ft7d7t

E-type V12: modern six-speed transmission

XJ-S SC TWR 6.0

XKR-R R

WORKSHOP: UPDATING THE X-TYPE, S-TYPE & XJ’S TOUCHSCREEN

FIRST DRIVE

XF Sportbrake MHEV AUGUST 2021

£5.99

XJ40 vs Alfa Romeo 164

British charm or Italian eccentricity?

FIRST WORD

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Driving range From the more focused XKR-R on the cover to the discreetly modified Mk 2 on page 44, and the only XJ-S cabriolet to have both TWR’s 6.0-litre V12 and a manual ’box (p36) to the E-type Series 3 fitted with a modern six-speed automatic transmission (p50), this issue of Jaguar World features nothing but cars that like being driven.

Of course, for those of us who own one, this shouldn’t come as a surprise.

More than any other British marque, Jaguar has always produced models to be enjoyed. The E-type Series 1 might be a high-end investment for the lucky few today, but – at its heart – it’s still the simple, yet highly effective, sports car it has always been. The XJ-S that replaced it is clearly more of a luxury grand tourer, yearning to be taken to the South of France. To do anything else misses the point of the car.

Even the new XF Sportbrake D200, with Jaguar’s new hybrid drivetrain Like all Jaguars, the XKR-R prototype – which I go camping with to the far is a car that likes to be driven reaches of northern Scotland (p74) – fits this description, although I discover it’s more about covering miles than big, beaming smiles.

My own XK8 gets into the act, too, by taking me to Shelsley Walsh for the wonderful E-type 60 event (p84) in June. The 116 miles travelled from home might pale into insignificance compared to a trip to the French Riviera, but, after 18 months of the Covid-19 pandemic, it’s the furthest I’ve driven the car for some time. It was a great reminder of how fabulous a car it is. I’m sure many of you can say the same about your own little-used pride and joy.

But, now that life in the UK is taking its first precarious steps back to normality, it’s time to hit the road and let your Jaguars do what they do best: be enjoyed and, most of all, be driven.

Paul Walton Editor

Printing: William Gibbons & Sons Ltd Kelsey Media 2019 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published.

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JIM PATTEN

CRAIG CHEETHAM

ROB HAWKINS

Jim says au revoir to Jaguar World and looks back at his 33 years working on the magazine (p21)

As an XJ40 enthusiast, can Craig be swayed by the sportier, more eccentric Alfa 164? (p60)

Rob gets to grips with a Mk 2 3.4 that’s been perfectly modified for modern driving (p44)

August 2021 \ Jaguar World | 3

26 THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 26 XKR-R Feel the exhilaration of a track test in one of only two Special Vehicle Operations-built XKR-R from the early 2000s at Lincolnshire’s Blyton Park. With a manual gearbox, 400bhp and 180mph top speed, it is far from your ordinary X100’s ride

36 XJ-SC TWR 6.0 MANUAL August 2021

Just one XJ-S Cabriolet received both TWR’s 6.0 V12 and manual gearbox, turning the big GT into a sports car. We drive it

44 MK 2 3.4 This 1963 Mk 2 3.4 has been slowly, methodically and sympathetically updated to result in a genuine driver’s car 4 | Jaguar World / August 2021

50 E-TYPE V12 WITH MODERN SIX-SPEED AUTO Motor Legends has developed a modern six-speed automatic conversion for Jaguar’s V12. We try the first application of the unit – in an E-type Series 3 – to discover how it brings out the best in both the car and engine

60 XJ40 vs ALFA ROMEO 164 With many commonalities, which is the best sports saloon of the Eighties – an XJ40 or Alfa Romeo 164? You’ll be surprised

68 XJ12 SERIES 3 Find out the remarkable history of an early XJ12 Series 3 with a mere 20,000 miles on the clock

74 XF SPORTBRAKE D200 Paul Walton drives the facelifted XF Sportbrake 600 miles to the UK mainland’s most northerly campsite, near Thurso, Scotland, to check out both the economy of Jaguar’s new 2.0-litre diesel MHEV drivetrain and the car’s lifestyle capabilities

68

36

60

44

50 74 Regulars 6 NEWS Jaguar Land Rover announces it is to develop a hydrogen-powered concept based on the new Land Rover Defender, and news from the E-type 60 event at Shelsley Walsh

12 JEC RACING The Saloon & GT Championship heads to Donington Park for rounds three and four

15 19 21 23 112 114

MAILBOX RICHARD BREMNER JIM PATTEN KEITH HELFET NEXT MONTH FINISHING LINES

Workshop 84 OUR JAGUARS Paul Walton uses his XK8 to visit Shelsley Walsh, Laura Jones comes close to giving her X-TYPE a thorough dunking, and Rob Hawkins introduces Kelsey Publishing’s latest acquisition, an XF 3.0D

90 MODERN WORKSHOP We explain how to update the old, standard touchscreen and CD player in an X-TYPE, S-TYPE or XJ X350/358 to a touchscreen with Bluetooth, Wi-Fi, GPS and USB connectivity

94 Q&A You ask how to alleviate an oil surge in an E-type, and whether an XJ6 Series 1’s sunroof is factory fitted

96 CLASSIC WORKSHOP We catch up with SNG Barratt as it prepares its 1965 Series 1 E-type 4.2 for the coming season

100 MEET THE EXPERT Discover more about Martin Robey’s long career in the motor industry

102 GEARBOX New products include an easy-fit height sensor bracket for the X350 XJ and a steering rack for the XK 140 and XK 150

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NEWS

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

An E-type Series 1 FHC heads up the famed Shelsley Walsh hill climb

E-t ype 60th anniversar y Shelsley Walsh marks six decades of this wonderful sports car

H

UNDREDS OF enthusiastic visitors celebrated the 60th anniversary of the Jaguar E-type in fine style over the weekend of 12-13 June, with around 400 examples of the car and 60 specialist exhibitors. The event, organised by the E-type Club, took place under the sunniest skies of the year at the historic Shelsley Walsh hill climb, the world’s oldest motorsport venue to still use its original course.

A highlight for many was the incredible reunion of the 1961 Geneva Motor Show trio, the first time these three cars have been seen together for 60 years. They included the show exhibit itself (885005), displayed by Swiss specialist Georg Dönni, the oldest surviving E-type – a Gunmetal fixedhead coupe (885002, registration 9600HP – and the first production open two-seater (850003, 77RW), both the latter being used for demonstration runs

The three 1961 Geneva Show cars together for the first time in 60 years

6 | Jaguar World / August 2021

around Lake Geneva. 77RW is now part of the Jaguar Heritage Collection.

Heritage also displayed the final E-type – a black V12 roadster, HDU 555N, which was produced in June 1974 – which meant the entire production history of the car was represented.

Our own Paul Walton drove HDU 555N up the hill climb on the Saturday, which you can read about in a future issue of Jaguar World.

A demonstration of the last E-type produced – HDU 555N – on the hill climb

NEWS

Other model highlights included several important competition cars, such as the unique E2A prototype that raced at Le Mans in 1960, which is a forerunner of the eventual production car, and 4WPD, the first Lightweight E-type, which raced extensively throughout the early Sixties.

The EGAL, a Ford Galaxie-engined E-type, which racer Rob Beck modified six decades ago and that has only recently been imported back to the UK after several years State-side, also thrilled visitors.

A non-stop entertainment schedule included regular hill climb action – both timed and demonstration runs – as well as engaging talks on the stage by E-type experts such as SNG Barratt’s Julian Barratt, while former Jaguar designer and JW columnist Keith Helfet discussed the car with Mary, the daughter of the car’s creator, Malcolm Sayer (see p23).

There was a particularly raucous tribute to the 1969 film The Italian Job, as a replica of the film’s green Alfa Romeo Giulia police car chased two E-types – one being 848 CRY, the actual red open two-seater that appeared in the film – and a trio of Minis around the paddock.

It was a truly remarkable event and the perfect way to celebrate 60 years of this evergreen sports car.

Just some of the many spectators’ cars on display

ABOVE: SNG Barratt’s Julian Barratt steams up p the hill in the company’s E-type LEFT: The first Lightweight E-type, 4WPD

ABOVE: The Italian Job E-type – 848 CRY – takes part in a chase around the paddock BELOW: The unique E2A prototype, from 1960

The remarkable Ford Galaxie-engined EGAL

Stirling Moss’ XK 120 FHC was on display

August 2021 \ Jaguar World | 7

NEWS

LONDON CONCOURS CELEBRATES THE E-TYPE The London Concours (8-10 June 2021) paid its own tribute to the Jaguar E-type with a display of nine examples.

Jaguar Heritage transported both 77RW (the first open two-seater) and HDU 555N (the last) to the lawns of the Honourable Artillery Company HQ, where the event was held a few days before the Shelsley Walsh celebration.

There was also 1VHP, the first righthand-drive, fixedhead coupe and CUT 7, an ex-Dick Protheroe car modified for competition use. The engine was modified to run D-type specification wide-angle heads and Weber

carburettors, and featured uprated brakes and improved suspension.

Alongside was one of the most striking E-types of all time, the Lindner Nocker Low-drag car. The only Low-drag Lightweight to be designed and built by the factory, it also features the most powerful 3.8-litre XK engine that Jaguar ever built in period, developing 344bhp.

Also present was an E-type Series 1 open two-seater, a Series 2 fixedhead coupe, a Series 2 OTS and a Series 3 FHC. Andrew Evans, London Concours director, said, “When we think of iconic cars, they don’t come much more iconic than the Jaguar E-type. The word icon is used often in the classic car world, but in the case of the E-type that reputation is thoroughly deserved.

“As part of the London Concours this year, we are thrilled to welcome nine of the most significant Jaguar E-types to sit among the nearly 100-strong line-up of cars. Each of these cars has incredible pedigree and history, and are worthy of being chosen as the vehicles to commemorate the car’s 60th anniversary this year.”

JLR develops hydrogen prototype Jaguar Land Rover is developing a prototype hydrogen-powered Fuel Cell Electric Vehicle (FCEV), with testing scheduled to begin this year.

Although the prototype is based on a new Defender, the technology will have future ramifications for both Jaguar and Land Rover.

FCEVs, which generate electricity from hydrogen to power an electric motor, are complementary to Battery Electric Vehicles (BEVs) on the company’s journey to net-zero vehicle emissions.

Hydrogen-powered FCEVs provide high energy density and rapid refuelling, along with a minimal loss of range in low temperatures, making the technology ideal for larger, longer-range vehicles, or those operated in hot or cold environments.

Since 2018, the global number of FCEVs on the road has nearly doubled, while hydrogen refuelling stations have increased by more than 20 percent. By 2030, forecasts predict that hydrogen-powered FCEV deployment could top ten million, with 10,000 refuelling stations worldwide.

Jaguar Land Rover’s advanced engineering project, known as Project Zeus, is part funded by the Government-backed Advanced Propulsion Centre, and will allow engineers to discover how a hydrogen powertrain can be optimised to deliver the performance and capability expected by its customers: from range to refuelling, and towing to off-road ability.

The zero tailpipe-emission prototype Defender FCEV will begin testing towards the end of 2021 in the UK to verify key attributes such as off-road capability and fuel consumption.

8 | Jaguar World / August 2021

Moss memorial unveiled The Friday before the E-type 60 event took place, a blue plaque dedicated to Stirling Moss was unveiled at Shelsley Walsh.

Moss began his career competing in hill climb events and took part at Shelsley on several occasions, finishing first in his class on 25 September 1948, and setting the fastest un-supercharged car record on 11 June 1949. He also set the fastest time of the day on his visit on 24 September 1949.

The plaque, created by the Worcester Civic Society, which promotes the heritage of the city and county, is a permanent memorial to the former Jaguar driver who passed away on 12 April 2021, and pays tribute to the numerous achievements in his long career.

Phil Douce, from the Worcester Civic Society, editor of Motorsport Joe Dunn, and Moss’s biographer, Philip Porter, unveiled the memorial. “Stirling Moss was the first sporting superstar,” said Porter afterwards.

“For me, he was simply the greatest – Shelsley is an appropriate place for the plaque.

“He was my great hero and went on to become one of the world’s greatest racing drivers and forge strong links with Jaguar.

He was a Jaguar devotee for all of his life.”

TOP, L-R: Phil Douce, Philip Porter and Joe Dunn

To deliver Project Zeus, Jaguar Land Rover has teamed up with world class R&D partners, including Delta Motorsport, AVL, Marelli Automotive Systems and the UK Battery Industrialisation Centre (UKBIC) to research, develop and create the prototype FCEV. Said Ralph Clague, department head of JLR hydrogen and fuel cells, “We know hydrogen has a role to play in the future powertrain mix across the whole transport industry, and, alongside battery electric vehicles, it offers another zero tailpipe-emission solution for the specific capabilities and requirements of Jaguar Land Rover’s world class line-up of vehicles.

“The work done alongside our partners in Project Zeus will help us on our journey to become a net-zero-carbon business by 2039.”

www.sngbarratt.com

+44 (0)1746 765 432

Keeping your

Jaguar on the road

CH O O S E F RO M OV E R 3 0 0 , 0 0 0 PA R T S A N D AC C E S S O R I E S F RO M T H E WO R L D ’ S L A RG E S T I N D E P E N D E N T M A N U FAC T U R E R A N D S U P P L I E R O F C L A S S I C JAG UA R PA R T S

NEWS

FIA Formula E World Championship I-TYPE 5 shows it pace in rounds 8 and 9, at Puebla E-Prix

Round 8 In the shadow of Popocatépetl Volcano in Mexico, the eventful Puebla E-Prix saw two safety-car periods and close-racing action, and Mitch Evans crossing the line in eighth place to secure valuable points.

After finishing second in group one qualifying, Evans started in 12th on the grid.

In the race, which marks the halfway point in the season, the team delivered a solid Attack Mode and energy-management strategy, allowing Evans to execute an impressive drive – carving his way through the pack and making strong decisive overtakes.

However, a late safety car caused the allelectric racecars to bunch together, which, combined with a second, compulsory Attack Mode (which forces all 22 cars to use it during the 45-minute E-Prix), made further progress difficult for Evans.

Said Evans, “We had a pretty decent start to the race. We made a few positions and we were biding our time to get on top of my energy – which was looking really

10 | Jaguar World / August 2021

strong. Then, the safety car came out when we were running in the top six, which really hurt us due to the Attack Mode activation penalty we have here in Puebla. To finish in eighth is solid points, but I feel like we deserved more here today.”

Teammate Sam Bird started the race in 18th after a challenging qualifying session.

He had showed the pace of the Jaguar I-TYPE 5 by working his way through the field and gaining nine places, but was forced to retire after a collision with Mahindra Racing’s Alex Lynn when exiting the ‘joker lap’ Attack Mode activation zone.

“A tough day in the office today,” Bird admitted afterwards. “Nothing really went our way and, unfortunately, it ended with retirement. The race pace was good, we were up into the points, but sadly it all came to an end early.”

Round 9 Mitch Evans climbed nine places in the second Puebla E-Prix race, finishing in the

Jaguar Racing's Sam Bird

points for the second day in a row. “We had a great start,” he said later. “I passed four cars on the first lap and I started making my way forward. I made some good moves, but it was extremely difficult as the track was breaking up a lot, so offline it was extremely slippery and to manage the rear tyre was challenging.”

Evans started in 18th on the grid after finishing second in group one qualifying.

With overnight rain, the track evolution penalised the championship leaders in group one. Kiwi Evans navigated his way through the Autódromo Miguel E Abed circuit, showing the pace and efficiency of the Jaguar I-TYPE 5. He eventually finished in ninth after making critical overtakes on Stoffel Vandoorne and Sebastian Buemi.

Bird, who started in 15th after a challenging qualifying session, finished the race in 12th, just outside the points. The Brit had a tough final 25 minutes after a collision with Lucas Di Grassi halfway through the race.

Evans leaves Mexico in joint third place in the FIA Formula E Drivers’ World Championship, 12 points behind championship leader, Eduardo Mortara.

Teammate Sam Bird is 12th.

LET NOTHING ELSE INTERRUPT YOUR EXHILARATION.

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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)

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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*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 Round 3 & 4, Donington Park Circuit 31 May 2021 WORDS COLIN PORTER PHOTOGRAPHY ROGER & CHRIS GAGE

D

uring qualifying, Colin Philpott (returning from absence at Silverstone after ECU issues) was first to post a time in the XJS (Class C).

Philpott was soon challenged by the alsoreturning Guy Connew in his first outing of the season in the Quaker State, Group 44 tribute XJS (Class D), but, ultimately, James Ramm was quickest with a 1:20.8 to claim pole. Mike Seabourne (XJ40 Class B), showing that he means business in this year’s championship, took fourth narrowly from Class B rival Derek Pearce (XK8). A notable absence from the front row was Tom Robinson (XJR Class D) – a persistent misfire throughout qualifying meant starting from the back of the grid.

Simon Dunford (XJS) proved to be the quickest of the Class A cars, ahead of David Ringham (XJS).

Race One

RACE ONE RESULTS First

Second

Third

Overall

James Ramm

Guy Connew

Colin Philpott

Class A

David Ringham

Matthew Davis

-

Class B

Michael Seabourne

Derek Pearce

Rick Walker

Class C

Colin Philpott

Tom Lenthall

Chris Boon

Class D

James Ramm

Guy Connew

Tom Robinson

The eventual winner, James Ramm, leads the pack into the first bend

Ramm made a fast start leading into Redgate and held it, exiting the Old Hairpin from Philpott and Connew. Michael Holt (X300 Class C) made a good start to pass Pearce and close on fellow Class C runner and class leader Tom Lenthall (XJS). The

2019 champion, Chris Boon, on his first outing of the season (Class C XJ40) made a quick getaway to move up four places ahead of Rick Walker (Class B XJS) and Daniel Stewart (Class B XJS).

Going into lap two, Philpott hung onto Ramm with a small gap back to Connew.

Robinson worked his way up through the field and started closing on Boon. Although warm and sunny, conditions at this point were tricky, with a lot of oil having been deposited on the track. Despite the slippery conditions, Lenthall was able to pass Seabourne and moved up to fourth.

The XJR of Tom Robinson chases Michael Seabourne’s XJ40

Tom Lenthall collects a sign; he’d finish second in Class C

Michael Atkinson’s X300 retired

Guy Connew finished second overall and in Class D

12 | Jaguar World / August 2021

Simon Dunford’s XJS

JEC RACING | MOTORSPORT

A combination of temperature, track conditions and early season gremlins took their toll on the field and DNFs accumulated. There were retirements for Michael Atkinson (X300 Class B), Holt, Dunford, Stewart, and Richard Coppock (XJS Class C).

Connew eventually closed and passed Philpott on the exit of Redgate going into Craner’s, although, in Philpott’s defence, the car clearly had a misfire that was getting worse. Despite this, he held onto third and the Class C win.

Ramm’s lead over Connew (Meguiar’s GT Drive of the Day) extended to 17 seconds by the time the chequered flag came out. Lenthall was second in Class C, followed home by Seabourne (Meguiar’s Saloon Drive of the Day) Class B, closely pursued by Pearce and then Robinson, who had made his way through from the back of the grid.

David Ringham prevailed to win Class A from Matthew Davis in the XJ40, Davis completing his first race after fire damaged his XJR at Silverstone.

Colin Philpott uses all of the track

Derek Pearce finished second in Class B in his XK8

Rick Walker’s XJS

the pits was sadly followed by Connew on lap eight, the high temperature perhaps taking its toll.

There were no such problems for James Ramm (Meguiar’s GT Drive of the Day), who was majestic all weekend, and closed out a double win with a 21-second gap to Tom Lenthall, who had had a classy drive for second overall. Michael Holt (Meguiar’s Saloon Drive of the Day) passed Seabourne late on for the final podium place.

Novice driver Michael Atkinson, who continues to improve, claimed second in Class B, and fellow novice Matthew Davis collected his first class win in the Class A XJ40.

L-R: Tom Lenthall, James Ramm and Michael Holt

Race Two Ramm, who had been dominant in race one, was once again quickest to react at lights out and was swift to establish a healthy lead. Philpott, unable to start due to the misfire, and Simon Dunford (Class A XJS) were both non-starters.

Lenthall was slightly hampered in his pursuit of Connew, in second, by Pre-83 sharing the grid. Holt, however, didn’t have the same problems and made good progress coming through from the back in the X300 on lap one. Robinson also made a cracking start. Pearce and Seabourne resumed battle for Class B honours, the veteran and young gun locked together – XK8 vs XJ40 – in close combat.

Rick Walker (Class B) unfortunately span at Craner’s for an early end to his race in the green XJS 4.0. Holt, who was continuing to make progress, then joined the Seabourne/Pearce tussle, with Coppock just off the back of this group.

Robinson’s charge ended on lap four with a loss of power. His retirement to

Matthew Davis won Class A in this XJ40

RACE TWO RESULTS

After retiring in race one, Atkinson was third in Class B

First

Second

Third

Overall

James Ramm

Tom Lenthall

Michael Holt

Class A

Matthew Davis

–

–

Class B

Michael Seabourne

Derek Pearce

Michael Atkinson

Class C

Tom Lenthall

Michael Holt

Richard Coppock

Class D

James Ramm

–

–

August 2021 \ Jaguar World | 13

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Mexican holds his nerve on the streets of Baku to pick up the pieces as title chasers face disaster

PEREZ SURVIVES THE CHAOS TO OPEN HIS RED BULL VICTORY ACCOUNT

By Matt James Azerbaijan Grand Prix winner Sergio Perez feared that his Red Bull-Honda would fail on the final lap of the restarted race as an hydraulic problem struck his Honda-powered car.

