be introduced to his wife Jackie. An artist and also a high school teacher that obtained her qualifications at the University of the Orange Free State. She is also a founder member of the Free State Chefs Association and is also a member of the South African Chefs Association, so you can just imaging the meal they had for us that evening. I could go on and on, but space is short! This was a fitting end to the jamboree and so much of our history was discussed and viewed. They were both great hosts and so we left their farm and restaurant with memories that will be hard to forget.

A very big thank you to all who attended and to the hard working and dedicated committee who put this trip together and did a night shebeen run at Noble House. These Jaguar tours are something we should all try to attend, you will have fun, learn a lot and mix with a good bunch of guys and gals. See you all on the next one.

Well Researched Text – Gareth Williams-Wynn / Outstanding Pics –Ayn Brown

Colin and Jackie Steyn- with hon Chair

JCNR January Breakfast Run

Taking place on the last Sunday of the first month, the run went from Broadacres Shopping Centre to the Blueberry Hill Hotel in Honeydew.

Starting at 8.00am the Jaguars drove first towards Lanseria and then to Broederstroom via the R512. They went on using the notorious “Satellite Road” and R560, past the Silverstar Casino and Clearwater Mall to the end venue. They breakfasted at the Oko Rooftop Restaurant, which gave them a spectacular view over the Magaliesberg mountains and surrounding areas.

Commenting on the run afterwards, Bob Brown, the organiser, noted: “Just to record that everything went well with the breakfast run yesterday, 41 people attended with a few pull outs before the day. The venue was good and those that went on the run had a blast on the satellite road.”

Thanks are due to Bob – and for the photographs illustrating this article.

Test Ed / People pics Bob Brown.

The X308 kept much of the same exterior styling as its predecessor, the X300, carrying its rounded four-headlamp bonnet, low roofline, sloping tail, and wrap-around rear light clusters. From the front, the two generations can be differentiated by the shape of the indicator lenses (rectangular on the X300, oval on the X308), and also by the shape of the fog lamps and lower valance air intake, both of which are more rounded on the X308.

The front and rear bumpers were both changed along with the taillights which had red/clear lenses rather than red/grey lenses. The grille surround and badging were slightly changed. The headlight fixtures also included forward parking lights housed with the brights, new to X308.

Interior

The biggest change to the interior on the X308 was to the dashboard, which had remained essentially the same since the original XJ40 having only detail changes over the years. The rectangular instrument binnacle gave way to three deeply recessed dials similar in style to the recently introduced Jaguar XK8. The new fascia also allowed for the restoration of a proper glove compartment, which had been lost when the original XJ40 dash had been retrofitted with a passenger side airbag. The door trim and the design of the centre console were also slightly revised

The X308

THE JAGUAR XJ (X308) WAS MARKETED BY JAGUAR CARS DURING THE YEARS 1997–2003 ACROSS TWO GENERATIONS. IT, NATURALLY, FEATURED THE JAGUAR AJ-V8 ENGINE AND JAGUAR INDEPENDENT REAR SUSPENSION. IT WAS THE THIRD AND FINAL EVOLUTION OF THE JAGUAR XJ40 PLATFORM, IN PRODUCTION SINCE 1986, AND WAS PRECEDED BY THE X300 THAT WE FEATURED IN THE LAST ISSUE.

Mechanicals

After the XJ40, Jaguar's intention was to launch a brand-new saloon with a new V8 engine. Ford halted development of the saloon, termed XJ90, and proposed to instal its new engine and front and rear ends onto the centre section of the XJ40 model; however, since the V8 was not ready at that time, the X300 became one of Jaguar's most successful models, and the X308 went on to become Jaguar's first V8-powered saloon car.

Having discontinued production of both the AJ16 inline-six and V12 engines, Jaguar offered only its newly designed V8 engine, which was named the AJ-V8. It was available in either 3.2 litre or 4.0 litre form; certain markets, such as the United States, only received cars powered by the 4.0 litre version. The 4.0 litre version was also supercharged in certain models. No manual gearbox or limited slip differential option were available for any models. Computer-controlled active suspension was available as a feature named Computer Active Technology Suspension (CATS).

Engines available were the 3.2 litre with 179 kW and 316 Nm, the 4.0 litre with 216 kW and 393 Nm and last, but not least the 4.0 litre supercharged at 276 kW and 525 Nm. The 3.2 and 4 litre models had a ZF 5HP24 transmission, while the supercharged model changed cogs with a Mercedes-Benz 5G-Tronic W5A580.

Models

Instead of the Daimler marque being used in certain markets, the equivalent Vanden Plas models were sold under the Jaguar name.

XJ8

The base XJ8 came standard with more equipment than had been fitted to entry-level XJs in the past, including leather upholstery, alloy wheels, and air conditioning. The door mirrors and door handles are bodycoloured. The radiator grille, windscreen and rear window surrounds, boot lid plinth, and rain gutters were chromed, while the window frames remained matte black. Interior wood trim is walnut. Rear badging reads XJ8. For the home market in September 2000, Jaguar began badging the XJ8 model as XJ Executive, and fitted as standard rain-sensing wipers, a CD player, cruise control, and rear parking sensors.

Sport

The Sport model was equipped only with the 3.2 L normally aspirated engine, except Australia and the United States that had the 4.0 L normally aspirated V8. It offered stiffer suspension, sportier seating and interior colour combinations, and wider, larger wheels than the XJ8.

