Hello all – I would like to welcome all the new members to our Club and wish them a long and pleasant experience during their membership. We have had consistent take up on membership for a while now, albeit that we also lose members who either sell their cars, move away or sadly are no longer with us. The nett result is that we have maintained a steady membership of between 120 – 140 for the last few years and compared to other car clubs this can be considered a success.
People often ask me - what does the Club do? and I usually answer with the same response starting with… We try to offer a balance between Heritage and Lifestyle… and by this, I mean the following:
Heritage – helping members source parts and technical advice for older cars, albeit that the internet now makes this a self-help discipline. Concours/Show Day events where members can put their cars on show for the public to enjoy. Or interacting with other car clubs at events such as Cars in The Park at Zwartkops where members can discuss the cars they once owned or still desire to purchase – another term for this aspect could be Technical Support.
Lifestyle – Arranging both local and away events to places and activities that perhaps they would not normally go to e.g. Bloemfontein, Simola Hill Climb, Heidelberg Heritage Museum etc. Or track days with other clubs such as the Lotus or Cobra Clubs who are more racing focused than most. Or just a plain Sunday morning drive to Harties or Cullinan to blow out the cobwebs and have a leisurely breakfast or lunch, again this could be called the Social Aspect of the Club.
Often these two aspects overlap and hopefully they blend seamlessly together, such that the whole is greater than sum of the parts.
Many clubs (motoring, sports and social) have grown over the years from simply a place to get a drink on a Sunday and catch up with the local gossip, to a proactive experience that is based on a common thread that people can then expand their social relationships from. Fundamentally, we all want to belong to a Tribe of some kind and feel that we have a place in the world with likeminded individuals.
All being well, the JCNR does and will continue to offer this to its members and should we, as a committee, stray from this path, please give us a polite nudge now and then to make suggestions as to what will keep you interested – albeit that this may be from the seat of an electric car, all suggestions are welcome – even bad ones.
“The secret of life is honesty and fair dealing. If you can fake that, you've got it made.” – Groucho Marx
Greetings from the dam
I will start this editorial with a request –actually two – to all those reading this issue.
At the last committee meeting someone, probably our esteemed chairman, noted that I was getting a bit long in the tooth. “Shouldn’t you find a successor soon?” was suggested. Vainly, I protested that I was enjoying putting the magazine together. We compromised on my looking for an assistant editor. So, if anyone out there would like to help, please let me know. Contact details on page 32. What skills do I need? you may ask – and so you should. Briefly, the ability to type, the ability to write and edit coherently, the skill to surf the ‘net looking for relevant content and the persuasive power to get articles out of your fellow members. Oh, and a basic knowledge of our marque. To start with, one or two articles per issue would be appreciated.
The second request is the perennial one for more advertisers. Unfortunately, we have lost one of our UK supporters. David Manners have elected to concentrate on their UK marketplace. My thanks here to Mike Butt, who has agreed to support us for a year with an ad for his company, Afrisil. However, more adverts are needed to keep the magazine wheels turning. Please and thank you.
A sad note at this point. We note the passing of Ratan Tata, who was the chairman of Tata Group and Tata Sons from 1991 to 2012. In 2008, he received the Padma Vibhushan, India’s second highest civilian honour. He joined the Tata Group in 1962, starting on the shop floor of Tata Steel. He later succeeded J. R. D. Tata as chairman of Tata Sons upon the latter's retirement in 1991. During his tenure, the Tata Group acquired Tetley, Jaguar Land Rover, and Corus, in an attempt to turn Tata from a largely India-centric group into a global business.
Adrian Mardel, CEO of JLR, commented “It was thanks to his singular vision that Tata acquired JLR in 2008, and we owe everything we have become since then to his unwavering support and dedication.
Mr. Tata led us on an extraordinary journey. He inspired incredible new chapters in our history. Under his generous and trusting guidance, we have felt deeply proud to be part of the Tata story.”
Thanks are due to many people for their contributions to the magazine you’re reading. Lesedi Rakgokong and Geoff Connor for their help with the S-TYPE tale; Roy Henry and Kobus Van Wyk for the epic story and pictures of their trip to Plett and Michelle and Paul Haarhoff for the text and Peter Herbst for the pictures of the club outing to Van Gaalen Cheese Farm. You will have heard of the passing of Gareth Willems-Wynn – who masqueraded as “Wise-Wrench” for his articles on Jaguar care. We still have two more to go.
See you at a club event soon.
Brian
Front Cover: We are the Champions, my friends.
QUARTERLY QUIRKS & QUOTES
Dateline Gaydon - July 18th 2024: JLR has teamed up with The Washing Machine Project to help transform the lives of thousands of women and girls in South Africa by building ten community manual washing machines to help a community in need in Diepsloot, Johannesburg. The Clean Clothes Campaign aims to help tackle the burden of handwashing clothes and promote gender equality by relieving women and children of up to 20,000 hours of chores a week, so they can fully enjoy their rights to work, education, good health and leisure time.
As well as JLR engineers volunteering their skills and time, the year long campaign project has seen efforts across JLR’s broader workforce, with over £4,900 of funding raised by its colleagues who are part of the business’s Race, Ethnicity and Cultural Heritage (REACH) network. The luxury car manufacturer’s talented engineers used their automotive expertise to enhance the design and functionality of the Divya washing machines, to meet the needs of households in the South African villages. With support from its freight team, JLR delivered the Divya washing machines, built at its Gaydon HQ in the UK to the communities in South Africa using one of its Defender vehicles.
Former JLR employee Navjot Sawhney, who founded The Washing Machine Project, started this project on a trip to India, engineering cook stoves. Nav was struck by how much time his neighbour would spend doing back breaking chores, including hand washing clothes for up to 20 hours each week. He promised her a washing machine, and he developed the first prototype when he returned home and called it Divya after his neighbour. He started the social enterprise five years ago whilst still working at JLR, where he received full support from his colleagues.
Dateline Gaydon – September 12th 2024: JLR’s EV build and test facility in Coventry – which plays a crucial role in the luxury vehicle manufacturer’s plan to electrify all of its brands by 2030 – has added an unlikely colleague to its list of new recruits, in the form of a four legged robotic dog dubbed ‘Rover’. With the test facility a complex and energy dense environment, with thousands of assets that requires constant monitoring, Rover’s role as guard dog is of critical importance to JLR and its human colleagues – saving them valuable time by spotting potential operational issues and equipment wear and tear early, ensuring test
and development continues to run on schedule ahead of the launch of Range Rover Electric.
Just like a regular guard dog, ‘Rover’ has its own kennel at the plant, where it periodically lives and charges its 50V battery between shifts. However, unlike a regular dog, Boston Dynamics’ robot can operate 24 hours a day, 7 days a week, and doesn’t get distracted by loud sounds, unusual sights or smells.
Fully automated to follow a range of pre set routes, Rover conducts up to 24 patrols each day and night, using AI to physically open doors, ascend stairs and navigate high traffic areas with diligence. Continuously taking measurements and inspecting valves and machinery, Rover eliminates the risk of human error in these tasks, while allowing engineers to better spend their time analysing Rover’s results to make more insightful business and maintenance predictions or to perform repairs. Performing his duties with aplomb, the quadruped is able to do so thanks to the natural dexterity afforded by its four legs and robot arm. These in turn are maximised by its advanced onboard sensors ‘hearing’ potential gas leaks that would otherwise not be sensed by human ears, and using thermal sensors to evaluate battery temperatures quickly, ensuring technicians can continue their work safely.