Perez took second F1 win

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Hamilton locks up and loses potential podium

The Mexican inherited the lead when team-mate Max Verstappen, who had led the event from lap 18 and was steering a course to victory, suffered a tyre failure, which pitched him into the wall.

Perez fended off Lewis Hamilton during a two-lap restart dash to the flag as the Mercedes man slithered off the circuit at Turn 1. Hamilton recovered to 15th.

Perez said he was fearful that his machine would have ground to a halt before the end.

“We were close to retiring the car, but luckily we managed to finish the race. And really, it was quite difficult all the way until the end,” said the relieved winner.

Red Bull boss Christian Horner added: “We were really concerned that the car wouldn’t get to the end of the race, which is why he stopped after the chequered flag.

“You thought that we could only lose when they got the restart, but thankfully it all worked out tremendously well, and Sergio did a great, great job.”

Report, page 4

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LETTERS

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

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

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

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

LETTER OF THE MONTH Thanks for a great read, and especially for finding fresh, interesting material to write about each month.

In the Mailbox section of the July issue (p15), Kartik S Aiyar questioned the enthusiasm for Jaguars, particularly from the BMC/BL era, citing his own experience of one car and implying that American cars, Mercedes-Benz, and BMW are/were superior in every way.

Others undoubtedly have their own reasons, but my enthusiasm for Jaguar is easily explained by my childhood experience of travelling regularly in a Mk VII belonging to family friends, the acceleration of Uncle Alec’s 1960 3.8 Mk 2, by my elder brother allowing me to drive his 3.4 Mk 1 as a 17-year-old learner, and through Jaguar’s competition success. All these things combined to formulate my personal automotive demands.

First, reliability and longevity. A vehicle must take me where I want to go, when I want, and have the potential to serve indefinitely.

Second, good all-round performance. Enough power for safe single-carriageway overtaking, speed, good road-holding and handling, acceptable fuel economy, range and other running costs.

Third, ease of servicing and repair and reasonable parts availability (manufacturer or quality pattern).

Fourth, a certain air of style. Aesthetics, ambience, and creature comforts appropriate to its target market and period.

That initial enthusiasm was reinforced by having owned some 89 cars (excluding pure racing cars, and those purchased solely for resale), including 25 Jaguars, eight BMWs, four MercedesBenz, and various other makes, both domestic and foreign, many simultaneously, some for a very long time, and high mileages.

There is a very good reason for my list including so many Jaguars compared to any of the others – they delivered the

Transported back What a beautiful example of the Daimler Double-Six you featured in your July issue (p44). I was instantly transported back to the late Seventies, when a friend of mine asked me to fix an intermittent running problem on his 1975 model. After much fiddling, I located a broken PCB track, inside its ignition module. As I laid over the engine and made my investigations, I will never forget the heat given out by the monstrous V12, being fed by four dustbin-sized Strombergs. I felt sure

above criteria much more successfully than anything else (all my Mercedes left me stranded, one with a scrap 41,000-mile engine, and two of my BMWs – with head gasket and gearbox failures).

To quote Kartik’s letter, ‘A Jaguar has always brought me home’.

For the sake of balance, I must state that, by my criteria, one of the best cars I owned was an E23 BMW 735 SE, which despite leaving me stranded in mainland Europe, twice, lasted for 18 years and almost 400,000 miles before my son wrecked it. However, that was made 40 years ago, and none of my subsequent BMWs have been anywhere near as satisfactory.

A Jaguar-less decade taught me that the grass is not always greener, and that even XJ6 and XJ12 Series 2, plus pre-HE XJ-Ss – the pits of Jaguar quality – were still ahead of many of their contemporaries in most respects. I returned to the fold with an XJ40 Sovereign, followed by an X305 XJ12, X350 XJ6 and now an X358 XJR. Phil Norton

that if I strayed too close to the induction manifolds I would have been wholly devoured and spat out of the rear.

Although I fixed the problem, my friend lost faith in the beast and asked me to sell it for him. That was at a time of soaring petrol prices and anything that struggled to get more than 12mpg was treated with near hostility. I struggled to find a buyer and finally sold it for around £500. It wasn’t a good example, but…

Ray Ganderton August 2021 \ Jaguar World | 15

LETTERS

Moving with the times It is always interesting to read Mailbox and learn from other Jaguar enthusiasts about their experiences and opinions. I refer to Doug Warren’s submission in the June edition. I think Mr Warren’s view about Jaguar’s future under the Reimagine strategy will be shared by many current Jaguar loyalists. As a member and past president of the Ontario Jaguar Owners’ Association, his prognosis for Jaguar would find a sympathetic ear among many of my club’s members.

I am a 79-year-old, life-long fellow Jaguar enthusiast, and, as such, I respectively submit another point of view, albeit a minority one. My joy in owning 13 new Jaguars of all types since 1991 has been fundamentally based on their driving characteristics. Of course, I also admire the design, engineering, and history of Jaguar cars through its long existence, but my quest has always been to experience the evolution of its vehicles as technology and consumers’ preferences change over the years. Hence, I traded in my 2017 XF on the new I-PACE First Edition in December 2018.

I drove this car for more than 87,000km (54,000 miles) until last February, when I received my new technologically upgraded 2021 MY I-PACE HSE. I must say that my I-PACE have been the best driving, most exciting, and best designed and finished Jaguars that I have owned over the last 30 years. My wife and I intend to take a motoring vacation to Vancouver in the autumn, a distance of some 4,500km from my home. We have already enjoyed a successful drive to Halifax in my first I-PACE, a more than 4,000km round-trip.

As for Jaguar’s future under its Reimagine project, I offer another perspective. We don’t precisely know what market segment Jaguar intends to address under its new strategy, but I doubt it would be chasing

Rolls-Royce’s, Bentley’s, or even Aston Martin’s customer segments where 10,0015,000 units sold annually is considered a satisfactory year. Jaguar must be the engine (or should I say motor) to reduce JLR’s corporate CO2 emissions sufficiently to avoid hefty government fines. More likely, 50,000 units annually or more would seem to be a reasonable world-wide sales target for the Reimagined Jaguar.

How can Jaguar achieve such a volume while substantially increasing its sales margins? Reading carefully between the lines of the Reimagine project, the ordering, purchasing, optioning and supporting of Jaguar vehicles will be primarily digitally based through online interfaces and software downloads over the air (SOTA). It may be that you will order your new Jaguar online, and, after receiving the car from a dealer, you pick and download various options and enhancements from a menu of subscription services, for varying terms and with personalised content. If these enhancements don’t suit you after being downloaded, they might be cancellable, modifiable, up-dated, or replaced with alternative features. Thus, the purchase price or lease of a new Jaguar in its basic

specification would be attainable by a broader customer market than the very high-end luxury vehicles. The increased profit margins would be achieved through the sale of enhancement subscriptions, which each individual buyer can modify to suit their changing tastes and financial circumstances.

Again, reading between the lines and speculating, I see three Jaguar models on essentially the same BEV platform by 2025. These would be a GT, an executive five-seater, and a larger vehicle that could be chauffer driven. By the way, Reimagine states that there will be no more Jaguar SUVs after the current models reach their planned lives’ run out. I have heard the term “low-profile vehicles” to describe the future Jaguar genre.

The world is moving on to new norms with increasing rapidity, and Jaguar must move in step with it or perish. Yes, some current owners and enthusiasts will be disappointed and left in the past, while other traditional and new conquest buyers will embrace and revel in the changes and ensure Jaguar remains a special and coveted marque.

John Myers

Doubling sales I read that from 2022 the only F-TYPE available in the USA will be the 450 R-Dynamic, which uses a 450PS supercharged V8. The only other option is the 575PS F-TYPE R, since the four- and six-cylinder engines are to be dropped. Current prices for the convertible 450 R-Dynamic in the USA are between $74,150 and $76,850, depending on specifications. Based on current exchange rates of £1.41 to the dollar, this equates to £52,575 and £54,490. The current price for this model in the UK is £75,980. More than £23,000 difference.

Bearing in mind that Jaguar has to incur shipping costs to send these cars to the USA, I’d suggest that Jaguar sells these cars from £52,575 to UK customers and save on the shipping costs. I dare say that its sales figures in the UK will easily double.

Doug Warren

16 | Jaguar World / August 2021

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SPRING 2020

MAY/JUNE 2020

JULY 2020

AUGUST 2020

SEPTEMBER 2020

• Forgotten classics • X300 vs Range Rover • XJ-S Lynx • Modified XK 120 • E-PACE on Kerry Ring

• XJR-S vs XKR • Unrestored E-type • F-PACE SVR on UK’s highest road • Low mileage X-TYPE

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

• Innovative Jaguars • X-TYPE vs XE • E-type S3 through Norfolk • XK 4.2 convertible • Unrestored XK 140

• X358 vs X351 • E-type 4.7 • 10k-mile XK8 • Recommissioned XJ-S • XJ40 buying guide

OCTOBER 2020

NOVEMBER 2020

DECEMBER 2020

JANUARY 2021

FEBRUARY 2021

• XKR-S vs F-PACE SVR • XJ-S 6.5 • E-type Series 2 across Yorkshire • XJ6 vs BMW 7-Series

• XKR vs F-TYPE S • XJ-S Cabriolet V12 • Eagle Lightweight GT • Daimler Double Six • Facelifted S-TYPE

• XJS buying guide • XJ40 Hatfield estate • F-TYPE P450 test • E-type Series 1 • Paramount XKR 450

• XJ Supersport vs XFR • Police X-TYPE • Unrestored E-type • Early XJ-S • XK8 vs Porsche Boxster

• 10 cars for £10k • Lynx Eventer prototype • Unrestored Mk2 • S-TYPE Sport 200 • Eagle E-type

MARCH 2021

APRIL 2021

MAY 2021

JUNE 2021

JULY 2021

• History of the XK8 • XK8 4.0 & XK8 4.2 • XK8 4.0 & F-TYPE P450 • Broadspeed XJ6 homage • S-TYPE vs E-Class

• X300 XJR vs X308 XJR • Modified S-TYPE R • XJR-S vs Alpine GTA • Press E-type • History of Browns Lane

• 15 years of the X150 XK • I-PACE around London • Early, low mileage XJ-S • Jaguar Classic E-type • 420G & X350 XJ6

• 50 years of Jaguar’s v12 • E-type Series 3 • XKR 400 • XJ-S vs Corvette • XJ12 Series 3

• 20 years of the X-TYPE • Daimler Double Six coupe • Updated XJ-S • Scottish Motor Show E-type • XKR Moss Edition

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More reimaginings

IT MUST be a car designer’s dream task. Reinvent the cars of a storied marque for a new market segment, using new powertrains, at higher price points than those it currently occupies. This has been the preoccupation of not just one car designer over the past few months, but of many, the creators of new Jaguars being tasked with imagining the all-new, electrified range of cars that this rebooted company will begin selling in 2025.

According to Autocar magazine, which has secured one of the first oneto-one interviews with newish Jaguar Land Rover boss Thierry Bolloré, Jaguar will be building a range of cars that has no direct competitors and, at least as boldly, will not feature any SUVS in its line-up. Instead, all the cars will have lower rooflines and highly individual body styles with no direct equivalents.

Risky, you might think, but surely the best way to get Jaguars noticed again and, better still, bought.

The burst of imagination required to create these new cars has been masterminded by JLR chief creative officer Gerry McGovern, the former design boss (Julian Thomson) having left the company. It was achieved, reports Autocar, by assembling three competing teams from the Jaguar design staff. In three months, they generated designs that would normally take 18 months to confect, according to Bolloré. The result was, “incredible creativity”, and on a scale that has already enabled the range of models and their design themes to be chosen for production.

In another interview, this time for Auto Express, Bolloré mentions that, in price terms, “Luxury starts not far from £100,000,” these words

being a clue as to Jaguar’s price positioning. The same article suggested that the new range will consist of two crossovers and a sporty twodoor, although this information came from an unreported source. It’s not clear whether the I-PACE, the only model in the current range to survive beyond 2025, is one of the trio or an additional model.

As suggested by this column in a previous issue, Jaguar might be able to revive its one-time strategy of offering its cars at prices that substantially undercut those from rival luxury brands. Range Rovers are broadly considered to be in the same bracket as the pricier Bentley Bentayga, while costing usefully less. However, they are more expensive than the BMW X5 or Audi Q7, such positioning enabling JLR to combine very decent sales and make a profit. Bolloré suggested to Autocar that the Range Rover sub-brand’s positioning could be a model for Jaguar.

He also explained, “Proportions are crucial to get what we want from Jaguar,” which is one reason why the brand will not be sharing its platform with any Land Rovers. The plan is either to source the platform from outside, or to develop its own bespoke architecture.

That work will be advancing at some pace, four years not being long to develop one all-new model, never mind three.

This column has frequently mused on the Jaguar Land Rover ‘Reimagine’ plan, but it’s a subject that certainly deserves scrutiny.

It represents the biggest change of trajectory for the company since Sir William Lyons moved from rebodying other manufacturers’ cars to building models of his own, the emergence of more detail only confirming the huge shift in Jaguar’s ambitions. It will be hugely exciting to see the results.

JAGUAR WILL BE BUILDING A RANGE OF CARS THAT HAS NO DIRECT COMPETITORS AND, AT LEAST AS BOLDLY, WILL NOT FEATURE ANY SUVS IN ITS LINE-UP

August 2021 \ Jaguar World | 19

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New beginnings

AFTER MUCH mind searching, I have made the appearance in Jaguar Quarterly, as we were way back. The image extremely hard decision to wind down my time with above marks that moment, sitting in my own XK 120.

Jaguar World. It is not a complete goodbye. Editor Paul Founded by Paul Skilleter in 1988, he invited me on board, so, with Walton has left the return door firmly open and there other obligations dispatched, I joined him a year later. In Paul’s letter, he is no doubt that I will find some features irresistible. drafted out various proposals, and finished with, ‘but most of all, we will Many factors have combined to prompt this move, the Covid have fun.’ And how true that simple sentence has been. I consider myself lockdown being the catalyst for thought. extremely lucky to have immersed myself in a My wife, Karen, and I have finally found our subject that is so close to my heart, and also new idyllic home in a tiny Dorset village, that I chose Jaguar as my thesis while studying.

IT HAS ALWAYS with sufficient land to erect a decent-sized I’m not even going to think about a favourite BEEN THE garage. But, here is my first challenge. I will moment; how could I when there have been so miss having John ‘Bilko’ Lawrence on hand many? But, of course, driving the sports racing STORIES BEHIND to work his magic over my small collection, cars has been an immense privilege.

THE CARS THAT which means harsher choices. We will reduce It has always been the stories behind the HAVE HELD MY the fleet. cars that have held my attention, such as the I have already severely culled our motorbike intrigue behind the survival of the Leonidas ATTENTION, SUCH collection and am now looking at the cars.

SS 100 [see JW, January 2021, p36]. Perhaps AS THE INTRIGUE Emotional heartstrings pull at keeping our the lasting legacy is the number of friends BEHIND THE open E-type; it has been with us for too many made over the years, firm relationships that years and taken us on so many adventures. have transcended our interest in Jaguar.

SURVIVAL OF THE That leaves our truly magnificent modernised As for our future, we are determined to LEONIDAS SS 100 fixedhead, which we have placed in the hands add another 50,000 miles to the open E-type, of Woodham Mortimer to market on our and, as soon as we return to a situation of behalf. Given the quality of the cars that are in its showrooms, it unhindered travel, we will be driving off to Europe without the pressure is quite pleasing that our E-type can sit alongside the best. Any of a return date. In the meantime, we shall be exploring the area around interested parties can contact them directly. I am also going to sell our new home and, without Bilko around, I will have to hone my skills my ex-Syd Creamer/Michael Quinn Norton Commando, still with its on the spanners and hope that I haven’t forgotten too much. original bill of sale and just 3,600 miles from new.

I sign off with the oft-used but apt, “It is not goodbye, but Clearing out my desk, I came across an image noting my first au revoir.” JP August 2021 \ Jaguar World | 21

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Remembering Malcolm

IN EARLY June, Philip Porter invited me to the E-type’s 60th anniversary event at Shelsley Walsh, which not only celebrated the car, but also its designer, Malcolm Sayer.

I first became aware of Malcolm as a student at the Royal College of Art in the mid-Seventies. At the time, there was an exhibition of Henry Moore’s sculptures in Hyde Park, opposite the college, which, as a great fan of Moore, was a fantastic opportunity to see his work in a park setting rather than a museum. Later, when one of my colleagues suggested we went to the historic hill climb at Prescott, I saw, resting under a tree, an unpainted bodyshell (which I later found out is called a bodyin-white) of a Jaguar D-type. I never did find out why it was there but, with no wheels, it reminded me of one of Moore’s sculptures in Hyde Park and it had a lasting impact on me. From then on, I was one of Sayer’s greatest fans.

So, the highlight of my weekend at Shelsley Walsh was a joint interview by Philip (far right in this picture) with Sayer’s daughter, Mary.

When Sayer died in 1970, shortly before he turned 54, Mary was just 12, so her recollections of him are of the man rather than the well-known designer and aerodynamicist. It was interesting to hear her thoughts about him because it appears that, even at home, he was a prolific creator and very inventive. According to Mary, he was always working on something, and also made all of her toys. To find

out more about the him, and the depths of the man, was fascinating for me.

There’s little doubt that Sayer was undervalued at Jaguar by its founder, Sir William Lyons. Philip asked me if Sir William ever referred to him when we worked together on the XJ41 sports car project (my first attempt at a successor to a Malcolm Sayer design) in the early Eighties. I replied that as far as I could remember, Sir William didn’t refer to anything from the past, yet I didn’t find that dismissive of him; Lyons was always a forward-looking man.

What was really interesting to see and understand, though, was the impact that this event had on Mary.

To have so many E-types in one place was such a wonderful tribute to him, and she was very moved by his legacy – which was on show for the whole weekend.

The event really was a lovely experience and what I enjoyed most was to explain to Mary Sayer the impact that her father had had on the world, on Jaguar and, most of all, on me.

THE HIGHLIGHT OF MY WEEKEND AT SHELSLEY WALSH WAS A JOINT INTERVIEW

BY PHILIP WITH SAYER’S DAUGHTER, MARY

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 August 2021 \ Jaguar World | 23

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TRACK TEST

Fast and Furious In 2001, Jaguar’s Special Vehicle Operations revealed a pair of XKR 4.0 prototypes to show the potential future direction for the company and the car. With 400bhp, a manual gearbox and stiffened suspension, the XKR-R was a very different animal to the production model.

Two decades later, we give one of these special cars a rare outing at Lincolnshire’s Blyton Park

26 | Jaguar World / August 2021

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

August 2021 \ Jaguar World | 27

RACK TEST TRA XKR-R

A

S I exit The Ump, a fast but tricky chicane to get right, I bury the throttle.

Hard. Being in second gear, the 4.0-litre supercharged engine responds instantly, rewarding me with a sudden rush of acceleration.

I nervously keep my foot down entering the longer left-hand Lancaster corner, changing up to third as I do. I can feel the back end wanting to break away in spite of the fat tyres finding grip on the smooth asphalt, but I keep my foot planted as the corner unwinds and I enter a short straight.

Here, I change up to fourth. At this speed, the next series of corners – a fast left-right chicane – arrive quickly, but I don’t back off; every time I’d been around previously I’d only managed between 90mph and 95mph, but now I am determined to reach the magic ton.

The cabin fills with the deep roar of the V8. Keeping my nerve and accelerating, I rush past the first braking board, followed 28 | Jaguar World / August 2021

almost instantly by the second. At the third, I snatch a glimpse of the speedo and see – thankfully – the needle pointing to 100mph. I stamp on the pedal, the big discs slowing me down sufficiently to throw the car into the chicane. The XKR leans more than a heavy ship in a storm, but it makes it. With another even longer straight coming, I bury the throttle again, pushing the lever up to third.

An exhilarating experience. If you didn’t know, you might be surprised to learn I’m driving an XKR 4.0 coupe. Although fast, they traditionally lack the responsiveness to make them proper sports cars, although that’s exactly what Jaguar’s Special Vehicle Operations (SVO) did in 2000 to this XKR-R. It transformed the car into a pure performance machine, with 400bhp, a five-speed manual gearbox and beefed-up suspension, all without damaging the XKR’s grand tourer image.

To mark the 20th anniversary of the XKRR’s debut, I’m driving the sole example at Lincolnshire’s Blyton Park circuit.

In the early 2000s, Ford was keen on making Jaguar Britain’s answer to Porsche, with a range of high-performance cars that were credible rivals to those that Stuttgart was producing, and with an image to match. It started this process by buying the Stewart F1 team in 1999 and renaming it Jaguar. Next, it tasked the Browns Lanebased SVO department to develop a car that could become a test bed for potential future performance parts.

SVO was no stranger to developing special cars. Responsible for several of Jaguar’s previous concepts (including the beautiful X300-based Daimler Corsica convertible in 1996 and bonkers XK 180 two years later) the team was used to pushing the boundaries of what was possible. The model chosen was the XKR 4.0-litre coupe.

Mike Massey, SVO’s development manager, explained about the project in 2001, “From our earliest days under company founder Sir William Lyons, Jaguar cars have always been about the excitement of driving.”

This time, it wasn’t a simple case of modifying an existing car, but building one from the ground up using new, modified and custom-built parts. Not a single component escaped the team’s attention in the metamorphosis into what was later known as the XKR-R. SVO began by strengthening the shell of an X100-generation XKR and seamwelding the unibody. To enhance rigidity, a front suspension crossbeam was mounted to the underbody using aluminum bushings, rather than the standard rubber items. Finally, an eight-point roll-bar was installed in place of the rear seats.