The windscreen and rear window surrounds were painted matt black, as were the rain gutters and window frames for European markets; for the United States market, it retains chrome surrounds. The radiator grille has metallic grey vertical slats. Rather than a chrome radiator grille surround, the Sport uses a body-coloured surround. Rear badging reads XJ Sport. The non-Sport XJ8 3.2 was badged as the XJ Executive.

Sovereign

The Sovereign represented the highest luxury specification for Jaguar models, sitting next to the XJR, which provides the ultimate performance. Sovereigns featured more elaborate/expensive wood veneer, commonly highly figured burr walnut; with window control/ ashtray trim panels also done in wood veneer as opposed to plastic in other models. The leather is also of a higher quality and often features contrasting piping, with seats being of the traditional fluted style. The suspension setup was biased towards touring and the wheels were normally 16 or 17 inches to provide high-profile tyres for additional ride quality. CATS adaptive suspension was also offered as a rare option.

Externally, a Sovereign can be distinguished by the complete use of highly polished steel/chrome work around windows and rear light clusters, as well as polished radiator grill and boot garnish. The cars are simply badged as Sovereign with no mention of XJ. Jaguar also released a long wheelbase version of the Sovereign in 1998. The difference being that the car is around 4 inches longer, with the rear doors being noticeably longer than the front; there is also correspondingly taller rear roof profile to provide additional headroom. For the 2000 model, it received auto wipers, heated screen, CD changer, and 7×16 Lunar wheels.

XJR

The XJR is powered by the supercharged version of the 4.0 litre V8. It is also equipped with sport suspension, wider wheels and tyres, and matte-black exterior window trim, except in the United States market, where the XJR was given chrome window frames and rain gutters. Like the Sport model, the XJR has a body-coloured radiator grille surround; it is with a stainless-steel mesh insert rather than the normal vanes. Other exterior touches include the XJR rear badging and larger exhaust outlets.

Available on late XJR models was an R1 performance option. This included 18 inches BBS wheels, larger Brembo brakes with cross-drilled rotors, and re-tuned suspension. The XJR was capable of reaching 97 km/h from a standstill in 5.6 seconds, with an electronically limited top speed of 249 km/h. In 2001, to commemorate the 100th anniversary of Sir William Lyons' birth, Jaguar produced five hundred examples of a specialedition model named the XJR 100. Only available in the Anthracite exterior colour with charcoal leather upholstery, the interior is trimmed with contrasting red stitching and birds eye maple. It is fitted with a

leather-covered sports steering wheel and MOMO shift knob. The XJR 100 uses the Brembo brakes otherwise found on the R1-equipped XJR and 19-inch Montreal-style wheels manufactured by BBS.

SE

Produced only in 2002, the SE (Special Equipment) model was fitted with more equipment than the original base model, and was offered at a competitive price. The rear badging read SE, and the cars were fitted with reverse parking sensors as standard.

Daimler/Vanden Plas

The top-of-the-range Daimler marque, which was sold as the Vanden Plas model in certain markets like the United States, features softer suspension and all available luxury features. They are cosmetically differentiated by the traditional Daimler fluted radiator grille surround and fluted boot-lid plinth. The Daimler and Vanden Plas cars were also available with the supercharged engine otherwise found only in the XJR. This model was named the Daimler Super V8.

In the United States market, this combination was available only as a special order though 2001, with these cars identifiable by their Vanden Plas Supercharged rear badging. For the United States model years 2002 and 2003, the equivalent Super V8 model was then offered. These supercharged long-wheelbase variants were also fitted with Jaguar's proprietary CATS adaptive suspension. The Sports setup from the XJR application is replaced by a Touring setup, exclusive to supercharged Daimler and Vanden Plas variants. It is softer and more compliant than the XJR's CATS system.

Edited from Wikipedia

The Jaguar C-X75, originally introduced in 2010, has gone down in history as one of the greatest concepts that never reached production. Luckily, one of the four surviving V8-powered stunt cars from the James Bond movie Spectre is being re-engineered and converted into a streetlegal supercar. The project is undertaken by UK-based firm Callum, which was founded by Ian Callum himself, the designer of the concept. The movie car was built in 2015 by Williams Advanced Engineering. The concept-inspired bodywork built by JLR’s Special Vehicle Operations division is based on a tubular spaceframe chassis. Power comes from a supercharged 5.0-litre V8 as opposed to the wild setup of the original concept that combined dual diesel gas microturbines with quad electric motors.

Fast forward to 2024, a lucky owner of the Jaguar C-X75 commissioned Callum with the task of licensing it for UK road use. The Warwick firm’s designers and engineers didn’t limit their input to the essentials, but applied a series of enhancements to the prototype, transforming it into the ultimate collector’s item. The carbon fibre bodywork of the prototype has been resurfaced and repainted, the panel gaps were reduced, and the quick-release latches were removed. Not intended for road use, the original movie car came with fake mirrors made of foam, which were replaced by new custommade components with integrated indicators.

According to Callum, “hundreds of changes” were required for the prototype to achieve the Individual Vehicle Approval (IVA) certification and gain street-legal status in the UK. These included the addition of E-marked glass, new switchgear, and a quieter exhaust system with catalytic converters alongside special calibration tuning for the V8 powertrain. Callum’s engineering team also made minor adjustments to the dampers and ride height.

