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Time will tell

What car do you miss the most from your personal back catalogue, the one you regret letting go? Mine is either a 1976 Peugeot 304 cabriolet (no judgment please. Restored by my father, despite being less manly than watching Eurovision, I loved that little car) or my 2003 X-TYPE 2.5 Sport, which I had to scrap last year when the sills were found to have more holes than a Scottish golf course. While one looked pretty but average to drive, the other appeared more old-fashioned than a grandfather clock but was the best-handling car I’ve owned, with its all-wheel drive, torquey 2.5-litre V6 and close to perfect weight distribution. No prizes for guessing which was which.

Twenty years after the X-TYPE’s debut, its split personality means it continues to divide opinion like no other Jaguar. For its detractors, it’s always been nothing more than a Ford Mondeo wrapped in a design cliche.

Yet, as our feature on p26 explains, it’s actually a fast, great-handling, well-made and handsome saloon that, for many, Paul’s former X-TYPE, a car he still misses continues to epitomise what a Jaguar is and should be.

They’re also affordable. Compared to all the other models in this issue, including a very early E-type Series 1 (p36), a restored Daimler Double-Six coupe (p44), an updated XJ-S (p76) and even the newly-facelifted E-PACE (p52), X-TYPEs are a costeffective way into Jaguar ownership as prices start from as low as a few hundred quid.

Plus, due to the passage of time and the increasing scarcity of earlier models as more become too rotten to repair, the X-TYPE’s classic status has to be assured. There was a time, don’t forget, when the Mk 2 was seen as just another cheap old car. But, look at them now.

I understand that for all the X-TYPE’s importance and abilities not everyone appreciates them. But, I truly believe it’s only a matter of time before the car is universally accepted as a proper Jaguar (and I buy another).

Paul Walton Editor

CONTRIBUTORS

KEITH HELFET

Former Jaguar designer, Keith Helfet, talks about his friend, Jim Randle’s, innovative hybrid engine (p23)

CRAIG CHEETHAM

There’s no one better to discuss the X-TYPE’s importance and history than this multiple owner of the car (p26)

ROB HAWKINS

Our tech ed explains how to fix an X351’s sunroof curtain (p92) and replace an X300’s front wing (p98)

July 2021 \ Jaguar World | 3

26 THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 26 20 YEARS OF THE X-TYPE

Jaguar tried its best to take the fight to German rivals with its first compact saloon, the X-TYPE. We look at what the company did right and wrong by bringing an example of an early and late X-TYPE together

36 E-TYPE SERIES 1 July 2021

Five new E-types dazzled onlookers from Jaguar’s stand at the Scottish Motor Show in 1961. We tell the remarkable story of one of them, restored in 2015 two decades after being dismantled

44 DAIMLER DOUBLESIX COUPE

One of the least successful yet desirable Jaguars of the Seventies is the rare Daimler Double-Six version 4 | Jaguar World / July 2021

of the XJ12 coupe. We track down among many others, having started one of only 407 examples produced his professional career at Jaguar. and explain what makes it special Follow the many successes and occasional failure of Stirling Moss’ 52 E-PACE P300e time competing for the company A first drive of the new, plug-in 68 XKR MOSS EDITION hybrid version of the recently facelifted E-PACE; can an SUV In the early 2000s, five special XKRs be practical, better for the produced for the Jaguar North environment, but also fun?

American market by a Californian specialist were exceptional enough 56 MK X for Stirling Moss to put his name to This 1964 Mk X suffered almost 40 them. Explore the history of these years of neglect, hidden away for fascinating and rare cars decades after a family tragedy. It’s 76 RESTORED KWE XJ-S now back on the road Discover the history behind this 62 STIRLING MOSS’ car’s remarkable restoration, JAGUAR CAREER with subtle improvements to the He would become one of the UK’s interior and suspension, to create one of the nicest XJ-S V12 coupes greatest racing drivers, winning 16 Grand Prix and the 1955 Mille Miglia we’ve seen

36

76

62

56 Regulars 6 NEWS

Julian Thomson steps down as studio director less than two years into the job, while Jaguar Racing secures another podium place, at the prestigious Monaco e-Prix

12 JEC RACING

News from the first two rounds of the 2021 Saloon & GT Championship, at Silverstone

15 19 21 23 112 114

MAILBOX RICHARD BREMNER CRAIG CHEETHAM KEITH HELFET NEXT MONTH FINISHING LINES

Workshop

96 Q&A

Paul Walton’s XF Sportbrake is worked so hard it requires a service, Craig Cheetham gives his X350 XJ6 a well-deserved polish and Jim Patten uses his E-type to head a funeral procession

98 CLASSIC WORKSHOP

86 OUR JAGUARS

90 YOUR JAGUAR

Richard Green introduces his rare 2004 XKR Carbon Fibre convertible

92 MODERN WORKSHOP

We look into what lays behind an XJ6 3.2’s cracking noise and an XK radio’s silence outside of London Used parts specialist Auto Reserve takes you through how to replace the front wing of an X300 XJ6

102 GEARBOX

New products this month include a performance exhaust for the X150 XK and a scale ‘design’ model from Jaguar

Find out how to fix a faulty sunroof on an X351 XJ as we follow Leeds-based specialist, Tasker & Lacy

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July 2021 \ Jaguar World | 5

PROFIT ON PAPER

I

A strong performance during the first three months of 2021 saw Jaguar Land Rover turn a profit over the last financial year

N A year when Jaguar Land Rover sold 439,588 vehicles (123,483 being in the fourth quarter, down 13.6 percent on the previous year), and sales in China increased by 23.4 percent year-on-year, JLR’s pre-tax profit came to £662m for the 2020/21 fiscal year. Of that, £534m was accrued in the last three months alone.

Free cash flow (the money left over after a company pays for its operating expenses and capital expenditures) of £729 million was generated in Q4 to achieve a positive free cash flow of £185 million after investment spending of £2.3 billion for the full year. Also, the £1.8 billion cash flow for Q2 to Q4 more than offset the £1.6 billion cash outflow in Q1, when Jaguar Land Rover’s plants were closed for two months due to Covid-19.

6 | Jaguar World / July 2021

The earnings before interest and taxes (EBIT) margin improved to 7.5 percent in the final quarter and was up by 2.6 percent for the full year, a rise of 10.7 and 2.5 points respectively year-on-year.

Said Thierry Bolloré, JLR’s new chief executive officer, “Despite the pandemic, this year has also seen significant positive change, culminating in February with the launch of our Reimagine strategy focused on reimagining our iconic British brands for a future of modern luxury by design.”

He went on to say that the strategy is ambitious but will make JLR more agile, efficient and sustainable with the right product-plans to deliver against its targets. “Jaguar Land Rover is well placed to emerge from the pandemic as a

stronger and more resilient company that is able to navigate and capitalise on the opportunities ahead.”

However, despite the positive turnaround in its fortunes, exceptional charges, which the company had already warned about, will mean a loss on paper: £1.5 billion of exceptional charges in the fourth quarter included £952 million of non-cash writedowns of prior investments and £534m of restructuring charges, which are expected to be paid in the 2021/22 financial year.

Yet Bolloré was still positive about the results for the future of the company. “In my first set of full-year results as CEO of Jaguar Land Rover, I have been encouraged by the company’s resilience and strong recovery during a uniquely challenging year. “

R-DYNAMIC BLACK EXPANDS E-PACE RANGE

The new R-Dynamic Black Edition that expands the E-PACE range features a choice of plug-in hybrid (PHEV) and mild hybrid electric vehicle (MHEV) drivetrains, state-ofthe-art connectivity and luxurious interiors.

The new R-Dynamic Black Edition is based on the E-PACE R-Dynamic S, with distinctive design elements to give it an even more dynamic and sophisticated presence – such as Gloss Black door mirror caps and Gloss Black detailing to the front bumper and lower grille surround, main grille surround and grille tips. The side window surround and side vent – complete with the Jaguar leaper – also feature a Gloss Black finish, along with the Jaguar script and rear badging. Distinctive 19in Satin Grey alloy wheels with contrasting red brake calipers, privacy glass and a

panoramic roof complete the exterior.

The focal point of the new interior design is the curved 11.4in HD touchscreen integrated into the central instrument panel, which operates JLR’s new Pivi Pro infotainment system. There is also wireless Apple CarPlay and wireless Android Auto.

With either 2.0-litre, four-cylinder Ingenium mild hybrid (MHEV) powertrain or 309PS plug-in hybrid (PHEV) 1.5-litre threecylinder turbo, the E-PACE Black Edition is available to order now at www.jaguar.com.

Design director leaves Jaguar Less than two years into his role, the man Thomson (right) started his career at who replaced Ian Callum as design director has announced he is leaving Jaguar.

Julian Thomson ends his tenure with Jaguar five months after Land Rover design chief Gerry McGovern was promoted above him to join the Jaguar Land Rover board as chief creative officer across both brands.

Callum tweeted his reaction when news first broke of his successor’s departure on 5 May. “So sad and disappointed to see Julian Thomson leave Jaguar Design, especially at a time when Jaguar needs directors of such a high calibre, leadership skills and talent.

I wish Julian the very best for whatever he does next. He will be sorely missed.”

Goodwood to celebrate Moss All three of Goodwood’s 2021 motorsport

events will celebrate Stirling Moss, who passed away in April 2020.

It was at the Goodwood Motor Circuit in 1948, only the second race meeting he had ever attended, that Moss clinched his first win. It was a day after his 19th birthday.

In the 14 years that followed, Moss raced the Sussex circuit on a further 56 occasions, winning 21 times and scoring a further 13 podium finishes, often behind the wheel of a C-type during his 1951-54 stint as a works Jaguar driver. Sadly, Goodwood was also the scene of his career-ending accident in 1962.

The Festival of Speed, on 8-11 July, will celebrate Moss as part of its theme ‘The Maestros – Motorsports Great All-rounders’.

This year’s Revival, on 17-19 September, will see the biggest-ever gathering of Moss competition cars including XKC 005, the C-type he drove to win the 1952 Reims Grand Prix for Sports Cars.

Finally, the 78th Members’ Meeting, on 16-17 October, will host the third Moss Trophy, contested between GT cars originally raced until 1962.

For tickets and further information, visit www.goodwood.com/motorsport. ● Turn to p 2 to learn more about Moss’ Jaguar career

the British company in 2000 after tenures at Ford, Volkswagen and Lotus, where he designed the original Elise from 1996. He spent the majority of his time at Jaguar as the brand’s creative design director, responsible for establishing the brand’s future look. He was responsible for the important R-Coupe and R-D6 concepts from 2001 and 2003, respectively, that broke away from the past and paved the way for a new style of Jaguar.

It is not known where Thomson will move to and there has been no news yet as to who will replace him, although rumours suggest a Land Rover design executive will take over the reins.

July 2021 \ Jaguar World | 7

THE RETURN OF THE BREAKFAST CLUB

An incredible 350 owners braved the inclement weather to take part in the first Jaguar Breakfast Club of the year on Saturday, 22 May, held outside the British Motor Museum, Gaydon. A celebration of two of Jaguar’s important engines were celebrating their 50th and 25th anniversaries respectively, and the 175 V12 and V8-engined models, which were the highlight of the event. Ranging from a Daimler Double-Six coupe to an XFR-S Sportbrake, it was an impressive display of models through the ages. “What dedicated Jaguar enthusiasts you all are,” said organiser Peter Simpson later on social media, “and I applaud you all for joining us today. The meet was an inspiration.”

The club traditionally meets at the museum on the first Saturday of the month and, following an event on 5 June, the next is planned for 3 July 2021. For further details, visit www.jaguarbreakfastclub.org.uk

An XJ-S convertible and Daimler Double-Six coupe

The XKR Silverstone that appeared in our March 2016 issue

The XJR-S (left) appeared in our December 2018 issue

Motor show is go!

This XFR-S Sportbrake was featured in our March 2020 issue

With the UK Government’s roadmap remaining on target as JW went to press, November’s Classic Motor Show is on track to take place at Birmingham’s NEC, with special discount codes available to enthusiasts to help get the classic car industry moving again following lockdown.

To ensure everyone gets the best possible experience while keeping safety the top priority, it is being planned with a number of current Covid safety measures that can adapt to any changing guidelines. For example, visitors will be asked to choose a specific arrival time and entrance hall from which to enter the show.

“Like everyone else, we’ve had to sit on the sidelines through the lockdown,” said the Lancaster Insurance-sponsored show director Lee Masters. “We know some of our exhibitors have struggled without events taking place and we’re all craving to get out and about.

“So, to do our bit to help get the classic car community moving again, for the first time ever, we are releasing discount codes that everyone can use.”

The show will be held on 12-14 November 2021. For information, tickets and the latest updates, head to www.necclassicmotorshow.com.

8 | Jaguar World / July 2021

An early and late example of the X150 generation of XK

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FIA Formula E World Championship After a double-points finish for Jaguar Racing, the team is now only two points behind the World Championship leader

Round 7, Monaco 8 May 2021

Mitch Evans secured his third podium this season after a thrilling race on the iconic streets of Monaco, and there was a seventh place for teammate Sam Bird.

Evans started the race in third after a strong qualifying performance, making it through to Super Pole from group one. He had a busy drive behind the wheel of his I-TYPE 5 tussling with the leaders, before making a momentous overtake on Antonio

10 | Jaguar World / July 2021

Felix Da Costa into Beau Rivage to move into first position with 15 minutes to go.

On the final lap Mitch had to defend heavily from Da Costa, who had fractionally more energy and was able snatch the lead into the chicane.

“I got myself into a great position today,” said Evans after accepting his trophy.

“Leading in Monaco is amazing, but that came at a cost with the energy I used to get there. I was really hoping to ride it out until the end, but it just wasn’t meant to be today.

“They are still great points for the team, plus we can take positives from today, move forward and get ready for Mexico.”

Teammate Sam Bird started the race in 16th after a tough qualifying session.

In the first lap, he slipped past four cars on the inside of the Fairmont hairpin to get up into 12th. He continued to show his pace by carving his way through the pack, using Attack Mode and FanBoost strategically, and making decisive overtakes to finish in seventh.

“We’ve had fantastic pace today,” he said afterwards. “We dominated both free practice sessions and, although my

qualifying session was frustrating, I showed pace again in the race.

“As far as recovery drives go, this was great. To come through the field from 16th to seventh in Monaco is pretty cool.

Evans in now third in the Drivers’ Championship, eight points behind current leader Robin Frijns, while Bird is fifth, 11 points behind Frijns. In the Teams’ World Championship, Jaguar Racing is in second place, only two points behind Mercedes-EQ Formula E Team. ● The FIA Formula E World Championship heads to Mexico for rounds eight and nine on Saturday, 19 June and Sunday, 20 June 2021.

LET NOTHING ELSE INTERRUPT YOUR EXHILARATION.

POST-LOCKDOWN VEHICLE CHECK FOR JUST £149 INCLUDING OIL & FILTER CHANGE AND MORE During lockdown, you may not have been using your Jaguar as much as you once did. So with restrictions coming to an end, now’s the time to make sure everything is in working order and tuned for optimum exhilaration out on the road, with our Post-lockdown Vehicle Check, for vehicles over three years old.

For just £149 including VAT, our Jaguar trained technicians will carry out a full safety check, oil and filter change, and more. Offer available across all UK Retailers until the end of July.

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WHAT’S INCLUDED: Full safety check Battery check Oil & filter change* Washer fluid top-up Wash & vac Software update if required** (Jaguar mandated updates only)

*The oil and filter change is not a scheduled vehicle service and does not include additional items specified for renewal/replacement during a scheduled service based on age or mileage. This means that we are unable to update your vehicle service history for this event. **Software update is only applicable to outstanding recalls and service actions and excludes satellite navigation mapping.

MOTORSPORT | JEC RACING

Jaguar Enthusiasts’ Club, Saloon & GT Championship Rounds 1 & 2, Silverstone International Circuit 24 April 2021

WORDS COLIN PORTER PHOTOGRAPHY NICK AND ROGER GAGE

A

GLORIOUS fiesta of racing was just the thing to banish the long lockdown winter blues.

And what could be better than the spring sunshine that greeted the JEC Saloon & GT paddock at Silverstone International for its first ever outing with the Classic Touring Car Racing Club and British Automobile Racing.

A colourful carnival of historic touring cars rubbing shoulders with the wellheeled Lamborghinis, Ferraris and other exotica in the Britcar Championship.

ABOVE: Overall winner Tom Robinson leads James Ramm BELOW: Michael Holt (X300) and Richard Coppock (XJS)

Race One

At lights out for the start of the 2021 Championship, Matthew Davis (XJR6), making his debut, was unable to get away.

The stranded Jaguar was then hit by an unsighted Capri starting in the Pre-83 Touring cars from behind the Jaguars.

There was then further drama when leaking fuel ignited the car, but the driver – who was unhurt – quickly exited and the marshals promptly extinguished the flames. A sad debut, but thankfully no one was injured.

Having been red-flagged due to the incident, the grid was reformed. As the Jaguars streamed off the line it was the fast-starting James Ramm who lead into Abbey Corner with Tom Lenthall looking down the inside of Robinson’s XJR6.

Richard Coppock (XJS 4.0) found good

RACE ONE RESULTS Overall Class A Class B Class C Class D

First

Tom Robinson Simon Dunford Michael Seabourne Tom Lenthall Tom Robinson

Simon Dunford driving his XJS to a class A victory 12 | Jaguar World / July 2021

mon ew s was an ear y ea er n ass

Second

James Ramm David Ringham Derek Pearce Richard Coppock James Ramm

Third

Tom Lenthall Rick Walker Lawrence Coppock

traction to pass Michael Seabourne and was able to press Holt, before Holt retired (oil leak) for an early Class C battle. The hugely experienced Derek Pearce (XK8) closed on Seabourne to fight for Class B, Simon Lewis (XJ6) the early leader in Class A from Dunford and Dave Ringham (XJS 4.0).

Robinson gradually made inroads into the gap to Ramm and, on lap three, had a look around the outside at Stowe Corner before pulling a stunning late braking manoeuvre at Vale to take the lead. He hung on to take the overall race win and Class D by less than a second.

Behind them, Lenthall had an untroubled race to take third and Class C and Meguiar’s GT Drive of the Day, while Seabourne held off Pearce for Class B. In a

Michael Seabourne (XJ40) tries to out-brake Derek Pearce’s XK8

JEC RACING | MOTORSPORT

Derek Pearce in his XK8 was third in Class B

close father-and-son competition, Lawrence Coppock (XJS V12 6.0) took third place Class D from Coppock Jnr, second Class C. In a very competitive field of Class B cars, Rick Walker (XJS 3.6) showed strong pace for third ahead of Daniel Stewart (XJS 4.0) and the improving newcomer Michael Atkinson (X300), who collected Meguiar’s Saloon Drive of the Day. Dunford was able to close out Class A after Lewis was forced to retire on lap six (oil leak).

Rick Walker finished second in Class B

Second in Class A was David Ringham

RACE TWO RESULTS Overall Class A Class B Class C Class D

First

Tom Robinson Simon Dunford Mike Seabourne Tom Lenthall Tom Robinson

Race Two

Robinson made a poor start from pole and was fifth going into Abbey for the first time. Ramm led the way from Lawrence Coppock, who made a blistering opening sprint to pass Robinson, Lenthall, Seabourne and Pearce.

Holt made rapid progress on lap one, moving through the field smartly after starting from the back of the grid in the X300. Robinson was quick in the second sector making up for his poor start, moving up to second at the end of Hanger Straight.

Ramm held the advantage until lap three, when Robinson was able to slipstream Ramm’s XJS and pass down Hanger. Robinson opened a small lead of about two seconds until Ramm found some time with a very quick lap ten and closed within a couple of tenths. Lenthall, having a good weekend, passed Coppock (Snr) to move to third. The Coppock family duel was then joined by Holt and Seabourne and, at one point, they were three abreast going into Abbey.

Ramm pressed Robinson hard over the closing laps, but couldn’t find a way past, the Somerset driver winning by the narrowest margin and setting up what looks to be a tight and thrilling contest for Class D and podium honours Second

James Ramm David Ringham Rick Walker Richard Coppock James Ramm

James Ramm riding the kerbs. He would finish second

this season. They should be joined at Donington for the next round by Colin Philpott, who experienced an ECU fault prior to the race weekend, and Guy Connew in the V12 XJS. Holt collected Meguiar’s Saloon Drive of the Day for his charge through the pack to finish sixth overall and Lawrence Coppock collected the GT prize after starting sixth and finishing fourth. Lenthall amassed another Class C win; Seabourne likewise in Class B and Dunford in Class A.