With Boston Dynamics’ Rover already performing vital duties within JLR’s EV build and test facility at Lyons Park, JLR is now scoping out future use scenarios for a fleet of robotic quadrupeds across its entire global industrial footprint. This includes at its Solihull plant where preparations are well underway for the launch of Ranger Rover Electric, and also where Jaguar will begin an exciting new era as a pure electric modern luxury brand – the first of which will be a 4 door GT, the most powerful and sustainable Jaguar ever with a range of c.700 kms, priced from £100 000. JLR’s investment into robotics forms part of the luxury vehicle manufacturer’s wider £18bn investment into its Reimagine strategy, with Lyons Park also proofing the use of plasma cleaning robots. These robots have a pivotal part to play, removing microscopic dust particles from battery cells ahead of bonding, which would otherwise not be visible to the human eye. JLR
An S-TYPE 2.7 Diesel
A DIESEL JAGUAR? WHAT? SIR WILLIAM WOULD NEVER APPROVE! IT’S NOISY AND SMELLY. IT WILL LOWER OUR IMAGE IN THE MARKETPLACE!
Well, in the event, that turned out not to be true. Before 1995 the market share in Europe for diesels was below 10% and by 2012 it was over 50%. In 2001 the New Labour Government in the UK introduced new vehicle tax rates in a bid to cut CO2 emissions, with these rates favouring diesels. This led to many motorists opting to purchase diesel cars. Similar benefits were introduced across Europe. The motor vehicle manufacturers responded by ramping up the production of diesel-powered cars, and by introducing new, more efficient diesel engines in their existing ranges.
Jaguar responded to this opportunity by introducing a diesel engine in the X-TYPE. In 2004 it became the turn of the S-TYPE to tackle the diesel market with an all-new V6 engine. Jaguar claimed that diesel technology had reached a level where it was suitable for its cars, although both the company and its dealers had been keen to see the introduction of a diesel for years where it had lost out – particularly in Europe – to other premium cars with an array of diesel motors. The 2.7 V6 engine was a product of the Ford-PSA diesel partnership. Using twin turbos, the 2.7-litre engine developed 206bhp and 320lb-ft of torque. Engineers
claimed it was up to seven decibels quieter than a comparable engine in a leading German rival.
The entry-level 2.7D came with climate control, a CD player, electricallyadjustable front seats and 17-inch alloy wheels. The S-TYPE had helped Jaguar double its sales worldwide since its launch in 1999, and despite only being available as a saloon and up to then with petrol engines, it accounted for 18% of the petrol executive car segment in Europe. At the time, petrol engines account for just 20% of the whole executive car sector in Europe, and Jaguar thought that the diesel engine would help the S-TYPE take a significantly larger share of the market.
The car we are featuring in this issue is a 2007 model. It comes in slate grey paint, with light grey leather interior. And it is immaculate both inside and out. This S-TYPE belongs to Lesedi Rakgokong, a pending member of the JCNR. It was acquired through Geoff Connor from a deceased estate. Says Geoff: “The mileage is just under 112 000 kms and we have done absolutely nothing at all to the car since Lesedi bought it. I've been using it for a month or so daily and it has given me no trouble
at all - in fact it is a pleasure to drive.” Your editor was taken for a short run in the Jag and it certainly bears out these claims.
Notes Craig Cheetham from Auto Express: “On the road, the S-TYPE feels extremely responsive, if slightly hesitant off the mark - a trait less noticeable on the automatic model. The mid-range pull is incredible and high-speed refinement is up there with class leaders. If you spend much time on the motorway, the new diesel's relaxed cruising ability and incredible torque are preferable to a petrol model - and it returns 40mpg. The six-speed manual gearbox, however, is not so impressive, so as with most Jaguar buyers, we would favour the automatic, as it is more suited to the car’s excellent ride and refinement.”
However, all this love of diesel engines eventually came to nothing. Dieselgate began in September 2015, when the United States Environmental Protection Agency issued a notice of violation of the Clean Air Act to the Volkswagen Group. The agency had found that VW had intentionally programmed turbocharged diesel engines to activate their emissions controls only during laboratory emissions testing, which caused the vehicles' NOx output to meet US standards during regulatory testing. However, the vehicles emitted up to 40 times more NOx in realworld driving. Oops.
And so, in 2020, the UK government announced their ambition to ban sales of new diesel and petrol cars from 2030 onwards. This decision was postponed to 2035, in 2023. In South Africa, dependent as we are on diesel bakkies, little has been legislated.
Lesedi’s Jaguar, however, remains an excellent example of the marque and a practical, comfortable and luxurious form of transport.
Text Ed / Pics Ed
A Tour to Plett
DID YOU KNOW THAT SENDING SIX DIP STICKS TO SA IN 2024 FOR A 1965 E-TYPE SERIES 1 4.2 IS THE SAME COST AS A NEW V12 E-TYPE IN THE EARLY 1970’S?
Ihad no idea after purchasing the E-Type unseen in East London on the suggestion of Mike Duff, a Durban School friend of 76 years, that nine years of frustration “fun” lay ahead!
After joining JCNR, I was quickly introduced to genial Gerry Kramer, who introduced me to Conrad Van Wyk. My car was way down the waiting list with Conrad busy working on six or so E-Types already. I had hoped to retire when I bought the car, but it was not to be, so on advice of E-Type owners I entrusted the car to a well-known Jaguar “restorer”. After three attempts to respray the car, I got involved during Covid, whereafter two of the painters died of Covid and the other fled to Lake Como with the money!
Fast forward to 2023. Time to retire and get hands-on with the E-Type, but first a tour to France and watch the Boks retain the Rugby World Cup.
On my return to SA, I had a fairly routine operation, sell the businesses and be ready for my Mountain Bike, Golf, full-on Jaguar involvement and Plett waters. The operation went very wrong and changed my life forever. Six months after recuperating, I spoke to Conrad, who was packing for Adelaide.
Kobus then invited me, out of the blue, for a road trip to Plett followed by a visit to the Sedgefield Classic Car Show. Conrad to the fore – he went through the E-Type, ordered the parts and within three days he was upgrading the cooling and electronic systems. A number of other areas also began to receive his attention – all done on night shifts as Kobus’s E-Type, number. 42, was being prepared for painting – Opalescent Gun Metal Grey - before Conrad’s imminent departure.
I like “doers” and no one can better Kobus and Conrad in the classic car arena – it’s in their genes!
Conrad got my E-Type running sweetly in a month, and Kobus switched to taking down the 1959 Jaguar 150S after the planned 120 decided not to behave.
With great trepidation on the June 20th 2024, I set off to rendezvous with Kobus at the Kroonvaal Engen garage at 8am. A chilly morning and a few coughs from the E-Type before she settled down with Kobus’s beautiful 150S skipping down the N1 at the national speed limit. Behind him the 4.2 loped along at 2 500 rpm with the drivers smile wider than the windscreen, while winters ravages of grass fires left blackened areas on the Freestate landscape. Champagne coloured winter grass glided past. Apart from drivers heading North giving flashing acknowledgements as we slipped down the road, the gangs working on the road maintenance would look up and whistled and shouted as we slowed at the numerous road narrowing’s. They appreciated the cars and picked us out early and easily as we approached – maybe due to the different sounds emanating from the 60-year-old cars. It was just above freezing that morning!
This drive was the culmination of many issues, as you will see below - and I wondered to myself in the cloudless African sunrise, how come I was driving with Kobus – possibly SA most renown Jaguar fundi! A “doer” of note – having recently completed a toolroom copy of a Jaguar C-Type, which can only be described as a magnificent work of pure engineering art. And there’s the Jaguar OBL number.42 enjoying the touches from Conrad and Kobus currently slated to be completed by year end.
My 4.2 straight-six just purred as I ticked off the following in my head: -
• Enjoyed a tour of France and stunning wines at the 2023 RWC to bring home the trophy in consecutive world cups.
• On returning home from the RWC, off to Pretoria for a “routine” operation
• Four emergency operations later, I luckily could creep out of ICU to recover at home.
• I had closed the office door on June 7th 2024 and handed over the keys
• Celebrated 82nd birthday on June 19th
• After 60 years of work (never having missed a day’s work due to ill health) I could enjoy this day to the full with Kobus. I hoped he had his box of tools just in case
• A reminder to count one’s blessings every day.