Thanos Pappas / carscoops.com

CLASSIC JAGUAR VALUES

JAGUAR, AS A BRAND, IS ON THE ROCKS. THAT’S THE GROWING SENSE IN THE COLLECTOR CAR INDUSTRY, AT LEAST. FOR DECADES, CLASSICS LIKE THE XK 120, XK 140, XK 150 AND E-TYPE HAVE BEEN MAINSTAYS FOR DEALERS, BROKERS, AND BUYERS, BUT LATELY THEY DON’T SEEM TO GENERATE THE SAME MARKET EXCITEMENT THEY ONCE DID.

They are getting harder to sell, and over the past five years many prices are either stagnant or decreasing. Of course, the market is generally softening from its pandemic-era heights, and this is compounded by demographic shifts that are beginning to favour Radwood-era (1980s and 1990s) cars over their predecessors. This isn’t just affecting classic Jaguars—many Ferrari road cars, Porsche 911s, and Austin-Healeys are also seeing relative slumps. But a surprising number of cars from this era are also seeing an uptick in their values. Porsche 356 coupes, C2 Corvettes and V-6 Ferrari Dinos have increased in value anywhere from 20 percent to 90 percent over the last five years.

Over the last 12 months, values for Jaguar’s groundbreaking XK 120 roadster are down 12 percent says Hagerty Media.

So why does the brand, traditionally so prevalent in the hobby, seem to be getting left behind? This is doubtless a complex question, but in the case of Jaguar, several factors appear to be conspiring to collectively dampen interest in what are some of the greatest sports cars of all time.

Promising Starts

Sir William Lyons, who founded Jaguar between the world wars, was famously good at commercializing genuinely compelling products at prices so low they were scarcely believable. Jaguars were world-class cars, delivering sensational looks and performance while consistently pushing cutting-edge technology and selling in much higher volume than other cars that offered the same. Their on-track record drove this point home: Jaguar won the 24 Hours of Le Mans five times in the 1950s (and twice more after that). Only Porsche, Audi, and Ferrari have won Le Mans more times than Jaguar.

Much of that early success came down to engines. In 1948, when everyone else was still essentially warming up their prewar designs, Jaguar released an all-new car, and not only that, it was powered by an engine with twin overhead cams. The car was the XK 120, and its straight-six “XK” engine was so advanced that variants remained in production for over 40 years. Meanwhile, the XK 120 was so good that in its competition trim as the C-Type, it won Le Mans twice. With the same mechanical bits developed further and fitted to a new, even more stunning, more aerodynamic semi-monocoque body in the D-Type, Jaguar won Le Mans three more times.

In 1961, four years after its last victory of the 1950s, Jaguar was selling all that Le Mans–winning goodness to the public in another groundbreaking and gorgeous new sports car, the E-Type. It was even more advanced, thanks to the addition of independent rear suspension. A few months after the E-Type arrived, Jag put those same technical components into a full-sized sedan, the Mark X.

It’s difficult to overstate the impact of the E-Type. With semi-monocoque construction, a twin-cam engine, four-wheel disc brakes, and fully independent suspension, it was, as Jaguar pointed out in advertisements, the most advanced sports car in the world. No other single car combined all these characteristics at any price: not Porsche, not Mercedes, not Maserati, not Aston Martin, not even Ferrari. And the price of the Jag? Around £2 000 in its home market. That meant it was 80 percent the cost of a Porsche 356, half as expensive as an Aston Martin DB4, and a third as much as a Ferrari 250. It was quicker, faster, and better looking than almost all of them, too. Even Enzo Ferrari famously lavished praise on the car upon its debut, and decades later, an E-Type roadster joined New York’s Museum of Modern Art.

With credentials like these, it’s no surprise that Jaguar sold more than 72 000 E-Types during a 14-year production run. The cars peaked in the 1960s, before American regulations started strangling performance and spoiling their looks. Even so, Jaguar was on top of the world during this period, and it wasn’t only thanks to the E-Type. Jaguar sedans had temptingly similar underpinnings to the sports cars, and if buyers thought those features were advanced in something like the E-Type, they were downright space-age in a sedan. Vast expanses of wood and leather epitomized British luxury, while beautiful and distinctive exterior styling and superb value for money gave four-door Jaguars a unique appeal that no other car in the world could quite match.

Ecurie Ecosse D-Type winning the 1957 Le Mans 24-Hours

Changing Fortunes

And then, everything stopped. Not literally, but Jaguar’s evolution largely did. The 1970s saw the E-Type replaced by the XJ-S, which was fresh and contemporary but much more grown up. If the E-Type was a sports car with the heart of a Le Mans racer, the XJ-S was the European version of a personal luxury car. The seminal XJ6 also arrived in 1968, right-sizing the Jaguar sedan formula and setting the world alight, but it remained in production for a full 18 years before being replaced by the XJ40, which was really just a 1980s take on the exact same concept. At the corporate level, getting caught up in the woes of British Leyland in the 1970s and eventually being bought by Ford in 1990 did Jaguar few favours.

Little had changed by the early 2000s. Jaguars, despite having contemporary technology under the skin, offered an aesthetic experience that had become anachronistic. They felt like a caricature of olde-worlde England, which gave them virtually no sizzle to youths and younger buyers, who preferred the forward-looking modernity of German or Japanese luxury cars. If those cars were modernist houses of concrete and glass, then Jaguars were Tudors with thatched roofs.

