Modified E-ty type Series 2 Lightweight and made for sprints
MAY 2022
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
25 YEA EARS A OF THE XJ8
Daimler Sovereign 4.2 manual
M I K E C R OSS 37 YEARS OF DEVELOPING JAGUARS
WHY THE X308 IS THE BEST XJ
XK 140 OTS Th most beautiful yet The rarest of all the XK 140s rare
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FIRST WORD
www.jaguar-world.com Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL
THE EDITORIAL TEAM Editor: Paul Walton jwm.ed@kelsey.co.uk Sub Editor: Katie Pybus Technical Editor: Rob Hawkins Technical Consultant: Ray Ingman Senior Contributors: Ben Barry, Richard Bremner, Craig Cheetham, Laura Jones, Sam Skelton, Paul Skilleter, Paul Wager Photography: Michael Bailie, Stuart Collins, Antony Fraser
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Wedding belle When my wife and I were planning our wedding in 2000, the publisher of the classic car magazine I was working for at the time said I could use his company car, an X308-generation of XJ8. A 4.0-litre in metallic red, I reckoned it was the perfect choice for my impending nuptials. But a last minute clash of dates meant I couldn’t borrow the Jaguar after all so a colleague arranged a BMW 750iL instead. With a 4.8 V8 and more equipment than my house, the big Beemer was a magnificent car but like wearing someone else’s shoes, it never felt right. This wasn’t just because I like Jaguars more than I do BMWs, but rather the X308-generation of XJ8 was far prettier than the awkward-looking E65 7-Series and therefore would have made the better wedding car. Yet I’d go even further now and say it’s the best looking out of the nine iterations of XJ. I admit that’s a bold An identical XJ8 to the one Paul was statement but after driving supposed to use for his wedding in 2000 three examples for our feature on page 24 to mark its silver anniversary, it’s one I’m happy to make. With its perfect proportions and subtle references to Jaguar’s past, it remains a handsome car. Plus there’s more to the X308 than just its design. As part of our interview on page 34 with Jaguar’s now retired chief test driver, the legendary Mike Cross, he reckons the V8 saloon was the first model he made a genuine impact on - meaning it’s still a great handling car. Yet its interior offers the sort of old-school levels of luxury Jaguar was once famous for. I might not have had an X308 as my wedding car but what made it the perfect choice 22 years ago hasn’t changed. Paul Walton Editor
CONTRIBUTORS
BEN BARRY
ROB HAWKINS
SAM SKELTON
Ben spends the day with Jaguar’s legendary test driver, Mike Cross, on the eve of his retirement after 37 years at the company [p34]
Our tech ed looks at a 2007 XK 4.2 that was bought new by the owner’s father and has just been restored [p60]
Sam gets to drive a rare Daimler Series 3 manual [p52] before introducing his own pair of X300 XJs [p88]
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24 THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 24 25 YEARS OF THE X308
42 MODIFIED E-TYPE SERIES 2
To mark the 25th anniversary of the X308-generation of XJ8, we look at the model’s history and its positive impact on Jaguar before driving three very different examples: a Sovereign 4.0, an XJR and a Daimler Super V8
Lighter, stiffer and with more power, this fixedhead coupe could easily be a genuine Lightweight but was actually transformed over three years by just one man and at home
34 MIKE CROSS INTERVIEW
May 2022
Following his recent retirement, we talk to Jaguar’s legendary chief development driver, Mike Cross, about his 37 years developing some of the company’s most famous and popular models
52 DAIMLER SOVEREIGN SERIES 3 MANUAL Any Series 3 with a manual gearbox is unusual, but more so when it’s a luxurious Daimler Sovereign. We track down a rare example and explain its significance
70 GEORGE FORMBY’S 3.4 This 3.4 was bought new in 1959 by famed British film star, George Formby, who suffered from a terrible crash in the car six months later. Thankfully both he and the car survived
76 XK 140 OPEN TWO-SEATER With just 73 right-hand-drive examples, the XK 140 OTS is one of the rarest of all the classic XKs in the UK. We explain why
60 RESTORED XK With the same family since new, this 2007 XK 4.2 coupe has been recently fully restored by the first owner’s son. We look at its history
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4 | Jaguar World / May 2022
34
52
42
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60 Workshop
Regulars 6 NEWS
86 OUR JAGUARS
Jaguar unveils its third all-electric virtual gaming sports car – the Vision Gran Turismo Roadster – and end-of-life I-PACE batteries can now be transformed into a mobile battery energy storage system
Paul Walton gives more detailed information about his time with the I-PACE featured in the Spring 2022 issue while Sam Skelton introduces his fleet of two X300s
13 17 19 21 112 114
MAILBOX RICHARD BREMNER CRAIG CHEETHAM KEITH HELFET NEXT MONTH FINISHING LINES
90 MODERN WORKSHOP Find out what’s involved in changing the air filter and the eight spark plugs on the X100-generation XK8’s 4.0-litre V8 engine and what problems can arise
94 Q&A How to lower the suspension height of a Daimler 250-V8 and removing stuck spark plugs from a V12 5.3 H.E.
SUBSCRIBE 6 ISSUES FOR £23.99 VIA DIRECT DEBIT *see pages 22-23
96 CLASSIC WORKSHOP Follow our short guide to checking over your classic Jaguar prior to a tour or long journey
Twitter: @JaguarWorldMag Facebook: JaguarWorldMonthly Instagram: jag.world
100 MEET THE EXPERT We learn more about Conrad Boyer from independent Jaguar Land Rover specialist, Tom Lenthall Ltd
102 GEARBOX New products reviewed include a timing chain kit for the 2.0-litre diesel Ingenium engine plus the only aftermarket mass airflow meter for the X300 XJ and facelifted XJS
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NEWS
IF YOU HAVE A JAGUAR-RELATED NEWS STORY, SEND IT TO JWM.ED@KELSEY.CO.UK
Gran Turismo Roadster revealed
F
OLLOWING THE success of the original Jaguar Vision Gran Turismo Coupé and the extreme Vision Gran Turismo SV endurance racer, Jaguar has designed a third, all-electric virtual-only race car, the Roadster, which is available on Gran Turismo 7, the latest iteration of the world-renowned racing game. With a few nods towards the classic D-type – including a modern interpretation of the fin synonymous with the three-time Le Mans-winning car – the Roadster is designed to bring gamers the pure, visceral driving experience of an open-cockpit Jaguar sports car. According to Jaguar, power from the battery of this virtual-only car is fed to three light, powerful and compact motors, developed using learning from Jaguar Racing’s Formula E experience. With one motor on the front axle and two on the
rear, the total output is 1,020PS (750kW) and 1,200Nm of immediate, electrifying torque. Players will experience this for themselves when they accelerate away from the start line on their way to a maximum speed of more than 200mph. Enhancing the experience still further are the new features that Polyphony Digital Inc has developed for Gran Turismo 7 which is available for PS4 and PS5 consoles. “We are delighted to announce the Jaguar Vision Gran Turismo Roadster, which completes the trilogy of Jaguar Vision vehicles for Gran Turismo 7,” said Kazunori Yamauchi, creator of Gran Turismo and president of Polyphony Digital Inc. “It was a great experience to work with the Design team at Jaguar. We look forward to drivers getting behind the virtual wheel in the new game. All three cars lend themselves perfectly to the exciting new user experience that GT7 will offer.”
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NEWS
I-PACE BATTERIES REUSED FOR STORAGE SYSTEM Jaguar’s engineering team have worked with Pramac, an Italian specialist in portable generators, to develop a zero-emissions energy storage unit powered by secondlife Jaguar I-PACE batteries, taken from prototype and engineering test vehicles. Called the Off Grid Battery Energy Storage System (ESS), Pramac’s technology – which features lithium-ion cells from oneand-a-half second-life I-PACE batteries – supplies zero-emissions power where access to the mains supply is limited or unavailable. To showcase its capability, the unit helped Jaguar Racing prepare for the
2022 FIA Formula E World Championship during testing in the UK and Spain, where it was used to run the team’s diagnostic equipment and to supply auxiliary power to the Jaguar pit garage. The flagship ESS system has a capacity of up to 125kWh – more than enough to fully charge Jaguar’s all-electric I-PACE, or to power a regular family home for a week. Charged from solar panels, the unit is a selfcontained solution that consists of a battery system linked to a bi-directional converter and the associated control management systems. Available for commercial hire, the
units are fitted with Type 2 Electric Vehicle (EV) charge connections with dynamic control and rated at up to 22kW AC to allow electric vehicle charging. “This announcement is a great example of how we will collaborate with industry leaders to deliver our sustainable future and achieve a truly circular economy,” said Andrew Whitworth, battery manager, of the circular economy team at Jaguar Land Rover. “We’re delighted to be working with Pramac to use Jaguar I-PACE second-life batteries to provide portable zero-emissions power and supporting Jaguar Racing this season was an excellent opportunity to demonstrate what these units are capable of.”
UK government invests in charging network The British government has outlined plans to increase the number of public EV chargers tenfold by 2030, which would see the equivalent of “five times the number of fuel pumps” roadside. The 300,000 new chargepoints are stated to come as part of an expansion to the government’s ‘Electric Vehicle Infrastructure Strategy’ by some £1.6bn, with £500m in-hand to provide, “high quality, competitively priced chargepoints to communities across the UK”. This comes on top of the existing ‘Rapid Charging Fund’ with 6,000 ‘super-fast’ chargepoints earmarked for English motorways by 2035. “Clean transport isn’t just better for the environment but is another way we can drive down our dependence on external energy supplies,” said the British prime minister, Boris Johnson, during the announcement on 25 March 2022. “It will also create new high-skilled jobs for our automotive and energy sectors and ultimately secure more sustainable and affordable motoring for all.” Society of Motor Manufacturers and Traders (SMMT) boss Mike Hawes added: “Consumers already have certainty about the vehicles, with ever-increasing choice, thanks to billions of pounds of manufacturer investment, but charging infrastructure must keep pace with the rapid growth of sales of these cars.
“The EV infrastructure strategy points in the right direction, addressing problems with the current customer charging experience and setting out a nationally co-ordinated, locally delivered plan which aims to ‘build ahead of need’.”
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NEWS
ASTON MARTIN DRIVER LAUNCHES
Return of museum’s Gathering events The British Motor Museum’s Gathering events are returning for 2022. Each Gaydon Gathering is an informal evening aimed at all motoring enthusiasts, taking place on the first Tuesday of each month – and they’re completely free to attend with up to 500 vehicles at each of last year’s get-togethers. Although there are no fees, pre-booking is essential. Tickets will be available online a few weeks before each event and will be announced on the museum’s social media pages. Display vehicles will be parked in front of the museum with separate free parking for those visitors who aren’t displaying. The dates for the 2022 Gatherings are May 10, June 14, July 12, August 9, September 12 and October 11. For more information or to book tickets visit www.britishmotormuseum.co.uk/whats-on
JLR PLANS BATTERY FACTORY According to a report in the Financial Times, Jaguar Land Rover is planning a major plant in Teesside to produce batteries for its future electric vehicles. The factory would be in partnership with lithium battery manufacturer, Envision AESC. JLR plans for its Jaguar brand to go all-electric from 2025 and meanwhile
an all-electric Range Rover is due to be launched by Land Rover in 2024. JLR declined to comment on the speculation telling the FT: “We are exploring all options at this time. No decisions have been made.” Envision added that it is in “regular contact” with a number of car makers but would not comment on “private discussions”. The proposed site in Teesside, Teesworks, is the largest brownfield site in Europe and covers 4,500 acres, including land from the former SSI steelworks which closed in 2015. The site is now being repurposed with a focus on net zero industries such as carbon capture. This involves removing carbon dioxide from big producers such as factories at source, then pumping it out to sea into underground stores.
A new quarterly magazine dedicated to all things Aston Martin has been launched by the company behind Jaguar World, Kelsey Publishing. Aston Martin Driver will focus on the legendary British marque that has been synonymous with style, prestige and performance for over 100 years. It will feature iconic models like the DB5 and DB6 through to attainable modern classics such as the DB7 and V8 Vantage. The current line-up will also be featured with full tests of the latest versions as well as nostalgic features about the brand’s illustrious past plus practical advice on owning and maintaining an Aston Martin. AMD will be available from newsagents at £5.99 per issue or you can save (including a half-price first issue) by having it delivered direct. To subscribe, head to shop/Kelsey.co.uk/subscription/AMD or call 01959 543747.
JLR pauses delivery to Russia Jaguar Land Rover (JLR) says it has paused the delivery of its cars to Russia due to, “trading challenges” caused by the war in Ukraine. The British car maker sold 6,900 vehicles to Russia last year. It is thought sanctions imposed by the UK, the EU and the US are making it difficult for JLR to sell cars into the market. A JLR spokesperson said in a statement its priority was, “The wellbeing of our entire workforce and their families, as well as those within our extended network”. “The current global context also presents us with trading challenges, so we are pausing the delivery of vehicles into the Russian market and continually monitoring the situation on behalf of our global customer base,” it said.
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8 | Jaguar World / May 2022
JAGUAR WALES 25th-29th September 2022
A Driving Holiday where you choose the pace … Join fellow Jaguar owners for a four night stay in the Brecon Beacons at the stunning Lake Country House Hotel in mid-Wales. Scenic road runs have been arranged including the Cambrian coast, the Elan Valley and Pen-Y-Garreg dam, as well as driving over the Black Mountain Pass and Brecon Beacons.
✔ ✔ ✔
WHAT IS INCLUDED: • A Four-night stay at the Lake Country House Hotel on a half-board basis. • Suggested road runs, route guides and rally boards. • The tour is lead by experienced Jaguar Club members.
THE PRICE: £715.00 per person (based on two people in a car sharing a double/twin room).
ONDITIONS
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NEWS
JEC TRACKSPORT LAUNCHED The Jaguar Enthusiast Club’s new track day programme, TrackSport, was officially launched on 5 March 2022 at a Cars & Coffee event held at the Bristol headquarters of marque specialists, Swallows Racing. Attended by over 100 enthusiastic guests and in collaboration between JEC TrackSport and Swallows Racing there was a fabulous display of racing and track focused Jaguars. These include Swallows’ well-known racing XJR6, a newly acquired XJS 4.0 which is available on an ‘arrive and drive’ package plus its fleet of ex-PalmerSport XKR
track cars. Completing the display was the Jaguar S-TYPE R Swallows built for Meguiar’s plus the Jaguar XJR Ring Taxi on loan for the event from Jaguar Daimler Heritage Trust. Swallows Racing’s track cars will be supporting JEC TrackSport events throughout the coming season including the Harewood Hillclimb on 26 June, Anglesey track day with Jaguar Daimler Heritage Trust on 6 September and the Autumn track day at Castle Combe on 4 October. Further details of these events can be found at https://jec.org.uk/events
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10 | Jaguar World / May 2022
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LETTERS
E M A I L : j w m . e d @ k e l s e y. c o . u k
FA C E B O O K : F a c e b o o k / J a g u a r Wo r l d M o n t h l y
I N S TA G R A M : j a g . w o r l d
The originator of the Letter of the Month will receive a gift from Jaguar’s official lifestyle range. This month, a chrome Jaguar leaper keyring. For the full range of Jaguar-branded products, please go to the online store at shop.jaguar.com/uk/
LETTER OF THE MONTH Following my recent trip to The Gambia, I thought I’d send you an image of a Jaguar S-TYPE I saw while passing through Serekunda, the country’s largest urban area that sits on the Atlantic Coast. With most of the other cars I saw in my time in the country being either Mercedes-Benz or Japanese SUVs, the black saloon took me by surprise and looked more out of place than a pork chop in a vegan restaurant. Although I didn’t have time for a close inspection, the car didn’t look to have coped with the country’s hot and dusty conditions well and it clearly wasn’t in the greatest shape. Yet it was heartening to know even out there, 3,700 miles from Coventry, there was at least one enthusiast brave enough to drive a Jaguar in these harshest of conditions. Larry Smith
No less interesting The Spring 2022 issue of Jaguar World that marked the centenaryy of Jaguar was a masterful piece of publishing, covering all bases of the company’s 100 years. I especially liked the biographies of nin ne important peop ple and could easilyy havve read nine more!
I also liked the E-type and DB6 twin testt [p6 64], two cars I wiill never, sad dly, gett to buy myself but that made the artticle no less interesting. And sorry to read Paul Walton is sufferin ng my issues with his XF Sportbrake [p120]. I had a similar car for a few years and sim milar problems,, finallyy sellingg it in
2018 for – whisper it – a Honda SUV wh hich h (fingers cro ossed d) has been bulllett proof so far. Jaguaar certainly needs to improve its reliability if it’s to reach another 100 yearss! Congratulationss to all the team for such a great magazine and keep up the good work. John Chap pman
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May 2022 \ Jaguar World | 13
LETTERS
X-TYPE exploits I have been following the X-TYPE estate ‘exploits’ of Laura Jones in various editions of Jaguar World with great interest. I bought my first Jaguar X-TYPE (same Sovereign model as Laura’s) five years ago and fell in love with it. Sadly two years later, having slid head on against a kerb on an icy road, the rack, two driveshafts, two alloys and tyres deemed the car was ‘too expensive to repair’. I have always dealt with S & P Auto Services of Newton Abbot and as luck would have it, they had an X-TYPE Estate 2.2 automatic Sovereign in Chilli Red with average mileage and immaculate condition. S&P’s Pete and Simon couldn’t have been more helpful and against the value of the Jaguar write off, the deal was struck with a balance deficient of £600. I was then the proud owner (and still am) of another 2009 Jaguar. My reason for writing is having read Laura’s Our Jaguars in the February 2022 issue where she described the vibration experienced whilst accelerating, which takes place between 50 and 60mph. I too went through all the possibilities as Laura and the problem was solved when the driveshaft was replaced. I guess by now
Laura’s repair/replacement has confirmed this and the very frustrating vibration has gone. My Jaguar has now covered nearly 40,000 miles since purchase and I have just had it serviced on 108,000 miles. I still get around 45mpg out of the diesel engine and overall the performance is just wonderful. I love the upholstery and overall finish inside
the cabin and wouldn’t change it for the world. I’ve had a wonderful three years driving it, with journeys to the Midlands and Essex from my house in Devon to visit family members. Good luck to Laura in the future and I look forward to more of her Jaguar exploits Roy Apps
Favourite Jaguars Thank you for the great piece on the XJ12 Coupe in the Spring 2022 issue [p78]. This has been one of my favourite Jaguars for as long as I can remember, loving its performance, gorgeous styling and relative rarity. I did consider buying one around a decade ago but didn’t after getting scared about the amount of corrosion they can suffer from. With these cars now fetching close to £50k today, how much do you think I regret that decision now? So thank you again for the article; reading your magazine is the closest I’ll get to ever owning one. David Kirbyy
Not heavy Kudos to Richard Bremner for writing such a brilliant piece on the S.S.1 Airline in the Spring 2022 issue [p32]. I’ve often seen that car at Jaguar Heritage’s collection centre in Gaydon so it was great to read more about its history and what it’s like to drive. I will take issue with Richard, though, describing it as “heavy around the rear”. I think – and most will agree – it’s a very handsome car and not at all as Richard described. Thanks again for a great magazine. Andrew Long
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14 | Jaguar World / May 2022
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See our current stock on page 105 ◆ Well respected and long-established – since 1994 ◆ Wide selection of Jaguars – at least 50 in stock ◆ Highest quality and all models catered for ◆ All cars benefit from a comprehensive 120-point inspection ◆ All cars valeted and MoT’d prior to customer collection ◆ Warranties and finance available ◆ Back-up of a workshop of experienced Jaguar technicians, complete with all the latest diagnostics equipment
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How to sell Jaguars
ONE OF Jaguar’s many big challenges over the next three years is to keep us thinking about Jaguar. Not so tough if you’re a reader of this magazine, but it is a hell of a lot harder to keep the wider public aware, given that they will not be seeing any new Jaguar launches in the next three years. As you will doubtless recall, this pause, and the cancellation of the electric XJ, is the result of a planned reinvention of the company as a maker of glamorous (let’s hope) luxury EVs. In the meantime, the company must continue to sell its existing line-up to a market increasingly interested in EVs, and always interested in the new. Although it doesn’t look it, the oldest current Jag is the F-TYPE, which appeared as a convertible in 2013, while the newest is the 2018 I-PACE which ought still to be on the money because it’s electric. The E-PACE is a year older (2017), followed by the F-PACE (2016) and the 2015 XE and XF saloons. That’s an ageing line-up by modern standards, even if several of these cars have recently received substantial facelifts that have kept them surprisingly competitive against much newer opposition. But several of them, the unfashionable saloons especially, must be an uphill sell, and like the rest of the car industry, JLR has been hardhit by the semiconductor shortage. Chips come with every new car these days, even a machine as humble as the Dacia Sandero. Which is why Jaguar’s website provides news of wait times for the delivery of all its models, ranging from over 12 months for an XE or
XF to a little less than that for some of the E- and F-PACEs. Some versions of these crossovers Jaguar has prioritised, the hybrid and plug-in versions being available within six months, the same wait applying to the I-PACE and certain F-TYPEs. Which Jaguars come quicker (or less slowly) has been determined by demand, profit-perunit and CO2 emissions. All of which has had a less than pleasing effect on Jaguar’s market share. Through the pandemic of 2020 and 2021 that was a remarkably consistent 1.56 percent in Britain, but during the first two months of this year that slice has shrunk alarmingly to 0.58 percent. The decline is less acute across Europe as a whole so far this year (falling from 0.94 percent to 0.85), but that doesn’t help the brand’s visibility or indeed, its profitability. To counter these effects, Jaguar is busy with activities that keep its name exposed. It partners the British Film Institute for its ‘Woman with a Movie Camera’ initiative, with Everyman Cinemas and Sky Documentaries, as well as GQ magazine for its awards. This summer it will also be linked to the tennis at Wimbledon and there are links with the music industry too. You can expect a steady stream of associations as the months countdown to 2025 and, no doubt, some more creative adventures to ready us for Jaguar’s all-new range of upmarket electric cars. Major reinventions of this kind are rare in the car industry, making this an exciting time, if one dangerously spiced with the need for it to succeed if Jaguar is to survive. And that means selling more cars, too.
