Classic Jaguar - April-May 2020

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100% PURE SEMI-LIGHTWEIGHT E-TYPE

CLASSIC BEHIND THE WHEEL OF A RACING GREAT
WITH FAMOUS CONNECTIONS
JAGUARS
CLASSIC
JAGUAR
1 3 2 - PAG E S P E C I A L A N N I V E R S A RY I S S U E
WHEN FORD
BUYING A SERIES I XJ
ALL YOU NEED TO KNOW
MET JAGUAR
30 YEARS ON: THE FULL STORY OF A MOTOR
INDUSTRY MARRIAGE AND THE CARS IT CREATED
RACE-WINNING XJ-S
COMPETITION LEGEND
DAIMLER LIMOUSINE
DISCOVERING A DS420
APRIL MAY 2020 £5.99
PLUS: JAGUAR MK2 ROAD TRIP ● SERVICING AN XK8

● MARKETING THE XK120 ● PERIOD BROCHURES
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CLASSIC
JAGUAR An Independent Publication
Kelsey Publishing Ltd, The Granary, Downs Court,

Yalding Hill, Yalding, Maidstone, Kent, ME18 6AL
+44 (0)1959 541444
Editorial
Editor Paul Guinness . [email protected]
Art Editor Mark Baker . [email protected]
Contributors
Richard Gunn, Freddie Geary, Rob Hawkins,
Richard Holdsworth, Paul Wager,
Peter Simpson, Ian Cooling
Advertisement sales
Tandem Media
Managing Director Catherine Rowe
[email protected]
Account Manager
Kerry Moore . 01233 228751
[email protected] Change of ownership
Management Although the announcement that Ford was buying the historic
Chief Operating Officer Phil Weeden Jaguar brand came in 1989, it wasn’t until early the following year
Chief Executive Steve Wright
that the deal was officially completed and the boys from the Blue
Finance Director Joyce Parker-Sarioglu
Retail Director Steve Brown Oval were in charge. It marked the start of an important new era for
Audience Development Manager Andy Cotton Jaguar – and so, timed to coincide with the 30th anniversary of the
Events Manager Kat Chappell Ford takeover, this 132-page special issue sees us taking an in-depth
HR & Operations Manager Charlotte Whittaker look at the changes it meant and the new models it spawned.
Senior Print Production Manager Nicola Pollard Starting on page 49, the centre section of the magazine is devoted
Production Manager Georgina Harris
to the Ford ownership era, with Richard Gunn explaining in fascinating
Production Controller Kelly Orriss
Subscription Marketing Manager Debra Hagger detail the reasons behind the takeover, the personalities involved and
the difficult decisions that had to be made. As you’ll read, Ford paid an
Subscriptions astronomical amount for a car manufacturer with a two-model product
UK annual subscription price £34.93 line and (in global motor industry terms) low production volumes. The
Europe annual subscription price £42
company had to expand the range of models on offer if it was to achieve
USA annual subscription price £42
Rest of World annual subscription price £45 its target of 200,000 Jaguar sales per year, and the end result was a
UK subscription and back issue orderline fascinating mix of Ford-influenced saloons and sensational sportsters.
+44 (0)1959 543 747 Naturally, however, not all of this issue is dedicated to that
Overseas subscription orderline +44 (0)1959 543 747 modern-classic era, as we have a terrific mix of older Jaguars for
Toll free USA subscription orderline 1-888-777-0275 your delectation – including a very special Semi-Lightweight E-Type
UK customer service team +44 (0)1959 543 747
Customer service email address [email protected]
with motorsport provenance, plus the full story of a TWR-prepared
Customer service and subscription postal address: Kelsey XJ-S built for Group A racing. We also catch up with Peter Simpson’s
Publishing Ltd, The Granary, Downs Court, Yalding Hill, latest exploits in his well-travelled Mk2 saloon, we take a look at
Yalding, Maidstone, Kent, ME18 6AL, United Kingdom how Jaguar marketed its XK models of the ’50s and we track down
Find current subscription offers at a low-mileage example of the Daimler DS420 limousine. Oh, and
http://shop.kelsey.co.uk
for anyone thinking of buying a Series I XJ, we reveal what to look
Already a subscriber? Manage your subscription
online at: http://shop.kelsey.co.uk/myaccount for and how to find the best example of that legendary saloon.
Digital issues and subscriptions Thanks for coming along for the ride. Enjoy!
Visit www.pktmags.com/classicjaguar
Paul Guinness
Distribution [email protected]
Great Britain: Marketforce (UK), 2nd Floor, 5 Churchill Place,
Canary Wharf, London E14 5HU. Tel: 020 3787 9001
Northern Ireland and the Republic Of Ireland:
Newspread . Tel: +353 23 886 3850
Printed by Precision Colour Printing Ltd
Kelsey Media 2020 © all rights reserved. Reproduction in whole or in part is forbidden except with
permission in writing from the publishers. Note to contributors: articles submitted for consideration
by the editor must be the original work of the author and not previously published. Where photographs
are included, which are not the property of the contributor, permission to reproduce them must have
been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all
letters and emails received. The views expressed in the magazine are not necessarily those of the Editor
Part of the Classics World Family or the Publisher. Kelsey Media accepts no liability for products and services offered by third parties.
Kelsey Media uses a multi-layered privacy notice, giving you brief details about how we would like
www.classicsworld.co.uk
to use your personal information. For full details, visit www.kelsey.co.uk , or call 01959 543524.
If you have any questions, please ask as submitting your details indicates your consent,
until you choose otherwise, that we and our partners may contact you about products
and services that will be of relevance to you via direct mail, phone, email or SMS. You can
KELSEYmedia opt out at ANY time via email: [email protected] or 01959 543524.
Kelsey Media takes your personal data very seriously. For more information of our privacy policy,
please visit https://www.kelsey.co.uk/privacy-policy/. If at any point you have any queries regarding
www.kelsey.co.uk Kelsey’s data policy you can email our Data Protection Officer at [email protected].
CL ASSIC JAGUAR 3
APRIL / MAY 2020
CONTENTS
26 34
WHEN FORD MET JAGUAR
62
50 AN EXPENSIVE WEDDING
96
Richard Gunn tells the tale of Ford’s
acquisition of Jaguar and the
REGULARS
challenges faced by those involved
6 UP FRONT
62 X300: RETURN TO FORM All the latest news from the
The 1994-on X300 marked a return world of classic Jaguars
to form for the XJ – and we get to
drive the very last example 10 NEW PRODUCTS
From socks to shocks, here are the latest arrivals
68 THE XK8 STORY
A look at the history of the XK8, the first all- 23 MARKET WATCH
new Jaguar sports car in over twenty years We take a look at some of today’s
classic Jaguars for sale
74 S-TYPE SENSATION
Paul Wager explains the story 86 YOUR SHOUT
behind the S-Type, the Jaguar with Our readers have a say on all things Jaguar related
a vital volume-boosting role
106 FROM THE ARCHIVES
82 FURTHER DEVELOPMENTS A selection of Jaguar brochures from yesteryear
An overview of the remaining Jaguar models
launched during the firm’s Ford-owned period 116 SUBSCRIPTION OFFER
The easiest way to enjoy Classic Jaguar magazine
4 CL ASSIC JAGUAR
CLASSIC
JAGUAR
“After the Win Percy era,

the E-Type was used less regularly
and in 2015 was sold for restoration”
12
124 THE BIG PICTURE 34 SELLING THE XK
The long-awaited arrival of a A look at how Jaguar marketed
V12 version of the XJ40 its original sporting great
126 CLASSIFIEDS 40 TRACK-BOUND XJ-S

Advertise your cars and parts – free of charge! The in-depth story of a highly
successful TWR-prepared racer
130 BACKCHAT
Remembering an F-Type magazine 88 CLASSIC ROAD TRIP
Peter Simpson and his Jaguar Mk2 enjoy
‘scoop’ from 1983
some stunning Welsh scenery
FEATURES 96 DAIMLER LIMOUSINE

Our editor gets to experience a low-
12 E-TYPE ‘SEMI-LIGHTWEIGHT’ mileage example of the DS420
We get to sample a fascinating 110 SERVICING THE XK8
racing E-Type, a machine with proper Rob Hawkins explains the basics of
provenance and a racing pedigree XK8 care and maintenance
26 BUYING GUIDE: XJ SERIES I 118 ‘NON-FACTORY’ MASCOTS
The original – and some would say the best A look at some of the finest Jaguar
– XJ saloon comes under the spotlight mascots from ‘other’ manufacturers
CL ASSIC JAGUAR 5
UP FRONT NEWS AND VIEWS
ACTION-PACKED EVENTS
The Jaguar Drivers’ Club has
announced a trio of events to
get the Jaguar summer season
off to a flying start, kicking
off with a hands-on workshop
day for E-Type owners, held in
conjunction with SNG Barratt.
Taking place at the Jaguar specialist’s
Bridgnorth base between 9am and
4pm on Sunday 5th April, it will provide
E-Type owners with practical instruction
on tuning and setting up carburettors,
plus tips on the routine maintenance of
all E-Types. The whole day costs just £20
per person, with further details available
by emailing [email protected].
Jaguar owners are also invited to join
the JDC’s track day, a fully-marshalled
event that takes place on Friday 8th
May at Goodwood. For a total cost of
£255 per car and one driver, it’s a cost-
effective way of getting your classic
Jaguar out on the track, enabling
you to spend the day sampling one
of the UK’s most famous historic
circuits. To find out more, drop a line
to [email protected].
Finally, Sunday 7th June sees the
JDC’s E-Type Day at Prescott taking
place, with the admission price of £30
allowing one free run up the legendary
hill for all Jaguar owners, with more
runs available at extra cost. There will
also be an E-Type concours d’elegance,
while those making a weekend of it
can enjoy dinner with the club at a
nearby hotel on the Saturday evening.
More details can be obtained via
email: [email protected].
ENFIELD PAGEANT
The annual Enfield Pageant of selection of thrilling arena displays, allowing in a driver and one free
Motoring promises to be as impressive along with parades showcasing a passenger. Public admission is £10
as ever this year, taking place over the wide variety of vehicles, plus live per person, though children under
long weekend of May 23rd to 25th at bands with dancing. The Monday 12 are admitted free of charge. The
St George’s Playing Fields, off the A10 boasts the new addition of modified Pageant is a fund-raising event
in Enfield, Middlesex. Classic, custom and retro cars from more recent for the upkeep of Whitewebbs
and American cars will be on display, years, while throughout the weekend Museum and all monies raised are
along with commercial vehicles, there will be a large autojumble. used for this purpose. For further
historic caravans and motorcycles. Around 15,000 visitors are details, call 0208 367 1898 or email:
This year will see an expanded expected, with pre-booked vehicles [email protected].
6 CL ASSIC JAGUAR
LEARN NEW SKILLS