Tom Lenthall was victorious in Class C

Third

Tom Lenthall – Derek Pearce Michael Holt Lawrence Coppock

Michael Atkinson July 2021 \ Jaguar World | 13

E M A I L : j w m . e d @ k e l s e y. co . u k FACEB O O K : F a c e b o o k / J a g uarWo r l d M o n t h l y INSTAGRA M : j a g . w o r l d

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

ial k/

LETTER OF THE MONTH

Over the past year or so, there have been a number of interesting articles, comments and letters regarding the future of Jaguar. Many of the points raised relate to the automotive industry and the direction it’s heading, rather than Jaguar specifically.

Peter Tromans, in the May 2021 issue, suggests that Jaguar should revert to the Eighties. Unfortunately, the automotive world has fundamentally changed since then.

The UK now represents a very small slice of the global market, with most manufacturers focusing on emerging markets in China, India etc. Potential buyers in these markets have very different tastes and little interest in nostalgia or heritage – hardly surprising when their own industry was rolling out obsolete BL models, such as the Austin Maestro in China and Rover SD1 in India. It’s unlikely that Jaguar will focus on UK tastes, but what the wider market is wanting.

The way in which cars are made has also fundamentally changed. In the Eighties, cars relied on mechanical technology, which evolved at a slow pace.

Today, however, cars rely on electronic technology, which moves at a much faster pace. Manufacturers prefer this as it means they can build cars much more cheaply and it guarantees obsolescence – in the same way as mobile phones.

It gives the consumer more gadgetry and allows connectivity with other electronic technologies. Equally, if car life is being limited in the same way phone manufacturers stop supporting old phones, then costs can be saved elsewhere on build quality.

From my own experience of new cars, I agree with Peter that the build quality of new cars has declined. I bought a new car three years ago to replace a 14-year-old Jaguar. Due to its poor reliability (with over 80 days off the road) mainly due to recurring electrical faults, I have ended up keeping my Jaguar (which has only had time off for regular servicing and MOTs) and it will be my Jaguar I shall keep when the PCP expires for my new car.

But, while car buying and manufacturing have changed, customer service has not. With cars more reliant on electric technology, reliability issues are most likely electronic of nature, and notoriously difficult to track down.

Manufacturers need to be much more receptive to replacing faulty vehicles instead of simply referring owners to dealers to be patched up until the

warranty runs out. Inevitably, faults aren’t fixed and rattles appear where trim gets disturbed and there is no thought about disruption/inconvenience to the customer. Most manufacturers, including Jaguar, are guilty of this.

Why buy a new car? While mobile phone compatibility is nice, new cars lack the character of older ones and aren’t as well built.

Jaguar World features many Jaguars that would make great everyday vehicles.

The articles are an invaluable source to anyone contemplating buying a Jaguar or simply keeping it on the road. I was particularly interested in the XK feature in the May issue (p24) which is an automotive bargain at the moment and probably my next car purchase. Please don’t modernise your magazine.

Charles Goodall July 2021 \ Jaguar World | 15

Missing the point

As a regular reader I look forward to receiving your magazine and was particularly excited knowing you were featuring 15 years of the XK [see JW, May 2021, p24].

I was a little disappointed at the end of your XK Spotters Guide (p37) to read your review of the XK Dynamic R and see the photograph of the Italian Racing Red car from the Jaguar Heritage collection in identical livery to my own, purchased in 2014 and still very much driven, enjoyed and cherished. I think you missed the salient points in the upgrade list of this car while relating solely the cosmetic changes to the previous base model and, in truth, most of the other previous so-called special editions.

Not only did this car come with all those that were previously available to order, the Speed and Black Packs, deeper front and rear splitters, larger rear wing and side sill extensions, as well as Vortex wheels and interior seat and fabric upgrades etc, it was, more importantly, also gifted the performance active exhaust. Better still, the bin parts were raided to find the XKR-S suspension, alloy front steering knuckle, brakes and dynamics and thus a 10mm reduction in ride height to improve handling, with the limited top speed increased to 174mph.

You have said on previous occasions that Jaguar often ‘save the best to last’ and I truly believe this to be the case. I challenge you to drive my car and the previous year model back-to-back and you will see instantly how the ride, cornering and steering are sharper and more intuitive when pushed in the way this car begs to be driven, but not in the wild fashion the XKR-S longs to be pushed.

This car really is the wolf in sheep’s clothing but can, when desired, be a real gentleman. I am fortunate to have enjoyed this experience crisscrossing the continent on several occasions, pushing along the autobahns and Swiss and Italian mountain passes and touring the hugely underrated NC500 and Ireland’s Wild Atlantic Way. The Jaguar XK Dynamic R really is the very best of the XKs. H

16 | Jaguar World / July 2021

Found some

Referring to your article about the X150 generation of XK [see JW, May 2021, p24] you write, “…between 2005 and 2008, Jaguar also built 1,274 XKs with the 3.5-litre V8; nothing is known about the cars’ market, nor if any still exist.”

Germany was one such market where these X150s with the small 3.5-litre V8 were officially sold and I found ten for sale online. So you see, there is more than just one survivor. I’ve included an advert about the Jaguar XK 3.5-litre convertible that was published in the German magazine Auto Motor und Sport, from May 2008.

Rolf Bohrmann

No end of trouble

My family has had some brushes with Jaguar cars down the years, although we don’t own any right now, but I was given a copy of the May Jaguar World.

While the magazine is interesting, one does notice a thread, or breathless praise, for Jaguar’s older models, especially the years when their output was downright shoddy and badly built. It’s one thing to display patriotism for a British brand and an iconic motorcar, but quite another to make statements like “…a Jaguar has always brought me home…” (or words to that effect).

I’ve used a Jaguar in the UK, and the car was no end of trouble. Frankly, a Japanese rice rocket was far more reliable and some of them did have some character. In fact, when I used some of the American land-yachts, one

had to appreciate that the Yank tanks could gobble up the miles and offer far more comfort and features than any comparable British car, and that’s leaving out the Mercedes and BMWs altogether, before which no amount of patriotic praise can prop up downright awful BMC-era cars.

There’s a lot going for reviewing cars, and presenting a true picture of them.

There is also a lot going for admitting shoddy workmanship, because it makes the future cars (and the older models), seem that much better, showcasing the fact that an industry can pick itself up and offer the public improved products.

Having said that, as a marquespecific publication, I like the get to and enthusiasm. I may even subscribe to the print version, COVID-19 permitting.

Kartik S Aiyar

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Jaguar’s pricing pathway

IN MARCH 1961, a Jaguar E-type fixedhead coupe cost £2,196, 19 shillings and tuppence, just over a third of the money Ferrari charged for its 250 GT 2+2, a car not so different from the E-type. Never mind the claimed 150mph performance, or a car that Enzo Ferrari himself reckoned was the most beautiful in the world, or that this Jaguar was a close evolution of the triple Le Mans-winning D-type, with that low price the E-type was a mouthwatering, gotta-have-it car. Perhaps Jaguar could usefully reignite this winning mix for its 2025 relaunch as an electric luxury brand.

Not that a £2,000 car was cheap in 1961, and if you wanted to buy one of those pesky foreign models its price would have been inflated by import duties. But even against British cars, the £2,197 E-type was still amazing value, the Aston Martin DB4 costing £3,968, the tiny Lotus Elite £1,949. And against a Porsche? The decidedly more modest 356 Super 90 coupe was £2,493.

Sir William Lyons was able to maintain this kind of pricing advantage for a good couple of decades after the E-type’s launch, not only with glamorous sports cars, but also saloons.

Eventually,though,theeconomicrealitiesofmassmotorcarproduction caught up with Jaguar and its owners, and the 1986 XJ40 was priced closer to parity with its competitors, as were the later S-TYPE and X-TYPE. How Lyons managed to make his cars so affordable is still something of a mystery, but low investment in his factories and lower quality than you’d enjoy from a Mercedes must be factors.

So, what is the significance of this price comparison 60 years after the fact? Well, it could be a template for the reinvented Jaguar that will emerge in 2025 as part of JLR’s Reimagine strategy. It will be pitched not as a premium manufacturer competing directly against the overwhelming might of BMW, Mercedes and Audi, but as an all-

electric luxury sports car maker, with prices to make you think twice about ordering an Aston or a Ferrari. In other words, the market positioning it enjoyed in the Sixties.

The strategy might provide Jaguar with the chance, once again, to undercut the offerings of its rivals while providing a car at least as good, and make a decent profit. It has no chance of doing that with the slow-selling XE and XF against their volume-selling BMW equivalents.

But, offering more specialised, more exclusive, technologically appealing and – a key element this – highly desirable new cars might allow Jaguar to carve out a profitable niche. It’s easier to make a margin on a high-end, low-volume car if the demand is consistently there. Producing something of what Ferrari, Aston Martin, Bentley and Lamborghini sell for compellingly less might just provide that demand.

But, I hear you mutter, doesn’t that push Jaguar into Porsche’s path? Well yes, but no. Among the fortunate well-off, Porsche is nowhere near as exclusive as Ferrari, Lamborghini, Bentley or Aston Martin. Which is no surprise, given that Porsche prices start at £46,000, a base 911 costing £85,000. The starting price for a Ferrari is almost double, at £166k. The entry ticket for a Lamborghini is £165k, a Bentley £152k and an Aston £123k. That’s quite a price gap between these four and Porsche in which Jaguar could sit. Not that selling cars more expensive than Porsche will be easy. But, genuinely arresting beauty, excitement, excellence, technology and exceptional customer service might do it. Especially if the cars appear comparable to Ferraris and Bentleys, and cost decisively less. Many makers have profitably offered more for less. Far fewer, however, have embarked on so bold an ascent of the price ladder in so short a time, and convinced buyers that their new, born-again motorcars are worth the extra. This, surely, will be Jaguar’s biggest challenge.

IT’S EASIER TO MAKE A MARGIN ON A HIGHEND, LOW-VOLUME CAR IF THE DEMAND IS CONSISTENTLY THERE

July 2021 \ Jaguar World | 19

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The X-TYPE’s launch

WRITING THE comparison between the first and last and list price (where the X-TYPE 2.5 Sport would have made a huge deal X-TYPEs for this issue (p26) led me to a moment of of sense), but on CO2 emissions, where no V6 petrol engine was going reflection about my entire career. to excel. And that made it very hard to argue in favour of the X-TYPE Back in 2001, I was a young motoring journalist and, when a BMW 320d or an Audi A4 1.9TDI was a substantial chunk of having cut my teeth on a series of classic car titles, I’d cash cheaper per month for ‘user-chooser’ fleet drivers. To get behind just started my first job on a mainstream car magazine – as a staff writer the wheel of the X-TYPE as a company car, you had to really want one. at Auto Express magazine in London.

And, given that fleets were Jaguar’s big target market, it was a hammer My passion for the Jaguar marque was well-known among my blow to the car’s launch.

At the time, Jaguar was intent on not losing any of the car’s colleagues so one of my first roles was to follow the upcoming launch of the all-new ‘baby Jaguar’, which was revealed in February ‘Jaguarness’. We were told about it in press conference after press 2001, just ahead of the Geneva Motor Show (shown here with conference. The all-wheel-drive layout distinguished it from the Ford Premier Automotive Group’s vice president, Wolfgang Reitzle, Mondeo(withwhichitsharedseveralstructuralcomponents),whilethe petrol engines differentiated it from former Formula One driver Nikki less enthusiast-focused models. The Lauda and the managing director of spin was in full revolution, Jaguar, Jonathan Browning).

JUST WEEKS AHEAD OF marketing I wrote a number of news stories but it didn’t really matter. Head over and features on the car as its launch the rivals were more compelling.

THE CAR’S LAUNCH, THE heart, approached, and, because I was such a You could have estates, you could have BRITISH GOVERNMENT Jaguar fan I was kind to it. I wanted it to and the enthusiast element was TURNED COMPANY CAR diesels, be a huge success, and through talking tempered by the likes of Alfa Romeo to so many people at Jaguar during its the oil-burning revolution.

TAXATION ON ITS HEAD embracing gestation I could tell that they were In the cold light of day, Jaguar was fully invested in it. It was, in many ways, playing catch-up from the start. a more significant car than the S-TYPE before it.

I remember asking about diesel and estate models at the car’s media There was a lot to like about it, too. The mini-XJ styling, the launch in Chailly, France. I was told by Jaguar’s PR folk to “never say innovative four-wheel-drive set-up and Jaguar’s commitment to filling never” and even got early wind of the forthcoming 2.1-litre frontit with the latest technology were all admirable, while the new wheel-drive model, which had been brought forward due to the ‘compact’ 2.5-litre version of the S-TYPE’s V6 was a step in the right taxation changes. And I came away perplexed. I’d driven two X-TYPEs direction. But, only a step… on that event – a 2.5 SE and a 3.0 Sport – and I loved them both. They You see, while the X-TYPE was undeniably the right car at the right were great cars then, and they still are today. But, they were the wrong time – a time when the BMW 3-Series had gone from being a posher, cars for that moment. While I saw the X-TYPE’s potential, I also saw but low-ish volume alternative to mainstream company cars to being it as an own goal. Something that many people at Jaguar challenged the most popular car in the sales reps’ car park – the Jaguar wasn’t me on, but I suspect wouldn’t disagree with today. In time, as we all ready for the fight it was facing. And I was not the only motoring know, the X-TYPE evolved. First came front-wheel drive, then a diesel journalist to recognise this. engine, then an estate. By the mid-2000s, there was an X-TYPE-shaped It didn’t help Jaguar’s cause that, just weeks ahead of the car’s launch, answer to every model in the BMW 3-Series line-up, but the launch the British Government turned company car taxation on its head. From momentum had been lost, and Jaguar’s dream of 100,000 X-TYPEs a 1 March 2001, benefit-in-kind tax was no longer based on engine size year was never to materialise.

July 2021 \ Jaguar World | 21

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Jim Randle’s gas turbine hybrid

NOW THAT hybrids have joined Jaguar’s line up – including the E-PACE featured on p52 – I’m reminded that the concept of a Jaguar powered by an internal combustion engine working alongside an electric motor goes much further back.

In the late Eighties, Jaguar created an advanced engineering group under engineering director Jim Randle’s leadership. Its remit was to look at advanced vehicle engineering in allitsforms,butparticularlypowertrains.

The team would investigate hybrids long before the idea had become universally accepted.

The concept solved a potential problem for Jaguar because there was, at the time, impending legislation in California for ultra-low-emissions.

Hybrids did offer a chance of achieving this – especially when using an electric drive charged by a natural gas turbine.

Jim had believed in gas turbines since his apprenticeship at Rover, during the early Sixties, when he was involved with its gas turbine-powered Le Mans car. Gas turbines are small, quiet, have a single moving part and operate at one speed, resulting in complete combustion that produces hugely reduced amounts of emissions.

In fact, Jim was so convinced by the idea that when he left Jaguar in around 1991 and became professor of mechanical engineering at Birmingham University, he continued with his research.

He went on to explain the idea to several European car manufacturers. It was Volvo that became interested in his work,

which culminated in the ECC concept of 1992 that featured a small gas turbine powering an electric motor mounted on the rear axle (pictured). But, and all too reminiscent of his later years at Jaguar, the project was canned when the Swedish company was bought out

by Ford in the late Nineties.

Yet, there’s no denying that Jim was ahead of the curve. The current drive for zero emissions and reducing climate change means that the chance of cars using internal combustion engines powered by fossil fuels in the medium term is unlikely. But, the storage of energy in batteries is the weakest part of all electric vehicles – resulting in a limited range and a relatively slow recharge. To counter this, I know most of the industry is working on hybrids where either compressed air, or more likely hydrogen, become the means to having an unlimited range.

So, whether they are powered by air or gas, I wouldn’t be surprised to see turbines fit into the future hybrid equation because I think they make a lot of sense. Just as they did to Jim Randle, 40 years ago.

JIM HAD BELIEVED IN GAS TURBINES SINCE HIS APPRENTICESHIP AT ROVER, WHEN HE WAS INVOLVED WITH ITS GAS TURBINE-POWERED LE MANS CAR

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

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

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26 | Jaguar World / July 2021

Th X-TYPE evolved a fair bit over its nine- ear roduction run as Jaguar tried its best to take the fight to German

W July 2021 \ Jaguar World | 27

And, as a silver X-TYPE weaved its way along a snowy mountain pass, its all-wheeldrive chassis making light work of the treacherous conditions, its 30-something driver ignores the advances of a supermodel for the pleasure of driving his car as Isaak bursts into a crescendo of “and I…. don’t want to fall in love, with you…”

The ad closes with a slogan flashing up – The New Jag Generation – before finishing with the line, The Power of Performance.

An old television advert might not sound like much, but for Jaguar this was a pivotal moment. It was arguably the first time that the company had truly looked forward in its advertising rather than relying on the laurels of the past. The very fact that the marketeers referred to the X-TYPE as a ‘Jag’ being a statement in itself. This was new, cool, not stuffy. Everyone called a Jaguar a Jag, so why shouldn’t Jaguar?

28 | Jaguar World / July 2021

It had also spent a fortune on the advert, which was filmed in New Zealand and was directed by Grammy-winning Australian producer Jeff Darling; just part of the almost limitless budget that Jaguar spent on launching its most important new car in a generation.

It didn’t matter that the implausibly handsome chap behind the wheel of the TV advert car had no usable cupholder, no company-car, tax-friendly, diesel option or that the rear subframe was from a Mondeo estate – he was in his element. Cool, confident and in his prime. The very kind of customer that Jaguar was desperate to get behind the wheel of its critically important new model. After all, a lot was riding on X400 (the X-TYPE’s internal codename).

Not only was there a £300m investment at Ford’s Halewood factory, where the X-TYPE would be built on the old Escort line, but there was also a brief to double Jaguar sales, which were steadily rising on the back of the new S-TYPE and revised XJ ranges.

“The X-TYPE connects Jaguar with a different type of customer,” said the company’s managing director, Jonathan Browning, at the X-TYPE press launch in Dijon, France, in May 2001. “It challenges existing perceptions of Jaguar, broadening the appeal and accessibility of the marque, and it drives forward our ambitious growth

strategy, which began with the launch of the S-TYPE in 1998. Today, Jaguar is selling more cars in more markets than ever before and X-TYPE is targeted with helping us double sales once again.”

His statement was backed up by Jaguar’s marketing director, Phil Cazaly, who said, “We expect the X-TYPE to attract a significant number of new customers, particularly younger people who previously may have regarded a Jaguar as beyond their reach or as being unsuitable for their active lifestyles. Delivering practicality as well as performance and style, the X-TYPE presents a completely new proposition. It will help us to make rapid advances in areas where we have traditionally been under-represented, such as with women drivers and amongst ‘user-chooser’ company car drivers.”

There was certainly a lot of hubris around Ford’s Premier Auto Group (PAG) when the X-TYPE made its debut in 2001. Here, at long last, was the car that would finally give Jaguar a foothold in the burgeoning compact executive market. A saloon that would not only take the fight to BMW and Audi, but could do it with the style, sophistication and driver appeal that only a Jaguar could offer.

Conceived as part of Ford’s ten-year Jaguar Master Plan, the approach to broadening the brand’s model range was a

TWIN TEST X-TYPE 2.5 & X-TYPE 2.2D

softly, softly one. First, in 1998, came the unapologetically retro S-TYPE, a car that took Jaguar into a new market with one foot firmly in the past.

The X-TYPE was already a concept back then and two options were on the table. One was to build the car on a truncated S-TYPE platform, maintaining the traditional Jaguar virtue of rear-wheel drive. The second was to look elsewhere in the Ford stable for a platform that could also be developed.

Ironically, given what followed, if Jaguar hadn’t over-estimated the production potential of the X400, the rear-drive platform may have won out. But, to do so, it would need to be built alongside the S-TYPE at Castle Bromwich, where capacity for Jaguar’s projected 100,000 units per annum simply didn’t exist. Where PAG did have that capacity, though, was Halewood, Merseyside.

From 1968, the site had been home to another British icon, the Ford Escort. But, with Escort production finally drawing to

a halt three years after its replacement, the Belgian-built Focus, which had sent shockwaves through the compact hatchback sector, the facility was to stand idle. Building the new Jaguar there would offset many job losses and keep the factory alive, and it would secure much-needed investment into the project via the Government’s NorthWest Development Agency.

The brief was to create a car for what the marketing types quickly categorised, The New Jag Generation. A Jaguar that would appeal to the under 40s – meaning less of a focus on wood and leather, and the emphasis instead skewed towards technology, driver appeal and – of course – what ‘Jaguar’ stood for.

Under the skin, the decision was made to build the X-TYPE on Ford’s CD132 platform, which underpinned the Mondeo Mk 3 and would also go on to be the base platform for the Volvo S40 and Mazda 6. A sensible approach from an engineering and cost-saving perspective, but one that made

Jaguar’s senior management twitchy. Jaguar was a company renowned for its bespoke engineering, and it was imperative to play down the Mondeo connection – something which would later backfire massively.