JAGUAR IS BUSY WITH ACTIVITIES THAT KEEP ITS NAME EXPOSED
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Buying another Jaguar
price through a trade contact (I’d have kept the Mercedes myself), THERE HAVE been hundreds if not thousands of column inches written of late on the subject of fuel I also found myself looking at a few rather more interesting cars, prices, and not without good reason. the vast majority of which (well, all of them) had a Jaguar badge After all, it’s an emotive subject and one that we’re on the bootlid. And while the sensible thing to do would, of course, have been to all having to face up to, with the average cost of filling up a family car increasing by around £30 over a period of just close my computer screen, collect the Peugeot for my mate and call a few weeks. Even with the latest duty cuts, petrol and diesel are still it a job well done, I didn’t. I instead found myself on a train to Lincoln ridiculously expensive commodities. with a pocket full of cash, the collecting of which was an adventure in itself thanks to the fact that nobody uses paper money anymore. I When you run an old Jaguar, that’s a pinch you’re going to feel, but unless you swap to a smaller and more frugal car, there’s no had to make an appointment at my bank and take my passport, but the trade-off was that I turned part of my investment into a new-toescaping it. And if you’re someone who, to friends and neighbours, ‘knows about cars’, there’s also no avoiding being me Jaguar. The above photo will tell you what it cornered and asked for help. is – an S-TYPE – but in this case it’s also a pretty That’s what happened to me very recently, special one. when a friend in the small town where I I’ll leave the story of the car for the next I FIGURED live asked for my assistance in finding him issue of Jaguar World though, since during the THERE WAS a new work car to replace his six-cylinder course of my research another Jaguar piqued my petrol Mercedes-Benz (I almost bought it, but interest. It was also just inside my £2,000 search ‘NO HARM’ the reasons why I didn’t will soon become parameters and was even closer to home, so I IN GOING TO apparent). He’d decided that with a 70-mile figured there was ‘no harm’ in going to take a TAKE A LOOK daily round commute, he wanted something look. So I did and at the time of writing, I’m due that wouldn’t hit his wallet quite as hard at the to collect it in just a few days’ time. I guess I’ll be pumps. Since I have a lot of contacts in the local telling you about that one in the fullness of time, motor trade, I said I’d have a look around. too, but let’s just say, it’s a fair few years older than the S-TYPE and is a very, very lovely thing indeed. The trouble is, everyone else is doing the same, so the market So what’s the moral of this story? It’s this; if you have a friend for frugal hatchbacks has gone potty. The days of buying a 12- or who’s in the market for a cheap car then it’s probably not a good 13-year-old runabout for less than a grand are long gone, and I idea to offer to help them out, especially if the money you ought to found myself looking at average Astras and tedious Toyotas, rapidly be spending on the family holiday is burning a hole in your pocket. re-evaluating what my perception of a bargain should look like. But if you have the same atrocious levels of willpower as I do, Setting my search parameters to a limit of £2,000 within 50 miles there’s also never been a better time to go and find a lovely but of home was a dangerous game, though, not least because a teninefficient old Jaguar. Irrespective of what fuel costs per litre, there’s year savings plan I’d invested in many moons ago had just matured no better way to travel. And if you’re going to pay through the nose and – to quote Father Ted – the money was “resting in my account”. to fill the tank, you might as well do it in style, right? You can’t take So, while I eventually solved my friend’s transport problem with it with you, after all… CC the purchase of a diesel-engined Peugeot 308 for a very sensible
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Memories of riding with Mike Cross
WHEN JAGUAR World’s editor, Paul Walton, told me there was to be an article in this issue about Jaguar’s legendary vehicle targets and sign-off director, Mike Cross, who has recently retired after 37 years with the company, it reminded me of the many times I was a passenger when he drove my XKR-engined concept from 1998, the XK 180. Mike has been at the centre of ride and handling development at Jaguar for as long as I can remember, later developing Land Rovers when the two companies were owned by Ford and then Tata. I’ve referred to some of my experiences of being driven by Mike in previous columns, most recently the March 2022 issue [p21] about how his abilities behind the wheel seemed to defy the laws of physics. One of my finest memories came during the 1998 Goodwood Festival of Speed when he was there to demonstrate the XK 180. Not only did Mike want to achieve a good time, but by constantly sliding all four wheels up the 1.86km-long hill climb, it was obvious he wanted to entertain the crowds too. Early the following year, Mike and I were at Silverstone preparing the car for Jeremy Clarkson who was writing an article about it for the April 1999 issue of BBC Top Gear magazine. I suppose the combination of being driven by a master like Mike, at an iconic circuit like Silverstone, and in a car that I had a very personal attachment to, made it the most exciting and memorable ride of
my life. And because he was able to do so, later that day Mike had the XK 180 round the track in all sorts of angles while disguised as Clarkson by wearing his helmet and sunglasses. The next time I was with Mike and the car was in May 1999, this time at Jabbeke in Belgium to celebrate the 50th anniversary of the Jaguar XK 120 breaking several speed and distance records on a long stretch of motorway outside the town. The police had closed the road for us to do that but when we said we were taking it the 15km from Jabbeke to Brugge so it could be displayed in the town centre along other important Jaguars, they gave us permission to drive there which was extraordinary since they knew it wasn’t road legal. I got to know Mike a little during these experiences and found he’s such a quietly spoken and modest character it’s hard to believe he’s a person of such extraordinary talent. Yet anyone who knows what Mike can do behind the wheel would never underestimate his contribution to Jaguar over the last four decades.
IT WAS OBVIOUS MIKE WANTED TO ENTERTAIN THE CROWDS
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
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HISTORY
Perfect combination
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Due to a perfect combination of classic design, a traditional interior and a modern, powerful engine, the X308 would become one of the best-selling generations of XJ. To mark the car’s 25th anniversary, we look at the XJ8’s history and what made the car so popular before driving three very different examples 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
NLIKE THE usual mindless marketing hype that can often fill car brochures, the one for the XJ8 from 2000 was uncharacteristically spot on when it described the saloon as, “elegant, sophisticated with quiet, effortless power.” The perfect proportions and classic yet timeless design, together with Jaguar’s
U
new and powerful 4.0-litre V8 made the X308-generation of XJ8 a highly desirable and therefore successful car. It may have been based on the XJ40, but by setting new standards for performance, luxury and quality, it quickly became one of Jaguar’s best-selling models. A key model, then, in the company’s recent history and one that deserves to be celebrated as it reaches its silver anniversary. So that’s exactly what we’re going to do.
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HISTORY X308 XJ When I look at the three beautiful cars gathered here – which include a 1998 4.0 Sovereign, a 2002 XJR and a 1998 Daimler Super V8 – the X308’s popularity both then and now is understandable. A handsome, compact yet muscular saloon, its heritage is clear but without being too much of a cliché like some of Jaguar’s later models from its 15-year-long retro phase. Yet that was the point of the car, or rather its predecessor, the X300-generation of XJ, which had debuted the exterior design three years earlier. The design’s origins go back to the late Eighties when Jaguar’s design team started the XJ90 project which was a comprehensive reskin of the XJ40. Even then there was a feeling that the next generation of XJ should do away with the 40’s hard, angular lines and return to the soft, voluptuous curves of the evergreen XJ Series 3. Although Ford cancelled the XJ90 not long after it bought Jaguar in 1989 due to its high development costs, the concept still influenced the XJ40’s eventual replacement, internally known as the X300. Work started on the car in 1991 and as a cost-saving exercise it utilised all of the XJ40’s centre section, including the doors and glass. As one Jaguar executive said at the time, revising the XJ40 was, “the only game in town.” The X300’s design manager was Jaguar
World columnist, Keith Helfet, who from the outset knew what was needed. “I wanted to go back to the traditional round lamps for all models and fluted bonnet,” he said in the April 2014 issue [p25]. “In other words, a modern take on the Series 3.” The X300 was a major programme for Jaguar and, funded by Ford, cost £200m. In a bid to improve reliability, which had always been the XJ40’s Achilles heel, most of the budget went on modernising the
production facilities at its Castle Bromwich and Browns Lane assembly plants. The result was a handsome, elegant and well-proportioned car that clearly paid homage to its heritage, but with 16in alloys (17 for the supercharged XJR) and a modern colour palette showed it wasn’t stuck in the past. When Autocar magazine compared an X300 with mainstream rivals from Ford and Vauxhall in its 12 October 1994 issue,
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Y
it described the car as, “bursting with elegance and good breeding in a manner which the Sunday-lunch-at-the-localHarvester Scorpio could never understand.” Despite only having the option of the revised straight-six – the AJ16 – in either of the 3.2- or 4.0-litre guises (the latter was also supercharged for the in-house developed XJR) plus the 6.0-litre V12, the X300 became a strong seller. In just three years, a healthy 92,038 were produced. Despite this success, the X300 was always supposed to be a short-lived stopgap until Jaguar’s all-new V8 was ready which would replace both the AJ16 and V12 engines. The first car to be available with the new motor was the X100 XK8 from 1996, but Jaguar’s engineers had also developed a V8-engined XJ (codenamed the X308) which arrived a year later. With strong sales showing the design was popular, it was a no-brainer to reuse the same exterior as the X300. The only external updates were a restyled grille, larger front and rear bumpers that incorporated elliptical front flashers, clear-lens headlamps, crystallook rear light clusters and a broader numberplate finisher, while 17in rims were now standard on the entry models. Yet it was all change under the skin. The front of the engine frame was stiffened, the B-post reinforced and 30 percent of the car’s underbody was changed. The amount of high-strength steel in the body was also doubled. The central bearing of the divided propshaft was repositioned while to sharpen the car’s handling, the same front suspension as the XK8’s was ad dded d, alb beitt with a revised kingpin angle. Since the V8 was more compact than the AJ16 and V12, it enabled a seco ond bulkhead in the engine bay which not only ovided an ext a b rrier a ainst nois
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HISTORY X308 XJ
From the outset, the obviously named XJ8 was available with 3.2 or 4.0 litres (producing 240 and 290bhp respectively) plus there was a supercharged version of the latter for the XJR which developed a meaty 370bhp. “Describing the XJR as a strong performer fails to capture its essence,” said Autocar magazine in its 17 September 1997 issue. “Titanic is more like it.” Yet amazingly and like the rest of the X308 range, the R was remarkably good value; at £50,675 it was a whopping £11,500 cheaper than the Audi S8. At the
other end of the scale, by being priced at £34,475 the entry 3.2 Sport made it a rival to more mainstream models. Admittedly, at over £62k, the top-of-therange Daimler Super V8 was the reserve of the landed gentry or lottery winners only by having the same supercharged 4.0 V8 as the XJR, so it was just as fast. Plus, the interior boasted a higher grade of materials which meant in terms of opulence, it could rival a £200,000 Bentley Continental. Put all of this together and it’s small wonder the X308 became one of the bestselling generations of XJ by yearly average;
with 123,230 produced between late 1997 and 2002, the resultant 24,646 was a better yearly average than the XJ40’s despite it selling 208,733. Only the original Series 1 and the X300 beat it by a small margin. Yet the X308’s impact on Jaguar is greater than just sales figures since it obviously influenced later models. These include the 2001 X-TYPE that’s clearly a small X308 plus its own replacement, the X350, which arrived a year later. Although they shared many of the same familiar characteristics – mainly quad headlights and a broad grille – they were very different
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HISTORY X308 XJ X300’s. These three examples might be two decades old but none of them feel it. Another reason why the X308 was so popular was how Jaguar was able to give the different models their own distinct characters. Take the XJR for example; its 19in five-spoke alloy wheels and mesh grille clearly says this is the sportier one of the three while the increased chrome and famed fluted radiator surround of the Daimler makes it appear statelier than either of the other two. The Sovereign has the normally aspirated 4.0-litre plus a ZF-sourced automatic fivespeed gearbox (the X308 was the first XJ
cars. Whereas the X308 was compact with elegant proportions, the newer car was longer, taller and nowhere near as graceful. It may have been a better performer due to being constructed from aluminium, but the X350 was never as popular as its predecessor with only 83,500 produced. A quarter of a century and three generations of XJ after the X308’s debut, the characteristics that made the car so successful haven’t changed, it remaining as classically handsome as ever yet still offering a sharp performance that would put some modern cars to shame. Apart from the 3.2-litre, that is. Underpowered and breathless, it takes a yawning-chasm-like 8.1 seconds to reach 60mph, so in our opinion best avoided in favour of the 4.0 especially since values off botth variiantts are around d the same, between £2,000 and £8,000. When I climb into the silver 4.0 Sovereign, I’m greeted by the largest aesthetical difference between the X300 and X308: the interior. Whereas due to cost reasons the older car had to use the same dashboard as
the XJ40, the XJ8 was given a brand-new layout. Similar to the XK8’s, it’s dominated by a wide stretch of veneer with three holes for the main dials directly in front of the driver. The result is a classier and more memorable interior than the X300’s or any of the car’s rivals of the era for that matter. “My view from the beginning was that I wanted to get some flowing shapes back into the interior because the X300’s really was a design from the Eighties,” explained Keith Helfet (who was again the car’s design manager) in our January 2016 issue [p27]. “I also wanted the main dials mounted into a proper dashboard rather than a separate binnacle as per the XJ40/X300. I was inspired from classic Jaguars such as the 420G and Mk 2 when the wood was structural rather than a piece of veneer for decoration.” Nott onlly does it arguab bly lookk better than its predecessor but thanks to continuing investment in Jaguar’s production techniques, it feels better, too. Stronger and better put together, the quality of the material used throughout are also of a higher standard than the
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HISTORY X308 XJ
not to have the option of a manual). When I press the throttle pedal hard, the ‘box kicks-down instantly rewarding me with a surprisingly hard surge of power, reaching 60mph in under seven seconds. Yet the car isn’t just about performance since the ride is calm and supple, ironing out the worst the often pockmarked roads have to offer. With 370bhp, the supercharged V8 has so much power the ZF transmission wasn’t strong enough to handle it and so Jaguar needed to find a substitute gearbox. After contacting several other manufacturers, only Mercedes-Benz was willing to supply its own five-speed gearbox for a 4.0-litre version of both the XJR and XKR. The beauty of the XJR is its seemingly never-ending power which, thanks to the Eaton M112 supercharger always being spooled up and ready for action, is easy to access. When I squeeze the throttle, the acceleration is instant, hard and brutal, the
experience further heightened by the everpresent whine of the supercharger. Although steel-bodied and therefore weighing a hefty 1,775kg (3,913lb), due to all XJRs (and Super V8s) coming with Jaguar’s Computer Active Technology Suspension (CATS) as standard (that constantly monitors the driving style of the driver plus the road conditions and instantly adjusts the dampers accordingly), the car feels smaller and lighter than its size might suggest. Yet it’s more than just a sports saloon since the clever suspension is still supple enough to soak up rough road surfaces. With its perfect mix of performance and luxury it’s hard to believe XJRs are today only worth between £3,000 and £15,000. Where the X308 shows its age is in its poor internal packaging, resulting in a lack of space, especially in the rear but thankfully the long-wheelbase model solves this. Available with both the Jaguar and
Daimler models, it’s illustrated here by the red Super V8 (which is wearing an incorrect set of ‘Double 5’ style of wheels from an XKR). The X308’s perfect proportions are able to hide the extra length and it remains as elegant as the shorter models. As mentioned earlier, the Daimler features a more sumptuously upholstered interior than the Jaguar’s and although the layout is the same, the thicker carpets, pleated leather seats and higher grade of veneer really do make it feel a notch better. The luxury of this red car is further enhanced by having the optional two separate and electrically controlled seats in the rear rather than a bench which offers the kind of room you’d expect in a private jet. This car might have been produced when grunge was still in fashion, but luxury like this never goes out of style. The Daimler’s length and opulent interior might make it feel like I’m driving Blenheim Palace, yet don’t let its size or image deceive you. Powered by the supercharged 4.0 V8, the Super V8 has the same ballistic urge and sharp handling as the XJR making this limousine a wolf in a businessman’s clothing. Yet despite their luxury and comparative rarity – a mere 2,387 LWB Super V8s were produced – the Daimler’s current values aren’t that different to the XJR’s. Keith Helfet often tells me just as the Series 3 was the best developed of the original XJ, the X308 is the best of the XJ40 family. But I’d go further than that. By having the same old-world charm as most classic saloons yet a performance that’s close to a modern one, it makes the X308 arguably the best from the entire nine-model XJ range. As that 2000 brochure also said, “XJ Series. Everything you want from a high performance luxury saloon, and more.” PW Thanks to: Stuart Derry (Sovereign), Andy Cheffins (XJR) & Stuart Robertson (Super V8)
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BUYING AN X308 Being 25 years old, the X308 obviously isn’t without its tss issues. We look at the car’s most common ailments tss Being steel-bodied, rust will be a problem for a lot of cars, the most common areas being the sills, front wings, all the wheelarches and the windscreen pillars. The bumper mounts are made from aluminium which can corrode and break off. Other harderto-spot areas include corrosion of the chassis legs and inside the inner wings. The car can also be heavy on suspension bushes and a knocking noise can be down to worn anti-roll bar mounts and drop-links. The X308 has a rear A-frame that houses a lower arm and a damper inside a coil spring that can start to corrode along the seams.