Jaguar set out to reinvent itself by building a new, modern identity starting with the new XF in 2007, followed by other sedan models, entries into the lucrative SUV market, and a new sports car, the F-TYPE. These cars simply never resonated completely with buyers. Their identity wasn’t strong enough, the engineering and reliability not good enough, and the interiors not nice enough. Unlike Land Rover, who has so effectively modernized the Range Rover while somehow preserving a feeling of Britishness, Jaguar’s post-millennium effort at rebirth lacked the relevance and raw desirability to drive consumers into showrooms in substantial numbers.

Looking forward, it’s unclear (especially given current consumer preferences) whether Jaguar’s assertion of an all-electric future will help or hurt the values of its classic models. Its aspirations to head further upmarket may help the brand’s financial viability, but the impact of any future success on the marque’s past models will depend wholly on whether its execution inserts the kind of passion that brings enthusiasts into the fold.

Jaguar - Struggling for Relevance

Modern consumers have known only two Jaguars: the charming but backwards-looking neo-classical version of the 1980s–2000s, and the modern, but ultimately uninspiring, rebirth that began in 2007. Unless they consciously seek out classic cars, these buyers won’t be familiar with the greatest Jaguars of all: The ones that did not look fondly toward the past or unconvincingly toward the future, instead descending directly from Le Mans race cars and offering the world’s most advanced motoring experience in a competitively priced, beautiful, contemporary, and authentic wrapper.

One of the troubles for Jaguar’s classics is that their collectability (and that of all collector cars) is driven by their relevance to enthusiasts. Not enough of today’s enthusiasts associate Jaguar with their core automotive memories—the kind that would drive them to loop back and buy something from a brand they desired in their youth.

BMW provides a stark contrast—the brand retains enthusiastic and growing appeal among collectors. Twenty years ago, a new 7-Series costs much more than an M3. Today, the M3 is worth more. Why? Because many more enthusiasts want a 2004 M3 than want a 2004 745Li. When cars become old enough, the market for them is composed almost exclusively of enthusiasts.

Jaguar chairman Sir John Egan with the 100,000th XJ6 off the production line

Meanwhile, few Jaguars have set enthusiast hearts alight, even looking back 50 years. There are of course evangelists of the XJ-S, XK8/XKR, and XJ40/X300/X308 generations of the XJ, and likely other models besides. But we are small in number and a little bit weird. There aren’t enough of us to form an entire new generation of Jaguar fans, especially when other brands have done such a good job of connecting their enthusiast-driven identity to the mainstream. Think Porsche, Ferrari, Lamborghini, and Land Rover.

As for the classic Jaguars of the company’s golden era, their lack of connection to today’s enthusiasts is compounded by the fact that they sold so well when new. Corvettes of the same period sold in large numbers. Porsches and Alfa Romeos did, too, albeit to a lesser extent. But virtually every model of Ferrari, Aston Martin, and Maserati from the 1950s to early 1970s ranged from a few hundred to barely a few thousand units. Given how comparatively abundant Jaguars are, it takes a larger number of buyers to sustain appreciation, and there just aren’t enough such people in the current market. If they had made a few hundred E-Types or XKs, they’d all be worth at least a million dollars. But they didn’t, and they aren’t.

The Silver Lining

While it’s disappointing to see Jaguar values languish, there are upsides. What made them so compelling against their competitors in the 1950s and ’60s is still true today. They represent great value for money given their intrinsic characteristics, and softening prices make them an even greater value.

If you’ve dismissed Jaguars as “old people cars,” take a closer look at them. And if you’ve seen the light and own one, share it with as many people as possible. Let them hear it, ride in it, and form those memories that will reshape them from a car enthusiast into a Jaguar enthusiast. If Jaguar as a company can’t endear itself to a new crop of car fans, it’s up to those of us who know better to do that work instead.

Regardless of their values, the experience provided by these cars has lost none of its appeal. To look at, ride in, or drive an E-Type is one of motoring’s great pleasures, and it happens to be one of the precious few automotive experiences that is getting more, rather than less, financially accessible.

Derek Tam-Scott - a used car salesman and car content grump / Hagerty

Specialising in rebuilding classic JAGUARS and other British cars. British Sports Cars have moved to 58 road no.4, Brentwood Park, Benoni and we are now working on modern Jaguars as well.

Our contact details for new owner Piet Bateman are: Workshop: 011 421 0531

Cell: 079 873 4029

Email: piet.bateman@gmail.com

NEW MEMBERS 2024

The JCNR would like to welcome the following new members who have joined us recently:

Praveen Suguday from Morning Hill , who drives a 2013 Jaguar XF. Desh Narayanan of Douglasdale. Dean has a 2017 XE.

Please

and service:

Jaguar Bryanston

Jaguar West Rand

Jaguar East Rand

Jaguar Bedfordview

The next thing Noel Gallagher knew, the person unloading a 1967 Jaguar Mark 2 (chosen for the year Gallagher was born), converted by specialists Vicarage into a drop-top, was knocking on the Oasis star’s door to deliver his car. The interview with Radio X is well worth a watch, with Gallagher describing the car as his ‘most expensive mistake’. We’re used to seeing large price tags attached to carefully restored cars and restomods, but it’s not the price alone that made this car a mistake for the star – it was the fact he bought it and never got a driving licence in order to justify the purchase.

So, while Gallagher has money, musical talent, and umpteen million record sales to his name, I’ve done one thing he never has: driven his Jaguar Mark 2. And I’m sorry to tell you this Noel, but you’ve really been missing out by never getting that licence – this Jag would have been a hell of a thing in which to get papped by tabloid photographers.