The rear suspension was greatly altered, and featured custom Eibach springs with fully adjustable racing-type remote-reservoir shock absorbers specific to the vehicle, reducing the car ride height 30mm below standard. It used the same style of SVO-designed steering rack as the XK 180 concept, which gave a fast 2.2 turns lock-to-lock. Stopping power came courtesy of Jaguar’s Brembo-

sourced R-Performance brake calipers and cross-drilled rotors.

In perhaps the biggest change, SVO fitted an entire rear floor area from the S-TYPE, along with the saloon’s rear axle.

“Use of the S-TYPE axle allowed us a greater range of adjustment and tuning, keeping in mind the dual personality of the car,” explains Massey.

With twin carbon fibre air intakes, enlarged intercoolers and an increased supercharger, the power output of the 4.0-litre V8 increased from 370bhp to 400bhp, plus the same amount of torque.

And, for the first time in the XKR’s history, the car was fitted with a customised Tremec T-56 six-speed manual unit (resembling that found in the Dodge Viper and Chevrolet Corvette) instead of the standard five-speed Mercedes-Benz automatic gearbox. Paired with an AP Racing twin-plate clutch, the transmission was considered able to handle the XKR-R’s power and torque.

Designwise, the R-R differs from a standard model by its revised front bumper

and by wearing its own 20in BBS-sourced R-Performance wheels.

The result is a car with a unique and mouth-watering specification and a menacing appearance. “The XKR-R Performance Prototype was produced to show just how far we could go with the basic XKR architecture, with the addition of a few modifications,” continues Massey. “We aimed to build a road car – comfortable, August 2021 \ Jaguar World | 29

TRACK TEST XKR-R easy to live with and very drivable – that could acquit itself with the very best track cars. I think we’ve succeeded.”

SVO produced a pair of cars: a rough and ready development hack – registered X701 KRW – and a better-finished display model, X100 SVO, that also featured a small rear spoiler. As with most of SVO’s previous prototypes, both were fully finished, drivable machines.

In 2001, Jaguar allowed the press to sample the development hack. Declared Autocar in its 20 June 2001, issue, “It’s not quick in the [Mitsubishi] Evo ‘jump up and bite for two seconds then change a gear’ sense. It’s much more heroic than that.

“For the first half-a-second there’s a light pause, a moment of hesitation while the Kraken wipes the sleep from its eyes. Then, it just takes off.”

Then, there was praise from presenter and former F1 driver Tiff Needell as he put the car in a powerslide during a 2001 episode of BBC Top Gear, “This is the Jaguar of my dreams. The standard cars, with their soft suspension and automatic ’boxes, are too tame for me. This is my kind of animal.”

In November 2001, SVO 100X was on display at Las Vegas’ influential Specialty Equipment Market Association (SEMA).

There, it whet the appetite of everyone who saw it for what Jaguar might do next.

And that was…

Nothing. Whether it was the cost of further development or, more likely, the prototypes were too similar to the harder, more driverfocused DB7 GT produced by sister company Aston Martin, but the XKR-R – and the parts that made it special – were never taken forward. Following an appearance of SVO 100X in a 2003 episode of Top Gear, when it was compared to the Aston, the project was

30 | Jaguar World / August 2021

quietly forgotten. To this day, the R-R is rarely mentioned and is barely a footnote in the history of the X100 generation of XK. Thankfully, at least one example still exists as a reminder of what could have been.

Although the whereabouts of X701 KRM are unknown – the DVLA’s website says it hasn’t been taxed since 2003 so it has potentially been destroyed – the show car was gifted to the Jaguar Daimler Heritage Trust, where it could be preserved and protected.

Until, that is, I request to give it a track test.

The location for my drive is Lincolnshire’s Blyton Park, a tight, twisting, yet fast circuit a few miles from Gainsborough. It is, as with most British circuits, a former WW2 RAF base – RAF Blyton – and the views have changed little since its war days. Flat or featureless or not, it’s still the ideal place to test a one-of-a-kind supercar.

When Jaguar Heritage’s Steve Kinnell backs the XKR-R out of its covered trailer, I’m more excited than the time I met rally legend Stig Blomqvist. With available space in the Trust’s excellent Collection Centre, in Gaydon, at a premium, the big coupe is rarely displayed and I can’t remember the last time – if ever – I saw it.

This isn’t a car to disappoint, looking resplendent in Racing Green. Its lowered suspension, which allows the huge wheels to properly fill the arches, the simple fullwidth mesh grille and the absence of a nose badge give the car an angrier, more muscular appearance than a standard R, yet the X100’s beautiful and graceful lines remain.

The interior was mainly all new for the time, but gave glimpses of what was to come. The veneer, for example, is green

This is the Jaguar of my dreams

carbon fibre, a preview of the limitededition XKR Carbon Fibre of 2004, while the chrome rings around the dials are identical to those of the very last 4.2-S models from 2005. A roll cage takes the place of the rear bench, and tight, restrictive buckets – complete with fourpoint racing harnesses, while still beautifully trimmed in leather and suede – replace the usually wide and comfortable front seats.

Like a club bouncer wearing a hand-made Italian silk suit, it’s still a luxurious cabin, but one that clearly means business.

Another difference is the hydraulic handbrake, no doubt fitted to make it easier to slide, but which won’t allow the car to pass an MOT test – hence why I’m at Blyton. Yet, these aren’t the most noticeable differences. What really sets the car apart from a standard model is the tall, manual gearlever and the red engine cut-off switch located just behind the centre console.

Helmet on, harness clicked into place, I turn the key and the 4.0 V8 erupts into life with a roar. After putting the ’box into first and starting to slowly move toward Blyton’s track entrance, the small info screen in the speedo begins to continuously flash GEARBOX FAULT and INCORRECT PART FITTED. Nothing to worry about, just the result of SVO not changing the car’s ECU to recognise the manual transmission. As the circuit’s red light turns green and I squeeze the throttle for the first time, I hope to god the second one doesn’t mean me.

Holy smokes this thing is fast. With my internal organs being squeezed backwards, acceleration is instant, hard and uncompromising and just keeps coming.

Jaguar estimated that the R-R could reach 60mph in a mere 4.5 seconds, a similar time to the 5.0-litre F-TYPE P450 (which I tested for the December 2020 issue, p60), but it feels much more exciting than that.

Derestricted, the XKR-R can also reach 180mph, not that I’ll be doing that today.

I change up to second and then third in quick succession, the Tremec ’box, while being accurate, sadly lacking the short, sharp, throws of a genuine competition ’box. What really impresses me is the

August 2021 \ Jaguar World | 31

RACK A TEST TRA XKR-R

delivery of the endless power, the V8 being the smoothest and most eager to rev of any 4.0-litre I’ve ever driven. It’s refined, too. While the deep, gravelly note is no doubt louder than a standard car’s, the sports exhaust that SVO fitted lacks the ridiculous over-the-top theatrics of, for example, an F-TYPE 5.0 R. After negotiating The Ump, Lancaster and the perfectly named Wiggle Chicane, I floor it for another straight, the big car screaming out of the corner like a jet thundering off an aircraft carrier. The car again picks up a frightening pace, but, thankfully, the big Brembo brakes do a remarkable job of smoothly scrubbing off speed for the next tight left corner, Bishops, and then another, the fabulously named Bunga Bunga. If only F1 circuits had names like this, it would make Martin Brundle’s commentary even more exciting.

Next up is the trickiest part of the track: a fast right-left chicane – Port Froid – followed by a tight right corner, Ushers. The brakes, steering and gearbox might all be up the to job, but the car’s weight prohibits it from being a pure sports car. Although at 1,690kg (Autocar’s figure) it is around 30kg less than a standard XKR coupe, it’s still very heavy – leaving me heaving it through the bends in a bear-wrestling style. The traction control warning light also flashes, as it does out of most corners, the system fighting the car’s natural instinct to kick its tail out. A braver man would turn it off and have some rear action fun but, always aware of the car’s importance and, even 32 | Jaguar World / August 2021

more importantly, the fact that it’s not mine, I leave well alone.

After changing down to second to get through Ushers, I keep the ’box in the low gear for the following straight ready for the final corner, Twickers. Exiting perfectly allows me to carry huge amounts of speed and I again change up to third then fourth as I speed towards the first corner, a fast left-hand bend called Jochen, which feeds into The Ump. In reality, the engine has so much torque I could complete an entire lap in fourth or even fifth and still set a quick time. But, then, SVO might as well have stuck to the automatic.

Over the next few laps I begin to really understand what an amazing machine this is. Fast and easy to drive, but with a hardness lacking from the standard car. If SVO had managed to shave off another

200kg – which would have been easy to do; those racing seats are still electrically operated and there’s even air conditioning – it would have turned the coupe into an even more responsive sports car.

Although it’s a pity the project never went any further, the idea behind it clearly lived on, because the XKR-S GT, from 2013, is very much a direct descendent of the XKR-R. What I like most about the car is that, for all the extra speed, it’s still a perfectly built, cleverly designed and well-thought-out car, all of which help to retain the XK’s famed refinement yet make it much more exciting.

Despite what the XKR-R says, there isn’t an incorrect part anywhere on it. PW Thanks to: Jaguar Heritage Trust (www.jaguarheritage.com) and JEC Racing (www.jec.org.uk/racing)

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CLASSIC DRIVE

Lone star

TWR’s Eighties range of aftermarket performance updates for the XJ-S included a 6.0-litre V12 and a manual gearbox. Only one cabriolet had both, making it a fast, responsive and unique sports car. And we’ve driven it W O R D S & P H O T O G R A P H Y P A U L W A LT O N

36 | Jaguar World / August 2021

C

HERISH FOREVER what makes you unique, ’cuz you’re really a yawn if it goes,” said the actor and singer Bette Midler. That’s not a problem this 1986 XJ-S cabriolet will ever have. Said to be the only example fitted with both a 6.0-litre V12 and a fivespeed manual gearbox by TWR (under its Jaguar Sport range in the mid-Eighties), this unique and exciting example is less yawn and more brawn.

Because Jaguar had yet to cash in on its many successes in the European Touring Car and then World Sportscar Championship, the team in charge of both efforts, Tom Walkinsaw Racing, jumped in. So, when TWR started to offer a range of aftermarket parts for the company’s Jaguar Sport cars in the mid-Eighties, it linked them directly to the racing machines. Customers could choose items they wanted from a TWR list, which read like an automotive menu. The officially sanctioned R-branded cars that

evolved later (built by TWR, although the company that produced them, JaguarSport, was owned 50/50 by the racing team and Jaguar) came with a standard specification.

The media was impressed by the additions, finding they improved the XJ-S without detracting from its character. “If anyone asks, you can safely answer that, yes, racing cert rtainly does improve the breed, part in the case rticularly t of the TWR Jaguar XJ-S,” summarised Road & Trackk’s ’ review of a 6.0-litre coupe with a manual transmission in its August 1985 issue.

August 2021 \ Jaguar World | 37

CLASSIC DRIVE XJ-SC TWR 6.0 One customer who certainly thought the same was Ashley Turner. On Thursday, 9 January 1986, he walked into Hatfields, Sheffield’s Jaguar dealership, and ordered his new company car, an early example of the XJ-S V12 cabriolet in Steel Blue with Saville Grey leather and Isis Blue piping (the latter was a £58.60 option). An opulent choice, but then, he was the boss of H Turner & Son, a well-established wholesale newsagents and stationers located on the outskirts of the city. A V12 convertible was already a decadent choice for a company car, but Turner didn’t stop there.

Hatfields was also an agent for Jaguar Sport, so Turner specified several of TWR’s options, ticking almost every box on its extensive list. The original order sheet for the car says under accessories, “TWR fitments as per attached list (to be fitted in due course).” Turner never saw his XJ-S in its original form because it was dispatched straight from Browns Lane to TWR’s Kidlington facility, in Oxfordshire.

TWR’s involvement meant that the assembly of this particular car was even longer and more convoluted than normal.

All cabriolets started life as bare coupe shells that were transferred to Park Sheet Metal, in Coventry, to have their buttresses removed and new rear wing tops added, before returning to Castle Bromwich to be painted. Next, they went to Browns Lane to have the components fitted, continuing to Aston Martin Tickford, in Bedfordshire, for the targa roofs, then back for one last visit to Browns Lane for a final inspection. The

38 | Jaguar World / August 2021

whole process took weeks. Little wonder cabriolets were only built to order and that a mere 3,883 V12s and 1,130 3.6s were produced before the model was replaced by the full convertible in 1988. So, even though Turner ordered his XJ-S in January, the finished car was only registered on 7 May 1986, Turner settling Hatfields’ invoice for the work two days later.

According to the order list, the items he chose included the handsome 16in Speedline alloys, TWR’s lowered suspension kit, larger, vented discs all round, a revalved power-assisted steering pinion and TWR’s four-spoke branded steering wheel. However, what made the car really special then (and continues to do so now) was the fitment of TWR’s own 6.0-litre V12 and five-speed manual gearbox, the combination of which indicates that Turner must have been a true connoisseur of cars.

Minus the £700 that Hatfields deducted from the final amount for the original 5.3-litre, the conversion cost £23,554 (including VAT). Add that to the £27,568.50 that Turner paid for the car, and the resultant £51k was a huge sum of money in 1986, more than a new Ferrari Mondial 3.2 convertible. Clearly, Turner didn’t want an off-the-shelf model. Although an Italian four-seater is rare in these parts – a mere 57 right-hand-drive examples were produced – it’s not quite as rare as Turner’s Jaguar. But, then, few cars are.

In the thick, comprehensive history file, a handwritten note by him, dated 7 November 1989, says, “Spoke to Mr Baker @ TWR

August 2021 \ Jaguar World | 39

CLASSIC DRIVE XJ-SC TWR 6.0

Jaguar Sport. Only 25 manual 6 litre XJSs produced. C800 KWB was the only cabriolet.” Mr Baker – Chris Baker – was the after-sales manager for JaguarSport, and although he doesn’t remember the specific car or Turner’s request for information, he reckons it’s correct.

“I was the only Baker working at JaguarSport at Kidlington,” he confirms, “and the query posed by the customer would definitely have been forwarded to me for a response. Although I don’t specifically remember this one, I would always have done a thorough deep dive to help answer the customer’s query precisely. The company was quite small then, so I would have had easy access to all of the build records, so would like to think this is a verbatim script from our phone conversation.”

Ashley Turner clearly loved this car.

After buying it from H Turner & Son in June 2004 for his own personal collection of vehicles, he kept it for the next twoand-a-half decades. Although it was only a decade old by 1996, it must have been showing signs of wear because Ashley had the car restored by a Sheffield specialist.

That included a bare-metal respray, plus cutting away and replacing corroded metal around the wings and sills.

A quart rter of a century later and the car still looks great, the metallic blue paint having all the beauty of a Monet waterlily scene. The lowered suspension allows the

40 | Jaguar World / August 2021

Speedline alloys to fill the arches properly, giving the open Jaguar a more aggressive stance than the standard model. Yet, because Turner did not specify any of TWR’s body enhancements – which included a front air dam, lower side skirt rts and a tall rear-boot spoiler – the cabriolet’s handsome lines have been retained; it’s a discreet, clean-looking, under-the-radar supercar.

The Jaguar is now owned by marque enthusiast Chris Hanlon, who bought it from Ashley Turner in 2018, making him only the third registered keeper and its second owner. Luckily, Turner had had several other cars to choose from and, with old age creeping up on him, the blue car hadn’t been used for a decade.

Instead, it was kept in his garage, safely protecting its condition.

Turner also didn’t choose to tick the option to have the seat centres retrimmed with stitched panels of Scottish tweed, so, other than the fourspoke steering wheel, the front half of the interior is standard. However, he did specify TWR’s rear seat conversion at the same time as the body and mechanical enhancements. Offering little in the way

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CLASSIC DRIVE XJ-SC TWR 6.0

Th he car exiits th he corner wiith th he sa ame urgency y as a stabbed d rat

of leg room, they’re next to useless – plus, there are no rear seatbelts. Chris tells me that Turner used the rear seats to transport his briefcase, but I’m not sure how or why they were better than the carpet-trimmed shelf that the car would have had originally.

Like all the other XJ-Ss fitted with TWR’s 6.0 V12 that I’ve driven, the engine in this one has a deeper, throatier, roartier note compared to the famously refined 5.3. The extra 648cc was obtained from a special long-stroke crankshaft (78.5mm instead of 70mm). Aided by Zytek sequential injection, a digital ignition system and modified cold air intakes, power was lifted from the 5.3’s 291bhp to 318bhp. Turner’s 1989 note also says that Chris Baker reckoned the engine in his car had the highest output – 331bhp – of all the 6.0-litre cars up to that point.

Even though a standard XJ-SC V12 weighs 1,784kg, it doesn’t take much to get the big car moving. Acceleration arrives quickly and smoothly, obviously aided by the ZF-sourced 42 | Jaguar World / August 2021

five-speed manual that replaced the threespeed GM 400 automatic transmission, which previously came as standard. Because JaguarSport dropped the manual option in 1988 due to a lack of orders, only a tiny handful of cars of any flavour were fitted with TWR’s five-speed ’box.

The ’box, being reasonably accurate and precise, doesn’t like to be rushed, though, and the physical throws between each gear seem longer than the car itself. The gearing gives me complete control of the V12’s mammoth amounts of torque, adding to an already engaging driving experience.

When I approach a bend, I blip the throttle before changing down to third, perfectly balance the power through the corner, then bury my foot at the apex – the car exits the corner with the same urgency as a stabbed rat before I reach for fourth.

These higher cornering speeds are supported by the lowered, stiffened suspension that limits body roll, plus the

stiffer power steering rack pinion, which gives a little more feel through the wheel.

It’s not a sports car in an E- or F-TYPE sense of the word, but it’s certainly sprightlier than a standard XJ-S V12.

It’s been several years since I’ve been able to drive an XJ-S in such an aggressive manner (an ETCC touring car at the Goodwood Festival of Speed), but while the latter is a genuine competition machine that is dark, cramped and claustrophobic inside, the XJ-S cabriolet, with its roof panels stored in the boot and the rear hood section lowered, is as refined, open and airy as any other convertible Jaguar.

Thanks to its discreet good looks, high speed and improved handling, Ashley Turner’s former 6.0-litre cabriolet would feel special even if there were hundreds of similar examples. But the five-speed-transmission in this car makes it undeniably more so. PW Thanks to: Owner Chris Hanlon

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09/18

MODIFIED

Modern driver It’s far from original, but do the subtle modifications on this 1965 Mk 2 make it more of a driver’s car?

We get behind the wheel to find out WO R D S & PH OTO G R A P H Y RO B H AW KI NS

E

VERY TIME this car comes back to us to sell, something has been added to it,” remarks Jack Pearson, Classic & Sportscar Centre’s quality control technician, as he nods towards to the wood-rimmed E-type steering wheel when we get into the 1965 Jaguar Mk 2. He prefers the standard wheel (which is stored in the boot), and explains that he finds the polished wood wheel is difficult to grip under hard cornering. There’s also an added control box from EZ Steering below the driver’s side of the dashboard, but, unfortunately, that has just stopped working, so the steering remains standard and non-assisted for now.

44 | Jaguar World / August 2021

As we head out to find some tight, quiet corners in the country lanes for action photography, Jack drives with a familiarity that enables him to accelerate with enthusiasm and corner with confidence.

The original 2.4-litre XK engine is long gone, having been changed in the Nineties for a larger 3.4. The first engine was, perhaps, used elsewhere because the history file shows that it was looked after (there are ten stamps in the service book) and its first owner clocked up 75,000 miles in the 22 years she owned it.

From 1987, the second owner seemingly persevered with the 2.4-litre engine, but eventually swapped it for the more powerful and larger XK, which is nearly 30 percent

August 2021 \ Jaguar World | 45

MODIFIED MK 2 quicker – it covers the 0-60mph dash in 12 seconds, compared to just over 17.

The switch to a larger engine and a diff’ ratio that is more suitable for cruising seems to have been the right decision for its second owner, because the Mk 2 covered some 27,000 miles up until 2012, taking part in numerous JEC events and touring through Europe.

Jack shows me that the Mk 2 comes with an overdrive stalk switch to lower the revs in fourth gear. Approaching a bend, he flicks the overdrive switch off rather than change down a gear and the engine revs rise, enabling him to corner, then accelerate eagerly out of it. The Mk 2 still exhibits plenty of body roll under hard cornering, accompanied by an occasional knock or clunk from the suspension – nothing disturbing, but the entertainment value is priceless.

Under the skin, there’s a standard suspension set-up comprising a live axle with leaf springs, telescopic dampers, upper link arms and a Panhard rod at the rear.

At the front, there are upper and lower wishbones with a shock absorber inside a coil spring sat on the lower wishbone.

Reducing the bodyroll to modern standards would inevitably mean stiffening the suspension, which risks makingg the car skittish. At present, its handlin ng seems to

46 | Jaguar World / August 2021

be predictable and along with the 185x15 Michelin XVS radial tyres, the car goes where you want it to with seemingly little or no complaints.

Now Jack hands me the keys. Reaching for the adjustable non-inertia reel seatbelt, I discover I’m roughly the same size as Jack and it doesn’t need adjusting. Although provision for fitting optional extra front seatbelts was included in production from 1962, they didn’t become compulsory in production cars until 1965.

Turning the dashboard-mounted ignition key clockwise, I hear the electric fuel pump ticking away somewhere behind my ears and, after a stab of the push-button starter, the XK engine fires into life. This Mk 2 has undergone a negative earth conversion; positive earth was standard until the end of production in 1969.