The V8 can suffer from timing chain failure caused by the fitting of plastic timing chain tensioners (two upper and two lower) and four guides. These should already have been replaced with an adapted version of the 4.2 V8 timing chain kit with aluminium guides. If not, it will cost around £1,000 by an experienced specialist. Cylinder bore wear resulting in excessive oil consumption and engine failure seems to be the biggest problem. The cause has often been blamed on the Nikasil lining of the cylinder bores that wears quickly due to high sulphur content in petrol in the late Nineties. Many engines were replaced under warranty at the time and today’s petrol has less sulphur. However, some specialists blame short engine runs and stop-start driving. The cylinder bores become flooded
and washed with fuel, leading to excessive engine wear due to a lack of lubrication. Other V8 problems include water pump failure while the original plastic thermostat housing can crack and leak. The normally aspirated models use a five-speed gearbox by ZF which can fail. The supercharged cars have a Mercedes-Benz ‘box which is known to leak a little fluid on to the electrical connector which can result in gearboxrelated fault codes. This can often be fixed with a new electrical pack. Although as mentioned earlier the interior is better built than earlier XJs, a sagging headlining cloth is a common issue. Elsewhere look for general wear and tear such as along the driver’s seat bolster and, scratches on the door cappings and gear knob, and marks around the steering wheel.
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WORDS BEN BARRY
PURPOSES We talk to the recently retired Mike Cross about his four decades developing Jaguars, how the company and role has changed in that time, his favourite cars plus what comes next for this legendary test driver
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INTERVIEW MIKE CROSS
T
O JAGUAR Land Rover, Mike Cross was officially the vehicle targets and sign-off director. To three-time Formula 1 world champion and occasional colleague Jackie Stewart, ‘Crossy’ will remain, “The best driver outside motor racing”. Car magazines often called him, “JLR’s chassis guru”, which while undoubtedly true did rather undersell his larger oversight of vehicle development. But on 28 February 2022, aged 64, the understated West Midlander officially retired from JLR after 37 years of service. JLR’s vehicle programmes boss Nick Collins summed up Cross’s contribution on the eve of his departure, saying, “Mike is that rarest combination of a modest, approachable leader and renowned industry legend. He has been instrumental in evaluating programmes from a customer perspective and guiding the development of our cars for both brands.
“His technical expertise and extraordinary road-feel have been crucial in refining the outstanding driving qualities of our world-class portfolio. We can credit Mike’s creativity, talent and driving passion for the development of vehicles which are critically acclaimed in the media and consistently praised by our customers the world over.” Cross’s vehicle dynamics expertise has touched everything from the Jaguar XJ-S to the electric I-PACE (and for Land Rover from the Land Rover Discovery 3 to the latest Defender) and he’s worked through some of the biggest shifts the automobile has known. And if you’ve been to the Goodwood Festival of Speed, you’ve perhaps witnessed his car control first-hand. He’s also been a key contact for journalists over the years, patiently explaining engineering nuances and driving characteristics to the likes of yours truly,
often while swapping between passenger and driver’s seat over some of his favourite Welsh test routes – my first was the original XKR-S in 2008, followed by the XFR, F-TYPE, F-PACE, E-PACE and various Land Rovers. Along the way I’ve got to know him pretty well, and appreciate his speed, safety and calmness behind the wheel. (Thankfully I’ve never binned a Jaguar while driving with him – or any other time for that matter – unlike a previous hack for The Telegraph who went ‘endover-end’, which does make him cautious of co-pilots.)
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INTERVIEW MIKE CROSS
A couple of days before Cro oss departed, I jumped in the passenger seaat of the final S-TYPE R with him (as featureed in our March 2022 issue, p24) to loo ok back at the highs and lows as he toured a regular test loop close to JLR’s Gaydo on base, and to find out that it’s not pipe and slippers just yet… As a youngster, Cross was in nspired by Denis Jenkinson’s engrossing European drive stories, which he read in his dad’s Motorsport magazine. He stud died mechanical engineering, at Lan nchester Polytechnic, which became Co oventry University, and his career begaan as a student apprentice at Jaguar Rover Triumph in 1975, during the holidays, eventually securing a full-ttime role at Land Rover, though there was a brief pause when he spent 12 months outside the industryy. “It wasn’t the dyynamic place
it is now, I was young and impatient…” explains Cross. The un nbroken run of service began from 19 984 at Jaguar. Under then chairmaan (Sir) John Egan and engineering boss, the late Jim Randle, the era was a turning point for Jaguar, freed from British Leyyland, listed on the stockk exch hange, wiith h future Le Mans gllory and the XJ220 superccar not far away. “The XJ40 was being launch hed when I joined, but one of my first job bs was a sports pack for the XJ-S. I was drivving and testing, that was absolutely where I wanted to be,” he remembers. “Personallly, I wanted to work in the car industry and d interact with the products. A job that combined driving with a technical element was just perfect.” Outside of work, Cross also began to indulge his love of feisty rear-wheel-drive machinery – first a Ford Escort RS2000 Mk1 followed byy a Vauxhall Chevette HS
Mike sideways as usual in an XJR 100 from 2001
and HSR, the latter of which he’d hill climb at an amateurr level. Cross believves the first Jaguars he truly helped influen nce were the X308-generation off XJ8 and d X100 XK8, wh hich h were both h introduced in the mid- to late-Nineties. “Back then, Jaaguars were limousines really, and quite focu ussed on the US. It wasn’t solely me, butt we started to make them more dynamicc, harking back to the heritage of the Sixties and Seventies – it’s interesting that tastes theese days in dynamics are much more ho omogenous worldwide, which probably isn’t true for design.” When Ford purchased Jaguar in 1989 and later establish hed its Premier Automotive Group, Cross came into regular contact with enggineerringg boss Richard Parryy-
LEFT: Showing what an early XK was capable of RIGHT: Mike often wowed the crowds at the Goodwood Festival of Speed including in 2009 when he drove the XKR Goodwood Special concept
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INTERVIEW MIKE CROSS
Mike during the Mille Miglia with journalist Mikey Harvey in the passenger seat
Driving Jaguar Heritage’s C-type on the 2015 Mille Miglia was, says Mike, one of his career highlight
Jones and three-time F1 champion, Jackie Stewart, who was then on Ford’s books as a consultant. “They both became mentors. Jackie was a very able evaluator, as was Richard, but he backed that up with technical nous, so he could interpret what the car was doing in technical terms.” Parry-Jones fast-tracked Cross into a Ford corporate technical specialist role, which initially involved ride and handling work, from which he expanded to focus more widely on car integration – including noise, vibration and harshness (NVH), powertrain calibration and brake feel – to make sure the cars felt cohesive from a customer perspective. “We used to have separate teams developing separate systems, and that didn’t always integrate very well. My job was to ensure all attributes worked together harmoniously,” he recalls. “I also began to work with sales and marketing, helping define what the cars should be in the first place, to be consistent with brand DNA.” Cross was beginning to shape the bigger picture, not just polish the details. As Cross’s career really got into its stride, his wife began to fall ill with multiple sclerosis. She sadly died five years ago, but the illness began to take its toll from the early 2000s, leaving Cross to juggle his career, his wife’s care and help raise his two daughters (who are now in their early 30s, one a pharmacist, the other an architect). “My job was demanding, but I enjoyed work and that was a big positive – I do look back and think, ‘How did I cope with that’ and I did consider giving up at one point,
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INTERVIEW MIKE CROSS but my wife’s consultant advised me not to, and that was the right call. I was also lucky because JLR were very good about it.” While the domestic situation did limit Cross’s horizons, a new challenge lay ahead with the 2004 Discovery 3, following Ford’s purchase of Land Rover 2000. “It’s a broad portfolio with Jaguar and Land Rover, and that’s enjoyable from an engineering perspective. “I started to do the same job for both brands, guiding the development of the cars, evaluating them from a critical customer point of view, then signing them off when they were ready to pass through key bigger programmes,” he explains. “Land Rovers were clearly fantastic offroad, but I think the contribution Ford and Jaguar made was to make them better to drive on the road.” The Tata takeover in 2008, he says, was a positive change. “Tata have been very good, they largely left the creative side to us, and Jaguar probably wouldn’t exist any longer without Ratan Tata. I got to know him quite well, doing several test drives with him. We’d spend a couple of hours in Jaguars and Land Rovers to understand the line-up, but he’s a real car enthusiast and we drove the classics as well – he really wanted to understand the brand.” Along the way, Cross also helped to define such breakthrough models as the Range Rover Evoque (“Should it be like a Range Rover, or dynamic like a Mini, or somewhere in the middle, which is where we ended up”), manage Jaguar’s transition to the F-PACE and E-PACE SUVs built on shared platforms with Land Rover while maintaining a distinct, more dynamic identity, and give Jaguar a head start over the German premium opposition with the all-electric Jaguar I-PACE – a harbinger of Jaguar’s all-electric future, which begins from 2025. “We decided to make the I-PACE drive like a Jaguar regardless of propulsion system, with good steering and ride,” says Cross. “I’m very pleased how it turned out, with a nice balance of performance and handling.” Underpinning all those cars has been an ever more complex array of electronic systems. “Electronics has been one of the biggest steps throughout my career,” agrees Cross. “ABS, traction control, brake steer, electronic diffs, integrating the chassis with the powertrain... We’ve got much more sophisticated tools for designing the car, so you do the mechanical bits more quickly, but there are now many more systems on the car to tune, there’s a lot of polishing, so the overall task is actually about the same.” Pushed to pick a favourite car or two, Cross is quick to mention the XFR from
Mike reckons the S-TYPE R was hamstrung because Jaguar didn’t have the hardware to compete with rivals
2009, with its potent 5.0-litre supercharged V8 engine. “The S-TYPE R had 400bhp, it’s comfortable, it’s dynamic,” he says of the car he’s currently guiding over a regular West Midlands test route, “but I think often Jaguar was hamstrung because we didn’t have the hardware to compete with rivals. The XFR took everything a stage further with an electronically controlled diff, which enabled us to lift power over 500bhp, plus it had adaptive dampers – it won magazine group tests against the BMW M5, and the
M5 is a pretty formidable competitor.” For Cross, the latest Defender comes a close second. “That was an interesting car – it wasn’t a clean-sheet, but the way it was supposed to drive wasn’t clearly defined initially, so it could’ve driven like a Range Rover or a Discovery, but it’s different, it has a more robust feel – mechanical, connected.” The Jaguar XE saloon is also right up there, with its clean-sheet architecture, and dynamics that saw it triumph against the BMW 3-Series in group tests, if not deliver commercially. But for all the diversity of products he’s helped hone over such a long career, there’s still one box Cross regrets he didn’t get to tick: a bespoke sports car. “I would have really liked to do a clean-sheet sports car,” he reveals. “The F-TYPE was a great project, but it wasn’t an all-new platform, even though it was shortened and significantly developed [from the XK], so a
Mike thinks the F-TYPE was a great project but still wanted to develop a sports car on an allnew platform
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INTERVIEW MIKE CROSS
mid-engined architecture with connections to the past would’ve been top of the list.” Cross spent his last full-time day at Jaguar Land Rover lapping the proving ground in a Defender V8, touring the design studio and having a cuppa with JLR’s CEO, Thierry Bolloré. His leaving gift was a gold spinner from a C-type (driving a C-type on the Mille Miglia was, he says, a career highlight). He now plans to enjoy the freedom he didn’t have as a full-time dad and carer while he’s still young enough to, as well as indulge his passion for motorbikes. It’s a big part of why he retired slightly early in the spring. “I don’t have a moderating influence now, so I cover all the bases with a VW Transporter, a new Defender V8 and five motorbikes,” he grins, “I’m not very good on motorbikes, but I ride on track and I like to go touring, I just enjoy riding them.” A classic Jaguar is not currently in the plan, although if funds permitted a C-type would be top of the list. “They were groundbreaking at the time, and still look great today,” he says. Cross also admits it can be difficult to stop constantly looking for faults after a career spent trying to make cars as polished as possible, and to underline the point he wiggles gently at the S-TYPE R’s steering wheel. “The tyre pressures feell a bit low, I don’’t th hinkk we’’d have signed it off like this,” he notes.
His preference to keep busy and not entirely lose touch with the automotive industry means Cross will stay on as a consultant to JLR, the details yet to be fleshed out, but he’ll perhaps help develop and teach vehicle evaluators, and perhaps steal a go in a few new models to satisfy his curiosity, though he’s keen not to step on Matt Becker’s toes, who Cross admits he once tried to recruit from Lotus “around two decades ago” and joins the engineering leadership team from his previous role at Aston Martin. JLR is also at pains to stress Becker is not a direct replacement. The truth is, replacing someone with Mike Cross’s breadth of experience will be no easy task. BB Behind the wheel of the final S-TYPE R
Mike wanted the I-PACE to drive like a Jaguar regardless of propulsion system, with good steering and ride
The Jaguar XE from 2014 was one of Mike’s favourite cars during his 37-year career with the company
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SPRINT FINISH Wanting an E-type for sprints and hill climbs, Darren Tyre has transformed a lowmileage Series 2 fixedhead coupe into a fast, unique and well-developed racer 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
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MODIFIED E-TYPE SERIES 2 OLLOWING A 200bhp Ford Zetec-powered Austin-Healey ‘Frogeye’ Sprite a 200m mph Ultima GTR and a Lo otus Elise (with which he won the Sevenoaks & District Motor Club’s Rose & Crow wn Sprint Trophy), Darren Tyre is no stranger to fast, exotic and left-of-centtre cars. But neither is he to more tradittional models having owned a 1964 E-typ pe fixedhead coupe for 20 years. In 2014 4 he decided to bring these two interests to ogether to create an E-type modified specifically for sprints and hill climbs. ords, a “wellThe catalyst was, in his wo put-together E-type” he saw w at that year’s Le Mans Classic and wanting to do something similar. “I had an Ultima GTR at the time which I’d already owned for five years. I thought, ‘I’ve done the 200mph thing; it’s time to move on.’”
F
After deciding against using his existing E-type, since as Darren says, “I didn’t want to tear down such a good original car and anyway, haviing two o E-types in th he garage isn’t such a bad thing,” the first task was sourcing a suitable donor. In mid 2014 he found a recently im mported, left-hand-drive, one-owner 1969 fixxedhead coupe that had a documented 18,0 000 miles on the clock. Yet despite its lack of mileage and being an ex-Florida car, the floors were still rusty and so his first task wass to get the body right. Having built and d modified several other cars in n the past, including that Zetecpowered Frogeye – his skills helping him find a job at marqu ue specialist, E-type UK, as one of its restoration technicians in late 2019 – Darren did much of the work himself in his home garagee. Starting with the body, he braced the shelll and welded in a new floor, new inner an nd outer sills plus extra strengthening behiind the seats. He then fitted a full FIA-speecification, eight-point rollcagge and added d a harness bar. Finallyy, he cut both rear qu uarters off before adding wider rear wings th hat were handmade by RJ Panels Ltd that also o supplied a new bonnet, doors and tailgate all in aluminium. “Laser
levels were my friend,” remembers Darren about how he made everything fit. “I made datum points before cutting anything to ch heckk it was alll straiigh ht.”” Since Darren wanted this Series 2 to look like the first generation of E-type, he specified d a Series 1-style of bonnet plus he fitted d an appropriate rear numberplate holder so ourced from a Jaguar parts specialistt as well as all the correct lights. Otherr body modifications included a driver’s sidekick panel for the front and rear brakke master cylinders, while the clu utch master cylin nder now comes through from thee aluminium pedal box. Darren n then prepared and painted the shell him mself. Choosing the tricky-to-apply clear oveer base system, he decided to replace the origin nal Willow Green with white, finished with two broad red stripes from carwrap speecialist, Creative FX. “I was originally going to do it red to match my otherr E-type and Frogeye,” he says. “But when I went to the Sp pa Six Hour Classic I saw an E-typee in the same colours and liked it.” It’s wh hen Darren tells me about the windowss that I begin to understand the lengths he’s gone to in pursuit of perfection
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MODIFIED E-TYPE SERIES 2
and for the car to be as light as possible. “The side and rear windows are made from polycarbonate,” he tells me, “while the screen was made by Pilkington and is 1mm thinner on each laminate to make it lighter.” I doubt even touring car teams go to such precision. He then swapped the car from left to right-hand drive before constructing his own dashboard and door panels from aluminium while the seats are from a Lotus Exige. Finally, the headlining is lightweight Corex sheeting covered in Alcantara. After the original 4.2-litre engine had been rebuilt by respected XK specialist, VSE, to its fast-road spec, Darren then added triple Weber carburettors plus an Omex 710 ECU to control the ignition which is integrated into the car’s electrics via a custom-made loom. To keep it cool, there’s an aluminium radiator and header tank plus a 16in fan. There’s also a control switch to stop the engine from revving beyond 3,000rpm until the temperature is up to 60degC. The
gearbox is a Tremec T5 and Darren also added a line lock for warming the rear tyres while stationary at speed events. The rear axle is mounted on uprated mounts with polyurethane-bushed radius arms while the suspension consists of Gaz aluminium-bodied shock absorbers with 30/90 assistor coilover springs on the front shocks plus an adjustable reaction plate from Rob Beere Racing. Only working on the E-type at weekends and evenings, it took Darren a gruelling three-and-a-half years to finish the project, but when I see the car for the first time it was clearly worth all the effort. Together with its wider rear arches and huge Dunlop Peg Drive rims (7x15in at the front and 8x17in at the rear) the car has an aggressive stance most other modified E-types could only dream of. When I say to Darren it could pass for a genuine Lightweight, he laughs and says at £75k (which included £13,500 for the car) it didn’t cost anywhere near what they’re worth to complete.