By mid-afternoon we arrived at Gariep Dam, our overnight accommodation. After rump steak braaied on Kameldoringboom wood from Botswana and a bottle of good SA Merlot, we are ready for the second leg of the road trip. The cars jumped to life the next morning – (one with a push) heading to Colesberg and Plett. This section of road included more undulations with many sweeping passes, and the stunning Karoo, showing off its prehistoric vistas. After 40 years of driving this road, I still expect to see a dinosaur over the next cutting!
Finaly down the Outeniqua pass to George and on to the N2 to Plett. Knysna was enjoying the Oyster Festival week and was grid locked, and the E-Type didn’t appreciate sitting stationery in the traffic for over 30 minutes. The carbs being set for altitude and not coastal conditions.
Organizer Peter Pretorius’s Classic Car and Bike Day was by invitation only, and assembled over 250 classic vehicles with several thousand spectators enjoying the perfect day under the big blue African sky. Jaguar was given pride and place as they commemorated 90 years of producing classics from Le Man’s winners to stately sedans. A splendid one-off light-weight V12 E-Type enhanced the Jaguar exhibit. The impressive number of Western Cape car enthusiasts ensured a very successful day – congratulations to Peter and his team for an outstanding event, which generated much needed funds for local charities.
For the return trip Kobus selected a route via Oudtshoorn and Meiringspoort, which had just been re-opened after very heavy floods had ripped through the rocky cutting. What a treat for the 82-year-old retiree, thanks to the ultimate “doers” Conrad, Kobus and Gerry. To all car enthusiasts – you are never too old to enjoy that classic car.
Roy Henry
P.S: Good news for Australians – bad news for South Africans – Conrad has relocated to Adelaide and I am sure we all wish him and the family a great future!
The D-Type at 70
THE JAGUAR D-TYPE WAS INTRODUCED IN 1954 – WITH THE PRIMARY OBJECTIVE OF TAKING OVER FROM THE C-TYPE AND CONTINUING TO WIN THE LE MANS 24-HOUR RACE.
John Lamm from the American monthly Road & Track tells the story: “It wasn’t luck that caused the D-Type to be so good. Every thing was too well planned for that.
The first time I saw a D-Type Jaguar in full flight was when Willie Green came scrambling out of the Esses at Le Mans. He was being pursued hotly by Neil Corner in an indecently fast Ferrari 250 GT short wheelbase Berlinetta and the occasion was Le Man’s 50th Anniversary race in 1973. It was one of those sights that leaves one reluctant to even press the shutter release for fear of missing something, afraid that anything might happen to the car and this would be the last time you would see it in motion.
Being in motion is very important for a car of this sort, because no matter how many D-Types you see in museums they are, despite their beauty, only so much metal sculpture. The smooth lines aerodynamicist Malcolm Sayer drew for the D-Type are at their best when the car is thundering down a short straight or sweeping through a corner, preferably at Le Mans. Compare the unbroken sweep of the car’s form from the rounded nose to the pointed tail to those of a contemporary racing car. Today’s race cars (1976 here. Ed) are based on wedges, using straight lines, extraneous devices and even the prettiest of today, Renault-Alpine’s Turbo car, has its well swept lines cluttered with a distracting paint job and too many words. Who would have thought in 1954 that we’d one day complain of race cars being too wordy?
Also, unlike contemporary race cars, the D-Types were very durable. You never saw a Jaguar shed a wheel just because the driver had the audacity to push the car hard. The D-Types were durable in another sense, remaining basically unchanged from the first Le Mans cars in 1954 through Walt Hansgen’s 1957 SCCA C-Modified championship car and to scattered win seven in 1960.
It wasn’t luck that caused the D-Type to be so good. Every thing was too well planned for that. The car’s predecessor, the C-Type, had victories at Le Mans in 1951 and 1953 so logic would seem to point to them as a starting point. In fact, there was a combination C/D-Type prototype that
ran at the April Le Mans trials in 1954. When the new D-Type appeared for the race, though, it was a departure from the production XK-120 based C-Type.
Where the C-Type had a space frame, the D-Type was a monocoque design. Its midsection was an 18-gauge magnesium alloy tub with holes cut out for driver and theoretical passenger. Out front the engine and front suspension were attached to an aluminium subframe that was then arc welded to the tub. A production-derived rear solid axle was positioned by four steel trailing arms (two at each end of the axle) that were bolted to the back wall of the tub.
Torsion bars were used front and rear, the forward units positioned north-south and attached to the lower of two A-arms, a basic carry-over from the C-Type. In back, the torsion bar was attached to the lower of the two trailing arms at each end of the axle. I use the singular because there was only one bar, a transverse unit anchored in the centre to the rear bulkhead with a trailing arm on each end. Side-to-side shifting of the axle was limited by an A-shaped member that had its two legs bolted to the rear wall and the point attached to the bottom of the differential by a balljoint.
The brakes were updated versions of the Dunlop discs that the C-Type pioneered with three pairs of pads per disc at the front and two-pairper-brake in back. There was servo assist from a driveshaft-driven pump. Steering was rack and pinion.
Ah, and then there was the engine, the legendary twin-cam, inline-six that powered the original XK-120s, then the C-Types and was further developed for the D-Type. In its first D-Type form, it displaced 3 442 cc and put out 245-250 hp at 5 750 rpm and 243-248 lb-ft of torque at 4 000-4 500 rpm. A dry sump system was used to lower the height of the iron-block, aluminium-alloy-head engine. To lower the profile even more the engine was slanted eight degrees to the right, though the Weber carburettors were kept level, feeding through a short manifold. There was no flywheel, but a torsional vibration damper was mounted at the front. The outside surface of the casing for the triple-plate hydraulic clutch served as a starter ring. The transmission was a completely new,
all-synchromesh unit. All this plus two fuel tanks with rubber bladders, were clothed in the skin of the Sayer-designed car.
That was the form in which the first D-Types were flown to France and then driven to Le Mans. For all the confidence, preparation and 172.9 mph on the Mulsanne straight, the Jaguar team didn’t win the 1954 race, losing officially to Froilan Gonzalez and Maurice Trintignant in a Ferrari 375 Plus spyder. Actually, they lost because of refuelling tank sediment that clogged fuel filters and various brake and engine ills. So much for the D-Type's first 24-Hour race, a bitter disappointment for, although D-Types went on to win other races that year, Le Mans was really the point of their competition effort.
After the first Le Mans race, the cars began to go through some changes, the first being the substitution of a 2 482-cc engine to more closely fit the car to the regulations that governed the handicap 1954 Dundrod Tourist Trophy race. In fact, many of the future changes were to meet regulations, such as higher windshields and more pitstops at Le Mans. There were more practical changes, many the reaction to lessons learned at Le Mans. The front subframe being welded to the car made repairs terribly difficult, so for 1955 the frames were made readily detachable. Fabricated of steel, the new subframe slipped into the tub to be bolted to the front wall, floor and rear wall. There were also some aerodynamic changes, the most obvious being to draw the nose out an extra 19 cm. for the “long nose” version and add a brake duct at each side of the radiator opening.
The engine was also massaged, keeping the 3 442-cc displacement, but getting the “35/40 head.” It was a Harry Weslake development that added larger valves and then, to prevent overlap, had the intake valve at the usual 35-degree angle with the exhaust tipped over to 40 degrees. It seems like a minor change, but it helped boost horsepower to 270 and torque to 256 lb-ft.
All totalled, the production-based engine was raced in D-Types as (in chronological order) 3 442 cc, 2 482 cc, 3 781 cc, 2 954 cc, 2 986 cc and for the special 1960 Briggs Cunningham Le Mans car, 2 997 cc. Horsepower through that series varied from 193 for the 2 482-cc Tourist Trophy engine to 306 for the fuel-injected 3 781-cc variations that raced at Sebring in 1957.