Checking over the Smiths instruments, there’s adequate oil pressure, the coolant temperature isn’t too hot and there’s fuel in the tank, but there is a red light for the brake warning – the handbrake, near my right leg, is on. After operating the left stalk switch, I can hear a faint ticking noise from the flaasher unitt, which means the other stalk must be for overd drive.

Fortunately, this Mk 2 has the later Jaguar manual gearbox, which h was introduced after

Interior has been n overhauled with grey leather upholstery, new carpets and door cards

MODIFIED MK 2

Wire wheels were recently fitted and match the bodywork’s Indigo Blue paintwork

Centre panel of gauges are surprisingly straightforward to monitor when driving

E-type wood-rimmed steering wheel has recently been fitted

Picnic tables provide enough space for a glass of wine and a sandwich

September 1965 to replace the older Moss gearbox that was lacking synchromesh in first gear. It’s a noticeably smooth gearbox to operate, whether it’s changing up and down or selecting first and reverse.

The brakes have recently been overhauled and consist of servo-assisted standard discs and Dunlop two-pot calipers all round.

There’s a little pedal travel under braking,

which I prefer to it being too firm and wooden, but the braking performance seems inadequate, especially compared to today’s cars, and I’m surprised that previous updates haven’t included a four-pot upgrade at the front to improve the responsiveness.

I try stamping harder on the brakes to see if I can change my mind, but, while they do the job of slowing the Mk 2, they don’t

exactly fill me with confidence should I need to conduct an emergency stop. These early Dunlop systems must have been a leap in braking performance during the Sixties, but brakes have moved on, and can, thankfully, be improved upon – even my Seventies VW campervan, which has a servo-assisted disc/ drum set-up, is noticeably more responsive.

Although not a problem on the move, I find the steering heavy at slow speeds as I manoeuvre the Mk 2 back and forth for still photography; EZ Steering assistance, which consists of a speed-sensitive electricpowered steering column, will definitely improve matters.

Needing to move the car quite a lot to different photo locations to work around the moving sun, I’m aware that the engine is getting hot. I’m conscious, too, of either flooding the engine or the opposite, fuel evaporation, so decide to open the bonnet to allow the engine to cool down.

The locking mechanism is released by a pull handle inside the passenger footwell, and, as I squeeze my fingers underneath the front of the bonnet, I can already feel the heat. Opening the bonnet is like opening an oven door – the heat hits me full on.

Luckily, the bonnet stays up on its own cantilever hinges, so I quickly step away.

Half an hour later and I’m back on the road.

The engine has cooled down sufficiently and oil pressure is back up to around 50psi. There is a red light above a slider control – labelled cold, hot and run – which is for the old August 2021 \ Jaguar World | 47

MODIFIED MK 2 manual choke system fitted to 2.4 engines.

The slider has been switched to Run, so I push it down a little and the light goes out.

Confident the engine is sufficiently warm, I push on harder and the acceleration is impressive. After a glance at the rev-counter when I think I should be changing up a gear, I discover I’m only at 3,000rpm. A straight-six such as the XK engine is more about torque than high revs and bhp, so I move up the gears and the fun starts again. Once into third gear, I don’t need much time to wait until the speedo is hovering around 60mph, but then a large truck appears approaching in the opposite direction. Time to rely on those brakes. They scrub off speed and I stop to let the truck through – I’m conscious of the fact that this Mk 2 has a price tag of five quid short of £48k.

Original 2.4-litre XK was replaced with a 3.4 during the early Nineties

48 | Jaguar World / August 2021

Respray in 2012 retained original Indigo Blue exterior and involved the removal of the doors, bonnet and bootlid

On the plus side, stopping offers the opportunity to accelerate back up to 60mph once more and then make use of overdrive. Jack’s technique of switching it off before a corner works a treat. The change down, dropping into third, is not quite as quick as flicking the overdrive switch. It’s not hard to

see why this Mk 2 was used so many times on European tours.

The car’s history file contains photographs dating back to 2012 that show it was resprayed in its original Indigo Blue, with the front end being stripped to bare metal and the doors, bonnet and bootlid being removed. Three years later, this Mk 2 was sold to its third owner and receipts in the history file show that some £25,000 has been spent in the last four years on overhauling or upgrading the interior, brakes, suspension and steering, along with fitting painted wire wheels with knock-on spinners and Coombs wheelarch spats at the rear.

As I return to C&SC’s workshops, I reflect on whether I’d want to invest in – and use – such a car. There’s no denying it’s a better car th han th he stand dard d 2.4 it once was, and d, because it has no special history, why nott? The upgrades are tasteful, helping to shakee its old man’s car image while also avoidingg the bank robber cliches. If itt were mine, I’d d add four-pot calipers to thee mods list, but it has definitely been built to a level that allo ows it to be driven among mo odernday trafffic and for long distances. RH

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12/18

MODIFIED

JOY OF SIX odern six-speed auto omatic gearbox Motor Legendss has developed a mo conversion for Jaguar’s V12 and XK K engines that resultss in a harder and more responsive drive. We experience the transmission in the first car to be fiitted with it, a 1971 E-type Series 3 fixedh head coupe W O R D S & P H O T O G R A P H Y P A U L W A LT O N

50 | Jaguar World / August 2021

N

O CAR is perfect, even – whisper it – the E-type.

This is especcially true of the Series 3 when it was fitted with an automatic gearbox, the three-speed BorgWarner transmission that reduced the power, torque and drivability of Jaguar’s fam med V12. Kentbased classic car specialistt Motor Legends was determined to chang ge this, and has developed a six-sspeed automatic gearbox conversion for the 5.3-litrre, fitting it first to a fixedhead coupee it has recently restored. With improved speed and torque, the result should be perfect.

August 2021 \ Jaguar World | 51

MODIFIED E-TYPE V12 SIX-SPEED AUTO A Jaguar sports car with an automatic transmission wasn’t a new idea at the time the E-type Series 3 was revealed in 1971, having first been offered as an option with the XK 140 from 1956 and then again for the XK 150 drophead and fixedhead coupes. Supplied by the American company BorgWarner, it clearly showed which market Jaguar had in its sights for its automatic transmission cars.

It wasn’t until 1966, and the introduction of the 2+2 coupe, that the automatic became an option for the E-type, when the car’s longer wheelbase allowed room for the BorgWarner Model 8 transmission.

Although it only had three speeds, it suited the 4.2-litre XK engine’s torquey character, and didn’t hinder performance too much.

From the outset, the BorgWarner Model 12 was an option for the Series 3 V12 model, available with both the coupe and, for the first time in the E-type’s history, the open car, made possible because the roadster used the same extended chassis as the 2+2.

However, due to the slower-revving, lazier nature of the V12 compared to the higher-revving XK unit, the ’box turned the final generation of E-type into more of a grand tourer than the earlier models, a transition that culminated in the luxurious and mainly automatic-only XJ-S in 1975.

The E-type V12/BorgWarner combination was never particularly popular – of the 15,292 Series 3s produced, only a handful had the automatic gearbox – and it is still considered by many to be massively underwhelming, including Keith Perkins.

A keen pilot, Keith built up an incredible collection of vintage aircraft, including

52 | Jaguar World / August 2021

two Supermarine Spitfires that form the basis of Aero Legends, the UK’s largest vintage aviation passenger flight experience business. He is a keen Jaguar enthusiast also, and in 2017 created a sister company, Motor Legends, to restore, prepare and modify classic cars. And that includes his own.

While visiting New Zealand in 2018, Keith discovered a 1971 E-type fixedhead coupe automatic with 70k miles from new that had suffered from a minor accident 30 years before and had been laid up in a barn ever since. Keith had it brought back to the UK and recommissioned by Motor Legends in 2020 for his personal use. But, says the company’s general manager, Andrew Parkinson, a former Lynx man who worked on the Eventer among many others, “It was a lovely car spoilt by a horrible gearbox, especially compared to the smooth eightspeed unit in Keith’s XF Sportbrake 2.2.”

That was the original catalyst for the project.

The car lunges forward, the V12 feeling even hungrier, revving all the way to 5,800rpm before it changes up in a mere 0.2 of a second (otherwise known as ‘blinking speed’)

MODIFIED E-TYPE V12 SIX-SPEED AUTO

“That’s when we realised we could improve the car by sorting its weakest point – combining a lovely modern gearbox with the V12,” Andrew tells me. Unable to source a modern ’box conversion for the V12, it soon became clear they’d have to develop one themselves. “We looked long and hard, but couldn’t find anything suitable.”

After investigating several options, Keith and Andrew eventually chose Ford’s version of the ZF 6HP, a six-speed transmission found in a variety of vehicles, including the 2.3-litre turbo Mustang. There were several reasons for choosing this. Firstly, the specification of the torque converter suits the torque spread of the V12. “If you look at the power and torque curve of each engine they’re actually very similar, meaning we didn’t need to mess around using different torque converters.”

Secondly, the original ZF-produced ’box has an internal controller that communicates directly with the engine’s ECU, which wasn’t applicable here since the

V12 obviously didn’t have one. With Ford’s version (which is made under licence), the controller is separate, allowing Motor Legends to add an ECU to the car uploaded with its own software to govern the sixspeed gearbox.

And finally, with the ’box rated to 750bhp, “We could fit it to a supercharged Lister 7.0-litre V12 and still be in the parameters of what the six-speed can handle. We can change the hydraulic pressures to suit the horsepower of any engine,” says Andrew.

It would be all for nothing, though, if the ’box didn’t physically fit into the E-type. With the engine and standard BorgWarner gearbox removed, together with the front frames that needed replacing anyway, the V12 and six-speed transmission (joined together by a bespoke bell housing adapter plate) slipped surprisingly easily into place. “We kept thinking how big it looked,” admits Andrew with a laugh, “yet it’s amazing how it almost fitted.” Only the gearbox’s extra width stopped it from being the perfect installation.

August 2021 \ Jaguar World | 53

MODIFIED E-TYPE V12 SIX-SPEED AUTO

Motor Legend’s six-spee ed automatic togethe er with a Jaguar V12

For the amend dmentts, Gord don n Russell, also ex-Lynx and a respected E-type specialist now running the Motor Leggends bodyshop, designed and engineered the minimal changes required to the bodyyshell.

“My brief was to keep the car looking original inside without disrupting the centre console,” he tells me. “Essentiaally, I had to taper the gearbox tunnel outw wards at the back.”

Gordon then designed a way to rem move the cross member to make way for a new gearbox mounting and then build thee strength back into it.

54 | Jaguar World / August 2021

When I see the white E-typee coupe parked inside Motor Legeends’ hangar, looking resp plendent thanks to a recent resprayy, the car appears almost as it would havee done when it left Browns Lane d, acccord hat 50 years ago. And ding to Keiith h, th continues underneatth. “If you see the car on the ramp it looks factory. It’s not some home bodge,” he sayys with more than a little satisfaction abo out the conversion.

The onlly ph hysiicaal differences are the Gunmetal Grey wirre wheels from an Aston Martin DB6 that Keeith fitted. Although the same diameter as the standard rims, a slightly wider offset gives the normallyy genteel Series 3 more of an aggreessive stance.

Because Andrew w was able to keep the Jaguar’s original T-bar-topped shifter, the interior is also larggely standard. It would take the most critiical and eagle-eyed of concours judges to o spot the slightly wider, but still perffectlly trimmed, gearbox tunnel.

Andrew sits alon ngside me, his laptop plugged into the car’s ECU port (neatly

hidden behind the passenger side front fascia) so he can feed me technical information as we drive. I start the engine, and the big V12 soon settles down to its familiar quiet hum.

After pulling the lever down to drive and squeeziing th he th hrottlle I can immed diatelly feel the difference. While the kindest way to describe a standard BorgWarner automattic ’box with a mere three gears is ‘sluggish h’ (the space between its gearing being to oo long and the changes too early to make it a proper sports car), Motor Legends’ six-speed gearbox allows the V12 to rev much higher before changing, from its normal 3,,600rp pm to a hitherto unknown 5,500rpm, resulting in harder, more peerformance-focused acceleration.

The Fo ord-sourced ’box is also sharper and more insstant than the BorgWarner; according to the teelemetry on Andrew’s screen, changes take a litttle under half a second. It’s also not as dimwiitted as the standard transmission, which caan never decide which of its three gears it wants to be in. With double the

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MODIFIED E-TYPE V12 SIX-SPEED AUTO

amount, whether it’s changing up or kicking down, the Ford transmission always chooses the most appropriate one.

Andrew directs me onto a dual carriageway, where the ’box soon locks into a high gear and stays there. At 70mph, the rpm is reduced from 3,000 to 1,900 so the V12 sounds and feels less strained than an engine mated to the three-speeder, making the Motor Legends’ transmission ideal for long-distance touring.

The gearbox has another trick up its virtual sleeve, too: the ECU in Keith’s car has a second, sportier setting (or ‘map’).

As we are now on a faster, swooping road, Andrew engages it with a couple of keyboard taps (he plans for customer cars to have a discreet button sourced from the XJ40 and positioned behind the gearlever) and the car lunges forward, the V12 feeling even hungrier, revving all the way to 5,800rpm before it changes up in a mere 0.2 of a second (otherwise known as ‘blinking speed’). It’s apparent that the E-type suffers from more jolts when in sport mode, the result of its flimsy frame construction being shaken by the hard and 56 | Jaguar World / August 2021

fast changes, but the way the ’box accesses a bigger amount of the engine’s torque more than makes up for it. Besides, this is Andrew’s own setting – each of the four maps that the ECU can accommodate will be tailored to the customer’s requirements.

Thanks to the surprisingly high-revving nature of the V12 when married to the six-speeder and the time in which the ‘box changes in either direction, plus the E-type’s perfectly neutral handling – not affected by the new transmission – I’m able to balance the throttle through a corner before giving it the beans, when the ’box kicks instantly down as I exit the bend. It’s a very modern experience, despite this car being 50 years old, and I jokingly tell Andrew that all it needs to turn the E-type V12 into even more of a driver’s car are steering-wheel-mounted paddles, similar to an F-TYPE’s. He replies that with the right software it would be possible, although we both agree a modern wheel would ruin the aesthetics of the car’s classic dashboard.

Motor Legend’s six-speed transmission has been developed so that it can fit into any

V12 Jaguar (Andrew and Keith are currently road testing an XJ-S version, which I can’t wait to try) or any car with the XK straightsix, from the earliest XK 120 to the latest Series 3. Motor Legends can even convert a manual car to the six-speed automatic – although this obviously impacts on the price.

Ah yes, the money. You could buy an entire XKR 4.2-litre and not just its sixspeed ’box for the £11,995 (plus VAT) that the basic conversion costs – which includes the reconditioned ’box fitted at Motor Legends’ Kent workshop and widening and retrimming the gearbox tunnel – but that misses the point of the project.

Whether you drive any variety of six or 12 cylinder classic Jaguar and want to release more of your car’s potential while keeping its looks relatively standard, Motor Legends’ six-speed transmission conversion really is, well, perfect. PW Thanks to: Keith Perkins & Andrew Parkinson of Motor Legends (www.motorlegends.co.uk/ +44 (0) 1622 673 404)

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60 | Jaguar World / August 2021

TWIN TEST

Long time coming Both of these archetypal Eighties executives began their lives well before they went into production, one a joint venture with rivals, the other as a last stand at independence. With the Alfa Romeo 164 and Jaguar XJ40, they’re both cars you buy with your heart over your head, one more so than the other

WORDS CRAIG CHEETHAM P H O T O G R A P H Y P A U L W A LT O N

August 2021 \ Jaguar World | 61

TWIN W TEST TW XJ40 vs 164

HE BEST things come to those who wait – or at least that’s how the saying goes. Sometimes, they don’t come at all, which was exactly the case for Jaguar during its period of British Leyland ownership and the drawn-out replacement for the XJ6. It took 14 years and a release from Leyland ownership to finally get the XJ40 from the drawing board to the showroom, or about six times the usual length of time for a new car’s development. The Alfa Romeo 164, by contrast, was ‘only’ a decade in gestation, which was still a woefully long time to wait compared with the norm. Yet, when both of these cars appeared, they were the most soulful and characterful of all the executive cars of the late Eighties and early Nineties – so, perhaps the old adage rings true after all?

In Jaguar’s case, there was a will to replace the XJ6 much sooner. The original plan for what would ultimately become the XJ40 was put into place in 1972, and by 1973 there were even design concepts floating around that were incredibly similar to the car that the new model would ultimately become. But, with no money in BL’s coffers and the need to improve volume models such as the Morris Marina and Austin Allegro first and foremost, the Jaguar was constantly put on a backburner.

It’s astonishing to think that the XJ40 was the last Jaguar to see a substantial level of involvement from the company’s founder, Sir William Lyons, or that it was originally signed off by Lofty England during his tenure as Jaguar chairman; by the time it appeared in 1986, Jaguar had seen unprecedented changes – a tumultuous period of Leyland

T

62 | Jaguar World / August 2021

ownership had seen the E-type replaced (by the bulkier, non-convertible XJ-S) and the XJ saloon put through two revisions, but left largely mechanically untouched to leave it (especially near the end) woefully out of date.

It took a return to independence after Michael Edwardes’ sell-off of Leyland’s non-essential businesses for Jaguar to finally crack on with the car and develop its AJ6 engine, something that the new Jaguar chairman, (Sir) John Egan, pushed through

more rapidly than BL would sign-off a new door mirror. From 1984 to 1986, the XJ40 went from being passed around as an engineering concept (but rarely developed further) to being the most technologically advanced production Jaguar ever.

Meanwhile, in Italy, conversations between Fiat and SAAB began in 1978.

Both companies needed a new executive saloon and neither wanted to foot the development costs of such a car alone.

For SAAB, a bigger car to sit alongside the 900 was essential for it to maintain its independence. For Fiat, the Swedish firm’s reputation was hugely desirable – it built cars that were renowned for their enduring quality, and, at the time, Fiat and its additional brand, Lancia, had an unenviable reputation for corrosion and flaky build quality. The Fiat Argenta and Lancia Gamma were struggling to achieve volume sales in Italy, let alone in export markets.

Similarly, the Italian Government-owned

The XJ40 is more refined in its appearance Alfa-Romeo was struggling with its own build-quality issues and diminishing sales.

The top-of-the-line Alfa 6 was hopelessly dated and a commercial flop. Alfa-Romeo needed a new range-topper and didn’t want to spend a lot on development. The Milanese marque’s entire range was ripe for modernisation, and plans to work with (and part-fund) Fiat on the new project were in place long before Alfa Romeo actually became part of the Fiat stable in 1986.

The ‘Type Four’ programme was agreed in 1979, along with a short-lived plan to sell the Lancia Delta as the Saab 600 in Scandinavian markets. Under the

programme, the Fiat Croma, Lancia Thema, Saab 9000 and Alfa Romeo 164 would all share the same platform, floorpan, rear suspension, electrical architecture, heater controls and four-speed ZF automatic transmission, where specified. But, they would also maintain independence in terms of body styling and engine options, other than a midsection that needed to be the same thanks to the floorpan layout.

Though designed while still independent of Fiat, the Alfa Romeo 164 was released after the takeover and was the last to appear, previewed in 1987 but not put on sale until 1988, or 1989 in the UK. The

164 would prove to be the most individual of the group with its own unique, stylish Pininfarina body, as well as bespoke front steering and suspension.

It would also be a huge diversion for Alfa – its first large, front-wheel-drive car, with a fully galvanised body and a choice of four-cylinder or V6 engines, the latter of which sits closest to the XJ40 in terms of its appeal.

The 164 was marketed as the Alfa you could buy with your head as much as your heart – something that was believable in the late Eighties thanks to its galvanised body and much-improved build quality, but

August 2021 \ Jaguar World | 63

TWIN W TEST TW XJ40 vs 164

far less so now that the 164 is both rarer and a lot more fragile.

By contrast, the Jaguar is a much more sensible proposition, more so now than it was when it first launched underdeveloped, rust-prone and electrically temperamental.

The early XJ40 was as risky as any Italian car for those traits, but, by the time it went out of production, these had all been fixed.

64 | Jaguar World / August 2021

Which brings us neatly to the two cars we have here. A 1994 XJ40 4.0 S runout model and a 1996 164 3.0 24v V6, also from very late in the car’s lifecycle, meaning both were as well-developed as they could hope to be.

But, which is the one that makes the most sense and truly stirs the soul?

If there was one thing that was a common theme in Eighties car styling it was

boxiness. And both of these cars exhibit the styling of the era in their own unique way.

Starting with the Alfa, it has an undeniable slab-sidedness to it, with lots of square edges, rectangles and trapeziums in its styling. The body was the work of Pininfarina, and it’s arguably the bestlooking of the Type Four saloons. For while it has lots of flat edges, the one thing the 164 most certainly achieves is handsomeness. It’s a great-looking car, with a purposeful wedge-shaped profile, pointed nose and kicked-up rear, the signature of which is a single reflective strip connecting both taillights.

There hadn’t been a car like it before, or since, and it looks amazing as presented here, in Alfa Romeo Racing Red with factory side skirts and ‘telephone dial’ alloy wheels.

The XJ40, by contrast, is much more refined and mature in its appearance. The car did away with the sinewy curves and peaked headlamps of early XJ models, bringing in the squarer front and rear end that defined its era; but, in profile, it was still unmistakably an XJ6, with the same dropaway rear end, curved screen and long, low bonnet that had always defined the model.