So keen was Jaguar to not talk about the Mondeo bits that the automotive media were determined to do the opposite, and the ‘Mondeo Jag’ reputation stuck fast, the irony being that there was less than 20 percent commonality between a Mondeo hatch and an X-TYPE, which had the floor pan, bulkhead and some of the front subassemblies of the Mondeo and the heavy duty rear subframe of the Mondeo Estate.

Otherwise, it was 80 percent Jaguar. To paraphrase Michael Caine, not a lot of people know that.

The engineering brief stipulated that the model had to ‘feel like a Jaguar’. It also instructed that the X-TYPE would have to have the best steering of any car in its class, and ride comfort that was befitting of the brand, as an exemplary ride was a Jaguar hallmark. And for that it earned ten out of ten.

The CD132 platform was a good one.

When the Mondeo was launched in 2000, it was universally praised for its handling ability, comfort and delectable balance, which bade well for the X-TYPE. But, Jaguar’s resistance to adopt front-wheel drive from the outset meant that all launch models would have four-wheel drive, with a 60 percent bias towards the rear. In some ways, that was mistake number one, as it bumped the price up in order to not upset Jaguar purists.

The second dropped ball was the decision to offer the X-TYPE with V6 petrol engines only, which was great for setting a

July 2021 \ Jaguar World | 29

performance benchmark for the model, but not ideal when competing with German rivals in fleet sales, fuel economy or CO2 stakes, where their modern and efficient diesels were streets ahead. In some respects, you have to show some sympathy to Jaguar here, as when the X-TYPE was conceived most company-car tax schemes were focused on engine size and list price rather than exhaust emissions, but in 2001 the UK government delivered a cruel blow in the form of CO2-based benefit-inkind tax, and a V6-powered Jaguar was no competition to a BMW 320d in terms of its effect on your take-home pay.

It’s a shame, as the X-TYPE engines were fabulous. The range-topper was the same 3.0-litre 231bhp unit found in the S-TYPE, while a smaller capacity 2.5-litre derivative of the engine was specifically developed for the model, offering 194bhp and later fitted to a new entry-level S-TYPE as well.

Styling-wise, the X400 would take the proportions and styling cues of the XJ, so that meant quad headlamps and a traditionally curved D-pillar that made it instantly identifiable as a Jaguar, but in a far less retro way than the S-TYPE, as the newcomer needed to have a bolder, more youthful appeal. It was the last Jaguar to be fully styled under the supervision of Jaguar’s late design director Geoff Lawson, with much of the exterior styling attributed

to Wayne Burgess (who went on to pen many of Jaguar’s much bolder designs of the 2000s and 2010s).

The X-TYPE was revealed in February 2001, although it would be a further four months before it went into full-scale production. That gave Jaguar just enough time to tie itself in knots around how the car would be marketed.

Rather than be upfront about the basic architecture of the car, Jaguar persisted

with marketing messages about the model’s ‘Jaguarness’, which were all well and good, but led the automotive media into a mode of suspicion and cynicism during the car’s protracted launch. The irony being, of course, that the Mondeo was universally considered to be the besthandling car in its class, and the Audi A4 and A6 were based on the platform of the inferior VW Passat, yet this did the German firm no harm at all…

L-R: An early sketch by Wayne Burgess; a design clay from the late Nineties; a lot of time went into the car’s handling during development; all X-TYPEs were produced at Halewood; rig testing; in the wind tunnel; the 2004 estate was an important addition to the range 30 | Jaguar World / July 2021

.

Irrespective, the X-TYPE was well received by the motoring media, who loved its handling and the fact it was a ‘baby Jag’ – something that was clearly very welcome and had been a long time coming.

Their biggest criticism was of the engine choices. The 2.5- and 3.0-litre V6s were great engines, make no mistake, but they appealed only to the upper end of the compact executive market and were no threat, in terms of running costs, to the four-cylinder and diesel units offered by rivals. They also failed to give Jaguar the foothold it needed in the fleet market, thanks to that shift towards CO2-based tax.

Jaguar knew this and had to react quickly, accelerating the development of models it should have made available from the outset.

The first was the X-TYPE 2.0, introduced in early 2002. The 2.0 (which was, technically,

a 2.1-litre) came with a shorter stroke version of the 2.5 petrol V6 and was more economical, but was also front-wheel-drive only, making it the first ever Jaguar to have power supplied at the ‘wrong’ end. The lesson Jaguar learned here, a bit too late, was that most buyers didn’t actually care.

The following year, the book of Jaguar tradition was torn to shreds and the bestselling of all X-TYPEs arrived – the diesel.

The Jaguar engine was a development of the Duratorq 2.0- and 2.2-litre TDCi engines found in the Mondeo and (whisper it…) Transit. Buyers and drivers didn’t seem to care, while fleet managers were delighted. Here was another option for them that promised decent residual values, low running costs and could be bought with a batch of Fords if necessary to help negotiate a pack deal.

Then, in 2004, came the handsome estate, the first production Jaguar under new design director Ian Callum. If only Jaguar had bitten the bullet in the first instance, launching the X-TYPE with a full model range, then it may have achieved the intended 100,000 annual sales. In reality, the first year of the full range being available (2004) was also the X-TYPE’s best,

July 2021 \ Jaguar World | 31

Among the nip-and-tuck elements , increasing the length of the car by 10mm, a restyled grille, mirror-mounted indicators, a modernised and uprated dashboard, twin cupholders (at last) and a new six-speed manual gearbox, along with a long overdue sequential automatic transmission option on diesel variants.

The changes refreshed the car and kept sales ticking along, but the death knell would sound for the X-TYPE in the near future. Because, in March 2008, on the back of the global economic downturn and the Chapter 11 bankruptcy filings from its close rivals General Motors and Chrysler, Ford was forced to sell off the Premier Auto Group brands and instead focus on its ‘One Ford’ strategy. Jaguar and Land Rover were sold as one, to Indian-based Tata, the owners of other once-British companies, including British Steel and Tetley Tea. Tata quickly revisited the Jaguar Land Rover (JLR) business plan, and decided to bring forward production of the Land Rover LRX concept (which would become the Range Rover Evoque) and earmarked it for the Halewood production facility, where the Freelander, on which it was based, was already taking up the slack from the X-TYPE’s unfulfilled potential. The 32 | Jaguar World / July 2021

Jaguar’s most im ortant new model ever.

You have to show some sympathy to Jaguar here, as when the X-TYPE was conceived most company-car tax schemes were focused on engine size and list price Bringing together one of the very first X-TYPEs with one of the very last helps to tell the story of what went right and what went wrong, something which is ably demonstrated by the 2001 and 2009 cars we have here. The former is a 2.5 SE from the very start of production. It’s a June 2001 car that would normally be on a ‘Y’ registration, along with only the first three months of cars sold. It’s an all-wheel-drive car with the engine that defined the X-TYPE at launch.

Spending its formative years in Guernsey, it’s a low-mileage example in remarkable condition. Worth noting, is that it’s been fitted with modern, 17in rims from a Jaguar XE, which suit it surprisingly well, filling the arches better than the 16in alloys it would have come with originally.

Jag Generation. These were aimed at f eet , that could be sold in bulk, if necessary.

The two cars also show how the X-TYPE evolved over the years as Jaguar refined the concept.

The exteriors of both cars look little different. The 2009 one sits a bit lower, its chunkier bumpers and wider, less-ornate grille giving it a more mature look. But, the visual differences aren’t huge – the 2007 facelift wasn’t a massive one. The most obvious difference is the mirror-mounted turn signals, a revision shared with the X358 generation of XJ, which was introduced as an X350 facelift the same year. The look continues the scaled-down XJ appearance for which the X-TYPE was always best-known.

The biggest differences are in the interiors.

Back in 2001, the launch-spec X-TYPE was a big step forward for Jaguar and its singlepiece moulded dash was arguably its most interesting feature – a new cost-saving measure by Jaguar, but one which also promised to get rid of creaks and rattles.

Visually, it was also a massive improvement over the 1998 S-TYPE, which was widely criticised for its interior layout and quality.

Indeed, when the S-TYPE was facelifted for the 2002 model year, it was a near replica of the X-TYPE dash that answered the critics.

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TWIN TEST X-TYPE 2.5 & X-TYPE 2.2D Then, there was the touchscreen, which was a major feature of higher-spec X-TYPEs. Combining sat-nav, stereo, a trip computer and c imate control modules into one unit, the screen used what Jaguar called ‘haptic feedback’ to emit a pu se when touched. In 2001, this was high-end tech, even if it does look decidedly clunky compared to today’s multimedia in-car screens. But, 20 years ago, this was the kind of tech used to reel in The New Jag Generation.

Among these positives, though, time has thrown up a few negatives, mostly in terms of the way the X-TYPE’s cabin was put together. Rattly door trims are a feature of almost every early X-TYPE, and it’s near impossible to find one where the windscreen air vents aren’t curling up at the edges.

These, along with the general fit and finish of the car overall, are things that were clearly refined as the X-TYPE evo ved (along with, sadly, the rampant sill corrosion that seems to affect pre-2005 cars, but not so much later models). Inside the 2009 car, despite the diesel engine, things fee a lot , muc c un er ee an s more rac ca cu o ers – e a s a were a sen rom te aunc mo e even t ou t e a uar an s ac o un ers an n o a eet r ver s e on t e roa er a s

making a fine wine – part science, part art.”

Cross was, of course, referring to the TRACTION-4 all-wheel-drive system fitted to early cars and which does, indeed, deliver a fine balance – the 60 percent rear bias is noticeable when pu ling out of corners, the early cars having a great deal more stability than later front-wheel-drive models. Yet these are nuances that the enthusiast will notice, but not the average driver. The front-wheel-drive X-TYPE diesel we have here is still a sharp and agile car, and while , , eas o a ance an s res onses o e ca e s a ou ercen e car a e a w ee - r ve mo e s w t ten ercent o ts c rc e ano er ac or a e vas ma or o u ers wou ave seen as an a vanta e

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What these cars demonstrate more than anything is that with the flagship models of the X-TYPE range, Jaguar got it right first time. They created cars that were fast, responsive, good looking and a delight to drive: the very essence of Jaguarness and more than enough to distract Mr Handsome in the TV advert from the lady vying for his attention.

But, they also demonstrate just how wrong Jaguar got things in 2001. By getting itse f tied in knots over the car’s marketing - . a r n s n man wa s e er ec era on - – no an en us as s one. ass , ue -e c en , re ne we -ma e an com orta e t s on an u a e r own ame. e a -w ee - r ve mo e s t e more ,

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Thanks to: Ian Caswell (2.5) and Jarrod Griffiths (2.2) 34 | Jaguar World / July 2021

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R E STORAT I O N

36 | Jaguar World / July 2021

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, July 2021 \ Jaguar World | 37

a question, to which Bruce agreed. They bought themselves an E-type, much to the chagrin of the local Jaguar dealers.

Guy remembers the E-type well, and, as an eight-year-old boy, his father would often drop him off at the school gates, where the car must have caused a sensation among the other boys. But, it was short lived.

Twenty-two-year-old Nicholas (Nick) Moor, who lived next door, had placed an order for an E-type, but was delighted to learn that his neighbour would sell him his E-type. Nick was desperately sad having lost both his parents; his father, Jack, had been a formidable force in pre- and post-war sprints and racing, driving modified cars that were finished in distinctive yellow-and-black and that he called Wasps. Jack gave a good account of himself racing in the fledgling 500 formula, often finishing on the heels of (Sir) Stirling Moss and Jack Wharton, and had built a child’s replica of his race car for Nick. He called it the Wasp 150 (it still survives). Built around ex-war department spares, it had wheels from a munition carrier used at the D-Day landings, the rear 38 | Jaguar World / July 2021

ABOVE: Period shots n un nown

ons. BELOW: Fa u

nt or s correct n every respect

RESTORATION E-TYPE S1

Just another day for Marc Gordon as he drives through London

cowling was part of a WW2 Spitfire nose, and was powered by a Villiers engine, Nick demonstrated it at the Shelsley Walsh hill climb, aged just 12.

Although Guy was now denied his school ride, he did still see the E-type; Jack Moor’s garage was nearby and full of memorabilia – a man cave way ahead of its time. Guy remembers Nick’s wonderful aunt, who, after helping to clean the E-type, would prepare legendary afternoon teas. The car’s current owner, Marc Gordon, caught up with Nick to capture some memories. Nick explained how the local dealers wouldn’t take a 22-year-old seriously and that his neighbours, Bruce and June, owned the E-type and he was tremendously lucky to get the deal. He also owned a 3.4 Mk 2 at the time.

Although Nick and his E-type must have been an enviable sight on the local roads, he remembers the car as, “A stack of trouble,” although living close to Browns Lane helped him to deal with any issues

– such as the night he saw flames spitting from the exhaust. He called the factory, which sent someone to collect the car for remedial work.

Nick stuck with the E-type, though, despite a huge number of offers to sell the E-type. But, he was young, and four years later, in 1965, he sold it in favour of a Mini Cooper S, something Nick reckons he was “stupid” to do. Perhaps Jaguar got on top of the reliability issues, though, because Nick had the confidence to buy two more E-types later, a fixedhead coupe and open two-seater. In later life, Nick had a chance to see 860015 after it had been restored and thought it looked better than when he owned it.

There is a short break in the ownership trail, but, in August 1969, Martin Burton appears as the owner until November 1972, when the E-type passed to Anthony Ward. Its colour had been changed to Regency Red in 1971, as confirmed by an entry in the old-style cardboard logbook.

Then, in 1976, its long-term owner, William Johnston, took possession. The classic car movement was in its infancy at the time and the E-type had only just gone out of production. Few would have given an early 3.8 a second thought, even if it had appeared at a motor show.

Nobody is sure about the condition of YSG at the time, but then 15 years old, it would not have held up well. It is known that Johnston dismantled the car ready for restoration, probably as E-type values started to climb. In 1985, William and his wife retired to Cernay, in France, shipping the dismantled E-type over in 1992. There it lingered under a cover, barely protected from the elements.

Classic Motor Cars (CMC) has a talent for sniffing out interesting cars, and, in 2013, came upon chassis number 860015.

Mr Johnston had passed away, but his widow was pleased to let the E-type go.

It proved to be in a terrible state, but William had been fastidious in keeping the BELOW: As found in Cernay, France. Components were stored in the barn

LEFT: Note the original engineered dot configuration of the dash RIGHT: Original engine has been rebuilt to as-new condition LEFT: Interesting boast on the heater from Rossleigh Jaguar

July 2021 \ Jaguar World | 39

Living in North London might be seen by some as a difficult place to exercise older cars, but not to Marc

parts together, including the rare ‘Forced Draught Fan’ badge on the heater.

CMC’s client, Chris Ballard, showed interest in 015 and commissioned the restoration. Although a blessing that the E-type was complete, the condition was so bad that CMC recorded 2,956 hours on a full back-to-the-shell restoration, many of the hours spent on rescuing such original components as the engine and carburettors, rear axle assembly and gearbox, as well as the all-important electrical components bearing the date of manufacture.

When the car was finished in 2015, Chris used his car, sparingly. He was invited to show at the Salon Privé at Blenheim Palace, picking up a class win in the Best of British category.

The E-type was back on the market again in 2018 when it caught the attention of Marc Gordon, who has appeared in these pages before with his Eagle Engineered E-Type [see JW, February, 2021]. Marc is a real enthusiast who loves to use his cars, racing an XK 150 and another early E-type. Living in North London might be seen by some as a difficult place to exercise older cars, but not to Marc, who knows the area well and chooses his timing to suit. He is thrilled with this significant E-type, and has covered more than 4,000 miles to date, often driving to circuits such as Brands Hatch, Lydden Hill, Snetterton and Silverstone where his racing Jaguars wait for the day’s sport.

He has also shown the E-type at the 2019 Hampton Court Concours d’Elégance.

40 | Jaguar World / July 2021

arc or on w e co s E-type, at Hampton Court

o or ow

As I head into London to see this E-type, I know at the outset that it will be a pleasurable day. Marc eases the E-type out of his garage, allowing me to park in the slot while we play. Our first stop is to an expensive Sixties apartment block, that could well have been home to an E-type in period, which, apart from doors and windows, looks unchanged. There, I get my first real chance to look the E-type over and imagine the emotions it created in those who took their first glances at an E-type at the Glasgow show. It goes without saying that the restoration is superb, but the meticulous attention to detail is impressive all the same. It seems a strange thing to say, but, as early cars

go, this one is late enough to have inside bonnet locks (from August 1961).

In fact, fixedhead production didn’t start in earnest until July 1961. Inside, the so-called steeple back seats had yet to be changed in production for the widerback versions, offering more support for the driver and suited to the fixedhead only. Given that this car was kept in poor storage, such features as the engineered dot finish on the aluminium sections of the dash are in amazing condition. Under the bonnet is correct in every detail and I am enchanted by the Forced Draught Fan sign on the heater.

I hardly notice the restricted seat adjustment and flat floor beneath my feet as I pull into the streets of London. Heads swivel as Marc directs me into hidden areas and I am desperate to explore more.

We take the inner and outer ring roads around Regent’s Park and delight in the experience. Obviously, there isn’t an opportunity to exploit the performance, but I can see how an early E-type acquits itself in traffic, albeit it light for London.

The single-bladed cooling fan cuts in and keeps the temperature at an acceptable level, and the oil pressure is reassuringly constant. CMC has made a great job of putting the Moss gearbox together, and, as I make sure to judge the revs correctly, the shift from third to second is silent.

Marc has no intention of selling his car, and is determined to use it whenever possible. And in this, the E-type’s 60th anniversary, I suspect that will be quite a bit. JP

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MO D E L P RO F I L E

July 2021 \ Jaguar World | 45

MODEL PROFILE DAIMLER DOUBLE-SIX COUPE

O

NE OF the least likely pairings in music history occurred when David Bowie appeared on Bing Crosby’s 1977 TV show and they sang Little Drummer Boy together. The mix of Bowie’s bohemian, slightly androgynous look and Crosby’s classic crooner style was universally considered to be even odder than when Richard Nixon met Elvis Presley in the Oval Office.

The same could be said of the Daimler Double-Six coupe. The oldest car brand in British history was – even by the midSeventies when under Jaguar’s stewardship – still seen as more refined and traditional

Jaguar’s sales literature clearly aimed the Daimler coupe at top businessmen

46 | Jaguar World / July 2021

than its racier upstart of a parent company.

Its image wasn’t really one to mix with the, albeit handsome, rakish two-door V12 coupe then, but that’s exactly what Jaguar did. The resultant car always suffered from a slight identity crisis and was, therefore, only built in tiny numbers.

Ever since the 2.5 V8 in 1962, followed by the 420-based Sovereign four years later, there had been a Daimler version of Jaguar’s saloons. They had a distinctive, luxurious image with minimal cost and effort on Jaguar’s behalf, and doubled the company’s range. It also kept Daimler’s established, more conservative owners happy; they might have been as modern as Harris tweed, but they were often wealthy and loyal to the brand. Her Majesty Queen Elizabeth II, for example, always chose a Daimler over its Jaguar sibling until the brand was discontinued in the mid-2000s.

Jaguar chose the Frankfurt Motor Show in September 1973 to debut the XJ6 and 12 Series 2, and sitting alongside them was a two-door coupe based on the new saloon.

Using the standard-length wheelbase produced a handsome car with close to perfect proportions, while the pillarless windows and deletion of the front quarter lights resulted in a cleaner, neater and more graceful appearance. The American magazine Road Test hit the nail on the

head in its August 1976 issue by describing the design as, “A pleasing, elegant shape.”

The coupe was apparently a favourite of Jaguar’s founder, Sir William Lyons, who was instrumental in pushing the car into production following issues with the window seals, which resulted in it not going on sale until the spring of 1975.

Naturally, there was a Daimler-branded version that followed the same recipe as the saloon, only differing on the exterior by the badging, a thin chrome strip running down the length of the bonnet and the fluted grille and boot finisher. Inside, there was a better grade of burr walnut veneer and thicker carpets. Yet, despite the minor differences, the 4.2 Sovereign and 5.3 Double-Six coupes were significantly more expensive than their Jaguar counterparts; in 1976, the latter was £8,259, around £230 more than the Jaguar equivalent.

This difference impacted on sales. The coupe was never made in huge numbers anyway over the two-and-a-half years it was produced, but of the 10,426 that were built, a mere 407 were Double-Sixes. This

makes the Daimler V12 one of the rarest production cars ever to leave Jaguar’s Browns Lane factory.

It wasn’t just the high cost that made the Double-Six coupe unsuccessful. Daimler owners were more likely to be chauffeured than drive themselves and space in the rear of the coupe was too tight for a judge or member of the landed gentry – a concept supported by the fact that a little under 25k of all varieties of the straight-six and V12 Daimler Series 2 saloons were produced. Plus, aside from its earlier SP250, even before Jaguar’s takeover in 1960, Daimler was more associated with stately saloons than two-door sports coupes. It was the XJ12 version, don’t forget, that competed (unsuccessfully) in the 1977 European Touring Car Championship. Using the Daimler brand would have been akin to Harold Wilson competing the 100m sprint.