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MODIFIED E-TYPE SERIES 2
I’m both honoured and excited when Darren offers me a drive and I soon get comfortable behind the wheel, largely due to the seats. Unlike some modified specials I’ve driven that have eye-wateringly tight competition buckets, with these coming from a Lotus Exige road car they’re not too restrictive yet still do a sterling job of holding me in place, the racing harness taking care of any movement. Although Darren made the dash himself, by keeping to the same contours as the original plus using traditional-looking but modern white-on-black dials it doesn’t immediately look new. Plus, by placing the small yet accurate digital speedo in the centre of the original dial, it isn’t immediately noticeable either. The ignition button is hilariously marked ‘KABOOM’ on the fascia, a perfect description of the noise the 4.2-litre engine makes when it bursts angrily into life. Fighting the desire to use the line lock to lay down some rubber, after I release the
hydraulic handbrake (again fitted to save weight) and click the Tremec ‘box into first, the car moves surprisingly easily. But after more than a little encouragement from Darren, when I squeeze the throttle hard, the engine responds instantly. With so much torque, it seems to keep pulling forever until finally the rev-counter needle starts to dance around the red line and I quickly snatch second and then third. I can well believe it when over the noise Darren tells me his E-type has been timed at reaching 60mph in a mere 5.9 seconds and has a top speed of 157mph. In other words, this 53-year-old car is now as fast as a current F-TYPE 2.0 Coupé. Although the front brakes use fourpot calipers and vented discs from Zeus Engineering plus rebuilt Series 2 calipers on grooved discs at the rear, since both ends use competition-style Yellowstuff performance brake pads, Darren warns me they need to be warm to be properly effective. And sure enough, as I approach a corner the pedal
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MODIFIED E-TYPE SERIES 2
With so much torque, it seems to keep pulling forever
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MODIFIED E-T TYPE SER RIESS 2 needs pressing hard although the more miles I do the better they become. By weighing a mere 1,156kg (around 200kg less than a standard Serries 2 FHC) together with the 49/51 weigh ht distribution, the car feels faster and more agile than any other E-type I’ve driven. With sharp steering, little body roll due to the stiffened suspension plus the fat Avon tyyres finding plenty of grip, I can press surprrisingly hard througgh bends before nailingg the throttle on the exit, the cabin again filled with the deep yet melodic growl of the XK un nit. After completing the car in August 2019, Darren has already competed in the car a few times including at the Brigghton Speed Trials, Crystal Palace’s Motorssport at the
Palace event and the E-type 60 weekend held at Shelsley Walsh h when he finished a commendable third. “I was chuffed about that since the two aheead of me were on slick tyres and knew the place.” Yet what I like mostt about Darren’s car is its dual personality. It may have released the E-type’s inner raceer but it hasn’t totally lost its character and remains relatively usable. Plus, if you’re going to change what is argguablyy the most beautiful car in the ne well. And thanks world it has to be don h both E-types and to his experience with modified cars, that’s exactly what Darren has done. PW Thanks to: Darren Ty yre
FROM TOP: The car as Darren bought it, still in its original Willow Green and hiding plenty of rust; Back in Darren’s garage, the threeand-a-half-year process to transform to a sprint car could begin; Darren started with the body including adding a rear numberplate panel from a Series 1
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MODEL PROFILE
Shifting expectations Any manual Jaguar XJ is a special occasion. But when it’s done just 29,000 miles, it becomes even more special. And when the manual XJ is in fact a Daimler Sovereign, the experience is almost unbeatable
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W O R D S S A M S K E LT O N P H O T O G R A P H Y P A U L W A LT O N
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MODEL PROFILE DAIMLER SOVEREIGN SERIES 3 4.2 MANUAL INCE 1930, Daimler had been doing its level best to rid the driver of the necessity of changing their own gears. Indeed, from 1930 to the mid-Fifties it had sought to do away with the tiresome job of swapping cogs with the use of the Wilson pre-selector gearbox and a fluid flywheel. You would select your gear from a dash quadrant, rapidly depress and re-engage a pedal in place of a clutch, and the fluid flywheel would transmit drive in much the same manner as it does with today’s autos. No clutch, no lurching, it did almost everything for you in a far smoother manner than a conventional manual. No double declutching was needed, no perfect timing, no rev matching – even when the synchromesh made manuals easier to live with, the Wilson gearbox made life easier still. Daimler, in fact, inspired the world’s first fully automatic gearbox. So impressed was General Motors with the pre-selector concept that it bought a 1930 Daimler 20/30hp in order to study its Wilson
S
gearbox – and with hydraulic actuation, a similar concept that became the first of the long line of Hydramatic transmissions; the first fully automatic gearbox design. As time passed Daimler would subsequently adopt Borg-Warner DG fully automatic gearboxes; from 1956 in the One-O-Four and subsequent Majestic series. The first Jaguar-based Daimler, the 2.5 V8, was initially only made available with a BW Type 35 automatic, and the majority of subsequent Daimlers would be sold with self-shifting gearboxes even as the Jaguar equivalents sold strongly with manuals. The first manual Daimler model in over thirty years was the badge-engineered Sovereign, of October 1966. Behind the grille the car was largely identical to the new Jaguar 420 and shared its choice of four-speed manual (with standard overdrive) or three-speed Borg-Warner automatic transmission. It would take until June 1967 for a manual Daimler V8 to become available – though neither the Sovereign nor the V8 would sell strongly with the manual gearbox. By the time the XJ6-based Daimler Sovereign was launched
in 1969, it seemed like the manual gearbox experiment had barely registered with Daimler’s clientele. After all, the Borg-Warner Type 35 and subsequent Type 8 fitted to the sixcylinder Sovereign were perfectly adequate gearboxes. They may only have had a choice of three gears, but the ease of operation and the refinement meant that the average owner felt nothing was lacking. And courtesy of a tall final drive ratio, at cruising speed the cabin was still a quiet and comfortable place to be. Why should anyone, in these circumstances, want to change gears for themselves? And yet here we are, with a rather beautiful Chestnut Brown 4.2 Sovereign Series 3 – in the footwell there are three pedals, and on the centre console there is a gearlever rather than an automatic transmission selector. The five-speed transmission in this car – the British Leyland LT77 – was fitted to few Jaguars, of which most were 3.4-litre XJ6 base models bought by company car users making the most use of tight budgets. At £13,950.95, the basic 3.4 XJ6 would be
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With few manual Daimlers built, the opportunity to sample one is a rare treat attainable by any company director whose fleet car choices would include the Rover SD1 Vanden Plas, the Audi 200 or the Vauxhall Royale 3000. The £338.50 needed d to specify automatic transmission would have pushed its price north of £14,000, and d potentially spelled the end for corporate dreams of Coventry cruising. Not so with this manual Daimler – at £17,654.71 it was more expensive new than even the automatic Jaguar XJ6 4.2 by over £1,300, and it was no cheaper than its automatic sibling. “A five-speed manual transmission is available at no extra cost,” boasted the brochure, conveniently ignoring the cost saving such a decision would have warranted had it been ordered with the Jaguar badge. By 1983 the gearbox in question was no longer a Jaguar unit, it was a redeveloped version of the British Leyland LT77 as fitted to the Rover SD1. This unit had debuted for Jaguar in the 1979 Series 3 XJ and Daimler Sovereign, but featured changes from the Rover spec. There were bigger bearings, a stiffer tailshaft, and a shorter shift mechanism to address the complaint that the Rover unit felt somewhat agricultural in use. Jaguar engineering head Harry Mundy insisted upon a lift detente for reverse, too, rather than the knock-over system fitted to earlier manual models. The manual transmission was fitted as standard to all Jaguar XJ6 3.4 and 4.2 models, with automatic as a cost option. There would be no Daimler 3.4 for the Series 3, but the Sovereign 4.2 would be available with the manual gearbox for the same price as the automatic. The Daimler Vanden Plas was not offered as a manual.
This brochure shot shows Daimler’ss three-line up p in the early Eighties which consisted of the Sovereign, Double Six and DS 420 limousine
The 1984 Jaguar and Daimler range would be very different to that of 1983 – and by November 1983 the Vanden Plas name would have been dropped from the Daimler range. This left a gap at the top of the range that was soon filled by the standard Daimler models, while Jaguar appropriated the Sovereign name for a new upmarket version of the XJ6 to sit where the Daimler Sovereign had sat in the range for the previous year. The Daimler 4.2, as the new Daimler saloon would be known, would no longer be offered with a manual gearbox – appropriately, an option introduced with the first Daimler Sovereign would depart the brand along with the name. Manual Daimlers would be listed as optional at no cost for the XJ40 and X300 ranges, but few if any were ordered. With few manual Daimlers built, the opportunity to sample one is a rare treat – and this January 1983-registered example is arguably the best Daimler Series 3 manual left. Fitted with its original, early Series 3 hubcaps it looks timeless despite its very
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MODEL PROFILE DAIMLER SOVEREIGN SERIES 3 4.2 MANUAL
period colour scheme. Inside, the cream leather is welcoming, but the gear selector looks unusual in this environment. Jaguar World ran a 1984 Jaguar Sovereign as a project car in 2018, and the rest of this car feels so familiar as a result, emphasising the alien nature of the manual transmission here. The walnut is in perfect, unfaded condition, as are the little information stickers under the air vents. There’s no sign of wear to the pedals, nor to the steering wheel. This car really does feel like a 12-month-old example. As a 1983 car this features the full Daimler script to the steering wheel in place of the earlier, stylised D – but without the walnut ski slope that the 1984 cars would bring to the centre console. As a result, it feels almost like a model trapped between two eras of Series 3 design, which adds further to the misfit feeling. The somewhat sporting sound of the XK engine has never quite sat as well with the Daimler marque as with Jaguar, though there’s no doubt that it has the power and torque necessary for a car of its size. And there’s not really much point in us outlining the general Series 3 driving experience, which has been covered in Jaguar World on a regular basis. Suffice to say we really fell for the Sovereign we ran one as a project car a few years ago, for its smooth ride, its ease of visibility, its light yet direct steering and its way of making the driver feel like the most important
person on the planet. And all of those virtues remain present in this Daimler – it feels special, the ride is like nothing else this side of a Citroen CX, and the ease with which you can drive it belies its size. But what is important with this example is the manual gearbox, and the way it affects the car’s overall character. It feels alien to have to slot the car into first rather than pull a lever back into D, but the pleasant surprise is that the Leyland LT77 gearbox doesn’t feel as agricultural here as it does in other installations. In an SD1, for instance, the gate feels wider and there’s definitely a longer throw, and it’s pleasing to find that this isn’t the case in this Daimler. It feels tighter, and that emphasises the pleasant shift throw. The clutch isn’t unduly heavy either and while it perhaps feels anachronistic in a Daimler to shift your own gears, it’s a good set-up for a late Seventies saloon. The XK engine is well-matched to the box and its ratios too, the whole package feels well thought out and almost sporting. Match your revs on a downshift and point the Daimler into a corner and it’s beautiful, you can feed the power in for the exit in a manner that feels distinctly ungentlemanly. It encourages sporting driving in a manner you’d hardly expect of a sixteen-foot-long luxury saloon, and it’s grin-inducingly good fun to act accordingly. This car felt wrong at first, but the more you drive a
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MODEL PROFILE DAIMLER SOVEREIGN SERIES 3 4.2 MANUAL manual Series 3 the more you realise that it’s an excellent, and underrated motor car. Age hasn’t sullied this particular example too – with mileage akin to a three-year-old example, and no real wear inside or out, it’s every bit as special as it would have been for its first owner in the mid-Eighties. Were this a Jaguar XJ6, we’d be praising the chassis and the overall package for its poise and it would be easy to understand why the first owner of this car didn’t want to sacrifice this experience in favour of a self-shifter. But in the rarefied surroundings of the Daimler, the manual transmission and the shift in overall character feels somehow inappropriate – a solid two fingers to the brand and everything it had built itself up to be after almost five decades of effort. What this car does is make sense of the Jaguar Sovereign of late 1983 – a way to get the finer trim associated with the Daimler and to have the manual gearbox in a car that still feels like the raffish Jaguars
of the Sixties. Daimler’s reversion to type by offering only automatic models felt like the right move, and while we certainly appreciate this example, we can’t help but feel that Daimlers should have automatic transmission if only for the sake of history. It’s hard to know quite what else might have appealed to the Daimler Sovereign manual buyer in 1983 – because most cars of this sort of calibre were automatic-only, and at this budget few luxury saloons were available in which you could change your own gears. It seems faintly idiotic to suggest that the XJ6 might have been a suitable alternative when new, because had that been the case a Daimler buyer might have saved nearly ten percent of the list price by buying a Jaguar. A BMW 735i would almost certainly have had the wrong image, to say nothing of the extra £1,000 you’d have had to spend. A Monteverdi-trimmed Range Rover four-door conversion would have been similar money and offered luxury
trimmings, but might have felt agricultural by comparison. The Mercedes-Benz S-Class might have held some appeal, but the largest engine available with a manual gearbox was the entry-level, 2.8-litre 280SE. No other manual rival comes close on price – and manual transmission was clearly important to the person who bought this car new. It would be interesting to learn what was deemed suitable when the Daimler was finally traded in... Today as a classic, it represents an interesting curiosity; one of the last formally available manual transmission cars from a marque which actively repelled the concept. We still think a Jaguar Sovereign or XJ6 would better suit manual transmission, but oddities like this Daimler are part of the variety of the classic car scene and it pleases us to think that when these cars were new, some buyers chose to ignore trends to create the car which met their individual needs perfectly. For what is a manual Daimler if not individual? SS Thanks to: Kim Cairns Classic Cars (www.kimcairnsclassics.co.uk)
1983 Daimler Sovereign 4.2 Engine 4,235cc 6-cyl Power 205bhp Torque 236lb ft Max speed 131mph 0-60mph 8.6 secs Transmission 5-spd manual Economy 17.5mpg Price new £17,654.71 Value now £15,000-£20,000
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R E S T O R AT I O N
Sentimental journey James Canton wouldn’t have considered restoring and preserving a 2007 XK, but this one belonged to his late father from new and was used for two family weddings. We discover how far he had to go to make it pristine once more and the disasters that struck throughout the project
WORDS ROB HAWKINS
PHOTOGRAPHY GREGORY OWAIN
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RESTORATION XK 4.2 RESTORATION or thorough overhaul of a Jaguar only seems worthwhile for reasons concerning value and age. Classics such as an XJ-S or a Mk 2 for instance, both qualify for throwing several thousands of pounds at to make as good as new, but what about a Jaguar that’s not even 15 years old? Perhaps it’s better to revive such a car now instead of waiting for problems to pile up and then make a start. James Canton had more reasons to revive the aluminium-bodied second-generation XK seen here. His late father, Alan, bought it brand new in 2007, after having owned an S-TYPE and a couple of XJ saloons, switching to the sportier two-seater coupe. When he sadly passed away in February 2015, James was only 25 years old, but he wanted to keep the XK and so he sold his then beloved BMW M3 to fund it. At the time, the paintwork was starting to deteriorate, but the car was still used for James’s wedding day and his sister’s. “The quality of the paint that was on it and how it had aged was quite poor,” he says.
A
“It really let the car down. There was heavy aluminium corrosion on the bottom corners of the doors, just behind the rear arches and a little patch in the middle of the roof.” A local bodyshop, Evolution Car and Commercial Body Repairs, had been used by James for a number of jobs, and he asked them to respray the XK. Being a major amount of work and what with the Covid-19 pandemic, some four years passed before the job was started on 31 May 2021. The plan for the respray was to remove all of the glass and exterior trim, but leave the bodyshell rolling. Such an undertaking was easier said than done and James soon discovered the perils of undoing plastic and rusty fastenings. He recalls that all but one of the steel fastenings for the sideskirts needed carefully dissecting with a die grinder to remove the heads and avoid damaging the plastic. Most plastic fastenings had turned brittle, so there was no point in refitting them. Ordering new fastenings became a major task for James and was just as timeconsuming as trying to remove them in the first place. He became very good friends with Ross Williams at his local Jaguar
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RATION A RESTORA XK 4.2
dealership, Stratstone in Cardiff, who allowed him to study microfiche diagrams to determine exactly what he needed. Admittedly, the XK had been bought from this dealership and their willingness inevitably earnt them a living because James recalls spending roughly £3,000 on new front and rear screens along with a box no bigger than a shoebox partly filled with all the necessary clips and fasteners. Other costly components included the chrome-finished plastic exterior trim to the tune of £466.98 and the glass for the driver’s side door mirror at £163.82. Thanks to the pandemic and possibly Brexit, parts availability was often very difficult. Take the Jaguar badge for the front grille. This has been on back order for nearly a year with Stratstone, although he did manage to find one at Moss Europe, so he called them, asked them to double-check it was on the shelf and they dropped it in the post for him.
Determined to avoid rusty fastenings in the future, he did try to source stainless-steel screws, nuts and bolts wherever possible. This is often feasible for securing non-structural components, and universal fittings can often be found instead of having to buy them from Jaguar, which can be more expensive if they consist of individually packaged items. The respray was completed during the remainder of 2021 (from the end of May onwards). Steve Handley at Evolution Car and Commercial Body Repairs recalls that he had a few dents to repair in the doors, which were extracted with glue pullers (equipment that’s glued to the dent, enabling it to be pulled to reshape the metalwork). He also has stronger dent pulling equipment that is welded to steel or aluminium bodywork, but this wasn’t necessary in this case. And some dents could be pushed out if there was access to the back of the panel. The majority of the respray was taken up with sanding down the paintwork and
TOP: James Canton with his dad, Alan, who bought the XK brand new in 2007 ABOVE: The XK was used for James’s wedding and also his sister’s
removing any imperfections. Steve explains that he started with P180-grade papers on a random orbital sander with a dust extractor attached (the bodyshop equivalent of a vacuum cleaner), working up to P500. Any aluminium oxide was cut back to the bare metal, then blocked with a treatment similar to a rust inhibitor to help prevent it returning. Often with three people working on the XK, Steve estimates the entire respray from start to finish took roughly one month of workshop
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RESTORATION XK 4.2 time spread over eight months. Unforeseen problems are always to be expected and one of the biggest calamities that occurred during this respray concerned the colour of the paint. Steve usually mixes the colour himself, but on this occasion, ordered it pre-mixed. After applying it, he and James realised it wasn’t an exact match to the original – it was more of a blue colour – so the bodywork had to be sanded down and prepared again for a better matched mix of paint. The project was interrupted on several occasions when James needed to work on the car, or the bodyshop had other jobs to attend to. For instance, James wanted to overhaul the brakes, so he removed the calipers and took them home to strip, sent them away for powder-coating in grey by The Wheel Centre, then rebuilt them himself with new seals and pistons. He also spent numerous hours hunting down parts or specialists that were able to revive the car’s original parts. Take the aluminium trim around the door glass and rear side windows. This is finished in a bright silver, but it had turned dull. Being roughly 1.4 metres long, he struggled to find a specialist who could anodise it (some
could only produce a matt silver finish, not a bright silver), but after speaking to EV Wood Anodising of Birmingham, he drove to their premises, transporting the exterior trim, and asked them to help. They can anodise components up to three metres long, so could cater for these pieces. They also completed the job in a day, so James could wait and return home with them. The total price came to a reasonable £120, although prices have recently changed. Similarly, he searched high and low for a specialist who could restore a number of the exterior plastic trim components that he couldn’t buy brand new and which needed replacing. He discovered that most specialists he contacted were not willing to complete such a job on a small scale, until he spoke to Chrome Illusion in St Helens in the north-west of England. He took all the parts he wanted refurbishing to them and returned the same day with all of them looking as good as new. The conclusion James draws from all of this sums up any restoration when he says, “What you think is going to be a two-minute job can turn into a three-day ordeal.” Yet the hard work has clearly paid off.
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64 | Jaguar World / May 2022
THE RESPRAY
When the XK was returned to James’s own workshop at the beginning of this year, the glass and exterior trim had been refitted, but there were still a few jobs remaining and new problems to fix. Those overhauled brake calipers were refitted with new discs and pads and bled through, but the brake pedal wasn’t firm, and because of this, the engine wouldn’t start (the brake pedal needs to be pressed when starting the engine). James, his team of friends (some of which had more mechanical experience than him) and a local garage by the name of Motortech, suspected the brake pedal had been pushed too far and had turned the master cylinder’s seals inside out. The answer was to replace the brake master cylinder for around £340, which judging by its location in the engine bay, was going to be straightforward. Or was it? “I thought I’d have it replaced in an hour, but the stuff you have to take off is never-ending,” he remarks. “There’s a small plastic bulkhead to remove, which means the coolant reservoir has to come off. We spent an hour and a half taking stuff off the car to change the master cylinder. It was 11.30pm on a Wednesday evening when we got the engine running.”