For anyone who fancies learning
a new skill this spring, the British
Motor Museum is hosting a number
of motoring-related workshops at
its Gaydon headquarters between
March and May, enabling participants
to find out more about photography
and classic car ownership.
'Is a Classic Car for You?' (priced at
£95 per person) will provide hands-
on advice for those wishing to buy
and own a classic car, with guidance
on the theory of car ownership as
well as workshop-based maintenance
sessions and an opportunity to ride
in a variety of classic cars. Then
taking place on two separate days
will be Parts 1 and 2 of ‘Living with a
Classic’ (at £80 per person), offering
classic car owners the opportunity
to develop new skills, covering the
essential areas of maintenance,
paintwork cosmetics and fault-finding. Workshop’ (at £55 per person) and (at www.britishmotormuseum.co.uk/
Finally, for those interested in ‘Lights, Camera… Cars’ (at £80), both of events) or by calling 01926 649649.
photography, the museum is offering which take place in March. Booking is All workshops include refreshments
the ‘Car Photography Introductory essential, and can be done either online and an annual pass to the museum.
NEC OPPORTUNITIES
Classic Car Auctions’ first sale of 2020 the car comes UK registered and XK140 FHC, a 3.4-litre model that
gets under way at the Classic Car & is estimated at £25-30,000. has been in the same ownership for
Restoration Show, due to take place If earlier Jaguar saloons are more almost a quarter of a century. This
at Birmingham’s NEC on March 28th your style, the 1950 MkV that’s also early-production example is an older
and 29th – with a trio of Jaguars in the sale might prove tempting, a restoration, with excellent bodywork
from the 1950s set to go under the 3.5-litre model that – like the Mk1 and Indigo Blue paintwork, and
hammer. These include a 1958 3.4- already mentioned – is a relatively it boasts various useful upgrades
litre saloon (now generally referred to recent arrival from New Zealand. like electronic ignition. Estimated
as the Mk1) with manual-overdrive, Described as “beautifully presented” at £40-45,000, the XK140 is
a recent import that benefits from and with two-tone paintwork in likely to attract plenty of interest
various subtle upgrades including Masons Black over Shell Grey, this MkV throughout the weekend of the sale.
Mk2-spec front suspension. Finished is sensibly estimated at £16-20,000. To find out more about any of the
in Pearl Grey with re-trimmed red Finally, for anyone seeking more Jaguars heading for auction, visit
leather front seats and new carpets, of a sporting experience, there’s an www.classiccarauctions.co.uk.
CL ASSIC JAGUAR 7
UP FRONT
NEWS AND VIEWS
DRIVE-IT FUN
Peter Best Insurance has
announced that it will be hosting a
second annual Drive-It Day event
at the photogenic surroundings
of Braxted Park Estate, Essex,
from 8.30am on Sunday 26th
April. It follows the huge success
of last year’s event, which saw
around 500 classic cars and many
more enthusiasts taking part.
The Peter Best Drive-It Day
is free of charge to attend,
making it a great opportunity
to meet fellow classic car
fanatics and admire a wonderful
array of vintage through
to modern-day collectable
vehicles. There will be plenty of
SPORTSTER SOLD catering on site too, including

vintage-themed food stalls.
All types of vehicles are
welcome, and Peter Best is
A fully restored Daimler SP250 recently The car had been sent to Ian particularly keen to hear from
sold for £36,800 with H&H Classics Nuthall of IN Racing for a complete car clubs that would like to take
Auction Online, just beating its top- shake-down and correction (including part. For further details about the
end estimate. The impressive survivor four-wheel alignment and optiflex day or to secure your place (the
had undergone a comprehensive geometry check) prior to the sale, event is limited to 1000 vehicles),
restoration from the ground up with a small fortune having previously go online to: www.pbis-drive-
and came complete with the now been spent bringing the Daimler up it-day-2020.eventbrite.co.uk.
extremely rare factory hardtop. to concours-standard condition.
OPEN DAY AND AUCTION

Classic Motor Cars, the renowned 1928 Swallow, built by the company
restoration company based in founded by William Lyons; described
Bridgnorth, is to hold a major car, as “probably the best ever to come to
motorcycle and memorabilia auction auction”, it’s estimated at £25-30,000.
at its annual open day on May 30th, At the other extreme of Jaguar history,
with the added reassurance that each however, is a ‘barn find’ E-Type Series II
car offered for sale (other than ‘barn FHC, a particularly late-model example
finds’) will have been inspected and originally owned by designer and
road tested by the CMC team and motor racing enthusiast John Reid OBE
issued with a certificate to confirm and estimated at around £30,000.
its condition. Nigel Woodward, CMC’s The sale will also feature a unique
managing director, told us: “We want collection of items from the Norman
to attract the very best vehicles to the Dewis collection, entered by his family
sale and make sure that buyers know and comprising such fascinating
full well that the car or motorcycle for pieces as the office desk from his took with him all over the world.
sale has been inspected by CMC.” Jaguar-based days, as well as the For more details, call Classic Motor
Among the cars on offer so far is a cherished briefcase that Norman Cars on +44 (0)1746 765804.
8 CL ASSIC JAGUAR
PARTS & ACCESSORIES FOR YOUR
E-TYPE
ISSUE 1
including technical advice and detailed schematics
PARTS ACCESSORIES TOOLS
moss--europe.co.uk | moss--europe.fr
FREE CATALOGUES
BRAKE COMPONENTS | CLUTCH & GEARBOX | COOLING & FUELLING | ELECTRICAL | ENGINE & MECHANICAL | STEERING & SUSPENSION
THOUSANDS OF CLASSIC JAGUAR PARTS NOW AVAILABLE.
E-type S1/S2 Manifo f lds

fo
(Fitting kits available.)
XJ6/
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6/
/X J12 Fuel Ta
T nks
LH
Part number: CAC55231
Ceramic Coated Mainifo

f lds
fo
Front: C18396C
Rear: C18397C
RH
Part number: CAC55221
E-Ty
T pe S1/S2 Manifo
Ty f ld Fitting Kit
fo
Part number: 07-1505
Allloyy Water Pump
S1 3.88 E-type
Mkk2 Saloon 3.8/3.4
Part number: C15694UZ
NAR Allooy Radiators
S3 V122 E-TTy
Type Manual, Alloy Black
Part numbber: C35629/AMB
JAGUAR MX-5
moss-europe.co.uK
SPECIALISING IN CLASSIC MINI, JAGUAR, MAZDA MX-5, MG, MORRIS, TRIUMPH AND UNIVERSAL COMPONENTS. PARTS ACCESSORIES TOOLS
London Bradford Bristol Manchester Paris

+44 (0)20 8867 2020 +44 (0)1274 539 999 +44 (0)117 923 2523 +44 (0)161 480 6402 +33 (0)1 30 80 20 30
NEW PRODUCTS
LATEST ARRIVALS
PRODUCT NEWS
We catch up with the latest must-have products and
accessories aimed at today’s classic Jaguar owner
E-TYPE SOCKS
A range of striking socks has
come to market via Greycar,
specialists in period motoring
clothing – and, of course,
the line-up includes the
E-Type inspired examples
shown here. Described
as a “guaranteed
talking point when
your friends catch
sight of your favourite
footwear”, the socks
use seamless knitting to
ensure no unsightly stitches
and plenty of comfort. For ease
of ordering, there’s just one size
available, which fits UK sizes
7½-11½, EU 41-46 and US
4½-7½. Each pair of socks
NEW MANIFOLDS costs £9.99 plus postage and
With an investment in brand new packing. To place an order, go
tooling for 2020, these front and rear online to www.greycar.com
exhaust manifolds are now back in or call +44 (0)1420 520452.
stock at SNG Barratt, suitable for the
Series I and II E-Type as well as the
Mk2 saloon. Despite being coated in
high-quality enamel for extra longevity, FULLY CHARGED
the manifolds offer excellent value at Jaguar parts specialist SNG Barratt is now stocking
around £165 each including VAT. To this compact but powerful battery conditioner,
find out more, go to www.sngbarratt. suitable for all 6- and 12-volt classics. Designed
com and search part numbers C18396 to keep your car’s battery charged to its optimum
and C18397, or give the sales team level with no risk of overheating, the unit features
a call on +44 (0)1746 765432. a built-in temperature control that regulates the
charging current. It also offers an auto-trickle and
maintainer feature for all lead-acid batteries, and
SHOCK ABSORBING it’s very sensibly priced at £57.60. To order, call
David Manners Group has recently SNG Barratt on +44 (0)1746 765432 and quote part
introduced a collection of high-quality number SBS1700, or go to www.sngbarratt.com.
GAZ front and rear shock absorbers
suitable for a wide range of classic
Jaguars, starting in price from just
£72.80 each including VAT. Models
covered include the XK140/150, the
MkVII, VIII and IX saloons, all three
generations of E-Type, the Mk1 and Mk2
(and subsequent 240/340), the original
S-Type, the ‘Series’ XJ range, and the
MkX and 420G. For more information
or to check availability, call the David
Manners team on 0121 544 4040
or check out www.jagspares.co.uk.
10 CL ASSIC JAGUAR
JAGUAR CHROME
RECHROMING SPECIALIST REPAIRS NEW TRIM
AsAsrechromers
rechromersforfor
many
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we grilles stripped Aluminium rocker covers and carburettor
our work
know we canweprovide
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quality, the
friendly dash pots etc.
and rebuilt
serviceservice
and professional you require
you require for REPAIRS
with new
both your Jaguar and any other classic car. vanes Carried out on all those damaged bumpers
and overiders etc.
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Tel: 01922 649992
A notable
EvenBLAST
the mostJaguar that displays
CLEANING
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CROFT STREET WALSALL, For allour
those unplated parts such as
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FEATURE CAR
E-TYPE SPECIAL
Perfect
PEDIGREE
We take a trip to Bedfordshire to sample a fascinating
E-Type, a Semi-Lightweight model with proper
provenance and a racing pedigree
WORDS: FREDDIE GEARY P H OTO G R A P H Y: M AT T R I C H A R D S O N
“T
he car is pretty good but but that of Sir Stirling Moss as he Sir Stirling went on to compare his
it needs to be damped stepped out of from behind the wheel laps of the TT circuit in the E-Type
down a little, made more of this Semi-Lightweight E-Type, with his races in earlier years on the
taut if we are going to try having completed his initial laps of island’s British Empire Trophy course,
really hard. It handles nicely, behaves the Manx TT circuit back in 1991 for and as an acknowledged maestro –
quite well and is comfortable, but if the then inaugural Manx Mountain not simply behind the wheel but also
you want to go faster you need to Challenge to celebrate the 30th then briefing his engineers in the
tighten it down a bit.” Not my verdict anniversary of Jaguar’s masterpiece. workshop afterwards – his words were
12 CL ASSIC JAGUAR
heeded and the car was driven back to suspension before passing the car first sprint, there wasn’t a single,
Silverstone by journalist Mike McCarthy, on to the legendary Peter Lander solitary moment of apprehension.
then editor of Classic & Sports Car at Sigma for additional engine and The car is always in balance, flowing
magazine. Jaguar engineering experts cylinder head improvements. smoothly from one curve to another,
Pearsons Engineering – among the After accompanying Stirling in in total control – at speeds that would
world’s most famous preparers of the passenger seat of the E-Type, have me trembling in fear, white-
C, D and E-Type Jaguars for almost Mike McCarthy wrote: “From the knuckled, were I to attempt them.”
sixty years – then got to work on the moment the flag dropped on the Arguably the greatest all-round »
CL ASSIC JAGUAR 13
FEATURE CAR
E-TYPE SPECIAL
The E-Type’s link with Stirling

Moss is there for all to see
racing driver of all time, as a Jaguar

Works driver, Sir Stirling Moss excelled
in every type of machinery he piloted
and remains a true icon of the sport.
Turning ninety years of age last year,
it’s often forgotten that young Stirling
Crauford Moss was a perfectionist
who excelled at boxing and horse-
riding long before he could drive a
motor car. Indeed, horses were his
main interest until he turned sixteen;
he was a junior jumping champion,
winning literally hundreds of cups
and a significant pile of prize money,
which came in useful when he started
driving. And could he drive! “He scaled
Everest early and he stayed there,”
said F1 and GT40 racer, Dan Gurney.
From his first full season in 1948,
Stirling Moss excelled, the unknown
newcomer winning six sprints and
hillclimbs and five circuit races,
including Goodwood. Within a year,
Stirling was competing internationally
and attracting interest and admiration
Win Percy raced this actual from big established stars, including
E-Type at Donington in 2001 the great Tazio Nuvolari.
Stirling recalled hoping that his
14 CL ASSIC JAGUAR
“The fame – plus the £1400 in prize money, minus half