As a result, the Double-Six coupe has become something of a unicorn; so scarce, they’re almost never seen. But, we’ve managed to hunt down one that exemplifies the breed.

July 2021 \ Jaguar World | 47

This glorious British Racing Green Daimler Double-Six was registered in February 1978, three months after production of the coupe ended, and is one of the final examples of the two-door XJ to have been made with either branding. Recently restored

by Turner Classics, of Ramsgate, Kent, it perfectly illustrates what makes the model so special. The extra cost aside, it’s difficult to understand why the Double-Six wasn’t more popular. Daimlers of the past were always about elegance and with its perfect proportions and compact dimensions, there’s no more elegant car of the Seventies than the XJ coupe. Being a Daimler adds further sophistication to the model compared to the Jaguar, which was more likely the choice of scoundrels. The optional 15in Kent alloys add something to any make of car they’re fitted to, but they especially suit the coupe, giving it a sportier look than the standard steel wheels and chrome hubcaps.

Like skinny jeans on anyone past the age of 25, few cars can pull off a vinyl roof but the 48 | Jaguar World / July 2021

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MODEL PROFILE DAIMLER DOUBLE-SIX COUPE coupe does, the Daim er especially, the rich material adding to the car’s luxury image.

When I open the seemingly never-ending door (it’s 4in – 101.6mm – longer than the saloon’s), I’m greeted with more rich burr walnut than a furniture showroom. The veneer is no doubt slightly thicker than a standard model’s, yet it looks little different from an XJ12’s or even the entry 3.4-litre saloon, for that matter. Aside from the few usually optional extras that were added as standard, you have to applaud Jaguar’s audacity for charging so much more for what is an identical car to the XJ12.

It is comfortable, though. With wide, squashy seats and plenty of room in the front, the coupe was made for cruising, preferably somewhere glamorous between Saint-Tropez and Monaco. Obviously that’s impossible for me now due to current Covid19 restrictions (plus, I need to be home by teatime), so the Kent coast wil have to do.

The sun is shining and the sky as blue as a painting by the French artist Yves Klein, so I lower all four side windows – due to a lack of room in the wing, the rears sinking as awkwardly as my 80-year-old father sitting on the floor – then pull back the large, period-correct Webasto sunroof that Turner

restoration and it’s a real gem, pulling smoothly, effortlessly and inaudibly through the three-speed GM 400 automatic gearbox (there wasn’t a manual version). Road testers at the time were crit cal of the XJ12’s ultralight, fingertip steering, arguing it lacked bite. While that’s unquestionably true, it

With its perfect blend of style, performance and rarity, I don’t mind admitting I’m very taken by this big, green coupe. And, judging by the many positive responses when posted images on our social media pages, so is everyone else. Which can mean only one thing: just as Little Drummer Boy later became

PW

50 | Jaguar World / July 2021

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F I R ST DR I V E

In a fresh direction for the company, Jaguar’s new three-cylinder hybrid drivetrain is incredibly clean, but is the E-PACE still as exciting? We drive a recently facelifted example of the compact SUV to find out WORDS PAUL WALTON

I

T WASN’T that long ago when the word hybrid simply meant a cross-pollinated flower or, perhaps, an informal greeting for someone called Bridgette. Today, it’s associated with a growing sector of the car market, those with both a traditional combustion engine and one or two electric motors that, when worked together, lower emissions and improve economy, without detracting from performance.

52 | Jaguar World / July 2021

PHOTOGRAPHY JAGUAR

It’s an area that Jaguar had shied away from. But, with hybrids becoming more popular as consumers look for cleaner, more economical cars, and governments across the world put lowering CO2 high on their agendas, Jaguar has invested quickly and heavily in the technology, rolling it out across its saloon and SUV range, including the E-PACE. Physically, the car received a quick update at the same time – nothing too major, but the new front and rear bumpers, updated

lights and revised grille mesh design (the diamond detailing is apparently influenced by the Jaguar Heritage logo) are enough to refresh an already handsome car.

The E-PACE has always been one of Jaguar’s better-built models, so interior updates are just as minimal. There’s an integrated 11.4in curved-glass HD touchscreen at the centre of the dashboard (which Jaguar says is now anti-glare, a previously common problem), which controls the new Pivi Pro infotainment

BIGGER CHOICE The larger F-PACE now also comes with new plug-in hybrid range

system. Together with the new leatherwrapped Driver Selector, which features distinctive ‘cricket ball’ stitching, and improved touch points throughout, the classy interior is even more stylish.

There are several variants in the E-PACE hybrid range, mainly 2.0-litre petrol and diesel mild hybrids (MHEVs) that, with a smaller battery, cannot be driven on electric power alone. The motor is there to help the petrol or diesel engine perform more economically. More interesting is the P300e I’m driving, which is a plug-in hybrid (PHEV). Its batteries can only be recharged using an external power supply, which means it can travel – on paper at least – 34 miles on battery power.

Power is courtesy of a 200PS (197bhp) 1.5-litre three-cylinder Ingenium petrol – a first for Jaguar, but has already seen service in the Range Rover Evoque – and an 80kW (107bhp) electric motor. The latter is located on the rear axle and is powered by a midshipsmounted 15kW battery. The E-PACE has a 7kW onboard charger, so it can be plugged into a DC fast charger or a 32kW charger for an even faster repower. The result of the two motors working together is a combined CO2 figure of a polar-cap saving 44g/km, while fuel economy is – on pap… you’re already there – an astonishing 141mpg. Even a lighter burns more fuel than that.

I know many of you who own V8- or V12-engined models will be more

Using the same basic hybrid technology as the E-PACE P300e, the F-PACE’s power is courtesy of a 296bhp 2.0-litre fourcylinder petrol engine and a 105kW electric motor.

At 1,831kg, this bigger, aluminium car in fact weighs 342kg less than the steel-structured E-PACE, resulting in a harder acceleration than its smaller sibling: it takes a mere five seconds to reach 60mph.

There is also a surprisingly fruity exhaust note under heavy acceleration to go with its sporty pretentions.

In EV mode, the P400e can reach 33 miles on a single charge, while the petrol engine car (apparently) returns 130.2mpg and emits 49-57g/km.

Not to be left out, the F-PACE’s interior has also received a significant refresh, with improved materials and a large, central touchscreen putting the Jaguar on a par with its more expensive Land Rover cousins. Together with the powerful hybrid drivetrain, the update has created a truly special, yet environmentally friendly, SUV.

July 2021 \ Jaguar World | 53

FIRST DRIVE E-PACE P300e horrified than a vegan in a steakhouse at the thought of a three-cylinder Jaguar, but if we want to protect the planet from future harm, these are the changes we need to make. Unless it’s rubbish to drive, of course, in which case I’m with you.

Thankfully, the figures look promising: a 0-60mph time of a little over six seconds puts it on a par with the Ford Fiesta ST. The car automatically starts in EV mode on the press of a button, while the petrol engine cuts in when throttle response equates to 1,500rpm, although there’s also an electriconly option that stops this. Smooth, quiet and easy to drive, the motor has sufficient power for short distance commuting but, unlike full electric cars such as the I-PACE, you won’t suffer from range anxiety because the petrol engine automatically kicks in when the batteries are depleted.

There is an almost seamless transmission as the petrol engine joins the electric motor, the only sensation being a very gentle push as if riding a wave. And, despite the odd number of c linders the 1500cc en ine

E-PACE P300e R-Dynamic S

comfortable SUV. Jaguar has clearly listened, though.

Following reengineering of the front suspension, this new P300e is a lot more supple; loose gravel no longer induces the spine-crunchin

Engine 1,498cc 3-cyl Combined power 309PS (304bhp) Torque 398lb ft Max speed 134mph 0-60mph 6.1secs Transmission 8-spd auto Economy 141mpg CO2 44g/km List price £45,995 Price as tested £51,645

As I discovered while driving an I-PACE recently [JW, May 2021, p52], the infrastructure for charging electric cars still isn’t wide or reliable enough for high-mileage users. This makes the E-PACE P300e with

PW

If we want to protect the planet from future harm, these are the changes we need to make

54 | Jaguar World / July 2021

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Hidden away for decades, this 1964 Mk X is back on the road after almost 40 years

NNOUNCED IN October 1961 and aimed squarely at the American market, the gargantuan Mk X was Jaguar’s biggest car, although it proved surprisingly nimble, immensely comfortable and smooth. However, reliability issues and supply problems made it a late starter.

56 | Jaguar World / July 2021

My own connection to this Mk X is through an XK 120. At the age of just 19, I bought an albeit-rough XK 120, but it was on the road and I adored it. My father had obviously spoken of my latest idiotic acquisition at his London office, was told of a similar car, and even given a black-and-white photograph to show me. Apparently, this 1951 example, finished in black, was owned by the brother of my father’s acquaintance,

who had been killed racing a Cooper Norton at Boreham in August 1951. Just months’ old, the XK was locked in a garage in a big house in the village of Hartley Wintney, in Hampshire, and never saw the light of day.

I had desperately wanted to see the car, but the family were immensely private. Then, during a visit to Grahame Bull at Camberley Marine and Sports Cars about this Mk X, he told me what had happened to it.

Grahame Bull has spent his entire life in and around the Fleet area, his family being long-time residents. A passionate enthusiast as well as a motor trader in classic cars, he prides himself on knowing about most of the Jaguars in his locale and probably knows the owners, too. He knew about the XK 120, and had made contact with the custodian back in the Eighties, but neither it, nor the other cars with it, were for sale… until 2014, when Grahame was informed of the disposal of vehicles from a deceased estate, including a Mk X, which Grahame bought. He recognised the name of its first owner, Cyril John Brake, of Brake Estates, who had bought the Mk X new in 1964. It was Cyril’s brother, David, who had been killed while racing the Cooper, and the distraught family had hidden his barely used XK 120 – the very same car that my

father had told me about – away from view.

(After Cyril’s death in 1989, the XK 120 passed on to Hugh Taylor and, today, is an amazingly original survivor).

Cyril had recommissioned the Mk X in late 1987, but it appears the fuel system had not been fully cleaned and still had so much degraded fuel in the system that it wouldn’t run for any length of time; it transpires that Cyril simply didn’t use his Jaguars. The Mk X didn’t even have a radio. No early paperwork, such as the original invoice etc, were found when the house was cleared; possibly it had been kept at Cyril’s office, which was emptied many years earlier. However, there is enough known evidence to validate this car’s authenticity, including confirmation of Cyril Brake being the original owner from new, not to mention the condition of

the car (which still wore its original tyres when Grahame bought it).

It was Grahame Bull the enthusiast who collected the Mk X, rather than Grahame Bull the dealer because this car would remain in his private collection.

As amazing as this car proved to be, there was still quite a bit of toil ahead to return it to its Sixties condition – recommissioning can take on a wide range of jobs. There was the usual flushing and replenishing of fluid systems, replacing hydraulic seals and coolant hoses. But the old fuel had left a hard varnish-like residue as it had evaporated away. Consequently, the fuel tanks, carburettors, fuel pumps and even the fuel lines all had to be soaked in specialised products to break down the hardened debris. The work might have been laborious, but it was very necessary.

July 2021 \ Jaguar World | 57

CLASSIC DRIVE Mk X

ABOVE LEFT: Big car, small Leaper ABOVE: The engine is extremely smooth LEFT: Wheels are 14in diameter, to suit the US market

Turning to the bodywork, Grahame wasn’t surprised to see the inevitable storage marks. Leave a car in any garage and it soon becomes the perfect surface on which to leave boxes and bags, and that certainly took its toll. There was no other option but to sympathetically repaint the car. Fortunately, the chrome remained in perfect order, and the interior responded well to no more than a serious valet clean.

58 | Jaguar World / July 2021

It’s a big car, but, in a world of huge 4x4s and SUVs, the difference is less marked today than it would have been when new. Although typically Jaguar, there is no doubting the American influences, Grahame is determined to use the Mk and with styling cues inspired by more X, albeit sparingly. When collected, the than one US car maker, some observers odometer was showing 5,430 miles and he note a resemblance to the 1948 Hudson. has added more than 1,000 miles. With the Americanisation was further confirmed by reading now 6,810 miles, that will certainly fitting 14in wheels, the standard ware in go upwards as the car is to be a star at the the US and the only Jaguar ever to use this size. Interestingly, the rolling radius of the 60th anniversary celebrations this year.

The overcast day does nothing to dampen full profile 14in tyre matches that of the the wonderful finish of the Opalescent low-profile 205 70 x 15 tyre of the XJ range Maroon paintwork. Even without the sun to and has been a common conversion. lift the twinkle, it still gives a good display.

Jaguar opted to use a smaller Leaper on Jaguar’s brochures of the day featured a the bonnet, keeping the larger version for stylised image of the Mk X looking fast while the smaller cars. It looks elegant atop the slim and simple grille. Open that bonnet standing still. In a way, the car gives that impression in real life. The forward slope of and the room around the engine is vast. the front end, the subtle swage line along The triple two-inch SU carburettors are the waist and the sloping tail capture the swallowed in the capacious void. Grahame moment before the beast leaps. has done some serious cleaning inside

CLASSIC DRIVE Mk X

pre era y w i e s a onary. or me, gaz ng ahead o er the typical Jaguar bonnet, there’s nough room between me and the . . , .

ABOVE: Mk X has a sumptuous interior BELOW: There are serious picnic tables BOTTOM: Just 6,810 miles are recorded on the speedometer

. .

-

,

, adjustment is such that sm ller drivers feel comfortable, too. Each front seat is independent, but together hey form a bench style, making three abreast a possibility (ignoring the s at belt requirement). As wood ven er covers most surfaces, it’s small wo der that most reports ake a comparison to old-style gentlem n’s clubs. For the first t me, 60 | Jaguar World / July 2021

.

.

This might be the year of the E type 60th celebrations, but he role of the Mk X must not be under esti ated. If this car represents Jaguar’s offering i 1961, then it was a very special one. JP Thanks to: Grahame Bull at CMS, where similar vehicles re offered for sale (01252 612245; ww.cms-gb.com)

The maestro WORDS PAUL WALTON A R C H I V E I M A G E S A L A M Y, G E T T Y I M A G E S & J A G U A R H E R I T A G E

HISTORY STIRLING MOSS

One of the world’s greatest Grand Prix drivers started his professional career at Jaguar, winning some of the sport’s most prestigious events in the XK 120, C-type and Mk VII. We trace the four years Stirling Moss raced with the company and his impact on Jaguar’s racing legacy

S

TIRLING MOSS’ time at Jaguar was as varied as it was successful.

From races to rallies and saloons to sports cars, the young driver did it all during the four seasons he drove for the company, adding to his already burgeoning reputation for speed and versatility.

He came onto the scene around the same time as Jaguar decided to officially enter competition and many of the company’s earliest victories are thanks to his skill behind the wheel. Although he went on to enjoy greater successes with other teams in Grand Prix, he remembered his time with Jaguar and its cars with fondness.

To mark the 70th anniversary of Moss joining Jaguar, we look back to his many triumphs, the occasional failure, and the cars that made him famous.

Stirling Craufurd Moss was born on 17 September 1929 in West Kensington, London. His dentist father, Alfred, was a keen amateur racing driver, finishing 16th in the 1924 Indianapolis 500. His mother, Aileen, was also involved in motor racing, competing in pre-war hill climbs driving a Singer Nine.

The young Stirling was a gifted horse rider, but was, unsurprisingly, more interested in cars. “I always hated riding,” he said in later life. “I only really ever

TOP LEFT: Moss taking the flag of the 1950 Dundrod TT in Tommy Wisdom’s XK 120 TOP: Before the 1951 Goodwood, which Moss won LEFT: Moss takes the flag in his C-type at Goodwood in 1951 BELOW: Stirling Moss and William Lyons at Silverstone, 1951

bothered with it to please my mother.”

Moss learned how to drive, aged nine, in an old Austin 7 (given to him by his father) on the fields around the family home – an 18th century mansion called Long White Cloud, on the south bank of the River Thames. He passed his test six years later.

His first competitive outings were time trials in 1947, driving a BMW 328, which his father also bought for him. Although he was reasonably successful, Moss had his eyes on greater successes and, in 1948, persuaded Alfred to buy a 500cc singleseater from the Cooper Car Company in Surbiton. Moss’ first event in the car was at Prescott Hill on 9 May 1948, where he finished a credible fourth.

The young Stirling quickly became an established figure in 500cc racing, earning him a contract to drive for the British HWM team for 1950, which gave him his first taste in single-seater racing on the continent.

Moss still recognised he needed a larger stage to show his talents and the RAC Tourist Trophy at Dundrod, in Northern Ireland, with its uncompromising triangle of narrow country lanes, zero facilities and poor visibility seemed ideal. It was the UK’s first significant post-war race for sports cars and would be the perfect place, in September 1950, for Stirling to show

what he was made of. There was only one problem. After contacting Aston Martin, Jaguar, MG and many others, the 20-yearold couldn’t find a drive. “They probably feared I would have an accident and bring them bad publicity,” admitted Moss in his 1987 book, My Cars, My Career.

Thankfully, help was at hand. The Daily Herald’s motoring correspondent, Tommy Wisdom, was an old friend of Alfred’s and he had the ideal car. As both a successful driver and a prominent journalist, Wisdom had been allowed to buy a works prepared XK 120, JWK 988, although he soon realised that the young Stirling would stand July 2021 \ Jaguar World | 63

HISTORY STIRLING MOSS

TOP LEFT: Moss in XKC 002 at Le Mans in 1951 before the car retired LEFT: An exhausted Moss during Le Mans in 1951. He apparently hated the 24-hour race ABOVE: Moss and Norman Dewis in XKC 003 during the 1952 Mille Miglia BELOW LEFT: Competing in his own XK 120 on the 1952 Daily Express Rally

a better chance and gave him the Jaguar for the TT while he drove a Jowett Jupiter.

The decision had a major impact on the trajectory of Moss’ career.

A real downpour began just before the start of the race, which was driven in a howling gale that lasted throughout the three-hour race. Despite the appalling conditions, Moss soon overtook Leslie Johnson, driving a works-entered XK 120, to take the lead – where he stayed to take the most important victory of his and Jaguar’s career so far. “Racing in the rain never bothered me as much as it did some drivers,” wrote Moss in 1987, “and in the Jaguar I feel it was a positive advantage because it lightened the steering and saved the brakes.”

The assertive way in which Moss won wasn’t lost on Jaguar’s management. “He’d never even driven this thing before he got to Ireland,” said the company’s competitions manager, Lofty England, who saw him drive at Dundrod. “He won in the wet, and walked the race. So of course we took him on.”

Also watching him was Jaguar’s chairman, [Sir] William Lyons. On the strength of this victory, Lyons later asked 64 | Jaguar World / July 2021

Moss to lead Jaguar’s effort for 1951.

“Which, of course, was an enormous step forward for me,” Moss told author Karl Ludvigsen in his 1997 book, Stirling Moss – Racing with the Maestro, “Although it wasn’t Formula racing, it was one of the most prestigious teams, and to go and lead them was – I mean, I just can’t tell you – it was fantastic.”

After being part of the team that drove an XK 120 at the Montlhéry Autodrome outside Paris in October 1950 to set new speed and distance records over 24 hours, Moss’ first race as a works Jaguar driver was the Mille Miglia the following April. Driving HKV 500, it wasn’t a fairytale ending, though, Moss crashing after hitting a patch of oil.

Thankfully, he and Jaguar didn’t need to wait long for their first victory together: the Daily Express meeting at Silverstone a week later in the first steel-bodied XK 120, JWK 675.

Moss’ next race in June was a big one, driving Jaguar’s new, purpose-built racer, the XK 120C (later known as the C-type) at the Le Mans 24 Hours. Moss found the car to be, “The most modern, futuristic, potent-looking device.” It was the start of his long love affair with it.

Jaguar dominated the race from the start, the three cars it had entered soon holding the top three spots. But, it wasn’t to last. The C-type of Leslie Johnson and Clemente Biondetti broke down after 50 laps when vibrations caused a copper oildelivery pipe in the sump to fracture. This left Moss and his teammate, Jack Fairman, in the lead, until their car suffered from the same fate a few hours later. Thankfully, the C-type of the two Peters – Whitehead and ABOVE RIGHT: The 1952 Goodwood 9 Hours, where Moss finished fifth RIGHT: Moss – in the large sun hat – with Tommy Wisdom’s XKC 005 before the 1952 Reims Grand Prix for sports cars

Walker – kept going, taking Jaguar’s first of seven Le Mans victories.

Moss, though, didn’t enjoy the experience, explaining to journalist Robert Raymond after the race, “You’re driving in the rain to start with, which makes it hard to see anything. Then, you’ve got headlamps like overworked glowworms. And there are still little Renaults all over the road doing 80.