The company responsible for the conversion, Wolverhampton-based Vicarage, has specialised in Jaguar restoration since 1984, and in particular the Mark 2. You can buy parts they’ve developed over the years, or commission them to restore a car, but there’s also the scope for something more dramatic, and for Gallagher, that was a full drophead conversion. The work is seriously impressive in the metal, to the extent you’d be hardpressed to tell it wasn’t factory if you didn’t already know Jaguar never made a Mark 2 drophead itself. The body sides are as smooth as glass and the front doors expertly lengthened into the space vacated by the rear ones – and they open and shut with a precision that would have done Browns Lane proud, and come with the benefit of central locking.

Rock ‘N’ Roll Star

DRIVING NOEL GALLAGHER’S ‘MOST EXPENSIVE MISTAKE’ JAGUAR MARK 2 DROPHEAD

“I WAS PUTTING THE KETTLE ON, THINKING, F***ING LOVELY CAR, THAT. I’M GONNA GET ONE OF THOSE, ONE DAY…”

Then there’s the hood, which fits snugly against the header rail and neatly replicates the original roofline, and once you undo the catches either side of the rail, is electrically retracted, ready to be hidden by a tonneau cover. Roof up there’s some wind rustle but it’s far from excessive (particularly given older cars are rarely silent to begin with), and roof down, it’s less blustery than you’d credit given, once again, the car was never designed for such an arrangement. Vicarage retrimmed the cabin in a vibrant red to contrast with deep black exterior paintwork – a proper rock’n’roll combination, I reckon. With the Ford-sourced electric window and roof switches, a modern single-DIN head unit and a three spoke Personal steering wheel (the only element I’m not overly keen on, with its faux carbon fibre centre) there are clearly non-original touches, but the driving environment with those large dials, four smaller gauges and rows of toggle switches (subtly and handily labelled), still feels suitably vintage.

And while Vicarage overhauled the car’s 3.8-litre mechanicals, including the fitment of an automatic gearbox (having driven a ‘Moss box’ Mark 2 in the past, I’ll happily take an auto here…) and power-assisted steering, there’s no sign to the lay enthusiast that anything is out of place or non-original, even when you pop the bonnet and see your reflection in that gleaming chrome rocker cover. Externally, the only real clue is the oil cooler you’ll spot behind the grille – one of Vicarage’s touches to improve reliability.

The alterations certainly make familiarisation an easy process. When I pick up the car from Jaguar Land Rover Classic in Coventry, the engine is already warm, so there’s no need for the choke to help rouse it, and the inline-six fires near-instantly on a press of an innocuous black starter button. The floor-hinged throttle pedal might be taller than my foot is long but the action is relatively smooth, though pulling out of a parking space I quickly rediscover one of the Mark 2’s limitations: a turning circle the likes of which only Clio V6 owners will truly empathise with. That’ll be fun when manoeuvring for photographs later…

Today we’re probably stretching the Mark 2’s legs more than it’s had the opportunity to for a while. Gallagher only took the car for a spin once during his ownership, with wife Sara MacDonald at the wheel. “We just happened to be near the garage it was in,” he told Radio X. “It was like going to visit an old auntie!”

More recently, Jaguar Land Rover Classic acquired the car in 2022, and it was used in Her Majesty the Queen’s Platinum Jubilee celebrations. There’s a piece of paper in the car’s centre armrest cubby confirming its attendance, along with a small, red leather-bound A-to-Z, matching the interior trim. Further poking around reveals the owner’s handbook, though amusingly, the largest handbook inside the car is the one for operating the stereo.

Speakers hidden in each corner of the interior hint at reasonable audio quality, but it’s the straight six’s twin tailpipes that provide today’s soundtrack. It’s surprisingly vocal, particularly as it echoes off parked cars, tunnels, and other roadside furniture, though the auto ‘box and long gearing take some of the urgency out of both the engine note and the performance – this is definitely more of a cruiser than the Mark 2’s reputation as a sports saloon. It’s brisk enough though, with a deceptive turn of pace when leaving 30mph zones and joining national speed limit roads.

And it won’t shirk wiggles in the road either. Perhaps the biggest surprise of this drophead conversion is how solid the car feels, with minimal scuttle shake, and how faithfully it tracks around corners. The ride quality helps, not just the car’s tall vintage-style tyres but also the suspension upgrades fitted by Vicarage, including coil springs over dampers in place of the factory leaf springs. Keeping up with traffic is no problem at all, power steering making (wide turning circle aside) junctions, roundabouts and other curves a doddle.

It hangs on through quicker corners too, though what the assistance gains in usability, it does absorb in potential feedback. Avoid Goodwood-style antics and it’s much easier to appreciate how easily you’re able to clip along with minimal effort – very Jaguar.

Gallagher’s loss will soon be someone else’s gain. The star spent around £110 000 on the car back in the late 1990s. It then sold for around £125 000 in 2022, and with Jaguar Land Rover Classic it’s up again, wearing a tag of £144 950 – still less than the near-£200k, inflation-adjusted, that the singer paid.