Two things are obvious here. First, that both are cars designed initially for the Eighties, and second, that they’re two of

TWIN TEST XJ40 vs 164

quality of some of the interior plastics would be much more at home on a Fiat Uno than inside an executive car of this calibre. But then, Italian cars are all about the driving…

And it’s on the road where the Alfa really comes into its own. Yes, it may be a whole litre smaller in terms of overall engine capacity, but, with 229bhp, the V6 Cloverleaf model here is only 6bhp behind the 4.0-litre Jaguar straight-six. It sounds amazing, too, with a guttural exhaust note that rises to a howling crescendo as you open it up. the best-looking cars of their era. Both still look truly fabulous today.

When it comes to the cabin, though, there can only be one winner. Both are stylish inside, yet while each of these cars is comfortable and well-equipped, the Alfa Romeo cannot match the Jaguar’s sense of occasion. Like every XJ6, simply climbing into the XJ40 brings with it a feeling of accomplishment. You have to physically step in over a deep sill before lowering yourself into the ample leather seats. The dash is a huge slab of veneered wood, punctuated by a wide centre console. You sit a fair width away from your passenger, with the gear selector, radio and ‘ski slope’ between you.

It’s a grand experience and quite regal, in a manner unique to British luxury models.

That’s not to say the Alfa doesn’t have its own appeal, of course. The cabin is taller and narrower than that of the Jaguar and the driving position is uniquely offset – something you notice more in a manual transmission example, such as this one. The fluted leather seats are really comfortable, but while the dashboard is stylish it’s also an ergonomic nightmare. Trying to work out the heater controls while on the move requires the kind of mental dexterity that most people don’t have, and while the slatted and slanted air vents look cool, the

Then, there’s the steering. No executive car should have this sharp a turn-in, nor such precision on a twisty road. It goes exactly where you steer it, instantly and without delay. And it lets you know exactly where it’s going. For Alfa Romeo, enthusiastic drivers are and always have been the core of its customer base and that shows in the way the 164 behaves.

There’s no over-assisted effort-free steering or comfort suspension here, just pure dynamic focus. It’s a terrific car, impossible not to enjoy and difficult to not drive the nuts off every time you get behind the wheel.

In many ways, the XJ40 is its polar opposite. Sure, it handles beautifully in the way that all Jaguar saloons do, but it does so in a much more serene and mature manner. It’s much softer, more detached, yet always reassuring. It’s as if the XJ40 was developed with more than just enjoyment at its core, as it’s a far more refined and cosseting experience as a result. As an allrounder, it’s fabulous – but then that was always the XJ’s trump card. The ability to move along with both alacrity and grace while never feeling less than safe is what it does best, and this 4.0-litre model does so with appropriate gusto – albeit not as urgently as the Alfa.

The XJ40 is a fine car to drive. But it’s the Alfa that’s by far the most engaging.

It’s on the road where the Alfa comes into its own

August 2021 \ Jaguar World | 65

TWIN TEST XJ40 vs 164

So which of these two executive expresses is the better choice? In simple , ’ more lush far more of an all-rounder and a lot more comfortable. o n

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Thanks to: Chris Benefer (XJ40), Haydn Walker (164) and Chris Cousins from Club Alfa UK (www.clubalfa.co.uk)

66 | Jaguar World / August 2021

1994 XJ6 4.0 S .

CC

Engine 3,980cc 24v in-line six Power 235bhp Torque 285lb ft 0-60mph 7.1secs Top speed 138mph Transmission 4-spd auto Economy 19mpg Price new £30,300 Value now £5k-£15k

1996 164 3.0 24v Cloverleaf Engine 2,959cc 24v V6 Power 229bhp Torque 204lb ft 0-60mph 7.5secs Top speed 143mph Transmission 5-spd man Economy 25mpg Price new £29,380 Value now £5k-£15k

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HISTORY

Ocean’s 12 This incredibly low-mileage Series 3 XJ12 spent most of its life in storage while its owner was at sea. We investigate how it came to end up in a warehouse in Southampton

B

ACK IN 2002, NNG 484V was ferrying Scott Beadle back from visiting his wife, children and parents in Oxfordshire when it started to misfire. The problem was never diagnosed.

Beadle had a young family at the time and was on his way back to Southampton, where he was based as a full-time yacht skipper in charge of a boat called Bluebird.

68 | Jaguar World / August 2021

The yacht belonged to art dealer Martin Summers, a man who was extremely wellknown in the European art market in the Eighties and Nineties, and Beadle was the captain of his ship.

The boat itself had a history even more fascinating than this car. It was supplied new in 1935 to Sir Malcolm Campbell, hence the Bluebird name, but its true moment in history came in 1940 when

Bluebird was one of the ‘little ships’ involved in ferrying British troops into (and back out of) Dunkirk during the famous landings, which became a seminal point in the turning of tides during World War Two. The boat entered preservation in the Sixties, and in 1980 it was acquired by Summers. Summers had found his way into the art market 20 years previously, having studied as a fine arts student at the Royal

College of Arts (RCA). Summers left the RCA and became a well-known hedonist in the late Sixties – his house parties are as wellknown as his fondness for a Cezanne or a Monet, with which he found his feet (and his fortune) in the booming London art market.

He bought Bluebird partly because he was a keen sailor, but also for the boat’s Campbell/WW2 history, and appointed a full-time skipper to look after it for him. The

skipper was Scott Beadle, an art appreciator and friend of his, who had previously skippered yachts and clippers around the globe for various well-heeled clients.

In 1990, his skipper celebrated a milestone birthday and, to commemorate it, Summers bought him a gift. The gift in question was a ten-year-old XJ12, which was offered in the Sotheby’s sale at Duxford Air Museum, Cambridge, with just 1,760 miles on the

clock. In return, Beadle wrote Summers a book all about the boat’s history. There’s a copy in the glovebox of this car.

At the time, Beadle, his wife and two children lived with his parents, and because he spent most of his time at sea, he relished his shore time by using the XJ12 to visit his family at their home in Oxfordshire.

He didn’t own a car before the Jaguar because he didn’t feel the need, being out August 2021 \ Jaguar World | 69

HISTORY XJ12 SERIES 3

When Beadle was at sea, the XJ12 was stored in a warehouse in Southampton, the battery disconnected

of the country for ten months a year. But receiving the Series 3 as a gift gave him the transport he needed to easily go to see his kin. When Beadle was at sea, the XJ12 was stored in a warehouse in Southampton, the battery disconnected and then reconnected whenever he was back home. A local mechanic looked after it and ensured it was always MOT tested.

Over the next 12 years, Beadle took the mileage up to just over 19,000 in total, when the car was taken off the road due to a mechanical issue. With a busy work and 70 | Jaguar World / August 2021

family life, he never got around to getting it fixed, and bought a modern car to use when he was back onshore.

For the next 16 years it stayed in a storage unit in Southampton, gathering dust, mouse droppings and neglect. But, in late 2018, it was discovered by a serial classic car enthusiast in Kent, Steve Hanley, who specialises in bringing forgotten cars back to life.

Not wanting to take much away from the car’s originality, Steve took the decision to have the outer bodywork resprayed (the original metallic Chestnut Brown paint had deteriorated in storage), but otherwise not touch the surprisingly solid body. There’s some surface rust on the floor pans and also at the top of one B-pillar inside the door shut, but it’s remarkably straight all over.

As for the interior, a good clean and a new passenger side floor carpet (mice had eaten the original) were all that was required. It’s not perfect, but the patina is beautiful. It smells and feels like a 41-yearold XJ should – old and slightly careworn, but completely serviceable. Even the chrome is original. There’s a smattering of pitting and corrosion all over it, but, as Steve says, at what point does restoration take precedence over originality? Apart from a coat of paint and some (sensible) new tyres, this is a genuine 1980 XJ12 in otherwise untouched condition.

In terms of its mechanical condition, with just under 20k on the clock at the time it was recommissioned, the XJ12 was barely run in.

But long-term storage doesn’t always help a

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HISTORY XJ12 SERIES 3 car, and, once Steve got it running, it became apparent that there were some issues to sort out, not least the uneven running that had caused Scott Beadle to park it up in the first place. That was suspected to be a dodgy distributor cap and would have been a very inexpensive fix at the time.

As the passage of time had thrown up other problems, Steve entrusted the XJ12 to Andy Spiteri at SE Jags, South London (07724 781601), to get it mechanically healthy.

As well as the aforementioned distributor cap, the car was running hot; the coolant system had to be flushed four times to clear out all the sediment blocking its water channels. In addition, it was given a full oil service and engine flush, new plugs, leads and an ignition coil, as well as a full transmission service.

New brake discs and pads and some new front-to-rear brake pipes completed the mechanical revitalisation. The car has never been welded, though Steve did have it fully undersealed before putting it back on the road.

So, how does it drive? Well, the joy of an XJ12 is that it has a sense of occasion at the worst of times. In this incarnation, it’s beautiful. It feels tight and eager, with no bagginess or sagginess to its

72 | Jaguar World / August 2021

suspension, while the finger-light steering and low – but commanding – driving position is like no other car of the era. It’s cossetting, comfortable and astonishingly quick, while its recent mechanical overhaul has left it with good oil pressure and a steady idle and temperature.

If the previous owner had changed that distributor cap, he may well have continued using it. And that, in turn, could have led to it being run into the ground or allowed to go rotten. Instead, he left

a handwritten note for the next owner explaining how much he enjoyed the car, its history, and why it deserved to be loved. That, alone, is invaluable and is also in the glovebox with his book.

The fact that this is a genuine Series 3 XJ12 in largely unrestored condition is more so. It’s a lovely thing, and while it might benefit from some new chrome, a few bits of trim and some new carpets, to do so would remove some of its history, its patina. We adore it as it is. CC

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DRIVE STORY

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

We go camping in the very north of Scotland to check both the fuel efficiency and practicality of the new mild hybrid XF Sportbrake 2.0-litre diesel

74 | Jaguar World / August 2021

N

OW THAT the views are starting to look like a scene from Game of Thrones, except with more lay-bys and supermarket delivery vans, the Scottish Highlands are a visual reminder of just how far I’ve driven. Even at around 420 miles so far, I still have another 200 to go before l can relax, although I use the word in the broadest possible sense. To discover both the economy and practicality of the recently facelifted XF Sportbrake, powered by Jaguar’s new mild hybrid drivetrain, I’m travelling to Thurso and the most northerly campsite in the British mainland, a location so far away I’m beginning to think GoT’s Westeros might have been easier to get to after all.

August 2021 \ Jaguar World | 75

DRIVE STORY XF SPORTBRAKE D200 With more than 600 miles to cover, I leave home at ‘stupid o’clock’ – otherwise known as 5am. It’s my first visit to Scotland since March 2020, when I took an F-PACE SVR along the UK’s highest road (see April 2020 issue, p34), and I’m excited to get going. Stowed behind me is my pop-up tent, plus an electric cool box (plugged into the rear compartment’s 12v socket), a camping stove, kettle and all the other paraphernalia I’ll need for a night under canvas.

Admittedly, it’s just me that’s tenting, but at 565 litres (1,675 with the seats down, a mere 65 fewer than an F-PACE) the XF’s boot swallows it all with room to spare. While increased space, ride height and practicality might currently make SUVs the world’s most popular variety of car, making up 44 percent of the European market in 2020 (source: JATO), the Sportbrake proves that traditional estates shouldn’t be discounted for anyone wanting an increased load space without compromise on styling.

I especially think this Firenze Metallic Red (a £700 option) example with its handsome 19in seven-spoke ‘Style 7013’ wheels with a contrast diamond-turned finish (£800) is particularly pretty. The XF’s 2020 refresh didn’t change much, but the wider front grille featuring a mesh design apparently inspired

by Jaguar’s Heritage logo and a new front bumper with larger and lower air intakes do just enough to keep the now six-year-old car relevant for a while longer. However, because it is taller and wider than the first generation of Sportbrake, I can’t help but feel the current model has lost the original’s svelte ‘shooting brake’ style, the increased size making the car appear more akin to something that the Germans (with their typical straightforwardness) would call a ‘wagon’.

76 | Jaguar World / August 2021

CLOCKWISE FROM TOP LEFT: new 11.4in touchscreen shows how far is left to go; one of the A68’s many blind summits; beautiful views over the Pennines.

BELOW: The Sportbrake corners well for such a big car

I join the A1 north and push the throttle hard. As a mild hybrid electric vehicle (or MHEV), the D200 has Jaguar’s new 204PS (201bhp) 2.0-litre diesel engine, plus a small electric motor on the rear axle that assists the engine when accelerating.

Unlike the E-PACE P300e PHEV, which I tested in the previous issue (p52), the XF cannot be driven on the 48V lithiumion battery alone. The battery, located beneath the rear loadspace, can only be recharged via a belt integrated starter generator (BiSG) in the engine bay that harvests the energy during slowing and braking. It’s unnoticeable when the electric motor joins the diesel engine, resulting in a creamy smooth surge of acceleration.

Yet despite its two sources of power, the car feels sluggish and can be hard to get moving from slow speeds, the throttle needing to be constantly worked hard to keep momentum. There will be plenty of times during the trip when I fall way behind the traffic ahead by not concentrating on the pedal. Weight is clearly a factor. The combination of being physically bigger, the electric engine, the battery, plus this version having all-wheel drive, means that despite being all aluminium it weighs 1,931kg, over

DRIVE STORY XF SPORTBRAKE D200

CLOCKWISE: crossing the border at Carter Bar; new digital dial pack; the very busy A9 through Scotland; remains of Jedburgh Abbey; Leaderfoot Viaduct

100kg more than the old, steel-framed 2.2litre model, and it always feels it.

The road is unsurprisingly quiet at this time of the morning. Two hours and 160 miles after leaving home in the East Midlands I reach Scotch Corner, the historic junction where the Great North Road meets what we now call the A66. It was made famous by a mention in Jethro Tull’s 1976 song, Too Old to Rock ‘n’ Roll: Too Young to Die about a biker taking one last ride.

So the old rocker gets out his bike, To make a ton before he takes his leave, Up on the A1 by Scotch Corner, Just like it used to be I pull into the services for a coffee – its price making me wish it really was like

it used to be – and check the satellite navigation screen on the new 11.4in touchscreen that now dominates the dash.

Looking and feeling like a tablet, it controls Jaguar’s new Pivi Pro system. Although the map is clear and easily manipulated using a ‘pinch and pull’ action, I find the new system complicated. Admittedly, I don’t have as much experience using it as I do of the old InControl Touch Pro, but it takes me ten minutes to swap between music streaming and the DAB radio.

From here, there are three main ways to reach Scotland. Firstly, across the Pennines on the A66 and then north on the M6; secondly, continue along the A1 until Edinburgh; finally, take the A68 that cuts through Northumberland. I choose the latter.

I join the road from the A1 just outside that jewel of the north, Darlington, and after passing through West Auckland (the winner of what’s considered to be the first football World Cups in 1909 and 1911 – seriously, look it up), I’m soon surrounded by majestic views of the Northumberland National Park.

Since the 128-mile road is single carriageway all the way to the Scottish capital, it’s the slowest of the three routes, but the many blind summits, fast corners and bleak scenery make it more of an adventure than tackling Ben Nevis in tennis shoes.

On the endless dips and turns, the 2.0-litre diesel engine again needs to be worked hard to keep the revs high, but the constant road signs reporting how many accidents there have been on the A68 over the last few years is a grave reminder of its danger and not to go crazy. Not that the car would allow me to.

Almost 250 miles after leaving home, I cross the border into Scotland at Carter Bar; at 1,371ft (418m) above sea level, it gives August 2021 \ Jaguar World | 77

DRIVE STORY XF SPORTBRA RAKE D200

The new Sportbrake is ideal for those long adventurous getaways clear views across both countries. Once the scene of the 1575 Raid of the Redeswire, one of the last large-scale battles between the English and the Scots, today Carter Bar is a nondescript carpark full of holiday makers. I guess that’s called progress.

I know something else that’s progress; the astounding economy of this car.

When I check the fuel gauge, the tank is still more than half full and the trip says it’s covering 45mpg (as it would for the rest of the journey). Old news for some manufacturers, I know, but Jaguar has only relatively recently made economy a priority.

If I were in an XJ12 Series 3 I’d have drained the entire North East of England of all available unleaded.

A few miles outside Jedburgh – a pretty border town dominated by the

ABOVE: Reaching the Highlands BELOW: A9 has numbered laybys to assist their location in such remote location RIGHT: crossing the Cromarty Firth

78 | Jaguar World / August 2021

substantial ruins of a 12th century abbey – I cross the River Tweed, the modern bridge giving magnificent views of the 18-arch Leaderfoot Viaduct from the mid 19th century. Once carrying a single track for the Berwickshire railway, today it’s unused and there is no public access.

Less than an hour after leaving the old bridge, I take Edinburgh’s ring road towards a new one. Opened in August 2017, the Queensferry Crossing is the third bridge to span the Firth of Forth and replaces the 1964 Forth Road Bridge for motorway traffic. At 1.7 miles, it’s the longest tripletower cable-stayed bridge in the world.

Originally known as the unromantic Forth Replacement Crossing, its eventual slightly less imaginative name was selected by a public vote in 2013. Personally, I’d

hosen Th h. Or have ch he Third d off Forth Bridgey McBridgeface.

After a 35-mile dash along the M90, I pick up the A9, literally the backbone of Scotland. For 273 miles, the road snakes its way through central, eastern and northern Scotland before ending at Thurso. Mainly single carriageway, the many campervans, lorries and speed cameras make it slower than the M25 at rush hour.

Only on the occasional stretch of dual carriageway is it safe to overtake, although the pause after I squeeze the throttle before the power arrives soon becomees tiresome and I apologise to the driver of a Mazda Bongo Friendee who gave me a rude gesture for not overtaking him quicker. Unless he simply doesn’t like the car. Or my haircut..

After 400 miles and seven hours of constant travelling, I enter the Highllands, the scenery quickly morphing from flat, treelined and boring into magnificen nt peaks as far as I can see, snow still evidentt on the dark tops despite it beingg earlyy Junee.

The views might have changed but the road hasn’t; the A9 feels longeer than the endless rom-coms my wife maakes me watch. Thankfully, the XF’s wid de and

ABOVE: Scottish coast is surprisingly like the South of France; Helmsdale harbour BELOW: passing the A9’s forest of wind turbines

supportive seats, plus generous legroom, make the car ideal for long journeys like this and my backside isn’t (yet) feeling the result of so many miles. This £37,415 R-Dynamic S (£41,320 as tested here) has plenty of useful equipment, and, as well as the usual suspects, there’s also a wireless charging area under the touchscreen for a phone (aa £300 option).

Plus the fit, finish and maaterials used have all taken a giant leap fo orward over the pre-facelift models (includin ng the D180 saloon that I took to Scafelll Pike in the March 2021 issue, p84). Th he XF now feels like the genuinely solid, luxurious car it was always meant to be; if you’re looking to trade in your old XJ for something of comp parable quality, look no o further.

I don’t like the new gearr selector, though. Replacing the simp ple-to-use rotary dial that was initially seen in the first XF in 2007, as per the F-TYPE’’s joystick-style

shifter you now need to push down for drive and up for reverse which confuses me more than algebra. Plus, the system doesn’t like to be rushed. Push down too quickly and the eight-speed transmission doesn’t always engage drive, especially annoying during a three-point turn.

At Inverness, the road starts to follow the North Sea and I’m treated to some awe-inspiring scenery made even better by the bright sunlight that’s illuminating the usually dark water and craggy cliff faces. For a moment, I imagine I’m on the south coast of France, the last thing I was expecting wh hile on the north coast of Scotland. But, although I’m getting close to my destinaation, this isn’t the final surprise the journeey has to offer.

At the tiny villagge of Latheron (derived from the Scottish Gaelic Latharn or ‘muddy place’ – a name equally suitable for my son n’s PE kit bag), the A9 leaves the coasst and cuts through th he centre off Caiithness. The countryside might have becom me as bland and featureless as porrridge – the only distinguishable feaatures beingg a forest

August 2021 \ Jaguar World | 79

DRIVE STORY XF SPORTBRA RAKE D200 of slowly turning wind turbines – but the long straights and fast, clear corners make the 23-mile stretch of road one of the greatest I’ve ever driven. Although the Sportbrake is clearly too big, too heavy and not powerful enough to be driven hard (plus my tin mug has become loose and is now clanking around the boot), with allwheel-drive finding plenty of grip and the lack of body roll, the car can cut through bends with surprising efficiency. And, when I pull the gear selector down once again into sport mode, which allows the engine to rev harder and for longer, and use the aluminium steering-wheel-mounted gear paddles that give me even further control, the engine finally comes alive.

It could do with another 50bhp, but, by

TOP: the quality of the XF’s interior has improved ABOVE: the boot is big enough for a camping trip BELOW: overlooking Little Clett from Windhaven Campsite outside Thurso

80 | Jaguar World / August 2021

reacting quicker, I can still power out of a fast corner with ease. I subsequently keep the car in sport for the return journey.

Twenty minutes of exhilarating driving later, I cruise into the most northerly town on the British mainland, Thurso; Oslo is closer than London by 50 miles.

The campsite, Windhaven, is another ten minutes along the coast, located in the tiny hamlet of Brough (rhymes with loch), the most northerly village in the British mainland to be reached by a numbered road, the B855, and a mere three miles from Dunnet Head, the mainland’s most northerly point. According to Wikipedia, Brough has a population of just 66 meaning it’s less cosmopolitan than even Slough, but it does offer some amazing views over the North Sea. The campsite overlooks a tall rock stack called Little Clett that rises dramaticallyy out of the sea like a prehistoric monster. I’d hate to meet Big Cllett.

