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FIRST WORD

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Array day Variety, so the saying goes, is the spice of life. Unless, that is, you live in an aftershave factory, in which case it’s the life of Old Spice. But, I digress.

After 76 years of constant car production, that variety is certainly true of Jaguar, a fact that was hammered home to me at the Summer Festival at Bicester Heritage in early July. From the many gleaming E-types, to a current F-PACE; a stunning Mk X convertible to the XJ220 brought along

by Jaguar Heritage, the day was a strong illustration of just how varied Jaguar’s back catalogue truly is. (There were also so many X100 XKs that I genuinely lost mine for a while and had to walk up and down the many rows of similar cars until I found it.)

Putting Jaguar World together is also a monthly reminder of this Paul’s XK8 among the many variety – and not just of the cars, others at the Jaguar Summer Festival, at Bicester Heritage but their owners, too – and I don’t think any issue highlights it more than this one. We’ve got supercharged saloons on the cover and p26, an X-TYPE that’s been modified for the track (p44), an explanation of the similarities between the E-type Series 2 and facelifted F-TYPE (p52), and even an original D-type that raced with a hardtop in Australia (p76).

Add in a low-mileage XJ6 Series 2 (p62) plus an XJ-S fitted with the rare sports pack (p36), and it’s a fair representation of those seven-and-a-half decades. Yet, aside from Growlers on their noses, the one thing all these cars have in common is that they’re fabulous to drive.

Variety might be the spice of life, but it can also be very exciting if this line-up is anything to go by.

Paul Walton Editor

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CRAIG CHEETHAM

RICHARD BREMNER

ROB HAWKINS

XF SV8 or XJR? Craig decides which of these supercharged beauties he prefers (p26)

XJ-S enthusiast Richard tries a 3.6 that’s fitted with a manual ’box and sports pack (p36)

Rob looks at the history and condition of an XJ6 Series 2 with fewer than 29k miles (p62)

September 2021 \ Jaguar World | 3

26 THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 26 XJR vs XF SV8 They share the same 4.2-litre supercharged V8, but one is a luxury barge, the other an executive saloon; one is from the end of Jaguar’s retro phase, the other is the first from a new design direction. We drive each to decide which we like best, and explain why

36 XJ-S 3.6 September 2021

The XJ-S started life as a comfortable, V12-engined grand tourer. Did the Eighties optional sports suspension, manual gearbox and torquey 3.6-litre straight-six transform it into more of a sports car? We are offered a drive in a rare example fitted with all three to find out

44 X-TYPE TRACK CAR When Micky Scoins wanted a fast, 4 | Jaguar World / September 2021

good-handling and cheap track car, he chose a quality X-TYPE 3.0 AWD. Now, with lowered suspension, big wheels, a huge wing and sharp front splitter, it looks the part, too. We drive this totally bonkers car and come away impressed

52 E-TYPE SERIES 2 & F-TYPE P450 Although separated by 50 years, the E-type Series 2 and facelifted F-TYPE feature similar updates, such as new lights and updated interiors. Is this mere coincidence, or are both sensible evolutions of the original cars? We find out

62 LOW-MILEAGE XJ6 SERIES 2 This rare, short-wheelbase XJ6 Series 2 from 1974 has covered a

mere 29,000 miles with just one owner. We look into the dedicated routine behind its youth as well as why it remains largely original

68 LOW-MILEAGE XKR 4.2 CONVERTIBLE It spent its formative years as a display model in the Channel Islands but went on to cover just 5,500 miles and retain its as-new condition We explain how this 19-year-old 2002 XKR beat the miles

76 D-TYPE We delve into the compelling history of a 1955 D-type (XKD 526) that has the unique distinction of being the only example ever to race in period with a hardtop.It regularly raced in Australia until the late Sixties

36

68

44

52

Regulars

Workshop

6 NEWS

86 OUR JAGUARS

A great result for Jaguar Racing’s Sam Bird, who wins in New York, while back in Britain there are celebrations at the Summer Jaguar Festival at Bicester Heritage

12 JEC RACING

Paul Walton’s XF Sportbrake is again worked hard, including a family camping trip to Yorkshire, while Craig Cheetham introduces his latest purchase: an early X-TYPE 3.0 saloon

90 MODERN WORKSHOP

The Saloon & GT Championship heads to Castle Combe for rounds five and six

Nene Jag Specialists reveals the work involved in replacing the timing belt and water pump on an XF 2.2D

15 19 21 23 112 114

94 Q&A

MAILBOX RICHARD BREMNER CRAIG CHEETHAM KEITH HELFET NEXT MONTH FINISHING LINES

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Our experts look into why, and what to do, when an XKR 4.2’s Throttle Actuator Control system shuts the engine down, plus a Series 1 4.2 E-type roadster with sticking brakes

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96 CLASSIC WORKSHOP Used parts specialist Auto Reserve explains how to remove and test a faulty automatic gear selector on an X300 XJ6 3.2

100 MEET THE EXPERT We learn more about Matt Hynes from transmission specialist, Sussex Auto Parts

102 GEARBOX We review a new E-type book and bring news of a limited-edition, plinthmounted gold spinner from Jaguar September 2021 \ Jaguar World | 5

NEWS

IF YOU JAGUAR-R EWS STORY, SEND IT TO JWM.ED@KELSEY.CO.UK

Some of an -

Jaguar Summer Festival Bicester Heritage welcomes hundreds of Jaguars for the marque’s largest Jaguar event of the year

J

OINTLY ORGANISED by the Jaguar Enthusiasts’ and Jaguar Drivers’ Clubs, the Summer Festival on 4 July 2021 at Bicester Heritage included a seemingly never-ending sea of Jaguars of all shapes and sizes. Arguably, the stars of the show were the many E-types displayed to mark 60 years of the British icon, although there was something for everyone, with hundreds of models from all eras, both modern and historic.

The Jaguar Daimler Heritage Trust brought several cars for demonstration laps at Bicester’s test track, a rare opportunity to see these historic Jaguars in motion on a circuit. The line-up included the first production E-type OTS (77RW), the European Touring Car Championship6 | Jaguar World / September 2021

Jaguar Heritage’s final X100 XKR (left) and the unique XKR-R

NEWS

winning TWR XJ-S, the XK 120 that was specially prepared to drive seven days and seven nights at an average speed of more than 100mph at Montlhéry, near Paris, in 1952 (LWK 707), an XJ220, plus the final X100 XKR and the unique XKR-R we featured in the August issue (p26).

Interviews and commentaries were on-going throughout the day and broadcast across the venue via the largest big-screen TV in the UK.

“A HUGE THANK YOU TO ALL OF OUR WONDERFUL VOLUNTEERS WHO MADE IT HAPPEN AND TO THE JAGUAR COMMUNITY WHO RALLIED AROUND TO SUPPORT US.” Jaguar Enthusiasts’ Club presenter Wayne Scott interviewed celebrities from across the Jaguar world. They included ex-dealer training manager Peter Leake and the Jaguar Enthusiasts’ Club technical expert, David Marks, while headlining the live stage interview was the former chairman and CEO of Jaguar, Sir John Egan, credited with saving the Jaguar brand in the Eighties.

During his interview at the show, Sir John said, “When I arrived at the factory gates, everybody was on strike. I started talking to the strikers and one said, ‘I’ve got my bag of tools here, without these tools these cars don’t fit together, I’m a craftsman.’ I replied, ‘Well I’ve come here to save the place and to make it as independent as it deserves to be’.

That was the deal I had done with [BL boss] Michael Edwardes.”

Speaking on the live stage, the Jaguar Enthusiasts’ Club chairman, Ray Searles, said, “It’s been a tough year for event organisers and car shows, but we are overjoyed with the success of our first event in two years. A huge thank you to all of our wonderful volunteers who made it happen and to the Jaguar community who rallied around to support us.”

Hundreds of XKs were also present to mark 25 years of the model

LEFT: Former Jaguar chairman, Sir John Egan, is interviewed on stage BELOW: Swallow Jaguar’s ex-PalmerSport XKR

There was a strong X-TYPE presence to mark the car’s 20th anniversary

The first E-type OTS (77RW) on the track

September 2021 \ Jaguar World | 7

NEWS

I-PACE LENDS ITS SUPPORT The all-electric I-PACE is the towing and support vehicle for a UK-led programme aiming to claim the electric flight speed record later this year, with a target of 300+mph.

The Rolls-Royce Spirit of Innovation team has already completed key groundtesting and taxiing ahead of the first test flights in a matter of months, ably supported throughout by the I-PACE. The aircraft has been created by the ACCEL programme, short for Accelerating the Electrification of Flight, which includes key partners YASA – the electric motor and controller manufacturer – and aviation start-up Electroflight. The ACCEL team has continued to innovate while adhering to the UK Government’s social distancing and health guidelines.

“Rolls-Royce and Jaguar Land Rover are UK pioneers who are focused on advancing electrical technology for their respective sectors,” said Rob Watson, director of Rolls-Royce Electrical. “We are delighted that Jaguar Land Rover is loaning us I-PACE vehicles as we bid to develop the world’s fastest all-electric plane. It is important to us that the ACCEL programme was carbon neutral and this will be supported by having allelectric cars for ground-support.”

The Spirit of Innovation features an electric motor propulsion system delivering 500+hp using the most power-dense battery pack ever assembled for an aircraft, which will provide enough energy to fly Londonto-Paris on a single charge.

TWO-WHEELED TERRY Stunt driver Terry Grant produced one of the many amazing sights at this years’ Goodwood Festival of Speed (8-11 July) when he completed the hill climb track driving an F-PACE on just two wheels. The event was making its return after last year’s Covid-19 enforced sabbatical.

In an incredible effort, Grant (who previously looped an F-PACE in 2015 and then barrelrolled an E-PACE two years later) navigated almost the whole track balancing on just the two driver’s side wheels, before safely touching down with all four wheels to cross the finish line.

8 | Jaguar World / September 2021

JLR’s bounce back continues Jaguar Land Rover retail sales for the three-month period to 30 June 2021 are significantly up year-on-year, reflecting the continuing demand as we recover from the Covid-19 pandemic, particularly compared to a year ago. However, wholesales especially were lower than demand, due to the semiconductor supply issues affecting the global auto industry.

Retail sales for the first quarter ending 30 June 2021 were 124,537 vehicles, 68.1 percent higher than the 74,067 vehicles sold in Q1 last year.

Retails were higher year-on-year in every key region including in the UK (+186.9 percent), Europe (+124.0 percent), overseas (+71.0 percent), North America (+50.5 percent) and China (+14.0 percent).

Retail sales of all models were higher year-on-year, with the exception of the Jaguar XE. Wholesales were 84,442 units in the quarter (excluding the China JV), up 72.6 percent year-on-year.

However, this was about 30,000 units lower (c27 percent) than would otherwise have been planned as a result of the semiconductor supply constraints and impact of Covid-19, although this reduction had been broadly anticipated.

“We are pleased to see the gradual economic recovery from the pandemic with customers returning to our showrooms driving doubledigit year-on-year sales growth in all regions, demonstrating the continuing appeal of Jaguar vehicles,” said JLR’s CEO, Thierry Bolloré, “While the present semiconductor supply shortages continue to be a challenge for the industry, we are encouraged by the strong demand we see for our vehicles.”

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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

New York, 10-11 July 2021 Round 10 Jaguar Racing driver Sam Bird had a challenging start to the New York City ePrix, held in Brooklyn. A crash into the wall in the first free practice meant he was unable to finish the session or go out in the second free practice.

With a chassis change required, the Jaguar Racing mechanics and engineers worked tirelessly and showed tremendous teamwork to make sure the I-TYPE 5 was ready for qualifying, and ended up having just six seconds to spare.

Sam’s run of bad luck continued after a crash in qualifying with Nissan driver Oliver Rowland. But despite lining up on the grid in 20th, Sam climbed an impressive 11 places to finish in the points and secure the fastest lap.

Sam’s teammate, Kiwi Mitch Evans, started the race in 16th after being at the mercy of group one for the 17th race in a row, but showed his racecraft by carving his way through the pack, gaining seven places.

10 | Jaguar World / September 2021

Evans demonstrated great pace off the line and moved from 16th into 14th in the first lap, overtaking Oliver Turvey and Sérgio Sette Câmara.

He continued to show the speed and efficiency of the I-TYPE 5 throughout the race, overtaking Norman Nato, Jake Dennis and Antonio Felix da Costa and getting up into the points.

Unfortunately, an electrical issue caused Evans to retire with 27 minutes of the race remaining.

“We had a pretty solid start to our first race,” said Evans. “I was making my way through the pack and I got myself into the top ten. Unfortunately, we had an electrical issue, which switched the car off and I was unable to reboot it. So that was our race over. It’s a real shame as I probably would have got some more points today.”

Round 11 Sam Bird created history by winning the second New York City e-Prix for the third time in a lights-to-flag victory. The Brit is the only driver to have won three times at the same circuit in Formula E history.

For the first time, Jaguar Racing lockedout the front row – with Sam on pole and Mitch in second – after both drivers made it into Super Pole on the streets of Brooklyn.

“What a day, today!” exclaimed Bird. “I’m so delighted and proud of my team right now. After yesterday, this is everything we needed and it feels so good. Thank you to everyone at Jaguar Racing.”

Sadly, a potential double-podium finish evaporated when Evans, defending from Envision Virgin Racing’s Nick Cassidy, clipped the wall in the final couple of minutes of the race and was forced to limp the car home in 13th.

On the back of his victory, Bird left New York at the top of the drivers’ standings while Evans is eighth. Jaguar Racing is third in the teams’ standings, just five points behind Envision Virgin Racing. Four rounds of the championship remain.

MOTORSPORT | JEC RACING

Saloon & GT Championship Rounds 5 & 6, Castle Combe 3-4 July 2021 WORDS CHRIS ROBINSON & COLIN PORTER PHOTOGRAPHY CHRIS, NICK CHRIS & ROGER GAGE

Race one On a weekend of changeable weather, the racing gods dealt a dry race day. Previously this season, Tom Robinson has found it difficult to get the XJR off the line, but he had no such problem on this occasion to lead current champion James Ramm into Quarry Corner. Colin Philpott (XJS 4.0) was another fast starter out of position on the grid having qualified eighth, quickly making amends by moving up the order before the Avon Rise.

Class A front-runner, Simon Lewis, saw an early retirement in the XJ6 on lap one, gremlins haunting Lewis’s progress in the championship this season. Michael Seabourne’s race was also run when the Class B and championship leader was forced to retire on lap six with electrical issues.

David Ringham completed a trio of DNFs, sadly dropping out on lap eight.

At the front, Robinson was enjoying home turf – the Wiltshire circuit being his

Tom Robinson was on his home turf

RACE ONE RESULTS First

Second

Third

Overall

Tom Robinson

James Ramm

Colin Philpott

Class A

Simon Dunford

Matthew Davis

-

Class B

Daniel Stewart

Derek Pearce

Rick Walker

Class C

Colin Philpott

Tom Lenthall

Richard Coppock

Class D

Tom Robinson

James Ramm

Lawrence Coppock

Race two

L-R: James Ramm, Tom Robinson and Colin Philpott

Colin Philpott started on pole

With the ball drop rearranging the grid for race two, Colin Philpott found himself on pole alongside James Ramm, and Tom Robinson on row two with Tom Lenthall.

Off the line, Ramm was quick to show, and led into Quarry Corner for the first time from Philpott and Robinson. Robinson was able to get a run on Philpott down the back straight and passed on the approach to Tower.

Ramm was across the line first, with Robinson in pursuit, but Robinson managed to get the XJR around the outside at Quarry, and get the drive out of the corner to take the lead.

Michael Seabourne (XJ40) was another fast starter: he quickly made up five places from the back of the grid. He passed Class B rival Derek Pearce around the outside at Quarry before grabbing the class lead, bravely out-braking Daniel Stewart in the damp conditions approaching the Esses. Seabourne then set his sights on Richard Coppock, passing the XJS down the inside at Quarry.