You come up behind one and suddenly get the horrors at the sight of a white light on the road. Before you wonder what a car can be doing coming towards you, you find it’s a Renault with a light shining on its number and then you are past it in a momentary cold sweat. I tell you, those were my worst moments in motor racing.”

Moss’ next Jaguar drive was in the 1951 Dundrod TT, which he won with ease in his Le Mans C-type, XKC 002, as he did at Goodwood a month later. It was victories

HISTORY STIRLING MOSS BELOW: Breaking speed and distance records at Montlhéry with an XK 120 FHC BELOW RIGHT: Moss loading his XK 120 onto a Silver City cargo plane before flying to France for the Rallye Lyon-Charbonnières in March 1952

like these that built Moss’ affinity with the car, saying of it, “Le Mans, Dundrod or Goodwood – super-smooth and fast, public road circuit; tough and winding, but quick road course; or aerodrome perimeter track – all seemed to suit the C-type Jaguar.”

In early 1952, the factory gave Moss a distinctive green-and-cream XK 120 fixedhead coupe – LVC 345 – for use on the road. Ever the driver, he took it rallying for fun, including the Rallye Lyon-Charbonnières in March when, together with Gregor Grant, the editor of Autosport, he finished second in class. This was followed by the Daily Express Rally in November where he won his class for closed 3.0-litre cars.

Moss’ first Jaguar race that year was at the circuit’s Easter Monday meeting on 14 April in the 1951 Le Mans winner, XKC 003, although, due to a harsh handicap, the best he could manage was fourth. However, it was one of the first competitive outings for Jaguar’s new disc brakes and served as a shakedown for the demanding Mille Miglia a few weeks later.

With Jaguar’s new test driver, Norman Dewis, alongside him, in spite of the rain and then a puncture, Moss set a blistering pace through the Italian countryside in 003

and was more than a match for MercedesBenz’s lead driver, Rudolf Caracciola, in a 300SL, catching up with the German outside Florence. After forcing his way past, the C-type was carrying too much speed for a right-hand bend and Moss lost control, demolishing two or three kilometre posts before giving a violent lurch back onto the road. “We both had a bit of a shaking,” admitted Dewis in Paul Skilleter’s 2006 biography of him, “and for the next few miles I used a whole box of matches endeavoring to light a cigarette.”

Although the rear dampers were damaged and the fuel tank leaking, Moss fought on and the pair were still seventh by the time they reached Rome. Thanks to retirements, they made fourth, then calamity struck. With a mere 145 miles to go Moss lost control on a patch of water when descending the notoriously tricky Raticosa Pass and the car understeered into a rock.

“There was a helluva bang,” continued Norman. “We didn’t stop, and managed to get down to the main road, then realised the wheels weren’t following the steering.”

The rack was broken, ending what had been a magnificent run by both car and driver. “I feel Moss’ very gallant drive in the race will

not go unnoticed in knowledgeable circles,” wrote Jaguar’s PR man, Bob Berry, in a memo to Lofty England afterwards. “Even not considering the small amount of practice Moss got, his drive can only be described as being in the best Moss tradition – a brilliant effort by a truly great driver.”

Moss went on to win the Daily Express meeting at Silverstone, using a disc brakefitted XKC 002 in May, which was followed by victory at the Reims Grand Prix for sports cars the following month, despite not driving a works-entered car; after all its C-types overheating at Le Mans due to a new, hastily conceived, more aerodynamic body – the result of Moss sending Lyons a telegram following the Mille Miglia saying the car needed more speed – Jaguar stayed away. Moss, however, convinced engineering director Bill Heynes to fit the still experimental brakes to Tommy Wisdom’s privately entered XKC 005.

RIGHT: The C-type of Moss and Walker (17) chasing the Cunningham C-4RK at Le Mans in 1953 BELOW: Moss (in car) celebrates finishing second at the 1953 Le Mans with teammate Peter Walker

July 2021 \ Jaguar World | 65

HISTORY STIRLING MOSS After winning the Daily Mail Trophy at Boreham Circuit in August, again with Wisdom’s 005, Moss finished the 1952 season at the inaugural Goodwood 9 Hours day-into-night race, sharing a new works car – XKC 011 – with Peter Walker.

The pair held a comfortable five-lap lead before the A-bracket locating the rear axle failed. Although it was replaced, they could only manage fifth. However, together with a touring car victory at Silverstone in May, driving a Mk VII (LWK 343), plus breaking more speed and distance records at Montlhéry over seven days in August as part of Leslie Johnson’s team, in an ABOVE: Moss (far left in dark overalls) stands next to his C-type (17) in the Le Mans pitlane XK 120 FHC (LWK 707), it had been a before the 1953 race successful year for Moss, amply illustrating BELOW RIGHT: Portrait of Moss in 1955 his versatility.

The following year, though, would be more frustrating. Out of his ten races It was Moss’ highest Le Mans finish (he for Jaguar in 1953, he only won twice: never did win) matched only by another the 12 Hours of Reims in a C-type and second in 1956 for Aston Martin. “That Silverstone’s touring car race in the same 1953 Le Mans 1-2-4 finish was a terrific Mk VII. Another Mille Miglia retirement, achievement for Jaguar,” Moss wrote in My Cars, My Career, “Bill Lyons was never due to a rear axle tube twisting in the diff’ housing not long after the start, was bothered about other races. He knew particularly galling following the promise simply that winning Le Mans sold sports shown in 1952. cars, and that was all that mattered.”

Moss’ highlight of the year was Yet Moss had his eye on the future, and undoubtedly Le Mans. With the C-type it wasn’t with Jaguar. While the British back to its original design, Jaguar’s marque would remain a driving force in domination of the race was total. Again sports cars for the next few seasons with sharing with Walker, Stirling led the early the all-new D-type, Moss wanted to prove stages until the XK engine started to run himself in the pinnacle of motorsport, the rough and he had to pit twice, first to have Formula One World Championship. He’d plugs again new the changed and for a fuel already made his debut at the 1952 Italian filter, which finally solved the problem. Due Grand Prix in a Connaught, where he to these unplanned pitstops, Tony Rolt and retired due to engine failure.

Duncan Hamilton took the lead in their Unable to find a competitive works sister car, eventually taking the chequered drive, Moss had to put aside his “possibly flag, with Walker and Moss 29 miles behind misplaced patriotism” and bought a in second, while Peter Whitehead and Ian Maserati 250F for 1954. The car was much Stewart claimed fourth in the third car. faster than the British machines he’d previously driven and he soon won the non-championship Aintree race in May and BELOW: Winning the 1953 Silverstone touring scored his first World Championship points car race in a Mk VII as he did the year before by finishing third at the Belgian Grand BELOW RIGHT: A one-off race in the ‘Knobbly’ Lister-Jaguar at Silverstone, 1958. Moss won

66 | Jaguar World / July 2021

Prix in June. His performances that year would catch the eye of the largest and bestfunded team in motorsport.

However, he was still contracted to Jaguar. With the company concentrating on winning Le Mans, Moss drove the new D-type just three times, including the French endurance race itself, followed by Reims and Dundrod, retiring from all three.

HISTORY STIRLING MOSS As a result of his limited and unsuccessful time with the car, Moss never bonded with it as he had the C-type. “It was certainly stiffer, quicker and more precise than its predecessor and its ultimate performance was considerably better,” he wrote in My Cars, My Career, “But, on undulated road circuits such as Dundrod it was neither as responsive nor as manoeuvrable as it was on the smooth and very fast expanse of Le Mans or Reims.”

A lucrative Mercedes-Benz contract for 1955 – which saw him compete in both Formula One and sports cars – was the reward for his hard work over the previous four seasons. He went on to achieve even greater things with the German team than he had with the Coventry outfit, including winning the 1955 Mille Miglia and the first of his 16 World Championship F1 victories at Aintree. However, what he found “difficult to swallow” was his 300SLR being solidly beaten by the D-type at that year’s Le Mans, before the Mercedes team withdrew due to Pierre Levegh’s catastrophic accident that killed 83 spectators.

would never seriously race a Jaguar again.

A crash while driving a Lotus Climax at Goodwood in April 1962 left the 32-yearold Moss in a coma, prematurely ending his professional driving career. He retired to build up a substantial property portfolio in London, as well as to commentate on Formula One for American television.

He did try two seasons in touring cars during 1980/81 with Audi, which were largely unsuccessful, but found racing at classic motorsport events – including the Goodwood Revival and Le Mans Classic – to be more enjoyable, only retiring from the cockpit in 2011.

Until he stepped back from public life in 2018, Moss remained a larger-thanlife presence at historic events, often

representing Jaguar, Mercedes and Maserati (all three brands claiming him as ‘theirs’).

At the 2012 Mille Miglia, for example, he and Norman Dewis were reunited for the 60th anniversary of their remarkable run.

With XKC 003 long since destroyed, they took the surviving 1952 Reims-winning car – XKC 005 – for a parade lap around Brescia, cheered on by a partisan crowd.

Moss passed away on 12 April 2020, aged 90, and the UK lost one of its greatest sportsmen.

He may have gone on to bigger and greater things with other manufacturers, but he’ll be forever remembered as that handsome young man who battled for victory behind the wheel of a British Racing Green C-type. PW

“It was one of the most prestigious teams, and to go and lead them was – I mean, I just can’t tell you – it was fantastic” That wasn’t the end of his association with the British company, though. In 1958, Moss drove the ‘Knobbly’ Lister-Jaguar to victory at the British Grand Prix supporting race. He followed this with a one-off drive of Briggs Cunningham’s ‘Costin’ ListerJaguar the following March at Sebring, but he was disqualified for getting a lift on a marshal’s bike rather than walking to collect fuel after his car ran dry. In recognition of these drives, in 2016 Lister announced the ‘Knobbly’ Lister Stirling Moss, a limited series of ten cars built to the exact specification of the 1958 model he raced at Silverstone.

Moss also had a one-off drive in Tommy Sopwith’s Mk 2 3.8 at Silverstone in 1960, when he finished second. “It was quite competitive,” he wrote in 1987, “but it seemed much more nervous than the old Mk VII and nowhere near as forgiving.” He

ABOVE: Moss (left) with his old friend and co-driver Norman Dewis in XKC 005 at the 2012 Mille Miglia MAIN: Moss with the limited-edition Lister Stirling Moss in 2016

July 2021 \ Jaguar World | 67

MO D E L P RO F I L E

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PAUL WALTON

68 | Jaguar World / July 2021

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70 | Jaguar World / July 2021

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Ever the marketing man, Pat knew his limited-edition series needed a name and apparently the perfect one just came to m: r ng oss. o now ng ow many cars he’d be able to produce, Pat commissioned Faerber Productions to produce five aluminium plates that he then asked the former Jaguar driver to sign.

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t become a emonstrator, I just took it

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RIGHT: Emilio Lezcano driving one of the three Jaguar-sponsored E-types during the mid 2000s that influenced the look of the XKR Stirling Moss edition 72 | Jaguar World / July 2021

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Saintly image RESTORATI O N

Heavily influenced by a Seventies TV series, this white XJ-S has been reset to new, resulting in a handsome, improved and usable V12 coupe. We speak to those involved in the project before driving this magnificent car ourselves WORDS & PHOTOGRAPHY PAUL WALTON

76 | Jaguar World / July 2021

July 2021 \ Jaguar World | 77

W

HEN CHRIS Knowles – the K from renowned XJ-S specialist KWE – calls me to say the V12 coupe they’ve just finished is one of the best they’ve done, I take notice (and that’s some statement).

This is because Chris has been involved with hundreds of amazing restorations over the last two decades – many of which have appeared in Jaguar World.

And I’m not disappointed. It is the most fundamentally and tastefully updated example of a standard XJ-S I’ve seen.

From the Connolly leather interior to the increased sound deadening and the revised suspension to the sorted electrics, there’s not much that hasn’t been replaced, revised or improved.

Given away by its colour, you won’t be surprised to learn that the inspiration behind it came from Return of the Saint. Produced in 1978, the single series continued the TV exploits of Leslie Charteris’ Simon Templar, this time with British actor Ian Ogilvy in the main role. Jaguar, having turned down the opportunity to provide a Mk X for the original Roger Moore-led series in the Sixties, was eager to help this time, loaning the production team the 138th right-handdrive XJ-S to leave the line, in August 1975, updated to look newer.

In Old English White with a Cinnamon interior, the car’s appearance on the show gave the XJ-S a huge profile boost at the time, as well as a lasting impact on everyone who watched the programme – including the owner of this XJ-S, Rob Sanderson, who confirms, “It’s a car I wanted since I was 14, when I watched Return of the Saint.”

78 | Jaguar World / July 2021

He bought his XJ-S – originally a red V12 HE coupe with a grey interior – in 2016 from Japan, because cars from that country are usually in a better condition than locally sourced examples. With a mere 48,000 miles, it was a rust-free, clean car, making it the perfect basis for his homage to Return of the Saint, even though it was produced much later than the one used in the programme.

“The very early ones generally need a ton more work,” explains Rob as to why he went for an HE. “I also don’t like what Jaguar did to the rear of the facelift models, so I reckoned this 1990 model was closer to what I wanted.”

Rob next chose KWE to make his dream a reality after seeing James May test the company’s demonstrator, a 1989 Arctic Blue coupe, in an episode of Top Gear that was originally broadcast in June 2004.

“The report was glowing and, as a result, I approached Chris Knowles for the work.”

From the outset, Rob knew what he wanted – to make the XJ-S as good as possible, deleting all its well-documented, inbuilt foibles. “Take away all the little poorquality electric connectors that Leyland would have used, strip away that rubbish, and you make the car what it should have been in the first place – the classic grand tourer we can use to travel to the South of France.”

For Chris, this clear, uncompromising vision made Rob the perfect customer and is why he reckons this is one of KWE’s best. “He was keen on doing everything right,” Chris tells me. “We don’t always have that flexibility.”

The work was carried out over a five-year period and in three phases. The first saw the suspension renewed and everything removed, shot blasted and recoated, plus

RESTORATION XJ-S V12

Rob knew what he wanted – to make the XJ-S as good as possible, deleting all its well-documented, inbuilt foibles

July 2021 \ Jaguar World | 79

KWE’s own bushes added. The underside was then undersealed, with wax oil injected into the crevices.

The second phase was taking the engine out and rebuilding it for reliability, the gearbox was serviced and the electrics sorted.

The third was a bare metal respray, changing the original red to (what else?) white. Rob chose a modern Jaguar colour, Polaris, which was then ceramic covered for extra protection. The interior was also retrimmed during this final chapter in the car’s restoration, for which Rob chose a very high-grade, and expensive, Connolly leather.

“If I’m going to do it, I might as well do it properly,” he adds, by way of explanation.

He specified a dark tan – a Maserati colour from the Fifties – for the repadded seats and the door cards, coordinated with a lighter shade on the gearbox tunnel and dash top.

The steering wheel was wrapped in black Alcantara, while the roof lining is the same material, but in tan.

KWE works with Aldridge Trimming, in Wolverhampton, for its interiors, which Rob was more than happy about. “I like them since they’re fastidious and highly professional. It was very much a question of, ‘We’ll do the work at our pace, so it’ll be right.’”

Finally, the tired veneers were replaced with American Walnut by London Carriage Craft of Watford. “Essentially, it’s had a 80 | Jaguar World / July 2021

mileage reset and is basically brand new,” says Rob with more than a little satisfaction.

His attention to detail didn’t end with the car’s appearance. Because ST 1, Simon Templar’s registration in both The Saint and Return of the Saint wasn’t available (it’s currently on a 2002 Mercedes-Benz), he bought what is for him the next best thing.

The eagle-eyed will recognise 853 OKG as the registration of James Garner’s gold Pontiac Firebird in The Rockford Files, another of Rob’s favoured TV shows from his youth.

He doesn’t mention how much all of this has cost, and out of politeness I don’t ask. What he does say is, “It doesn’t make sense. I could have bought myself an £80,000 Ferrari and saved myself a few bob. But, I don’t want an 80 grand Ferrari; I want an XJ-S.” Other than the aftermarket 17in Azev rims from the Nineties (chosen since Rob doesn’t like the Lattice wheels that were originally fitted to the car), this XJ-S appears largely original, with only the cognoscenti able to spot the updates. And I like that. It would have been easy for Rob to go overboard with unneeded aesthetic additions that would have ruined the car’s purity and its already magnificent profile.

Instead, it is a perfect, subtle update of a car that’s often ignored in favour of Jaguar’s earlier models.

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RESTORATION XJ-S V12 When I open the door and the distinctive, rich aroma of the Connolly leather wafts out, the time and effort gone into the car makes itself known. It must be how the interior of the Houses of Parliament, or Wolverine’s wardrobe, smells. Other than a Jaguar Classic digital radio, the interior’s layout remains standard, but the higher grade of leather and Aldridge Trimming’s incredibly precise workmanship give it a classier look than even the very final XJSs from 1996, which were considered to be the best built from the model’s 21-year production run.

The leather covering the seat feels soft and forgiving when I climb behind the wheel, as does the Alcantara-wrapped steering wheel.

I notice, too, that the seat belt colour has changed, from the original black to dark tan, to match the new interior colours. Says Rob, “If you make it 98 percent perfect, it’s always the two percent that will annoy you.”

Rob kept the car mechanically standard, so his XJ-S drives like any well-set up V12 from the Nineties should. The power arrives smoothly and cleanly, propelling the large car with an always-surprising amount of acceleration.

With the bushes renewed all round, the car glides easily over the rough Berkshire roads, the suspension absorbing away the coarseness so the surface feels table-top

82 | Jaguar World / July 2021

It doesn’t make sense. I could have bought myself an £80,000 Ferrari and saved myself a few bob smooth. Although any XJ-S is a heavy old lump, the steering to this one is sharp and accurate, again because everything has either been renewed or replaced, and I can scythe comfortably through corners, with little body roll, before burying the throttle.

There is one noticeable difference over a standard example, however, and that’s how quiet it is inside, even under heavy power.

Jaguar’s V12 is famed for its refinement anyway, no XJ-S is loud, but with the extra, thicker sound deadening, the big engine can barely be heard in the cabin, boosting the car’s already considerable refinement.

Despite the huge amounts of time, effort and money that have gone into the car, it has been built to be used because, just like Simon Templar in Return of the Saint, Rob will be taking his white XJ-S across the continent. “I plan to use it 3,000 to 5,000 miles a year, including to Monaco for the 2022 classic Grand Prix.”

That this is KWE’s best XJ-S in its 19-year history isn’t for me to say; I’ve experienced

a lot of its cars, but I obviously haven’t seen them all. But, I do know this – Rob’s coupe is one of the most tastefully and comprehensively restored examples I’ve driven, especially from the Nineties, resulting in its unique, saintly glow of perfection. PW Thanks to: Chris Knowles from KWE (www.kwecars.com) and XJ-S owner Rob Sanderson BELOW: Actor Ian Ogilvy with the white XJ-S he used in Return of the Saint. The programme had a major influence on Rob Sanderson’s choice of car

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OUR JAGUARS | PAUL WALTON PAUL WALTON – EDITOR

2013 XF Sportbrake 2.2D

O

Driving to photoshoots, trips to the tip, journeys to see family and taking children to school; Paul’s Sportbrake has never been busier

NE OF my favourite possessions is a British Racing Green Swiss Army knife that I was given by the Jaguar Daimler Heritage Trust for taking part in its 2001 tour to Geneva for the E-type’s 40th anniversary. Not only is it a reminder of a fun, exciting event, but it’s also incredibly useful. There’s not much that its two knives and tiny pair of scissors haven’t cut or sliced, and its small magnifying glass made ever-so-slightly bigger.

86 | Jaguar World / July 2021

Eight months into my ownership of the XF Sportbrake, it has quickly become the motoring equiva ent of the multi-tooled pocketknife. With lockdown in the UK thankfully easing, the silver estate has barely been off the road recent y, used for both work and personal trips.

These include a trip to Berkshire in early April to photograph the KWE-restored XJ-S (p76) and more recently to Windsor for a Jaguar event to test the new E-PACE

P300e (p52). Together with journeys to the Jaguar Daimler Heritage Trust, in Gaydon, Warwickshire, firstly to use the museum’s 420G for the feature with a X350 XJ6 (May 2021, p44) and t en, a month later, for the two XJ12s on p38 of the June issue, the car has been covering a thousand miles a month.

I’m not complaining, though; just as my penknife’s corkscrew is perfect for opening a cheap bottle of wine, the XF is great for ong journeys. The comprehensive equipment list aside, with 200PS (197bhp), the 2.2-litre diesel is smooth, powerful and, just as important y, economical. By averaging between 40-45mpg, it regularly achieves over 500 miles on a single tank of fuel, much better than the two cars it replaced, my 2003 X-TYPE 2.5 that was scrapped last year (see September 2020,

PAUL WALTON | OUR JAGUARS A longer journey came in early May when, following relaxation of the rules for visiting family, I travelled 160 miles north to my parents’ house in Yorkshire for a socially distanced party in their garden for my mother’s birthday. To stop the quiche (or, as we say in the north, ‘ham and egg pie’), we took from getting warm, the 12v power socket in the boot powered the electric cool box. More importantly, parked next to my brother’s Land Rover Discovery Sport and my sister’s BMW X4, I no longer own the family’s most embarrassing car. That honour has been passed to my mother’s yellowy-green Citroën C3 Picasso (there’s an argument that her car has always held that distinction).