to Tommy – launched Stirling’s professional career”
success with John Heath’s HWM team Jaguar Team the following year. Jaguar Competition Workshops, near
in 1949 would secure him a place in the The rest, of course, is the stuff of Coventry, of the renowned E-Type
1950 RAC Tourist Trophy at Dundrod in Jaguar legend: XK120C, MkVII, Listers, specialist Jeremy Broad, father of the
Ulster. “I was desperate,” recalled Moss. C-Types, D-Types, Mk2. And so it’s now equally famous Guy. Mr Broad and
He tried Jaguar and Aston Martin but remarkable to realise that – due to his team prepared 1E11338 following
the story was the same. “They probably the infamous Goodwood crash that so the specification of the only two
feared I would have an accident and nearly cost him his life – Sir Stirling’s special-order Semi-Lightweight cars
bring them bad publicity. I was regarded first competitive drive in an E-Type constructed by Jaguar Works in 1964.
as driving too quickly for my own good didn’t happen until he jumped at the The background to those two cars is
and nobody would give me a car.” chance to slide behind the Mota-Lita fascinating. Since both of the special-
Step forward one Tommy Wisdom, wheel of the car we are testing today. order vehicles included elements of
who had entered his own aluminium- the definitive Lightweight E-Type
bodied XK120 in the TT but offered it competition spec, they became widely
to Stirling. Tommy wasn’t as altruistic SPECIAL MACHINE known as the Semi-Lightweights. One
as he appears, though; he did a deal The car’s current custodian, a retired of them was a right-hand drive roadster
with Stirling’s father, Alfred, to cover businessman from Bedfordshire, (chassis S850817), with a Lightweight-
any damage to the car, and a second has known Sir Stirling Moss for more style hardtop amongst its many
deal with Stirling to pocket half of any than thirty years. He’s raced against special features, while its sister was
winnings. Perhaps inevitably, however, him and even competed in the a left-hand drive Fixed Head Coupé.
there was a fairy-tale ending, with ex-Moss 250F (thanks to the great The roadster version was supplied
Stirling winning outright against all man’s recommendation when he was new in 1964 to the order of Sir Robert
the big-name drivers and cars. The unavailable due to racing another car Ropner, of Darlington, County Durham,
fame – plus the £1400 in prize money at Laguna Seca in California). And while the FHC went to prominent
(minus half to Tommy, let’s not forget) so owning the E-Type raced by the French collector, Pierre Bardinon.
– launched Stirling’s professional maestro is, he says, “a bit special”. Of course, the factory built only
career, and right after the race William Chassis number 1E11338 was supplied twelve full-blown Competition
Lyons approached Stirling to ask if new by Jaguar Cars in 1965 and turned Lightweights to take on the Works
he would consider leading the Works up a couple of decades later at the teams of Ferrari with its 250GT »
CL ASSIC JAGUAR 15
FEATURE CAR
E-TYPE SPECIAL
The interior isn’t as

‘stripped out’ as onlookers
might initially expect
SWBs/GTOs and Aston Martin with Baronet’s new Jaguar was a road-legal (presumably during an age when panel
its DB4GT/Zagatos in International car – and Sir Robert kept his superb gaps mattered more than originality),
GT competition, and the Ropner Semi-Lightweight for almost seven and when the Moss car was prepared
Semi-Lightweight was a derivative years, driving it to his office pretty it was fitted with that original Works
of these cars, utilising much of the much every day. It may have been bonnet from the Ropner car. A look
Competition Department’s parts store. road-legal but it was still ferociously at the underside of the Moss car’s
Sir Robert was an enthusiastic fast – a true Grand Tourer. Indeed, bonnet certainly witnesses the repairs
motorist with a love of Jaguars, owning while Sir Robert was corresponding and scars of an exciting life! 1E11338’s
a number of their models including a with both Jaguar and Dunlop about restoration additionally followed
D-Type and three E-Types. Having seen tyres, he reminded them that chassis much of the Sir Robert Ropner car’s
how well the Lightweights performed development engineer Derrick White Works specification, with its alloy
in competition, he managed to calculated the notional top speed with boot lid, hardtop and doors.
persuade engineering boss Bill Heynes 3.07:1 final-drive ratio to be 194mph. Purchased in 1991 by Manx Motor
into building him a wonderful Semi- Racing Club director, Graham Warwick,
Lightweight, which was based upon and registered in the Isle of Man as
a steel-skinned production central CHEQUERED HISTORY 1E MN, chassis number 1E11338 spent
monocoque ‘tub’ bearing an aluminium- Historic racing great, Neil Corner, told 24 years in Mr Warwick’s ownership.
alloy bonnet and steel doors. Bonhams Auctions back in 2011 that He won the Manx Classic sports car
The engine was the robust cast- he recalled the Ropner car very well, event outright in the car before going
iron cylinder block with more practical particularly the occasion when he on to enjoy many more successes,
wet-sump lubrication, a polished and was following the E-Type one day at including historic road rallies (a Halda
balanced crankshaft and connecting 120mph and saw a puff of smoke from was fitted in glove box) and events on
rods, and a lightened flywheel. The unit the exhaust, as Sir Robert only then the Isle of Man, UK and into Europe.
breathed through three Weber twin- changed up into top gear! That’s quick Then in 2001, a decade after Sir
choke carburettors, and power was for a road car even in 2020, but for Stirling’s time with 1E11338, the car
transmitted via a five-speed gearbox, 1965 it must have been astonishing. was invited to Donington Park to
like Jaguar’s definitive Lightweight Interestingly, it’s believed that when celebrate the 40th anniversary of the
E-Type competition cars. Unlike the the Ropner E-Type was restored, the E-Type, driven this time by Jaguar
pure racing versions, however, the original Works bonnet was discarded Le Mans and British/World Touring »
16 CL ASSIC JAGUAR
Performance that impresses

today must have seemed
astonishing back in 1965
CL ASSIC JAGUAR 17
FEATURE CAR
E-TYPE SPECIAL
“The car’s current custodian, a retired businessman, has

known Sir Stirling Moss for more than thirty years”
Car star, Win Percy, who left his was constructed at the hands of a significant collection in the north of
D-Type in order to share a drive in Jaguar expert Jeremy Broad, who England. Sadly, however, that collector’s
the E-Type with Mr Warwick, putting utilised a number of parts found failing health halted restoration work
it in third position at one point. on the colossally collectible and and the car remained in storage until it
US magazine Motor Authority expensive E-Type Lightweight.” was acquired by the current owner, who
reported that “while the Moss car isn’t But what of the car now? Sadly, the had the Jaguar restored while insisting
in the same league as the twelve multi- past few years weren’t the best period that the original patina was retained.
million-dollar original Lightweights, in its long life… but there is a happy The car was entrusted to Paragon
it does have sentimental value for ending. After the Win Percy era, the Classics, who had a team working on it
any motorsport lover. After all, it car was used less regularly and by almost non-stop last year to upgrade
was piloted by Sir Stirling Moss and 2015 was sold for restoration, joining and recommission it for road and speed
18 CL ASSIC JAGUAR
The E-Type is
currently producing
up to 330bhp
at the wheels
event use. It was subsequently entered Nathan Bovingdon was on hand to specification includes a 4.2 engine to
into a number of historic touring road- reassure me: “It was a joy and a privilege race-build quality but is currently in
rallies, was featured at the NEC’s Classic to restore this car and, yes, it looks more usable fast road tune, including
Motor Show of 2019, and was invited awesome. But don’t be worried – the a Sigma Engineering head by XK
to such prestigious events as Bugatti way the car drives reflects its decades guru Peter Lander, special cams and
Prescott, the Chateau Impney Speed of development by the best Jaguar pistons, balanced crank, ally flywheel,
Festival, the Brighton Nationals, Sywell people around, so it’s not all about hi-torque starter and triple Webers.
Classic Pistons & Props, and Florida’s thunder. It just oozes class everywhere Power is stated as 320/330bhp at
Amelia Island. The current owner plans you look. Mr Lander’s cylinder head the wheels, so allowing the traditional
to continue using the car as a ‘road modifications, for example, are a 15% for transmission losses, this
GT’, as well as competing at various work of art as well as science. The equates to around 375/390bhp
historic racing events throughout the driving experience will astonish you. at the flywheel. Let’s just say that
year, driving rather than trailering it to I’m not simply talking about engine performance is ‘more than sufficient’
the circuits in ‘old-school style’ – and performance, because that’s only a and I can vouch for the fact that
hopefully driving home with some part of the whole package. We also (like the Ropner car) changing up at
silverware on the passenger seat. look after the owner’s other E-Type, a well over 100mph with the light and
gently modified FHC – and while that’s positive five-speed ’box soon begins
certainly a great example of an E-Type, to feel perfectly normal, although
BEHIND THE WHEEL this car is an experience that’s on a a 50mph cruise in the same gear is
So what is the car like to drive? It higher plane than any regular E-Type. equally fine when conditions dictate.
certainly looks intimidating and, while The handling, the road-holding, the Although the Jaguar starts
the cabin is not as stripped out as I’d steering, the braking… just get out immediately, pulls cleanly, runs cool
expected, the bark from the side-exit there and discover it for yourself!” in traffic and settles to a steady idle,
exhaust and crackle from the triple And Nathan was right. I won’t there’s just enough ‘spit and crackle’
Webers does nothing to relax me. pretend it was docile but I didn’t want to remind you – lest you start to get
Stirling Moss or Win Percy I am not. it to be. That would have been an too relaxed with the experience – that
Fortunately, Paragon chief engineer awful ‘all show, no go’ let-down. Its this is still a very special motor car. »
CL ASSIC JAGUAR 19
FEATURE CAR
E-TYPE SPECIAL
“There was no envy, despite its

obvious value; just smiles, waves and
real enthusiasm wherever I went”
Despite the car’s huge 225/50-15