The view isn’t the only thing that amazes me. Since leaving home what seeems like weeks ago, I’ve covered 620 milees yet the raange monitor still says there’s another 50 miles left in the tank. Considering it also em mits a polar-bear friendly 150g/ /km of CO2, it makes the XF MHEV reasonab bly clean and ecconomical for such a big car. Ad dmittedly, an n I-PACE would have got me heere with less em missiions than a hard d-pufffing cyycllistt, butt th hanks to long charging times an nd the lack

of charging points (I didn’t see any along the A9), instead of the 12 hours it’s taken me today, it would probably have taken more like 12 days to do the same journey.

I understand where Windhaven gets its name from the moment I open the door. I need to use more tent pegs than a circus big top to stop me becoming Little Clett’s one and only inhabitant. After a dinner of cold beans (my lighter wouldn’t ignite; why couldn’t I have discovered whether the XF is economic enough to reach a luxury hotel instead?) I go to sleep not only thinking about whether my tent could be swept away at any moment, like Dorothy’s house in The Wizard of Oz, but also about the car that brought me here.

Although not perfect – the 2.0-litre engine could do with more power and the return of the old rotary selector, plus it’s about as excitingg to drive as myy wife’s tenyear-old Ford Focus – by being beautifully built, reasonab bly practical and incredibly economical, th he new Sportbrake D200 is ideal for thosee long adventurous getaways.

Just remem mber to take matches. PW Thanks to: Windhaven Campsite (www.windha aven.co.uk/01847 851927)

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

84 Our Jaguars Paul Walton drives his XK8 to two events, Laura Jones almost gets her X-TYPE stuck in the mud, and Rob Hawkins introduces Kelsey Publishing’s latest purchase, an XF 3.0

90 Modern workshop

94 Q&A

How to modernise the touchscreen in the X-TYPE, S-TYPE and X350 XJ

Can an XKR’s exhaust be muted, and how to stop an E-type’s oil surge

96 Classic workshop

100 Meet the expert

102 Gearbox

SNG Barratt reveals the checks to make to an E-type before a long drive

We learn more about Martin Robey’s long experience in the classic car market

New products include a height sensor bracket for the X350 XJ and XK 140 steering rack

OUR JAGUARS | PAUL WALTON

PAUL WALTON – EDITOR

2000 XK8 4.0 With the UK getting bacck to normal, Paul uses hiss XK8 to attend two Jaguar events – and d enjoys every minute he’ss behind the wheel

I

HAVE few pleasures in life.. A morning g how coffee in bed is one; seeing pleased my dog is when I come home is certainly another; a third iss feeling the wonderful surge of power when I give the throttle of myy XK8 the beans.

The latter is a pleasure I havven’t enjoyed enough recently, what with th he UK having been in lockdown so much of the last

Paul’s car outside the British Motor Museum in May for the first Breakfast Club meeting of 2021

84 | Jaguar World / August 2021

18 months leaving mee few places to go.

However, that’s changging as the UK slowly returns to something close to normal.

But, before pleasuree comes work. The car is my mode of transpo ort in mid-April when ph I travel to a local locatiion to photoggrap Mark Elliott’s stunningg XKR 400 convertible featured in the June 2021 issue (p76). The perfect black paintworrk of his convertible

puts my filthy green car to shame to such a degree that I go home and clean it. It looks better, though I vow to have the rusty wheelarches sorted by the end of the year.

On 22 May,, I travel to the British Motor Museum, in Gayydon, for the first Jagguar Breakfast Club b meeting of the year. The route I always take leads me through the Warwickshire countryside along a section

PAUL WALTON | OUR JAGUARS

Little and large; Paul’s 2000 XK8 4.0 next to an incredible XKR-S GT 5.0 from 2013 RIGHT: Surrounded by the stunning Malvern Hills ready for the E-type 60 event

of the Fosse Way. Its beautiful scenery, long straights and fast corners make it one of my favourite roads. It also passes the village of Wappenbury, home to Jaguar founder Sir William Lyons for almost five decades. I often imagine him using the same roads as he commuted into Coventry for another day running his company. I wonder what he’d think of me in my XK8? Probably criticise the fact I’m not wearing a tie behind the wheel.

The Breakfast Club Meeting celebrates the 50th anniversary of Jaguar’s V12 and 25 years of the V8, so there’s a huge display of models with these engines and I park next to an XKR-S GT from late 2013. Its huge rear wing, sharp front splitter and aggressive presence is enough to give me an inferiority complex, although it goes to show the variety of models that this event attracts and it is good to see so many cars, despite the inclement weather.

There are considerably better conditions the following month when I use the car to head to the Shelsley Walsh hill climb, in Worcestershire, for the E-type 60 event.

At 115 miles from home, it’s the furthest I’ve taken the car in a long time and I am initially nervous – regular readers will

remember the car hasn’t always been the most reliable. But, I needn’t have worried because the green coupe doesn’t miss a beat and I enjoy the leisurely two-hour drive west. The final section through the spectacular Malvern Hills is particularly enjoyable, but I’ll soon see them from an even closer vantage point.

The hill climb event boasts a delectable array of important examples, including the first E-type coupe (9600HP, which is today owned by organiser Philip Porter), the 1961 Geneva Show car (brought by marque specialist Georg Dönni, who’s visiting from Switzerland) and 77RW, the first open two-seater, now on permanent loan to the Jaguar Daimler Heritage Trust, which has also transported the final E-type, built on 12 June 1974: a black V12 roadster registered HDU 555N. It’s just as

historically important as the other three, so it’s a real honour when the JDHT’s vehicle collection manager, Tony Merrygold, asks if I’d like to drive the car up the hill climb.

You’ll read more about this in a future issue, but it should go without saying that it’s a memorable experience. I’ve driven up Shelsley Walsh in the past [see JW, August 2015, p32], but I’ve not only forgotten how fast it is in parts, but also its steepness, the final section requiring me to change down to second to make the climb. I’d driven HDU 20 years ago, and the brief time it takes to complete the 914m-long hill climb is a pleasant reminder of how refined, quiet and responsive this car is, more than a little like my XK8 in fact, despite it being 26 years older. Their shared heritage is especially clear when I later park next to HDU 555N in Shelsley’s paddock.

The XK8 has one last surprise for me during the journey home. I’ve never been bothered about its economy because who drives a V8-engined sports car and then complains how often they need to fill up?

But, coming a few days after my trip to Thurso to check the economy of the new XF Sportbrake D200 MHEV (see p74 of this issue), I’m genuinely curious to discover what the XK8 is returning. The trip says 29.9mpg (annoyingly, it never tips over to 30), which is a remarkable figure for such a large and powerful car. And my heavy right foot.

And so, obviously, my new latest and greatest pleasure is telling anyone who’ll listen how economical the car is.

Paul’s XK8 with the last E-type ever produced With Mark Elliott’s immaculate XKR 400, from the June 2021 issue

Tempting… at the Shelsley Walsh hill climb start line

August 2021 \ Jaguar World | 85

OUR JAGUARS | ROB HAWKINS

ROB HAWKINS – TECHNICAL EDITOR

2009 Jaguar XF 3.0D 240 Premium Luxury Rob takes delivery of Kelsey Publishing’s latest car, a 2009 XF 3.0D. It needs some remedial work, but the saloon has already impressed him

T

HE LATEST Jaguar to join the Kelsey fleet is a 12-year-old XF. It would originally have cost £37,270, but was recently bought at auction for a bargain £2,950, plus £303 fees. Hopefully, it will remain a bargain – I’ve been given the job of looking after it and overseeing any repairs for our sister title, Car Mechanics magazine.

First, I need to test drive it, identify any problems, and add them to a jobs list.

I think we’ve struck it lucky with this one.

There’s almost a full service history (one’s missing for 2018), which, since 2015, has been completed by the same independent garage.

When I contacted them they remembered the car and its previous owner, who had sold it because he wanted a Sportbrake to transport his dog. They confirmed that they had conducted routine servicing, and that the car had been taken to the local Jaguar dealership in 2018 to have its EGR valves replaced.

Of concern with this XF is the timing belts, which should be changed every 112,000 miles (the odometer shows 108k at present) or ten years (which would be 2019) – so that’s a job for the top of my list.

I’ve been using the XF as much as possible, including to Classic & Sportscar Centre in North Yorkshire to photograph and test drive the Mk 2 featured on p44, but especially for trips back and forth to my local bodyshop to photograph the progress of the XJ8 X350 respray.

I’m astonished at how good this XF is for a 12-year-old Jaguar. Looking at the battle scars on the front bumper might suggest it is a difficult car to drive, but with parking and reversing aids, plus a reversing camera, it couldn’t be easier. All-round visibility is good,

Where’s the dipstick? Oil level is checked via the dashboard

86 | Jaguar World / August 2021

Rob has used the company’s XF to drive back and forth to his local bodyshop to photograph the progress of the XJ8 X350 respray

This 12-year-old Jaguar XF has a few battle scars, but cost a mere £3,253 at auction

The XJ’s leather-clad interior isn’t as worn or battered as its exterior

too, so I quickly get a feel for its proportions, enabling cornering with more confidence.

The handling is firm without being bonejarring. The balance of front engine and rearwheel-drive is well proportioned to the point that I feel as though I could be wearing the car, not sitting in it.

The car’s best attribute has got to be its 3.0-litre V6 diesel engine. When pushed hard, its torque seems relentless so there’s little way of knowing which of the six forward gears have been selected from the ZF automatic ’box; changes are seamless.

I have dabbled with the paddle shift and find it more useful for controlling speed downhill than trying to accelerate faster than in auto mode. With such addictive acceleration, the only way to hold me back at times is to switch on the average

fuel consumption display because I’m determined to reach the claimed 42mpg (so far, I’ve managed 40mpg).

As you’d expect with a Premium Luxury model, there are plenty of toys on this XF, such as the keyless entry system, which allows me to not only open a door without blipping the key fob, but also to lock and alarm the car by pressing a button on any of the external door handles. On the downside, there are a few faults to investigate, including intermittently working climate control, despite it having been regassed.

There’s also an intermittent rattle from one of the dashboard vents, some cosmetic damage on the exterior, and some slightly mismatched paintwork. However, not bad for a car that cost less than eight percent of its original list price.

LAURA JONES | OUR JAGUARS

LAURA JONES – SUB EDITOR

2008 X-TYPE 2.2D SE auto The Norfolk Broads once more draws Laura to its peaceful charm, but a heart-stopping moment awaits in her X-TYPE

E

NDING UP in the drink wasn’t my intention, although it so very nearly came to fruition as I reversed up off the narrow road and onto the river bank out of the way of traffic – a place where we could safely watch and photograph marsh harriers wheeling over the Norfolk Broads’ reedbeds. The breeding male does, indeed, delight us as he soars low overhead, flashing iridescent red wing tags as he circles and dives to the earth with prey in sight. DG58 WHT isn’t so obliging.

Being a front-wheel-drive car, my first couple of attempts see the wheels spinning in the dust halfway up in the engine’s attempt to push the other end of the estate’s 1,575kg onto the ridge restraining the River Chet. I suppose that is good enough really to get us off the road, but you know what it’s like when you have a picture in mind. “Third time lucky,” I say to my husband, David, as I give it a bit more welly in the run-up.

With power aplenty (143bhp @ 3,500rpm) from the 2.2-litre diesel, we get up a little further before the wheels spin helplessly once more... then, suddenly, the wheels grip terra firma to shoot us upwards and back. In a perfect emergency stop we come to a rest just 3ft from the river’s edge. David nearly has a coronary.

The sounds of the reeds gently creaking and cracking as they dry out following the morning’s storm restore our sense of calm.

It is May 17 and we are staying a couple of nights in the peaceful Cockatrice B&B overlooking the beautiful River Yare in the Norfolk Broads. The journey here

starts on the A47 towards Wisbech before weaving through the countryside to stop off at NWT Weeting Heath, in Breckland, where we enjoy views of the woodlarks and stone curlews (rare heathland birds) that breed on the reserve. As the AA map’s web of white roads draws us closer to our destination, the spongy peat underneath these once-rarely-used roads leaves them sagging more than my nephew’s jeans around his pants. Yet the X-TYPE’s superb, flowing handling still manages to take out the jarring (I feel seasick as we bob over the crests, though).

Once holed up in the B&B, Dog What (my pet name for the estate due to its registration number) gets some time off too, as he is not needed during our twonight break. But, I’ve already decided we will go home a different way, cutting through the Yare ‘valley’ to join the A47 between Great Yarmouth and Norwich

that will take us all the way back on a mix of dual carriageway and fast singles. Here, the comfort afforded by the interior’s supportive leather seats, the soft whisper of the engine, and the car’s delicate steering and mild manners transport us home effortlessly. The X-TYPE not only excels as a grand tourer, it autoshifts through its six gears easily to deal with the occasional roundabout. First, though, we will need to find the nearest – surprisinglyscarce – crossing over the River Yare.

More by luck than planning, a chain ferry operates a daily service just 100m from our B&B. It’s a very pleasant experience too, adding to our enjoyment of a muchawaited getaway.

Next up is the Lake District, but first a brake light bulb needs replacing. It’s easy to work out which one it is from the diagram in the owner’s handbook. If only life could remain this simple.

Laura awaits her turn to cross the River Yare by chain-driven ferry

It’s amazing what comes out of an X-TYPE estate’s 415-litre (50cu ft) boot

Replacing the brake light bulb is simplicity itself

August 2021 \ Jaguar World | 87

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The workshop is currently still open during these difficult times. We are working hard to ensure all Covid safe working practices are in place for you. If your vehicle requires attention we will endeavour to help.

7

MODERN WORKSHOP

Updating the X-TYPE, S-TYPE and XJ X350/358’s infotainment system It’s possible to upgrade the old, standard touchscreen and CD player in an X-TYPE, S-TYPE or XJ X350/358 to a touchscreen with Bluetooth, Wi-Fi, GPS and USB connectivity. JagDroid shows us how W O R D S R O B H AW K I N S P H OTO G R A P H Y B E N W I L LC OX

T

HE TOUCHSCREEN-operated infotainment system found on the XJ X350/358 and the X- and S-TYPEs is almost two decades old – or, in some cases, older.

Consequently, the sat-nav and quality of the display is out of date and the functionality is old.

Fortunately, there are a number of solutions, and one of them is to have the head unit and CD player upgraded to enable them to communicate with a mobile phone and access the internet. You can then download and use a range of apps for up-to-date sat-nav, check your emails, listen to music, find people and businesses, watch films (not while driving) or read books and magazines. It’s even compatible with reversing cameras, which can be fitted.

90 | Jaguar World / August 2021

Ben Willcox, of specialist JagDroid, offers an upgrade service for these older head units and CD players. Ideally, an existing system with a touchscreen is needed, but there are ways to update older nontouchscreen equipment. Your existing equipment needs to be removed and sent to him to convert, so the following steps (shown using Ben’s own XJ X350; X- and S-TYPEs may have different fittings) take you through how to do this, and steps 9-16 explain the conversion work, before everything is returned to you to refit.

TOOLS ■ Screwdrivers ■ Sockets/spanners: 10mm ■ Torx bits: T30 ■ Trim tools

THANKS TO JagDroid

DOING IT YOURSELF Difficulty Time required: 3-4 hours On your own? Yes

Website: www.jagdroid.org Email: info@jagdroid.org Facebook: www.facebook.com/jagdroid.org Price for upgrading touchscreen and CD player: from £620 plus return postage

MODERN WORKSHOP

1 Ben at JagDroid starts the upgrade by removing the old stereo head unit, but first, he disconnects the battery inside the boot of his XJ X350 by detaching the positive and negative terminals using a 10mm spanner

3 In the rear of Ben’s XJ X350, he prises off a couple of small air vents at the sides of the centre console to reveal a Torx T30 screw. Both screws are undone to help release the centre console

5 The centre console can now be lifted out of the interior. It’s a bulky component to remove and only needs to be lifted partly out of the way to reveal the securing screws for the stereo head unit

7 The bulky-looking head unit has a number of plugs and cables attached to the back of it. Ben recommends making a note of how many need to be detached, or perhaps labelling each one

2 The centre console needs to be removed to in turn remove the old stereo head unit. Ben prises the trim panel off from around the J-gate gearlever to reveal two Torx T30 screws to undo

4 The control panel and vents on the back of the centre console can be extracted altogether. Ben prises the assembly out, then carefully detaches all of the electrical plugs at the back of it

6 Ben can now see four Torx T30 screws around the perimeter of the stereo head unit. All of these need to be undone to be able to remove the head unit. He then carefully eases the head unit out

8 The head unit and CD player can be separated by undoing a couple of Torx T30 screws at each side to detach the two parts from a mounting cage.

The two need to be posted to Ben for him to upgrade

August 2021 \ Jaguar World | 91

MODERN WORKSHOP

9 When Ben receives a customer’s head unit and CD player, he connects them to his test equipment to ensure all the functions work properly before proceeding with the upgrade.

11 Ben has designed a custom PCB (Printed Circuit Board) that he has had manufactured, which replaces some of the early JagDroid upgrades where he would painstakingly solder a number of components

13 Ben now moves on to the CD player to upgrade it with new internal components for an audio aux-in. First, he removes the cover, front panel and the CD mechanism. Some parts are secured with crosshead screws

15 New aux-in connections are routed out of the back of the CD player.

There’s a USB lead to connect to a small Android computer and operate the audio controls on the steering wheel, and the phono leads

92 | Jaguar World / August 2021

10 Satisfied the old head unit and CD player can be upgraded, Ben strips the head unit, removing the front panel, followed by the display. This is the stage of the conversion that he completes himself, not the customer

12 A new high-resolution LCD panel replaces the original screen, but the old surround and switches are refitted and connected to the new components inside the head unit. Ben can now test the head unit

14 Another custom PCB is fitted, which interfaces with the front panel buttons and controls the aux-in switching. Ben solders some of the wires from the new PCB to the components for the CD player

16 Ben connects a custom programming cable to the new PCB to load special firmware onto it to control the interface between the CD player and front panel buttons. Each button on the CD player is tested

MODERN WORKSHOP

17 In addition to receiving a higher resolution LCD touchscreen and modified CD player, there’s also a small Android computer with additional wiring, which is located inside the glovebox

19 The small Android computer sits inside the glovebox. Ben connects all the wires, which includes a power lead that’s connected to a DC (direct current) power socket on the back of the upgraded head unit

21 After reconnecting the battery, the head unit is switched on and connected to Wi-Fi via a phone’s Wi-Fi hotspot, or via a home Wi-Fi. After signing into Google Play on the system, apps can be installed

23 A new GPS receiver module is mounted on the dashboard. There’s a preinstalled test app to check for a satellite signal before a navigation app, such as Google Maps or TomTom can be installed from Google Play

18 The additional wires mentioned in the last step are routed between the glovebox and the back of the updated head unit. Additional wiring plugs are added to the head unit to connect to them

20 Ben now refits the head unit with its new touchscreen and modified CD player back into the centre console, securing it with its Torx T30 screws.

He then refits the centre console and gearlever surround

22 There are various ways to pair the new JagDroid system with a mobile phone. Google Play apps such as Car Launcher Pro can help. Once complete, music on a mobile phone can be played through the car audio system

24 If a reversing camera is fitted with an auto-trigger connected to the reversing light, then the touchscreen can be used to display a view from the camera. The upgraded system also accommodates front cameras

August 2021 \ Jaguar World | 93

QUESTIONS AND ANSWERS

Jaguar World's technical advice service Edited by Ray Ingman

E-type oil surge e Q

I use my 1966 Series 1 4.2 E-type FHC for sprints, hill climbs and the occasional track day, but it is still very much my fair-weather road car. Over the 20-plus years in my ownership, I have gradually modified many aspects of its performance and handling in all the usual ways: Weber triple carbs, tubular exhaust manifolds, Zeus calipers and Gaz dampers to name but a few. My latest modification seems to have caused a consequent problem.

Following Jim Patten’s example, I fitted Realm Lightweight E replica alloy

wheels, but shod with Toyo R888R 205/50x15 track day tyres. Once warmed up, the cornering forces achievable are phenomenal, but this seems to have introduced my snag. I now appear to be suffering from oil surge in long corners and under extreme braking. This is betrayed by a direct reading pressure gauge that I fitted and warning light – which now flashes on ominously. Have I gone completely over the top, or is there any simple way to alleviate this?

Nigel Waters

STAR

QUESTION

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

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

94 | Jaguar World / August 2021

A

There may be a simple cure.

When used continuously at high revs, the XK engine tends to retain a lot of oil in its cam covers, the feed exceeding the oil’s ability to return to the sump. Many seasoned racers top up the oil level to a point equating to half the serrated section of the dipstick again.

This assumes you have the correct dipstick in the first place, a not unheard of problem in itself.

If this fails, Rob Beere Racing (02476 473311; www.rob-beere-racing.co.uk) developed an economic, relatively easy-to-fit solution. As shown in the image above, it is a bolt-on anti-surge plate that attaches to the original baffle, gauze and pipework. Fitment will require sump removal, which, on the E-type, can be achieved in situ, only requiring the reaction plate to be detached. The cost is very reasonable – £64.80 including VAT. Should neither of the above suggestions achieve your desired result, a call to RBR will elicit further, but more expensive, full-race solutions.

QUESTIONS AND ANSWERS

XJ6 S1 Golde sunroof

Q

Here in Norway, I have a Jaguar XJ6 Series 1 from 1973, imported from England many years ago and fitted with what appears to be a factory-installed Golde sunroof (the name is stamped on the crank handle). With age, the rubber aperture seals have perished, allowing leakage and wind noise.

I would be grateful for some idea of how to go about obtaining a replacement set.

To my knowledge, Jaguar didn’t offer sunroofs to the public until the Series 3, in 1979. Do I have a really special car, or did some former owner have the sunroof installed?