And even if Noel Gallagher never drove it himself, he’s been driven in it and even sat behind the wheel, perhaps questioning his sanity. Not only that, it’s had another celebrity bum in its driver’s seat: Dr Who star Matt Smith was seen behind the wheel in the music video for 2021 single Flying On The Ground, from Noel’s current band High Flying Birds. The custom work makes it difficult to place on Hagerty’s Power List, but this Cool Britannia cat is so much more desirable than any inflated-value Elvis Caddy or Elton John Rolls…

Antony Ingram / Classic & Sports Car

FORMULA E UPDATE

Dateline Diriyah – January 26th 2024

Formula E: Reigning champion Jake Dennis (Avalanche Andretti) won by more than 13 seconds in the first round of the Diriyah double-header under the lights in Saudi Arabia. Polesitter Jean-Eric Vergne (DS PENSKE) had bolted off the line to hold an early lead and was forced into fending off the Jaguar TCS Racing pair of Mitch Evans and Nick Cassidy as the race reached its climax. A last lap lunge from Evans, running third at the time but with second in his sights, cost the Kiwi a podium as he overcooked the stop into Turn 18, handing third to his teammate Cassidy.

Jaguar TCS Racing: It was two out of two for Nick Cassidy as he secured his second successive podium. He carved his way through the pack, and, by lap 24 was up into fourth just behind Mitch. In a valiant effort, Nick supported his teammates’ race by allowing him the space to defend Andretti Autosport’s Norman Nato, as well as defending NEOM McLaren’s Sam Bird in the final stages of the race.

On the illuminated track, Mitch Evans had an action-packed race as he challenged for the win and podium throughout the full 37 laps. Starting on the front row of the grid after a successful Qualifying session, Mitch held his position off the start line. For the first third of the race, Mitch, Jake Dennis and Jean-Éric Vergne rotated places. On the 12th lap Mitch skilfully overtook Vergne to take second position. Five laps later, Vergne overtook Mitch to regain second. In the last few seconds of the race

Mitch made a final attempt for second, only to run wide on the exit falling back to fifth at the flag.

Dateline Diriyah – January 27th 2024

Formula E: Jaguar TCS Racing's Nick Cassidy sealed a first win for the team of Season 10 in a measured, composed drive to take to the top step in Round 3 - his 50th Formula E race. Robin Frijns (Envision Racing) took second, while Oliver Rowland (Nissan) - the polesitter, ended the race in third.

Jaguar TCS Racing: Nick Cassidy lined up third on the grid. After holding position at the start of the race, by the fifth lap he moved into the lead of the 2024 Diriyah E-Prix after his podium opponents took their first ATTACK MODE decisions. For the next phase of the race, the pace was frenetic at the front with Nick and Robin Frijns from Jaguar's customer team, pulling out a lead on the rest of the pack. A crucial moment in the race was Nick building a sufficient gap for his second ATTACK MODE which meant he could come out ahead of Frijns and maintain the lead. On the last lap, under the lights, Nick secured the fastest lap to add one more point to his tally for round three.

Mitch Evans rounded out the points with a determined tenth-place finish, after starting in P13 on the grid. Despite crossing the finish line in 11th place, an FIA investigation on Andretti’s Jake Dennis for overtaking under a yellow flag promoted Mitch back into tenth place.

Dateline Sao Paulo – March 16th 2024

Formula E: Sam Bird sealed one of the most dramatic victories in Formula E history in the São Paulo E-Prix Round 4, with a stunning final-lap move on former teammate Mitch Evans (Jaguar TCS Racing) to secure NEOM McLaren's first victory in the World Championship and his first with the team. Oliver Rowland (Nissan) was able to slice by two competitors at the last corner, beating the pair in a sprint to the finish to secure third place.

JTCSR: After lining up on the grid in P4, following a strong qualifying performance, Mitch Evans and the team executed an impressive race under the São Paulo sun. Holding his own to both defend and attack throughout the 34-lap race, Mitch maintained a second-place position behind Sam Bird, before overtaking him with six laps to go. Mitch and the team strategically managed the race from the front for the remaining laps but with only two corners until the checkered flag, the battery temperature became too high, causing the car to lose power and Bird was able to pass and take the win.

Tackling the 11 turns of the 2.93km track, Nick Cassidy was determined to climb from his P9 starting position. For the early phase of the race, he focussed on energy management and positioning his Jaguar ready to progress at the appropriate opportunity. Unfortunately, the concertina effect caught Nick out resulting in damage to the front wing of his car, which caused his eventual retirement from the race.

Dateline Tokyo – March 30th 2024

Formula E reports: Maserati MSG Racing's Maximilian Guenther overcame polesitter Oliver Rowland (Nissan) to take the chequered flag

first in the inaugural Tokyo E-Prix on Formula E's first visit to Japan. The German hit the front on Lap 24 after long-time leader Rowland ceded top spot as energy become critical. Guenther fended off three attempts from Rowland on the final lap and was able to drive to the flag to seal his and Maserati MSG Racing's first win since Season 9. Reigning champion Jake Dennis (Andretti), fifth on the grid, was able to come home third after a tasty battle between himself and Antonio Felix da Costa.

Says Jaguar TCS Racing: Jaguar took valuable points in the inaugural Tokyo E-Prix, the team’s 100th race. From his 19th place grid start, Nick Cassidy delivered a fantastically composed drive and carved his way through the field to cross the line in an eventual ninth place. Nick was ultimately promoted to eighth place, after the Mahindra of Edoardo Mortara was disqualified after the race.

Mitch had a challenging race. After initially losing two places in the first lap, the Kiwi carefully conserved energy before starting to progress through the field but made minor contact with Robin Frijns, forcing him to return to the pits to replace the nose on his I-TYPE 6. Mitch returned to the track in 18th position, but - despite the late safety car - he couldn’t progress much further, ultimately finishing the 35-lap race in 15th place.