Unfortunately, this was the last racing action Coppock (Jnr) saw, retiring the car after only three laps.

In the meantime, Lawrence Coppock Snr (Class D V12 XJS) was having a better race

Guy Connew: engine troubles await

Ian Drage had issues with rear shocks all weekend

James Ramm hits the tyres

12 | Jaguar World / September 2021

JEC RACING | MOTORSPORT

James Ramm finiish hed d third d overalll

Michael Atkinson chases Rick Walker

Simon Dunford puts in the fastest lap

regular test track – and local knowledge allowed him to build a small lead from Ramm, in the XJS. Meanwhile, Colin Philpott’s progress continued, taking advantage of a spinning Michael Holt and passing Richard Coppock (Class C XJS) to close on – and eventually pass – Tom Lenthall (Class C XJS) to take the Class C win and third overall on the podium.

and became the sole-surviving V12 when Guy Connew’s race ended on lap five with engine problems.

In Class A, Matthew Davis continued in the XJ40; his XJR is being repaired following a fire at Silverstone. Davis again picked up useful championship points, second in Class A to the consistent Simon Dunford.

Michael Seabourne made further progress, passing Coppock (Snr) to finish sixth overall and win Class B, increasing his championship lead over Tom Lenthall. Michael Holt finished fourth overall and second in Class C from fifth-placed Lenthall.

At the front, James Ramm’s chances of a win were scuppered when he made a mistake at Quarry while pursuing Robinson. After slipping down the order, Ramm made an excellent recovery to eventually finish third on the podium and second in class. Philpott rounded off a good weekend with a second Class C win and second place overall. The top step again went to Tom Robinson, who won both Class D and overall, plus Meguiar’s GT Drive of the Day.

Tom Lenthall with a new bonnet design

Daniel Stewart ahead of Lawrence Coppock

Holt, Coppock (Richard) and Lenthall had a titanic race-long battle, Holt eventually making a mistake and going off, recovering, but dropping places, with Lenthall coming out on top of the three-way contest.

Daniel Stewart secured a maiden Class B win and Meguiar’s GT Drive of the Day with an excellent race and sixth place overall.

Ian Drage’s first outing of the season (Class

C XJS) proved successful, moving up from 13th to ninth, despite clearly having had issues all weekend with rear shocks. Simon Dunford collected the Class A honours, along with the class fastest lap.

When the chequered flag dropped on lap 12, Robinson was able to close out the win from Ramm in what is proving to be an exciting battle for Class D this season.

ABOVE: Derek Pearce ABOVE RIGHT: Michael Holt RIGHT: Lawrence Coppock escapes as Stewart runs wide

RACE TWO RESULTS Overall

First

Second

Third

Tom Robinson

Colin Philpott

James Ramm

Class A

Simon Dunford

Matthew Davis

–

Class B

Michael Seabourne

Daniel Stewart

Derek Pearce

Class C

Colin Philpott

Michael Holt

Tom Lenthall

Class D

Tom Robinson

James Ramm

Lawrence Coppock

September 2021 \ Jaguar World | 13

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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

F A 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 ial lifestyle range. This month, a leather Jaguar keyring. For the full range of Jaguar-branded products, please go to the online store at shop.jaguar.com/uk/ uk/

LETTER OF THE MONTH I enjoyed the article on the white XJ-S inspired by The Saint’s car in the Seventies TV series [see JW, July 2021].

The show triggered a slightly quirky outcome for me as a young man.

I recall an episode when The Saint

thought what a great idea it would be to have a car phone to keep in touch with customers in my expanding business.

Besides, it would be the height of cool for this young bachelor. Remember, 1978 is well before cell phoness. w ’

black Bakelite handset sat neatly on the small helf in the middle of the XJ Series 2 dash as though made for it, while the main telecommunication box was in the boot and affixed to the inside offside wing trim. To finish off the installation, a long whippy aerial was installed on the end of the rear wing.

Subsequently, I managged to persuade

Not hanging around Chatting to my father recently about Jaguars, I showed him my copy of the July 21 issue of Jaguar World that featured an original example of a Mk X (p56). His eyes lit up as he read about this beautifully restored car.

He was a chauffer back in the early/mid-Sixties, and he started to relay a story about a Mk X he drove. His eyes became rather moist as he talked about the car and regaled me with the journeys he’d made, taking his then boss around the country. Back in those days, there was no speed limit on the motorway (1965 as a trial, then permanent from 1967) and his boss used to say, “You don’t hang around, Bob, do you?”

So it was a nice article about a very nice car.

Keith Dunn September 2021 \ Jaguar World | 15

LETTERS

Opportunity lost

Missed the obvious?

I am also a proud owner of an XK Dynamic R and wonder if the answer to Derek Brown’s questions about the noise of his car in your August Q&A might have missed the obvious.

Firstly, the Dynamic R does, in fact, have a switchable exhaust button, the Dynamic ‘chequered flag’ in the centre of the console. True, this has the reverse effect of quietening the car, but also of opening up the active exhaust and giving most of us the sound track we enjoy.

I wonder if this has been over-ridden in the car Derek Brown wrote to you about.

Economical F-TYPE I note that Paul Walton was delighted to obtain 45mpg from the XF Sportbrake 2.0D MHEV on his trip to Thurso, Scotland [see JW, August 2021, p74].

I also obtained over 40mpg from my F-TYPE P300 going to Edinburgh and back – and I was not hanging around.

Great magazine, as always. I don’t know how you manage so much work in a month.

Paul Cowell

16 | Jaguar World / September 2021

It is a well-known secret that pulling fuse 19, located behind the rear seat centre panel, will set the exhaust valves open permanently. If this is the case it can be easily rectified.

I am lucky that my neighbours enjoy the sound when my car is fired up. Perhaps Derek’s remaining ‘sniffy’ neighbours should learn to enjoy it, because if the government has its way with electrification, then, like the sound of steam locomotives, this is something for the purists to treasure and enjoy while they can.

David Hollander

I would like to make comments on the excellent article covering the XJ X300 front wing replacement [see JW, July 2021, p98]. I observed that there was no recommendation to paint the inside of the replacement wing, the exposed sill or suspension.

This was an opportunity lost.

When I bought a new Jaguar S-TYPE in 2005, I ran it for six weeks, took it off the road, removed all the panels underneath covering the floor, and the inner wings and the sills.

I painted everywhere with Hammerite paint, including the suspension. I removed the above components again in 2015 to carry out an inspection and found everything in as-new condition. I repaint the suspension every summer.

I would strongly recommend my actions to every genuine Jaguar enthusiast; it is much more important than cup holders.

Many thanks and keep up the good work, especially for the S-TYPE – a car with real style.

W Feldon

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Jaguar Versus

JAGUAR LENT me a BMW 3-Series to drive recently.

It wasn’t a secondhand car I was sampling, nor a (very) odd choice of courtesy car but a car Jaguar was inviting me, and dozens of others across the country, to test drive in direct comparison with one of its own cars. Which is quite a brave thing to do, even if the XE is a much better car that its sales record suggests.

This moment was part of a promotion called Versus, which allows you to carry out your very own comparison test and pit one arch-rival against another at your local Jaguar dealer. You can book drives in Jaguar’s XE, XF, E-PACE, F-PACE and I-PACE (though not the F-TYPE) and respectively compare them with a BMW 3 Series, Mercedes E-Class, Audi Q3, Volvo XC60 and an Audi e-Tron. It runs for two months, but unfortunately will have finished by the time you read this.

You arrange your comparison by visiting the Jaguar website and clicking on the “Jaguar Versus” link, from where you can make a booking at your nearest participating dealer.

Which is exactly what I did. In this case it was Jaguar dealers Grange at Hatfield, a modern facility with plenty of outside parking (a good thing, because there were quite a few guests testing) and on this particular day, a Jaguar-branded mobile coffee and tea bar. The staff manning this and the test event are hired by JLR (rather than the dealer) for the Versus promotion, and they’re very helpful and friendly. Once you’ve signed in you’re offered a drink in a Jaguar thermos flask, surprisingly yours to keep, and despite my drive coming after not-quite-freedom day, the event was very Covidfocused, masks required inside the dealer, your temperature taken and the cars sanitized following every drive.

After which a Jaguar XE D200 R-Dynamic was mine to try, a staff member briefing you on its key features. The test drive was a 16-mile

round trip, which might not sound much, but it was quite a well-devised drive that included a twisty dual carriageway and several roundabouts to please those exploring the chassis and acceleration (who, me?). Once back at base, I tried the equivalent BMW 3-Series, the key features of which were also fair-mindedly explained. The whole experience was very well organised and very enjoyable, and with absolutely no pressure to step inside the dealership and submit yourself to the sales department. Instead we were merely waved off, and I received an email the following day inviting me to use the Jaguar configurator.

So why is Jaguar doing this? The primary trigger, the company says, was Covid’s disruption of the 2021 model year range, this promotion a way of getting news of these cars out there besides displaying confidence in lining them up against their competitors. Sadly Jaguars don’t always leap to the top of the minds of those shopping for premium models, and this is a bold way of reminding buyers that the brand is out there and better still, that it’s cars are superior to the (usually German) model that the shopper first thought of.

Jaguar has yet analyse the results of the exercise, but an event staffer mentioned that at one dealer where she worked there were six sales on the day of the test drives. Jaguar itself reports that verbatim on guests’ reaction to the test days “has been very strong”.

And your reporter’s conclusion after driving an XE and 3-Series back-to-back? The Jaguar gets it, despite the sometimes thudding ride from an optional set of 19in rims, scoring with more poke, a superior touchscreen, more thrusting performance and above all, a much higher quality cabin. It’s a more handsome car too and once you’ve driven it, you wonder why so many do the obvious and buy a BMW or a Benz. I’ve no idea how cost-effective this digitally promoted exercise has been, but on the basis of this experience it ought to be worth doing again. Even if I haven’t ordered an XE.

THE WHOLE EXPERIENCE WAS VERY WELL ORGANISED AND VERY ENJOYABLE

September 2021 \ Jaguar World | 19

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The X351

I’VE BEEN a fan of the XJ from a very early age. When demise of what – to me – is the very definition of a ‘proper’ Jaguar is a crying shame, albeit one that I totally understand as the electric I was five, in 1982, one of my friend’s dad was a chauffeur for the BBC and got some really swanky cars evolution sweeps through the car industry. to drive. I clearly remember the change from W-reg Plus – and here’s where my unpopular opinion comes in – I believe Rover 3500s to Y-reg Daimler Sovereigns, which he that the XJ actually died over a decade ago. used to ferry VIPs to and from the Beeb’s Manchester studios.

Don’t get me wrong, I think the 2010-on X351 is a fabulous car. It’s handsome, it’s comfortable, it’s quick and it does everything a Jaguar At weekends, he’d use these cars to transport his son and his friends around, too; for that reason, a Series 3 Sovereign in Indigo Blue will should do. But, it’s also modern, practical, spacious and beautifully always remain one of the cars I must own at some point in my life. well-made. These are all great things for a car, but not the kind of Six years later, our neighbour, Peter, treated himself to a retirement quirks that have defined the XJ for years on end and have given it its undeniable character. It was never flawed gift in the form of a solid red XJ40. It was an enough. entry-level 2.9 and was the only new car he’d You see, with all the previous XJs, you’d find ever owned (he drove around in a battered, THE DEMISE OF something about it that was really, really irritating. green TR7 for most of my childhood) and he My X300, for example, has an embarrassing lack absolutely adored it, employing his now 11-yearWHAT – TO ME of rear legroom, and climbing into it over its high old neighbour to hand wash and polish it for him – IS THE VERY sills is a bit like getting into a bathtub. It’s not the every weekend. Despite my boyhood efforts, it DEFINITION OF most ergonomic design. But, if it ever irks me too couldn’t keep the rust at bay and, by the time I much, I get out, take a few steps away from it and departed for university in 1996, the XJ40 already A ‘PROPER’ just look at it, and all is forgiven. had a bubbly bootlid and rust at the bottom of JAGUAR IS A Same with the X350 and its Ford-fuelled buildboth front wings.

CRYING SHAME quality grumbles. I don’t think you could ever In 1994, I went to the British Motor Show and kill it mechanically (and now that I’ve said it, I saw a Turquoise X300 in the metal for the first severely hope not), but a passenger sun visor that drops down over time. I’d just turned 17, and I promised myself one there and then – a speed bumps, an electric mirror switch that has come straight out of promise I managed to fulfil 19 years later with a car I still own today. a Fiesta, and climate control that only works on one side at a time are, Fast forward eight years (and if I’d told myself this in 1994, I’d not frankly, a bit annoying. But then I look at it. have believed it), I was at the Paris Motor Show in the capacity of With an X351, I see a luxury car that’s a match for an Audi A8 or a journalist, watching the new X350 be unveiled. Then, a year later, I was Lexus LS. It’s a great example of what was needed at the time and I in Seville, Spain, driving one during the international media launch. I start to think that yes, maybe I’d like one, one day. But then I look at it. very quickly made myself another personal ownership promise (which It is a crying shame that the XJ is no more, but I can’t help but feel I fulfilled last year with a 3.0 SE). that the things that made it an XJ – the fluted bonnet, the twin round The reason I own both of my XJs goes right back to falling in love headlamps, the perfect proportions – went a long time ago. CC with the beautiful lines of the Series 3 Daimler back in 1982, so the September 2021 \ Jaguar World | 21

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Emulating Malcolm

OF THE five sports cars I designed during my 25-year career at Jaguar, four were inspired by those of Malcolm Sayer, Jaguar’s aerodynamicist between 1951 and his untimely passing 19 years later. I always aimed for my cars to be spiritual successors to his, and from the start was daunted by the size of that task. But it made me study his designs very carefully, and I could see a natural progression in his work.

Using the experience and knowledge he gained working at the Bristol Airplane Company during the war, his first car, the C-type, was clearly a smoothed out, more aerodynamic version of the XK 120.

Three years after that the D-type arrived, seen here with Sayer, left, together with his great friend, Jaguar’s famed test driver, Norman Dewis. It was considerably bolder than its predecessor, but you begin to see how he was giving the surfaces more movement, particularly the long-nose version from 1955. You can also see how he was trying to improve the aerodynamics because the sections throughout the car look as though they are accelerating – one of the main reasons why the D-type always stood out from its peers of the time.

His E-type is often described as seemingly travelling at 100mph even though it is standing still, and that’s because Sayer took that same movement, that same acceleration and bullet-like shape of the D-type much further.

Everything he did was there for a purpose. That made his designs not just beautiful, but honest; there were no random curves, lines or whatever. And that was always the guiding principal behind my designs – I believe that’s what all Jaguars should be. It also creates beauty.

That same movement of his earlier cars became even more apparent with the XJ13, Sayer’s V12-engined racing project of 1966, which was ultimately cancelled. It appeared like a much faster version of the D-type because the surfaces, lines and shapes gave an even greater appearance of acceleration.

In the Nineties, I was very surprised to be approached to design an MRI machine, especially because the guy who asked me said it was because I’d designed the XJ220 and that he thought the car was, in his words, “The ultimate piece of automobile sculpture.” I’d never thought of cars as sculpture until then, but they are. As proof, the E-type was the first car to be included in New York’s Museum of Modern Art – where it was exhibited as a piece of a sculpture.

Now that I’m more aware of that, when I look back on Sayer’s work it’s clear to me that he should be celebrated as not only one of the world’s greatest automotive aerodynamicists, but also as a superb sculptor.

EVERYTHING HE DID WAS THERE FOR A PURPOSE. THAT MADE HIS DESIGNS NOT JUST BEAUTIFUL, BUT HONEST

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 September 2021 \ Jaguar World | 23

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TWIN TEST

26 | Jaguar World / September 2021

September 2021 \ Jaguar World | 27

TWIN TEST X358 XJR vs XF SV8 ORCED INDUCTION: the process of ramming more air than is natural into an engine to get more out the other side.