The wheels were stripped and powdercoated by The Wheel Centre, who had also powder-coated the brake calipers. “I then finished rebuilding them by cleaning and refitting all the bolts that create the split-rim effect,” says James concerning the overhaul of the wheels. Some replacement parts were painfully expensive, such as one of the Xenon motorised beam headlights for £1,536.33. The original headlight’s lens had turned opaque and James realised it had to be replaced to complement the refreshed paintwork. Having estimated the respray and rebuild has totalled roughly £15,000 to date, James doesn’t regret spending a single penny. “The whole ethos of the project is it was my father’s car, so I wanted to restore it as a tribute to him and to preserve and keep it for a long time to come,” he explains. “So if I can take things apart and rebuild them, then I will.” James admits that he has always liked this XK, but can he compare it to his BMW M3 that he sold to fund the project? “The M3 was a good daily driver if you wanted it to be, but was a lot more aggressive in its personality,” he says. “The XK is
Before the respray, the 2007 XK was a goodlooking Jaguar, but close up, there were a few cosmetic issues that needed fixing
Aluminium oxide had crept underneath the paintwork on the doors and bubbled up, which let the XK down in several places
The respray got underway in May 2021. Doors, bumpers and bonnet were all removed and painted separate to the bodyshell
Meticulous reassembly after the respray began at Evolution, whilst James took parts away to refurbish, such as the brake calipers
Above and below: Wheels and brake calipers were powder-coated by The Wheel Centre. James painstakingly polished all the wheel rim bolts
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May 2022 \ Jaguar World | 65
RESTORATION XK 4.2 sophisticated and refined but can still get on with it when you want her to. It’s the perfect car to cruise to the south of France in, but you can also have a lot of fun putting her through her paces.” That first drive after the respray and rebuild was quite a moment, as he recalls, “Driving the car for the first time after the restoration was very emotional for me, something I didn’t think it would be. These projects have a way of making us reminisce of all the reasons for the project, all the things that have happened and all the things that the car has done, but more so, the person behind this project - my dad. I wonder what he would make of the car and my efforts? “Everyone has a childhood memory of sitting on their father’s lap, behind the wheel of the car, while he does the pedals and you steer, and that’s how this car makes me feel every time I drive it. To me, it will always be his car, I have never really thought of it as mine.” There will always be something that needs doing to this XK, but to date, James hasn’t needed to do too much work on the engine, gearbox or suspension, although some pension ball-jjoints were of the front susp
replaced post-respray and the rear adaptive dampers were changed a couple of years ago. As for the 4.2-litre V8 engine and its ZF six-speed automatic gearbox, there’s a mere 70,000 on the clock, so routine maintenance is all that’s needed for now. There probably won’t be a time when everything has been finished d on this XK (the next job is to refurbish the wood veneer
on the interior), but at least major tasks such as the exterior paintwork have been addressed. “It’s not a rare car or particularly low mileage, but it is incredibly important to us,” says James, which perhaps sums up why such cars turn into time-absorbingg projjects. If he and d his family do keep this car, th hen they will surely be relieved to have maade a start preeserving it so early instead of leeaving the jobs to pile high. “I hop pe one day my children think as much off this car as I do and you neverr know, it could go on to do the same for them as it has for me.” RH
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66 | Jaguar World / May 2022
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HISTORY
Nice again This 1959 3.4 was originally owned by the British film star, George Formby, who sold the car following a serious crash. Later repaired, we trace its long and fascinating history 0e479381-0069-45af-b2a9-c0a37e1e14de
70 | Jaguar World / May 2022
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
F THERE’s one car that defines the rise of the middle classes during the Fifties it was the Jaguar 2.4/3.4 saloon. Not only did it offer similar levels of comfort and performance as the more traditional, luxurious models such as the Rolls-Royce
I
Silver Cloud or Jaguar’s Mk VII, VIII and Mk IX, but as the British company’s first car to feature a monocoque, its resultant compactness meant it was easier to manoeuvre, didn’t require a chauffeur and was more economical than those larger models. Arriving in 1955 with the 2.4-litre
version of Jaguar’s XK engine before being joined two years later by the 3.4, the car (retrospectively known today as the ‘Mk 1’) was immediately popular with a new breed of customers. Instead of being members of the aristocracy like Rolls-Royce owners usually were, buyers of this new, smaller Jaguar were often bank managers,
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May 2022 \ Jaguar World | 71
HISTORY GEORGE FORMBY’S 3.4
ABOVE: George Formby with his Rolls-Royce Silver Cloud and Jaguar Mk IX that replaced his crashed 3.4 RIGHT: Top left of the car’s original logbook shows George Formby’s details and signature
county court judges and even British film stars such as George Formby. Born in Wigan on 26 May 1904 Formby made his name in music halls during the Twenties before making his first film in 1934. Due to his northern, down-to-earth style and perfect comedy timing, he became an instant hit and by the end of the decade was earning a massive £100,000 a year (almost seven million in today’s money). Little wonder Formby could afford to buy his first Rolls-Royce while filming It’s in the Air during 1938. He would remain loyal to the brand for the rest of his life, swapping for a new model every year. Yet when he was walking past Jaguar’s main dealer in his home town of Blackpool in early 1959, Formby saw a 3.4 manual in Mist Grey with a red interior (chassis number S976920DN). Impressed by Jaguar’s disc brake system (which would later save his life), Formby bought the car on the spot despite it being smaller than his usual choice of car. The Jaguar was registered GF 2 to match the GF 1 numberplate of his Rolls-Royce, apparently acquiring both registrations in the mid-Fifties. Registered with Formby’s name and address at Lytham St Annes, Lancashire, on 8 April 1959 (the surviving original buff logbook showing he had personally added
OBE after his name) it makes the 3.4 3 4 one of the final examples to have been produced before the larger and more modern Mk 2 replaced it later the same year.
During the summer of 1959, the by-now ageing ag Formby was appearing in Great Yarmouth’s Windmill Theatre. After Y spending sp the weekend at their home outside Blackpool in early August, George o and an his wife Beryl used the Jaguar to return to the Norfolk coast. At the village of East Winch, W seven miles east of Kings Lynn along the A47, George collided with an a Austin A A30 when it had turned right into a cricket field. cr George said later in court that he had seen a car ahead on an otherwise clear road at the Swaffham end of the village.
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72 | Jaguar World / May 2022
HISTORY GEORGE FORMBY’S 3.4
He began to overtake and suddenly, when he was about 75 feet away, the driver in front put out his indicator and started turning right. Formby said he’d braked as hard as he could but even the Jaguar’s disc brakes couldn’t slow him down enough to avoid a collision. “I hadn’t an earthly chance of avoiding him,” he continued under oath. “It’s lucky I have a car with terrific braking power.” George also said that following the accident, the driver of the Austin, 26-yearold Maurice Bunting from nearby Stoke Ferry, had told him he had no idea there had been anyone behind. George later stressed he had not been driving fast at the time of the accident, which was corroborated by a witness, Peter Plant from Norwich, who had been following the Formbys on his motorcycle. Yet it’s easy to speculate that George, excited by the new Jaguar, had put his foot down on the straight and largely empty A47… During a 2004 interview, Bunting said he’d been disappointed George had wanted to call the police immediately after the collision, not even asking if he was all right first.
Following the crash, George and Beryl (who had been asleep on the rear seat at the time of the accident with the pair’s terrier, Punch) were taken to Kings Lynn hospital suffering from shock. Beryl was quickly discharged but the doctors were so concerned about the poor state of George’s health that he was kept in a private ward for observation.
Th he letter from Norwiich h’s Mann Egerton offferiing Formby a generous £1,425 for his damaged Jaguar
“He was quite poorly,” said Angela Sims, a student nurse, in a newspaper article at the time. “He was bed-nursed for a few days. Beryl was there with him and sat by his bed. She was very quiet – well, they both were until George felt a bit better.” After George was released from hospital a few days later the pair went to the Norfolk Broads to allow him to convalesce. As for Bunting, despite pleading not guilty he was later charged with careless driving, ffined £10 plus £3. 8s. for costs and disqualified ffor six months. When Bunting later appealed tthis was reduced to just one month. Not wanting to keep the now-damaged 3.4, Formby exchanged the car through Norfolk’s main Jaguar agent, Mann Egerton of Norwich, for a Mk IX automatic in SSherwood Green with green upholstery and power steering. According to a surviving letter from the dealership’s general manager, Michael McKee, on 12 August, Formby was offered a healthy £1,425 for tthe car, a mere £247 less than the 3.4’s 1959 list price. But the dealer’s generosity didn’t end there. “When this car is repaired and we sell it, anything made above this
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May 2022 \ Jaguar World | 73
HISTORY GEORGE FORMBY’S 3.4 figure will be divided in half between yourself and ourselves,” continued McKee. On 5 September 1959, the now-repaired 3.4 (since Formby had taken GF 2 with him for his Mk IX the 3.4 was re-registered NCL 699) was bought from Mann Egerton by a Peter Beck from Stalham, 15 miles to the north of Norwich. He only kept the car for a year since the logbook shows the next owner, Dorothy Paquot from the nearby Blakeney Hotel, bought it on 24 November 1960. The car doesn’t change hands again until January 1988 when Ronald Reynolds of Nelson Constable acquired it. Other than it was taken off the road in around 1968, what happened next is unclear. What is known is that the car was given a six-month restoration in the early 2000s. By then it had lost its NCL 699 number but when the owner contacted the DVLA in 2002 to have it re-registered, he was informed this was no longer available yet amazingly its original GF 2 was.
The car has kept a low profile since its restoration, reappearing earlier this year when it was auctioned by Anglia Car Auctions of Kings Lynn. Although put back on the road two decades ago, the car remains in a remarkably good condition, the grey paint offering a shine that would
put a newer respray to shame. Inside, the burr walnut veneer is thick and glossy while the odometer still only reads 71,500 miles. But despite its pristine condition, ACA tells me the car hasn’t been driven for some time, confirmed by the DVLA’s website that says its last MOT was a decade ago. Since the vendor didn’t want to try starting the engine without a full recommission, it was sold as a non-runner. Yet it’s still a handsome car while its unique place in British culture makes it even more desirable. And it’s not just me that thinks so, either, since the Mk 1 made £87,480 (including commission) when it was sold by ACA in late January 2022, around twice what a 3.4 is usually worth. So as Formby himself might say, for his car at least it really did turn out nice again. PW Thanks to: Anglia Car Auctions (www.angliacarauctions.co.uk)
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74 | Jaguar World / May 2022
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Open season 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
MODEL PROFILE
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76 | Jaguar World / May 2022
F
ASHIONS FADE, style is eternal,” the French fashion designer, Yves Saint Laurent, once said. Although he was no doubt more interested in handbags than he was handbrakes, this is still true of the open two-seater (or roadster) style of Jaguar sports cars. Lacking proper windows or a roof that was fixed permanently to the car, OTSs were initially popular for those looking for the ultimate, wind-in-the-
hair motoring experience. But by the mid-Fifties, British customers especially were wanting more creature comforts meaning basic models like this were no longer in fashion. Yet as the XK 140 open two-seater featured here shows, it was one of the most stylish cars of the era. But with only a handful of right-hand-drive examples produced, it’s also one of the rarest. Yet we’ve managed to track down one of the earliest survivors.
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MODEL PROFILE XK 140 OTS
When the XK 120 made its debut in 1948, it was only available as an open two-seater that had detachable side screens rather than glass windows, plus a removable canvas roof that was stored out of sight behind the seats. It remained the sole option until 1951 when a handsome fixedhead coupe (FHC) became available which was followed two years later by a drophead coupe (DHC). With the DHC having an easier-to-erect roof, a studier metal-framed windscreen plus quarter lights and both coupe models having the luxury of winding windows, it made them much more comfortable in inclement weather than the spartan OTS. Although the XK 120 roadster remained reasonably popular with 1,260 sold in 1953 alone, with 1,251 dropheads and 868 fixedheads produced, the coupes were proving to be more so. Yet when the XK 140 replaced the XK 120 in 1954, all three body styles were again offered. Jaguar had initially looked at designing a brand-new car, but development costs and a lack of time meant the idea was dropped and the existing model was updated instead. Physically the XK 140 OTS differed little from its predecessor with only thicker bumpers (resulting in a shorter bootlid), a lower-mounted rear numberplate holder and seven thick radiator grille slats rather than the XK 120’s 13 differentiating the two. So similar were the pair, Jaguar simply retouched the existing XK 120 images for the XK 140’s brochure. There were, though, several technical modifications which included the engine being moved 3in forwards resulting in a little more legroom while thinner seat backs allowed for two occasional seats in the FHC and DHC. Although these consisted of a couple of cushions fitted either side of the
transmission tunnel, the lack of legroom meaning they were for children only, their addition did make both coupes slightly more practical than the OTS. The previously optional high-lift cam was made standard for the XK 140 as was the Lucas ignition coil which together saw the output of the 3.4-litre straight-six rise from 160 to 190bhp. For those who wanted even more power, a cylinder head developed for the racing C-type was available as a cost option which increased power to 210bhp. Cooling was improved due to a more efficient radiator which was then tilted at an angle to allow space for rack-and-pinion steering that replaced the XK 120’s Burman recirculating ball unit. The same stronger and larger diameter torsion bars fitted to the XK 120 SE became standard on the XK 140 and the rear lever arm dampers were replaced by conventional telescopic units. The gearbox remained the same Moss four-speeder with synchromesh on three gears, but was now available with the same Laycock-de Normanville overdrive unit on the top gear as was fitted to the Mk VIIM. In a first for a Jaguar sports car, the drophead and fixedhead coupes were available with the Borg-Warner DG three-speed automatic transmission. Only available in left-hand drive, this option was aimed very much at the American market. Following a reasonably thorough update, the changes helped to maintain the XK’s desirability against new opposition. “This latest revision of a time-tested machine is notably improved in the handling and braking departments,” said Sports Car Illustrated in its March 1957 issue, “and this together with its smooth and surging power make it a delight to drive at high speeds over long distances on fast, winding roads.”
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78 | Jaguar World / May 2022
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MODEL PROFILE XK 140 OTS
But due to more refined cars already on sale when the XK 140 debuted at the 1954 Earls Court Motor Show in October including the Aston Martin DB2/4, Jensen 541 and Mercedes-Benz 300SL, the home market had started to change. British customers no longer wanted cold, draughty and uncomfortable machines, now preferring more creature comforts. And so sales of the open two-seater in the UK were poor; of the 8,935 XK 140s produced between 1954 and 1957, 3,347 might have been open two-seaters but just 73 were right-hand drive. Yet the style did remain popular in the United States where the majority of OTSs were exported to. This makes a genuine RHD XK 140 OTS one of the rarest post-war Jaguar sports cars. So when I spot one for sale at marque specialists, Twyford Moors, I need to take a look.
It might not have been popular in these
gauges and other switchgear. Unlike the dashboards in the DHC and FHC that are covered in rich veneer, the open twoseater’s is protected by a harder-wearing leather that further heightens the car’s austere, back-to-basics image. Other than it’s the ninth XK 140 OTS produced and was manufactured in January 1955 before being dispatched to HR Owen in London a month later, little is known about the early years of this particular car. Restored in the late Eighties, its original colour scheme of black with a red interior was changed to British Racing Green and biscuit while wire wheels replaced the steel rims that it was initially fitted with. In more recent years, it’s been uprated with a five-speed transmission, electric cooling fan, aluminium radiator and front disc brakes which together make this Fifties sports car more user-friendly. But even without these the car would be easier to drive than an XK 120, mainly due to offering more interior room. Admittedly it’ss no Mk VII, but with the steering wheel slightly further away from me, it’s not quite as cramped as its predecessor. When I bury the throttle for the first time, the 3.4-litre XK unit responds instantly, rewarding me with a hard, instant yet smooth surge of acceleration, the familiar twin-cam roar of the engine piercing the quiet of the beautiful Hampshire countryside that surrounds Twyford’s workshop. The gutsy and
TOP: A period press shot of the XK 140 OTS shows the car in its natural habitat ABOVE: The XK 140 OTS’ brochure image was the same as the XK 120’s but simply retouche
responsive character of the straight-
Speed isn’t the only characteristic of the XK 140 OTS that I find desirable 0e479381-0069-45af-b2a9-c0a37e1e14de
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MODEL PROFILE XK 140 OTS
1955 XK 140 OTS Engine 3,442cc inline 6 Power 190bhp Torque 210lb ft 0-60mph 8.4secs Max speed 125mph Price new £1,227 Value now £100k-£150k
but only a biplane or roller coaster would be able to offer a similarly exhilarating, wind-in-the-hair experience. It makes an open two-seater the perfect car for a gorgeous blue-sky day like this, but if the conditions were to change, so would my enjoyment. I know from past experience, making an OTS waterproof is more complicated than a Chinese railway timetable. Due to the UK’s famously changeable weather, it’s small wonder the car wasn’t as popular in this country as it was in warmer climes. It was due to this continuing popularity overseas why a year after the XK 140 was replaced by the XK 150 in 1957, an open two-seater version joined the existing FHC and DHC models. With the hood again stored behind the seats resulting in the same elegantly curved line as its predecessors, the 150 OTS remained the prettiest of the trio, only this time featuring proper side windows and a single-piece windscreen. When the E-type replaced the XK 150 in 1961 there was only one convertible which was again called an open two-seater but now the folding roof was attached to the rear bulkhead and it again had winding windows. This XK 140 open two-seater might have already been out of fashion from the day it was produced but thanks to its timeless design plus thrilling performance, it’s hard to imagine it will ever go out of style. PW Thanks to: Twyford Moors (www.jagxk.com)
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OUR JAGUARSS | PAUL WALTON
PAUL WALTON – EDITOR
2020 I-PACE S Paul goes in nto more detail ab bout his time with h the I-PACE that was fe eatured in the Spriing 2022 issue
L
IKE A newsreader being trouser-lless under the deskk, my four-page feature in the Spring 2022 issue about using an I-PACE to exploree Jaguar’s historic home of Blackpool [p24] missed something important; the timee, effort and money it took to get this all-eelectric car to the northwest of England and d back again. Yet my time with the car is an illustration of what it’s like to drive an electric vehicle in the UK. The journeyy to Blackp pool doesn’t start well. Since I don’t leeave my home (to the south of Peterborou ugh) with a full battery, the car’s satellite naavigation suggests an Instavolt charging sttation on the outskirts of Doncaster. Howeever, it directs me to the rear of a supermarkket instead, my progress stopped by a large and locked metal gate. Confused, thankfullyy the invaluable ZapMap app on my smaartphone gets me to the correct location thaat’s on the other side off a talll hed dge beh hind d th he sh hop. Not th he first time I’ve experienced Jaguar’s Pivi Pro making that sort of silly mistake but sincce it takes another mile to get to the right place,
if the car had less charge, it could have been caatastrophic. Like many charging points I’ve used in th he past, this one is located in th he dingy co orner of an unlit car park. I maay be a big, bu urly bloke who rarely says no to a pie bu ut even I feel vulnerable sittingg in the daark watching the power slowlyy increase. Pllus, the parking bay is so close to that afforementioned hedge that it doesn’t leave en nouggh room for me to op pen th he door,, meaning I have to position the car at an an ngle. Why can’t chargers be loccated in more practical locations and offfer as much ro oom and as many facilities as trraditional fu uel stations? But with it being a fast 50kW ch harger, after just 40 minutes an nd £25 I haave enough power to reach myy parents’ ho ome near Richmond in North Yorkshire where I’m spending the night. Next morning and needing an nother burst off ellectricity for th he 100-mille journey to Blackpool, I discover there isn’t a charger in the immediate vicinity which I find incredible in 2022. I know from growing
up here the area is hardly the centre of civilisation bu ut neither is it a backwater like the Outer Hebrides. Or even Swindon. According to Zap-Map, the nearest charging statio on en route is on the outskirtss of Barnard Caastle, 12 miles west along the A66. But on arrival we (I’ve been joined by my father) discover of the six chargers, three are unfinished and behind metal fencing and of the rest only one works. Is it myy eyyesigghtt I wonder? If onlyy there was somewhere I could visit to check… Anyway, 40 minutes, £15 and a flask of my old man’ss coffee later, th he battery is at 80 percent, thee resultant 170--mile range more than enough h to comfortablly reach Blackpool. Other than horrendous weather – meaning I neeed to use the demister which quickly zaps power – the journey to the coast passses uneventfully. Since the batteries are reasonably full, I feel confidentt enough h to enjoy th he car properlly, nailling th he throttle hard so the I-PACE responds with the same ballistic urgency as a traditional sports car. When Autocar tested the I-PACE E The IThe I-PAC I-PACE PAC ACE E at at tthe he 50kW he 5 kW char 50k charging char ha gin g g stat sstation tat a ion on in Ki K Kings ng Lynn ngs Ly ynn n
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PAUL WALTON | OUR JAGUARS
For one week Paul had a collection of three very different Jaguars
The sat-nav directs Paul to the back of a supermarket rather than the charging point
And when he finds the charger, it’s in the corner of a dark car park and the bays are very tight
in 2018 it timed the car’s 30-70mph acceleration at 3.5 seconds, a mere 0.3 slower than the F-TYPE R with 550PS. Yet while the V8-engined sports car delivers its power with the subtlety of a fighter jet, the I-PACE’s acceleration is quiet and discreet. With the first few shots on Blackpool’s seafront in the can, we head to the town’s multistorey car park for a recharge of coffee for us and electricity for the car. But not only does the charger initially not work, needing the swipe of the security guard’s card for it to hum into life, but in the 40 minutes it takes for us to enjoy our latte and bacon roll, the range increases by a miserable one mile. One mile! I could have added more by using an old-fashioned bicycle dynamo. After visiting the former homes of Jaguar founders William Walmsley and (Sir) William Lyons on King Edward Avenue, the car is by now in serious need of power so I follow the sat-nav to a BP Pulse charger close to the junction where the M55 starts. But there’s less life in it than my teenage boys on a Saturday morning, meaning when I reach the next one, a worrying 14 miles along the motorway, the low-charge warning light is on. “If this doesn’t work,” I tell my old man, “you’re pushing.” Thankfully not only is the 50kW charger operational but it’s in the car park of a welcoming pub. So while dad and I enjoy some well-earned fish and chips, the car’s batteries are equally replenished to over 80 percent, which costs me another £26.