Kjell-Eivind Bastholm

A

Golde was a major supplier of aftermarket sunroofs in Europe and America. It is likely that in the case of your car, professional fitment was arranged by the supplying dealer prior to delivery to the original owner. As these units were generically fitted to a wide range of vehicles, spare parts do exist.

X150 noise and security

Q

I purchased recently one of the last X150 series, an XK Dynamic R, with which I am delighted. I do have a slight problem, however, and wonder if you can help.

On firing it up from cold, it idles at 1,700rpm; I like to give it a minute for pressures and such like to settle before driving off, but it is loud. I and some of my neighbours think it sounds great, but one or two have been a bit sniffy. I know some F-TYPES have a switchable exhaust, but can find no sign of this feature on

In the UK, try the Bristol Sunroof Company (0117 972 8383; www.bristolsunroofs.co.uk). They are a long-standing company that also supplies spares for Webasto sunroofs, a make more commonly found on earlier Jaguars. An internet search may well reveal a more local option for you.

Alternatively, send a sample to a rubber extrusions manufacturer, such as COH Baines (01892 543311; www.coh-baines.co.uk), which may well be able to match it or provide a close alternative. In extreme cases, Baines will manufacture a replacement, but this third option is likely to be expensive and subject to a minimum-quantity order.

the XKR. Am I missing something? Or could a Jaguar specialist re-program it? I have my doubts that a main dealer would want to know.

Secondly, a recent article in The Times suggested that upmarket cars with keyless entry are becoming difficult to insure because of increasing thefts by thieves who can clone the keys. Apparently, Ford has come up with a way to reduce the number of thefts, and I wonder if there is an aftermarket kit available to suit our expensive Jaguars?

Derek Brown

A

We are unaware of any available software fix to mute the exhaust sound; perversely, most people

want more noise. Firstly, it is possible that the exhaust has been modified or permanently put on a louder setting, but, if the exhaust is really loud, we imagine a non-standard system or the ’box is internally breaking up.

The standard active system comprises of two vacuum-operated valves controlled by a pump and module. The pump is tucked up behind the left-hand rear wheel and the small black rigid pipework is clipped to the rear subframe routed to the exhaust valves just forward of the tail trims. Hence, it is possible to install a switch-operated override system for driver control.

A state of no vacuum at the valve means maximum volume, so one method is to run a vacuum pipe from the intake manifold, clipped to the fuel line on the driver’s side running along the protected area of the floor near the sill. An inline solenoid valve is then installed and wired to a switch in the cabin.

When activated, it would keep the valves closed and greatly reduce the noise. If you feel this operation is beyond the capabilities of you or your local specialist, we know that Tom Lenthall Ltd has carried out this conversion and would be pleased to install it for you.

As for the insurance question regarding thefts, the simplest option is to use a Faraday bag to prevent signal cloning or get a ‘ghost’ fitted – a piece of kit that effectively makes you enter a pin code before the vehicle will start.

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

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

CLASSIC WORKSHOP

E-type pre-journey checklist We catch up with SNG Barratt as preparation work on its 1965 Series 1 E-type 4.2 is underway in readiness for a drive to Gaydon for the JDC Breakfast Club WO R D S & P H OTO G R A P H Y RO B H AW K I N S

U

SING A routine checklist for a classic Jaguar, such as an E-type, is a worthy habit to get into. It ensures the tyres are in good condition, the exterior lighting is working and all the vital fluids in the engine bay are topped up.

We follow SNG Barratt as its technicians run through such checks on its Series 1 prior to visiting Gaydon for the JDC Breakfast Club. There are numerous checks that can be made, so we have decided to concentrate on the ones that can be quickly conducted, and 96 | Jaguar World / August 2021

have also included the essential information on how to fix problems such as blown bulbs, sluggish windscreen wipers and seized release cables.

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

DOING IT YOURSELF Difficulty Time required: 1 hour On your own? Yes

TOOLS ■ ■ ■ ■ ■ ■ ■

Clean cloths Light oil/grease Mallet for wheel spinners Rubber grease Screwdrivers Torch Torque wrench

CLASSIC WORKSHOP

1 Check the road wheels are securely fitted. Use a suitable soft mallet to tighten wheel spinners. Wheel nuts should be tightened with a torque wrench to the recommended amount (see workshop manual)

3 Check all tyre pressures to ensure they are inflated to the recommended amount – see your workshop manual or handbook for the recommended pressures. Look around the sidewalls (both sides of the tyre) for damage

5 If a bulb has failed inside the rear light units, remove the lens cover by undoing two crosshead screws. The bulbs inside need to be twisted anticlockwise to release them. Clean any corrosion from inside the holder

7 The lens for the reversing light can become covered in exhaust fumes, so it’s worth cleaning periodically. If the bulb inside has failed, undo two flatblade screws to remove the lens and access the bulb

2 Remove any stones that have become lodged between the tread of the tyres – large stones can generate a rattling sound when driving. Inspect the tread to ensure it isn’t unevenly worn

4 Switch on the headlights and indicators, then walk around the vehicle, checking all the lighting. Ask someone to press the brake pedal, or wedge a length of wood against it to check the brake lights

6 A rear registration plate bulb can be changed by dismantling the holder with a flatblade screwdriver. Extract the tiny bulb and, if it has failed, replace it. Look inside the holder for corrosion and clean it if necessary

8 At the front, if a sidelight or indicator bulb has failed, the combined lens is secured with three crosshead screws. Bulbs can sometimes stop working if the holder is corroded or contains moisture

August 2021 \ Jaguar World | 97

CLASSIC WORKSHOP

9 A failed headlight bulb is awkward to replace. Undo several crosshead screws for the surround, remove the glass, then undo more screws inside to remove the headlight unit and access its bulbs at the back

11 If the oil inside a carburettor dashpot needs topping up, only use a special thin oil (available from SNG Barratt). A small amount is needed to cover the small hole inside where the end of the damper rod sits

13 The engine oil dipstick is located on the nearside rear of the engine bay.

Extract and wipe it clean, then reinsert and extract it again to check the oil level, which should cover all the X-marks on it. Top up if required

15 The windscreen wash reservoir is next to the brake fluid reservoir. Its level can also be checked by shining a torch on the side of it. Top up with screenwash – do not use washing-up liquid as it can congeal

98 | Jaguar World / August 2021

10 Raise the bonnet and unscrew the black covers on the tops of the carburettors’ dashpots. Pull out the damper rod and look inside to make sure there’s enough oil to fill a small hole where the end of it sits

12 Twist the auxiliary drivebelt (fanbelt) to check its tension. A quarter of a turn is sufficient. Adjust by altering the positioning of the alternator.

Check the overall condition of the drivebelt, looking for damage and wear

14 Shine a torch at the side of the brake fluid reservoir, on the nearside rear of the engine bay. Make sure its level is within the minimum and maximum markers. Top up with DOT 4 or whatever has been used before

16 Make sure the engine is cold before releasing the pressure cap for the coolant header tank at the front of the engine bay. Check the level inside, topping up if necessary with whatever type of coolant is present

CLASSIC WORKSHOP

17 On the offside rear of the engine bay, shine a torch on the side of the clutch and brake fluid reservoirs to check its level. Top up with whatever DOT-rated fluid has been used before

19 The battery is located on the nearside of the engine bay. Check its terminals are secure, free from corrosion and coated in a smear of petroleum jelly to protect them. Check the battery is securely fitted

21 Lift each wiper blade to see whether the rubber has split or is damaged.

Polishing the rubber blades helps to reduce the friction of them as they move across the windscreen, so they should work faster

23 Check the boot release works by pulling it from inside the car. If it doesn’t work, there is an emergency release behind the rear registration plate.

Try lubricating the release cable with a light grease

18 Staying on the offside rear of the engine bay, visually inspect the fuel filter and the hose connected to it to look for fuel leaks, dirt inside the filter and signs of perishing along the rubber

20 Look around the engine and make a note of any leaks you spot. Wipe them clean with a cloth to see if they return in the future. This will help to see whether a leak is a one-off or an emerging problem

22 Release the fuel filler flap and unscrew the cap inside. Add rubber grease to its seal to make it easier to undo. Apply a light oil or grease to the hinge for the fuel filler flap to make it easier to open

24 Apply a light oil or grease inside the door locks (there’s a hole on the top for adding oil) and the door hinges. Open and close the doors several times to help work the oil or grease into the mechanisms

August 2021 \ Jaguar World | 99

MEET THE EXPERT

M E E T

T H E

E X P E R T

Martin Robey shares his extensive experience in the motor industry, reveals his favourite car, and offers several useful tips for anyone starting up in the business

NAME Martin Robey Tech (CEI) AMISME PLACE OF WORK Martin Robey Group, manufacturer and supplier of parts for classic Jaguar and Jensen cars POSITION As well as being managing director of Martin Robey Group, I also manage the body build department, restoration department and toolroom

Qualifications After starting with a Level One City & Guilds in sheet metal engineering, I went on to complete an Advance Level, before gaining a Full Technological Certificate. I am also power press setting certified, and a member of the Technician Council of Engineering Institutions Experience I served a six-year apprenticeship as a sheet metal engineer at Park Sheet Metal.

I have experience in prototype and volume component manufacture for the motor industry, bodybuilding for commercial vehicle, passenger vehicles and heavy plant cabs, and heavy plate fabrication, including arc, Mig, Tig and oxyacetylene gas welding.

I currently design tooling and jig work, using 2D, 3D, CAD systems, for production in our tool room.

I also have experience in: Racing motorcycle frame building – both solo and sidecar – including producing fuel tanks and exhaust systems, for Triumph and BSA 750 triples (three-cylinder 750cc racing motorcycles manufactured by BSA/ 100 | Jaguar World / August 2021

MEET THE EXPERT

Triumph and raced with factory support, and Chris Vincent’s URS sidecar outfit; Manufacture of stainless steel exhaust systems for Formula 5000 Racing Cars; Restoration of British motorcycles of the Fifties and Sixties; Restoration management of several British sports cars, including Triumph, MGB, Jaguar XK, Mk 2, 420, S-type, XJ-S and E-type plus Jensen and Jensen-Healey; Repairing heavy crash-damaged vehicles; Designing and manufacturing the tooling and assembly jigs to produce parts for classic Jaguar saloons and complete E-type body shells; Management of many projects including Lynx Eventer, rebuilding and redesigning the chassis for the Beere -HamiltonRobey V12 E-type racing car – which was extremely successful in the Aston Martin Intermarque Series; Prototype and preproduction chassis of the Noble M600; Managing the restoration of the two most important E-type Jaguars, the first production open two-seater – 77RW – and the final production E-type, HDU 555N, both in 17 weeks for Jaguar Heritage; Managing complex architectural projects, including complete stainless steel check-in desk systems and associated equipment for Heathrow and Gatwick Airport terminals.

There are many other projects I have been involved in, including aerospace press work and component manufacture for Nimrod, Hawker Harrier Jump Jet, Boeing 747, helicopters and Airbus passenger aircraft.

Best part of the Job That is difficult, as there are so many different aspects of my role in the business. However, seeing a worn-out corroded vehicle or bodyshell restored is still a great experience even after so many years, and designing a form tool that improves the quality and efficiency of a part is very fulfilling. Another great experience is watching our apprentices develop into skilled tradesmen during their traditional apprenticeships and producing fine skilled work.

Most commonly seen problem Without a doubt, that’s corrosion. It led to the creation of our business almost 50 years ago.

Most common part Panel work and brake service items.

Advice for anyone wanting your job You’d need to serve a traditional craft apprenticeship in sheet metal engineering and have a massive interest in classic motor

I strongly recommend that owners and would-be Jaguar owners join one of the Jaguar owners’ clubs, which have been running for many years in this country and around the world vehicles, gaining experience in hands-on mechanical repairs of every description. A gift for solving manufacturing problems is required, as well as being able to source methods of creating tools to help manufacture. You need people skills to lead a team and be prepared to take your work home 24/7. You must understand that your customer is everything and always go out of your way to respect and treat them correctly. Finally, you might need to remortgage your home.

Tip for Jaguar owners I strongly recommend that owners and would-be Jaguar owners join one of the Jaguar owners’ clubs, which have been running for many years in this country and around the world. There is a wealth of knowledge available for all models, plus help and advice on problems you may expect in a future car, which will help with a pre-purchase inspection, or alert you to something to check out on your existing car. They also have excellent social events for all.

Favourite car This has got to be the Jaguar E-type. I was 13 years old when it was released in 1961 and, taking an interest in cars from the outset, I just thought everything about it was unbelievable: the shape, the interior, the engine bay, the sound of it – let alone the outstanding performance. My opinion has never changed with age. I nearly got one when I was 21, but struggled with the insurance, so instead settled for a TR4A. I had to wait another seven years before I bought a clapped-out example, which, after restoration, made front cover of Classic and Sports Car magazine.

Most memorable journeys I think I could write a book on this subject, as some of my journeys were quite amusing looking back. Firstly, I headed off to the Isle of Man for the TT

racing on my Triumph Bonneville as a teenager, then went touring North Wales, Scotland, Devon and Cornwall. But, the most memorable was going with Jaguar Heritage to Switzerland, after restoring 77RW in 2001, to commemorate and celebrate the launch of the E-type and Norman Dewis’ famous run to Geneva in the car 40 years earlier.

Another highly memorable journey takes me back to the Eighties when, following a phone call on a Friday night at rush hour, I went to help my two teenage sons: Brendan had run out of fuel at traffic lights on a busy ring road in the town centre and Craig had gone to help him, only to run out there as well. Craig still denies this and says that he had an electrical problem.

Worst place I have broken down Friday night, pouring with rain, in winter, on the M6 south, no hard shoulder and a puncture in my offside front tyre, with my young children on board.

Any hidden talents I don’t have any surprising or hidden talents, but I have been fortunate to have many interests in life. I’ve enjoyed restoring my 200-year-old house along with my classic cars and motorcycles. I have also been a keen golfer and horse rider for many years and have the pleasure of my wonderful Dobermanns.

MARTIN ROBEY SALES LTD Pool Road Camphill Industrial Est Nuneaton CV10 9AW Tel: +44 (0)24 7638 6903 Email: info@martinrobey.co.uk Website: www.martinrobey.com

August 2020 \ Jaguar World | 101

PRODUCTS AND SERVICES

LED dashboard bulbs

X350 height sensor bracket The one-piece bracket was used by the factory to hold the X350 height sensor has always been an awkward part to fit, until now. SNG Barratt has redesigned it using four pieces so that it can be assembled in layers, simplifying what was once a tedious job.

Part number XJ834832/SET.

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

Wing protector Many will be familiar with a conventional wing protector, which secured in place by magnets. While fine in principle, even they can scratch paintwork, caused by dust, debris or metal particles attracted to the magnet. And, of course, they are no use on aluminium cars. To counter this, Laser Tools has introduced an alternative that is held in place with the sand-bag technique. Manufactured from heavy-duty leather-look vinyl, the weighted edges ensure that the cover remains in place, while the felt backing protects the paintwork.

Measuring 1,200mm x 500mm, they are typically priced at £41.76 (including UK VAT), but look out for discounts.

Website: www.lasertools.co.uk

102 | Jaguar World / August 2021

After years off ttrying, Better Car Aft i B Lighting has stolen a march on its competitors by introducing fully dimmable LED dash lighting bulbs.

While previous technology has not allowed any LED bulb to work in harmony with the dimmer switch, the company’s replacement for the Lucas 987 bulb can react to whatever the setting of the rheostat switch.

Price: £49.99, plus tax and delivery, for a set of eight.

For the XK8 and XJ8, there are LED dash twistlock bulb upgrades to replace the originals. Their diffused lens create bright, shadowless illumination and, with nominal current draw, they run cool.

Price: £39.99, plus tax and delivery, for a set of five.

All products come with a five-year guarantee.

Tel: 0121 773 7000 Website: www.bettercarlighting.co.uk

PRODUCTS AND SERVICES

BOOK REVIEW

9600HP: The story of the world’s oldest E-type Jaguar By: Philip Porter Publisher: Porter Press Website: www.porterpress.co.uk Price: £45 ISBN: 978-1-913089-27-6

XK cylinder head Jaguar’s XK cylinder head is pretty efficient out of the box, but there remains huge potential for more. Using the latest equipment and its vast experience, Rob Beere Racing has moved the art of gas flowing to a new dimension, its re-worked ’heads being fitted to some of the most powerful XK engines built. Further services include 1.875in valves, reprofiled cams and machine matching to the manifold.

Standard ’heads are dealt with, too, being meticulously rebuilt to beyond original specification. Prices vary depending on specification.

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

E-type Series 3 fan and aluminium cowl Developed for his own E-type V12, Rob Goodwin at NAR has added a new fan and cowl kit to the company’s extensive list of Jaguar radiators and associated parts.

Unlike the original steel version, the NAR product is finished in aluminium, with brass nuts replacing the pop rivets.

Powdercoated for an attractive finish, the high-performance ten-blade fans outperform the inefficient four-blade versions, moving more air in less time.

The price for the fans and cowl, including P-clips and new rubber flaps, is £395 (plus local taxes).

Tel: 01604 684850

XK 140 & XK 150 steering rack Now available from Coventry Components as a complete rack, the main body has been remanufactured in aluminium for lighter overall weight while remaining faithful to the Leys Design.

Available in either left- or right-hand drive, the rack includes correct-casting name and numbers and comes painted black to exactly replicate the look of an original unit. For added safety, the unit is supplied with new, coarser (UNC) fitting bolts to suit an aluminium casing and will be shipped with the tie rods unattached (to screw on and tab lock) to reduce the length by about 15in and reduce postage costs.

Tel: 02746 471217 Website: coventryautocomponents.co.uk

Who better to write a book about 9600HP, the oldest E-type in existence, than the man who has owned the car since 1977 and was behind its restoration in the late Nineties? An update of his 2000 book, Jaguar author and historian Philip Porter delves deep into the history of 9600HP, from its build in 1960, its starring role at the model’s debut at the 1961 Geneva Show, and its use by Norman Dewis to further develop the E-type. He then covers the car’s complex history and how he, as a young man, bought the car (along with three other classic Jaguars).

While Porter uses the car’s ancestry to explain how Jaguar reached the E-type, the book reads as a very personal project for him, and is all the better for that.

The 320-page hardback is produced to Porter Press’ usual high standards, with thick, glossy paper and plenty of black-and-white and colour archive images. The ones of the car in Porter’s barn, covered in dust and cobwebs before restoration, are particularly evocative. A worthy and complete history of one of Jaguar’s most famous cars, and well worth the £45 cover p price.

August 2021 \ Jaguar World | 103

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104 | Jaguar World / AUGUST 2021

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CLASSIC DRIVE XIS EXERNAMUS VEL

Cars for sale

E-TYPE

£95,000. 4.2 Series 2 DHC, rare primrose/ black trim model, registered 31.3.2969, RHD, from California, mild refurbishment in 2014, Heritage Certificate, Manual. Please call 01676 541111

MK II

MK IX

£7,995. Rust free LHD Californian car. Has been dry stored for years. Please call 01763262263, South East.

107268

MK II

107937

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.

107399

E-TYPE

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

108732

E-TYPE

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. Please call 01636812700, East Midlands.

MK II

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

The interior of the car is lovely with high quality Dark Blue leather, smart carpets, headlining and woodwork. The MKII was restored to a very good standard and the engine bay, boot area and spare wheel well present very well with bright paintwork. The engine has the correct early rocker covers, and looks superb on a set of good quality wire wheels. Please call 01944 758000, Yorkshire and the Humber.

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

S TYPE LUXURY

108727

MK II 105938

1966, £89,995. 4.2 Series 1. 2+2, Signal Red with Biscuit Hide. Two owners from new. Total 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, and more. Outstanding in every respect. Please call 01636812700, East Midlands.

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

V5 present. Please call 07856 896019, East Midlands.

107935

108611

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

Full service history from main dealers, all MOT cert’s from day one. 120k miles Supplied with a Full pre-sales service, 12 mth’s MOT .and 3 Mths warranty . TEL 01676 541111 AUGUST 2021 \ Jaguar World | 105

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

SOVERIGN

XJ8

XJS 1988, £3,000. 5.3 V12 convertible. Rolling shell, finished in solent blue. Complete with engine and all running gear. Logbook present. Please call 07815 040038, South West.

108509

XJS 105938

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) 107925

XF

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.

107420

XJ8

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

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

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.

1999, £800. Beautiful to drive, MoT till Jan 2022, headline sagging, rear suspension worn, clunk on start-up, private reg no, garage receipts included.

Please call 07866 626851, Wales.

108005

XJS

108519

XJ8

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.

1988, £12,995. 5-3 convertable automatic finished in white tan trim low mileage , just had a tlc refurbishment . Reg no a 4 snt subject to negotiation. Please call 01676 541111

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)

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.

107097

107414

106 | Jaguar World / AUGUST 2021

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

2002 Jaguar XK8 4.0 2dr Auto Power Steering Reverse parking aid Hood - Blue - XK Series Trip Computer Stability Control Ivory leather trim 18" Impeller alloy wheels 6 CD autochanger 6 speakers Audio+phone controls on steering wheel .................................................................................................... £13,995

2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr

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

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

2009 Jaguar XK 5.0 V8 Portfolio 2dr Auto Bluetooth wireless phone connectivity Clock DVD Satellite Navigation with 7" colour display Front park assist + touch-screen visual aid Power Steering Rear parking aid Trip computer with message system ................................................................................................... £25,995

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

8" touch screen Metallic paint Heated front seats Bluetooth telephone connectivity Auto high beam InControl remote premium Hood - Red Lane departure warning system .. ............................................. £47,995

2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto 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

6 months warranty, Full service history, Excellent bodywork, Interior Excellent Condition, Tyre condition Excellent, Black, 3 owners, .................................................................................................... £13,995

AA Approved Dealer

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

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

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

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

2012, 10531 miles, £28,000. 5.0 Portfolio Coupe auto. Mint condition. Full Jaguar main dealers service records, all documented. Please call 07963 349422, West Midlands.