It’s a simple science in theory, but not always an easy one to execute, because the only way to amplify the air pressure going into the engine’s intake is to use some form of compressor. Today, most internal combustion engines feature a type of this, with turbocharging common on both petrol and diesel engines.

Before the turbocharger there was the supercharger – an automotive innovation that celebrates its centenary this year. Unlike a turbocharger, which harvests its power from exhaust gases to turn a separate turbine, a supercharger is driven by a belt attached to the engine itself, a mechanical connection that produces its distinctive shriek.

The first supercharged road car was introduced by Jaguar’s arch-rival to be, Mercedes-Benz, in the days before William Lyons had turned a spanner on a car; the 1921 6/20/45hp Benz was identifiable by the mass of pipework on the outside of the bodywork that sucked extra air into the engine.

F

Over time, superchargers shrunk, of course. They were used with great success

by Bentley in the famous Le Mans-winning ‘Blower’ sports cars, but became less and less popular as compact, cheaper and often more effective turbochargers took over.

That didn’t put Jaguar off, though. In 1995, the company decided to buck every automotive trend of the era and revisit supercharging, applying the science to the new AJ16 engine that had been developed for the X300 XJ saloon. The AJ16 had shown great promise when turbocharged for the cancelled XJ41 project, but a

turbocharger wouldn’t fit under the XJ’s bonnet. So, rather than redesign the engine bay, Jaguar looked for an alternative and decided upon a new and very compact supercharger by an American engineering specialist, Eaton.

The new model was called the XJR and, as a separate model in the range, was known internally as X306. With the Eaton supercharger, Jaguar took the power of the XJ’s 4.0-litre straight-six from 249bhp to 316bhp, accompanied by a banshee-like howl that was impossible not to adore.

Apparently, you could get more than

Some may love the subtlety of the XF; others will adore the brawny beauty of the XJ

28 | Jaguar World / September 2021

TWIN TEST X358 XJR vs XF SV8

2008 XJR 4.2 Engine 4,196cc V8 supercharged Power 420bhp Torque 413lb ft 0-60mph 5.0secs Top speed 155mph (limited) Economy 29mpg Price new £71,995 Value now £8,000-£23,000

30mpg out of an XJR if you drove it gently, but nobody does that, because as soon as the supercharger starts to whistle it’s impossible not to plant your right foot and listen to it wake up.

Jaguar has stuck with superchargers ever since. Yes, turbos are cheaper, more efficient and arguably produce more power, but they don’t sound like a jet aircraft getting ready for take-off every time you poke the accelerator. A Jaguar isn’t just about travelling quickly and comfortably. It never has been. It’s part of the company’s DNA to deliver a holistic sensory

experience that starts and ends with the driver. And a supercharger is one way of delivering this.

That’s why, two years after the first supercharged XJR, Jaguar did it again with the X308’s 4.0 V8, then repeated the experience in 2003 with the 4.2-litre V8 in the X350 super saloon.

In the new all-alloy XJ, the supercharger took the standard power output from 294bhp to 390bhp, creating a car with bipolar tendencies. On the one hand, it was a serene luxury cruiser, as comfy and cossetting as you’d expect an XJ to be. On the other, it

became a fire-breathing monster capable of hurtling you from 0-60mph in five seconds flat. Jekyll, meet Hyde.

Later the same year, Jaguar took the powertrain to a new audience by fitting the XJR’s 4.2 engine to the S-TYPE as it expanded the Jaguar R line-up. It remains a crying shame that the proposed X-TYPE R was stillborn, since it would have been equally wonderful.

Nevertheless, there were more applications of the R powertrain to come.

In 2007, Jaguar launched what was its most critical model in a generation – the XF. The

September 2021 \ Jaguar World | 29

X358 XJR vs XF SV

new mid-size exec was a lot more than a replacement for the S-TYPE, despite using most of its underpinnings and powertrain.

The XF was a huge change of direction for Jaguar. It ushered in a new era of styling, of interior ambience, technology and modernity that was all forwardfocused, rather than looking to the past to maintain tradition.

However, you could still get a supercharged model – the range-topping XF SV8 (it wasn’t an R; that didn’t arrive until 2009 with the 5.0-litre V8) – which was sold for three glorious years concurrently with the X350 (or X358 post-facelift) XJR, giving buyers a choice of thunderous super saloons.

Both were great then. Both are also great now. But, which is best?

It’s in styling terms where these cars are at their most divergent, and there’s a reason for that. When Ian Callum took over as Jaguar’s design director in 1999, he took Jaguar’s entire design team into a room with all the Jaguar saloons from the Mk VII onwards lined-up. For each successive generation, he indicated its revolutionary styling and how each Jaguar saloon car

30 | Jaguar World / September 2021

changed, became sleeker, was made sharper and challenged convention.

When he got to the XJ6, he pointed out that from 1968 through to the mid2000s there hadn’t been enough design innovation. Love or loathe that sentiment (for let’s face it, there has never been an ugly XJ), he made a sound point, and there’s a very real chance that Jaguar would be cemented firmly in its past and struggling today had he not decided that the XF needed to be revolutionary rather than evolutionary.

The car that came out of the design studio was, due to a lack of time and budget, based on the same Ford DEW platform as the S-TYPE before it. But, while the S-TYPE looked back to the Sixties for its styling inspiration, the XF tore up the rulebook. With the exception of its squared-off mesh grille, there was nothing on the XF that was ‘traditional’ Jaguar.

It was new, bold, brave and no doubt challenging to die-hard Jaguar fans.

Soon after the XF’s debut, the XJ was given a facelift. It gained the vertical side intakes seen on the XF, but this car retained

a more traditional Jaguar look. The two cars may have been very different in terms of their appearance, but they sat well together – something you can see very well with the two cars here.

Of the two, it’s the XJ that flexes it muscle the most. In stealthy black and on butch 19in alloys, it exudes go-getting vibes. It’s not over-the-top, but neither is it shy.

The XF SV8, on the other hand, is the subtler of the two. With the XF, Jaguar wanted to ensure that the cars that bookended the range were quite clearly related, and without too bold a difference in appearance. The SV8, therefore, gets fat alloys, twin exhaust pipes and that mesh grille,

but it’s not overtly a performance car. It may pack a punch, but it doesn’t shout about it.

Another thing to raise an eyebrow is its size – something Ian Callum’s team did well to hide. In isolation, the XF doesn’t actually look that big. But, park it next to an XJ and you realise it really isn’t that much smaller than the ‘big’ car at all.

Ultimately, your preference between these two cars is an entirely personal one.

Some may love the subtlety of the XF; others will adore the brawny beauty of the XJ. But, the chances are it’ll be the biggest defining factor in your choice.

Inside, it is again a case of poles apart, and the biggest thing you notice is how

much more modern the XF looks. When it debuted in 2007, the newcomer’s cabin was probably Jaguar’s biggest pounce forward in several generations. Gone were the traditional Jaguar cabin accoutrements. No J-gate gear selector, no huge slabs of wood, digital instead of analogue instruments, and paddles on the steering wheel to add some manual control as unobtrusively as possible.

It was an award-winning interior, and with good reason. From the incredible seat comfort to the way the rotary gear selector rises from the centre console to greet you, it 2008 XF SV8 4.2 Engine 4,196cc V8 supercharged Power 420bhp Torque 413lb ft 0-60mph 5.1secs Top speed 155mph (limited) Economy 28mpg Price new £59,400 Value now £8,000-£15,000

September 2021 \ Jaguar World | 31

TWIN TEST X358 XJR vs XF SV8

, J feedback touchscreen and the accoutrements expected of a luxury car of th he era, such as automatic lights, wipers, climate control, and memory seats. But the chunky veneered dash, wide cabin and traditional Jaguar J-gate transmission feel much more traditional than the XF’s avant-garde interior.

As with the exterior styling, it’ll polarise people. It’s a choice between modern, clean and hi-tech or a more traditional type of opulence, which arguably feels more special.

But only if you like antique furniture.

You remember we mentioned that the XF is a much bigger car than it looks? Well, here’s where you notice most. Side-by-side, you’d expect the XF to feel lighter, more agile

32 | Jaguar World / September 2021

, while its wide tyrees and narrower track actually give it lesss of a turning circle.

The XJR feels huge, though, and that’s because it is. The X350 was always a big car, both in terms of length and width, and it’s impossible not to feel that out on the road.

But size isn’t everything, and it’s the similarity in which these two cars behave that is as interesting as the differences.

For starters, both have the same 420bhp 4.2-litre supercharged V8 (the XJR gained an extra 30bhp at the time of the X358 facelift) and both have the power to make small dots on the horizon become trees or buildings in a shockingly short space of time. The power delivery is almost identical

X q c , n just. Put the electronically controlled gearbox into dynaamic mode and it’ll charge from 0-60mph h in 5.1 seconds, possibly a fraction quicker if you’re talented in the use of flappy paddles. However, in reality, the pleasure in the manual shift comes more from the downshift, which allows the exhaust to pop and burble slightly on the overrun. It’s not in-your-face lairy, but it’s enough to remind you that you may be driving a mature vehicle, but it’s one with a bit of character.

The XJR feels different somehow. Yes, it delivers its power with the same force, the same slight delay then fast-away feel, but it’s a more sensory experience. It’s less well insulated, less well damped. When the

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34 | Jaguar World / September 2021

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MODEL PROFILE

36 | Jaguar World / September 2021

WORDS RICHARD BREMNER P H O T O G R A P H Y P A U L W A LT O N

September 2021 \ Jaguar World | 37

38 | Jaguar World / September 2021

I

T’S AMAZING how the make-up of a small number of rather unprepossessing parts can have a profound effect on a car’s character.

Rubber bushes, the oilsluicing valves buried within shock absorbers, and steering racks, coil springs and anti-roll bars – most are either totally hidden or barely visible when you look under a car, and none is particularly expensive as an individual item. But, the engineering and development work vested in making these parts squash, stretch, twist and resist is vital to determining a car’s behaviour in bends, on straights and over bumps. And, for that reason, they determine much of a car’s character, too.

As car enthusiasts, most of us know this, of course, yet it’s surprising what a different animal the six-cylinder Sports Handling Pack 3.6-litre XJ-S is when compared to the V12. We know the original 5.3-litre XJ-S for the glorious indulgence of its 12 cylinders, their satin thrust and, equally, their chilling thirst. Most of these big-engined coupes were coupled to an automatic transmission, which, for years, made this the most effortlessly refined and subtly potent coupe in the world. The XJ-S was a car in which to power-waft, even more so than when aboard its Series III E-type predecessor.

Those serenely potent 12 cylinders, the flying buttresses and the preposterous length of the bonnet are mostly what we remember this Jaguar for. These things, and also a sorry corrosion habit.

Yet, in spite of Jaguar’s stellar Le Manswinning history, the magnificent sports cars in its back catalogue, the victories of the magnificent green-and-white European Touring Car Championship-winning TWR

racers and the firepower of the awkwardly dressed XJR-S, a sporting drive is not necessarily what we expect from an XJ-S. One major reason for this is because Sir William Lyons conceived the car as a svelte, luxurious and swift machine for that dreamed-of transcontinental dash, rather than a car for bounding between B-road bends.

Development of the XJ-S in any direction was famously slow during its early life, the first four years being a struggle for the model merely to survive. A sub-12mpg thirst was not a good attribute in the face of recession and a fuel crisis, while many potential buyers struggled with the XJ-S’ slightly Gothic looks – and the fact that it was not a replacement for the E-type.

The rehabilitation of the XJ-S is a story often told, its surprise Eighties success fired by the unlikely mix of its new highcompression, high-efficiency Fireball cylinder heads and the artful application of burr elm to an interior previously considered austere. Sales began to rise, both here and in the US, allowing Jaguar to launch an impressive array of variations that would include both an all-new powertrain and a new bodystyle in the autumn of 1983.

The new engine was the 3.6-litre, twin-cam, 24-valve, straight-six AJ6, the creators of this all-alloy engine having faced the challenge of replacing the muchadmired, if ageing, XK motor. With it, came a five-speed gearbox from Germany’s Getrag (there was no automatic option at this point), the manual transmission making it pretty easy to uncover the early flaws of the AJ6: high-rev vibrations and an abrupt throttle cut-off being among them.

But the AJ6’s refinement issues were rapidly developed out, and, in 1988, the full convertible that buyers really wanted replaced the rather awkward-looking cabriolet.

Meanwhile, Jaguar had been seeing substantial success on the track, its Silk Cut cigarette-liveried XJR-8 winning the 1987 World Sportscar Championship with a version of the same V12 that powered the XJ-S. The same engine and the XJ-S itself had also won the 1984 European Touring Car Driver’s Championship, driven by Tom Walkinshaw.

Capitalising on this success in the showroom was the thought behind the Sports Handling Pack, standardised on the 3.6 coupe from September 1987 for the 1988 model year. As with the HE version of the V12 XJ-S, the changes superficially September 2021 \ Jaguar World | 39

MODEL PROFILE XJ-S 3.6 SPORTS PACK appeared rather trivial, but they yielded a decidedly more rounded, more sporting car.

Curiously, the AJ6 engine underwent a minor power reduction, output falling from 225bhp at 5,300rpm to 221bhp at 5,250rpm, although the torque peak rose -

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42 | Jaguar World / September 2021

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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

44 | Jaguar World / September 2021

T

HE BIG wing, wide arches, fat tyres and front splitter all point towards the only sensible conclusion: that this 2003 X-TYPE is a former touring car.

Clearly developed during the popular Supertouring era of the Nineties and early 2000s, it would have competed against the likes of the Alfa Romeo 155, Ford Mondeo and Renault Laguna, plus many others.

However, like a Tudor-style house built in the Nineties, or a politician listing their favourite pop stars to make them seem more ‘of the people’, it’s all make-believe.

Built this year and on a tight budget using mainly off-the-shelf parts, it’s spent as much time on the track as Boris Johnson has listening to Stormzy.

But, does that make it any less fun to drive?

September 2021 \ Jaguar World | 45

MODIFIED X-TYPE TRACK CAR Tear away the X-TYPE’s traditional, oldfashioned design and the saloon has all the makings of a decent racing car. There’s the V6 for a start. I know from testing the Palmer Sport JP1 track car [see JW, March 2020, p60] that the free-revving and torquey 3.0-litre is perfect for circuit driving. Add the all-wheel drive, accurate steering and closeto-perfect 50:50 weight distrrib bution and d th he saloon is one of the best-han ndling cars of the era. It’s said that Jaguar decided on the Subaru Impreza as the saloon n to beat and, judging by previous examplees I’ve driven, I

Micky’s plans for the green saloon didn’t start and end with bigger alloys. He knew from the outset what he wanted and that was a purpose-built track car.

Although the majority of the work was by competition specialist Whizbang Fabrication, near York (it had prepared Micky’s previous racing machines), he didn’t have a botttomlless ch heq quebook, so he sourced the majority of the parrts second-hand from eBay or the small ads. Ass he shows me around the car, I think it lo ooks all the better for that.

Genuine racing carrs aren’t always perfect th c si n l r h v Mi k ’

.

46 | Jaguar World / September 2021

The car certainly looks fast. I doubt the huge rear spoiler generates much downforce, but, together with the bigger alloys (that, due to their Ford heritage, are exactly what I’d imagine an X-TYPE racing car of the early 2000s to wear), and the sharp front splitter, it now boasts a much more aggressive appearance than the normally passive saloon.

Finished with period-correct Jaguar Racing decals along its flanks, Micky’s saloon looks as though it could easily have been designed by an outsourced racing team, such as M-Sport or Williams F1. The recently resurfaced X-TYPE V8, developed by former BTCC champion Andy Rouse for the stillborn SCV8 championship in 2003, bears more than a passing resemblance to the car (see boxout).