Dateline Misano – April 13th 2024

Formula E writes: TAG Heuer Porsche's Antonio Felix da Costa made the jump at just the right time in Round 6, as he led the pack home. Da Costa took the race lead with three laps to go, from Oliver Rowland (Nissan). Reigning champion Jake Dennis (Andretti) clambered from a lowly 17th on the grid to complete the podium. However: Da Costa was disqualified as the throttle damper spring on Car #13 was not found in conformity with one of three optional declared items. As a result, Rowland inherited the race win. Maximilan Guenther (Maserati MSG Racing) was promoted to third.

Says Jaguar TCS Racing: At the Misano World Circuit Marco Simoncelli, Mitch Evans lined up on the front row of the grid, with Nick Cassidy in eighth place. Mitch delivered a strategic race from the start, but contact caused damage to his front wing, so he crossed the line in seventh. Post-race time penalties meant Mitch was promoted to fifth.

Nick Cassidy made strong progress at the start and by lap three was leading the race. However, in lap five, Jean Éric Vergne caused a collision which forced Nick to come into the pits for a front nose change, dropping him to the back of the pack, eventually to retire in the last lap of the race due to a technical failure.

Dateline Misano – April 14th 2024 Formula E writes: TAG Heuer Porsche made amends for their race one strife in Misano with Pascal Wehrlein measuring a drive to his sixth Formula E win, the German stealing by Oliver Rowland (Nissan) on the final lap of the race while reigning champion Jake Dennis (Andretti) wound up second with Jaguar TCS Racing's Nick Cassidy pinching third at the flag.

Says Jaguar TCS Racing: Nick Cassidy lined up eighth on the grid. At the race start he progressed through the field, initially cycling in the top three, and by lap six took the lead of the E-Prix. The early ATTACK MODE strategy to the cars around Nick meant he dropped back into seventh position. In the final two laps, Nick used his energy advantage to push forward and overtake Maximilian Günther and in a dash to the line he pipped Nico Müller to take the final podium position.

Mitch had a challenging start to the day after he lined up P15 on the grid. The team had implemented a strategy which would see Mitch progress through the field – and he made it up to P11 with over 3% energy advantage to the cars in front of him. However, he had a technical issue, which forced him to stop temporarily and later to retire on the last lap.

Formula E / Jaguar TCS Racing

Dateline Kidlington – April 26th 2024: Jaguar commits to Formula E Gen 4 through 2030.

“This is great news for Jaguar TCS Racing and for Jaguar. As a team we recently celebrated our 100th race in Formula E and, with Jaguar being reimagined as a pure-electric brand from 2025, the timing couldn’t be better. Our commitment to the next, GEN4 era of Formula E is clear demonstration of the JLR Board’s confidence in us. I am extremely proud of what the team has achieved to date in what is the pinnacle of electric racing, and we are all very excited for the future.” James Barclay, Team Principal

Dateline Monaco – April 27th 2024: Team-mate of the year'

There are many rare qualities needed for getting elusive 1-2 results in Formula E. Strategic elegance, efficiency and aggression are some of those. But how about telepathy?

At times during the 31 laps of the Monaco circuit on Saturday afternoon it felt like the almost-lifelong friendship of Mitch Evans and Nick Cassidy had morphed into something with a hint of the paranormal about it, such was the relative ease in which the two Jaguar drivers’ orchestration worked out. The fact it was at both the Kiwis’ adopted homes and on the weekend where Jaguar committed its long-term future to Formula E made it all the more notable and sweeter.

For Evans in particular it was rammed with emotion. He’d finished second and third in the Principality in recent FE races there and the breakthrough

win came less than a week on from the death of his racing mentor and sometime patron Sir Colin Giltrap.

So, the sentimental then mixed with the pragmatic, as the two Jaguar I-Type 6s took an almost-photo finish to extend the works squad’s teams’ championship lead and properly thrust Evans into his long-held quest for the Formula E drivers’ title.

But he didn’t do it alone. And why was he the one who ended up winning? Both Evans and Cassidy had strong pace in qualifying but both fell foul of errors that denied them a potential front-row lock-out that would have created a completely different dynamic to the race.

There were four key moments of the Monaco E-Prix that eventually defined it and which Jaguar won.

The first was Cassidy getting too much wheelspin off the startline, allowing Evans to slip though into third position. Even at that stage Cassidy “kind of thought I was on the back foot so just doing my best to make sure if I couldn’t win my team-mate could”, as he put it to The Race later.

The next was just two laps later when polesitter Wehrlein took his first attack mode at the earliest possible opportunity and gave up the lead to Stoffel Vandoorne’s DS Penske, which in turn was being comfortably tailed by the dual-headed Kiwi Jaguar express train.

Then, quickly, came the third. Wehrlein, still dangerous in speed and confidence, had to give up his position to Jean-Eric Vergne when the Porsche team was instructed by race director Scot Elkins to do so - after a yellow flag had been thrown for debris and Wehrlein had overtaken an attack mode-taking Vergne.

The fourth and maybe most decisive of all was when Evans was trying to get past Vandoorne for the lead and the DS Penske driver was holding on to track position and not letting him pass. Evans reacted “quickly and backed off”, according to Jaguar team principal James Barclay. “It forced Stoffel to take the attack [mode] but there wasn’t enough gap and Mitch came out in front of him,” Barclay explained.

That was when Jaguar was set free to manage the race from the front. As Barclay told The Race, it was “the game changer on the race win and on being able to control the potential 1-2.”