Despite being the nicest car I’ve ever owned, I’ve also been using it for visits to our local waste recycling centre. I’m always amazed at the capaciousness of the svelte Sportbrake’s boot and on one trip I managed to squeeze in an old (albeit broken up) sofa bed and the several million Amazon boxes we accumulated over the January-April 2021 lockdown.

My penknife is looking battered these days, following two decades of hard service, and all these miles have similarly had an effect on the car. In early April, the Service Required warning light appeared in the digital display between the two dials (confusing, since the car was only serviced 5,000 miles and seven months ago by Eastbourne specialist, JAGtechnic, where I bought it).

Worried the yellow light was an indication of a hidden problem, I booked the car in with Nene Jag Specialists in Peterborough (www.nenejags.co.uk).

Thankfully, Nene’s Clive Kirton finds no serious issues, making us both think maybe the service light didn’t reset

These issues aside, this practical yet refined, fast yet economical, XF Sportbrake has quickly become my favourite of the modern Jaguars I’ve owned. The eight months I’ve had the estate pales into insignificance to the 20 years the penknife has been with me, but I’d be just as lost without it.

Fast, refined and economical; little wonder Paul enjoys driving the XF so much

properly. But, with a full inspection being part of Nene’s service, he does find the offside anti-roll bar drop-link boot is split and the near-side rear wishbone has some play – meaning both will need to be replaced before the car’s next MOT test in October. I was also reminded that, it being a seven-year-old car, the cam belt is coming up for renewal. Expect to see these covered by our tech ed, Rob Hawkins, in future Modern Workshops.

Despite the Sportbrake’s low, svelte lines, its boot is able to swallow everything Paul takes to the tip

One of several journeys to the recycling centre that Paul has made in the silver Jaguar since January 2021

A trip to Yorkshire for his mother’s birthday in May shows Paul no longer owns the most embarrassing car of the family July 2021 \ Jaguar World | 87

OUR JAGUARS | JIM PATTEN JIM PATTEN – EXECUTIVE EDITOR

1966 E-type OTS and FHC Jim takes a sad drive in his open two-seater as he bids a final

W

farewell to Les Ely of CL Classics

E HAD a sad drive in our open E-type as we headed up a procession of some 25 classic cars for Les Ely’s funeral. Many readers will be familiar with CL Classics and its high-quality restorations, with both of our E-types, our 3.4 saloon and many of our motorbikes going through its bodyshop.

CL had recently carried out a stupendous restoration of a 1948 Daimler hearse for King’s Funeral Directors, a company known for using Jaguar and Daimler vehicles, and it was the vehicle in which Les took his final journey, wearing his race overalls.

Despite the Covid restrictions, around 25 classics arrived at Les’ home, with everyone staying in their cars, keeping their distance.

Jim Cooper, of CL, who knows his way around a pre-select gearbox, drove the Daimler, which was followed by modern XJ saloons for the family.

Meanwhile, I led the pack of classics, most of which had seen the inside of CL’s workshops at one time or another. Classic motorcycle outriders made sure of a clear path for the convoy as it set off first for

The 1948 Daimler hearse, restored at CL Classics, arrives to take Les Ely on his final journey

Les’ race 3.4 saloon and road-going 2.4, since purchased by David Sculthorpe, principal at Castrol Classic 88 | Jaguar World / July 2021

Braintree and Bocking Gardens, where Les had hosted classic car shows. It was touching to see so many standing on the pavements to pay their respects as we drove by.

Then, driving through town, we visited the CL Classics workshops, where both sides of the road were filled with customers, employees and friends. Les’ race cars were lined up there, too. The final part of the journey took us to the beautiful church in Black Notley, where only the family were allowed; the rest of us could only wave, peel off, and drive home.

Les was a larger-than-life character with a fiery temper and a heart of gold. While he will be missed, the family will keep the company going.

It was our first run in the open E-type since fitting the replacement 123 distributor, and it performed as well as ever.

Except that when we arrived home and I tried restarting the car to pop it back in the garage, the battery was flat. I accept that we had been driving at a crawling pace, but the Brise alternator was easily capable of keeping a charge flowing. Even when charged, the engine turned with a lethargy previously unknown. Our Optima battery, long out of guarantee, had failed. Time to think of the best replacement.

I also had a drive to Woodham Mortimer recently, and chose to stretch the legs of

ABOVE: At Black Notley church where, earlier that day, Les Ely was laid to rest

of the modernised fixedhead

our modernised fixedhead. It was a hot day and the first chance I had had to try the air-conditioning. It soon became too cold and I had to switch it off, a completely new experience for me. What a fabulous car this has turned out to be – it makes you fully understand why owners are prepared to spend so much money to achieve something special.

Hopefully, as Covid restrictions ease more, we will venture out further, although I suspect a trip to France or Italy might have to wait until next year.

CRAIG CHEETHAM | OUR JAGUARS CRAIG CHEETHAM - SENIOR CONTRIBUTOR

1995 X300 XJ Sport 3.2 After a winter of hard use, Craig’s bargain X350 XJ6 gets a spring

I

makeover before putting itself into Restrictive Performance mode

T’S FUNNY how cars can get under your skin, isn’t it? Back in September, I bought myself a cheap X350 for £1,250, partly because I needed something to use throughout the winter to stop my cherished modern classics (of which there are a few) from deteriorating and partly because I’ve always loved them.

And therein lies the rub. If you want a cheap winter banger, don’t buy a car you love. You see, my X350 is now as cherished as the rest of my fleet and, as a result, I’ve been spending quite a lot of time sorting out its cosmetic gremlins. I still need a new chrome strip for the nearside of the front bumper, but otherwise my 198,500-mile XJ looks like a car with a quarter of the mileage.

And it does so even more now, thanks to a thorough and recent valeting session.

I’ve long been a fan of Autoglym cleaning stuff, so when a friend of mine suggested I needed to try Magma on my car I was intrigued. It’s an interesting product – you wash and clean the car as normal, then spray on the Magma and it lifts invisible iron and dirt deposits from your car, identifying each one by turning purple. The amount of contamination of my Jaguar’s 17-year-

old paintwork was astonishing, but not as astonishing as the smoothness of the finish left behind when I washed it off.

Once dried, a coat of Autoglym’s Super Resin Polish (other polishes are available, but none smell this good) had my XJ looking almost factory fresh. The photos you see here haven’t been photoshopped – it really did come out this sparkly, and without a huge deal of effort. A blast of alloy wheel

Craig power washes the X350 in readiness for a session with Autoglym Magma

With a coat of Super Resin Polish, the finish is excellent

Each one of the purple spots represents contamination to the paint finish – the kind of thing that will ultimately lead to lacquer peel, damage or oxidisation

Alloy wheel cleaner shifts most of the dirt off the rims

cleaner, followed by Autoglym’s fabulous Instant Tyre Dressing, and my £1,250 car looks like one costing 30 times as much.

Naturally, the XJ decided to reward me for this long-overdue love and affection by throwing its toys out of the pram just a few days later. I had to nip down to North London for a work appointment and figured there was no better vehicle to cosset my ample behind than the Jaguar, so I set off down the A1(M) only for it to drop into Restricted Performance mode on the outskirts of Biggleswade.

Restricted Performance is a phrase that strikes fear into the hearts of anyone who has owned a Jaguar from the late Nineties to around 2010, but, on this occasion, the flashing yellow engine light and inability to exceed 3,000rpm not only made for a very ‘relaxed’ journey back from London, but also doesn’t appear to be a major worry.

Having borrowed my mate Bob’s Snap-On code reader, I’m 99 percent certain that a set of coil packs will mend it, so I’ve got a very reasonably priced set of guaranteed used ones en route here from the helpful guys at used parts specialist Auto Reserve (www.autoreservejaguar.com), and as soon as I can find half a day to whip the inlet manifold off I’ll get on with the job of swapping them.

In the meantime, there’s no salt on the roads so I’ll use my other modern classics, while pondering what to do about not using the X350 next winter.

July 2021 \ Jaguar World | 89

YOUR JAGUAR Although a rare Carbon Fibre edition, Richard’s 2004 XKR is used to the full

M

Y SEARCH for an X100 began at the start of 2012 when I looked at a few cars before spotting an eBay listing for a 2004 XKR convertible. The car was above my target price, but had just 39,999 miles on the clock.

It was some distance away in Cardiff, but I decided it was worth a look and off I went. As I drove onto the garage forecourt the car was sitting at the top of a gentle slope and really did look like a cat about to pounce. It was love at first sight and there was no way I was going to walk away without buying the car.

The seller knew little about this particular X100, but further research revealed that it was one of 50 Carbon Fibre specialedition vehicles and had a very high specification. The copy of the original sales document revealed an on-the-road price in September 2004 of £73k.

The car was in great condition, but not perfect. It needed some new suspension bushes, engine V mounts, a new tyre, the air conditioning needed regassing and the rear-view mirror needed fixing back on properly after it fell off on the drive home.

Having bought the car, I immediately started to plan a trip to the South of France and, in June 2012, my wife and I embarked on a ten-day, 2,000-mile tour. The holiday was an absolute dream, with the XKR eating up the miles and performing perfectly. We took in the medieval towns of Albi and Avignon and crossed the impressive Millau viaduct.

The trip was the first of many excursions in the car. We have subsequently toured Scotland, Ireland, Wales and many areas of England, including the Isle of Wight.

In 2017, the car was even dressed in temporary livery for a trip to the 24-hour race at Spa Francorchamps, in Belgium. At the time, Emil Frey racing was competing in the Blancpain GT Series with its Jaguar XK. It was one of a number of occasions that I saw the ‘big blue cats’ race.

Nine years later, the car has now completed just over 80k miles. It lives a pampered life and is well maintained by Tom Lenthall and his team of Jaguar experts in Wokingham. And yes, I am still in love with it.

If you want to see your own Jaguar featured, email 250-300 words about why you bought it, any exciting journeys you’ve enjoyed or issues it’s suffered from, plus three images, to jwm.ed@kelsey.co.uk 90 | Jaguar World / July 2021

WE REPLACE HEADLININGS ON ALL JAGUARS MODELS.

HIGH POWER LED

enquiries@bettercarlighting.co.uk www.bettercarlighting.co.uk

Independent XK8/XKR Parts and Accessories Specialist Enquiries@dcrautoparts.com - www.xk8-parts.com L: +44 (0) 1456 450756 M: +44 (0) 780 1495624

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Starting A Big XK Build Project?

Do a virtual shop and see if it qualifies for our ‘Do A Deal’ portal.

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Racing E Type exhaust under construction, with 3 x repackable silencers

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MODERN WORKSHOP

X351 XJ sunroof trouble A sunroof is a mixed blessing – great in summer, but also problematic. Here, we follow Tasker & Lacy fixing a faulty sunroof curtain on an X351 XJ

C

We eventually discover that the reason the curtain isn’t moving along its track: a piece of plastic (guide feet) is broken. A OMMON PROBLEMS on the new part is ordered from the local Jaguar X351 XJ concern its sunroof, dealer to fit the next day. with complaints of creaking The work involves removing the sunroof glass and calamities such as a glass and correctly refitting it, so the non-working electric curtain, which is the following steps not only show how to fix case on the model shown. a faulty curtain, but also how to correctly Unsure of the cause of the problem, Tasker align the sunroof glass. & Lacy’s technicians drop the headlining and inspect the motor and linkage that operates the faulty front curtain. We suspect DOING IT YOURSELF someone has been here before because the Difficulty mounting bolts for the motor are slightly Time required: 5+ hours damaged, but, fortunately, the motor and its On your own? No mechanism are working properly.

WO R D S & P HOTO G R A P H Y ROB H AWKI N S

92 | Jaguar World / July 2021

TOOLS

■ Torx: T20-30 ■ Trim tools

THANKS TO Tasker & Lacy

2 Wyther Lane Leeds LS5 3BT Tel: 0113 274 3362 Website: taskerandlacy.com

MODERN WORKSHOP

1 Walter at Tasker & Lacy confirms the front sunroof curtain isn’t working; he can hear the electric motor, but the curtain doesn’t move

3 Next, the sunvisors are removed, undoing two Torx T30 screws for the main mount and T20 screws for the smaller mount. The wiring for the vanity mirror lighting needs to be disconnected

5 The plastic roof console, containing the sunroof switches and interior lights, is prised out of the headlining using a trim tool. Its wiring will remain connected to operate the sunroof and curtains

7 The rear grab handles need to be removed to allow the headlining to be lowered. After releasing a couple of plastic covers on their exteriors, we can see the couple of Torx T30 screws to undo

2 The headlining needs to be lowered to investigate this problem, so he removes the trim panels on the inside of the windscreen pillars, prising off an airbag cover and undoing a Torx T30 screw behind

4 Walter prises out a plastic vent above the door pillar to reveal a Torx T30 screw, which he removes, and detaches another cover at the top of the B-post before undoing a Torx T30 screw

6 Next, Walter prises away the rubber door seal from the door aperture, then releases the trim on the inside of the B-post. This isn’t so easy to refit because of the seatbelt height adjuster – see Step 24

8 There’s one more Torx T30 fastening for the headlining to undo, which is hidden behind a plastic airbag cover on each C-pillar. Walter then releases the trim panel on the inside of the rear-most pillar July 2021 \ Jaguar World | 93

MODERN WORKSHOP

9 After working around the headlining to release it from any trim clips, it eventually drops down on top of the headrests for the front and rear seating. We can now see inside the workings of the sunroof

11 He removes the metal rod that operates the cogs for the sunroof curtain, and is able to pull the curtain out by hand, indicating that perhaps the problem is not with the curtain

13 He decides to inspect the curtain track, which involves removing the sunroof glass. After tilting the glass, Walter removes two strips of plastic trim, which are on the inside of the glass (at the sides)

15 The sunroof glass can now be lifted off the top of the car and placed carefully aside. Rob helps Walter to initially lift it up, then slowly feeds it over the car and to him while standing on the top of the sill 94 | Jaguar World / July 2021

10 Walter operates the front sunroof curtain – the motor and its mechanism are turning, but the roller curtain doesn’t move. He can’t even pull the curtain out by hand

12 Walter wonders if the problem is with the curtain’s motor, and removes it by undoing two Torx T20 bolts and disconnecting its wiring. The condition of the bolts suggests someone has been here before

14 With the plastic trim removed it exposes three Torx T25 screws on each side of the sunroof glass. These secure the glass to the mechanism and help to align it. He undoes all six

16 Walter detaches the sunroof curtain from its plastic guide feet and pulls it out – it retracts on a ratchet mechanism. He spots one of the plastic guide feet is broken

MODERN WORKSHOP

17 He picks out the remains of the guide feet stuck inside the curtain track thereby preventing the curtain moving across. He decides to change both guide feet and orders them to arrive the next day

19 Before proceeding any further, Walter tests the sunroof curtain, which now opens and closes with ease. This can only happen when the sunroof mechanism is closed (despite the glass being missing)

21 Walter doesn’t have much space to refit and tighten the six Torx T25 screws that secure the sunroof glass to the mechanism. He progressively tightens them by hand and checks the glass sits flush

23 This time, Rob pushes down on the front and rear corners of the sunroof glass while Walter retightens the Torx T25 screws. Now the sunroof glass is flush fitting when closed

18 With the arrival of the new guide feet, Walter carefully slots them into the curtain track and clicks them into the end of the curtain, which is wrapped around a length of plastic

20 Satisfied the job is fixed, the sunroof mechanism remains lowered and Walter and Rob refit the glass. This is safer than refitting the glass with the mechanism up, only to find the glass fouls when lowered

22 However, the rear edge of the sunroof glass is raised, and the front edge is also a little high. This will result in unwanted wind noise, so Walter slackens all Torx T25 screws

24 Rob volunteers to help reassemble the XJ, but gets stuck with refitting the trim cover for the B-pillar. The seatbelt height adjuster needs to slot into the seatbelt, which is quite awkward July 2021 \ Jaguar World | 95

QUESTIONS AND ANSWERS

Jaguar World's technical advice service

Edited by Ray Ingman

X300’s hot exhaust Q A I live in Austria and drive a 3.2 X300 that has developed a loud cracking noise when switching the engine off. The noise comes from the exhaust system and especially from the heatshield mounted over the exhaust manifolds.

I discovered that one of the manifolds was cracked (but not actually generating any excessive noise), and fitted a new replacement. Disappointingly, this had no effect on the noise.

Can the exhaust gas temperature be too high for any reason? On my car, it is

not possible to touch the rear end of the exhaust after driving. Is that normal?

I checked the spark plugs, which have a good straw colour and the cylinder compressions are to specification. The engine position sensor’s dot appears exactly central in the sight glass, when the two notches in the camshafts are aligned vertically. I also had a fault code reading at my local main dealer. Nothing amiss. What else can I check? I do not want to turn the engine into melted metal.

Hermann Weik

Cracking exhaust manifolds are a common problem on both AJ16 and AJ6 engines, but this is probably unrelated to your main concern. The audible cracking noise you can hear is caused by the natural contraction of metal as it cools, also frequently encountered with brake discs after a bout of spirited driving. In the case of a heatshield, it may be possible to remodel its contours so that the edges do not contact the manifolds or associated hardware.

Regarding excessive heat, it should not be possible to touch the tailpipes after a moderate run, the QUESTION temperature achieved being capable of melting the rear bumper skin if contact is made, let alone the damage they are capable of inflicting on your own skin.

So, assuming the mixture strength is not weak, as apparently evidenced by the spark plug colour you have observed, we suspect exhaust blockage, either in the main system caused by collapsed baffles, or, more common, within the catalysts. If threaded ports are fitted to the cast iron exhaust manifolds, a suitable gauge can be fitted and the backpressure checked – it should be less than 3psi at around 3000rpm. Any higher will confirm some kind of restriction. To identify the exact position of the problem, the exhaust system can be split down into its constituent components and reattached section by section until an increase in pressure reveals the culprit section.

STAR

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

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

96 | Jaguar World / July 2021

QUESTIONS AND ANSWERS

S-TYPE climatic calamity

Q

I live in Canada, a land of extreme weather conditions, and the climate control module (CCM) of my 2003 4.2 S-TYPE Sport Model is not functioning properly. It usually responds to inputs, but delivers cold air at a setting of 25degC – so I need to select 27degC to get heat. Occasionally, the CCM does not respond at all (it goes to sleep) and I have to turn off the engine and restart, when the CCM once again responds to inputs – albeit erroneously.

Jaguar dealers and specialist independents have replaced the interior temperature sensor and the mixture control valve to no avail. The unit has been decoded employing Jaguar dealer systems, Autologic and Auto-Enginuity code readers, but everyone is still guessing. Additionally, I have sent the CCM to a specialist company in the US that reports it is functioning okay.

Despite all this evidence, the dealer advises that the CCM is probably malfunctioning rather than another system component.

The cost of a new module from Jaguar is a non-starter given the age and value of the car. The car is a superb performer especially on long trips.

Can you give me some advice? I will be in the UK for the month of September and could bring the CCM with me if there is a recommended specialist with a good track record in dealing with this sort of problem.

Tom Doyle If you have already had the CCM checked by a specialist company with no fault found it is likely that a professional on this side of the pond will reach the same conclusion. In such cases, we find checking by substitution is a good method to follow.

Investigate borrowing a unit from a fellow owner (probably via an owners’ club) who has a known-to-be working climate control system; alternatively, a similar arrangement could be reached with a Jaguar garage or breaker’s yard on a sale-or-return basis.

The fault would then be proven and a used CCM obtained at an economic price from either a local dismantler or one of the many advertisers in this magazine.

A

XK radio reception

Q

After your helpful advice concerning my query about changing the gearbox oil [see JW, May/June 2020, p79], which I followed, I wonder if you have any suggestions regarding my 2010 XK 5.0 N/A Portfolio convertible’s radio.

About a year ago, the radio reception started playing up. This is FM, rather than DAB (the latter has always been pretty useless, displaying only a small handful of stations). However, the FM reception has also become notably poor within the outer limits of the M25, even on major stations such as LBC and Magic. Twenty miles beyond the M25, these stations become virtually non-existent. Also, when I first turn on the radio, it often searches through all the FM frequencies rather than pick up the station I had previously tuned it to. (I live in Chertsey, just inside

the M25, but this also occurs elsewhere, though not every time).

My local Jaguar independent specialist could detect no fault codes.