“I know it’s not everyone’s cup of tea,” Micky admits, “but I think it looks right.”

Although designed primarily for track days, it is still road legal. “During my racing days, I had transporters and trailers, but they take up too much space. This time, I want to simply drive the car to a track and then drive it home again.”

Recently finished, the new Moss Green paint (close to that of the Group A XJ-S that raced in the European Touring Car Championship in the early Eighties) is still tacky to touch in places, yet Micky graciously offers me a drive – which I readily accept.

When I open the door I notice it is much lighter than usual, the result of a single piece of aluminium replacing the internal cards and the latch being substituted for a simple pull wire. There’s no button for the electric windows either, because Micky has replaced the glass with Perspex panels. A small opening in the driver’s side, closed with a slider, is the only concession to ventilation.

As I heave myself into the tight, restrictive seat and pull the harness straps over my shoulders, I take stock of my surroundings. With its original dials and the same basic dash architecture, the interior is recognisable as that of an X-TYPE. However, because Micky covered the veneer with a vinyl resembling carbon fibre, painted the rest of the dash in black and replaced the stereo with a piece of aluminium for the huge red starter button and kill switch, it September 2021 \ Jaguar World | 47

MODIFIED X-TYPE TRACK CAR

has as much in common with a standard model as an EastEnders’ script alongside Shakespeare’s plays. A new, suedewrapped racing wheel (another online purchase) finishes the transformation from comfortable saloon to racing wannabe.

The V6 bursts into life the moment I press the starter. The engine sounds a little louder and with a deeper note, due to a new sports exhaust by an American firm, SpeedTech Performance. Micky has fixed the seats in position and, because he’s taller than I am, I need to stretch my legs to reach the pedals (in much the same way as I nudge the TV remote closer with my foot so that I don’t have to leave the sofa).

48 | Jaguar World / September 2021

This slight discomfort aside, the car remains easy to drive. Plus, with the majority of the car remaining stock, it feels little different at slow speeds than a standard example. It is loud, though. The lack of sound deadening, of any sort, means I could be sitting in the engine bay itself.

Yet, the metallic bangs and clatters (no carpet) remind me of every single genuine racing car I’ve driven.

The fruits of Micky’s work become more evident when I finally put the hammer down. While the X-TYPE’s current weight isn’t known, with its stripped interior it must be less than the 1,555kg it would originally have been, even with the roll cage. I notice

the difference as I change down to third and squeeze the throttle – the acceleration is harder, keener and more focused, feeling faster to 60mph than the 6.6 seconds it took when new. Micky has kept the car’s original five-speed manual ’box, which is no bad thing, it being fast and accurate.

With four-wheel drive standard on all V6 models, the X-TYPE has always offered plenty of grip, but the new, fatter tyres on Micky’s car find more, even on the narrow and often loosely surfaced roads around his Staffordshire home. The X-TYPE’s already controlled body roll is further minimalised by the shorter, firmer springs, so I can enter corners at a remarkable speed. After

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MODIFIED X-TYPE TRACK CAR perfectly balancing the throttle through the bend, I give it the beans at the exit, and the car remains composed as our speed grows.

I’m sure some will be appalled at what Micky has done to this X-TYPE. Not only has he removed all the luxury synonymous with the brand, but early examples like this are becoming a rare breed due to corrosion.

Still, I do like it, resembling the imagined version I have of an X-TYPE touring car, had Jaguar built one. I also appreciate that it was done on a budget, as spending twice – or ten times – as much could not have improved it. It’s simply great to drive.

It’s not a hardcore raucous affair like the modified S-TYPE I tested in the April 2021 issue (p50) had been, but the ease in which it can be driven is equally matched by its heightened responsiveness.

Micky’s X-TYPE might appear to be a fake touring car, but he’s transformed it into a genuine sports saloon that’s as much fun as any purebred racing machine. And that’s what matters most. PW Thanks to: Owner, Micky Scoins

THE REAL DEAL

After being hidden away for 15 years, the Andy Rouse-produced X-TYPE, developed for the SCV8 Supercar Championship, finally breaks cover With incredible coincidence, when we were putting this feature together, the V8-engined X-TYPE racing car destined for the ill-fated SCV8 championship in the mid-2000s broke cover for the first time in 15 years.

Developed on behalf of Jaguar

by Rouse Hall Motorsport, headed by four-time BTCC champion Andy Rouse (who also founded the series), the spaceframe car features a production bodyshell that was supposed to be powered by a 550bhp, 3.2-litre V8. The car was even tested in 2003 by a Jaguar Racing F1 driver, the late Justin Wilson. “Fantastic,” is how he described it after the test.

“It was very enjoyable and quite

entertaining i i to d drive, i keeping k i me on my toes throughout the session. The SCV8 provided me with some good feedback, which allowed me to push harder and harder each lap.”

Despite support from Jaguar and Peugeot, and with other manufacturers expressing an interest, the series never materialised. Andy Rouse kept the car, which is now for sale through CNC Motorsport.

What really sets the car off is the generic rear wing on the bootlid, which Micky bought for the princely sum of £50

50 | Jaguar World / September 2021

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N 1905, Spanish philosopher George Santayana said, “Those who do not remember the past are condemned to repeat it.” If that’s true, Jaguar clearly forgot about the E-type Series 2 when it was giving the F-TYPE its recent facelift, because the changes mirror those made to its predecessor almost 50 years earlier. With new front and rear lights, plus updated interiors, the two were definitely cut from the same cloth.

To discover whether it really is déjà vu, we’ve gathered together a 1970 E-type fixedhead coupe with an example of the latest F-TYPE P450.

I

52 | Jaguar World / September 2021

FIRST DRIVE

History repeating With similarly updated exteriors and refreshed interiors, the E-type Series 2 and recently facelifted F-TYPE share much in common. We explain how, by driving an example of both

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

September 2021 \ Jaguar World | 53

W

The free revving 4.2-litre XK unit picks up speed smoothly and easily

The E-type had been constantly updated since going on sale in early 1961. In June the following year, Jaguar revised the floorplan at the front to allow deeper footwells and, at the same time, a recess behind the seats, which meant they could slide further back. The most significant updates came in 1964 when the 4.2-litre straight-six replaced the original 3.8, and a new transmission with synchromesh on all four speeds replaced the aging crash ’box. Braking was also improved, the Lockheed servo replacing the Kelsey-Hayes bellows brake servo, while the dynamo was replaced with an alternator.

The car’s appearance changed dramatically in late 1967 when the glass lenses were removed from the headlights; the car had always been criticised for its poor headlight beam, caused by the covers diffusing the light. Changes were also made to the interior. Wider rocker switches replaced the protruding flicker type, there was a flush-fitting choke, new heater controls, a relocated cigar lighter, a combined ignition and starter switch, and a revised indicator stalk incorporating horn operation. The back rest became adjustable and contained slots for optional head restraints. There were also new door trims that incorporated restyled window winders and recessed handles. Produced for only a handful of months, these cars are today unofficially known as the Series 1½.

54 | Jaguar World / September 2021

That was only the start. Largely in response to several new pieces of legislation in America – at the time, Jaguar’s largest and most important market – there were enough changes in late 1968 to warrant the company giving the updated car its own designation, the Series 2. The front lights remained open, but they had to be moved 50mm (2in) forward necessitating in a new headlight surround. The bumpers had to be higher, which, at the front, meant the removal of the original sidelight/indicator units that had previously sat above it, which were replaced by a new one-piece unit that was located underneath. To get more air circulating under the bonnet, Jaguar made the oval bonnet opening 68 percent larger. It also featured a revised Growler badge in the middle of the chrome bar.

Similarly, major changes were made to the rear. The bumper was again raised, became one-piece and fitted full width across the centre of the car just above the numberplate. Beneath this was a chrome plinth where larger light lenses were sited (which were the same as those used on the Lotus Elan 2+2).

The Series 2 carried over the interior updates first introduced in the 1½, and introduced a collapsible steering column to satisfy safety regulations for a 30mph impact. There was also a snap-off mirror and the addition of a glovebox lid, which had been used on the 2+2 models only.

These changes were the most significant in the E-type’s history at that point and arguably removed some of the model’s elegance, to the rear especially, which lost its gorgeously tapered rump. Yet the critics were still impressed by the new model. “When you put this kind of package together over eight years or more, you should come up with a major and sophisticated automobile, and that’s just what Jaguar has done,” was the verdict of Road & Track magazine in late 1969.

Although Autosport’s famed roadtester, John Bolster, wasn’t totally convinced by the E-type’s styling updates, overall he was still impressed by the Series 2, concluding, “This spectacular sports car is now highly civilised, but even more fun to drive.”

That the car’s price hadn’t risen too dramatically countered any negative feelings that customers might have had towards its looks; in 1969, an open two-seater was £2,163 and a fixedhead coupe £2,274, a mere £100 more than their 1962 prices. As a result, a healthy 18,808 Series 2s were produced between 1968 and 1971, a figure that compares well to the 38,412 Series 1s that were produced over the course of seven years.

Today, though, the Series 2 is very much viewed as the least desirable of the three series of E-type, lacking the purity of the original and the refinement of the V12-engined final generation. This means it is often the most affordable way into E-type ownership, with 2+2 coupes down to less than £50,000, while even

September 2021 \ Jaguar World | 55

open two-seaters in a tidy and presentable condition can be picked up for £80k.

Yet, as I floor the throttle of this gorgeous 1970 FHC, that lack of value is difficult to understand. With open headlights and its large, rather ungainly, ‘trailer-board’ rear units, the car lacks the iconic, clean looks of the earlier model, but its perfect proportions and still-familiar profile means the Series 2 remains a goodlooking car, this cream example with wire wheels especially.

The free-revving 4.2-litre XK unit picks up speed smoothly and easily. With synchro on all gears, a better laid out switchgear and more interior room, it’s also easier to drive than the very early models. As I blip the throttle and click the gearlever smoothly down to third, releasing a torrent of usable torque, then balance the steering through a corner and gun the engine once again, I’m reminded that the car remains one of the best sports cars of the late Sixties and early Seventies, certainly more so than its heavier, GT-like rivals of the time, such as the Aston Martin DBS and Ferrari 365 GT 2+2.

Pleasingly, the Series 2 update didn’t remove the evocative view down the long bonnet, which is as much a part of the E-type experience as its quick steering, the gruff, twin-cammy note of the 4.2-litre straight-six or the approving stares of passers-by.

It might not be the best-looking E-type, but the Series 2 is still the best developed 56 | Jaguar World / September 2021

TW WIN TEST E-TYPE SERIES 2 & F-TYPE P450

of the straight-six engine models. Can the same be said for its modern descendant?

The F-TYPE’s mid-life refresh for the 2020 model year sounded spookily familiar when it was announced at the end of 2019.

But, whereas many now dislike what Jaguar

E-type Series 1’s light lens) was replaced by the same ‘Chicane’ graphic first seen on the E-PACE and subsequently used throughout Jaguar’s current range.

On first glance, the F-TYPE’s interior appears largely the same as that in the

the E-type’s, whose black vinyl-covered dash is as cool as the classic Eames Lounge Chair and just as comfortable.

However, one area where the two cars’ updates do differ is under the skin.

Whereas the E-type’s 4.2-litre straight-

The F-TYPE’s mid-life refresh for the 2020 model year sounded spookily familiar when it was announced at the end of 2019

September 2021 \ Jaguar World | 57

TW WIN TEST E-TYPE SERIES 2 & F--TYPE P450

Thanks to: Classic & Sportscar Centre for the loan of the E-type Series 2 featured here (www.classicandsportscar.ltd.uk)

58 | Jaguar World / September 2021

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LONG-LIFE FORMULA

There’s more to preserving a low-mileage classic than mothballing it for several decades, as we discover when we drive this 1974 XJ6 Series 2 with less than 29k on the clock WOR D S & P H OTOG R A P H Y RO B H AW K I N S

T

WO ESSENTIAL ingredients are required to preserve a lowmileage Jaguar to ensure it becomes a desirable classic in the future: rustproofing and maintenance. The former relies on the first owner, especially important when talking about a Jaguar from the Seventies, a time when disputes and supply problems saw the British motoring industry producing poor-quality cars that began rotting in the first few years of their lives. So, initially rust-proofing the car is a must, and routine rust-proofing a bonus.

Secondly, there is no point keeping mileage down if the vehicle isn’t maintained. Perishable items, such as rubber suspension bushes, should be replaced and servicing is essential regardless of mileage, because engine, diff’ and gearbox oils degrade, and coolant won’t prevent internal corrosion forever.

Other factors to consider if you plan to preserve a car include keeping it standard and retaining all the features that often disappear over time, such as manufacturer’s stickers and labels.

The 1974 XJ6 Series 2 seen here has all of the above and more. It’s currently owned

by Jaguar enthusiast Geoff Spencer, who is reluctantly selling it; he also owns an XK8 X100 4.2S and XJR X308, both of which require plenty of TLC, and he has decided that one of the three has to go. He has only added some 6,000 miles to the XJ6’s odometer during the ten years he has owned it, largely by trips up to Northumberland and various car shows.

The mileage Geoff added in that decade is only enough to warrant a single engine oil change had he covered it in a year, but he

62 | Jaguar World / September 2021

has meticulously had it serviced annually by independent Jaguar specialist, West Riding, and insisted that any problems be fixed. The list includes a reconditioned steering rack, suspension ball-joints, front brake discs and pads, new fuel pumps, an electronic ignition conversion and a full set of 205/70R15 Dunlop SP Sport Aquajet tyres, sourced from Longstone Tyres. They are a favourite with proprietor Dougal Cawley, who explains, “The V-rated ER/70R15 Dunlop Aquajet, with its evocative tread pattern, is so right for the early XJ6, which was among the first cars to take advantage of the new low-profile tyre technology.”

Geoff’s attention to maintenance and servicing has paid off – this XJ6’s ride quality and refinement are astounding. I spend several hours behind the wheel as I head to various locations to take photographs, driving over rough country lanes, even rougher urban roads with speed bumps, and on smoother B-roads and am amazed that, at times, the noisiest part of the car is the ticking of the clock. For a Jaguar that was built in the mid-Seventies, everything about the suspension and build quality of this XJ6 feels impressively tight and rattle-free.

The car’s first owner, the late Ernest Michael Lynch, originally ordered an XJ6 4.2 on 4 January 1973 through Jaguar dealer Walter E Sturgess & Sons, of Leicester. A letter from Sturgess with the aforementioned date states, “Delivery, as far as we can estimate, will be around six months.” Included with the letter was a quotation for the price of the XJ6, which, delivered and with a number of extras, totalled £3,603.76. Ernest also had a private registration ready and waiting – EML1.

September 2021 \ Jaguar World | 63

LOW-MILEAGE XJ6 A second letter dated exactly six months after the first confirms receipt of an order for an XJ12, replacing the first order for the XJ6. It states, “We understand that this replaces an order for a XJ6 placed on 28.12.72.” If Ernest was frustrated with waiting, he was still out of luck, because the letter continues, “Delivery will be approximately two years, though we will be in touch with you at a later date to finalise colour and any extras you require.”

A little later in the year, another letter from Sturgess, dated 18 September, says, “I confirm receipt of your order dated 5 September for a 4.2-litre Jaguar Coupe.” Was Ernest changing his mind? If he was trying to buy a brand-new Jaguar with the shortest delivery time he was again unlucky, because the letter goes on to explain, “Delivery is, at this time, an unknown factor and rather than make a wild guess, which will more likely be inaccurate, I would prefer to simply advise you that the order is duly recorded and that when your car is due you will obviously be informed.”