There were other changes and experiments, some such as the Lucas fuel injection (sorry, petrol injection) which were successful, others like the De Dion rear suspension that are best forgotten. All-in-all, though, there were probably fewer modifications to the D-Type than Tyrrell or McLaren go through in a good early season test week at Paul Ricard.
Incredibly enough, the D-Type actually went into production. Right next to the point in the more normal production line where the Mk VII and XK-140 Jaguars were receiving their final touches was a row of D-Types in various stages, from bare tub to almost finished. In 1955 and 1956 a total of 67 short-nose D-Types (mixed with a few XKSSs) went down that line and were sent over to the Motor Industry Research Association (MIRA) test track for testing by Jaguar’s experimental department. The original purchase price was £3878, complete with owner’s manual.
So, what did the D-Types accomplish? Most important were the three years they overwhelmed all Le Mans opposition, first in 1955 with Mike Hawthorne and Ivor Bueb, then in 1956 when David Murray’s Ecurie Ecosse team saved Jaguar with a Ron Flockhart/Ninian Sanderson victory after the factory cars were eliminated. The Scottish team saved Coventry’s honour again in 1957 after the factory pulled out, by sending Bueb and Flockhart to win over the Aston Martin DBRs, Maserati 450Ss and a variety of Ferraris. D Jaguars finished 1st, 2nd, 3rd, 4th and 6th.
They also dominated the Rheims 12-hour race in 1954 and 1956 (it was cancelled in 1955) and picked up victories at Sebring, SpaFrancorchamps, Montlhery, and, of course, numerous home events at Goodwood and Silverstone. American D-Types, particularly those raced by Briggs Cunningham's official factory team, were also successful, driven by Walt Hansgen to SCCA C-Modified Championships in 1956 and 1957.
Unlike Mercedes-Benz’s 300 SLRs. you won’t find D-Type victories all over Europe, though they won regularly on a club level with drivers like a young Jimmy Clark. Jaguar never did take the cars to the Mille Miglia or Targa Florio, since there apparently seemed little value in that to Jaguar’s boss, Sir William Lyons. Towing off to Sicily seems an extraneous exercise, especially when you consider the Jaguar market on that island. Le Mans was the thing, the one event that even those people generally uninterested in racing found laudable. Winning there had a sophisticated ring to it, something which one could use to boast . . . and sell cars. In
some ways, Le Mans made Jaguar in the Fifties and some will tell you the reverse is true.
There was also a great potential market in the U.S., which explains the Cunningham team. And when it was time to get out of racing, it was done for the same reasons Jaguar started: economics. Their order books were stuffed, production lines were running full tilt and there was a prototype for a sports car already running. With a new 3-litre limit about to go into effect and the D-Type aging, there was little point in spending more money on racing.
The D-Type's shortcomings on shorter, rougher tracks are shown in the attempt to adapt the De Dion rear suspension, though that came late in the program. The D-Type’s purpose was ending, it had sold thousands of automobiles and established Jaguar’s name. If that isn’t enough proof to convince you of the importance Sir William Lyons and Jaguar put on Le Mans, notice contemporary (read 1976) Jaguar advertising. Coventry is still promoting those Le Mans victories to sell the XJ6. Like we said, the D-Type was a very durable automobile.”
John Lamm / This story originally appeared in the March 1976 issue of Road & Track.
Text Road & Track / Pics The Dreaded Web
The S-TYPE
The Jaguar S-TYPE was an executive car that debuted at the 1998 Birmingham Motor Show and was marketed by Jaguar for model years 1999–2007, reviving the nameplate of the company's 1963–1968 S-Type as a four-door notchback saloon. The S-TYPE received a mild facelift for the 2002 model year and again in 2004. The S-TYPE was discontinued in late 2007 and replaced by the XF.
Overview
After being privatised in 1984, Jaguar had been developing a smaller saloon to complement the XJ6 by the early 1990s, but these plans were axed following its takeover by Ford in 1989, only to resurface within a few years. The S-TYPE was produced at Jaguar's Castle Bromwich facility in Birmingham, England. The car was styled by Geoff Lawson in 1995 and is based on the Jaguar Ford DEW platform, shared with the Lincoln LS and Ford Thunderbird. It was unveiled at the Birmingham International Motor Show on 20 October 1998.
The first S-TYPEs ("X200" 1999–2002) are distinguished by a U-shaped centre console and optional touchscreen navigation system in the 2003 and later models. The traditional leaping jaguar bonnet mascot was optional and is approved by the US and EU standards and breaks away in the case of an accident. Subsequent models ("X202", "X204", "X206"; the last digit denoting the model year) have the Jaguar logo incorporated within the radiator grille and a more traditional 'looped' styling for the centre console. In Australia, the "leaper" bonnet mascot did not become available until 2004.
The supercharged S-TYPE R (Jaguar STR for short) joined the lineup in 2002, and the hope was that it would compete with BMW's M5 and the Mercedes E55 AMG. The R was powered by the newly revised hand-built 4.2-Litre V8 with an Eaton M112 supercharger, producing 400 hp (298 kW; 406 PS) and could accelerate from 0 to 100 km/h in 5.6 seconds. The top speed was limited to 155 mph. It included 18-inch alloy wheels, wire-mesh grille, and monochromatic paint. The R also has a rear apron, side-skirts, and front apron with built-in fog-lamps, a rear spoiler, a brace located near the rear subframe, and R badging on the boot lid and both front wings.
Also added on the 2003 model was an electronic parking-brake paddleswitch that replaced the conventional manually operated lever for the rear brakes. For the 2003 model year, the Jaguar S-TYPE was given a sixspeed, automatic ZF 6HP26 transmission as well as a revised 3.0-litre V6 engine with 175 kW (US spec) versus 179 kW for the 1999 to 2002 models. The 2003 model featured a revised dash, centre console, and a grille with the Jaguar badge to give the vehicle a more Jaguar-like appearance, and a flip-open key was devised for the ignition.
A minor facelift on the 2004 model year featured redesigned front and rear aprons, a slightly modified grille, remodelled rear light clusters, an aluminium bonnet, and a new 2.7-litre V6 diesel engine with 154 kW. The windscreen washer jets were incorporated into the windscreen wiper arms. There were no changes made to the cabin interior. 2006 to 2007 models featured no fog lights.
There were 291 386 S-TYPEs produced during its production run of 1999 to 2007.
Powertrain
The S-TYPE was powered by a variety of petrol and diesel engines. At launch, the V8 S-TYPE was powered by the 4.0L Jaguar AJ-V8 engine, the capacity of which was increased to 4.2L for the 2003 model year. Variants of this engine were used in Ford, Lincoln, Land Rover/Range Rover and Aston Martin models. The V6 petrol engines used were originally conceived by Porsche for use in a replacement 944, before being picked up by Ford to be developed into the Ford Duratec unit which is used extensively throughout the Ford model range. With the Jaguar 3.0L version benefitting from Jaguar designed heads, variable valve timing and an additional 30bhp over the original Ford Duratec. The 2.5 L V6 engine was not available for vehicles exported to the United States and Canada. Diesel engines are the Ford/Peugeot 2.7L HDi Ford AJD-V6/PSA DT17, which is used in a number of Ford, Peugeot, Citroën, Jaguar and Land Rover models.
From model years 1999 to 2002, the rear-wheel-drive S-TYPE was equipped with either a five-speed manual or a five-speed J-Gate Ford 5R55N transmission. From 2003, the S-TYPE was produced with either a 5-speed manual transmission (Getrag 221) or a six-speed J-Gate ( ZF 6HP26 transmission) that allows automatic manual gear selection. The 2004 diesel saw the introduction of a 6-speed manual transmission; it was also available with the six-speed J-Gate automatic transmission.