Martyn Calder There isn’t a common software issue on the 5.0 affecting FM reception. However, there is a Technical Bulletin for a DAB+ upgrade, which is just an update and should solve the DAB issue. With regards to the FM, it’s most likely an aerial-related issue. The aerial is mounted on the bootlid and its co-axial cable has to flex every time the boot is opened. Consequently, it can become fatigue damaged. It is located in a rubber conduit/hose near the boot hinge mechanism, so strip this down and repair as required.

Additionally, there is usually a signal booster, either integral with the aerial assembly or remotely located in the boot area. This could also be faulty, but replacement is the only practical method of repair. Tom Lenthall Ltd can assist in both these areas and is located about 20 miles away from you, in Finchampstead.

A

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

JW would like to thank Martin Pike of Classic Engineering, (01992 788967) Keith Parrington of Painting Classic Cars (01323 885123) and Tom Lenthall of Tom Lenthall Ltd (0118 9731614) July 2021 \ Jaguar World | 97

XJ X300 front wing replacement

O

Auto Reserve swaps the front wing on Craig Cheetham’s X300

WORDS & PHOTOGRAPHY ROB HAWKINS

NE OF the most common rust spots on the XJ X300 is its front wings, especially around the bottom rear edge.

Surprisingly, the adjacent sill often survives intact, but, as road dirt and water get past the inner wheelarch trim, this helps to corrode the wing.

New wings are available, but they cost over £600 each, so many owners resort to sourcing a good-quality second-hand replacement for between £120 and £170 from used spares specialists and breakers such as Auto Reserve. This is exactly the route that Jaguar World’s senior contributor Craig Cheetham chose for his own XJ6 X300 when its offside front wing had corroded beyond repair.

98 | Jaguar World / July 2021

If you fancy having a go at such a job on your own car, the following pages show what was involved in swapping Craig’s X300’s old one with a wing from a black Daimler hearse, which was later resprayed to match the rest of the turquoise exterior.

THANKS TO

Auto Reserve Limited

Unit 6, Belfield Street Ilkeston Derbyshire DE7 8DU Tel: 0115 837 2707 Website: www.autoreservejaguar.com

Smarten-Up Car Body Repairs Unit 1, Northern Mill Ind Est Field Road, Ramsey Huntingdon PE26 1JD Tel: 01733 844115

DOING IT YOURSELF Difficulty Time required: 2-3 hours On your own? Yes

TOOLS

■ Axle stand ■ Clean container for liquid ■ Masking tape ■ Multipurpose grease ■ Penetrating fluid ■ Plastic sheeting ■ Scotch-Brite pad ■ Spanners/sockets: 10mm, 13mm, 19mm ■ Trolley jack

CLASSIC WORKSHOP

1 Mark Bennett at Auto Reserve begins the wing swap by removing the front bumper, which is secured to two front mounts with 19mm bolts. These can seize, but not on this occasion

3 The cable ties are holding the windscreen washer bottle in position, and are cut, while the wiring plugs for the fog lights and indicators are detached at either corner of the front bumper

5 While the car might have suffered a front impact, resulting in the damage, Mark is confident he can repair everything, so he loosens the OSF wheel nuts, raises this corner and removes the road wheel

7 The front wing is secured with two 10mm bolts at the base of the A-post, which are threaded into the top of the sill. There are also two more 10mm bolts to undo, secured above here

2 Mark pulls the bumper forward a little to release it (it’s not secured to the inner wheelarch trim). Unusually, there are several cable ties around the offside front corner

4 With the bumper removed, Mark notices that the offside bumper mount is broken. Auto Reserve has plenty of spares, though, along with a washer bottle mount

6 The OSF inner wheelarch liner needs to be removed to remove the wing. It’s secured with 10mm plastic nuts and trim plugs, which all loosen and can be removed

8 There are another two 10mm bolts to undo at the front corner of the wing, which are very rusty. Spraying penetrating fluid over them first often helps to slacken them and these can be undone July 2021 \ Jaguar World | 99

CLASSIC WORKSHOP

9 Four 10mm bolts along the top of the wing can be accessed by opening the bonnet. These are often the easiest to undo because they don’t corrode, so we left them until last

11 Looking at the condition of the front edge of the offside sill, Craig’s XJ has escaped lightly. It is intact and, despite some surface rust, is in reasonable condition for a car that’s 25 years old

13 A low-level sensor and a rubber grommet for the washer pump need to be removed from the old washer bottle and fitted into the replacement.

Mark swaps these parts over

15 With the replacement washer bottle secured in position, the old pump and low-level sensor are fitted, and the screenwash drained in Step 12 is poured in. Mark checks around for leaks 100 | Jaguar World / July 2021

10 The front wing can now be lifted off the car. The wiring for the indicator side repeater has to be detached, but, otherwise, it’s free to be removed.

We can see the extent of the corrosion is beyond repair

12 Before the replacement wing is fitted, the windscreen washer bottle is swapped. First, Mark drains the screenwash into a clean container so it can be reused. He removes the pump to drain it

14 The four 10mm bolts that secure the front of the washer bottle to the XJ are still present, along with the plastic remains of the old washer bottle, so Mark undoes them to reuse

16 Mark trial fits the replacement wing from the Daimler hearse. It’s a good fit, so he loosely fits the 10mm bolts into the A-post, at the front edge of the wing and across the top of it

CLASSIC WORKSHOP

17 The panel gaps between the wing and the driver’s door and the bonnet are checked, before the 10mm mounting bolts are progressively tightened. Mark fits rubber trim along the top edge of the wing

19 The broken front bumper mount is replaced. It’s secured with three 13mm bolts. Auto Reserve sells these for £20. The alloy mounts are prone to corrosion and swelling, so are worth replacing

21 Craig returns home in his XJ and five months later, due to the Covid-19 pandemic, manages to arrange for the wing to be resprayed. First, he rubs down the shiny black paintwork with a Scotch-Brite pad

23 With the XJ in the spray booth at Smarten-Up Car Body Repairs, painter Norman Dawes works his magic. It’s a good job the rest of the car is masked up because that turquoise paint gets everywhere

18 Mark refits the inner wheelarch liner, securing it with its 10mm plastic nuts and trim plugs and makes sure it’s fed behind the lip of the front wing’s wheelarch, especially at the bottom edge

20 Mark applies plenty of multipurpose grease to the ends of the two 19mm bolts that were undone in Step 1, then refits the front bumper and connects the fog light and indicator wiring, followed by the bolts

22 He removes the side repeater and a small piece of trim from the wing, then begins masking-up, starting with the bumper and finishing with the rest of the car except for the wing to be painted

24 After the masking tape and plastic sheeting have been removed, the painted wing is much better, but also much cleaner than the rest of the car.

However, it has blended in sufficiently July 2021 \ Jaguar World | 101

PRODUCTS AND SERVICES

12 E-type winders

SNG Barratt has just unearthed an intriguing and ongoing problem associated with the window winder regulators as used in the Series 2 (2+2) and 3 E-type.

Similar in shape to a parallelogram, these simple pivoting devices were used on all E-types in one form or another throughout the entire production run, with their leftand right-hand form clearly illustrated in the spare parts catalogue. However, such is the nature of their construction, the regulator mechanisms can be folded inside out and fitted on the opposite side of the car to which they were intended. Examples have been spotted of this ambidextrousness in the past and, with the assistor spring flipped, it will work just fine, although wrong.

Changes made to the lock mechanism when interior door handles became recessed later in production meant that the remote-control link that operates the lock from the handle moved from behind the door card to mounted inside the door. To prevent rattles from the link arm, a plastic hoop mounted on a small bracket was added inside the door cavity to support the link. To make space, the engineers flipped the orientation, swapped the springs of the window winder and thus the right became a left and vice versa. The spring is there to assist with the lift of the glass when closing the window, thus tension is wound into the

Round the bend

spring on the way down, assisting lift on the way back up.

But, factory parts diagrams were never updated to show the regulators in the actual orientation in which they are fitted to these later cars, true of SNG Barratt’s own in-house parts catalogues, the facts being largely undocumented and not widely known until recently. As such, it is possible that many restored examples may have the window regulators fitted to the wrong side of the car, especially if the factory manual was referenced. Complete mechanisms and the fragile plastic cover are available from SNG Barratt, suitably numbered for the correct side.

Sales Office UK Tel: 01746 765432 Website: www.sngbarratt.com sales.uk@sngbarratt.com Sales Office USA Tel: +1 800 452 4787 (toll free) sales.usa@sngbarratt.com Sales Office France Tel: +33 (0) 3 85 20 14 20 sales.fr@sngbarratt.com

Getting a good brake pipe curve is important to the efficiency of the system and looks good, too, but trying to match the original curve, while avoiding kinks, can be challenging. So, Laser Tools has introduced a tool that not only enables the perfect curve, it also has a double channel allowing the user to make an exact copy of the original pipe. This ingenious device has the facility to bend pipes of 25mm, 35mm, 50mm, 65mm and 80mm diameter.

Part number 8032 is typically priced at £45.72 (inc UK VAT), although discounts are sometimes available through stockists.

Website: www.lasertools.co.uk 102 | Jaguar World / July 2021

ti a ols

The V12 engine chain damper setting tool and cam wheel retaining tool are now available from Rob Beere Racing.

The damper setting tool replaces the obsolete original, part number JD38, and sets the chain dampers in moments. Price: £240.

Replacing the original Churchill part number JD 40, this stainlesssteel tool makes an awkward job simple. Price: £22 per pair.

Prices exclude local taxes.

Tel: 02476 473311 Website:www.rob-beere-racing.co.uk

PRODUCTS AND SERVICES

E-type panels

With increased demand in E-type restoration, the Hutson Motor Company has just had new tooling made for the early E-type flat floor pressing. BD22693 is the full panel while the lower repair section is also available. Also just finished are the Series 1 and 2 front bulkhead panels coated in Zintec, windscreen upright sections, inner and outer sills, bonnet centre sections and much more besides.

Tel: 01274 669052 Website: www.hutsonmoco.co.uk

XK performance exhaust

Design icon model

Created by a team from Jaguar’s own studio, these handsome scale models embody the ’ . . x 6cm, the models feature an etch d plaque to the undercarriage and ar available in three premium metallic paint finis es: Bronze Atlas, Hakuba Silver and Gloss Black.

Pc Website: .

The Bristol-based specialist Swallows Racing has developed its own performance exhaust for the X150 generation of XK with the X-centre deleted. Designed to use instead of the standard centre silencer box, it is suitable for both the 4.2- and 5.0-litre models, priced at £599 plus VAT. Replacing the centre section of the exhaust system allows for more of the true V8 sound, while not being overly intrusive.

The bolt-on sections are fabricated from top-grade 2.5in 316 stainless steel tube.

A high-quality fitting kit is included.

Tel: Email: enquiries@swallowsracing.co.uk Website: www.swallows-jag.co.uk

Suits you

This Jaguar-branded roll-up suit carrier will make itself very handy for your post-lockdown getaways.

Made from nylon, it features multipl storage pockets for your accessories (including shoes) before folding up into an easy-to-carry bag.

Priced at £50, it is available from Jaguar’s online shop.

Website: shop.jaguar.com/uk July 2021 \ Jaguar World | 103

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104 | Jaguar World / JULY 2021

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Cars for sale

E-TYPE

1969, £69,000. DHC, LHD, red. One owner for 35 years. Heritage certificate. Very original paintwork, leatherwork, chrome, hood and rack. Lovely engine, gearbox and axle. Well maintained with five new tyres and new battery.

Drives correctly. Would exchange for smaller sedate classic. Please call 01722 743681, South West.

MK II

107399

E-TYPE

E-TYPE

1974, £139,000. Two door, dark blue exterior with blue interior and blue mohair hood. Full restoration completed in 2019 and covered less than 500 miles since. Large history file along with a memory stick of comprehensive photos of the work done. In excellent condition and a pleasure to drive. Please call 01993 849610, South East.

107130

1966, POA. 3.8 MK2 Saloon. Stunning in one of the most desirable colour combinations of original Oplaescent silver-blue with navy leather Recaro interior. Full restoration and engine rebuild in 1990. Automatic gearbox with modified centre console gearshift selector, rack and pinion power steering, cold air-con, vented front disc brakes, the list goes on. Absolutely showroom condition throughout. Please call South East. (T) 1966, £89,995. 4.2 Series 1. 2+2, Signal Red 01277365415, 107120 with Biscuit Hide. Two owners from new. Total MK IX ground up restoration by MandC Wilkinson. A unique example fitted with Overdrive.Adjustable reaction plate, alloy header tank, stainless steel exhaust, 4 pot calipers, electric steel sunroof, electronic ignition, high torque starter, 15” MotaLita steering wheel. Outstanding in every respect. Please call 01636812700, East Midlands.

107935

E-TYPE

E-TYPE

1964, POA. SI 4.2 E-Type FHC. Just completed a full restoration, a well detailed car. Please call 01424 234555, South East. (T)

1959, £4,995. 3.8 Auto. Left Hand Drive with sunroof. Ex California car. No terminal rust. A solid base for restoration. Car was originally British Racing Green over Sherwood with biscuit interior. The car has the original engine block with a later replacement head. Engine runs fine.

Video of it starting and running available. Many interior parts present but needing restoration.

Please call 07931 360396, North West.

107858

SOVERIGN

107100

MK II 1969, 93997 miles, £97,995. RHD.Carmen Red with black trim. Comes with Jaguar Heritage Certificate. This car has been painted to an extremely high standard. Other work included are uprated torsion bars, Reconditioned rear axle, 321 Electronic ignition, New fuel tank, New complete wiring loom, Complete new stainless exhaust, New Chrome Wire Wheels, new petrol tank. Originally an automatic, this car has been converted to manual using the Jaguar 4 speed including a new correct manual £7,995. Rust free LHD Californian car. Has been gearbox tunnel. Please call 01636812700, East dry stored for years. Please call 01763262263, Midlands.

South East.

107937

107268

1990, 180.000 miles, POA. Excellent condition inside and out with some wear on the passenger seat. Well looked after and maintained since ownership. Acquired in 1994 and had one prior owner from new. Some service history, the car has been kept in a garage since owned. , South East.

JULY 2021 \ Jaguar World | 105

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

XJ

1990, 64000 miles, £7,995. Silver, LWB saloon.

Drives amazing in every aspect. Number plate D180 DAD is included in the sale and will stay with the car. Please call 01889 580222, West Midlands. (T)

2006, 73500 miles, £9,250. Petrol 4.2. Frost blue metallic exterior with full cream leather interior. Full Jaguar and specialist service history. MoT until November 2021. Please call 1988, 65538 miles, £17,995. XJS V12, white 07909 812866, Yorkshire and the Humber. with new blue mohair hood and blue leather 107207 interior. Full documented service history. Please call 01889 580222, West Midlands. (T) XJ8

107925

XF

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

XJ

XJS

XJS

2005, 48000 miles, £18,350. 4.25 Coupe.

First registered on 30/12/05. Final Edition bay blue with ivory leather interior. Service history, sold with 12 month’s MoT. New front discs and pads. In beautiful condition. Please call 07598 328025, Yorkshire and the Humber.

1989, 47883 miles, £24,995. XJS V12 107420 convertible. Inlaid walnut red piped leather interior. Unique number plate XJS 12V included XJ8 in the sale. Please call 01889 580222, West Midlands. (T)

XJS

1995, 199700 miles, £1,850. XJ Sovereign.

3.2 litre X300. Well maintained, one previous owner, runs great, 11 months MoT. Reliable, solid car. Please call 07934 857648, Wales.

107877

XJ

62800 miles, £5,750. 4 litre. Low mileage for year, maintained to a high standard, headlining replaced, garaged. MoT Sep 2021. Please call 07815 295774, West Midlands.

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

XJS

107436

2006, 58000 miles, £11,995. 2.7D LWB. Immaculate service history, top of the range X350. Heated seats front and rear, premium sound, the ultimate wonderful motor car.

Private plate to be removed. Please call 01492 870150, Wales. (T) 107097

106 | Jaguar World / JULY 2021

1995, 38671 miles, £12,000. Low mileage, four litre, 6-cylinder, two owners from new, garaged.

Selling due to health. Please call 01892 870596, South East.

108005

XJS

XK

1995, 38671 miles, £12,000. Low mileage, 4 litre, auto, red, two owners from new, current MoT till Sep 2021, selling due to ill health.

Please call 01892 870596, South East.

1958, POA. XK RSL 203. Midnight blue with original navy hide and blue carpets. Four-speed manual, Standard 3442cc twin Su carburettors, 2012, 10531 miles, £28,000. 5.0 Portfolio uprated callipers and discs all round. Please call Coupe auto. Mint condition. Full Jaguar main 01728 830935, South East. (T) dealers service records, all documented. Please 107297 call 07963 349422, West Midlands.

107414

XJS

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

XK

XK

107729

2012, £20,995. High spec and beautifully presented 5.0 Portfolio. Drives as well as it looks. White with black interior. . MoT till July 2021. Please call 01424 234555, South East.

(T)

1954, £275,000. XK40 DHC 3.4, RHD. British Racing Green with green hide trim and green carpets. Just 37 miles since restoration. Touring specification engine with C Type cylinder head.

Please call 01728 830935, South East. (T)

XK

107098

Arun Sales & Service Centre

100+ Contemporary and Classic Vehicles in Stock £119,995

1948 JAGUAR MK IV 3.5 LITRE DROP HEAD COUPE £32,995

1993 JAGUAR XJS 6.0 LITRE V12 CONVERTIBLE

107299

Codmore Hill Garage, Stane Street, Pulborough, West Sussex RH20 1BQ

(01798) 874477 arunltd.com

£114,995

JAGUAR E-TYPE SERIES III V12 ROADSTER £29,995

2015 JAGUAR F-TYPE 3.0 V6 340 BHP

£15,995

£15,995

2012 JAGUAR XJ D V6 PORTFOLIO

2003 JAGUAR XK8 CONVERTIBLE

£109,995

£59,995

1958 JAGUAR XK150 3.4 ROADSTER

1972 JAGUAR E-TYPE SERIES 3 MANUAL

£22,995

£22,995

2010 JAGUAR XKR 5.0 COUPE £14,995

2007 JAGUAR XKR 4.2 SUPERCHARGED COUPE

1992 JAGUAR XJS V12 CONVERTIBLE £13,995

2013 JAGUAR XF D LUXURY SPORTBRAKE

£36,995

2012 JAGUAR XKR 5.0 CONVERTIBLE £20,995

2007 JAGUAR XK 4.2 £12,995

2005 JAGUAR XK8 WHITE BADGE

£35,995

2011 JAGUAR XKR-S 5.0 £18,995

2008 JAGUAR XK CONVERTIBLE £10,995

2010 JAGUAR XF V6 PREMIUM LUXURY

JULY 2021 \ Jaguar World | 107

TRADE ADVERTISERS CALL: 01732 441642 EMAIL YOUR AD TO: cars@kelseyclassifieds.co.uk XK8

1998, 83250 miles, £6,850. POA. Excellent condition. Silver bodywork and black leather.

Good service history, 3 owners, MOT to 17 Jan 2022. Special number D9 ASK negotiable.

Please call 01628628608, South East.

107203

XK8

XKR

Miscellaneous CALENDAR

1998, 42400 miles, £12,750. Supercharged £20. 1995 and 1996 calendars. Very large coupe. Carnival red with cream interior. 600mm x 600mm. Please call 07730 437219, Excellent condition. Three owners from new. South East.

Low mileage. Full service history by main 107330 dealers or marque specialists. Please call MAGAZINES 07399 529652, South East.

108064

XKR

£30. 115 copies, 2010-2021, buyer to collect.

Please call 01638 663829, East of England.

107334

CAR COVER 2004, 84000 miles, £9,450. 4.2 Coupe. Spring is on the way, don’t miss out on this lovely example! Silky smooth runner. Meticulously maintained. Mine 10 yrs. Just serviced. MOT March 2022. Sills, footwells, front chassis legs restored. Rear subframe replaced. New headlining, battery, front discs, all pads. 2 new Pirellis, 2 at 6mm, 3 keys, 16 stamps. Please call 07974936422, South West.

107431

XK120

88510 miles, £13,500. Coupe Lux 4.3 super charged V8. Finished in midnight with warm £40. External car cover for XK/XKR (modelled on charcoal trim. Stunning example from a private XF). Used only twice. Please call 07543 695061, Jaguar collection. Very high specification South East. including keyless entry. Full and detailed Jaguar 107430 history including a recent full service. Please MASCOT call 07815 040038, South West.

107016

Spares XJS AND XJ12 SPARES 1951, POA. XK120 OTS 3.4, RHD. Birch grey exterior with biscuit and red trim. C type cylinder head with twin SU-HS8 carburettors, original close ration gearbox. Please call 01728 830935, South East. (T) 107298

XKR

£30-£50. XJ12 exhaust centre parts, unipart N.O.S, £50 pair. One Starfish alloy wheel, good condition, £40. XJS 3.6 A/C compressor, £50. XJS front brake back plates, £30 pair. Collection only.