Finally, on 31 May 1974, the delivery dilemma is solved. Along with the dealer letters, Geoff also has possession of the original bill of sale from Sturgess for an XJ6 4.2-litre automatic saloon, costing £3,393 plus £282.75 tax, and a substantial list of extras: chrome pressed-steel wheels for £54.71, a Radiomobile eight-track stereo with four speakers and an electric aerial for £133.79, electric windows at £60.67, fog and spotlights for £23.29 and tinted glass

64 | Jaguar World / September 2021

ABOVE: 4.2-litre XK engine won’t win any concours trophies, but it seems to be in original condition, just like the rest of this car

all round for an extra £41.17. There’s also Ziebart rust-proofing, which cost nearly £60, so, what with a year’s road fund licence at £25 plus numberplates and delivery charges amounting to almost the same, the final bill was £4,510.33, more than £1,100 above the first, January 1973 quotation.

Interestingly, the average salary was less than £2,000 per year at the time and the Land Registry website shows that the average house price in 1974 was a little under £10k, which suggests, in today’s terms, that this XJ6 was almost half the price of typical home. Or, if we take the average salary today of £28k, and multiply it by two-and-a-quarter times this amount, an XJ6 cost the equivalent of £63k.

According to the car’s Heritage Certificate from 2003, the XJ6 was manufactured on 15 March 1974 and dispatched to Sturgess of Leicester 11 days later. Its exterior paintwork is Sable and the interior trim is finished in Cinnamon.

The car was an early example of the short wheelbase version of Series 2 that was revealed at the Frankfurt Show the year before. Initially available in both SWB and LWB form, the former was dropped in November 1974. As a result, a mere 12,147 SWB XJ6 4.2s were produced out of a total Series 2 production run of 127,961 making Ernest’s car reasonably rare.

During Ernest’s ownership, the service book shows a few stamps, but not nearly as

frequent as Geoff’s annual servicing. There are a few additional documents of interest, such as a receipt from Sturgess dated 21 August 1974 that lists the supply and fitting of new camshaft cover gaskets, fixing a water leak on the nearside front door and renewing the radio, all free of charge. Two months later, Sturgess sent a letter asking Ernest to book a couple of hours with the workshop to modify the electric aerial to fix a known problem.

With the possible exception of a corroded exhaust system (there’s a receipt from November 1978 for a stainless-steel system costing £237.92, including a tenner for fitting), the XJ6 appears to have not had any other problems.

When Ernest passed away in 2007, the XJ6 was transferred to his wife, who sold it to a dealer, Paul Wenham, in November 2008. The car was transferred to another dealer, Robert

Hughes, which is where David Walker bought it with a little over 21,000 miles on the clock. Its EML1 registration wasn’t retained, and it instead received its current RCH 123M plate.

When Geoff bought the XJ6 in May 2011, it had been returned to Robert Hughes. “I had a pre-purchase inspection of the car

by Ken Bell,” says Geoff. In return for the £270 inspection fee, Ken reported positively on the car, explaining that the underside appeared to be rust-free and in exceptional condition. He did, however, identify some minor faults, which were duly fixed by Robert Hughes, including a problem with the central locking, a leak from the exhaust, a rusty clamp, screenwasher trouble and missing lockwire from one of the rear brake calipers. Hardly disastrous.

TOP ROW, L-R: Odometer is creeping close to 29k miles, but there’s a long way to go before this XJ6 loses value because of its mileage Eight-track Radiomobile originally cost £133.79 to install in 1974, along with four speakers and an electric aerial Lettering for stalk switches, exterior lighting and ignition have all survived BOTTOM ROW, L-R: Yellow grommets show where Ziebart rust-proofing was injected Cinnamon upholstered interior has aged slowly and remains virtually unmarked Rear single heater vent has two control knobs for opening and closing the heater vents. Rocker switches below are for the rear electric windows

Many features are often lost on a 47-yearold Jaguar, but here, the yellow Ziebart grommets over the A- and B-posts and down the rear edges of the doors are still present, indicating where rust-proofing September 2021 \ Jaguar World | 65

TOP: Chrome-plated pressed-steel spare wheel was one of the five optional-extra wheels supplied new with this XJ6 MIDDLE: Front grille has some pitting but replating would lose the appeal of its originality

solution has been injected. The outer dashboard vents include labels to show which way to turn each plastic dial to close them and achieve maximum defrost.

The labelling on the stalk switches for the indicators, headlights and windscreen wipers hasn’t been rubbed off. The same applies to the labels next to the ignition key slot for lock, accessory (engine off, but electrical equipment is powered), ignition and start.

The optional extras ordered back in 1974 are also present, including the Radiomobile eight-track stereo that Geoff recently had refurbished at a cost of £545, to include an upgrade to AM/FM, a 45-watt output and an auxiliary input to be able to connect to a mobile phone.

The optional electric windows still work and while the rocker switches for the front doors are mounted in the centre console, the rears are fitted below the single circular air vent between the front seats, so the rear-seat passengers can operate them.

Outside, there’s light pitting to the original 1974 chromework in several places, including the optional extra chrome-plated exteriors for the steel wheels, the front grille and the boot handle. The gleaming 66 | Jaguar World / September 2021

paintwork may have been resprayed, or it may have been lucky and survived – there’s no evidence for either case.

Whatever the speculation, there’s no denying that this XJ6 drives like it’s a new car, which is arguably more of a credit to its maintenance than lack of use. Selecting drive from the three-speed Borg-Warner gearbox generates no annoying clunks or surges of power, although reverse feels a little vague to select and results in a moderate thump when engaged. On the move, the gearchanges feel seamless, whether you are working up the ’box or initiating kick-down.

Similarly, selecting second or first is just as smooth and proves useful to control speed when driving downhill.

Possibly the most rewarding aspect of this XJ6 is its entertainment value. The 4.2-litre XK engine is capable of keeping up with modern traffic, but what’s the rush? Behind the wheel, I was relaxed and in less of a hurry – a sense that seemed to be reflected in other drivers, who let me out of junctions or waved and gave me a thumbs-up when I was similarly polite.

This XJ6, which was once an unaffordable saloon from the hard times of the Seventies,

is back to being an expensive luxury, albeit classic, although I’m sure onlookers didn’t regard it in this way. It is now just a nostalgic Jaguar that appeals to many people who recognise its familiar flowing lines. Or maybe it reflects the times when XJs were regarded as bargain bangers, so anyone with a gleaming, rot-free example is considered lucky, or a hero for being so brave as to own one. Whatever the impression, there’s no denying this XJ6 has had the right people behind it to ensure it has survived in almost the same condition as when it left the production line back in March 1974.

Usually, £15-£20k should buy a clean and tidy XJ Series 2, albeit not one with such low mileage, reflected in this car’s current price tag of £24k; but, restoration of a cheaper car would inevitably cost a lot more. The only real dilemma for its new owners is how much a car with such value and originality should be used. The secret to keeping a car in such good and desirable condition may well have them in a quandary. RH Thanks to: Miles Classic (www.milesclassic.co.uk)

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OWNER’S STORY

DISPLAY CASE

68 | Jaguar World / September 2021

September 2021 \ Jaguar World | 69

OWNER’S STORY LOW-MILEAGE XKR

W

September 2020 issue (p40)), I never exp pected to see one with an even lower mileage.

I even said as much in the article. These are now 15- to 25-year-old classics, don’t forget, and, being V8-engined sports cars, they’re meant to be driven – and it’s hard to find one that hasn’t been. So, Paul’s grey convertible is clearly an anomaly, its lack of miles a result of its time as part of the Sultan of Brunei’s huge collection of cars.

And then I receive an email from Ray Brooks. Not only is the mileage on his early XKR 4.2 convertible from 2002 lower, it’s by

70 | Jaguar World / September 2021

sports car has covered fewer miles than the distance between London and Durham,, or Paris and Amsterdam and just over half what The Proclaimers are willing to walk.

If Paul’s car is an anomaly, it makes Ray’s car damn right weird. So, as a lover of weird cars, I had to see it.

The reason for the car’s ultra-low mileage lies in its early years. Dispatched on 22 October 2002, the Pacific Blue XKR convertible was sent directly to the Channel Islands, where Jaguar’s main agent put it on permanent display as it shuffled between the company’s two showrooms, on Jersey

Jaguar’s vehicle preparation centre in Warwickshire,, which primes the comp panyy’s former fleet cars ready for sale, gave it a service; the open Jaguar was destined to become the company car for the finance director of Jaguar’s main dealer in Poole, Dorset. However, when he saw the car, he realised there wouldn’t be enough room for his young family and it was sold through Chichester’s official Jaguar agent, Harwoods.

Going by the MOT certificates, it’s clear the car’s first owner barely used it, averaging 1,000 miles a year. By the time it was back for sale with Harwoods in 2008,

September 2021 \ Jaguar World | 71

OWNER’S STORY LOW-MILEAGE XKR

it still had fewer than 4k miles on the clock.

It was now a very special car, and the sales manager knew the perfect customer for it.

Like his father before him, Ray Brooks has been a life-long Jaguar enthusiast, owning several examples. He even met Sir William Lyons at Jaguar Drivers’ Club events in the Seventies. As one of Harwoods’ regular customers, who better to take charge of this unique convertible?

“I was in the office one night when I got a call at 7.30pm from one of Harwoods’ sales guys saying that they’d got something I might be interested in that had my name all over it. I popped down there to take a look, and its mileage and history just stacked up.”

Ray bought the car there and then.

Understanding its uniqueness, he, too, uses the car sparingly; on the day I travel to his house on the south coast of England, the mileage is still only 5,393 – I do more than that in a month, running my kids around.

“It has got to the point where I’ve become frightened to use it in case anything happens,” he admits. “It’s only original once.”

When Ray carefully manoeuvres the blue convertible out of his garage, which it shares with an X308 XJ8 and F-TYPE 5.0, 72 | Jaguar World / September 2021

I’m stunned by its condition. It’s not just the shiny paint that shouts for attention – with a little more than 5,000 miles, that’s a given – it’s that there’s none of the usual grime in the nooks and crevices that cars of this age tend to have, the sort that even a thorough valet might leave behind. Together with the perfect 18in Flute alloys, immaculate badging and unmarked light lenses, the car looks as though it has just rolled off the Browns Lane assembly line, while the engine bay looks clean enough to eat my dinner off.

(I don’t, of course; as many of my shirts will testify, nothing stains like ketchup.)

It’s the same story inside. I want to remove my shoes, the carpets are so clean, and, in the wide swathe of walnut veneer covering the dash, my own face reflects back at me.

Seat stitching that is usually a dirt and grime trap is perfectly clean, while the unmarked Ivory leather upholstery still has the tautness of new hide. None of this blows my mind as much as the digital milometer in the speedo, though, its four, green figures confirming the reason for car’s astounding condition.

Unusually for an XKR 4.2 from the early 2000s, the supercharged V8 hasn’t been modified for extra power so squeezing the

throttle offers in a rare insight into how fast these cars were for the time, and still are.

Although on paper 60mph is reached in 5.2 seconds, the responsiveness of the engine means it feels quicker. And it sounds terrific – a deep, but restrained, burble that gradually becomes louder as the speed increases without the theatrics of some modern V8s.

However, there’s one thing the car can’t hide, and that’s its bulk. XKR convertibles weigh 1,873kg, 40kg more than an F-TYPE R, and they suffer from noticeable body roll and scuttle shake. It’s not a sports car to be used hard.

In fact, I’ve change my mind about these cars existing to be driven because, as a perfectly preserved example of a breed often requiring restoration, Ray’s XKR deserves to be put on display once again, only this time in a museum.

But, for Ray, it’s a keeper. Knowing it’s probably unique he has no plans to sell, despite his worries about using the car.

I’d love to know if there’s an XK8 or R with an even lower mileage because – as Ray’s car shows – while unusual, they’re also a perfect reminder of what they used to be. PW Thanks to: Owner, Ray Brooks

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CLASSIC DRIVE

Roof track 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

XKD 526 not only has an exceptional racing history, it’s also the only D-type to have competed with a hardtop.

In 2014, it was repatriated from Australia, where it had spent the majority of its life, and we’ve been given a unique opportunity to drive this remarkable car

76 | Jaguar World / September 2021

September 2021 \ Jaguar World | 77

CLASSIC DRIVE D-TYPE ERY FEW Jaguars are oneoffs, even the fast ones.

E-types, Mk 2s, XJ220s, they were all mass-produced on an assembly line. Even the D-type was a production model, freely available to the lucky few who could afford it. But of the 75 produced at Browns Lane between 1954 and 1957, only one can genuinely claim to have been unique: it might not have won Le Mans (as three of its siblings did), nor any other major European race for that matter, but XKD 526 is the sole D-type to have ever raced in period with a hardtop.

Jaguar announced the production D-type in October 1954, four months after a works car (XKC 402) came second at the Le Mans 24 Hours, although it wasn’t until August 1955 that the first of these customer cars were delivered to their owners.

Jaguar’s distributors in Brisbane, Australia – Cyril and Doris ‘Geordie’ Anderson – ordered their example in late 1954, but had to wait until April the following year for confirmation, by telegram.

Chassis number XKD 526 was one of three production D-types allocated to Australia, XKD 520 and XKD 532 being the other two. Dispatched on 13 October 1955, and shipped via Liverpool to Brisbane, the Anderson’s was first to arrive. As well as being on display in their own premises, it is believed the car was shown at the 1956 Brisbane Motor Show, although XKD 526 was more than a typical exhibit. Over the next 15 years, it became one of the most raced and successful D-types of them all.

Geordie Anderson was, by all accounts, handy behind the wheel, having previously

V

78 | Jaguar World / September 2021

competed in an XK 120 OTS and an XK 120 FHC with considerable success. It was inevitable, then, that she would campaign the D-type. In a 1956 interview about the car, she says, “I’ll use the Jag mainly for racing, but sometimes it will come in handy as a hack for doing the shopping,” probably the only time in history a D-type was described as such.

Her first event in the car was a time trial on 30 January 1956, at Strathblane, an old Second World War airstrip just outside Brisbane. Over the quarter mile, Geordie reached 120mph in third gear, a record for the location.

Two weeks later, at Leyburn Sprints (another disused Brisbane airfield), Geordie recorded a state record of 135.2mph, again over the quarter mile, a feat she’d achieved four years earlier driving her XK 120 OTS. “I was just getting wound up!” she’s quoted as saying in the 26 February 1956 edition of the Sydney Morning Herald. “Isn’t there somewhere I can really open the throttle?”

After Geordie finished second on 8 April 1956 behind an Austin-Healey 100S in a three-lap sports car race – at Lowood, yet another former bomber base, 50 miles west of Brisbane – driving duties were given over to Bill Pitt, a local garage owner.

Pitt had previously shared drives with the Andersons, and won a 24-hour race at Mount Druitt, Sydney, with Geordie in the Andersons’ XK 120 FHC. His first race in XKD 526 was at Lowood on 12 August 1956, when he won the Champions Scratch Race, before setting the fastest lap on the way to fourth place in the Sports and Saloon Car Handicap.

Pitt next raced the D-type on a much bigger stage, over the weekend of

BELOW, FROM TOP: Geordie Anderson with the then new XKD526; at the Leyburn sprints in February 1956; Bill Pitt races XKD526 at Bathurst, 1958; Frank Matich at Bathurst, January 1962

e an s a er of 1980 Formula One World Champ pion,, Alan) driving a Maserati 250F Grand Prix car in both a three-lap scratch race and the main 100-lap event.

In early November, again at Lowood, Pitt and XKD 526 raced against XKD 520, which was owned by Bob Stillwell.

The main event was the one-hour Queensland Tourist Trophy, the first TT event held in the state. Despite having only third and fourth gears, Pitt won; Stillwell came in second.

During the 1956 Olympic Games at Melbourne (22 November to 9 December), the first Australian Tourist

os a ac s n o -war Australia,, the entrants consisted of current works Grand Prix and sports car teams. In the main event of the first weekend, Pitt finished fourth behind Stirling Moss, Jean Behra and Ken Wharton, who all drove Maserati 250Fs. Pitt entered the D-type into the Argus Trophy the following weekend, an eight-lap race for sports cars. He and Stillwell were on the front row in their D-types and led down the main straight. However, the first bend, Melford Corner, wasn’t wide enough for two cars, and in his anxiety to get there first, Pitt entered the corner 20mph too fast, lost control of the Jaguar, crashed into

am s r qu e s . car survived,, albeit badlyy damagged.