Reception
The car was praised on its release for its interior and ride. In particular, the 2.7 V6 twin-turbodiesel engine was described as 'a paragon of
refinement, quietness, and fuel economy' by the European automotive press, with enough 'refinement and performance to wean anyone off petrol power. The supercharged 'R' version was also praised for its speed and for 'proper rear-drive Jag' handling, however the lack of a limited-slip differential was criticised, along with whine from the Eaton supercharger. The car, particularly the 3.0 Sport manual, was described by the Honest John website, as the spiritual successor to the Jaguar Mark 2.
Text Wikipedia / Pics from the WWW
Getaway Car?
The ideal getaway car - a Jaguar S-TYPE R Is the S-TYPE R the perfect getaway car? In black, the average passer-by doesn't really acknowledge its existence. I did notice the occasional "in the know" person give it an admiring glance. The S-TYPE R's non-supercharged brethren are classy-looking cars, even if the retro-style nose polarises opinion. The R version looks like it was hewn from a different, far sexier substance though. The changes are few enough, but effective: a wire mesh grille, integrated spoilers and those gorgeous 18-inch wheels. The Xenon headlights also add to the sportiness of the car, and recreate daylight very effectively. As I write this, the facelifted S-TYPE is being revealed at the Detroit Show, and those changes further enhance the R version.
As a driving enthusiast, my only criticism of the S-TYPE R Jaguar is the lack of a manual gearbox option. However, as an objective journalist, I acknowledge that the market for a manual version must be tiny, and the manual 'box used in the rest of the range probably is not strong enough to cope with the prodigious output from the supercharged V8 engine.
That engine is really the reason this car exists. I wonder did Jaguar really think they were going to create such a fabulous alternative to the BMW M5 when they decided to bolt a supercharger onto the 4.2-litre V8. The figures speak for themselves - 400 bhp peak power and over 400 lb.ft of torque. These numbers are translated into a 0-60 mph time of 5.3 seconds and a top speed limited to 155 mph. Try to remember that this is a four-door saloon that weighs nigh on two tonnes...
Really, the Jaguar S-TYPE R is a rear-wheel drive, supercharged lesson in modern physics. It can't quite alter the rules, but it makes a good job of bending them into a shapely curve. Acceleration is rapid, but standing starts are not what a Jaguar saloon is made for. Effortless performance is, and the S-TYPE excels; at any speed, there is meaningful forward thrust available. Even at silly speeds close to the limiter, the S-TYPE R surges forward. To say that the Jaguar goes like a train would be inaccurate if the Train a Grande Vitesse did not exist. Throughout the delivery of this performance, the S-TYPE is eerily refined; the huge tyres are the only source of unwanted noise, and even that is quite subdued. Wind noise is contained, and the engine itself never sounds raucous; at idle, the rumble is almost inaudible. The sound rises to a pleasing growl up to about 3,500 rpm, but put your foot all the way to the carpet and the characterful V8 sound is drowned out by the whine of the supercharger. The occasional person may not like this, but we did.
When you come back down to earth and realise that you shouldn't really be travelling as quickly as you are, the brakes are quite up to the job. The "R"-logoed callipers (by Brembo) grab the discs hard, and the pedal feel is just right. However, those pesky laws of physics get in the way again if you take liberties. Some fade is apparent after a succession of high-speed stops, but I must stress that I don't imagine the average owner would subject their car to this sort of abuse. The same comment could be applied to the B-roads we use to test the handling of the cars we review; though the S-TYPE coped admirably with tight turn after tight turn. An all-out attack is stifled by the brakes, but the chassis itself is a gem, dealing with broken tarmac and yumps as if they weren't even there. The steering lacks a little communication, but is wonderfully direct, and the nose of the S-TYPE changes direction remarkably well.
Shane O' Donoghue / car enthusiast
So, back in 2002, when I was a new editor, still, as they say, wet behind the ears, I scrounged an S-TYPE R from George Hayward – then M.D. of Jaguar Cars SA. I had a most excellent time with the silver car, mapping out a rally route along with Syd Brett as my navigator. I noted: “We sail along at 150/160 kph on long empty country road with little effort from the driver and less from the car. There is plenty of power to pass ‘lesser mortals’ in their bakkies and beemers.’
Further on: “The R is the first car I’ve driven where I don’t seem to care what gear I’m in. As a normal Jaguar Club Water Mitty, I am always aware which gear I am using, lest the opportunity to slip past a Mercedes r through a yellow robot escapes me. In this car, the machine responds as requested by dialling the right amount of right veldschoen. It goes down a gear to get you past a Merc or three if required to safely clear the intersection. And, furthermore, this response if accomplished without the apparent involvement of separate automotive components. It just does it.”
Apart from the fact that my writings tyle has change over the past twentyodd years, it was a great car to drive. My last exert: “At the end of the test, the abiding impression of the R was the ease with which it swept you along, rather than the adrenalin high of sheer power.”
D-Type 70
1955 Hawthorne and Bueb
1955 Hawthorne and Bueb
1956 Flockhart and Sanderson
1955 Hawthorne and Bueb
1957 Flockhart and Bueb
1954 Hamilton and Rolt
1955 Hawthorne and Bueb
1957 Flockhart and Bueb
1957 Flockhart and Bueb
1956 Hawthorne and Bueb
Trip to Van Gaalen Cheese Farm with the Cobra Club
JCNR Run July 21st 2024
Enthusiastic members of both our own Jag club as well as members of the Cobra club, met at the Sasol garage on the R55 in anticipation of another fun-filled road trip. Those arriving early enough choosing to enjoy catch-up conversation with a take away coffee to chase away the morning chill.
After catch-up exchanges, we were on our way. Our Cobra comrades, armed with beanies and blankets to combat the vast quantities of refrigerated air, gave some spirited road rivalry to those of us who felt the weight of the right foot.
After a relatively short, but pleasurable drive on the R511, we took the turn-off to the Van Gaalen Cheese farm situated in Skeerpoort, nestled at the foot of the spectacular Magaliesberg mountain range within the Magaliesberg Biosphere. Here we were greeted with reserve parking, where Bob, our Vehicle Marshaller, ensured that we were all well presented for numerous photo opportunities for both owners and spectators alike.
Our kind hosts at Van Gaalen had a wonderful buffet breakfast feast waiting for us. With plates piled high, we all tucked into our eagerly awaited breakfast whilst enjoying the company of our fellow club members, as well as appreciating the wonderful views afforded by both our cars and the surrounding natural environment.
After breakfast, a variety of activities could be enjoyed. On offer was a cheese tour, a cheese and wine tasting, a walk around the vast property or simply a visit to the farm shop to enjoy the delights on offer and the opportunity to take a little something home.
Those of us with children enjoyed some of the farm’s animals, including the sheep grazing close by and the two resident llamas who curiously approached those brave enough to dare within spitting distance.
After a sun filled morning and with appetites satiated and friendships reaffirmed, it was time to make our way home.
We thank the members of the Cobra club for the pleasure of their cars and company and to our fellow Jag club members, we look forward to the next meet.
Text Michelle and Paul Haarhoff / Pics Peter Herbst
The Jaguar XK140
1n 1954, as well as introducing the D-Type, Jaguar upped the ante on their sports car range by replacing the XK120 with the XK140.
The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders, and flashing turn signals (operated by a switch on the dash) above the front bumper. The grille remained the same size but became a one-piece cast unit with fewer, and broader, vertical bars. The Jaguar badge was incorporated into the grille surround. A chrome trim strip ran along the centre of the bonnet and boot lid. An emblem on the boot lid contained the words "Winner Le Mans 1951–3".
The interior was made more comfortable for taller drivers by moving the engine, firewall and dash forward to give 76 mm more legroom. Two 6-volt batteries, one in each front wing were fitted to the Fixed Head Coupe, but Drop Heads and the Open Two-Seater had a single 12-volt battery installed in the front wing on the passenger side.
The XK140 was powered by the William Heynes designed 3.4 litre Jaguar XK double overhead camshaft inline-6 engine, with the Special Equipment modifications from the XK120, which raised the specified power 142 kW gross at 5 500 rpm, as standard. The optional C-Type cylinder head produced 157 kW gross at 5 750 rpm. When fitted with the C-Type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America.