After again staying overnight with the folks in Yorkshire, the car requires another charge to get home. Since I know it works, I use the same Instavolt station near Doncaster for a 40-minute, £25 repower.
Together, the 530-mile round trip to Blackpool via Yorkshire has cost over £90 plus an extra three hours of time. Yet my XF Sportbrake 2.2-litre diesel could have done the same journey on a single tank of fuel costing a similar amount but minus the wait. A much better experience comes later in the week when I head to Norfolk in the car for a photoshoot of an XK8 4.2 for the June 2022 issue of Jaguar World. Despite been plugged in at home all night, its range isn’t high enough to get there and back so I find an Instavolt charging point handily close to the A47 in a Kings Lynn-based Starbucks car park. By being a 50kW, in the time it takes for me to drink my coffee, an extra 70 miles are added to the range costing me less than a tenner. If all journeys were like this I’d consider swapping over to electric power. But I know the reality is different. In the three years since I first tested an I-PACE, the British charging network doesn’t seem to have improved. If anything, thanks to all the broken chargers I found, it’s arguably worse. The UK government might have announced recently it is to invest £450m into the charging network, increasing the number of chargers to 300,000 by 2030, but judging from this experience, like that trouser-less newsreader about to start his shift, the country is still a long way from being ready for the switchover.
Power up at Barnard Castle when only one of the six chargers were either operational or accessible
The I-PACE with the XK8 4.2 that will feature in the June 2022 issue
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May 2022 \ Jaguar World | 87
OUR JAGUARS | SAM SKELTON
SAM SKELTON – CONTRIBUTOR
1996 XJR auto & 1997 Sovereign 3.2 LWB auto New to Our Jaguars, but certainly not new to Jaguars in general, Sam Skelton introduces his current fleet of two models
B
ACK IN 1994, my father looked out of the window of his office and over the road was parked an X300generation of Jaguar XJ6 in turquoise. His own father had always wanted a Jaguar, but buoyed by Yorkshire parsimony, the closest he got was the Rover 2300 company car he allowed himself in 1981 as managing director of an engineering company in Sheffield. The idea of meeting his father’s dream stuck with my old man – and having considered a used X300, he eventually bought a 2001 X-TYPE 2.5 SE in 2008. When it was replaced in 2016 (with another, newer X-TYPE 2.5 SE) that car went to fellow Jaguar World contributor, Craig Cheetham. By then, I was in my first X300 – a Flamenco Red 1994 4.0 Sovereign I’d been given for free, with the intention of running it to its MOT and scrapping it when it inevitably failed. A plan which was flawless, right up to the moment it passed. It was as rough as you’d expect of a car with
over 170,000 miles on the clock and had formerly seen service as a courtesy car for a specialist in Devon. But no matter what, it just kept going – and the combination of comfort and reliability had me sold on a type of car I’ve owned continuously since. I kept that example until late 2017, when it was sold in favour of a Mercedes I needed when I was editor of a Mercedes title. I’d put 15,000 fault-free miles on to it and were it not for the fact that I had too many cars and too little space I’d have kept it. As a first XJ, it was faultless. I wasn’t totally out of Jaguars though – in August 2017 I bought my 1996 XJR from Kim Cairns Classic Cars in Snettisham. It was bought as a project, but at the time didn’t need that much work. A blowing exhaust and new tyres were the main concerns, along with a dead radio. Again, I’ve done about ten thousand miles in this car, but stretched over a longer period of time. It’s featured twice in JW; the January 2018 [38] and April 2021 [p22] issues.
As much as I hoped otherwise, 20mpg simply wasn’t sustainable for an everyday car, and my XJR has spent most of its time with me as a high days and holidays car. I still have it, though and it’s resting at present. I suspect that the gearbox electronics are on the blink, and these and a rear brake rebuild are on my list of jobs to do in the next year or so. It’s not been anything like as reliable as my Sovereign was – though it’s never actually failed to start. There have been a number of niggles – but nothing to stop me from selling it. I’m addicted to the surge of power – especially now it has the popular crank sensor bracket fitted as developed by original XJR engineer Andy Stodart – and I can’t wait until I have it back on the road and in use. As time passed, I missed the Sovereign – and fancying another naturally aspirated XJ as a regular-use car I started browsing eBay back in July 2020. And there was a Jaguar XJ Executive for sale – 72,000 miles, zero bids, and only an hour up the road. 3.2 Sovereign LWB is Sam’s fourth X300
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88 | Jaguar World / May 2022
SAM SKELTON | OUR JAGUARS
Alongside his P38a Range Rover, Sam’s 3.2 Sovereign is a semi-daily driver
The combination of comfort and reliability make these cars unbeatable for Sam
His 1996 XJR has been part of Sam’s fleet for five years
The view most other road users get...
The photographs were truly appalling, but it looked to be British Racing Green. I stuck a bid of £350 in, reasoning that I could nab some panels for my XJR and weigh it in for most of my money back if it was a nail. And when I went to see it, it was one of the straightest examples I’ve ever seen. It had in fact sold at Brightwells in 2016 for well over £2,000, but the most recent owner had bought it for the cherished number plate and now wanted rid of the car. I bought it and pressed it into use and fell back in love with the X300 all over again. This car stayed until February 2021 – I swapped it for a Citroen CX, as I’d long missed CX ownership and didn’t really need three X300s at the time. But I wanted a Daimler. And looking at the values of Daimler Sixes, I decided I wasn’t spending the premium over a Jaguar out of my hard-earned. I thought a game of trading up might be fun, so I bought a long wheelbase 3.2 Sovereign in August 2020, which turned out to be so unexpectedly good, I stopped looking for Daimlers as I knew I’d never find one as nice as the Sovereign. With the help of my mate Lee Evernden, I revived this car by torchlight over the next couple of months – a fuel pump, a full service, brake overhaul and a new bonnet. But the day
after the MOT, a foreign HGV on the A1 decided that mirror, signal, manoeuvre was the wrong way round. A gouge was torn down the side of the Sovereign from rear wing to front bumper, and the car had to be sent for bodywork. I was assured, when I dropped it off in December 2020, I’d have it back by Christmas. When I finally collected it in June, it wasn’t finished. The chrome gutter rails were missing, the garage had taken it upon themselves to have a specialist replace parts and wanted me to pay the bill, and if I were to print what a friend of mine said about the paint job then this title would need a swear
filter. I’d have told my insurer to withhold payment, but the bodyshop lied and told them it was completed in December to get the cash and seemingly worked on it around other jobs for the next six months... Suffice it to say, it’s subsequently been rectified at my expense. And because my Range Rover P38a has decided it’s not overly wedded to the idea of working air suspension, I’ve been using it daily for the last few weeks. For the third time, I’ve fallen in love with running a Jaguar X300 as an everyday car – and suddenly, I’m not overly bothered about how long the Range Rover takes to be repaired... SS ...and the reason why; six cylinders, a supercharger and 325bhp. Sam has fitted an “Andy bracket”
Sam’s XJR appeared on the front cover of the April 2021 issue alongside an X308 XJR
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May 2022 \ Jaguar World | 89
MODERN WORKSHOP
Replacing the spark plugs and air filter on the X100-generation XK8 4.0 Find out what’s involved in changing the air filter and the eight spark plugs on the X100-generation XK8’s 4.0-litre V8 engine and what problems can arise
WO R D S & P H OTO G R A P H Y R O B H AW K I N S
E
IGHT SPARK plugs can take longer than expected when you need to remove and replace them, but thankfully, there’s plenty of space inside the engine bay of the X100generation XK8, so the biggest worry you face is dropping some of the small bolts that hold the covers and coil packs down into the depths of the V8. The spark plugs on the XK8 should be replaced every 100,000 miles, which means that in many cases, they never get changed because the car’s mileage never reaches six figures. The air filter on the other hand, should be replaced every 10,000 miles. Typical problems that can arise when changing the spark plugs concern what you may find. Oil leaks via the camshaft
covers are not uncommon, which can seep down and around the spark plugs. Spills from topping up the coolant in the nearby expansion tank can also leave a puddle around the adjacent spark plug hole. We spoke to North Wales Jag Centre about the small oil leak we’d found on the XK8 in our photographs, but proprietor Matt Norbury said that providing the oil is only a small amount, it can be lived with for now.
THANKS TO
DOING IT YOURSELF Difficulty Time required: 1.5 hours On your own? Yes
TOOLS ■ ■ ■ ■
North Wales Jag Centre Unit 2, Cae-Bach Builder Street Llandudno LL30 1DR Tel: 01492 870150 Website: www.northwalesjag.co.uk
■ ■ ■ ■
Paper towel/cloth Penetrating fluid Plastic trim tools Rubber hose (8mm internal diameter) Screwdrivers Spanners/sockets: 7 and 8mm, 16mm spark plug socket Torch Torque wrench
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MODERN WORKSHOP
1
2
The induction pipe between the throttle body and air filter housing is in the way of the offside bank of spark plugs, so undo a couple of 8mm bolts that secure the pipe to the throttle body
3
Slacken the large Jubilee clip wrapped around the end of the induction pipe attached to the air filter housing, disconnect a short breather pipe, then lift this long pipe away from the engine bay
4
Each bank of spark plugs is hidden by a cover that helps to protect them and their coil packs. Undo the six 7mm bolts that secure each cover. Be careful not to drop them when extracting these small bolts
5
Space can be tight for accessing and undoing some of the 7mm bolts that secure each spark plug cover in position. Spanners and short ¼in sockets can help to get into some of these tight spots
6
Once all of the bolts for each cover have been extracted, lift the covers off. Check their condition – the mounting holes can easily break, but a second-hand cover only costs around £15
7
Each spark plug has its own coil pack, which needs removing. First, carefully detach the plastic wiring plug for each coil pack by pressing down on a small release tab and levering the connector off
8
You may wish to tackle one coil pack and spark plug at a time, so after detaching the plug connector in the last step, undo and extract the two 7mm bolts that secure the coil pack in position
Carefully lift out the coil pack. It will offer some resistance at first because it’s attached to the top of the spark plug. Once released, pull it all the way out, but avoid catching the wiring nearby
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May 2022 \ Jaguar World | 91
MODERN WORKSHOP
9
10
Shine a torch down the spark plug hole to check inside. You may find some coolant or oil inside, which we’ll discuss in step 17. You will need a 16mm spark plug socket to extract this spark plug
11
Use an extension bar and a ratchet to undo the spark plug. The old spark plug shouldn’t need too much force to undo, but if it feels stiff, try spraying some penetrating fluid inside
12
Once the spark plug has been fully undone, it should remain attached to the spark plug socket if there’s a rubber grommet inside it. If not, extract it using the coil pack or a rubber hose with an 8mm internal diameter
13
Check the old spark plug is the same as the new ones you intend to fit, ensuring the thread is the same and also the dimensions. The spark plugs may not be the same make because different ones are recommended
14
Use a length of rubber hose (8mm internal diameter) to feed and thread the new spark plug into position. Using the spark plug socket risks leaving its rubber grommet on the spark plug after fitting it
15
The spark plug needs to be correctly tightened using a torque wrench, but first extract the rubber grommet inside the spark plug socket so that it doesn’t remain attached to the spark plug
16
Set a torque wrench to 25-29Nm, then tighten the new spark plug. This should be enough to crush its washer and ensure a leak-free seal. These spark plugs must not be overtightened when fitting them
Refit the coil pack for the newly fitted spark plug and hand-tighten the two 7mm mounting bolts with a small ¼in ratchet or short spanner. Reconnect the wiring, then move on to the next one
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MODERN WORKSHOP
17
18
Typical problems that may arise when changing spark plugs include oil and coolant contamination. Oil can leak past the camshaft cover gasket. Coolant can drip down after topping up the expansion tank
19
When you’ve finished one bank of spark plugs and have refitted all the coil packs and reconnected the wiring to them, carefully refit the cover, ensuring the wiring doesn’t get trapped
20
Before refitting the induction pipe that was removed in Steps 1 and 2, check the air filter. Detach an electrical plug on the lid of the air filter housing then release five metal spring clips that secure the lid
21
Open the lid of the air filter housing and extract the air filter. It should be replaced every 12 months or 10,000 miles. If you think it can be reused, check between the pleats on the underside for debris
22
Use paper towel or a cloth to clean inside the air filter housing and remove traces of dirt that could contaminate the air filter. A damp cloth or a vacuum cleaner may help to pick up the dirt
23
Fit the new air filter or refit the old one, making sure it sits inside the housing, allowing the lid to be fully refitted. This can be a little awkward, so take your time manoeuvring the air filter into position
24
Spray a little light grease or WD40 inside the ends of the induction pipe that was removed in Steps 1 and 2. This will help make it easier to refit them onto the throttle body and air filter housing
Refit the induction pipe, tightening the Jubilee clip at the air filter, refitting the two 8mm bolts at the throttle body and reattaching the electrical plug and breather pipe. Start the engine to ensure it runs
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QUESTIONS AND ANSWERS
Jaguar World's technical advice service Edited by Ray Ingman
Daimler V8 Low-rider STAR
QUESTION
Q
For reasons best known to myself, I would like to lower the suspension of my Daimler 250-V8: not by a vast amount, maybe ½in to 1in. Also, I would rather not lose ride quality or incur vast expense. Can you help? Ray White
A
Definitely a minority interest question, but there is an economic answer! At the front end, your aversion to expense precludes modified replacement springs, these tend to be ‘uprated’ anyway. Removing coils from the existing springs will also increase spring rate (stiffness) and thus affect ride quality. On the Mk 2 (and S-type/420) steel or
alloy spacer shims are fitted selectively above and below the spring. Removal of these will lower the vehicle. As a rule of thumb the ride height will decrease by twice the thickness of the deleted shims (i.e. ¼in shimming = ½in lower). To remove these you will need access to a powerful spring compressor, or if not, a local A&E department. There is rather a lot of energy stored in the springs, so they are best released in an orderly fashion and not ricocheting around your body! As an alternative, shims can be interposed between the lower wishbone and the spring pan with the same effect on ride height. It is possible to achieve this by loosening the spring pan bolts and replacing one at a time with longer versions (3/8in UNF high tensile) and the
required shims washers. By using this method, spring removal is not required. The rear arrangement is unique to the ‘Mk 1’/Mk 2 range; its quarter elliptical cart springs are clamped in the middle and attached to the live axle at the rear end. Their front-end location allows the fitment of a spacer between the Metalastik pad and the chassis rail, again longer fixing bolts will be required for the clamp. In this case, the ride height variation will be approximately equal to the spacer thickness. In any lowering operation, you must check for sufficient remaining suspension travel or tyre fouling and have the geometry checked and adjusted to suit the revisions.
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).
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QUESTIONS AND ANSWERS
V12 spark plug removal
Q
In past servicing articles I have read that ‘controlled application of heat’ is an aid to the removal of seized spark plugs in the V12 H.E. engine. Yes, you’ve guessed, I am (or more precisely my engine is) suffering from this affliction – perhaps you could expand on this comment to extract me from a potentially expensive predicament. Nigel Mees
A
As we like to retain our readers, this process comes under the heading of ‘don’t try this at home’. ‘Cold’ removal of a seized/ tight plug usually also results in the unintended removal of the thread in the cylinder head – sometimes recoverable ‘in situ’ with a Heli-Coil insert but often requiring the total detachment of the head to rectify it – hardly a simple job! The ‘trick’ used in professional workshops is to quickly apply a great deal of heat to the area of the plug seat then gently unscrew the plug a fraction of a turn, retightening and loosening repeatedly to work the plug out. The degree of heat dissipation in the aluminium head means that sometimes the whole process has to be repeated several times, allowing a period of cooling between each attempt as the head’s grip on the plug resumes. In order to get enough heat into the head virtually instantaneously, a fine oxyacetylene flame is required. A home soldering torch will be useless as the heat input will be exceeded by the dissipation. You will note this method requires a flame in the proximity of fuel lines and other heat sensitive components, therefore suitable precautions MUST be employed.
XJ12 restarting problem
Q
My 1979 XJ12 Series 2 will always start from cold. Usually it then runs smoothly and if stopped restarts readily whether warm or at normal operating temperature. Occasionally however, when it starts from cold it will run roughly with little power available. If stopped it will then not restart even if it has travelled only about two miles and is not yet at normal operating temperature. If it is then left standing for about three quarters of an hour, it will then restart and run smoothly. During the period after stopping, it does not show any sign of attempting to fire. Sometimes when it is running roughly, it also backfires very strongly from the driver’s side bank of cylinders. There is strong spark from the coil at all times so I assume it to be a fuel problem. There is nothing that I know that predicts whether from a cold start it will run smoothly or roughly. Although, as an additional observation, I believe that as a precursor to troublesome periods, I can hear an increase in fuel pump noise from the boot area. The car can be used sometimes for about seven days without any issues. Then it will have a rough start and difficult restart from the warm event. There is a suggestion that if I do not drive it for a number of days it is more likely to show the above problems. Jim Towns
A
Assuming the main inline fuel filter is in good order, first to eliminate would be the two pressure regulators to be found centrally ‘inboard’ on the inlet manifolds. Pressure differentials are possible across the banks allowing the backfire on either side. Picking up (literally) on your clue, the two fuel tanks have nylon mesh pick-up filters at the lowest points in the system. Over a period of time, fine particles of sediment accumulate in the base of the tanks, the high suction effect of the pump draws the particles towards the fine mesh, ‘blinding’ off the filter and restricting the fuel flow and lowering pressure. The pump strains against this restriction and therefore can become noisy and hot – when the engine (and hence pump) stops, the sediment slowly falls away from the filter once more allowing fuel flow, and so the cycle starts again. We suggest total draining and flushing of the tanks, and cleaning or replacement of the filters (Jaguar part number CBC5649). This will require the large brass ‘bungs’ to be removed from the base of the tanks: these are sometimes covered by large plastic grommets which must be prised out of the lower quarter panels to gain access. On a different tack, check the water temperature sensor resistance readings against those detailed in the workshop manual (temperature/resistance). A problem here will move the fuel map from its optimum setting, thus also causing similar symptoms.
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)
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CLASSIC WORKSHOP
Pre-tour checklist Follow our short guide to checking over your Jaguar prior to a tour or long journey
DOING IT YOURSELF WO R D S & P H OTO G R A P H Y RO B H AW K I N S
P
LENTY OF classic Jaguar owners enjoy using their cars for preorganised tours, either in this country or abroad. However, there’s so much that can go wrong on an older vehicle that it’s impossible to check and ensure that every part of it is in good working order before you set off. There are a few straightforward checks that can save you from kicking yourself should you find the battery’s terminals were loose and after falling off, you’ve lost all power, or you can’t undo the centre spinner to change a wheel because it’s heavily corroded.