It was trailered back to Brisbane for repairs – which resulted in a larger and more rectangular mouth. The D-type was also repainted in bronze (but later put back to its original BRG).

The car returned to competition the following March, and, between 1957 and 1958, it was extensively campaigned by Pitt all over Australia. Of 28 races entered, he won seven, finished second on three occasions, and third on a further five.

RIGHT: The original fabricated roof is now mounted safely on a frame

September 2021 \ Jaguar World | 79

It became clear that the four-year-old car was no longer competitive, and, in June 1958, the Andersons advertised it for sale.

It didn’t sell for another 12 months, until a Sydney-based sports car dealer, Leaton Motors, bought it, and repainted the car in the company’s colours of pale yellow with a black stripe down the middle. Over the next three years, Frank Matich, Doug Chivas and Barry Topen raced XKD 526 across the country. Although the D-type was no longer at the forefront of competitiveness, the trio still enjoyed plenty of success, including a third for Matich at the 1960 Tourist Trophy at Longford, and a win for Chivas in a support race for the 1960 Australian Grand Prix, at Lowood.

In June 1961, Leaton Motors considered selling the D-type, advertising it in the June edition of Sports Car World magazine as, ‘Australia’s most successful D-type’. It remained unsold. So, the car was, instead, entered into the new Gran Turismo class, although there was one problem to overcome first: to do so, it needed a hard top. Leaton Motors passed the car to a Sydney-based bodywork specialist, Alan Standfield, who fitted XKD 526 with an attractive aluminium roof, complete with large Perspex windows in the rear, and a full screen.

The D-type made its first appearance in GT form at Catalina Park, Katoomba, NSW, in July 1961, where Matich won the over 1,500cc sports class. He went on to repeat his victory later that month at Warwick Farm Raceway, a few miles south-west of Sydney, where he lapped almost the entire field.

XKD 526 raced throughout 1961 and early 1962, but in March that year Topen crashed it at Sandown after skidding on a patch of oil and smashing through a safety barrier.

80 | Jaguar World / September 2021

Topen was unhurt, but it did herald the end of XKD 526’s full-time racing career. Topen has happy memories of the car, though. In a much later interview with the Australian motor racing historian Graham Howard, Topen says, “The maximum it reached at Sandown was probably 140mph, and even at that speed it was tremendously stable. Well, it was giving you a ride, bouncing about a bit, but I was enjoying it. It was a lovely feeling.

I would love to have been on the Mulsanne Straight aiming for 200mph.”

Alan Standfield repaired the D-type again, but Leaton, facing financial problems, readvertised it in June 1963. It obviously didn’t sell, because it was again advertised the following November by the company that had taken over Leaton’s premises (and even its telephone number), Ron Dunbier Motors.

By 1965, though, the car was in the hands of a Kingsway-based mechanic, Michael Crampton, who soon sold it to Keith Russell, the owner of a panel repair shop in the Sydney suburb of Campsie.

Russell painted the car in blue and white and replaced XKD 526’s original 3.4-litre block with a 3.8. Although the car was by then a decade old, Russell still raced it, if only briefly. In early 1967, he sold it to Keith Berryman, the man who would own the D-type for the next 47 years.

Following an event at Amaroo Park, on the outskirts of Sydney, Berryman removed (but kept) the hardtop and full screen, before respraying the car in a lighter shade of blue.

Their next outing was in February 1968, when XKD 526 was hit – ironically – by one of the car’s former drivers, Doug Chivas.

The car found itself in storage in a shed on Berryman’s farm in 1971, where it would

have no doubt stayed had it not been for the knock-on effect of the restoration of another D-type.

In 1974, one of Australia’s best-known Jaguar enthusiasts, Ian Cummins, had bought the remains of XKD 510, the former Duncan Hamilton car that was crashed heavily during the 1963 Johor Grand Prix, killing its driver,

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CLASSIC DRIVE D-TYPE Yong Nam Kee. The accident was so bad that it broke the D-type in half. Cummins, needed another example from which jigs for the new panels could be made, and persuaded Berryman to loan him the largely original XKD 526, which he later went on to restore.

Cummins’ attention turned to Berryman’s car in 1981, once he had finished the restoration of XKD 510 and produced three D-type replicas (for which he used 526 as a template). XKD 526’s year-long restoration included fitting a rear fin behind the driver, but, after so many years of racing and two major accidents, the chassis was found to be twisted and new one was constructed.

Berryman retained the original.

Its racing days might were over, but XKD 526 was still regularly displayed at events across Australia. It even raced Spitfires: once at the 1997 air show in Wagga, New South Wales, and then, in 2003, at the aviation museum in Temora (NSW). On both occasions, the Jaguar won.

After almost 50 years of ownership, Berryman decided it was time to sell the car and in 2014 ownership passed Jo Bamford, of the famed JCB family. For the first time in six decades, XKD 526 returned to the UK, complete with its hardtop.

Renowned D-type experts, CKL, were immediately tasked with recommissioning h

In 2015, Bamford raced the car – then repainted in its original British Racing Green – in the Sussex Trophy at the Goodwood Revival Meeting. However, three years later, when the D-type was sold on once more and back with CKL to have the bodywork returned to its original configuration, minus the fin, it was painted black.

It’s on the move again, this time through the Cotswold-based specialist, Classic Motor Hub, which has invited me for a drive of this remarkable car. I rarely, if ever, get to drive genuinely unique cars (or D-types for that matter), so this was an opportunity too good to miss.

With its soft curves and smooth surfaces, Malcom Sayer’s D-type remains h h

FROM TOP: Barry Topen’s crash at Sandown, March 1962; Keith Russell with the now blue D-type at Warwick Farm, 1967

82 | Jaguar World / September 2021

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CLASSIC DRIVE D-TYPE handsome and beautifully built, but it’s also very delicate, as if the wafer-thin aluminium could disintegrate in the wind like a paper tissue in water. As a major part of XKD 526’s unique story, the roof will remain with the car when it’s eventually sold.

You’re probably wondering how much this piece of racing history is up for, but, as the old saying goes, if you need to ask, you can’t afford it. Rest assured, though, the figure has more zeroes than Elon Musk’s electricity bill.

I try not to think about that as I open the shallow, flimsy door, step into the cockpit and slide down into the tan seat in much the same way as I relax into my bathtub. Built for business rather than comfort, the interior is more utilitarian than that in a school bus, although there’s a post-modernistic beauty to the huge, white-on-black rev counter and speedo, which are set into a simple piece of black aluminium to the left of the woodrimmed steering wheel.

As I turn the ignition key and hit the starter button, the Cotswolds’ famed serenity is broken by the ferocious bark of the 3.4-litre XK engine. After clicking the angled lever down and into first, I release the surprisingly easy clutch and roll away.

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First impressions of this highly successful racing car are… umm… it’s not the wild monster I was expecting. With its light steering, smooth power delivery and an easy-to-operate gearbox, it reminds me more of the E-type Series 2 that we feature on page 52 of this issue.

And then I blip the throttle and change down to third, sending the rev counter needle dancing around the far left of the rev counter. Squeezing the throttle now results in a hard, violent and instant burst of power, propelling me forward on a wave of ungiving torque.

But, unlike modern sports cars, seemingly controlled by more computers than a Boeing 737, this is pure, old-fashioned, analogue power, displaying a rawness that’s missing from even today’s V8 models. It pulls forever, too, the revs reaching as high as 6,500rpm before I pull the lever into fourth. Yet, that power is still beautifully progressive, enabling me to balance it through a bend before burying the throttle on the exit, when the car picks up smoothly and effortlessly. What a fantastic sight this car must have been as it blasted around the Australian backwater circuits that it had ruled in the Fifties.

And it is loud. At full chat it sounds like a Spitfire coming into attack and I can barely hear myself worry about how much the car is worth. Since my head protrudes over the tiny screen by quite some margin, I feel like a dog sticking its head through the window of a moving car. (That’s not a complaint by the way, more an observation.)

The four-speed ’box snicks into gear with incredible smoothness, the angled gearlever – push it down for first/third and pull up for second/forth – enabling fast, accurate changes.

With no mechanical or aerodynamic aids, the D-type’s grip reminds me of when I’m eating tapas: there’s usually just enough, but you’re always left wanting more. Through fast bends, I can feel the car move around on its skinny tyres as they scramble for adhesion on the often loosely surfaced roads.

Being behind the wheel of XKD 526 is an exhilarating – if exhausting – experience, and it is the best Jaguar, the best car, I’ve ever driven. It might be history that makes this D-type unique, but it’s the way it drives that makes it truly special. Though the roof is no longer on the car, this will never be just another D-type. PW

OUR JAGUARS | PAUL WALTON

PAUL WALTON – EDITOR

2013 XF Sportbrake 2.2D

The XF during Paul’s camping trip to his parents’ house, in Yorkshire

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PAUL WALTON | OUR JAGUARS

I get to experience just how good the ride of my Sportbrake is a couple of weeks later, albeit from an unusual position in the boot. And not because I’m being kidnapped. Needing a moving shot of the XKR-R for the August front cover, I lower the seats and climb into the boot during the JEC track day at Blyton Park, having asked Jaguar Heritage’s Steve Kinnell to drive the XKR an inch off my rear bumper while I lie flat in the Sportbrake’s 1.9m (6.2ft) long boot to capture an exciting low angle of the car. Wearing a harness to stop me flying out the rear door while my car is

being expertly driven by JEC Racing’s Colin Porter, the air suspension – standard on all Sportbrakes – results in a very smooth and consistent ride, important when the camera is set at a slow shutter speed for lots of whizzy blur. Plus, facing backwards always makes me travel sick.

Later, after a 300-mile round trip to West Sussex to see Ray Brooks’ stunning low-mileage XKR convertible (see p68 of this issue), when the XF 2.2-litre diesel returns a healthy 45mpg, I test the car’s boot capacity even more for our camping weekend. Due to Covid-19, my wider family have been unable to see each other since the winter of 2019, so my two siblings and I decide that pitching tents in my parents’ woodland at their house on the edge of the Yorkshire Dales will be the safest way to do so. Plus, it’s as idyllic as it sounds.

But first, I have to get everything there.

Although, at 550 litres with the rear seats in place, the Sportbrake has a reasonably capacious boot, it’s no Range Rover and there’s luggage for four, plus a small dog, to fit in. Amazingly, thanks to some clever packing, I manage to squeeze two tents, four bags, some food, all the bedding and a small camping stove behind the rear seats. And again, thanks to the air suspension, the heavy load doesn’t alter the car’s handling even when we drive through torrential conditions.

All this can only mean one thing: life might imitate art, but my car can do a decent imitation of an SUV.

The XF transports Paul to the south coast of England to see the 5k-mileage XKR in this issue

The Sportbrake’s boot is big enough to swallow everything the Walton family needs to go camping

ABOVE LEFT: Chris Benefer from CAT Commercials secures his XJ40 onto his transporter ABOVE RIGHT: Paul’s XF Sportbrake 2.2 with the new 2.0-litre he had on test in early June BELOW: With Paul safely harnessed in the boot, he photographs the XKR-R at Blyton Park Image: John Siddle

technical editor, Rob Hawkins, you can see the cam belt change on page 90 of this issue and the suspension work in the future. As this was a lot of work it results in a sizable invoice, but the car does handle better; plus, I can relax now knowing the engine won’t self-grenade due to cam belt failure.

So the car is soon back on the road to shoot the Alfa Romeo 164 and XJ40 twin test [see JW, August 2021, p60 ], which is the first of my two trips to North Yorkshire in quick succession. Where Haydn Walker (who owns the Italian car) lives, I’d tried to find a Jaguar in the same vicinity, but it’s Chris Benefer from CAT Commercials (www. catcommercials.co.uk) who answers my call, who, ironically, doesn’t live far away from either Craig Cheetham (who wrote the feature) or me, in Cambridgeshire. Chris has a secret weapon to avoid putting miles on his 1994 4.0 S when taking it to Yorkshire: he loads his pride and joy onto the brand new transporter he uses to move customers’ cars. Chris had started his business by selling commercial and modern cars, but, as an enthusiast himself, it was a natural progression to move into the restoration and sales of classic vehicles.

Now that we are both double-jabbed, Craig and I travel to the shoot together, the first time he’s been in the XF since I bought the car last October. He’s immediately impressed by its smoothness and speed, which is high praise indeed, considering he prefers his Jaguars a little older and petrolengined (see page 88).

A brief respite in the car’s busy schedule comes in early June when I have the aforementioned XF D200 on my drive, although with it having the same power as mine – 200PS (197bhp) – I can’t resist comparing the two. You’ll read the full feature in a future issue, but despite my 2013 example being eight years older and now superseded, it still stands up well against its replacement and in some respects – including looks, handling and ride – I prefer it to the newer model.

September 2021 \ Jaguar World | 87

CRAIG CHEETHAM

CRAIG CHEETHAM - SENIOR CONTRIBUTOR

2001 X-TYPE 3.0 Sport gets suck X-TYPE. But

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88 | Jaguar World / September 2021

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CRAIG CHEETHAM | OUR JAGUARS

the wife of a dealer principal at a Jaguar main dealership in Birmingham, who had acquired it in July 2001, just three weeks after the X-TYPE went on sale.

The pedigree, then, was impressive, but what about the car? I arranged a chat with the owner, Graham, who told me a lot about it that wasn’t mentioned in the advert. In 2016, when any sane person would have scrapped it, he loved the car so much he elected to spend £2,500 on a new transfer box and £800 a side having the sills replaced. It doesn’t take a genius to work out that a then 15-year-old X-TYPE probably wasn’t worth £4,100 in 2016, but I’m grateful that Graham decided it was valuable enough to him.

Five years later, he’d decided to sell the Jaguar thanks to a combination of a housebuilding project and the recent purchase of a newer Mercedes sports car, meaning he barely used it anymore. After a lengthy chat, and the fact he’d established that it was going to start a new life with a genuine enthusiast, he practically gave it to me. I won’t name the price here, but I had to haggle him up from his three-figure starting price just to do the decent thing.

That was a new one on me.

Craig appreciates the cream leather interior

RIGHT FROM TOP: door mirror has lost its lacquer; Craig adds another Growler to his car collection; 3.0-litre V6 has 230bhp; Craig will sort out curbed alloy wheel as soon as he can

What I got for my meagre investment was a lovely X-TYPE with just 77,500 miles on the clock and a full main dealer service history right up to 72,500 miles, as Graham was friends with a Jaguar dealer in north London and was privy to mates’ rates maintenance.

The mileage is a drop in the ocean for these engines, too – my 3.0 XJ X350 has covered 120,000 more miles than the X-TYPE and still ticks over like a Swiss watch, so I’m pretty sure that Y589 AOG has loads of life left in it. Aside from some interior cleaning, a kerbed alloy and one door mirror that’s lost all its lacquer, there’s barely a thing wrong with it cosmetically and it runs perfectly, while the air-con is still icy cold.

I’m genuinely bowled over by it, and while it’s modern enough to use and enjoy for the occasional work trip, I do plan to put this one into semi-preservation. Before the winter, it’ll be going up in the air and getting full rust-prevention treatment and I’m going to sort the kerbed alloy and imperfect door mirror out as soon as I get chance.

But it’s not going to be straight away, because right now the sun’s out, I’ve got a 3.0-litre V6 with 230bhp and working aircon, along with all-wheel drive and a set of pretty decent Toyo tyres to play with. I’m off out for a drive.