Please call 01787 377602, East of England.

108034

WISHBONE BUSHES

£5. CAC 9295 Jaguar wishbone bushes. Please call 01268 976701, South East.

£250. Leaping Jaguar, gold plated on heavy black base. Excellent condition. Please call 01159 656279, East Midlands.

107685

SIGN

107170

XKR GT3 tailgate

£1000. GT3 tailgate, complete with homologated carbon rear wing, in Jaguar GT3 colour. Please Tel 07816 099763

XKR 4.2 GT3 engine 1999, 85795 miles, £7,500. 4.0 Supercharged.

Metallic blue, excellent rust free paint work.

Oatmeal leather/walnut dash. Very good condition. MoT, little use in last five years, much admired. Bills for servicing, maintenance.

Please call 01943 870234, Yorkshire and the Humber.

107718

108 | Jaguar World / JULY 2021

POA. full specifications available, Ex-Apex, brand new from Mountune dyno, dry sump £345. Classic 1960s style. Internally illuminated system, can be with ECU, Price upon enquiry powder-coated aluminium box sign. 48” x Please Tel 07816 099763 12” 3.5”. Fitted with modern LED lighting and

XKR 4.2 GT3 engine

£500. 4.2 V8, new, dyno time of 5 hours only Please Tel 07816 099763

electronics. Externally finished in ivory, suitable for wall-mounting or hanging. Please call 02089 425151, South East.

107526

Chiltern Jaguar Specialists

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

2015 Jaguar XK 5.0 Supercharged V8 Dynamic R 2dr Auto Features Bluetooth wireless phone connectivity Clock Cruise control + speed limiter DVD Satellite Navigation with 7" colour display Front and rear parking sensors Graphic information display Power Steering Park assist camera **10,000 MILES ONLY**....................................... £52,995

1999 Daimler V8 4.0 V8 Super 4dr Auto [LWB] This classic Super V8 LWB is one to put in the garage and be cherished 'Panic' switch for central locking/sunroof close Cruise control+steer wheel mounted controls Integrated harness and keypad for GSM option Power Steering Trip Computer ..................................................................................................... £6,995

2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity Clock DVD Satellite Navigation with 7" colour display Front park assist + touch-screen visual aid Graphic information display Rear parking aid Trip computer with message system 6 disc dash mounted CD/MP3 autochanger Bowers and Wilkins premium sound system........................................... £26,995

2014 Jaguar XF 5.0 V8 Supercharged XFR 4dr Auto [Start Stop] 7" colour screen Bluetooth telephone connectivity Driver information centre Front Parking Aid Navigation system with HDD mapping RDS/ TMC + DVD player Rear parking sensor Service interval indicator Servotronic PAS **BRG/IVORY 1 OWNER FSH** .................................................................................................... £25,995

2009 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity Clock DVD Satellite Navigation with 7" colour display Front park assist + touch-screen visual aid Graphic information display Power Steering, ................................................................................................... £23,995

2006 Jaguar XK 4.2 V8 2dr Auto 6 months warranty, Full service history, Excellent bodywork, Interior Excellent Condition, Tyre condition Excellent, Black, 3 owners, .................................................................................................... £13,995

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

2013 Jaguar XJ 3.0d V6 Portfolio 4dr Auto [8] Rare Italian Racing red with Ivory Leather, huge Portfolio Specification, 8" touch screen Analogue clock Auto speed limiter Front Parking Aid HDD Navigation System with touch-screen and traffic message channel ................................................................................................... £18,490

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

2016 (66) Jaguar F-Pace 3.0 V6 Supercharged S (AWD) 5dr Bluetooth wireless phone connectivity Aluminium veneer CATS with adaptive damping Navigation system with touch screen Reverse parking aid Metallic - Zircon Blue, Speed sensitive power steering .................................................................................................... £34,995

2019 Porsche Cayman 2.0 2dr PDK Porsche Cayman Features Connect Plus Apple CarPlay telephone module wireless internet access carfinder remote vehicle status remote service vehicle track Digital displays for vehicle speed chosen gear odometer trip odometer and clock.................................... £43,995

22016 Mercedes-Benz E Class 3.0 E350d AMG Line Edition Cabriolet 9G-Tronic (s/s) 2dr 10-Way Electric Front Seats 18in 5-Spoke Alloy Wheels (235/50 R18 Tyres) 20" Alloy Wheels 3.5mm Stereo Auxiliary Input Socket 8" Single view Touchscreen Alloy Wheels-20in Blade 5-Spoke .................................................................................................... £22,395

2009 Jaguar XKR 5.0 Supercharged 2dr Rear view camera, Leather Upholstery, Perimeter sensing alarm, Smart keyless start, Convertable, Black ........................................................................£23,995

2013 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Service history, Power Steering, Rear Parking aid, Leather interior, remote central locking, Keyless entry Green. ........................................................................£24,995

2011 Jaguar XK 5.0 V8 Portfolio 2dr Leather Upholstery, Front and rear parking aid. Perimeter sensing alarm, Convertible, Voice control, Rear view camera, Grey ........................................................................£24,995

AA Approved Dealer

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

www.chilternjag.co.uk

J88-898

J61-781

1961 Jaguar-XKE Series 1 3.8 OTS

J69-274

1988 XJ-SC V12 Cabriolet

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

The restoration of this E-Type has completed! Please contact us for more information on this very special first Mechanically very sound, always maintained by local Jaguar specialists and garage generation E-Type Roadster! Numbered 781 in the first- kept. 3 /4 automatic transmission, power steering and brakes, power tinted windows and door locks; Burl Walnut trim inlaid with contrasting matching wood inserts; year production run exhibits many of the early soughtafter features like flat floors and welded louvers. Has been leather upholstery, air-conditioning, driving lights, security system, traction control, rear defogger, cruise control, chrome Sport spoke wheels. Classic Showcase repainted in it's original Cream exterior with a Dark Blue Oceanside, California -www.classicshowcase.com - T:001 760758 6100 interior and complimenting Blue top.

J59-012

J62-990

1959 XK-150 S 3.8 FHC

1962 Jaguar Mark II 3.8 Sedan

1958 Jaguar XK-150 3.4 FHC

J67-369

1967 420G 4.2 Sedan

1950 Jaguar XK-120 3.4 Alloy Roadster

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

J61-169

1959 Jaguar XK-150S 3.4 FHC

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

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

J62-725

J67-274

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

1969 Jaguar-XKE Series II 4.2 OTS

This elegant 1969 Series II E-type was purchased by its previous owner from a local Jaguar enthusiast who had brought the car out of longtime storage in New England. Sometime later, he took the XKE to his local restoration shop where they performed the initial service to get the car driveable, and to verify the original mileage was in fact 17,052. Classic Showcase - Oceanside, California - www.classicshowcase.com - T:001 760758 6100 J59-599

This spectacular Jaguar XK-150 S FHC show car is an original California car, and a Carefully stored in Southern California since the early 70s, and has received a fresh very rare example that underwent an 2-year restoration by a well-known marque respray to a highly desirable color of British Racing Green, Tan custom tailored and fit expert. This example was built on January 15, 1959, and is one of only 149 Left interior. The car has also been stripped to bare metal and placed on a rotisserie, its Hand Drive FHC “S” Models produced; of those, only 87 were imported into the metal was finished, and leaded. All body parts were fitted to the car and chrome, then United States Classic Showcase - Oceanside, California - www.classicshowcase. prepared for primer, sealer, paint, base, and clear, and was color sanded and buffed com - T:001 760758 6100 to a fabulous finish. The engine was rebuilt back to factory specifications. Classic Showcase - Oceanside, California - www.classicshowcase.com - T:001 760758 6100 J58-923

J50-121

1961 Jaguar-XKE Series 1 3.8 OTS Outside Bonnet Latch

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

1967 Jaguar-XKE Series 1 4.2 OTS

1962 Mark II 3.8 Sedan (RHD)

1958 Jaguar Mark I 3.4 Saloon

1972 XJ6 Series 1 4.2 Sedan

1965 Jaguar XKE Series I 4.2 OTS

1971 Jaguar XKE Series 3 V12 2+2 VIN#

1971 Jaguar-XKE Series II 4.2 FHC

1991 XJS V12 Convertible

1973 Jaguar XJ6 Series 1 4.2 Sedan

Classic Showcase is pleased to offer this striking numbers- This highly original Mark I Saloon still presents in its original color (with hard top) This 1967 Series 1 E-Type roadster is an incredibly preserved, numbers matching with believed to have only 29,863 original miles as stated from the matching 1962 Jaguar Mark II right hand drive example, that combination of Black and Cinnamon. Its leather interior has been previous long term owner. It presents in a truly stunning condition of Old English White has been restored to a Show-Driver level by professional kept in its original condition, showing slight patina, which is normal Jaguar restorers. The Sedan presents wonderfully on the for a car of this age. The rest of the interior is just as original, from paint, a matching white hardtop, excellent black soft top, and black leather interior. outside and inside, as it has been completely repainted.

Jaguar Connection had restored, and maintained, this vehicle for its previous owner. its polished wood dash and steering wheel, split bench seating, 'Classic Showcase - Oceanside, California - www.

It was stored in a climate controlled facility and driven sparingly. Classic Showcase and its Smiths gauges. Classic Showcase - Oceanside, California classicshowcase.com - T:001 760 758 6100 Oceanside, California - www.classicshowcase.com - T:001 760 758 6100 www.classicshowcase.com - T:001 760 758 6100 J72-750 J65-570 J71-991

This Jaguar XJ6 is a 2-owner from new example, with It is not often that you find an E-Type with less than The Jaguar 420G Sedan comes to us from a collection, and is a highly 1S70991BW a documented history of ownership. To preserve the original California example that is in wonderful condition with a great and patina of this XJ6 sedan, Classic Showcase 30,000 miles that is original as this car. This would be a This 1971 Jaguar Series 3 E-Type 2+2 is an original California Blue-Plate California-native history. The current owner of this 420G is thought to originality has scheduled a full cleanup with very light restoration spectacular car to perform a preservation restoration to or car, and a great driver-level example that is a perfect candidate to improve you can take it to a high level show car if you wish. have been the Sedan’s 4th owner from new, based on documentation and work and improvements; in addition, we will perform a upon as you drive and enjoy it. The 2+2 has held long-term single-family full service to all of the car’s mechanical systems, as well Classic Showcase - Oceanside, California records residing with the car. ownership, and has been routinely maintained and serviced by Jaguar as a full detail under the bonnet, undercarriage, and trunk www.classicshowcase.com - T: 001 760 758 6100 Classic Showcase - Oceanside, California Professionals at Carlsbad British Motorcars of Carlsbad, CA.. area. Classic Showcase - Oceanside, California www.classicshowcase.com - T:001 760758 6100 California - www.classicshowcase.com - T:001 760758 6100 www.classicshowcase.com - T: 001 760 758 6100 J73-622 J91-853 J71-273 J62-254

1962 Jaguar XKE Series 1 3.8 OTS VIN# 877245

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

1977 XJ6C Sports Coupe

This limited owner 1971 Jaguar Series II XKE Coupe This 1973 Jaguar XJ6 was purchased by its most recent is the last production run equipped with the 4.2-liter This spectacular, limited special edition Jaguar XJS is very original car with owner in 2018. During prior ownership the car was six-cylinder twin overhead cam engine producing 180 hp. limited ownership. The car is in like-new showroom condition, and presents and enhanced, which included refinishing the Also equipped with a 4-speed synchromesh transmission, just as wonderful as it did when new. The XJS’ last owner was a Jaguar refurbished exterior in Red, installation of 15" chrome-finished wire 2-side draft Stromberg carburetors, 4-wheel independent Club member who took great care in maintaining the car, campaigning the wheels to give it a sporty British stance, modification of the suspension with double A arms, torsion bars in the front, car at local JCNA events.

4.2-liter inline-six a European-specification head and 4-wheel servo assist disc brakes, and power steering. Classic Showcase - Oceanside, California - www.classicshowcase.com - twin SU carburetors,with and conversion to a four-speed manual transmission.

T:001 760 758 6100 J67-755 J61-442 J66-333

1967 Jaguar 340 'Mark II' 3.8 Sedan

This 1977 XJ6C Sports Coupe is a very original car and a solid example It is very rare to find such a beautiful original example on the market today, that has been very well maintained and regularly serviced. This particular especial y one with very long-term ownership who cared for this Sedan, keeping it just as beautiful as the day it was built. This is a great Jaguar that should example features the rare Pillar-less Window post design, and while go to a collector that is going to be proud to be its next caretaker for years to sporty, the car has more than enough room to accommodate up to 5 come. This beautiful 340 Jaguar wil come with a recap of all its major service adults comfortably.

Classic Showcase - Oceanside, California - www.classicshowcase. during its past ownership from 1968 to December of 2018. Classic Showcase Oceanside, California - www.classicshowcase.com - T:001 760758 6100 com - T:0017607586100

1961 Jaguar-XKE Series 1 3.8 OTS

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

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

1966 Jaguar-XKE Series 1 4.2 OTS

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

Joining is quick and easy via the interactive form on our website.

Once completed, you instantly become a member of the Club and can immediately take advantage of the extensive range of member benefits on offer.

Need convincing? Why not have a chat with one of our team on 0117 969 8186?

www.jec.org.uk/membership As a Club member, you have access to special discounted insurance schemes. We’ve partnered with three insurance companies who offer our members classic and modern car insurance policies designed to cater to the needs of the most dedicated enthusiasts.

Club members also benefit from an exclusive range of offers and discounts from leading companies including:

*For a full list of partners and discounts visit www.jec.org.uk

Jaguar Enthusiasts’ Club | Abbey Wood Office Park, Emma Chris Way, Filton, Bristol, BS34 7JU

ON SALE FRIDAY, 9 JULY 2021

TWR XJ-S Cabriolet 6.0

egnahc ot tcejbus stnetnoC

E-type Series 3 automatic We take a drive in an E-type V12 that’s been improved thanks to a modern sixspeed transmission

XF Sportbrake D200

What better car to take to the UK mainland’s most northerly campsite than Jaguar’s new hybrid estate?

Mk 2 3.4

The 1965 saloon has been slowly and methodically improved to be driven and enjoyed. We explain how

PLUS: A track test of the one-off XKR-R, the most driver-focused X100 that Jaguar ever built AND: Which is the best Nineties saloon: an XJ40 or Alfa Romeo 164?

All in the August 2021 issue of Jaguar World, on sale Friday 9 July 2021 112 | Jaguar World / July 2021

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

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

www.xjspanelshop.co.uk

Panel range increasing all the time.

• Bumper 68 Page Catalogue • Many new products added Available in fully pageturnable •‘e-book’ format

07949 – 889969 or 01327 - 341321

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

CLASSIC CAR AUTOMATIC TRANSMISSIONS ALL CLASSIC CAR AUTOMATIC TRANSMISSIONS RECONDITIONED & SPARE PARTS SUPPLIED G. WHITEHOUSE AUTOS LTD. Tel: 0121 559 9800 www.gwautos.com info@gwautos.com CLASSIC CAR AUTOMATIC CONVERSION Convert your classic car to Jaguar XJ40 four-speed automatic.

KITS NOW AVAILABLE FOR MOST CARS

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

Visit our website at

www.xjrover.co.uk or email us at xjroverparts@gmail.com

JAGCATS Welcome’s you to Brexit and one of the Great British Inventions The Jaguar Car - Graceful, Powerful, Quality, Loved by all, Sometimes tempermental

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The Cars of: Professionals, POD + Rock stars and gangsters! and then passed on to us the humble enthusiast to keep the dream of many alive through good skilled businesses with passion.

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

Ring for details Les 01977 617450 Mob: 07710 612800

Theworld’slargestrecyclerof Jaguarsofallmodels 1995-currentmodel Currentlydismantlingover300 Jaguars.Weofferafull programmeofreconditionedparts andavastrangeofusedparts.

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Fax: 01325 722778 dave@eurojag.com

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XK 140 disqualified from Le Mans,28-29 June 1956

HE C-TYPE and D-type may have owned the Le Mans 24 Hours during the Fifties, with five victories between them, but they weren’t the only Jaguar sports cars to take part in the famed endurance race at this time. As well as several XK 120s in the early part of the decade, the sole XK 140 to ever race there came close to a top-ten finish 65 years ago, before being disqualified on a technicality.

The car in question was a green righthand-drive fixedhead coupe, chassis 804231, produced in June 1955. Registered PWT 846, its first owner was the son of rich Halifax mill owner Robert Walshaw, who was more interested in motor racing than taking over the family business.

In the early Fifties, Walshaw competed in the Monte Carlo Rally in a Hillman Minx and, in 1952, established a new record for the London-Cape Town Rally of 13 days, nine hours and six minutes, in a Humber Super Snipe. Walshaw was also successful on circuits, winning a Silverstone sports car race driving a Lotus IV in June 1954.

In March 1956, he took part in the British rally with the XK 140, winning five stages.

Yet he had a bigger event planned: the Le 114 | Jaguar World / July 2021

Mans 24 Hours in June. Walshaw sent the car to Jaguar’s competition department at Browns Lane for some remedial work following the rally, which quickly became a complete racing conversion.

Firstly, the 3.4-litre XK engine received a cylinder head and camshafts from a D-type, while a pair of two-inch SU carburettors increased the power to 230bhp, close to the competition car’s 250bhp. A closely spaced competition ’box replaced the original overdrive transmission, and stiffer springs were fitted at the rear. Removing the bumpers and adding an aluminium bonnet and bootlid made the body considerably lighter, while the nose received slots for cooling the engine and brakes.

Finally, a larger 137-litre fuel tank and the battery were repositioned to the rear for improved weight distribution.

Strangely, though, all the interior’s walnut trim was retained.

The conversion cost £1,200, which was a huge sum of money, especially considering the car’s original £1,766 purchase price.

Walshaw’s co-driver for the event was his friend Peter Bolton, from nearby Leeds. The pair drove to Southend Airport, where the car was flown to Le Touquet on the French

coast, before driving it the 250 miles to Le Mans.

The XK 140’s potential was soon proved as Walshaw reached fourth in the early stages of the race, mixing it with more exotic machinery. Although the Jaguar then slipped down the grid, by lapping smoothly and reliably, Walshaw and Bolton remained ahead of their main rival, a standard Mercedes-Benz 300SL, and by Saturday evening they were 23rd. Better still, overnight retirements meant that when dawn broke on the Sunday morning the XK 140 was 14th and climbing.

However, while the car was in 11th place and with just four hours of the race left, it was black flagged for refuelling several hours earlier, supposedly one lap before the minimum stint of 34 was over. It was a bitter disappointment for Walshaw and Bolton, who could have easily broken into the top ten, a few positions down from the works D-type of Mike Hawthorn and Ivor Bueb (seen here about to lap Walshaw’s XK 140) that came home sixth.

Incredibly, the sole XK 140 to ever race at Le Mans survived its racing career, and was restored in 2016 by marque specialist Classic Motor Cars, in Bridgnorth.

CARS FOR SALE 1965 E Type 4.2

Roadster Genuine RHD car with hard & soft top Fast road spec.

Matching numbers.

Fitted 123 tune ignition mapped to suit.

£145,000

MK2 3.4 1961

XK150S 3.8 Roadster

1959 3.8 RHD was a LHD 3.4.

This is a very correct car with the original chassis, brakes, steering etc. Very rare in this condition.

£195,000

XK150S 3.8 FHC

1960 late car. Genuine RHD car, Very original low mileage car with matching numbers, Never restored.

Fitted with a Webasto sun roof. An important car.

£195,000

This MK2 has an all-synchro gearbox and power steering.

It has had recent body work and comes with photos of the work done.

£35,000

XK150 Special

January 1962 3.8 E Type

FHC flat floor car, matching numbers, was LHD, now RHD fully restored. The body is superb, but it does not have the recessed louvre bonnet, Alloy rad, brake upgrade etc.

£165,000

REMAPPING

A sensible offer may be considered on any of the above cars We try to sell the best quality parts available and give free We can map a 123 Tune to suit your car and send it ready to fit. advice on fitting them.

Includes 123 Distributor, Sports Coil, Switch, Leads & Spark Plugs.

Built in Genuine RHD XK150 3.4 FHC chassis.

Rebuilt in the 1960’s with a homemade open 2-seater body, similar to a pre-war car.

£31,500

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FOR BEAUTIFUL CARS SNG BARRATT IS THE WORLD’S LARGEST INDEPENDENT MANUFACTURER AND SUPPLIER OF CLASSIC JAGUAR PARTS. WE ARE TRUSTED AND VALUED BY JAGUAR OWNERS ALL OVER THE WORLD, MANUFACTURING PARTS THAT ARE NO LONGER AVAILABLE AND SAFEGUARDING THE FUTURE OF MANY HISTORICALLY IMPORTANT VEHICLES.

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