According to the Jaguar E-type and XK Clubs (www.e-typeclub.com and www.xkclub.com), which organise a number of tours, the common problems they see on tour include fuel system failures (contaminated fuel, clogged filters, leaks, fuel pump failure), ignition faults such as a faulty coil, failed components and fouled spark plugs, and brake system issues including seized calipers, leaks and sticking master cylinders. Hopefully, such problems won’t arise when you are on a tour or driving long distances, but it’s worthwhile anticipating them and making sure you can avoid them as best as possible, or at least have the tools and spares to fix them and keep going. So we’ve devised a quick checklist to help.
Difficulty Time required: 1 hour On your own? Yes
TOOLS ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■
Copper grease Grease gun Multipurpose grease Petroleum jelly Red rubber grease Sockets and spanners Spray grease (light) Torque wrench Tyre pressure gauge Tyre pump Voltmeter or battery tester
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CLASSIC WORKSHOP
2
1 Check the battery or batteries are securely mounted with a clamp or strap and also check their terminals are secure (try to waggle them). Protect the terminals with a smear of petroleum jelly
3
If you have a voltmeter or battery tester, measure the voltage for the battery (or each battery if there are two). Some battery testers can health check the battery and confirm it’s being recharged
4
Confident the battery is in good order, test all exterior lighting. Sometimes, a bulb may not have blown, but corrosion could be the problem or water ingress if you’ve washed the car
5
Before running the engine, make sure the throttle linkage is free-moving at the carburettors or throttle body. Hold the accelerator pedal down and check the linkage fully extends
6
If you have SU carburettors, unscrew the damper nut on the top and look inside. There should be a small amount of oil to help prevent the piston sticking. Top up with a light oil from Burlen/SU
7
Check all of the engine bay fluids, including the screenwash, brake fluid, coolant and power steering. Top up with whatever has been used before – don’t mix pink and blue coolant as it can congeal
8
If you are unsure when the air filter was last changed, extract and inspect it to look for signs of dirt. If you are at all unsure of its age and condition, replace it. Some reuseable filters can be washed
Check the engine oil level by removing and wiping the dipstick, then reinserting and extracting it again to obtain a reading. And only check the oil with the car on level ground and the engine cold
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CLASSIC WORKSHOP
10
9 Checking the gearbox oil level is often more involved. On automatics, the transmission usually needs to be warmed-up, the gears selected, then the level checked with Park selected and the engine still running
11
Check all the tyre pressures, including the spare wheel. Inspect the sidewalls for perishing and the tread for excessive and uneven wear – as a guide, the tread depth should be at least 1.6mm
12
If you have a spare wheel, do you have the tools to change it? Check you can undo the wheel nuts (and then tighten them to the recommended torque figure) or the centre spinner
13
If a wheel spinner is difficult to undo, remove it, clean the thread inside it and on the hub, then apply a smear of copper grease to both threads before refitting the wheel and trying again
14
Continuing with lubrication, spray a light grease over the locks and hinges for the bonnet, doors and bootlid. Check the bonnet release mechanism and its cable are easy to operate
15
Check the fuel filler flap (if fitted) can be released. Clean around it to ensure any drain holes are clear. Undo the cap and check its seal hasn’t perished – apply red rubber grease if it is dry
16
If your Jaguar has a sunroof, check that it will open and close. It may need adjusting or some lubrication. Remove any dirt from inside its channels and around its seals that could block its drain holes
Check components such as the bumpers, door mirrors and windscreen wipers are securely mounted. Whilst it may be uncommon for their fastenings to loosen, some can become corroded
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CLASSIC WORKSHOP
18
17 Try to bounce the front and rear of the vehicle to listen for knocks, rattles and squeaks. Check the suspension settles and doesn’t continue to bounce, which may suggest a problem with the dampers
19
Look around the suspension dampers for signs of leaks and corrosion. These can usually be inspected from underneath each corner of the vehicle. Visually inspect the rubber mounts for perishing
20
Whilst underneath each corner of the vehicle, visually inspect the coil springs or leaf springs, looking for fractures and corrosion. Don’t touch these components as you may trap your fingers
21
Waggle each road wheel from top-to-bottom and side-to-side to check for play in the suspension. This is more effective with a raised and supported road wheel, but takes longer to do
22
Try moving the car on level ground, with the handbrake off and the gearbox in neutral. Apply the handbrake and try again. Problems may mean the handbrake cable and mechanism need adjusting
23
It can be an awkward job, but it’s worthwhile checking the oil level inside the rear differential. Undo the inspection/filler plug – the level should be below the hole. Top up with the correct oil
24
Similarly, pumping multipurpose grease through the grease nipples for the driveshafts, propshaft, steering and suspension is time-consuming, but necessary to preserve these components
Finally, do you have the tools and spares to fix or investigate typical problems, such as an engine misfire, a blocked fuel filter or snapped fanbelt? Work through some scenarios to check
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M E E T
T H E
E X P E R T
We speak to senior technician Conrad Boyer at independent Jaguar Land Rover specialist Tom Lenthall Limited
NAME Conrad Boyer PLACE OF WORK Tom Lenthall Limited POSITION Senior technician
What do you do at Tom Lenthall Limited? I carry out servicing, repairs and full restoration and conversion work on classic Jaguars Qualifications and past experience City & Guilds in Motor Vehicle Repairs and 30 years of Jaguar main dealer and classic car experience Best part of the job? The satisfaction of seeing a big project being completed to concours standard Worst job on a Jaguar? Getting parts that don’t fit
Advice for anyone wanting your job You need to be passionate and methodical in your approach to work and have lots of patience Favourite top tip for Jaguar owners? Stay on top of regular maintenance - checking oil, water levels and tyre pressures it’s the basic things that let you down Favourite car? Jaguar XKSS What cars do you own? Honda family saloon
Stay on top of regular maintenance - checking oil, water levels and tyre pressures - it’s the basic things that let you down Most memorable journey I drove the A830 from Fort William to Mallaig - stunning views and location Hobbies Cycling, going to the gym and being outdoors.
TOM LENTHALL LIMITED
Unit 19 Ivanhoe Road Hogwood Industrial Estate Finchampstead Berkshire. RG40 4QQ Tel: 0118 9731 614 Website: www.tomlenthall.co.uk
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BRITISH PARTS Specialists in genuine OE aftermarket Jaguar parts
www.britishparts.co.uk ONLINE Telesales 01438 354810 IN-STORE DELIVERED Unit 3 Wedgewood Court, Stevenage, Herts SG1 4QR 0e479381-0069-45af-b2a9-c0a37e1e14de
PRODUCTS AND SERVICES
Ingenium tim ming kitss British Parts UK iss now stockin ng the timingg chain kit for the 2.0-litre diesel Ingenium engine found in the Jaguar E- and F-PACE, XE and XF. The kit includes new timing chains, guide rails, tensioners, gaskets and seals for this Jaguar Land Rover diesel Ingenium engine. Priced at £470.15+VAT (£564.18) – part number BPK423. The timing belt and tensioner for the 3.0-litre diesel engine that powers the F-PACE, XF (from 2016) and the X351generation of XJ (from 2015 and VIN ds)) is allso availlab V90866 onward ble from
Britiish Paarts UK fo or £6 69.95 5+V VAT (£83 3.94)) – paart nu umber C2D4 49451. Dellivery is free wiithin the UK on ord ders of £100 or over and discounts are available to club members from the JEC, XKEC and F-TYPE OC. Tel: 01438 354810 Website: www.britishparts.co.uk
Torch alarm Surprisingly small yet astonishingly loud, the Cooper Torch Personal Alarm from UK-based security product specialist, Defender, fits neatly in your hand or on your keys. To operate, simply pull the keychain to sound the startling 130dBs siren. It even incorporates a bright, pushbutton LED torch. Price: £6.95 Website: www.defendersecurityproducts.co.uk
Eight sizes, one spanner This new ratchet ring spanner from Laser Tools can accommodate eight different bi-hex metric sizes: 8, 10, 12, 13, 14, 15, 17 and 19mm. There are two ring sizes at each end of the spanner (one per side) and after fitting an insert, a further two are provided. The 90-tooth ratchet mechanism is switched from clockwise to anticlockwise via a thumb lever at each end of the chrome-vanadium spanner that has an overall length of 242mm. Look out for online deals that maay be cheaper than the recommended retail pricee. Price: £38.92+VAT (£46.70) Part number: 8143 Tel: 01926 815000 Website: www.lasertools.co.uk
Jaguar cu u flin nks Crafted frrom milled steel and lated in gunmeetal, these handsome cufflinks featu ure the Jaguar and Est. 1935 loggos. A presentation box made fro om eco-conscious recyclable craft paackaging is included. Prrice: £60 Website: shop.jaguar.co.uk
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PRODUCTS AND SERVICES
E-type floor and inner sill Jaguar parts specialist Martin Robey is now manufacturing in-house, a replacement full floor and inner sill assembly for the E-type Series 1 and 2. Supplied with the radius arm cup and the side frame lower mounting already fitted, variations of the complete assembly are available that are more or less comprehensive, depending on what is required. And all prices are up to 10% cheaper for Privilege account holders, which costs £20 per year. Price: £499.99+VAT (£599.99) each. Privilege account holders: £449.99+VAT (£539.99) Part numbers (left/right side): MRE14/15LH and MRE14/15RH Tel: 024 7638 6903 Website: www.martinrobey.com
Dimmable dash lighting Better Car Lighting has been offering LED upgrades for dashboard lighting for a number of years, but this type of modern lighting hasn’t been compatible with a standard dimmer switch until now. “When you upgrade all of your instruments to bright, cool and efficient LED bulbs, this switch will not do it’s intended job, because it is designed for loads ten times as high,” explains Gil Keane at BCL. He says that the two-position dimmer switch on classic Jaguars “has a bank of three resistors fitted between a couple of metal strips known as busbars. These can be easily removed with a soldering iron, and our replacement pre-wired resistor lead, which has the wire ends ready-tinned, can be simply attached between the busbars. The switch will now work as it should, giving either 100% or 50% brightness.” More recently, BCL has developed a new range of LED dash lighting bulbs that can work with all original dimmer switches. If a Lucas 987 bulb is used for the dashboard lighting, this can now be changed for an LED equivalent, which can be controlled
by a standard dimmer switch. The LEDs are available for positive and negative earth electrics and can provide a range of colours including warm white, ivory white, green, or ice blue. Price: £9.99+VAT (£11.99) – pre-wired resistor lead Price: £49.99+VAT (£59.99) – pack of eight LED bulbs Tel: 0121 773 7000 Website: www.bettercarlighting.co.uk
Afterm market airflow meter SNG Barrratt has recently launched what they claim to be the only aftermarket mass airflow meter forr the X300-generation of the XJ and the facelifted XJS. The original equipment mass airflow meter was manufactured by Lucas (thee original mass airflow meter is no longer avvailable from JLR). SNG Barratt now has the to ooling and manufacturing rights to a number of Lucas products, including this one. Price: £97.80+VAT (£117.36) Part nu umber: LHE1620AA
Sales Office UK Tel: 01746 765432 Website: www.sngbarratt.com sales.uk@sngbarratt.com Sales Office USA Tel: +1 800 452 4787 (toll free) sales.usa@sngbarratt.com Sales Office France Tel: +33 (0) 3 85 20 14 20 sales.fr@sngbarratt.com
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May 2022 \ Jaguar World | 103
MOTORFREE ADS TO ADVERTISE VISIT
WWW.MOTORFREEADS.CO.UK CURRENT LISTINGS JAGUAR XJ
JAGUAR MK1
2003, 109000 miles, £3,250. Lovely XJ 3.0L sport. Ours for 6 years. Previously used as a wedding car, so very little use, (1500mls between MOT’s). Silver/Black leather sport interior. Bodywork and interior in great shape. Sat Nav, elec windows/heated memory seats/electric headrests. Service history/book pack/ 2 keys plus valet key. MOT until October 22 - minor advisories which have been attended to. Please call 07958697329, East of England.
1958, POA. LHD manual overdrive, 3.4. For restoration. Just in from California. Has some rust but not like the UK style rust. Please call 01763262263, East of England. (T)
112828
JAGUAR E-TYPE
1969, £94,995. Series 2. RHD. Carmen Red with black trim. Comes with Jaguar Heritage Certificate. Please call 01636 812700, East Midlands. (T) 112974
112960
JAGUAR XJS JAGUAR MK II
JAGUAR XJR
1997, 105000 miles, £4,995. Jaguar XJR Auto V8 Saloon. Excellent condition, very reliable and very fast, great fun to drive. Please call for more details…. Please call 07739903872, East of England.
1968, £59,995. 3.8 In Carmen red with red trim. Originally repainted to a high standard 20 years ago on a 240 bodyshell (this was because the original owner could not find a decent bodyshell to start with, so a 240 shell was used.) the paintwork today looks extremely good. Please call 01636 812700, East Midlands. (T)
1994, £22,000. XJS 4.0 AJ16 coupe in Stunning sapphire blue with Oatmeal leather. The car has covered 82k miles and in superb condition with service history book and invoices to confirm. Please call 01435 863800, South East.
113456
112971
112986
FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!
OR FIND YOUR NEXT! 0e479381-0069-45af-b2a9-c0a37e1e14de
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
2012 Jaguar XK 5.0 Supercharged V8 R 2dr Auto 72,000 miles, Rare Italian Racing Red, Digital Audio broadcasting (DAB) Radio Receiver, Heated leather steering wheel, warm charcoal seats w. warm charc. upper environm, 20in Kalimnos alloy wheels, Suede cloth premium headlining ................... £26,995
2013 Jaguar XK 5.0 V8 Portfolio 2dr Auto 34,000 miles, 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.................................................. £34,995
2014 Jaguar XK 5.0 V8 Signature 2dr Auto 63,000 miles, Bluetooth wireless phone connectivity, Metallic Dark sapphire, 20" Takoba alloy wheels, Clock, Cruise control + speed limiter, DVD Satellite Navigation with 7" colour display, Front and rear parking sensors, Power Steering ................£27,995
2004 Bentley Continental GT 6.0 W12 2dr Auto 15,000 miles, This stunning Bentley has had only 2 owners from new. It has been serviced at Bentley, 19inch Alloy Wheels, Climate Control Trip Computer in car entertainment (radio/cd autochanger) Satellite Navigation......................................................................£32,995
2010 Jaguar XK 5.0 V8 2dr Auto 74,000 miles, Bluetooth wireless phone connectivity, DAB Digital radio, Jaguar 525W premium sound system, Clock, DVD Satellite Navigation with 7" colour display ................................................................................................. £20,995
2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr 11,000 miles, 8" touch screen, Metallic paint, Heated front seats, Bluetooth telephone connectivity, Auto high beam, InControl remote premium, Lane departure warning system, Ambient interior lighting, Rear, Rear parking aid, Front parking aid.................. £47,995
2010 Jaguar XK 5.0 Supercharged V8 R 2dr Auto 47,000 miles, Bluetooth wireless phone connectivity, Active front light system, Hood - Black, Clock, Metallic - Ultimate black, DVD, Front park assist + touch-screen ......................................................................................................... £27,995
2016 Jaguar F-Pace 3.0d V6 S 5dr Auto AWD 41,000 miles, Auto speed limiter, Metallic - Quartzite, Heated front and rear seats, Front Parking Aid, Lane departure warning system, Heated steering wheel, Outside temperature gauge, Power tailgate, Rear parking aid ..........................................................£32,995
2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto 45,000 miles, Immobiliser, Alarm, Remote Central Locking, Climate Control, Cruise Control, Trip Computer, Satellite Navigation, Adjustable Steering Column, Front head restraints, Locking Wheel Nuts, Keyless Entry ......................................................................£26,995
2010 Jaguar XK 5.0 V8 2dr Auto 51,000 miles, 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 ............................................................. £23,995
2006 Jaguar XK 4.2 V8 2dr Auto 142,000 miles, Red, Jaguar Premium Surround Sound System, Front Parking Assist with touch-screen visual aid, Keyless Entry, Aluminium Finish Luxury Sport Interior Theme .......................................................................................................... £12,995
2009 Jaguar XK 5.0 Supercharged V8 R 2dr Auto 53,000 miles, Immobiliser, Remote Central Locking, Locking Wheel Nuts, Keyless Entry, Auto dimming rear view mirror, Rear parking aid, Deadlocks, Rain sensor windscreen wipers, DSC - Dynamic Stability Control, Electronic parking brake ............................... £27,995
AA Approved Dealer
2008 Jaguar XKR 4.2 Supercharged V8 2dr Auto 42,000 miles, Metallic - Midnight black, Bluetooth, Keyless entry, Bowers and Wilkins sound system, Heated variable front seats, Auto folding roof + aluminium tonneau cover £24,995
2017 Jaguar F-Type 3.0 V6 R-Dynamic Auto (s/s) 2dr 2995 cc 27,000 miles, Black Exterior Pack, Full Leather Interior Pack,, Meridian 770W Surround Sound System, Heated Front Seats, Heated Steering Wheel ................................ £41,995
2009 Jaguar XK 5.0 Supercharged V8 R 2dr Auto 43,000 miles, Bluetooth phone, Clock, DVD Satellite Navigation with 7" colour display, Front park assist + touch-screen visual aid, Information Display, Rear parking aid, .......................... £28,995
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 0e479381-0069-45af-b2a9-c0a37e1e14de
MOTORFREE ADS JAGUAR XJS
JAGUAR XJS
1994, £34,950. XJS 4.0 AJ16 coupe in Stunning sapphire blue with Oatmeal leather. The car has covered 82k miles and in superb condition with service history book and invoices to confirm. Please call 01435 863800, South East. 112987
JAGUAR XJS
1995, £59,950. Absolutely superb 1995 4.0l Later AJ16 model with upgraded performance XJS convertible in breathtaking signal red with flawless cream trim and contrasting tan hood. This vehicle is absolutely astonishing with many Jaguar features such as rare unmarked chrome celebration alloy wheels, Heated seats, Memory Lumber and mirrors, Heated rear window, Electric hood, Cruise control, Cream leather Tonneu to match leather trim. This vehicle has well and truly been cherished over the years by it’s previous owners. Please call 01435 863800, South East.
JAGUAR XJS
1995, £32,500. XJS Convertible 6.0 LHD in the popular and stunning flamenco red with full Tan leather trim, matching tan hood and contrasting cream piping, features include, diamond cut, spun and polished 20 spoke jaguar alloys, air conditioning, cruise control, twin airbags, electric mirrors, memory lumber, electric seats, Colour coded headlamp surrounds, colour coded grill. Please call 01435 863800, South East. 112995
JAGUAR XJ8
112991
JAGUAR XJS
1995, £22,500. XJS 4.0l Celebration Convertible in Ice Blue with Cream leather trim and contrasting coffee piping. Special celebration model with many outstanding features only found on particular models such as galvanized bodies, 16” celebration wheels. Please call 01435 863800, South East. 112988
JAGUAR XK8 2005, 55000 miles, £11,995. 2005, Jaguar XK8 S. 55000 miles. £11,995. Recently serviced, taxed and MoT until July 2022. Delivery can be arranged. 07769687287 for details. Please call 077 69 687 287, North West. 113276
1986, £14,950. XJS 5.3 V12 cabriolet automatic. Great colour combination, Black with matching hood and cream leather. Beautiful condition car with 85,000 miles and a massive, in depth history file service to confirm. Please call 01435 863800, South East.
1998, £22,450. In simply outstanding almost asnew condition throughout, with no dents or scratches and hardly a stone chip on the silky mirror-like paint finish, the alloys are perfect, the interior is beautiful with no rips, tears or marks and the Barley leather is immaculate. The roof headlining is new. Under the car is amazing with heat shields and nuts and bolts all like new. Please call 07711645465, South East. (T) 112996
112992
JAGUAR E-TYPE JAGUAR XJS
JAGUAR XJS
1995, £32,500. Fitted with 20 spoke diamond cut polished wheels and many other Jaguar extras as well as the usual refinements. Some include, headlight jet washers, half wood wheel, 6 CD stacker, inlaid wood, space saver spare wheel, heated lumber support seats. Please call 01435 863800, South East.