The 3.0-litre V6 has covered 77,500 miles and runs perfectly

September 2021 \ Jaguar World | 89

XF 2.2D timing belt renewal Nene Jag Specialists takes us through the work involved in replacing the timing belt and water pump on an XF 2.2D WO R D S & P H OTO G R A P H Y R O B H AW K I N S

T

IMING BELT and water pump renewal on most engines is a moderately expensive, but essential, part of routine maintenance. It’s a job that always seems to be imminent, even on the XF 2.2D seen here, where the recommended interval is seven years or 112,000 miles.

We’re following Nene Jag Specialists as its technician exchanges these components on a 2013 Sportbrake model for genuine parts.

The special timing tools required to lock the exhaust camshaft and flywheel are available from tools stockists such as Sealey (part number VSE6126) for around £50.

Not only do they help to keep the engine timed-up when replacing the belt, they also help to lock the crankshaft when undoing its front pulley bolt, which is tightened to 70Nm +82°.

90 | Jaguar World / September 2021

As we discovered, the work involved is also quite finger-crunching, especially when removing the starter motor, so a ramp or inspection pit will make the job a lot easier.

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

THANKS TO Nene Jag Specialists 8 Harvester Way Peterborough PE1 5UT Tel: 01733 349042 Website: www.nenejags.co.uk XF 2.2D timing belt and water pump renewal: £650

TOOLS ■ Abrasive paper ■ Allen keys: 6mm ■ Drain tray ■ Light oil ■ Pliers ■ Ramp or trolley jack and axle stands ■ Screwdrivers ■ Sockets/spanners: 7mm-22mm ■ Tap to clean crankshaft thread ■ Thread lock ■ Timing tools (Sealey VSE6126) ■ Torque wrench (10-70Nm) ■ Torx: E14, T25

MODERN WORKSHOP

1 Josh at Nene Jag Specialists starts the timing belt job by removing the engine undertray, which in this case is secured with two rusty crosshead screws and four 10mm bolts

3 More coolant escapes after Josh releases the header tank’s pressure cap. Next, he disconnects the battery inside the boot and flicks the lock on the tailgate

5 He places a cloth inside the turbo boost pipe to stop debris falling in. The top radiator hose, secured with spring clips, is removed. This creates more space at the front of the engine

7 The cooling fan can now be removed to make more space at the front of the engine. It’s secured with a couple of 8mm bolts at the top corners.

Josh carefully lifts it out

2 The engine coolant needs to be drained, so he detaches the front of the NSF wheelarch trim, attaches a hose to the radiator drain tap and releases it. Coolant starts to leak out

4 Josh removes the engine’s top cover, then the air filter housing and its induction pipework, which should be secured with 10mm bolts, trim plugs and bracketry. Some here are broken

6 With the bottom of the OSF wheelarch trim detached, Josh finds the wiring plug for the radiator’s electric cooling fan and disconnects it. He unclips its wiring to the fan

8 After marking a couple of direction arrows on the exterior of the auxiliary drivebelt, Josh uses a 15mm spanner to adjust its tensioner and slacken the belt, allowing him to remove it

September 2021 \ Jaguar World | 91

MODERN WORKSHOP

9 There’s a boost pipe between the throttle body and intercooler, which blocks access to the starter motor. Josh slackens the Jubilee clips at either end, then manoeuvres the pipe out

11 Josh next detaches the wiring routed down the front of the engine, then removes the plastic upper timing belt cover, which is secured with three 10mm bolts. We can now see the exhaust camshaft pulley

13 He checks that an L-shaped timing tool can be fitted through a hole in the engine block and flywheel and also fits a larger triangular-shaped piece onto the flywheel to further lock it

15 The crankshaft pulley and its timing ring are removed. Josh also removes the lower timing belt cover, fitted with three 10mm bolts, and crank position sensor (one 8mm bolt)

92 | Jaguar World / September 2021

10 The starter motor is removed. There’s a rubber cover around it, wiring to disconnect and three 13mm mounting bolts. Next, there’s a plastic cover to remove, secured with one 10mm bolt

12 Armed with a 22mm socket and a half-inch ratchet, Josh turns the crankshaft clockwise until a hole in the cam pulley lines up with a hole in the rear timing cover at roughly seven o’clock

14 After fitting the locking tool through the cam pulley, Josh is confident the engine is timed-up and locked, so he slackens the 22mm crankshaft pulley and winds it fully out

16 Nene Jag Specialists recommends cleaning the thread inside the end of the crankshaft to extract any dirt, corrosion or thread lock. Josh uses a suitable tap with a light oil/grease

MODERN WORKSHOP

17 We’re ready to remove the old timing belt, so Josh slackens the timing belt tensioner’s 13mm nut. The belt becomes slack and is removed by hand. Check it’s the same length as the new one

19 Josh replaces the timing belt’s idler pulley and tensioner. The idler pulley is secured with an E14 Torx bolt, tightened to 47Nm +80°. The new tensioner’s 13mm nut isn’t fully tightened yet

21 The engine needs to be manually turned and the timing rechecked, so all the parts from Step 15 are refitted. He fits a new crank pulley bolt with thread lock and tightens it to 70Nm +82°. The timing tools are removed

23 All remaining parts are refitted. Josh explains that the cover for the starter motor is awkward to refit and it’s quite a memory test to ensure the auxiliary drivebelt is fitted correctly

18 We’re replacing the water pump, so undo seven 11mm bolts; some coolant escapes. The mating surface is cleaned, then the new pump is fitted and its bolts tightened to 10Nm

20 Now, Josh fits the new timing belt, feeding it around the crankshaft timing cog first and finishing at the camshaft pulley. He adjusts the tensioner so it’s overtight for now and tightens the 13mm nut

22 Josh completes ten manual turns of the engine and refits the timing tools to confirm the engine is timed-up. He adjusts the tensioner so its pointer is aligned with a notch, then tightens the 13mm nut to 25Nm

24 The final job is to refill the coolant system. Josh slackens a bleed screw on the radiator top hose, refills the coolant via the expansion tank, runs the engine, then tops up the liquid

September 2021 \ Jaguar World | 93

QUESTIONS AND ANSWERS

Jaguar World's technical advice service Edited by Ray Ingman

E-type brake delay Q

Could you give me some advice on why the brakes on my Series 1 4.2 E-type roadster stick on momentarily after applying the pedal, albeit they soon release?

Everything has been rebuilt and the master cylinder replaced with a new unit.

Three pot Series 2 calipers are fitted to the front and when these and the rears were stripped, there wasn’t a blemish in the bores. A larger Series 3 servo replaces the original, fitted some time back and now rebuilt with new internal seals.

Any ideas please?

John Goldsmith

A

This is a question that crops up from time to time. First, is the system filled with silicone

brake fluid, or has it ever been? These products appear to react with the seals throughout the rather unusual dualline servo/single-line master cylinder set-up. Should this be the case, total resealing and flushing of the whole system will be required.

The pre-Series 3 E-types are fitted with a hydraulic brakelight switch, which can double as a handy diagnostic tool: with a system of mirrors, when the brakes are binding, you can observe whether the brake lamps are on or off: any residual pressure held within the system will keep the lights illuminated, indicating a master cylinder or servo fault; if sticking calipers are the problem, the light will extinguish immediately. In this case,

you have already negated the possibility of a simple caliper problem by your rebuilding activities.

New, old-stock master cylinders can suffer when the preservative assembly grease within them congeals over time and causes some degree of ‘stiction’ (holding system pressure), particularly in the front-end seal, which activates the servo-controlling reaction valve (the white plastic object on the front of the cylinder). Stripping, cleaning and resealing will rectify.

Finally, the flexible rubber brake hoses can degrade internally, turning them into impromptu one-way valves, which will display the same symptoms as sticking calipers. If there is any doubt, we recommend replacement with stainless steel braided Aeroquip-style hoses, which have the added advantage of a firmer pedal feel, a confidenceinspiring quality often lacking in the E-type range.

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 / September 2021

QUESTIONS AND ANSWERS

XKR full throttle malfunction

Q

I have a 2008 XKR 4.2 (X150) convertible with 92k miles on the clock and full history.

I do about 2,000 summer miles on the car and it is garaged for the winter. During the summer, I try to drive it as hard as I can when the occasions arise so as not to clog it up. The car runs like a dream day-in/day-out, but last week an incident caused me to take off from about 15mph rather quickly. (I do not normally hit the throttle in that manner.) I pressed the accelerator very fast, nearly to the floor, but the engine just shut down. I managed to coast to a layby with every warning light lit and spurious fault displays rolling on the screen. As I came to a stop, the main centre of the screen had ENGINE MALFUNCTION lit up in red.

I switched everything off and waited for about ten minutes before restarting the engine, which was then as sweet as a nut, but with the big engine malfunction sign still lit. As I was only about two miles from home, I risked driving it back carefully – which it did without fault, although the sign was still lit. The red sign went out

after about a mile and the car drove as if nothing had happened.

The car still drives spot on; however, obviously something is amiss. I’ve since recalled the car doing this once before about four years ago, again fixed by a reboot.

I have had the vehicle scanned and many faults have come up, but the main relevant fault is Code P2105-12. Can you give me some idea as to why the Throttle Actuator Control system shut the engine down just because I hit the throttle fast?

John Deaville

A

This series of diagnostic trouble codes relates to a forced shutdown for safety reasons. This could be to prevent engine damage or personal injury due to excessive acceleration. In your situation, it would appear that faulty or corrupted data has been received by the PCM (powertrain control module) causing a shutdown output.

There is a substantial amount of data supplied to the PCM, any one of which could cause the shutdown. The recommended diagnostics are to carry out pinpoint tests on all sensors related to this code using the Jaguar diagnostic tool. Prior to this, on the balance of probability, the following two paths of action may be useful.

First, have a professional diagnostic test of your battery, as the system is extremely voltage sensitive. Go to an organisation you trust, not someone who just wants to sell you a battery (cheap testers can give false positives or negatives).

However, an inexpensive cure could be physically cleaning the throttle body and throttle disc. It is possible that the sudden acceleration caused the stability control system to request a closed throttle to regain traction, but gunge around the throttle disc caused it to stick temporarily shut.

If the problem persists, there may be an issue with the fly-by-wire throttle motor itself; also, the supercharger coolant pump, if faulty, may cause the vehicle to go into restricted performance mode when the intake temperature rises, but will behave normally if driven sedately.

This issue is only relevant when driving fast or on a very hot day.

Swedish XJS recurring problem

Q

I was in contact with you last year regarding my XJS V12 [the car was reported as suffering from Bank A (right-hand) cutting out as the throttle was opened, apparently idling normally – see JW, November 2020, p87]. I thought I had fixed the problem, having tested or replaced the details you suggested. Sadly, I took the Jaguar out this spring and the fault remains. If I slowly increase the throttle to 4,000rpm, it is okay. However, if I increase at a fast pace several times, exhaust fumes will come. If I then remove the throttle pushrod from Bank A, it doesn’t misfire, but when I mount the pushrod back, the problem returns.

I hope this information is sufficient.

Thanks in advance and for a good magazine.

Lars Dungelid

A

Although you state that you have carried out all our suggestions, we still think that this is a fuel starvation issue. Disabling one throttle will, at high revs, turn a V12 into a straight-six; the same effect should be observable if the other throttle rod is removed.

A foolproof way to eliminate fuel starvation suspicions is to fit a pressure gauge and disconnect the fuel return hose, safely routing it to a collecting tank.

The fuel system is designed to deliver excess flow, the surplus returning to the tank.

If the flow is insufficient when the engine is revving hard and continuously, there will be no excess fuel coming from the return line and the gauge pressure may drop. Assuming the pick-up and line filters have been cleaned or replaced as per our previous advice, it is most likely that the fuel pump itself is faulty.

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) September 2021 \ Jaguar World | 95

CLASSIC WORKSHOP

Replacing a J-gate Auto Reserve is on hand to show us what’s involved in removing and testing a faulty automatic gear selector on an X300 WO R D S & P H OTO G R A P H Y RO B H AW K I N S

J

AGUAR’S AUTOMATIC J-shaped gear selector was used on a range of classic Eighties and Nineties Jaguars and can become problematic. Commonly known as the J-gate, one big problems concerns a microswitch that detects when Park is selected to allow the engine to be started. Waggling the gear selector may temporarily resolve the problem, but the faulty microswitch won’t fix itself.

Another problem concerns the Parkrelease solenoid, which allows the gear selector to be moved out of Park, and which requires the brake pedal to be depressed. If the solenoid fails, the gear selector usually locks itself in Park.

Jaguar breakers Auto Reserve also tells us that the internal mechanism of the gear selector can be broken if someone tries to force the gearstick out of Park.

96 | Jaguar World / September 2021

When a J-gate becomes faulty, it usually needs to be removed and replaced. Auto Reserve sells used J-gate assemblies for £27.49, or Park-release solenoids for £8.46 (the aforementioned microswitch is riveted on, so it’s only supplied with the J-gate assembly).

We ask Auto Reserve to show us what’s involved in removing and testing an old J-gate. Our photographs show the interior of an X300 with the seating removed (we covered an interior removal in the January 2021 Classic Workshop) to create more space.

THANKS TO Auto Reserve Limited Unit 6 Belfield Street Ilkeston Derbyshire DE7 8DU 0115 837 2707 www.autoreservejaguar.com

The following steps are also useful for anyone wanting to replace the centre console, radio, glovebox and middle heater vents. Plus, the work involved is useful for dismantling the centre console to test and replace any faulty bulbs in this area.

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

TOOLS

■ Multimeter ■ Screwdrivers ■ Spanners/sockets 8mm, 10mm, 13mm, 24mm ■ Torx bits: T30, T40 ■ Trim tools

CLASSIC WORKSHOP

1 It’s not essential to remove the front seats to remove the J-gate, but it does create a little more space around the centre console and also helps to keep them clean

3 Using a crosshead screwdriver, Mark raises the lid of the centre console’s storage compartment and removes two crosshead screws from its hinge

5 Two crosshead screws are undone at the front of the storage compartment, then the ashtray is prised out and the plug connector for the cigarette lighter is detached

7 Mark feeds his fingers underneath the centre console panel that surrounds the J-gate and tries to undo two plastic wing nuts, as shown here. These can be awkward

2 The plastic- and leather-trimmed surrounds for the J-gate clip into the top of the centre console. Mark, at Auto Reserve, carefully prises them out and places them aside

4 The lid’s metal stay needs to be unhooked before it can be removed.

This allows the stay to remain with the lid, instead of undoing a single crosshead screw for it

6 Mark removes the storage compartment’s lining, detaching a wiring plug for the valet button that allows the car to be locked/driven with a green valet key, but prevents access to the boot and glovebox

8 He carefully lifts up the rear of the panel, which stretches all the way up and around the stereo/radio. He manoeuvres it over the gear selector and removes it from the car

September 2021 \ Jaguar World | 97

CLASSIC WORKSHOP

9 Because he’s removing the centre console, the stereo/radio needs to be removed. It’s secured with six crosshead screws, which, if overtightened, can break the plastic locating lugs

11 The heater vents in the centre of the dashboard need to be prised out to access some mounting screws for the front of the centre console. The heater vents are left suspended

13 Mark removes the final crosshead screws along the front top edge of the centre console, then lifts it out to reveal more of the J-gate, making it easier to work around

15 There’s one remaining piece of the centre console to remove. It’s the black plastic moulding shown here, which is secured with a couple of crosshead screws at the rear

98 | Jaguar World / September 2021

10 Mark uses a trim tool to prise out the centre console’s rear-most heater vent, then removes two crosshead screws at the back of the centre console

12 If the heater vents need to be removed, the glovebox must be removed to detach a wiring plug. The glovebox is secured with four 8mm bolts and four crosshead screws

14 If the gear selector cannot be moved out of Park, it can be mechanically released by extracting a Torx T40 screw on the top of the J-gate, then fitting the ignition key into the hole

16 Mark now removes the top panel of the J-gate, which displays the numbers and lettering for gear selection. It’s secured with four crosshead screws and also has a wiring plug he needs to detach

CLASSIC WORKSHOP

17 The microswitch that prevents the engine from starting if Park has not been selected can be tested using a multimeter set to continuity while waggling the gearstick

19 The gear selector cable needs to be detached to remove the J-gate. It’s secured with a 10mm nut. Mark uses a 13mm open-ended spanner to grip the stud it’s wound onto

21 Three Torx T30 screws secure the base of the J-gate onto the top of the gearbox tunnel. Mark uses a long Torx T30 screwdriver to undo them

23 The Park-release solenoid can be removed by undoing two 8mm bolts.

A used one costs £8.46 from Auto Reserve

18 Mark removes the linear switch (a decoder module may be fitted here, but does the same job), which provides the lighting for the selected gear.