In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission. As with the XK120, wire wheels and dual exhausts were options. Cars with the standard disc wheels had spats over the rear wheel opening. Factory spec 6.00 × 16 crossply tyres or optional 185VR16 Pirelli Cinturato CA67 radials could be fitted on either 16 × 5K½ solid wheels or 16 × 5K (special equipment) wire wheels.
Mostly Wikipedia with some Ed.
Jaguar XK120: is a Modified
XK Better than the Original?
Standard or modified? The debate has taken place at many a classic car club meet between the purists, who advocate originality at all costs, and those who say the factory item can be bettered.
And few marques spark more heated discussion than Jaguar. When the firm’s XK120 was launched in 1948, it was a watershed model for the company.
This Nigel Dawes-fettled Jaguar XK120 has several tasteful modifications
William Lyons' irresistible combination of 120mph performance and stylish looks for an unbeatable £998 price wowed a wary post-war public when the XK120 appeared at Earls Court in 1948. It was such a sensation that the initial run of around 250 alloy-bodied cars quickly gave way to high-volume steel production, which in turn led to the roomier XK140 and bloated – but more accomplished – XK150 models. Some 30 000 XKs rolled out of Browns Lane before the E-Type took over in 1961
Today, however, as the classic fraternity grows, the reality is that there is an increasing demand for extra performance and comfort – particularly among those who have only ever driven a modern car before. Recent
decades have brought a massive growth in specialists offering a plethora of upgrades to help XK owners get more out of their cars. Uprated brakes, five-speed 'boxes and rack-and-pinion steering are typical options, but not all upgrades are tasteful. It is now possible to buy a Jaguar XK with more wood and leather than a theme pub, plus everything from a modern fuel-injected V8 to anti-lock brakes and allindependent suspension under its too-shiny skin.
One XK enthusiast who set a more discreet standard in the early 1990s was Nigel Dawes.
Then a collector and dealer in exotic cars, Nigel’s idea of mechanically and aesthetically upgrading the XK120 coupé to fulfil his own desires led to a run of half a dozen examples. “I only meant to do it for myself,” explains Nigel, “but then friends started asking if I would do one for them, and so on. In the end we did six 120 coupés.” The beauty of any modification is so often in the eye of the beholder, but the Dawes XKs boast a raft of exquisitely executed comfort and styling refinements that makes them highly sought-after.
To find out why his formula has enjoyed such enduring appeal and acceptance, Classic & Sports Car united the last of Nigel’s original XK120s with a delightfully standard example.
The 120 fixed-head is regarded by many enthusiasts as the most beautiful of all XKs. Its tight roofline enhances the ca's shape, instead of detracting from it like so many tin-topped versions of open sports cars, while echoing Bugatti’s elegant Type 57 Atalante in profile. So, when Nigel sought to create the ultimate XK, it was the coupé he went for.
Can you really improve on Jaguar’s seminal XK series -- a comparison of the ‘Dawes’ XK120 with this standard fhc
The standard Jaguar XK120 interior is well-appointed, but tall drivers might struggle to squeeze behind the large steering wheel, which protrudes far from the dashboard
KSF 7 was bought at auction but was first owned by Ecurie Ecosse driver Ian Stewart. “It was his personal car for getting to race meetings,” says Nigel. “In those days there was a waiting list, but Ecurie Ecosse drivers could get XKs from the factory.”
Like each of the Dawes cars, it was given a full body-off rebuild that began with seam-welding the entire chassis to improve its torsional rigidity – a labour-intensive task that the factory could never have contemplated. The chassis build highlights the first Dawes upgrades: competition torsion bars and front anti-roll bar to reduce body roll and firm up the ride, plus rear anti-tramp bars and adjustable Spax telescopic dampers all round. A rack-and-pinion conversion sharpened the steering, while the fade-prone drum brakes were ditched in favour of dual-servo discs all round, with four-pot callipers up front. All of this was to handle the extra power from an enlarged 3.8-litre engine, boasting a big-valve C-type head and fed by a set of sand-cast 2in SU carburettors, mated to an all-synchromesh Jaguar overdrive gearbox for improved gearing.
Making an XK go, corner and stop better is nothing new, but it's the artistic touches that set the Dawes cars apart. A trained silversmith, Nigel’s vocation is reflected in the brightwork: the door and boot handles, bumper overriders and tail-light plinths are all cast in aluminium to reduce weight. Even the bumper irons are aluminium and the windows – apart from the front windscreens – are Perspex.
Under the louvred bonnet there are plenty of race-inspired touches, such as the Le Mans-style oil-filler cap, twin coils, aluminium radiator and oil breather catch tank, plus a holder for a spare set of spark plugs. The airbox has a ram tube from a special grille vent – just like the Le Mans XKs – and tweaks to the front valance vents feed air to the brakes. A recessed Le Mans fuel filler finishes off the look, along with a mesh grille in place of the fluted original. But it’s inside that Nigel’s eye for detail and perfectionist streak has had the biggest impact, with dozens of enhancements to the already plush ambience. There are more gauges for a start, including separate oil pressure and temperature clocks ahead of the driver and a D-Type speedo and telltale rev counter. A new centre console houses stopwatch and Halda SpeedPilot, while a separate map light and blue dash lights add to the rally feel. There’s also a recessed fuel tap on the floor, plus a drilled battery cut-out switch behind the seats.
Parked beside Chris Jacques’ fabulously period Birch Grey 1953 standard example, with its stylish spatted steel wheels, the Dawes car looks a little over-egged in places.
Nevertheless, you can’t help admiring how well it has been executed. The leather is all double-stitched, even across the top of the dashboard, which is something Lyons' built-to-a-price philosophy couldn’t possibly have absorbed. There are other surprising touches, such as a special recess behind the seats to stow your maps and a time delay for the courtesy light so you aren’t left fumbling for your keys in the dark. Finishing it all off is a set of 5½in (½in wider than standard) Borrani wire wheels who’s lighter, part-aluminium construction reduces unsprung weight. The metallic paint is in the same hue as the Aston Martin Project 215 car, which Nigel once owned. He also went a step further than Lyons by creating a crease line where the bonnet blends into the wing, instead of the original tight curve.
Jaguar’s standard 3.4-litre XK engine makes 160bhp
The Dawes Jaguar XK120 boasts a two-drawer toolkit in the boot, plus the signatures of Ecurie Ecosse driver Ian Stewart and former Jaguar test driver Norman Dewis
For me it’s a step too far for such a historic car because it borders on customising, but it came about as a result of Nigel’s critical eye. “Lyons was a brilliant stylist,” he says, “but I wanted to improve the design by highlighting the XK120's lines.” None of the Dawes XKs were officially road tested in period to quantify any performance gains, but a stint in the standard car gives a benchmark for the difference in character. And just getting in gives the first clue to why so many early XKs are modified: anyone over 5ft 6in tall is going to struggle to fit.
Fortunately, this example has period bucket seats so there’s a touch more room, but it’s still a squeeze – particularly with the steering wheel sticking so far out of the dashboard. The engine fires with that distinctive twin-cam growl, but in small-valve 160bhp configuration it’s incredibly sweet. Pull away and you get another traditional Jaguar experience with the slow-changing Moss gearbox.
It doesn’t suffer fools but rewards precision, as does the heavy Burman steering, which needs subtle and constant inputs to keep your chosen line. On more modern radial tyres, this car doesn’t exhibit the classic crossply tramlining, but the ride is still on the soft side and there’s a fair bit of body roll when you tackle a corner at speed. The unservoed all-round drums also add to the heavy feel of the controls, but they give a reassuring bite if you stomp on them. It’s in keeping with this standard car’s harmonious character and the perception that each and every component is designed to do its job competently with repeated use.