‘boots’, the steering is light and imparts
such confidence. The driving position
is low (Stirling Moss apparently tossed
the seat cushion aside and the present
owner does the same, so I followed
suit) and the feeling is of being part
of the car rather than driving it. At
last, I understand what the phrase ‘an
extension of your body’ means when
racers use the expression. How can
going so fast feel so safe… so easy…
so slow? It’s addictive and it’s deeply
flattering. I got out feeling ready to
take on the world and I admit that I
enjoyed all the attention and questions
I received at the pub, when its patrons
emptied out to see what had arrived in
the car park. There’s something about a Jaguar E-type is capable of stirring undoubtedly a fine driving experience,
racing E-Type that makes people proud the blood of chaps 45 years its junior. as well as a historically significant
and happy. There was no envy, despite And that is officially A Good Thing. machine with great character
its obvious value; just smiles, waves If the spec matters to you, there’s and provenance. Despite its awe-
and real enthusiasm wherever I went. a Powr-Lok LSD, adjustable shocks, inspiring pedigree, it also remains a
But there’s something even more a Safety Devices roll bar, uprated pleasant yet formidably fast sports
important. As well as the predictable springs, lowered suspension, vented car, perfect for on-road use or in
middle-aged fans, the most excited boot, alloy radiator and header tank, one of the many prestige events
camera-phone photographers keen to internal rear brake access panels, to which it is an honoured and
record the car from every possible angle FIA-type foam-filled tank with ally invited participant, including shows,
were aged between ten and twenty. case… and much more. The car’s FIA exhibitions, historic sprints, hillclimbs
So while many people worry about the papers are from when it was running and historic road rallies around the
future of our hobby and suggest that its 3.8-litre engine, so FIA events world. Perhaps, however, it is Sir
young people are more interested in would probably require a quick return Stirling’s own message on the roof of
video games than classic cars, I can to this specification if desired. the car that says it best of all: “You
at least report back that a big silver In summary, chassis 1E11338 is know what fun it is – enjoy!” n
20 CL ASSIC JAGUAR
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MARKET WATCH
BUYING AND SELLING
MARKET WATCH
In this regular section, we take a look at some of the most
tempting cars for sale and report on others that have sold –
from affordable classics through to premium-priced gems
EARLY OPEN-TOP XK
A right-hand drive, numbers-matching as a “completely correct car and The engine has been fully prepared,
example of the XK120 OTS has come matching in every way”, giving the serviced and tuned, and a complete
to market, finished in its original Jaguar purist a chance to purchase an set of fuel lines and new coolant
colour scheme of silver grey with a early XK that hasn’t been rebodied. hoses have been fitted. The car also
red leather interior. The car was sold The chassis and bodywork are the benefits from a high-torque starter
new in early 1951 by French importer originals, including the aluminium motor and an alternator conversion,
Delecroix, its purchaser being a wealthy bonnet, boot lid and doors that as well as a new set of tyres.
British motorist who lived in Nice, early production cars came with. Yorkshire Classic & Sports Cars is
Côte d’Azur. The Jaguar was sensibly Since the Jaguar’s acquisition asking £120,000 for this impressive
ordered with the rare Robergel wire by the selling dealer, it has been XK120, a price that gets you a very early
wheels option, which meant that the treated to a bare-metal respray and example that’s in fine fettle and ready
famous rear spats could be retained. underbonnet detailing, a complete to enjoy. To find out more, go to www.
This particular XK120 is described rewire and a mechanical overhaul. ycsc.co.uk or call +44 (0)1765 609798.
CL ASSIC JAGUAR 23
MARKET WATCH
BUYING AND SELLING
AFFORDABLE XJS
For anyone seeking a late-model XJS three previous owners, the last one of its career – including every fuel stop
coupé that’s ready to use but has since 2001. And although its mileage is and its location. The Just XJS guys tell
potential for improvement, this 1994 hefty at 168,000, the car is MoT’d until us that the car drives extremely well,
example – finished in British Racing August and is ready to drive away. and that the engine starts instantly and
Green – could be of interest. Offered This XJS comes with a stamped runs smoothly. There are apparently
for sale by marque specialist Just XJS, service history and large wad of bills a few issues with the bodywork and
this 4.0-litre version has had only and invoices, as well as a detailed record some knocks and rattles coming from
the suspension (suspected to be the
front shock top bushes), but nothing
that’s overly complex to sort out.
If you’re looking for a fully usable
rolling project to improve and you
have around £2995 to spend, give
Just XJS a call on 01283 814022
or visit www.justxjs.com.
EXCELLENT X300
With the X300-series XJ being the little money, but the finest examples with Oatmeal leather upholstery,
first new model range from Jaguar with unusually low mileages are the Sovereign also features 16-inch
since the company’s takeover now achieving healthy sums. Kiwi alloys clad with a new set of
by Ford, it’s one we’re exploring Jaguar specialist Tasker & Lacy new tyres. The car is described as
in this issue’s centre-section currently has this 1996 Sovereign “stunning throughout” and comes
supplement – and, of course, it’s for sale, a 1996 example that’s with a comprehensive history, as
a modern classic that’s attracting covered just 47,000 miles from new well as a two-year warranty. Check
plenty of interest now. It’s still – and carries a price tag of £7995. it out via www.taskerandlacy.com
possible to pick up an X300 for Finished in Carnival Red metallic or call +44 (0)113 274 3362.
24 CL ASSIC JAGUAR
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Speak to our specialists or visit our website to learn about our range of
wire wheels, tyres, services and accessories for classic Jaguars
www.mwsint.com
+44 (0)1753 549 360 [email protected]
BUYING GUIDE
JAGUAR XJ SERIES I
BUYING GUIDE
JAGUAR XJ SERIES I
The Series I is regarded by many as the finest XJ of all, which
partly explains today’s hefty asking prices – but what do you
need to know before taking the plunge?
WORDS: ROB HAWKINS P H OTO G R A P H Y: JAG UA R , K E L S E Y A RC H I V E & RO B H AW K I N S
J
aguar’s most successful series we would be right behind them. As it additional rear legroom was an obvious
of saloons began its career in stands at the moment, dynamically, advantage, but the shorter-wheelbase
October 1968 with the unveiling it has no equal regardless of price.” model remained on sale for those who
of the original XJ6, a model Looking back, it is perhaps easy didn’t need the extra space. Then in July
designed to eventually replace the to see why the XJ6 was such a huge of the same year, Jaguar offered the XJ
company’s entire saloon car line-up. success. The suspension was bang up to with the 5343cc V12 engine that had
By 1969, a Daimler version of the same date, with an independent set-up both already debuted in the E-Type Series
model – badged as the Sovereign – was front and rear featuring modern coil III, giving the company a super-refined
on sale, while that same year the XJ6 springs and dampers; the steering was new flagship – badged as either the
received the accolade of Car magazine’s power-assisted; the brakes were servo- Jaguar XJ12 or Daimler Double-Six.
Car of the Year. It was clearly a success assisted and featured discs all round; The original XJ range remained in
from day one, with a total of 13,729 XJs and the proportions of the bodywork, production through to 1973, with the
being sold in 1969 alone – more than along with good all-round visibility, subsequent Series II featuring a number
twice the number of 420Gs sold during helped to make it a dream to drive. of cosmetic upgrades, including a
that model’s entire four-year career. Compared with the old 420G, the revised interior and electrics, a shallower
The motoring press agreed that the XJ6 was a modestly proportioned grille, larger bumper air intakes and
XJ6 was a game-changer for Jaguar, executive saloon, although four inches a raised bumper line. Despite just
with Autocar commenting: “If Jaguar were added to its wheelbase in 1972 a five-year career, what we now
were to double the price of the XJ6 (as an optional extra), taking its overall know as the Series I range enjoyed
and bill it as the best car in the world, length from 189.5 to 194.75 inches; impressive sales, with 1971 seeing a
26 CL ASSIC JAGUAR
The wheelarches, sills

and wings are among
the common ‘rot spots’
on the Series I XJ
Checking the condition of the

chromework is vital, as re-chroming
or replacing can be expensive
whopping 27,517 examples produced there aren’t poorly restored cars out panels cost about £130 each.
(including the Daimler versions). By there, which means that every panel There are also lots of smaller repair
the following year, production had needs checking for rust, filler and panels available, ranging from mounting
reached 650 car per week, and 900 less-than-impressive paintwork. panels for the radiator and toe boards
more workers were recruited to help Specialists such as David Manners to crossmembers and chassis leg repair
boost that figure closer to 1000 via the and SNG Barratt stock a wide range of sections. Prices vary, but large items
introduction of additional nightshifts. repair panels to address many of these appear to cost in the region of £100,
These days, however, the Series I issues, with up-to-date prices on their whereas smaller items – such as sill
remains one of the rarer members of websites. Budget for around £300- closing panels – are inevitably cheaper.
the XJ line-up, albeit also one of the £450 for a replacement outer sill, while Many large bodywork items are available
most sought after – which inevitably wheelarch repair panels generally cost too, including bonnets at around £900,
means it’s a relatively expensive between £20 and £30. A front lower while you should budget up to £500
choice for today’s XJ aficionado. valance comes in at £130-£200 and an for a door (front or rear) and £400 for
outer front door skin costs £150 (around a rear wing (cheaper repair sections
£350 for a rear door skin). Should the are available). A new steel front wing
BODYWORK ISSUES floor be in poor condition, replacement might set you back £1200-plus, while a »
If you’re tempted to take the plunge,
one of your biggest Series I XJ concerns
will be the state of its bodywork and
structure. With an all-steel monocoque,
the common areas for corrosion include
the sills, wheelarches, door
bottoms, chassis legs,
crossmembers and floors,
making it essential that
you check all such areas
for signs of rot and
previous poor-quality
repairs. Just because Series I
prices have risen dramatically
in recent years doesn’t mean
CL ASSIC JAGUAR 27
BUYING GUIDE
JAGUAR XJ SERIES I
glassfibre replacement (less than ideal,

we admit) is likely to be around £350.
ENGINE & TRANSMISSION

The majority of Series I XJs are powered
by an XK engine with a Borg-Warner
three-speed automatic gearbox. The
fairly wheezy 2.8-litre in the entry-level
XJ6 does a reasonable job, but most
owners prefer the appeal of the more
powerful 4.2-litre, which was available
from the start of production and had
already been proven in the Jaguar 420.
(The 3.4-litre XJ6 didn’t come along
until the arrival of the Series II). Both
Series I XK engines are fuelled via a pair
of SU carburettors, while the 5343cc
V12 features a quartet of Strombergs.
As an independent classic Jaguar
specialist, Ken Jenkins stresses the
importance of using the correct
blue-coloured coolant, replacing it
every two years and conducting an
engine flush at the same time. If not,
ineffective old antifreeze can cause
corrosion, a build-up of silt inside
the engine, blockages, overheating
and potential head gasket failure.
Ken also recommends using a good
quality engine oil, such as those from
The 4.2-litre XK engine

was the most popular
choice of powerplant
for Series I buyers
28 CL ASSIC JAGUAR
Replacing the straight-

six XK’s timing chain All Series I XJs were
requires a partial strip- originally equipped
down of the engine with 15-inch wheels
Morris or Millers; for the XK engines he

recommends a 20W-50 semi-synthetic, “The original XJ remained in production
whereas for the V12 he prefers a
15W-50 semi-synthetic or mineral
through to 1973, with the subsequent Series II
oil instead of the more commonly
available 20W-50, the advantage
featuring various cosmetic upgrades”
being improved oil circulation,
particularly when the engine is cold.
When viewing a prospective purchase, be fitted instead, although it requires be replaced. He also recommends
ask to see evidence of servicing, some machining of the standard using a genuine Jaguar tensioner.
including oil changes and coolant distributor; this can be completed A rope oil seal is fitted as standard
renewal. Even if the vehicle has covered by specialists such as H&H Ignition on the back of the crankshaft to form
only a few hundred miles per year, Solutions, who charge £550 to the rear main seal on the XK and
it’s essential that oil changes complete the conversion, V12 powerplants. This can dry out,
are conducted annually. which includes fitting especially if the car isn’t frequently
Poor maintenance can more modern electronic run, resulting in oil leaking from the
certainly result in simple ignition components. rear of the engine. And if the dried-
engine jobs turning into a The XK and V12’s out seal starts to rub, excessive heat
nightmare; for example, timing chains run from build-up can potentially result in engine
if the spark plugs have the crankshaft up to failure. A later lip seal can be fitted
been over-tightened the camshafts (to two instead, which avoids these problems.
or not removed for a cylinder heads for the The main gearbox mount, located
long time, they can be V12). If the timing chain from underneath the vehicle, can
difficult to extract and is particularly noisy, perish and split but remains seemingly
pose a risk of stripping it may be necessary intact by being squashed by the
the threads in the to replace the entire weight of the gearbox. It comprises a
aluminium cylinder head. assembly (tensioner, chain coil spring and two pieces of rubber,
The V12 engine’s ignition and guides). This can be which are fitted to a steel mount. New
should be equipped with a completed on all engines, components are available to overhaul
Lucas Oscillating Pick-Up but requires a partial strip- the mount and ensure the gearbox is
System (OPUS), with the down. Ken Jenkins warns securely fitted. Expect to pay around
Dunlop developed a tyre
Series I XJ12 in particular that on the V12, should the £20 for a coil spring and £65 for a pair
for the Series I XJ, still
featuring the OPUS AB3 available via specialists engine be manually turned of rubber mountings, while you should
system, which includes an like Longstone Tyres anti-clockwise, the timing budget for another £30-40 for rubber
ignition amplifier. According chain tensioner’s spring pads and other replaceable items.
to Ken Jenkins, a poor earth connection blade can be broken, in which case it
is often the main cause of problems will need to be replaced to avoid further
with this set-up. Replacement parts damage. On the XK straight-six, there’s BRAKE CHECKS
are scarce, but the more modern a brass cone filter behind the tensioner, With disc brakes all round, the front
Lucas Constant Energy System can which often gets clogged up and should outboard items feature three-piston »
CL ASSIC JAGUAR 29
BUYING GUIDE
JAGUAR XJ SERIES I
calipers that were also fitted to the more difficult because the rear brake any problems are identified with the
420 and cost around £100 to replace assemblies are inboard. They can be handbrake, don’t assume they will
(exchange refurbished). Should you accessed from underneath the rear of be easy to fix and don’t accept the
want to retain your old brake calipers, the vehicle, but a ramp or inspection pit excuse that it doesn’t matter because
then budget for around £20-70 for a is essential. For a thorough overhaul, the vehicle is MoT exempt (we never
seal kit and £20-35 for a piston. Front it may be better to remove the rear recommend avoiding the annual MoT
brake pads cost around £20 a set and subframe assembly, which not only test in favour of exemption). Check
discs can be as little as £20-50 each, takes time but will probably also lead to whether the brakes have been routinely
so if the front brakes are seized or more repairs involving the suspension, serviced and whether the brake fluid
problematic on a car that’s for sale, a driveshafts/diff and hidden bodywork. has been renewed every two or three
new set of front discs, pads and calipers The handbrake operates the rear years; even if the vehicle has rarely
isn’t going to be a deal breaker. brakes, so check that it works properly, been used, the brake fluid (it should
The rear brakes, however, are a especially on an XJ with an automatic be DOT 4) will absorb moisture,
different story. Although parts prices gearbox where many owners rely upon which can result in internal corrosion
are similar to the fronts, access is much Park to prevent the vehicle moving. If of the pipework and pistons.
TECH DATA JAGUAR XJ6 SERIES I JAGUAR XJ12 SERIES I RUNNING GEAR
ENGINE 2792 / 4235cc XK straight-six 5343cc V12 Suspension wear and tear is just as
POWER 180 / 245bhp 253bhp common on the Series I XJ as most
other Jaguars. It’s the price you pay
TORQUE 182 / 283lb.ft. @ 3750rpm) 302lb.ft. @ 3,500rpm
for superior ride quality, so listen out
TRANSMISSION 3-sp auto / 4-sp manual 3-sp auto for knocks and rattles during a test
TOP SPEED 117 / 124mph 145mph drive. If possible, lever a pry bar against
0-60MPH 11 / 8.8secs 7.4 secs any suspension bushes or mounts to
check for play. Waggle each raised road
Upper and lower wishbones, Upper and lower wishbones, wheel to check for wheel bearing and
FRONT SUSPENSION coil springs, telescopic coil springs, telescopic
dampers, anti-roll bar dampers, anti-roll bar bush play. A small amount of play in
the wheel bearings is to be expected,
REAR SUSPENSION Twin coil-overs, radius arms Twin coil-overs, radius arms
especially on the front. As for the
BRAKES
Ventilated front discs, solid rear Ventilated front discs, solid rear rear, play may be down to movement
inboard discs, servo-assisted inboard discs, servo-assisted in the driveshaft’s universal joints –
2.8 SWB 1625kg (3584lb) waggle a raised wheel from side to
SWB 1778kg (3920lb)
WEIGHT 4.2 SWB 1676kg (3696lb) side to check the wheel bearing.
LWB 1828kg (4032 lb)
4.2 LWB 1727kg (3808lb) Most replacement parts are
30 CL ASSIC JAGUAR
reasonably priced. Front coil springs, for