1995, £37,500. In popular and stunning flamenco red, Tan leather interior with red piping and a contrasting light tan hood and 5 Spoke Jaguar alloy wheels. Low mileage example only having covered 55,000 with history to confirm. Please call 01435 863800, South East.
1962, 10009 miles, £169,995. Series 1 Roadster 3.8. Petrol, Manual, Old English White. Retaining its original colour combination of Old English White (Cream) with a contrasting biscuit interior. Please call 01798 874477, South East. (T)
112990
112994
113105
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JAGUAR E-TYPE
JAGUAR E-TYPE
1962, 30000 miles, £149,995. Series 1 3.8 Roadster. Petrol, Manual, Red. An excellent example of the most sought after variant of the iconic E Type Jaguar. The ownership history from the mid 1980’s is well documented. Please call 01798 874477, South East. (T)
1972, 67400 miles, £99,995. Series III V12 Roadster. Petrol, Manual, Red. Please call 01798 874477, South East. (T) 113109
113106
JAGUAR E-TYPE JAGUAR E-TYPE
1974, £129,995. A stunning UK supplied vehicle which has been the subject of much recent work. Recent invoices totaling nearly £30,000 demonstrate that no stone has been left unturned with this car. Previously sold by us and due to lack of storage remains in the hands of the current keeper - therefore an appointment is required to view this vehicle. Please call 01798 874477, South East. (T)
JAGUAR MK1
£74,999. A beautiful example of a Jaguar MK1 3.4 Manual overdrive, green with colour coded wire wheels. Amazing condition, had an expensive restoration, it was very sound to start with. Sigma engine, very fast, built a bit loose so not silent running! Power steering. All synchromesh gearbox. Please call 01909 733209, East Midlands. (T) 113132
JAGUAR XK150
£139,500. S1 4.2 ROADSTER. Genuine RHD, with factory hard top. Modified engine and 5 speedo gearbox, high ratio diff, steering and suspension upgrades. Please call 01909 733209, East Midlands. (T) 113130
1959, £185,000. XK150S Roadster. This is a genuine “S” with a “T” prefix chassis number, not an SE model with triple carbs as many are. Excellent car. Was LHD 3.4 is now a RHD 3.8 with the correct cylinder head. This is a very correct car with the original chassis, which has never been damaged or welded. Please call 01909 733209, East Midlands. (T) 113133
113107
JAGUAR E-TYPE
JAGUAR XK150
£107,500. S2 Roadster. Restored and re-trimmed car, including new hood. This was a really sound LHD car that we sold a few years ago. We have done the mechanical side of the restoration in house here, including full rebuild of the engine, gearbox and back axle. Please call 01909 733209, East Midlands. (T)
1960, £195,000. XK150S 3.8 Fixed head coupe late car. Genuine RHD car, a real time warp!! Chassis number: T 825224 DN. Indigo Blue with Grey Leather. Very original low mileage car. Matching numbers, Has not been restored, but has been resprayed to a very high standard. Please call 01909 733209, East Midlands. (T)
113131
113134
JAGUAR E-TYPE
1962, 95000 miles, £112,500. Series 1 3.8 Flat Floor. Petrol, Manual, Opalescent Silver Blue. Please call 01798 874477, South East. (T) 113108
TO ADVERTISE VISIT:
OR EMAIL:
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MOTORFREE ADS JAGUAR XK150
JAGUAR E-TYPE
£29,950. Built on genuine right hand drive XK 150 3.4 FHC chassis, very early car. Rebuilt in the 1960’s with a homemade open 2 seater body, similar to a pre-war car. Drives well with new Avon cross Ply tyres, recently had a new clutch, High ratio diff, no overdrive, fitted stainless steel straight through exhaust system. Please call 01909 733209, East Midlands. (T)
1964, POA. SI 4.2 E-Type FHC. Just completed a full restoration, a well detailed car. Please call 01424 234555, South East. (T) 111219
113135
JAGUAR S-TYPE
JAGUAR S-TYPE
2003, 154000 miles, £4,250. 4.2L V8. S Type Sport. Automatic. Excellent condition throughout. Leather ivory interior,multi-disc player and Sat Nav. Extensive service history, MOT and Service completed in December 2021. New tyres all round 2000 miles ago. Please call 07519196338, North West. 112440
JAGUAR E-TYPE JAGUAR S-TYPE
POA. This is an original right hand drive 4.2 roadster. It has an excellent large history file going back some 25 years. We have had commissioned from Martin Robey a brand new body shell which can be seen in the photo. It can be built to the customer’s own specification and colour schemes. There are many upgraded options available to consider i.e. Brakes, 5 speed gearbox, Ali radiator, upgraded wheels. Please call 07774261674, East of England.
2005, 98000 miles, £8,000. S Type R supercharged 4.2L auto Cardinal red with 2 tone leather, aluminium trim, Xenon / cruise control / cd / heated adjustable seats / matt black alloys / service history / current MOT. Please call +447990928829, South West. 113263
JAGUAR S-TYPE
1967, POA. S-Type 3.8 auto. In light metallic blue with red leather interior. Barn find – needs recommissioning. Ring for more information. Please call 01274 585803, Yorkshire and the Humber. (T) 112487
111257
JAGUAR XK 140 JAGUAR E-TYPE
1973, 68700 miles, £52,000. E type 2+2 V12 with manual gearbox in maroon in very good condition comes with MOT. Classic fabrication stainless steel exhaust wire spokewheels this car has been owned for the last 25+ years. And is for sale for genuine reason comes with all service paper work and jaguar books and is offered at a price to sell. Please call 07740682692, East of England.
2005, 79099 miles, £7,250. Excellent condition. Pearl indigo blue metallic. 4.2 supercharged V8., 400bhp. Alloy wheels, cruise control, satnav, automatic gearbox with sport button, parking sensors, full MoT, FSH, many extras. Please call 07973 770386, West Midlands.
POA. XK140 DHC, two door manual. Currently carrying out work to this UK registered vehicle. Can be sold as is or built to customers own spec. Please call 07774261674, East of England.
111926
112417
111256
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JAGUAR XK 140
£180,000. BEAUTIFULLY RESTORED XK140 FHC. ALL BODY WORK & BUILD BY THE AWARD WINNING LEAPING CATS LTD. PAINTED IN BRONZE TO VERY HIGH STANDARD & TRIMMED IN TAN & BISCUIT. CONVERTED TO RHD. COMES WITH MANY EXTRAS TO HELP WITH TODAYS MOTORING NEEDS; 3.8 fresh built engine with HD8 2” carbs. Matching numbers.5 speed LT77 gearbox & Independent rear suspension.Disc brake conversion with servo assistance. Please call 02476 313139
JAGUAR XK120
POA. Upgrades include: Electric power steering Uprated front and Rear brakes 5 Speed gearbox and Polybush suspension. Modified extended pedal box 2”HD8 carbs 2” SS exhaust system. Please call 02476 313139, West Midlands. 112553
JAGUAR XK150
POA. All matching numbers. 3.4 litre fresh built engine with HD8 2” carbs. 5 speed LT77 gearbox Front and rear disc brake conversion with servo assistance. Please call 02476 313139, West Midlands. 112555
JAGUAR XF LUXURY JAGUAR XK150
JAGUAR XK8
£5,950. Jaguar XK8 Convertible, First Registered in June 1997, only 5 owners in total and well cared for. Finished in British Racing Green Metallic, Cream Leather interior, Black Soft Top, All the usual Jaguar Refinements. Please call 01274 561098, Yorkshire and the Humber. 113362
2010, 3,400 miles, £10,500. 3.0 petrol, one owner, FSH, indigo blue, black leather interior, supplied new by RA Creamer, immaculate, ULEZ compliant. Please call 02079 371275, London. 112554
£57,500. XK150, 3.8S FHC, two door manual. This is an original left hand drive fixed head coupe. It has had a £25,000 bodywork restoration and all work to repair the original chassis has been carried out and finished. The bodyshell is now ready to paint. All other components will require refurbishing but it is a good complete car. Please call 07774261674, East of England. 111253
JAGUAR XK150
JAGUAR XK150
JAGUAR XK120
1954, £79,999. Fully rebuilt/refurbished to high std, 5 speed man, Heritage Certificate, superb condition, huge amount of time and money spent over the last 10 years. Please call 07595 218406, South West.
xk140. 3.8 fresh built engine with HD8 2” carbs. Matching numbers. 5 speed LT77 gearbox and Independent rear suspension. Disc brake conversion with servo assistance. Power steering Electric fan. Please call 02476 313139, West Midlands.
£39,999. XK 150 Drop Head Coupe 2DR. This car is for restoration . Very complete. Minimal panelwork required. Please call 07774261674, East of England.
112419
112554
111254
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MOTORFREE ADS JAGUAR MK X
JAGUAR S-TYPE
1989, 58000 miles, £24,995. MK10, 4.2, auto. Finished in Opalescent Blue with Dark Blue Hide and excellent Walnut Veneers. Only 3 owners from new . Restored in the nineties and very light use since. Comes with original sale brochure, original log book, original book pack and hand books etc. MOT’s dating back to 1991 and complete tool kit. Stunning looking car. Please call 01485 541526, East of England. (T)
2005, 53000 miles, £3,995. 2005 Jaguar S-Type 3.0 V6 Petrol Auto (6 speed) SE. In Seafrost pale green metallic. The interior is trimmed in barley leather, that has dark brown piping, with dark brown wood facia, console and door trim inserts. There are some small marks and some light signs of wear to the interior, none of which spoil it’s otherwise fantastic condition. Please call 07455164626, South East.
JAGUAR XK150
1959, £82,995. This is an exceptional value, fantastic entry level way into the Jaguar XK DHC market. This is a genuine UK RHD supplied Jaguar XK150 3.4 with manual overdrive gearbox and chrome wire wheels that was subject of a professional conversion from FHC to DHC specification in 1986. Please call 01944 758000, Yorkshire and the Humber. (T) 110518
112179
111879
JAGUAR XJ JAGUAR S-TYPE
JAGUAR S-TYPE
1965, £49,995. The S’Type restoration was carried out with an incredibly high level of detail by a Jaguar expert and professional restorer. The restoration was initially carried out for himself, and thousands of hours of work have gone into this car. Please call 01944 758000, Yorkshire and the Humber. (T) 111023
1967, 79000 miles, £20,500. Jaguar S-TYPE 3.4. British racing green with tan leather upholstery. Well kept usable example. M.O.T - April 2022. Spare wheel trims. Please call 07717383933, South East. 112200
1998, 147300 miles, £4,950. Daimler Super V8 - Here is a lovely example of this increasingly rare vehicle - high miles yes, but in very good condition - MoT now has 12 months and 3 weeks left. Extensive service history showing it’s been looked after. Drives exceptionally smoothly, with everything working as it should, with the exception of the passenger door mirror (doesn’t fold) and the sunroof, doesn’t self park. Please call 07799840084, East Midlands. 110650
JAGUAR S-TYPE
JAGUAR KOUGAR
JAGUAR XJ
1967, £29,995. This is a car we know well having supplied it to it’s the last owner in York ten years ago back in 2011. Being local to us, we have not only maintained the car, but witnessed it winning various events and local shows over the years. Finished in Opalescent Golden Sand with its original Red leather trim. Please call 01944 758000, Yorkshire and the Humber. (T)
1965, £39,500. A Real Head Turner, Jaguar Kougar Sports. Being rebuilt by the 2nd owner of Kougar Cars in 2010. This fantastic car unlike many others is correctly registered with the DVLA as a Historic Vehicle and retaining the donor cars original registration number being a Jaguar. With her engine being a 3.8 litre from a series 1 Jaguar E-type with a Getrag 5 speed manual gearbox. Please call 01794390895, South East. (T)
2006, 58000 miles, £11,995. 2.7D LWB. Immaculate service history, top of the range X350. Heated seats front and rear, premium sound, the ultimate wonderful motor car. Private plate to be removed. Please call 01492 870150, Wales. (T)
111028
110531
111226
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Joining is quick and easy via the interactive form on our website. Once completed, you instantly become a member of the Club and can immediately take advantage of the extensive range of member benefits on offer. Need convincing? Why not have a chat with one of our team on 0117 969 8186?
www.jec.org.uk/membership
As a Club member, you have access to special discounted insurance schemes. We’ve partnered with three insurance companies who offer our members classic and modern car insurance policies designed to cater to the needs of the most dedicated enthusiasts.
Club members also benefit from an exclusive range of offers and discounts from leading companies including:
*For a full list of partners and discounts visit www.jec.org.uk
0e479381-0069-45af-b2a9-c0a37e1e14de
Jaguar Enthusiasts’ Club | Abbey Wood Office Park, Emma Chris Way, Filton, Bristol, BS34 7JU
ON SALE FRIDAY 13 MAY 2022
XJR-15 Contents subject to change
We head to Mallory Park to track test this oftenoverlooked, TWR-built but Jaguar-powered supercar
Armoured X300
Modified Mk VIIM
XK8 4.2
This late XJ6 4.0 was heavily armoured for use by the British Foreign Office
A look at a Mk VIIM that has been perfectly upgraded for everyday use
Explaining why, two decades ago, the XK8 received Jaguar’s upgraded 4.2-litre V8
AND: Green-laning in an F-PACE PHEV PLUS: News, Workshops, Our Jaguars and much more. All in the June 2022 issue of Jaguar World, on sale Friday, 13 May 2022
0e479381-0069-45af-b2a9-c0a37e1e14de
112 | Jaguar World / May 2022
CLASSIC CAR AUTOMATIC TRANSMISSIONS
T R A D E R
ALL CLASSIC CAR AUTOMATIC TRANSMISSIONS RECONDITIONED & SPARE PARTS SUPPLIED G. WHITEHOUSE AUTOS LTD. Tel: 0121 559 9800
jaguar-world.com
www.gwautos.com info@gwautos.com
To advertise here please call the Jaguar World team on
CLASSIC CAR AUTOMATIC CONVERSION Convert your classic car to Jaguar XJ40 four-speed automatic. KITS NOW AVAILABLE FOR MOST CARS
01233 228754 Please mention
When replying to adverts
MCT Jaguar Trim ETYPERESTORATIONS.COM
The Clark Gable XK120 OTS, Pebble Beach 2012 Best in Class. Full retrims and kits to the same concourse winning standard. 3 Veasey Close, Atteborough fields Ind. Est., Nuneaton, Warks CV11 6RT Tel: 02476 371110 mctjag@btconnect.com Visit us on our website www.mctjag.co.uk Automec Equipment & Parts Ltd 36 Ballmoor, Buckingham Industrial Park Buckingham MK18 1RQ United Kingdom T. +44 (0)1280 822 818 E. support@automec.co.uk
• Independent Classic Jaguar restoration specialists, with a passion for racing • Engine building including road and race engines • Race preparation work carried out by Championship Winning Team
Order online for 10% discount Code CSC20
Brake, clutch & fuel lines
Ready Made Copper & Copper Nickel Brake Pipe Sets Easily fitted. Will not rust. Fast delivery. DOT 5 Silicone Brake Fluid Eliminates brake system wear. Never needs changing.
• Competitive prices for servicing and repairs • Manufacturer approved Diagnostic Equipment • Gearbox specialists
Chat with us at www.automec.co.uk
Other products include: Brass Brake & Clutch Fittings Copper & Copper Nickel Coils Flaring & Bending Tools Goodridge Braided Hoses ABA Hoseclips
Phone: 01924 494400 • Email: enquiries@westridingindependent.co.uk Unit 1, 117 Huddersfield Road, Mirfield WF14 9DA
TO ADVERTISE HERE - PLEASE CONTACT LAURA ON: 01233 228754
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XJ-S takes its first ETCC podium,Vallelunga,April 1982
T
HERE WAS more than a little criticism from the press when in early 1982 Tom Walkinshaw Racing (TWR) announced it was to enter the European Touring Car Championship (ETCC) with a Jaguar XJ-S. Big, heavy and very thirsty, it was – on paper at least – an unsuitable choice for this highly competitive series, just as the XJ12 Coupe had been five years earlier. Worse still, TWR’s effort had limited backing from the factory, only getting paid when the cars finished on the podium. With BMW dominating the series, doing so would be a tall order. “When we heard that Jaguar was to go racing in European Touring Car Championship events again, our first reaction was, ‘Oh no! we’ve seen all this before,’” said the May 1982 issue of Motor Sport, “Why should it work now, when it was such a disaster in 1977?”
Yet much to everyone’s surprise, the car didn’t disgrace itself during its ETCC debut at Monza in March 1982. Driven by Walkinshaw himself together with Charles ‘Chuck’ Nicholson, not only did the single entry qualify in a tremendous second but it briefly led before a damaged gearbox oil cooler line (caused when Walkinshaw clattered heavily over a chicane) resulted in its retirement. The ETCC’s next race at Italy’s Autodromo Vallelunga, 20 miles north of Rome, on April 4 would show Monza wasn’t a fluke. To begin with Walkinshaw and Nicholson qualified on pole ahead of the strong contingent of BMW 528is. Although the black, Motul-sponsored XJ-S performed strongly in the race, it was still no match for the German cars and the Jaguar was soon hunted down and overtaken. Yet thanks to a surprising level of reliability, the Jaguar managed to finish a respectable third, a mere 32 seconds behind
the winning 528i of Umberto Grano and Helmut Kelleners. “I was so impressed by this performance that I authorised a special bonus and TWR was paid as though we had finished second,” wrote Jaguar’s then chairman, (Sir) John Egan, in his 2015 biography, Saving Jaguar. “We were on our way.” It was Jaguar’s first ETCC podium since 1977 when Derek Bell and Andy Rouse finished second at the Nürburgring in an XJ12C. But while that was the zenith of the Coupe’s touring car achievements, the TWR-entered XJ-S was just getting into its stride. Not only was a second entry prepared from the 24 hours of SpaFrancorchamps onwards, but following four wins and three second places, the XJ-S ended the season as a genuine championship contender. Big, heavy and thirsty it may have been but as TWR showed, the XJ-S could also be a highly capable racing car.
0e479381-0069-45af-b2a9-c0a37e1e14de
114 | Jaguar World / May 2022
Daimler V8 1967
XK150S 3.8 FHC
Black with biscuit trim, Automatic, power steering, front fog lights, Lumition ignition new MOT test, very good car, 78,484 Miles
1960 late car. Genuine RHD car, Very original low mileage car with matching numbers, Never restored. Fitted with a Webasto sun roof. One of the best in the world.
£27,500
£195,000
Modified 3.4 MK1 1957
XK150S 3.8 Roadster
British Racing Green with suede green interior, Sigma Engine, PAS, All synchro gearbox, Ex South African car with 123 tune ignition.
1959 3.8 RHD was a LHD 3.4. This is a very correct car with the original chassis, brakes, steering etc. Amazing condition.
£75,000
£185,000
SERVICES Don’t forget we also: Hire out Jaguar tools, Servicing, Tuning. Full Engine Rebuilds, Parts, Advice and so much more...
REMAPPING
NEW WEBSITE Check Out
www.ukjag.co.uk We can map a 123 Tune to suit your car and send it ready to fit. Includes 123 Distributor, Sports Coil, Switch, Leads & Spark Plugs.
For new spares, cars, prices and more!
Unit A, A, Holme House Farm, Owday Lane, Worksop, Notts S81 8DJ Unit Open Monday to Friday 9am - 5pm And Saturday Mornings, please ring before visiting.
0e479381-0069-45af-b2a9-c0a37e1e14de www.ukjag.co.uk
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