107729

XK

1958, POA. XK RSL 203. Midnight blue with original navy hide and blue carpets. Four-speed manual, Standard 3442cc twin Su carburettors, uprated callipers and discs all round. Please call 01728 830935, South East. (T)

XK8

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

108618

XK8

1999, 56800 miles, £8,750. XK8 Coupe. Full Jaguar service history. Garaged from new.

Outstanding condition throughout. Timing chain and guides, water pump and headlining replaced.

Please call 07871 591672, North West.

107297

XK

108468

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) 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)

XK8

107299

X tYPE FACTORY X TYPE DEMONSTRATOR SPORTS ESTATE

107098

XK

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

XK150

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

Please call 01944 758000, Yorkshire and the Humber.

108729

108 | Jaguar World / AUGUST 2021

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

POA. Please call 01728 830935, East of England.

(T) 108561

CLASSIC DRIVE XIS EXERNAMUS VEL

XK150

Spares

CAR COVER

XJS AND XJ12 SPARES £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

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

108728

XK150

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 POA. full specifications available, Ex-Apex, brand new from Mountune dyno, dry sump system, can be with ECU, Price upon enquiry Please Tel 07816 099763

£40. External car cover for XK/XKR (modelled on XF). Used only twice. Please call 07543 695061, South East.

107430

MASCOT

XKR 4.2 GT3 engine £500. 4.2 V8, new, dyno time of 5 hours only Please Tel 07816 099763 1958, £124,995. XK150 4.2 FHC fuel injection.

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

Miscellaneous CALENDAR

107685

108730

SIGN

XKR

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.

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

£20. 1995 and 1996 calendars. Very large 600mm x 600mm. Please call 07730 437219, South East.

107330

STAMPS

107718

XKR

£345. Classic 1960s style. Internally illuminated powder-coated aluminium box sign. 48” x 12” 3.5”. Fitted with modern LED lighting and electronics. Externally finished in ivory, suitable for wall-mounting or hanging. Please call 02089 425151, South East.

107526

REG PLATE

1998, 42400 miles, £12,750. Supercharged coupe. Carnival red with cream interior.

Excellent condition. Three owners from new.

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

108064

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

108600

£900. REGISTRATION PLATE DL 04 XKR. Please call 01903812675

AUGUST 2021 \ Jaguar World | 109

J88-898

J61-781

J69-274

J50-121

1961 Jaguar-XKE Series 1 3.8 OTS

1988 XJ-SC V12 Cabriolet

1969 Jaguar-XKE Series II 4.2 OTS

1950 Jaguar XK-120 3.4 Alloy Roadster

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

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

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

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

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

J59-012

J62-990

J59-599

J61-169

1 1959 XK-150 S 3.8 FHC

1962 Jaguar Mark II 3.8 Sedan

1959 Jaguar XK-150S 3.4 FHC

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

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

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

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

J67-274

J58-923

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

1958 Jaguar XK-150 3.4 FHC

1967 Jaguar-XKE Series 1 4.2 OTS

1962 Mark II 3.8 Sedan (RHD)

1958 Jaguar Mark I 3.4 Saloon

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

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

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

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

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

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

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

J72-750

J67-369

J65-570

J71-991

1967 420G 4.2 Sedan

1972 XJ6 Series 1 4.2 Sedan

1965 Jaguar XKE Series I 4.2 OTS

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

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

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

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

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

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

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

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

J91-853

1971 Jaguar-XKE Series II 4.2 FHC

1991 XJS V12 Convertible

1973 Jaguar XJ6 Series 1 4.2 Sedan

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

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

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

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

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

J67-755

J61-442

J66-333

1977 XJ6C Sports Coupe

1967 Jaguar 340 'Mark II' 3.8 Sedan

1961 Jaguar-XKE Series 1 3.8 OTS

1966 Jaguar-XKE Series 1 4.2 OTS

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

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

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

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

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

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

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

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

Contents subject to change

ON SALE FRIDAY, 6 AUGUST 2021

112 | Jaguar Jaguar World World / August August 2021 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

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

Panel range increasing all the time.

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

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

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

The world’s largest recycler of Jaguars of all models 1995 - current model Currently dismantling over 300 Jaguars. We offer a full programme of reconditioned parts and a vast range of used parts.

01325 722777

Fax: 01325 722778

dave@eurojag.com

TO ADVERTISE HERE CALL ON

01732 441642

Finishing Lines

Jaguar finishes second, third and fourth at Le Mans, 22-23 June, 1991

J

AGUAR’S SEVEN overall victories of the famous Le Mans 24 Hours, in 1951, 1953, 1955-57, 1988 and 1990 are justifiably celebrated, but what’s often forgotten is that the company also finished second, twice, in 1954 and 1991.

The latter was as hard fought as any of the wins, due to a stringent weight penalty. In 1991, the newly named World Sportscar Championship was running to a new 3.5-litre, 750kg formula, for which TWR (the Oxfordshire-based outfit in charge of Jaguar’s WSC effort) had the Ross Brawn-designed Cosworth V8-engined XJR-14. But, because there was some concern that the new cars wouldn’t last 24 hours, TWR selected to use the raceproven, 1990-winning XJR-12 for Le Mans in June. Although these older, more powerful machines were still allowed to compete, they had to weigh a minimum of 1,000kg, which meant that aluminium sheets needed to be bolted to the car’s floor. To put that into perspective, the 1988-winning XJR-9 tipped the scales at a mere 894kg. To counteract that, the V12 was enlarged from 7.0 to 7.4 litres.

The team had one of the best driver rosters on the grid, including two former Le Mans winners – Andy Wallace (1988) and John Nielsen (1990) – who drove car 33 with former F1 driver Derek 114 | Jaguar World / August 2021

Warwick. Teo Fabi, Bob Wollek and Kenny Acheson were in 34, while Davy Jones, Raul Boesel and Michel Ferté were in 35. A fourth car (36) was also entered for David Leslie, Mauro Martini and Jeff Krosnoff, which had white-and-green sponsorship from a financial services company, SunTec, rather than the new, allpurple Silk Cut livery of the main squad.

Due to the weight penalty, the XJR12s qualified in 24th, 27th, 18th and 28th, respectively. Car 36 suffered from several issues throughout the race and was eventually retired at 9.30am on Sunday morning. The remaining Silk Cut Jaguars were never in contention for the lead, lapping on average four to five seconds slower than the Mazdas, Peugeots and Sauber-Mercedes, not to mention requiring more fuel stops due to their extra weight.

As Motorsport magazine noted in its August 1991 issue, the drivers “resorted to tricks like coasting into corners and shifting early, but it wasn’t the sort of race they could enjoy.”

Yet, other than Warwick stopping at Arnage with a disconnected fuel pump plug – which was soon remedied, losing just ten minutes – and Wallace spinning the same car into the gravel trap at daybreak, the old warhorses ran reliably, more so than the opposition. After briefly leading, the Peugeot 905 of Baldi, Alliot and Jabouille retired early following a fuel fire during

the first pitstop, while its sister car of Rosberg, Dalmas and Raphanel stopped a few hours later after transmission failure.

Leading up to the race, it was the Sauber-Mercedes team that looked the most likely to be victorious, but then, the German team suffered from a catalogue of issues. The C11 of Palmer, Dickens and Thiim retired on Sunday morning due to crankshaft damper failure, while the car of Wendlinger, Schumacher and Kreutzpointner needed to stop twice to have bent gear selectors adjusted, which took 35 minutes and nine precious laps, putting them out of contention. They eventually finished fifth. The lead car of Schlesser, Mass and Ferté pulled out at noon on Sunday, the engine overheating, thereby ending the German team’s hopes of a victory.

This handed the race to the Mazda 787B of Weidler, Herbert and Gachot that had ran smoothly and efficiently throughout the 24 hours, the first Le Mans win for a rotary engined-car. But the XJR-12s, thanks to their reliability, together with the heavy attrition, still managed second (35), third (34) and fourth (33) – Jaguar’s best team result at Le Mans since 1957.

When Jaguar pulled out of WCS racing at the end of the 1991 season, it was a respectable way to say goodbye to the race Jaguar had once dominated.

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BEAUTIFUL PARTS FOR BEAUTIFUL CARS SNG BARRATT IS TRUSTED AND VALUED BY JAGUAR OWNERS ALL OVER THE WORLD, MANUFACTURING THOUSANDS OF PARTS THAT ARE NO LONGER AVAILABLE AND SAFEGUARDING THE FUTURE OF MANY HISTORICALLY IMPORTANT VEHICLES.

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XK150 BUYING GUIDE

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IN-DEPTH ADVICE FOR BUYERS OF JAGUAR’S FINEST CLASSIC XK

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SPRINT SPECIAL UNIQUE SEMI-LIGHTWEIGHT E-TYPE HAND-BUILT FOR HILLCLIMB SUCCESS

E-TYPE SERIES ISI E INFLUENC E FROM TH USA

LIFE AND TIMES OF THE ‘SERIES’ XJ

XJ-S RACING ANTICS ‘DOWN UNDER’

HOW JAGUAR’S BESTSELLER WAS MARKETED

AUSTRALIAN JAGUAR FAN’S WINNING WAYS JUNE/JULY 2021

PLUS: TECHNICAL HELP l AUCTION RESULTS l CARS FOR SALE l JAGUAR NEWS l PERIOD ADS

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FEATURE CAR UNIQUE E-TYPE

SPRINT SPECIAL WORDS: PAUL GUINNESS P H OTO G R A P H Y: M AT T R I C H A R D S O N

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We (try to) catch up with a one-off E-Type built for sprints and high-speed blasts, a unique car created at home by its Jaguar-fanatic proud owner

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aguar’s determination to achieve competition success against the biggest names in motorsport may have reached its zenith in the 1950s, initially with the C-Type and subsequently the legendary D-Type, but the following decade also brought success via the company’s new headline-grabbing road-going sportster. The early ’60s would see the revolutionary new E-Type being developed into another competition goliath, largely thanks to development of the Lightweight models, of which

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just twelve were originally built. Even the more ubiquitous steel-bodied E-Types met with on-track success, however, and still do all these years later, as anyone who’s witnessed them doing battle at events like the Goodwood Revival will testify.

Many of today’s E-Type racers will wisely choose to go the semilightweight route, swapping steel panels for aluminium in an effort to reduce weight and add speed. Many of the most popular mechanical modifications will be done in keeping »

BUYING GUIDE JAGUAR XK150

BUYING AN XK150 For anyone tempted to spend their hard-earned cash on Jaguar’s later development of the classic XK, Rob Hawkins offers some expert advice P H OTO G R A P H Y: RO B H AW K I N S & C H R I S F RO S I N

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s with earlier members of the XK family, the 1957-61 XK150 is a highly desirable classic sports car, albeit with some advantages over its forebears.

These include the extra modernity of disc brakes all round as well as a useful performance boost, particularly in S and SE guises. Available as an open two-seater (OTS), fixed-head coupé (FHC) and drophead coupé (DHC),

all versions of the XK150 were wider than the two previous generations of XK, and inevitably a little heavier.

The XK150 used either a 3.4- or 3.8-litre version of the XK engine, which initially produced 190bhp and 210bhp respectively. However, Jaguar launched the S version of the XK150 in 1958, featuring triple SU two-inch carburettors, an improved cylinder head with enhanced inlet porting,

and a limited-slip differential. To many XK fans, the XK150 S with a 265bhp, 3.8-litre engine is the model to have; it can accelerate to 60mph in under eight seconds and can exceed 130mph. Also look out for the SE (Special Equipment) models that were similarly modified, including examples with a 210bhp 3.4-litre engine.

Roadworthy XK150s that promise to be in top condition can sell for between

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£100,000 and £200,000. Drophead coupés and open two-seaters appear to be more expensive than the fixedhead coupé, and the S or SE badge also helps to boost the value – although you need to check for evidence (such as a Heritage Certificate) that the chassis number begins with a T or S (S or SE model) to ensure there isn’t merely a set of triple carburettors fitted inside a standard engine bay. Marque specialist Twyford Moors also warns that some fixed-heads were converted to dropheads, and such non-originality should be reflected in the price.

PRACTICAL CHOICE The XK150 is arguably the most practical of all the XK models. Even the seemingly no-frills OTS version is relatively refined, with wind-up windows and a more accommodating cockpit for two people thanks to a lack of rear seating (the fixed-head and drophead have small rear seats). Other luxuries to look out for include an overdrive on the manual gearboxes, which allows for more laidback cruising. There are numerous period mods and acceptable upgrades – which we’ll discuss later – that are worth looking for when buying an XK150.

All models have a modestly-sized boot with a full-size spare wheel.

Routine maintenance is within the scope of the average DIYer and most components are straightforward to access, so don’t be afraid to ask a seller for evidence of oil changes, refreshing the brake fluid and coolant every two years, and lubricating the suspension.

It’s fair to say that an XK150 is a usable sports car that’s capable of longdistance touring; but to accomplish such dreams, you need to choose wisely and don’t cut corners on cost.

The 265bhp, 3.8-litre engine in the XK150 S is the ultimate performance motor for this model

BODY & CHASSIS A good starting point when inspecting any XK150 is to take your time walking around it, checking over the paintwork and the standard of panel fit long before you start looking for corrosion and other metal-related problems.

With a steel body, doors and boot, and an aluminium bonnet, the entire assembly sits on a ladder-frame chassis.

Check that the gaps between the doors, bonnet and boot are evenly spaced. Uneven gaps between the front wings and bonnet may not be straightforward to fix, particularly if the wings have been replaced and perhaps CL ASSIC JAGUAR

Long, deep footwells give the XK150’s interior a grand tourer appeal

ill-fitted. Similarly, if the doors cannot be shut flush, simple adjustment may not help, especially if there’s corrosion in the A-post and hinge boxes, not to mention the chassis. Twyford Moors recommends checking the operation of the hood on dropheads and OTS models: “This can be costly to correct.

Also, check door fit and operation with the hood up and down, because hood tension can cause these to move.”

If bodywork panels are missing or need replacing, don’t assume they will be cheap or can be picked up secondhand. A boot lid costs around £2400 and a bare door is a little cheaper at around £2000.

Closely inspect the condition of each front and rear wing, checking for corrosion around the wheelarch; on the front wing, check around all the lighting and along the bottom edge. Open the »

MARQUE HISTORY JAGUAR ‘SERIES’ XJ

THE LIFE AND TIMES OF THE ‘SERIES’ XJ Charting the lengthy career of the ‘Series’ XJ models, we take a look at some of the most memorable adverts and brochures created to promote Jaguar’s bestseller WORDS: PAUL GUINNESS

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he launch of the exciting new XJ6 back in 1968 marked a major turning point in the history of Jaguar, with the emphasis now on rationalisation.

Jaguar’s saloon range of the mid-1960s had been fairly complex, with the Mk2, S-Type and MkX/420G chasing luxury car buyers of the time, a situation that became even more confusing when the new 420 and Daimler Sovereign (derived from the S-Type but with Jaguar’s latest flat-front styling) joined the range. What

P H OTO G R A P H Y: K E L S E Y A RC H I V E

was needed by the end of the decade was a simpler approach… and it arrived in the exciting new shape of the XJ6.

Numerous variations on the XJ6 theme were launched over the years, including the glorious (albeit petrolguzzling) V12-engined XJ12, shortwheelbase two-door coupés and, of course, the even more upmarket Daimler derivatives. Each one had something unique to offer in the allimportant luxury car market, though inevitably it was the Daimler versions

that found themselves being used for ministerial and VIP transport.

Series I models looked fantastic, with their deep front Jaguar grille, elegant profile and understated opulence.

The Series II of 1973 updated this with a shallower front grille and raised bumper line, while the Series III of ’79 changed things once more, thanks to a squared-off and raised rear roofline and modern-style bumpers. So, let’s take a look at how each successive generation of XJ6 was marketed…

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SERIES I: THE ORIGINAL XJ Far right: It may have embraced Jaguar’s traditions of grace, space and pace, but the XJ6 was all new, managing to be unmistakably Jaguar in look but also bang up to date and ready for a whole new generation of executive car drivers. The most important new Jaguar since the E-Type had arrived.

This American advert from 1971 offered a bold headline: “To a world filled with compromise, we make no contribution”. In the XJ6, Jaguar had set out “to create the world’s finest highperformance sedan”, achieving “near perfection” in terms of its “roadholding, handling and general behavior”. The ad concluded by promising that “the performance, the refinement, everything about the XJ6 [was] definitively, uncompromisingly Jaguar”.

Bottom left: There was more to the new XJ6 than luxury, of course. As the latest addition to the Jaguar range, the newcomer also had to offer the kind of performance that buyers of previous models had come to expect, combining opulent motoring with more than a hint of sportiness. As Jaguar explained, the XK-powered XJ6 was “built to be positively and precisely controlled throughout the wide speed range provided by its world famous twin-cam power units”, available at the time in 2.8- or 4.2-litre guises.

Just as importantly, the XJ6 was one

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of the safest cars in its class, with a host of design features to ensure that “in the event of an accident, its passengers are protected to the utmost”.

Bottom centre: This UK-market ad from 1972 offered a neat twist thanks to the following suggestion: “A test drive in an XJ6 could leave you an unhappy man”. The monochrome illustration showed a downhearted individual walking away from the latest XJ6, as a salesman from his local Jaguar dealership prepared to drive it away. Back then, Jaguar dealers were willing to bring a car to your home for you to enjoy a test drive, although the advice was not to bother if you weren’t likely to buy one: “Unless you’re seriously considering an XJ6, we strongly recommend against a test drive. It’ll spoil you for any other car.”

Bottom right: July 1972 saw the launch if the V12-engined XJ12, adopting the same 5.3-litre unit that had made its debut in the Series III E-Type the year before. With its 265bhp output and top speed of around 145mph, this was the fastest full four-seater saloon

of its time, offering an unbeatable combination of handsome XJ looks and effortlessly refined performance.

This early advert didn’t bother explaining about such attributes, however, its copywriters preferring instead to simply describe the XJ12 as: “At last a serious rival to the XJ6”. »

FEATURE CAR RACING XJ-S

ON-TRACK ACTION WORDS: RICHARD HOLDSWORTH P H OTO G R A P H Y: TA K I S PA L L A S , A A RO N M O R D U E , R I C H A R D H O L D S WO R T H

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We meet up with Tony Pallas, a Jaguar fanatic and marque specialist based in Australia, who also happens to own – and race – a rather special ex-Group A XJ-S

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here is a saying that if you want something done well, go to the man who already does it that way. It certainly helps to explain the success of Tony Pallas and the dedicated team behind All Classic Car Restorations at Brookvale,

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on the northern beaches of Sydney, Australia. Tony is joined in the company by his son, Takis, plus nine other craftsmen dedicated to providing high quality work, with a number of awards to their credit – including Jaguar Drivers’ Club of Australia

Concours d’Elegance and d’Etat wins, plus an array of motorsport trophies.

Customer cars that have been given the Pallas treatment have always performed well when it comes to judging, with Jaguars as wide-ranging as the XJ-S, XJ6, »

CATCH-UP TIME! If you’ve missed out on some of the previous issues of Classic Jaguar, don’t worry – it couldn’t be easier to grab some of our great back issues. We even offer free postage to UK residents and reduced shipping overseas. Check out the sample list below and then head online to:

shop.kelsey.co.uk/issue/CJG EARLIER ISSUES ARE AVAILABLE – SEE THE FULL LIST ONLINE

APRIL/ MAY 2021 l 132-page E-Type Special Pre-Production Development l Full E-Type Buying Guide l Lightweight Racing E-Types l Subtly Uprated Jaguar 240 l Period Promotions of the XJ-S l

OCTOBER/ NOVEMBER 2020 Jaguar 340 Restoration Tale Buying an Affordable Classic l Evolution of the E-Type l Jaguar Supercharging, Part 1 l Low-Mileage XK120 Driven l Duncan Hamilton’s Career l

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FEBRUARY/ MARCH 2021

DECEMBER/ JANUARY 2021

50 Years of the V12 Engine Classic Test: Series III XJ12 l Modified Series I E-Type l Factory-Spec C-Type Build l XK120 Launch & Career l Rebuilding an XK Engine

E-Type SII ‘Fast Road’ Spec All-Original Jaguar Mk2 3.4 l Project XJ40, Part One l Jaguar’s British Leyland Era l XK150’s Demise: 60 Years On l Stripping an XK Engine

AUGUST/ SEPTEMBER 2020

JUNE/ JULY 2020

APRIL/ MAY 2020

6.0-litre Series III E-Type Buying a Daimler V8-250 l XK120 Ex-Racer Driven l Development of the XJ-S l Jaguars in TV and Film l XJ-C Avon Convertible

Oldest E-Type FHC Buying an ‘X308’ XJ l Modified XK150 Driven l XJ40 Coupé Concept l Mk2 Coast to Coast Trip l Le Mans Automobilia

132-Page Special Issue When Ford Met Jaguar l Buying a Series I XJ l ‘Semi-Lightweight’ E-Type l Daimler DS420 Limousine l Ex-TWR XJ-S Racer

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AUTUMN 2020 SNG Barratt’s Series I E-Type C-Type’s Legendary Career l Development of the XJ40 l Daimler SP250 Buying Guide l Italian Coachbuilt Jaguars l High-Miles SS1 in Australia

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