instance, cost around £30 each, while “If you’re tempted to take the plunge, one
a front wheel bearing kit is around £20
and a driveshaft universal joint will be of your biggest Series I XJ concerns will be
about £50. A bush kit for the front anti-
roll bar can cost as little as £10, with
the state of its bodywork”
D-bushes being around a fiver each.
An upper ball joint costs roughly £32 (a
complete front bush kit including upper
and lower ball joints is around £170),
while telescopic dampers manufactured
by Gaz and Koni cost £70-100 each.
If a front lower wishbone is damaged,
budget for around £200 for a new one
or £60 for a used one from Ken Jenkins.
Series I parts can often be cheap,
but there are two points to note here.
Firstly, look at the full price range
of parts to help determine whether
cheap is best. Secondly, if you cannot
complete a repair yourself, then the
labour time involved may be more
expensive than the parts being fitted.
Replacing a front wheel bearing, for
example, requires the hub assembly to
be removed, and so the labour costs are
much greater than the cost of the parts.
All Series I XJs came equipped
with 15-inch wheels as standard, but
many have since been changed for a
different size and/or width. Dunlop The Series I XJ offers generous accommodation, even in original shorter-wheelbase guise
designed a tyre for the Series I, which
is classified as the ER/70 VR15. The width of this tyre is 202mm, and
Longstone Classic Tyres explains more Longstone sell these Dunlops for just
on its website: “The Dunlop ER/70 over £280 each. Recently, the company
R15 was a groundbreaking tyre. The has also started selling the Pirelli P5
first production car to fit the new low- 205/70R15, a tyre developed for the
profile tyre technology was the XJ6 Series III XJ. When inspecting the tyres
Jaguar and this car left the factory on a prospective purchase, assuming
fitted with Dunlop's new ER/70 R15 the tread is in good condition, look for
SP Sport. The ER/70 R15 SP Sport also a four-digit date stamp on the sidewall
acquired the nickname Aquajet. The to indicate the year of manufacture;
Aldridge Trimming manufactures most
ER/70 R15 Dunlop Aquajet tyre was regardless of use and condition, if of the interior trim for the Series I,
also fitted to the V12 series 3 E-Type.” the date stamp on the sidewall of a » including this front door panel
Instruments can be replaced or fixed by Inspect the condition of the veneered-finish dashboard
specialists such as Speedy Cables and check that all the gauges are working
CL ASSIC JAGUAR 31
BUYING GUIDE
JAGUAR XJ SERIES I
“The majority of Series I XJs are

powered by an XK engine with a
Borg-Warner three-speed
automatic gearbox”
tyre indicates it’s more than seven allowing you to retain the original unit. The more you pay, the more you
years old, it should be replaced. Check the condition of the veneer should expect in terms of originality
dashboard from a number of angles, or standard of restoration, with lots
looking for cracks and discolouring; it can of evidence to back it up. Somewhere
INTERIOR & TRIM be restored, but it’s quite an undertaking around the middle of the price range
With sofa-sized seating and ample to remove, strip and refurbish it. Feel we mention will secure a Series I 4.2
legroom (especially in the long- around the carpets for traces of water or an XJ12 (the latter a rare machine
wheelbase models), it’s easy to see and damp, sometimes caused by thanks to its very short production
why the XJ was a huge hit during the crushed door seals but often the result run) that’s been extremely well
late 1960s and early ’70s. Both cloth of bodywork issues, such as rot around maintained and is presented to a high
and leather upholstery were offered, the windscreen or holes in the floor. standard, while any price approaching
with matching door cards and a Look inside the boot and remove the the £30,000 mark should yield one
veneer-covered dashboard housing an spare wheel and any carpeting to help of the finest survivors of all. n
assortment of Smiths gauges. Check the look for water leaks and corrosion. There
condition of the upholstery, looking for are twin fuel tanks, each one mounted
cracks in the leather, colour blemishes inside the rear inner wing area, so look USEFUL CONTACTS
and worn material. Specialists such as around the sides of them for corrosion
Aldridge Trimming can supply new seat and water. New boot trim is available Aldridge Trimming
covers, headrest covers and new foam from Aldridge Trimming, with cloth- (www.aldridge.co.uk)
for the front seat bases, backs and trimmed or painted side panels costing David Manners
headrests. A pair of leather front seat around £130 and £716 respectively. (www.jagspares.co.uk)
covers cost around £987, while new foam
H&H Ignition Solutions
ranges from just over £59 for a pair of
(www.h-h-ignitionsolutions.co.uk)
headrests to less than £160 for a pair WHAT TO PAY
of seat bases. Aldridge Trimming also Series I XJ restoration projects can Ken Jenkins (www.ukjag.co.uk)
sells a full set of trimmed door panels for sometimes be found advertised from KWE Cars (www.kwecars.com)
around £552, a wool carpet set for £395 £5000 or less, depending on their Longstone Classic Tyres
(original-spec flock is just under £560) condition. At the time of writing, (www.longstonetyres.co.uk)
and a new headlining kit for £128 or so. we spotted a rare 4.2-litre XJ6 with Martin Robey
When inspecting any Series I, test a manual gearbox, a car in need of (www.martinrobey.com)
all the gauges to ensure they are renovation work and advertised at
SC Parts (www.scparts.co.uk)
working. In most cases, they can either £3750. Restored examples, however,
be repaired or replaced; specialists appear to vary greatly when it comes SNG Barratt (www.sngbarratt.com)
such as Speedy Cables can inspect, to values, with asking prices ranging Tom Lenthall (www.tomlenthall.co.uk)
quote and repair a faulty speedometer, between £10,000 and £30,000.
32 CL ASSIC JAGUAR
Specialists in restoration, maintenance

and support of Classics & Sports cars
from the 50s, 60s & 70s.
Let us make ownership

af your classic a joy!
Whatever your dream car is..... Just enjoy driving it!

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Upgrades developed for
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All prices plus VAT and Delivery
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RAM High Performance Caliper set to suit Solid or
Shockabsorbers
www.realmengineering.com Supplied Vented Discs
From £105.00 each [email protected] From £425.00
NOSTALGIA
XK MARKETING
SELLING
THE XK
Despite its XK line-up having no trouble attracting buyers, Jaguar
wasn’t lax when it came to marketing, hence an array of eye-catching
brochures and adverts – the best of which we celebrate here
WORDS: PAUL WAGER P H OTO G R A P H Y: JAG UA R / K E L S E Y A RC H I V E
T
hroughout the career of the adverts all these years later, some US importer offered there and then
original three-generation XK of which we’ll be highlighting within to take the entire initial run of cars,
family, Jaguar published an this feature. First though, we should despite Jaguar having yet to work out
array of attractive brochures remind ourselves of the history of this the logistics of large-scale production.
and fascinating imagery, all designed to legendary Jaguar sports car line-up. And when the XK120 was displayed at
sell a sporting lifestyle and to attract Unveiled at the Earl’s Court Motor New York’s motor show the following
well-heeled sports car buyers around Show of 1948, Jaguar’s headline- year, demand only increased further –
the world. It all worked brilliantly, of grabbing XK120 Super Sports although cars were leaving the Foleshill
course, with the XK proving to be (its official name at launch) was a factory at the rate of just six a week.
a major hit for Jaguar, remaining in sensation. The firm’s newly-appointed Moving from hand-formed aluminium
production through to the start of
the ’60s. Indeed, so imaginative was
Jaguar’s marketing material of the
time, it provides us with an amazing
back catalogue of brochures and
34 CL ASSIC JAGUAR
This particular page of an early XK120 brochure highlighted the car’s Another early XK120 brochure, this one hailing the sportster’s
record-breaking speed of 132.6mph, achieved at Jabbeke in May 1949 “perfect streamlining combined with sweeping contours”
panels over a wooden frame to a was well aware that there were the development of a so-called
production-ready steel body was an potential owners who didn’t want drop-head coupé (DHC) as a more
involved process, and the first of the the discomfort of an open car and luxurious version of the open two-
steel-bodied cars wouldn’t be built until so the coupé was altogether more seater (OTS) original. The lower half
April 1950. The bodyshell was heavily civilised, offering features such as of the body was shared with the
re-engineered for steel construction, proper wind-up windows in place of fixed-head coupé, with the DHC using
using a stronger aluminium bonnet the original’s crude side screens. pivoted winding windows and a more
but retaining an ash frame for the Mechanical upgrades of the time luxurious padded and lined hood than
boot lid. Where the show car had included high-compression pistons the basic fabric cover of the OTS.
used a cut-down version of the MkV being employed, taking the XK120’s
chassis, the production cars had a compression up to 8:1 and 9:1, while a
more sophisticated development revised distributor and carburation – as XK140 ARRIVAL
of it, with the lighter weight of the well as a higher-lift camshaft and twin Although the XK140 of 1954 looked
XK120 enabling the saloon car’s exhausts – were also offered. In Europe similar to the XK120 at first glance,
heavy cross-bracing to be removed. this package of upgrades was marketed substantial changes were made to the
A metal-roofed version of the as the XK120 SE (‘Special Equipment’), body structure. Chief among these
XK120 was also being developed by in which form the car was good for was the requirement for increased
then, with the coupé being officially 180bhp, while in America it was called legroom inside the cabin, which
launched at the 1951 Geneva show, the ‘M’. The engine upgrades would be involved moving the engine and
at which point the stark interior of complemented by stiffer front torsion bulkhead three inches forward, while a
the original was livened up with a bars and seven-leaf rear springs which universal joint was used in the steering
walnut veneer dashboard. Despite the reduced body roll by 20 per cent. column to present the wheel at a less
XK120’s sensational speed, Jaguar The success of the coupé encouraged awkward angle. That wheel was also »
This launch-year brochure referred to the newcomer The fixed-head coupé version of the XK120 was
as the XK120 Super Sports on its front cover officially launched at the 1951 Geneva show
CL ASSIC JAGUAR 35
NOSTALGIA
XK MARKETING
now connected to a steering rack

rather than the box of the earlier car.
As with the XK120, the newcomer
was offered in two-seater, coupé
and drophead coupé body styles,
but the fixed-head coupé received
more substantial alterations than
the open cars. The bulkhead was
moved even further forwards (by five
inches), allowing the front seats to be
positioned forward enough for the
car to accommodate a pair of small
‘+2’ rear seats. The entire roofline was
also revised, being raised slightly and
taken further back into the rear deck
area, while the B-post was made
more upright and the windscreen
also moved forwards by three inches.
With wider doors – resulting in shorter
wings – the result was a much more
practical car which offered seating
for four (well, two adults and two
children) as well as easier access.
The drop-head coupé also
gained the two small rear seats,
with a revised hood shape to
Jaguar’s brand engine featured heavily in its XK120 marketing, which accommodate rear passengers and a
boasted that “all compromise in design has been eliminated” counterbalancing spring arrangement
This US-market advert for the XK120 boasted about its “controlled Dating from around 1951, this Jaguar advert featured the full range
power”, describing the sportster as “the finest car of its class in the world” available in America at that time, including the MkVII saloon
36 CL ASSIC JAGUAR
“Unveiled at the Earl’s Court Motor Show, Jaguar’s