It’s secured with two crosshead screws

20 Two 24mm nuts secure the gear selector cable’s sleeving to the side of the J-gate. Mark slackens these nuts by a couple of turns, then prises the cable out

22 Finally, the J-gate can be removed from the X300. There’s a small wiring plug to detach for the Park-release solenoid (Jaguar call it the Gearshift Interlock)

24 When fitting a replacement, Auto Reserve recommends tightening the 24mm nuts undone in Step 20 back to their original positions to retain the adjustment of the gear selector cable

September 2021 \ Jaguar World | 99

M E E T

T H E

E X P E R T

Learn more about Sussex Auto Parts’ Matt Hyne, the self-proclaimed king of the crossbar challenge, including his favourite cars and what he enjoys most about his work with transmissions Past experience I began an apprenticeship in mechanics after leaving school, switching into the parts industry after a couple of years. I have since completed a NVQ Level 2 in customer service, and various other courses. I am currently undertaking EV training.

Best part of the job Customer satisfaction. There is nothing better than helping a customer identify the correct part, and getting their car back on the road. Plus, I’m lucky enough to work with a great team of people – there isn’t much I don’t like about my job to be honest.

Most commonly seen problem That’s got to be mechatronic units and torque converters for the six-speed transmission as fitted to the S-TYPE, XF and XK, as well as standard oil service parts. The six-speed ZF transmissions have got to have the correct Lifeguard 6 oil, so we supply a lot of that, too.

Advice for anyone wanting your job Have an active interest in the industry. I love looking for new opportunities and future business, so am always looking ahead to future technology and what’s coming out.

You have to keep up to date with everything as this trade can change so quickly. It’s also important to enjoy dealing with people.

Top tip for Jaguar owners When it comes to transmissions, if you notice any problem, get it checked immediately.

There is nothing worse than hearing someone say. “I first noticed it four months ago, and it’s been getting worse.” What might have been a relatively inexpensive fix could have become a very costly repair. Also, don’t forget to have a transmission oil service.

Favourite car I love the Aston Martin DB9, but the Jaguar XJS V12 will always hold a special place in my heart. When I was about ten years old, I used to see one on my way to school. I even had a toy version of it.

I’m also a big fan of American muscle cars, and I would love to own a 1969 SS Chevelle.

Most memorable journey That was when my boss and I had gone over to the USA for a trade show and decided 100 | Jaguar World / September 2021

NAME Matt Hyne PLACE OF WORK Sussex Auto Parts Ltd (Powertrain Suppliers) POSITION General manager to drive from Los Angeles to Las Vegas in a Mustang. After we left LA, we happily drove for well over an hour before realising we were heading towards Sacramento – completely the wrong direction. We got there eventually, though.

Worst place you’ve broken down in a car Probably breaking down in rush hour while taking my son to nursery. I had to try to push the car off the main road and into a side road, with my three-year-old trying to help.

On another occasion, I was with someone who got a puncture in the middle of nowhere on a country road. We couldn’t get

a wheel nut off as it had been cross-threaded and we had to call for recovery.

Any surprising hidden talents I can juggle. I am also the self-proclaimed king of the crossbar challenge.

SUSSEX AUTO PARTS LTD (POWERTRAIN SUPPLIERS) Unit 40, Station Road Ind Est Hailsham East Sussex BN27 2EY Tel: +44 (0) 1323 848886 Email: info@sussexautos.com Website: www.sussexautos.co.uk

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PRODUCTS AND SERVICES

Uprated E-type bonnet support frame for E-type Martin Robey Group is manufacturing a new uprated bonnet support frame, suitable for the E-type Series 1 and 2, in-house in the UK. Produced from uprated aircraftquality T45 carbon manganese steel, it’s made from 14 SWG (2.03mm) tubing; the originals were constructed from 20 SWG (0.91mm).

It also features a stiffened radiator support rail for increased strength.

Priced at £318.60+VAT (£382.32).

Website: www.martinrobey.com

Ceramic shampoo Diamondbrite has introduced a ceramic shampoo, an easy-to-use car wash that leaves the vehicle’s surfaces shiny and protected, without polish or wax, thanks to the ceramicpolymers blended within its pH-neutral formula.

The formula also produces a thick foam that increases cleaning power on contact.

Price: £11.95 for a 500ml bottle or £39.95 for five litres.

Website: www.diamondbrite.co.uk

XK 140 steeriing column securing nut When the originals are damaged after being removed with grips, it’s good to know that new steering column lock nuts for the XK 140 (original Jaguar part number C7883) are available from classic XK parts specialist Coventry Components.

The new part is built to the highest standards, and finished in tough black powdercoating for a long life.

Priced at £99.

Website: www.coventryautocomponents.co.uk 102 | Jaguar World / September 2021

PRODUCTS AND SERVICES

Rear LED bulbs Better Car Lighting has developed a bright LED bulb for stop and tail functions that won’t trigger a bulb failure warning light on the car’s dash (product code: 380RedScanPair).

Shown here either side of a regular bulb, they’re physically larger, although BCL says they will still fit most applications, and are guaranteed for two years from date of purchase. They also have a castellated top to make gripping the bulb easier for fitting.

Price: £39+VAT (£46.80).

Website: www.bettercarlighting.co.uk

Pers It’ss easy to have one too many Pimms or beers at a summer party, so this personal breathalyser from AlcoSense will either bring piece of mind or avoid a potentially fatal accident.

The UK-designed AlcoSense Lite 2 boasts an industry-leading accuracy in its price bracket and gives clear results in seconds. Simply turn the unit on, wait for it to count down to zero and then blow for around six seconds until it beeps. An adjustable warning system features a ‘Don’t Drive’ alert, both on screen and audibly.

It can be set to the drink drive limit in England, Wales and Northern Ireland – or the lower limit in Scotland and the Republic of Ireland.

Priced at £44.99.

Website: www.alcosense.co.uk

BOOK REVIEW

Original Jaguar E-type – Restorers’ and Enthusiasts’ Guide to 3.8, 4.2 and V12 Author: Malcolm McKay Publisher: Porter Press Price: £65 ISBN: 978-1-907085-93-2 What a gargantuan task this must have been. Malcolm McKay delves deep into the detail for this guide to originality, from the correct rear-view mirror for

Golden E-type spi

e

Marking the 60th anniversary o the E-type, ee spinners from cars undergoing restoration and c vered h with 24- ar t gold plating. Each has been mounted onto a piece of solid walnut featuring the Classic Lozenge logo, is sequentially numbered and comes witth a certiificate off auth hentiiciity.

Price: £833.33.

Website: shop.jaguar.com

the Series 1 to which tonneau cover was hassis fitted to the Series 2, the different chassis al plates for the Series 3 and the original colours for all models. n The book is for anyone restoring an E-type or who simply wants their car to urced be technically perfect. McKay has sourced several original or perfectly restored examples to illustrate how these cars would have left the factory.

On first glance, £65 sounds steep. But, if you’re looking for perfection, then page the work invested in the thick, 400-page tome, plus Porter Press’ usually high enly production standards, means it suddenly doesn’t seem that expensive.

September 2021 \ Jaguar World | 103

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Cars for sale

E-TYPE

MK II

1965, 79000 miles, £150,000. 1965 E-Type Coupe, subject of an estate in Adelaide Australia, please call 150000, Rest of the world.

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

V5 present. Please call 07856 896019, East Midlands.

108611

MK II

109148

MK II E-TYPE

£95,000. 4.2 Series 2 DHC, rare primrose/ black trim model, Heritage Certificate, Manual.

Please call 01676 541111

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

The interior of the car is lovely with high quality Please call 01944 758000, Yorkshire and the Humber.

1966, £57,995. POA. 3.8 MK2 Saloon. Oplaescent silver-blue with navy leather Recaro interior.

Full restoration and engine rebuild in 1990. on.

Absolutely showroom condition throughout.

Please call 01277365415, South East. (T)

108727

109185

Arun Sales & Service Centre Codmore Hill Garage, Stane Street, Pulborough, West Sussex RH20 1BQ

100+ Contemporary and Classic Vehicles in Stock

£119,995

1948 JAGUAR MK IV 3.5 LITRE DROP HEAD COUPE £38,995

2013 JAGUAR F-TYPE V8 S £27,995

2006 JAGUAR XKR-S 4.2 SUPERCHARGED ‘WHITE BADGE’

£99,995

1972 JAGUAR E-TYPE SERIES III V12 ROADSTER £37,995

1937 MG VA OPEN TOURER £22,995

1992 JAGUAR XJS V12 CONVERTIBLE

(01798) 874477 arunltd.com

£59,995

1972 JAGUAR E-TYPE SERIES 3 MANUAL

£37,995

2001 ASTON MARTIN DB7 VANTAGE MANUAL £20,995

2007 JAGUAR XK 4.2

£59,995

1965 AUSTIN HEALEY 3000 MARK 3

£36,995

2014 JAGUAR F-TYPE 5.0 V8 S £19,995

2015 JAGUAR XF D V6 S

£42,995

£39,995

1960 DAIMLER V8 SP 250 DART

1948 BENTLEY MK VI FACTORY SALOON

£36,995

£29,995

1994 JAGUAR XJS 6.0 LITRE £12,995

2007 JAGUAR S-TYPE R STRATSTONE SPECIAL EDITION

1968 DAIMLER V8 250

£7,995

2009 JAGUAR X-TYPE SPORT PREMIUM

SEPTEMBER 2021 \ Jaguar World | 105

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

S 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.

1999, 53000 miles, £3,999. 3.0 V6 Saloon 4d auto. Gold with Electric seats, A/C, heated seats.

Great car, drives well. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

108732

109306

S TYPE

S TYPE LUXURY

105938

2002, 86000 miles, £3,999. 3.0 V6 Sport Saloon 4d. Green with 4 former keepers, 7 service stamps within the history with the most recent at 83,910. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109305

S TYPE

£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

XJ6

1996, 65000 miles, £5,999. XJ6 Sport. Green, This example is presented in British Racing Green with light Grey leather. This car has covered only 65,590 miles with a full service history comprising 15 service stamps plus one service invoice, with one former keeper. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109307

XJ6

1996, 79000 miles, £4,995. XJ6 Executive in metallic black with grey leather. Automatic, one previous owner. 3.2 straight six engine. Drives beautifully. Please call 07904 429655 , Greater London.

109156

XJ8

XF

2006, 94000 miles, £3,250. S-Type 2.7 Diesel SE. One year MoT, service history, heated screens and memory seats, 6CD changer, SatNav, ivory leather, recent tyres front discs, extra chrome trim, Bluetooth adaptor, cruise, Terracleaned, chipped. Please call 07950 435017, South East.

109085

106 | Jaguar World / SEPTEMBER 2021

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.

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.

108519

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

2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr 8" touch screen, Metallic paint, Heated front seats, Bluetooth telephone connectivity, Auto high beam, InControl remote premium, Hood - Red, Lane departure warning system, Power Steering, Rear parking aid .................................................................................................... £47,995

2012 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity, DAB Digital radio, Premium suede cloth headlining, Clock Metallic - Ultimate black, DVD Satellite Navigation with 7" colour display, Front park assist + touch-screen visual aid, Rear parking aid .. .................................................... £28,995

2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity, Clock, DVD Satellite Navigation with 7" colour display, Front park assist + touch-screen visual aid Graphic information display, Rear parking aid, Trip computer with message system......................................................................... £26,995

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, Adaptive dynamics ..................................................................... £25,995

2010 Jaguar XK 5.0 Supercharged V8 R 2dr Auto Bluetooth wireless phone connectivity, Active front light system, Clock, DVD Satellite Navigation with 7" colour display, Front park assist + touch-screen visual aid, Graphic information display, Rear parking aid ................................................................................................... £24,995

2010 Jaguar XK 5.0 V8 2dr Auto Bluetooth wireless phone connectivity, DAB Digital radio, Jaguar 525W premium sound system, Clock, DVD Satellite Navigation with 7" colour display, Active front light system, Hood - Black, Front park assist + touch-screen visual aid .............................................................. £23,995

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

2012 Jaguar XJ 5.0 V8 Supercharged Supersport 4dr Auto Analogue clock Ivory leather upholstery DAB digital radio module Auto speed limiter Front Parking Aid Adaptive cruise control with advanced emergency brake assist Metallic - Ultimate black ................................................................................................... £20,995

2006 Jaguar XK 4.2 V8 2dr Auto Bluetooth wireless phone connectivity, Navigation system with touch screen, Reverse parking aid, Speed sensitive power steering, Trip Computer, 6 disc dash mounted CD autochanger .................................................................................................... £18,995

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

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 speakers Audio+phone controls on steering wheel ................................................................................................... £13,995

2004 Jaguar XK8 4.2 2dr Auto Analogue clock, Ivory leather sports seats, Metallic - Platinum Auto speed limiter, Burr walnut veneer, Outside temperature gauge, Reverse parking aid, Speed sensitive variable, PAS Twin trip computer, 6 CD autochanger................................................................................ £16,995

AA Approved Dealer 2006 Jaguar XKR 4.2 Supercharged V8 2dr Auto Luxury sport leather trim - Ivory, Navigation system with touch screen, Reverse parking aid, Jaguar premium surround sound + 8 speakers Speed sensitive power steering ................................ £17,995

2009 Jaguar XK 4.2 Automatic Adaptive cruise control, Satellite Navigation, Memory Seats, Colour SatNav, Bluetooth connection, Keyless Go, Xenon Headlamps, Full Leather, Power Steering, ABS ................................................................. £17,995

2008 Jaguar XKR 4.2 Supercharged V8 2dr Auto Bluetooth wireless phone connectivity, Active front light system, Keyless entry, Navigation system with touch screen, Trip Computer, 6 disc dash mounted, CD autochanger .................................................... £17,995

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

XJS 1988, £2,000. 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.

DEMONSTRATOR SPORTS ESTATE

109089

XJS

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 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 .

1981, 69000 miles, £13,999. XJS 5.3 HE Coupe, 2d, 5343cc auto. Bronze with service history and bills. Full cream leather, alloy wheels, private plate included, drives very well, must be seen to appreciate. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109303

XJS

£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.

XK8

XJS

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

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

108005

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

XJS

1999, 57000 miles, £9,999. 4.0 V8 convertible.

Silver with Alloy wheels, leather and heated seats.

A/C. Free delivery on selected vehicles can be arranged, part exchange taken, also credit card facilities. Please call 07368 352623, South East.

109304

XK8

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 54111

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

X tYPE FACTORY X TYPE

2000, 56682 miles, £8,000. XK8 4LT. In immaculate condition inside and out. Never been out in the rain. Please call 07547 093092, Wales.

109311

SEPTEMBER 2021 \ Jaguar World | 108

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

1

J61-169

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

1967 420G 4.2 Sedan 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

J65-570

1972 XJ6 Series 1 4.2 Sedan

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 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

J71-991

1965 Jaguar XKE Series I 4.2 OTS It is not often that you find an E-Type with less than 30,000 miles that is original as this car. This would be a spectacular car to perform a preservation restoration to or you can take it to a high level show car if you wish.

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

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