Step into the Dawes XK and you’re struck by how much extra room there is, thanks to alterations to the rear bulkhead that allow the seat to go back a much-needed few additional inches. Together with a shorter steering column (a bonus of the switch to a rack-and-pinion set-up), it means six-footers can get comfortable and the wide, drilled alloy pedals are more reassuring than the dainty originals. The all-synchro 'box feels sturdier, too: just as well, because there’s no disputing the extra urge.
As the deliciously cammy 'six' comes on song, you revel in the wide spread of torque. It sounds racy, too, with the soft growl evolving into more of a muted bellow as the D-type-spec camshafts do their bit at higher revs. But it's the road manners that really impress: the firmer suspension and sharper steering mean less roll and more precision, especially if the car is suddenly unsettled in a corner. The servo brakes are hugely powerful, with a more progressive action than the factory car’s drums. It inspires massive confidence: you get the sense it will go as fast as you dare drive it.
So, which would you prefer? I know my choice. Ed
Graeme Hurst / Tony Baker / Classic & Sports Car
The Dawes Jaguar XK120’s modified interior has D-Type dials and a woodrimmed steering wheel that sits closer to the dashboard
The Dawes Jaguar XK120 has a Le Mans-style fuel cap (left); the fuel tap in the Jaguar’s floor
An enlarged 3.8-litre block, a big-valve C-Type head and a set of sand-cast 2in SU carburettors give around 230bhp in the Nigel Dawes Jaguar XK120
NEW MEMBERS 2024
CUMBRIA ENGINEERING CONSULTANTS
FORMULA E UPDATE
Dateline London – July 20th 2024
It was a dramatic race from the start with Mitch Evans controlling the early stages after a safety car period from laps one to five. When racing resumed Mitch led from Envision Racing’s Sébastien Buemi with Porsche’s Pascal Wehrlein in third. None of the leading four took Attack Mode until the 16th lap, at which point Mitch led again only to be passed by Wehrlein on lap 22 – a lead he would never relinquish. A late safety car on lap 32 closed up the field again, but ultimately Mitch clinched second place, also taking Fastest Lap and a valuable extra point.
FE: TAG Heuer Porsche’s Pascal Wehrlein sealed his third win of the season to take the lead in the Drivers' World Championship. It was a strong drive from the German, who battled closely with Jaguar TCS Racing’s Mitch Evans who finished behind in second with Jaguar teammate and prior standings leader Nick Cassidy coming home seventh in a race of damage limitation.
Wehrlein hit the front on Lap 22 and had managed to gather three percent usable energy to the good on Jaguar TCS Racing's Mitch Evans and Envision Racing's Sebastien Buemi in the customer Jaguar I-TYPE 6 while running behind and between the pair in the opening half of the encounter. From there, the German had enough to hold off Evans and Buemi to the flag.
JTCSR: Pole sitter Mitch Evans finished second and took Fastest Lap in a drama filled race around the London ExCeL‘s 2.09km circuit, while Nick Cassidy fought his way up through the field from P17 on the grid to a seventh place finish.
Unexpected rain at the start of Qualifying Group A saw Nick initially head the time sheets, but as the track dried towards the end, Nick’s run plan was compromised. Despite the pace in his Jaguar I TYPE 6, he failed to make the knock out stages. Starting P17 on the grid, Nick progressed through the field – protecting his car despite contact from other drivers – to finish an eventual seventh and score six valuable World Championship points.
Dateline London – July 21st 2024
FE: TAG Heuer Porsche's Pascal Wehrlein carved through the drama to seal the 2023/24 Formula E Drivers' World Championship as the Jaguar pair of Mitch Evans and Nick Cassidy saw their hopes implode in London. The Season 10 finale could hardly have promised more as three drivers - Pascal Wehrlein (Porsche), Mitch Evans (Jaguar TCS Racing) and Nick Cassidy (Jaguar TCS Racing) - headed into Round 16 split by just seven points.
Jaguar looked to be placed well to stamp their authority and their chosen strategy on the race as the team and its drivers battled for all three titles. However, cracks began to show through Cassidy's initial ATTACK MODE activations, with Evans claiming "gloves off" and Cassidy vocally unhappy at slipping back behind both his teammate and Wehrlein.
The blue touchpaper was ignited on Lap 29 when Oliver Rowland (Nissan) swept by Cassidy for third - dropping the Jaguar into Guenther's grasp and contact ensued at the final turn between Porsche's da Costa and the Jaguar driver. Cassidy's race ended immediately with a puncture, with three contenders becoming two amid another appearance for the Safety Car.
Next, a second attempt had to be made by Evans and Wehrlein for ATTACK - the former again failed to activate, crucially missing the loop this time while handing the lead back to Rowland, who was able to steer to a maiden home win. Second was enough for Wehrlein to seal an emotional maiden Drivers' World Championship over Evans - Cassidy ultimately winding up third. The consolation for Jaguar was a first title in top tier motorsport since 1991 with the Teams' World Championship.
JTCSR: After an incredibly close qualifying session that saw Nick Cassidy take Pole position with Mitch Evans in third place, the two Jaguars controlled the early part of the race following a safety car, ahead of Drivers’ Championship leader Pascal Wehrlein. After Nick took the second of his two Attack Modes by lap 14, Evans led from Wehrlein.
With Nick in third, both Mitch and Wehrlein still needed to take their final attacks and he was therefore in a prime position to take the lead in the closing stage of the race. Unfortunately contact from Porsche’s António Félix Da Costa caused a puncture which effectively ended Nick’s race and his chance of winning the Drivers’ World Championship. By lap 33 Mitch was in third, behind Rowland and Wehrlein – positions that were held to the finish.
South Africa’s James Barclay, Team Principal of Jaguar TCS Racing, Made History By Leading Jaguar to its Maiden Formula E Title.
After a strong season, Jaguar has claimed the Formula E Team’s Championship after a thrilling race in London under the guidance of Team Principal – James Barclay. Jaguar entered the final race weekend ahead of TAG Heuer Porsche in second and finished the campaign with a margin of 36 points as Season 10 concluded. It was a bittersweet moment for Jaguar though, as the team missed out on the Driver’s Championship, with drivers Mitch Evans and Nick Cassidy finishing the season in second and third respectively. Long-time championship leader Nick Cassidy was forced to retire from the season finale after he suffered a puncture towards the end, and Evans could not convert his strong performance into a win.
Flying the SA flag
As a result of Jaguar’s success, Barclay has become the first South African team principal to guide a team to a Formula E World Championship. He led the team’s entry into Formula E in 2016 and has been at the helm ever since. Since joining the sport, Jaguar has claimed 44 podiums, which has included 16 wins. Season 10 has been a record-breaking one for the team, as Cassidy and Evans have combined for 13 trips to the podium, four of which were wins.
“This is a truly historic moment for Jaguar TCS Racing, the Jaguar brand and everyone who has played a part in this success. This World Championship belongs to the team, drivers, our partners, the fans and JLR colleagues around the world. Jaguar has a rich racing history, and when we started our Formula E programme back in 2016, we were determined to add to that legacy. To win the 2024 ABB FIA Formula E Teams’ World Championship – the pinnacle of electric racing – is fitting reward for everyone’s hard work and winning mindset.
I feel for both Mitch and Nick – coming so close to the Drivers’ crown is tough for both of them – but they have driven incredibly well all year and I know they will be fighting for the title again next year. I want to extend my personal thanks to everyone who has been involved in our journey so far. This is a great moment for Jaguar TCS Racing and together we will enjoy this incredible achievement!” said Barclay.
The team also claimed the newly introduced Manufacturer’s Trophy, thanks to strong performances from Evans and Cassidy and a solid points haul from customer team Envision Racing.