headline-grabbing XK120 Super Sports was a sensation”
When launching the XK120 FHC, Jaguar

released US-market adverts announcing
that “fun’s back… when you drive the Could there be a more fitting backdrop for an XK140
sensational Jaguar Sports Coupé” illustration than Monte Carlo? Probably not…
supposedly allowing the hood to were also fitted to comply with the the engine forwards allowed an
be raised with a single hand. latest legislation. The bigger headlamps overdrive to be added as well as an
Elsewhere, the car received further were accompanied by flashing orange automatic option. The engine range
styling alterations in the transition from indicators, a die-cast alloy grille was was revised too, with the basic 3.4-
120 to 140: the boot lid was shortened also used (mirroring the style of the Mk1 litre powerplant being essentially the
and a new rear panel added to carry saloon) and larger bumpers were fitted. old SE specification offered on the
the number plate, while new lights On the mechanical front, moving XK120, now good for 190bhp. The SE’s
uprated torsion bars were also adopted,
while the lever arm dampers at the
rear were replaced with telescopic
This well-known press photograph items. A new-spec SE option was
of the XK140 showed off the available on the XK140, using the
latest model’s chunkier bumpers
and other styling revisions cylinder head from the C-Type and
twin SUs, pushing power to 210bhp.
The XK140 was a useful improvement
over the XK120, although the
repositioned engine was reckoned by
some testers to increase understeer
in spite of its improved straight-
line stability. It was destined to be a
short-lived model though, as in 1957
it would be replaced by the XK150.
FINAL VERSION
To free up extra space inside without
altering the inner structure of the
bodyshell or chassis, Jaguar cleverly
widened the upper body – the
‘glasshouse’ – by four inches when
designing the XK150, complemented
by a wider bonnet, reshaped front »
CL ASSIC JAGUAR 37
NOSTALGIA
XK MARKETING
“As with the XK120, the newcomer was offered in

two-seater, coupé and drophead coupé body styles”
The announcement of the XK150 marked the biggest The specifications page of this XK150 brochure explained
restyle of the XK, the newcomer offering a notably more that the latest ‘S’ version was “intended for those
modern look and some welcome extra space inside requiring the maximum performance possible”
wings and a higher scuttle. Slimmer so a revised cylinder head – the ‘A referred to simply as the roadster –
pillars and a larger glass area allowed Type’ – was fitted to DHC and FHC wasn’t finalised until March 1958. The
the changes to work well, creating a car versions to boost power to 210bhp, roadster was surprisingly quite different
that felt far more spacious internally, while braking was dramatically from the other two models, with the
while from the outside looking more improved via all-round discs. screen set further back, while the seats
modern and streamlined. It was, of A drop-head coupé was launched at were moved backwards by four inches
course, the heaviest of all the traditional the same time as the fixed-head coupé and – with no back seats – the rear
XK models (even though aluminium and shared the majority of its panels, deck extended to suit. For the first
doors and bonnet were retained), and while the open two-seater – generally time, wind-up windows were fitted to
the OTS, although it did use a simpler
hood mechanism than the DHC. Inside,
the dashboard was restyled, with a
leathercloth covering and a padded top
roll in a nod to safety considerations.
In 1959, an exciting addition to
the XK150 range was made with the
announcement of an ‘S’ model, which
added straight inlet ports to the
cylinder head and, aided by triple SUs,
was good for 250bhp. By October of
that year, however, a 3.8-litre version of
the engine would be offered alongside
the 3.4, available in both standard and
‘S’ spec – and with 265bhp on tap, this
meant a top speed of 140mph and a
0-60mph time of just seven seconds.
The final XK150 rolled off the
production line in late 1960, as the
company prepared itself for the
launch of the revolutionary E-Type
the following March. The XK had
succeeded in establishing Jaguar
as a world-class manufacturer of
sports cars – a reputation that the
This press photograph of the XK150 shows the newcomer in a rural setting… E-Type would continue to build upon
although what its proud owner is pointing at, we’ve no idea throughout the decade to come. ■
38 CL ASSIC JAGUAR
Leaping Cats Ltd.

THE XK SPECIALIST
Specialists in the
restoration and repair
of Jaguar Marques
Show winning restoration
and paintwork - Classic and
prestige vehicle maintenance
Full MOT/Mechanical and
Servicing Facilities.
Roll Over Body Jigs.
Low Brake Spray Booth.
Accident and insurance repairs.
Steel and Alloy Welding/Lead
Loading.
Trimming, Chroming and
Plating service available.
FOR SALE - POA - XK 120 DHC 3.4 1953 Undersealing and Wax oiling.
All matching numbers • Upgrades include: Electric power steering,
We have Won National Prizes.
Uprated frt & Rr brakes, 5 Speed gearbox, Polybush suspension,
Modified extended pedal box, 2”HD8 carbs, 2” SS exhaust system, We buy Classic Jaguar’s in any
140 Rad & electric fan, Electric ignition, LED light conversion. condition
XK150 DHC soon available From a chip or a scratch to a full nut
THE COMPANY THE TRADE USES & TRUSTS and bolt rebuild – please call us or
e-mail on:-
HEADING FORWARD INTO OUR 35TH YEAR AS A PROVIDER Brewood Road, Coven,
OF ASSURED QUALITY Wolverhampton WV9 5DA
• PANELS • PARTS • BODY SHELLS • BESPOKE.
Tel: 01902 790320
FAX: 01902 791586
Tel 02476 313139 Fax 02476 643513 E-mail: [email protected]
E-Mail: enquiries@
16 SCHOOL ROAD, BULKINGTON, NR. NUEATION, WARKS CV12 9JB julesbodycraft.co.uk
FIND US ON
www.leapingcats.co.uk FACEBOOK www.julesbodycraft.co.uk
MOTORSPORT HERO
XJ-S TWR RACER
LEGEND OF THE
RACETRACK
WO R D S: R I C H A R D H O L D S WO R T H P H OTO G R A P H Y: M I K E RO D DY C O L L E C T I O N ,
B O B TAY L O R , H E AT H E R H O L D S W O R T H
40 CL ASSIC JAGUAR
Not many cars can claim victories at the highest level in both
Europe and Australia – but Mike Roddy’s awesome XJ-S is one of
the few. We tell the tale of this fascinating racing machine
T
he XJ-S you see before you is 1984 season for the XJ-S, which was future for the three TWR-prepared XJ-S
one of just four developed by repainted in the black and gold colours cars was uncertain. Tom Walkinshaw’s
Tom Walkinshaw Racing over of John Player Special and shipped to car was sold into the private collection
the 1983 northern hemisphere the streets of Macau, where it achieved of one of his close friends and looked
winter for the following season’s an impressively close second place. destined to have an easy retirement,
European Touring Car Championship – Today, the car still carries some of the with only occasional demonstration runs
and one of the three selected to go into original traces of that distinctive livery. and a few displays to an appreciative
battle. It certainly proved successful, Most onlookers assumed that this Jaguar public. The car shown here
for the racer that’s now in the hands of was the end of a memorable – if rather – eventually destined to be owned
Melbourne-based Mike Roddy went on short – racing career for the Big Cat. by Mike Roddy – had suffered race
to score an outright victory in the Spa Fortunately, however, Jaguar Rover damage, and it too looked to have an
24-hour race, piloted by Hans Heyer, Australia had been following events uncertain future. Then came the call
Tom Walkinshaw and Win Percy. around the world, and it dawned on from Down Under, with Jaguar Rover
With Percy again at the wheel and an astute management that the team Australia seeing the opportunity for
partnered by Chuck Nicholson, the of three Jaguars would stand a real grabbing the limelight at the nation’s
XJ-S claimed another memorable chance at Australia’s premier long- greatest long-distance saloon car
victory at the Donington 500, and distance race: the Bathurst 1000. The race, held on the challenging Mount
would have won the Silverstone Tourist 1985 race would be the first under the Panorama track. Tom Walkinshaw’s
Trophy but for a sudden squall that new International Group A rules, which car was duly re-acquired by TWR and
saw the slicks losing grip within sight to an extent caught out the traditional rebuilt into 1985 specification under the
of the chequered flag, causing the car Aussie teams, who still harked back supervision of Ian ‘Blue’ Dorward, while
to crash. (The Jaguar was not alone, to the mighty Group C cars and the Mike Roddy’s car was sent to bodywork
with five other cars succumbing to the regulations that governed them. specialist QCR Motors of Nuneaton,
deluged track and ending up in the After the 1984 season exploits where it would have a complete rebuild
gravel.) But that was not the end of the throughout Europe and at Macau, the under Dorward’s watchful eye. The trio »
Mike Roddy leading the pack in the

2018 Adelaide Motorsport Festival
CL ASSIC JAGUAR 41
MOTORSPORT HERO
XJ-S TWR RACER
– now sporting 1985 race specification

– were ready to compete again and “With Win Percy again at the wheel,
were shipped to Australia to do battle.
the XJ-S claimed another memorable
HEADING SOUTH victory at the Donington 500”
The Bathurst 1000 is the highest-
profile motor racing event in Australia,
even eclipsing (and capturing more cars numbered 8 and 9 struck trouble Jaguar Rover Australia wanted to
attention than) the Australian Formula – which was what happened, although capitalise on its success. Number
One race. You’d be hard pushed to find it wasn’t all plain sailing for number 10. 10 went straight to the company’s
an Aussie petrolhead who isn’t glued to While leading the pack with Aussie prestigious Sydney showroom, where
the TV screen at some stage during the John Goss at the wheel, the car’s Recaro it commanded the prime spot for the
Bathurst 1000. But it still represented carbon-fibre seat broke free, and he next few months. The Jaguars were
a bold and imaginative move by Jaguar and his co-driver – Armin Hahne – spent then shipped to the UK to be made
Rover Australia, with the company the second half of the race bracing ready for the next season’s racing,
backing up the idea via a healthy themselves against the roll cage when the first task being to learn from the
budget in order to get the job done. number 10 went ‘light’ as it topped lessons of 1985 and the problems that
Strangely, it seems that despite the the brow of the mountain section and had beset cars number 8 and 9. It is
victories enjoyed by Mike Roddy’s car, it hurtled downhill. Any racing driver will possible that Tom Walkinshaw could
wasn’t considered to be the front runner tell you that he gets the feel of the have brought car number 8 home in first
of the three Jaguars, and didn’t even car through the seat of his pants, and place had it not been for a damaged
get a place on the giant pantechnicon to race at Bathurst – setting fastest oil cooler, which left him stranded in
transporter that had been hired and lap plus cross the finishing line first the pits for an age while it was fixed.
sign-written specially for the purpose. – with a seat that has come adrift Back in the UK, the cars were stripped
Instead, the car was accorded number certainly deserves a special place in back to basics – and then in the rebuild,
10 and arrived at the 3.85-mile Mount the annals of motor racing history. some heat shielding and coatings that
Panorama track, 136 miles to the east Despite problems besetting car were considered unnecessary were
of Sydney, on a hired trailer pulled number 8, Tom Walkinshaw and discarded, thus taking the emphasis
by a Land Rover. Out on the track, co-driver Win Percy brought it home off endurance performance and placing
meanwhile, the race strategy for Jaguar in third place. This was something of it on sprint capabilities. Weight saving
number 10 was purely as a back-up if a Jaguar bonanza and, quite naturally, was also a priority, even down to
A classic shot of the XJ-S in action during

its European competition career
42 CL ASSIC JAGUAR
Mike Roddy,
current owner
of the XJ-S
replacing steel bolts with lighter alloy letter day for fans at Fuji Speedway suffered damage and was transported
components. The cars were ready to in Japan, followed by New Zealand to Auckland and rebuilt by Ian Dorwood
repeat their success at Bathurst – but for the inaugural World Touring Car and panel wizard Mike Carey.
with less than a week to go before Championship, where two of the Big Further misfortune followed during
shipping them to Australia, Jaguar Cats were entered at two venues – the race itself, when a tyre blew on the
Rover Racing cancelled the project. the first in the streets of Wellington same car just before a pit stop while
in the North Island, and then on to challenging for the top slot. That turned
the South Island circuit at Pukekohe, out to be the final event for Jaguar
CHANGE OF PLAN some 25 miles south of Auckland. In Cars and Tom Walkinshaw. However,
What was a down-side for racing testing for Wellington, the car that the sister car went on to finish a strong
enthusiasts Down Under became a red- Mike Roddy was ultimately to buy second at Pukekohe, with Armin Hahne »
CL ASSIC JAGUAR 43
MOTORSPORT HERO
XJ-S TWR RACER
and Win Percy at the wheel, giving