Sam Smith

Oil Replenishment

When the F-TYPE was announced in 2012, it offered a choice of three models. They were the F-TYPE, F-TYPE S and the F-TYPE V8 S. They were powered respectively by the then new 3.0-litre V6 supercharged petrol engine in 340PS and 380PS outputs and the 5.0-litre V8 supercharged petrol producing 495PS. The S was an upgrade created by altering the engine mapping of the base car. Now the V6 (AJ126) is basically the same engine as the V8 (AJ133). Oh dear, the editor’s lost it again. He can’t tell the difference between six and eight.

So, as Wikipedia tell us, the AJ126 V6 utilizes a AJ133 V8 engine block with the rear two-cylinder bores blanked, and reduced bore sizes on the remaining six cylinders. While the engine block is the same size as the V8, the cylinder heads are shortened versions of the V8 heads. It is made on the same production line as the AJ133. The AJ126 is a 2 995 cc 90° petrol V6, having a bore and stroke of 84.5 mm × 89 mm with a 10.5:1 compression ratio. It is supercharged and liquid cooled featuring direct fuel injection, four overhead camshafts and four valves per cylinder. The crankshaft features offset journals and a counterweight in place of the deleted pistons and rods. (Hardly a pure V-6, but 6+2= 8. Ed.)

The main structural components of the engine are all manufactured from aluminium alloy. The engine is built around a very stiff, lightweight, enclosed V, deep skirt cylinder block. A structural windage tray is bolted to the bottom of the cylinder block to further improve the block stiffness, minimize NVH (noise, vibration and harshness) and help reduce oil foaming. To further enhance the stiffness of the lower engine structure, a heavily ribbed sump body is installed. The sump body also helps to reduce engine noise.

The engine uses a Bosch high pressure direct injection fuel system with fuel pressure provided by two high pressure pumps which are driven by a dedicated camshaft. The pumps supply the fuel rails which in turn supply the three injectors for that bank with fuel at a controlled pressure. The four camshafts incorporate VCT (variable camshaft timing), which allows the timing of the intake and exhaust valves to be adjusted independently of each other. The VCT system is controlled by the Bosch ECM (engine control module) using information from camshaft sensors. The supercharger is located in the 'vee' of the engine and is driven from the crankshaft by a dedicated secondary drive belt.

In 2014, Jaguar launched the XE saloon, the S variant featuring the 340PS version of the AJ126 engine.

So, what could go wrong with such an engine? Answer: putting too much oil in it.

Brian Silvestro from motor.1.com notes that it's always important to routinely check and change your oil. It's the lifeblood of your engine, after all, responsible for lubricating the complex combination of metal pieces that work together to make all that horsepower. Having too little oil can be catastrophic. But having too much oil is just as bad, as this teardown of an overfilled Jaguar engine shows.

Eric from the I Do Cars YouTube channel managed to get his hands on a 3.0-litre supercharged V6 out of a 2017 Jaguar XE sedan that failed because it was severely overfilled with oil. According to the salvage yard that sold the engine, nine quarts of oil came out of the pan when it was drained. Maximum capacity for this engine is just 5.7 quarts.

Teardown of the heads show signs something's gone wrong. This engine has only been used for just over 100 000 kilometres, so everything looks relatively clean. But metal flakes in the oil filter and scarring in the cam journals point to catastrophic damage in the block.

Sure enough, once the heads come off, Eric finds the two forwardmost pistons are no longer properly secured to the crankshaft. He also discovers they've previously made contact with the head — something that's not supposed to happen in normal operation. Taking off the oil pans reveals a ton of torn-up rod bearing material, including a few giant chunks. That explains the loose pistons, then.

Taking the pistons out reveals a bunch of burnt metal at the bottom of the connecting rods and a bunch of damage to the cylinder walls. When an engine is overfilled with oil, the crankshaft splashes the excess oil around in the crankcase, turning it to foam. When that foam is sucked into the oil pump it aerates the oil to the point where it can no longer lubricate the metal. The result is a bunch of friction and heat that, left untreated, will quickly kill a motor. And that's exactly what happened here.

Take this Jaguar V6's destruction as a sign to learn how to check your cat’s oil properly. Or you could end up with a bricked engine.

Brian Silvestro / motor1.com

JAGUAR CLUB Contacts in South Africa

NORTHERN REGIONS Name Cell E-mail

Chairman Bob Brown 082 452 9308 bobbrown9989@gmail.com

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Local and Away Events Committee

Limpopo Representative John Kriel 082 449 7290 johnkriel@mweb.co.za

NATAL MIDLANDS

Administrator Elizabeth Quigley TBA elisabeth@shuter.co.za

WESTERN CAPE

Chairman Tony Kings 082 321 3019 info@cederbergchalets.co.za

Treasurer / Membership Roger Manton 083 415 3184 mantons@afrihost.co.za

About This Publication

This magazine, together with our website –www.jagclub.co.za – comprise the official voice of the Jaguar Club: Northern Regions.

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The Jaguar Club Northern Regions is an independent organisation of enthusiasts who own Jaguar vehicles ranging from the classics of the early Thirties to the modern Jaguars of the current day. The club originated in 1977 from informal gatherings of a small band of dedicated Jaguar owners in the Johannesburg area to an organisation now comprising many hundreds of individuals from all over Southern Africa. Our purpose is to further your enjoyment of all Jaguar and Daimler automobiles both by driving them and sharing information in our website, on Facebook and in this magazine.

Afterword – Tina Turner – Series 3 E-Type

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