Good Things Guy
JAGUAR - 2024 CHAMPIONS
Maintaining Your Jaguar's Coolant System Some Points Regarding Preventive Care
Taking proper care of your Jaguar's coolant system is crucial for keeping your engine in optimal condition. I will try to guide you through some basic but essential maintenance steps to ensure that your coolant hoses and coolant/anti-freeze are in top shape. By following these simple tips, you can prevent potential issues and extend the lifespan of your vehicle.
1. Checking Coolant Hoses:
Coolant hoses play a vital role in the efficient functioning of your Jaguar's cooling system. Regularly inspecting these hoses is essential to avoid any deterioration, softening, or cracking over time. Remember, coolant hoses are not designed to last forever. By checking them periodically, you can catch any signs of wear and tear early on and prevent potential coolant leaks.
Every time I have purchased a V12 I change ALL the hoses if I don’t have proof that they were changed recently. Our V12s don’t like to be overheated and although they may look good on the outside, the inside may tell a different story. Ask me, I know.
2. Importance of the Correct Coolant/Anti-Freeze Mix:
To maintain the right operating temperature, all engines should always carry the correct mix of anti-freeze throughout the year. However, it's crucial to use the correct type of anti-freeze based on your vehicle's age. Using the wrong type can lead to various engine issues. For instance, if you own an XK 6-cylinder engine, make sure to use the correct type. If mixed with the incorrect type, it can turn to jelly and block the waterways, causing significant damage.
3. Anti-Freeze Deterioration:
Over time, anti-freeze deteriorates, and its specific gravity may change. It is recommended to regularly check the condition of your anti-freeze and its specific gravity. If necessary, drain and replenish it with fresh antifreeze to maintain the best engine condition. Following this practice will help prevent overheating and potential damage to your Jaguar's engine.
A little about the history of Coolant so you get the picture!
Engine coolant is a vital component for any vehicle, but especially in our Jags with aluminium heads and other engine parts that carry the fluid. The coolant is responsible for removing heat and corrosion from the engine and ensuring its optimal performance. While the term "engine coolant" encompasses various fluids that serve this purpose, "antifreeze" refers specifically to products designed to protect against freezing temperatures. It's important to note that not all engine coolants require antifreeze properties, especially in tropical climates where freezing is
not a concern. However, for the sake of simplicity, we will use the terms "antifreeze" and "coolant" interchangeably.
The use of ethylene glycol as a coolant can be traced back to 1859 when it was first prepared by the French chemist Charles Wurtz. One notable application of ethylene glycol coolant was in the Rolls-Royce Merlin B engine in 1935. This engine utilized an ethylene glycol cooling system, with a mixture of 70% water and 30% ethylene glycol. The reason why pure glycol-based coolant concentrate cannot be used alone is that it does not provide adequate heat transfer and corrosion protection.
To optimize its performance, a coolant concentrate should always be diluted with high-quality water, preferably deionized water, in a 50:50 ratio. It is crucial to maintain a coolant concentration of at least 30% strength to ensure its effectiveness.
For those curious about the chemistry behind the combination of ethylene glycol and water, here's a simplified explanation. Ethylene glycol, also known as 1.2-ethanediol, has a structural similarity to water, with two carbon atoms linked to hydroxyl groups (OH-groups). These hydroxyl groups allow ethylene glycol to form hydrogen bonds between molecules, similar to water. This makes it miscible (a cool word for, being capable of being mixed) with water in any proportion. While pure water freezes at 0°C and pure ethylene glycol freezes at -12°C, their mixture disrupts the formation of ordered solid structures, preventing the water from freezing even at extremely low temperatures, such as -50°C, in a 70% ethylene glycol mixture.
When it comes to the quality of coolants, there can be a significant variation, especially in spares shops and private workshops. It is not uncommon to find coolant containers without proper labelling or information about specifications, ethylene glycol content, or corrosion inhibitors. In contrast, OEM-approved antifreeze products specify the types of corrosion inhibitors used, such as nitrites, phosphates, silicates, and amines, among others. It is worth noting that different automotive manufacturers may recommend specific coolants with varying corrosion inhibitor requirements for different models.
There are at least six different types of OEM-recommended antifreeze formulations, excluding variations within each type that offer options like concentrated coolant, premixes with different temperature ranges, and even food-grade antifreeze. Each formulation utilizes different corrosion inhibitors tailored to specific engine designs and materials. Using the wrong coolant or low-quality coolant can lead to various issues, including head gasket failure, liner pitting in diesel engines, water pump failure, cylinder head cracks, and damage to other cooling system components.
It is crucial to understand the importance of using antifreeze or coolant in all engines, regardless of the climate. Even in regions where freezing temperatures are not a concern, glycol-based coolants provide essential benefits. They not only prevent freezing but also maintain a higher boiling point, resist evaporation, and offer corrosion protection. The primary function of coolant is to facilitate effective heat transfer, removing excess heat from the engine. By absorbing and dissipating this heat, the coolant ensures the engine operates efficiently.
A coolant or antifreeze typically consists of three main components: ethylene glycol or propylene glycol, deionized water, and corrosion inhibitors. The colour of the coolant does not indicate its type or quality, as manufacturers add dyes for differentiation. Jaguar for example have a blue and red type (and they can’t be mixed, as stated earlier.) Proper dilution of coolant concentrate is essential, as improper dilution can lead to overheating and corrosion issues.
It's worth mentioning that while ethylene glycol is a toxic substance, propylene glycol is considered safe for various applications, including automotive coolants. Ethylene glycol can have severe health consequences if ingested, affecting the central nervous system, heart, and kidneys. It is a significant hazard for wild animals, pets, and children. Therefore, it is crucial to handle and store coolant products safely and avoid any accidental ingestion. If accidental ingestion occurs, immediate medical attention is necessary for proper treatment.
It’s all sounds very confusing, but the use of ethylene glycol-based coolant provides a cost-effective advantage in terms of performance and heat transfer. Coolants serve multiple functions, including heat removal, freeze protection, overheating prevention, and corrosion protection. Dilution with high-quality water is essential, and it is crucial to use the correct coolant type specified for each engine. By understanding the importance of coolant and following proper maintenance practices, we can ensure the longevity and optimal performance of our vehicles.
So, as you can see, maintaining the coolant system of your Jaguar is a vital aspect of vehicle care. By regularly checking your coolant hoses for any signs of deterioration and using the correct type of anti-freeze, you can avoid potential engine issues. Additionally, monitoring the condition of your anti-freeze and ensuring it is replaced, when necessary, will keep your engine running smoothly.
My personal choice is Motuls Inugel Optimal.
Inugel Optimal uses organic technology to reduce operating temperatures of the engine and contains anti-scaling and long-lasting anti-corrosion protection throughout the cooling system of your vehicle.
Remember, a well-maintained coolant system is key to enjoying a reliable and high-performing Jaguar driving experience for years to come. When it comes to antifreeze/coolants, always use a reputable and endorsed product that meets the requirements stated in the owner’s manual of your vehicle. If it’s cheap, there is going to be a very good reason why.
Gareth Williams-Wynn aka Wise Wrench
JAGUAR CLUB Contacts in South Africa
NORTHERN REGIONS Name Cell E-mail
Chairman Bob Brown 082 452 9308 bobbrown9989@gmail.com
Vice-Chairman Paul Olivier 082 578 5961 olivierp@jgafrika.com
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
Membership Secretary 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.
Disclaimers
The views expressed herein, unless specifically originating from the committee as a whole, do not necessarily reflect those of the Club. The printing of any advertisements does not necessarily imply approval or recommendations by the Club, and no responsibility can be accepted for the quality of service supplied from our advertisers.
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Contributions
We welcome all contributions of any kind whether news, views or general information from both members and non-members. Wherever possible, please send any photographs or illustrations with your contribution by email to the Editor – brian@quaestior.com.
Contact us: Web: www.jagclub.co.za; Facebook: https://www.facebook.com/Jaguar-Club-NorthernRegions-JCNR-1628968814008477/; email: info@jagclub. co.za; snail mail: P O Box 68305, Bryanston 2021.
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.