Group A Jaguars a marvellous send off. “The Bathurst 1000 is the highest-
Retirement beckoned once again for
car number 10, the hero of Bathurst and profile event in Australia, even eclipsing
probably the most successful Jaguar
touring car of all time. It was sold to
the Australian Formula One race”
a private collector in the UK and then
sold on again to an enthusiast north
of the border, only being glimpsed in the life of this famous Jaguar, as the facts and figures covering the life of
public in the late 1990s on one of its father and son team shipped the XJ-S this very special Jaguar XJ-S, with
rare demonstration laps at Donington. back to Australia – the country where the evidence piled high on our living
Years passed, but in 2005 it was a the car had truly made its mark on the room table confirming just how
case of Australia entering the picture racing scene. The Aussie twosome was fastidious the car’s latest owner is.
once again in the form of Mike Roddy, keen to become the latest custodian We are learning that the moment
who operates a garage, workshops of this historic Jaguar, and the car now the Bathurst winner arrived in its new
and showroom for prestige cars in resides at the Moorabbin garage that’s Australian home, it started to reveal
the Melbourne suburb of Moorabbin, appropriately named Mike Roddy Jag some of the secrets that had made it
along with his son Jordan and daughter Services. The XJ-S was never destined so potent. Mike explains: “Rules and
Tegan. Mike, a Jaguar man through and to just sit peacefully in a showroom regs for the Group A races stated that
through, does not mince his words: “This and gather dust, however, as the competition cars should be closely
car achieved the greatest feat for the new owners promised to unleash related to their production siblings,
Jaguar marque in Australia, and when I the roar of the V12 on racetracks so the car uses the 5.3-litre V12
heard it might be for sale I had to act.” around Australia once again: “It’s not a engine allied to a Getrag five-speed
Mike and Jordan flew to Heathrow museum piece,” says Mike with a grin! gearbox.” There’s another smile: “But
to meet Paul Davis, former crew chief there is a lot more to it than that and
of the successful TWR team, and the the interpretations of those rules.”
three took a plane to Aberdeen where RACING SPEC It seems that in partnership with
the car was garaged. “I needed the My Aussie wife, Heather, and I are Cosworth’s engine guru, Alan Scott,
car authenticated, and who better sitting in our Melbourne home, not a the motor was completely redeveloped
than Paul? I looked him in the eye million miles from where car number 10 for racing. But it wasn’t only the V12
and the reaction was immediate: resides, with Mike Roddy telling us the that benefitted, as the Roddys soon
‘Here is the real thing, Mike!’” tale. He has brought with him a stack discovered that the car was littered with
Thus started the next chapter in of books, photographs, documentation, many performance-enhancing tricks
The TWR-prepared racing XJ-S

meets a later-model road car
44 CL ASSIC JAGUAR
Mike Roddy’s XJ-S was

one of three that went into
battle in the ’84 European
Touring Car Championship
and gadgets. One is the secondary

pump for engine oil, located in the
left-rear quarter panel; by flicking a
switch, the driver can replace any oil
that might be burnt during a long
run on the track. Mike Roddy is a race
driver, piloting the XJ-S with verve and
dash, and he knows what’s needed:
“This simple trick eliminates much time
in the pit stops and allows the driver
to top up engine oil, coolants and
transmission oil while at racing speeds…”
This was just one example of how
far a team of engineers had to go in
the competitive world of touring car
racing when the Jaguars were making
a name for themselves. It seems that
many of the teams stepped right up
to the limit when interpreting the “Instead of having a conventional power system feeding the oil coolers.” Engine
regulations. And TWR, in particular, steering pump, the XJ-S has TWR’s oil gets hot – very hot – in a race car
was adept at looking at the very version of a power steering pump, which and the Jaguar solves that problem by
definition of the wording as it was is a dry-sump scavenge pump from a having not one but two massive coolers.
written, building its cars accordingly. Cosworth DFV Formula One engine. With no power steering for the Big
Mike Roddy says it’s clear that is what And instead of pumping power steering Cat, Mike knows what it’s like to work
happened with the XJ-S: “One example fluid, it scavenges engine oil from the the steering wheel on car number 10
was the power steering – or not power sump feeding the engine and engine oil around some of the tracks of Australia:
steering, in this case!” Mike explains coolers. It is still technically a wet sump, “You’ve really got to manhandle it
this apparent contradiction in terms: but the way it works is like a twin-pump even at racing speeds,” he tells us. »
CL ASSIC JAGUAR 45
MOTORSPORT HERO
XJ-S TWR RACER
“In partnership with Cosworth’s engine guru, Alan Scott,

the V12 was completely redeveloped for racing”
“This would sort the men from the had been stipulated. And this is just for ourselves the car in action: “We
boys… I wouldn’t want to do that over one of the reasons why it is difficult to are racing at an historic car event at
24 hours at Spa!” And Mike Roddy is modify an XJ-S destined for racing.” Sandown Race Track next weekend
a big man at well over six feet tall! – you are very welcome.” Naturally,
When it comes to the suspension of we didn’t need to be asked twice, and
the race XJ-S, it seems that the lines STILL COMPETING on the day car number 10 looked as
were even more blurred in an effort The Roddys are fortunate in that many good as it would have done when it
to get the most out of the car. “At members of the crew from the Big took the chequered flag at Bathurst.
the rear, there is a traditional Jaguar Cat days moved to Australia and New The V12 growled into action and
independent suspension with a cage, Zealand when the XJ-S programme the Jaguar seemed to come alive,
Jaguar differential, lower arms, and came to an end. Some joined the TWR just begging to get back on the
the drive shafts still act as the top Holden racing team or became an track and do what it does best.
arms,” explain Mike. “But everything integral part of Holden’s Special Vehicle Before too long, Mike was posting
is heavily revised, and after closer Operations. And today, there are some great times on the Melbourne circuit, just
inspection we discovered that the front who will fly in from their homes in New as he did when Heather and I first came
and rear wishbone assembly units Zealand to keep a watchful eye on the across the car at the 2018 Adelaide
were built specially for the XJ-S race XJ-S when it gets back on track in Motorsport Festival, where it thrilled
cars. They look like the same parts Australia. Among them is Alan Scott, the the crowd of 40,000 with the roar of
that often carry Jaguar part numbers, original engine designer, and sometimes its classic V12. Mike and car number 10
but in reality they are vastly different the car is still crewed by Ian Dorward – set the fastest times in the sprint that
from what you buy off the shelf.” affectionately known as ‘Blue’ Dorward day, along with fastest lap in the packed
It seems it’s the same with the – who rebuilt the car for the aborted Heritage Touring Car class, and the XJ-S
engine inlet manifold. “It looks like an 1986 Bathurst campaign. Rob Benson has also shown its power and pace in
original factory sand-cast moulding, also helps, as does Dave Roberts from two Australian Grand Prix support races.
and even has the same part number the UK with vital set-up information. It is, of course, only right that we give
cast into it,” Mike tells us. “Critically Today the car is kept in first class proud owner and racer Mike Roddy the
though, when we looked closer, we competitive condition by a small team last say: “We give the car its head in
realised the casting was 30% bigger. of technicians, including Philip Carter, selected historic Group A events where
The rules were probably written in a Simon Brewer and, of course, Mike its presence is appreciated, Adelaide
way that mandated interchangeable and Jordan Roddy, while Tegan keeps and Sandown in Melbourne being
components with factory parts and an overall eye on the operation. two such occasions. No ten-tenths, of
with factory part numbers, so that they During our chat at home, Mike course, but believe me, the car comes
could be used without exceeding what Roddy invites Heather and me to see back to life when that V12 howls.” n
46 CL ASSIC JAGUAR
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WHEN FORD
MET JAGUAR
THE 30th ANNIVERSARY
PAGE 50 A VERY EXPENSIVE WEDDING
PAGE 62 X300: JAGUAR’S RETURN TO FORM
PAGE 68 XK8: REINVENTING THE SPORTSTER
PAGE 74 THE RETURN OF THE S-TYPE
PAGE 82 LOOKING TO THE FUTURE
CL ASSIC JAGUAR 49
30th ANNIVERSARY
A VERY
EXPENSIVE
WEDDING
Ford’s ownership of Jaguar isn’t regarded as a high
point in the history of either company, although
it was necessary for the British luxury marque
to survive. Richard Gunn explains the story of
a turbulent Anglo-American partnership
P H OTO G R A P H Y: JAG UA R , K E L S E Y A RC H I V E
50 CL ASSIC JAGUAR
I
t’s thirty years since the deal for
Ford to buy Jaguar was formalised.
It’s usually regarded as second only
to the British Leyland era in terms of
being difficult and challenging, although
the lows – such as the closure of Browns
Lane and controversy over the Mondeo-
based X-Type – were surpassed by
highs like the launch of the XK8 and
record production totals. Ford’s
ownership of the company marked
a fascinating period in the history of
Jaguar, one that we’ll be studying in
some depth over the next few pages.
Ford, it seems, was ill-prepared for
what it had paid an inordinate amount
of money for, struggling to return its
English patient to health. However,
without American input and assistance,
Jaguar would have struggled much
more – and might even have gone
bankrupt. Whatever the problems of
the Ford years, in retrospect they can
be regarded as a necessary evil; and
even though some difficult and bad
decisions were made, the Jaguar that
emerged the other side was leaner, Ford’s image of mass-producing cheap cars began with the
Model T and persisted throughout the decades
keener and better-placed to take on
its competitors under a new owner.
But why was Ford interested in
Jaguar at all? Well, let’s be honest… few assorted RSs notwithstanding. The the marque did at least have the luxury
people buy a Ford because they want company had built its early fortunes on Lincoln brand; but over on this side
a high quality, luxurious performance the Model T and pioneering assembly of the Atlantic, if you wanted high
car that will impress their neighbours lines, and that image lingered; it was specification in a Ford, then you went
and workmates. That’s just as true now famous for mass-produced family for something with a Ghia badge. And,
as it was in 1990, or at any other time cars for those buyers on a budget. in Britain in particular, the Ghia name
in the Blue Oval’s history, cars such as This perception was even stronger didn’t quite have the cachet it had
the GT40, Mustang, Lotus Cortina and in Europe. Back in its USA homeland, once had. The constant references by
Del Boy to his lurid green, tigerskin-
clad Capri Ghia during Only Fools
and Horses throughout the 1990s
would help cement Ghia’s fall from
grace here. Ford recognised this, but
perceived that the luxury car market
was going to become much larger. It
wanted a slice of the prestige pie.
And so it started looking around to
see what was available. Saab and Alfa
Romeo were both considered, and Ford
also started purchasing shares in Aston
Martin from 1987, but that was a very
niche, aspirational brand for sports
cars well beyond the reach of most
mortals. Then its gaze fell upon Jaguar,
which under chairman John Egan had
revitalised itself during the 1980s. The
British Leyland era hadn’t been kind to
the company, with underinvestment,
poor quality, industrial unrest and bad
management all conspiring to take
the shine off the sparkling jewel that
Sir John Egan with the 100,000th XJ6, built in September William Lyons had polished almost to
1989 – just months before Ford acquired the firm perfection during the 1960s. When
Egan took over as Jaguar’s chairman »
CL ASSIC JAGUAR 51
30th ANNIVERSARY
in 1980, there seemed little chance of

things getting better while his charge
remained part of the cash-starved,
nationalised BL morass. Total output
for that year was just 14,000 cars,
and losses were nearly £50 million.
GO IT ALONE
Egan was a strong-willed, efficient boss
with an unwavering belief in Jaguar –
something that had been lacking during
the 1970s. He sought to separate it
from the other BL businesses and give
it greater control over its own destiny.
Nevertheless, the best way forward
seemed to be complete independence;
Sir William Lyons remarked in 1981 that
Jaguar should “go it alone… I think it’s
a very good idea to sever Jaguar links
with BL. Jaguar should be a separate
entity.” As the company’s father, his
American money was vital to Jaguar’s words held considerable weight.
survival, with chairman Sir John The decisions made by Egan were
Egan favouring GM over Ford tough, no-nonsense and quite risky
in places. He set about streamlining,
Sir John Egan carried Jaguar out of the remains of British Leyland, oversaw
its brief independence, and was in charge when Ford bought it
52 CL ASSIC JAGUAR
Jaguar’s new(ish) Design Centre in

Whitley was one of the assets that
came to Ford with its acquisition
shedding about one-third of the

10,000 employees. Quality was “Ford perceived that the luxury car market
improved and delivery times slashed.
New engines were also introduced,
was going to become much larger… and
with the XJ-S gaining the slightly less
thirsty High Efficiency (HE) V12 unit in
it wanted a slice of the prestige pie”
1981 and becoming the beneficiary of
the considerably more frugal 3.6-litre
straight-six AJ6 unit in 1983. But Egan appealing… at least on the surface. £1.4 million in 1989. Contrast that with
also raised prices, a gamble given that Egan, in charge of a fully independent the 1986 figure, and the privatised
Jaguar’s two-model range was long-in- company, had to make it stand on its company’s late-1980s fall had been
the-tooth. It could have backfired badly, own feet. There was no safety net just as dramatic as its early-decade
but he was helped by a weak pound now. And, initially, everything seemed rise. The XJ40 wasn’t helping things,
and a strong American economy, which rosy. The XJ40 was launched in 1986 having been rushed onto the market
meant healthy income from US sales. (the same year that John Egan was without all of its flaws being ironed
The result was that annual profits knighted) and, while it might not be out; reliability issues were harming its
rose from £10 million in 1982 to £121 as universally revered as some of new car honeymoon. Anybody who has
million by 1986; a remarkable leap its forebears these days, its blend ever driven an early XJ40 will know
in just four years. It also made the of updated looks and technology the worry that comes from wondering
decision by the British Conservative seemed the right product at the right which fault its electronic dashboard
government of Margaret Thatcher time. But then came the 1987 Wall might randomly decide to flash up next.
to privatise the company in 1984 a Street Crash and, while it affected That left Jaguar vulnerable to
lot easier to understand. Few might countries across the globe, the USA takeover, although government
have been brave enough to invest in inevitably felt the worst effects. Sales safeguards prevented any one party
the Jaguar of the ’70s, but the mid- in America fell and caused Jaguar’s buying more than 15 per cent of
1980s incarnation seemed a lot more profits to plunge, amounting to just shares until December 31st, 1990. »
CL ASSIC JAGUAR 53
30th ANNIVERSARY
When Ford took a long,

Prior to its hard look at Jaguar post-
acquisition of purchase, it found worn-
Jaguar, Ford’s out equipment and paint
most upmarket standards well below
offerings in those of German rivals
Europe carried
the Ghia badge
Nevertheless, in September 1989, Ford

indicated it wanted to acquire as many
shares as possible. Jaguar’s revival of
reputation coupled with its weakened
financial situation made it exactly the
sort of luxury acquisition that Ford
wanted; but this wasn’t welcome
news to Egan. The company had only
been independent for five years and
now it looked like it was going to be
consumed by a huge conglomerate
again: “I suppose it is a bit flattering to
think that we have created something been enough to frighten Ford off. for Ford but it came at a premium
worthwhile with good products, good The spanner in the works came from price. The US giant had to shell out
dealers and good customers that so the British government. On November £1.6 billion for a company that built just
many very much larger companies 1st, 1989, secretary of state for Trade over 43,000 cars during 1989 and had
now appear to want,” he admitted. and Industry, Nicholas Ridley, said he two production plants (Browns Lane
was lifting the 15% share restriction in Coventry and Castle Bromwich, near
early. Ford by now had already acquired Birmingham), as well as the ex-Daimler
FORD VERSUS GM a 13.2% stake in Jaguar, and the facility at Radford building engines,
Neither was Ford’s intent welcomed by following day confirmed its intention and a design and engineering centre
Ford’s biggest rival, General Motors. to take over completely. That Thatcher in Whitley, both within the Coventry
The American owner of Vauxhall and had wanted Ford to buy Rover and conurbation. Plus, of course, there
Opel had begun addressing its own lack Land Rover four years previously may was the appeal and reputation of (and
of a sporty and prestigious persona well have had some bearing. GM did its the goodwill of customers towards)
in Europe by buying Lotus in 1986 sums and found it couldn’t – or didn’t the Jaguar name. But it was still a hell
and, during 1989, snapping up 50% want to – compete, especially as share of a lot of money, and Ford made it
of Saab. It could not bear the idea of prices had now rocketed up and pushed clear that it expected Jaguar to build
Ford getting its hands on a prize like the total value of Jaguar (on paper at many more cars – potentially as many
Jaguar, however, and so GM threw its least) to over £1 billion. It withdrew as 200,000 per annum – in order to
hat into the ring and started talking from the bidding war and went off to repay its investment. When Egan met
to Egan, albeit claiming it wanted the console itself in Sweden by purchasing Ford’s chairman, Harold ‘Red’ Poling,
British firm to remain independent all of Saab instead, an outcome that for the first time, the Ford man’s words
overall and had no plans for a takeover. didn’t end happily for either party. to his Jaguar counterpart were: “What
Just a GM minority holding might have The way was now completely clear am I going to tell my shareholders?
The XJ40 boosted Jaguar’s fortunes

during its brief spell of independence,
although quality control issues
were common on early examples
54 CL ASSIC JAGUAR
John Egan with Sir

William Lyons, two
men who wanted
independence for
Jaguar – but what
would Lyons have
made of its subsequent
American ownership?
“I’ve paid five times book value for a car company. I can’t
think of any car company worth even book value”
I’ve paid five times book value for a

car company. I can’t think of any car The chairman of Ford
company worth even book value.” when it acquired
Jaguar was Harold
‘Red’ Poling, who was
CONFIDENCE, less than impressed
by the price paid
EXCITEMENT
Sir John Egan put a brave face on
things, publicly showing optimism
even though the GM option had
been his preferred choice: “I view
ownership of Jaguar with a great
deal of confidence and excitement,”
he wrote to the workforce. “Several
assurances have been given by Ford
regarding our future.” It was a very
good deal for shareholders, even if it
did end overall independence, although
Egan had secured the promise of
considerable autonomy. Announced
in the closing months of 1989, the
deal wasn’t formalised until the
beginning of 1990, when Ford finally
got a chance to have a proper look at »
CL ASSIC JAGUAR 55
30th ANNIVERSARY
“When you go to a fancy restaurant,

you go for the steak and the sizzle.
You have paid £300 million for the
steak and £1.3 billion for the sizzle”
what it had expensively acquired. Jaguar. Equipment was worn out and
It might have wished it had done working procedures and conditions
a GM and pulled out. Jaguar’s assets were still mired in the British Leyland
were calculated at around £300 million era. He would later comment: “It
and it needed urgent investment. wasn’t that Jaguar’s quality was bad,
“When you go to a fancy restaurant, it was horrendous. It was a terrible Nick Scheele was
chairman of Jaguar
you go for the steak and the sizzle; organisation making terrible cars.” for seven years
you have paid £300 million for the His words at the time didn’t exactly from 1992 and did
steak and £1.3 billion for the sizzle,” endear him to his new workforce, with much to increase
Egan reputedly told Poling when an infamous quip that the only factory productivity
confronted with this nugget. It’s he’d seen that was worse than Browns
small wonder that, soon afterwards, Lane was the GAZ plant in Russia.
Egan announced his resignation A study revealed that while it took the assembly lines wasn’t even plugged
as chairman, effective in June. He a Japanese luxury car manufacturer in – because there was a portable
was never going to fit in at Ford. twenty hours to complete one car and power tool using its socket instead.
It was inevitable that Ford would German firms eighty hours, Jaguar When an attempt was made to plug
bring in one of its own to replace him, employees laboured 110 hours over the gauge in, it was found the lead
and Bill Hayden – Ford of Europe’s the same task. One story recounted wouldn’t even reach. He wasn’t that
vice-president of manufacturing – got by Hayden is indicative of the impressed by the management either,
the job. He may have been British difficulties and entrenched attitudes he resorting to arranging early meetings
but he was a Blue Oval stalwart, discovered. On a visit to the Radford at 8am just so he could get executives
having worked for the company since engine plant, he found thousands of to turn up for work before 9am.
the early 1950s. And he was also rejected V12 blocks and heads. An An early decision was to cancel
pretty appalled by what he found at electronic gauge at the end of one of the XJ41/42 F-Type sports car, the
The revamped XJS of 1991 was

the first ‘new’ Jaguar to emerge
under Ford ownership, successfully
modernising the old sportster’s look
56 CL ASSIC JAGUAR
development of which had been

limping along since 1980 and was
still at least four years away from
production. While its name hinted at
a lithe and exciting E-Type successor,
the reality was that it was “overweight,
underpowered and inadequate”, leading
Hayden to say of the proposed XJ-S
replacement: “Let’s kill the damn thing”.
More Ford men were brought in to
bolster Jaguar’s teams, including Clive
Ennos as the director of vehicle and
concepts engineering. It was his brief
to lead a team to urgently come up
with XJ40 and XJ-S replacements, with
a diversification into smaller models, Wolfgang Reitzle became the boss of Ford’s Premier Automotive
intended to compete with BMW, once Group – into which Jaguar was placed – during 1999
these were up-and-running. It was
hoped these later compact saloons
would push production tallies into
the hundreds of thousands per year, Ford’s plant at Halewood
rather than just the tens, and help in Merseyside became
repay Ford’s over-investment. associated with Jaguar
One immediate way of reducing costs when it was picked to
start building the X-Type
was to start using Ford components
– or at least parts commonly used in
Fords but manufactured by outside
firms. Because Ford bought in massive
bulk, it could negotiate better prices.
It may only have been of the order
of a fraction of a penny per nut, bolt
or screw, for example, but magnified
over all of those bits required for
one car, and then further multiplied
over all the cars Jaguar might build
in a year, the savings could be
considerable. Ford working practices
were also introduced, resulting in more
productivity. The leads were probably
longer on electronic gauges, too.
MISSING HYPHEN
The first concrete public signs that Ford would dog the American conglomerate The more personable Nick Scheele’s
was striving to improve things came throughout its custodianship of the task was to keep Jaguar heading in the
with the revamped XJS of 1991. Even British firm, and to a certain extent right direction, for it still had a long way
the dropped hyphen could be regarded continues to do so even today. to go. In the absence of any completely
as an exercise in cost-cutting, because it Bill Hayden retired as chairman in new models, improving quality and
was one extra character that didn’t have 1992 and his place was taken by Nick reliability were paramount concerns.
to be typed, printed or manufactured. Scheele on April 1st that year. He was “We have to persuade people that
Every little bit helped. Actually, Ford another Brit who had served Ford for a there’s a big difference from four or
didn’t have that much to do with the long time, including a spell running its five years ago; that you don’t need to
nips and tucks on the 16-year-old Mexican operations. Hayden had done buy two Jaguars because one’s in the
sportster, much of it having been much; Jaguar was more productive, garage all the time,” Scheele noted.
finalised before the company’s takeover, costs had gone down, there was 80%
but build quality generally improved. less wastage on assembly lines and
This was positive news. But it was the staff bill was smaller. He freely ALL-NEW ENGINE
against the negative backdrop of Ford admitted some years later that terror While fresh cars were taking a little
making redundancies and trimming was one of the weapons he’d utilised while to come to fruition – although
the staff roster from 12,000 to 8000. to help achieve these outcomes: “I they were being worked on – there was
To the outside world, it seemed like wanted fear; I did want fear. I wanted a new engine to crow about at least, in
the big Ford fish that had snapped up people there I could get on with. I the form of the AJ26 V8 unit, to be built
the small Jaguar minnow was making thought I could provide the fear. But at Ford’s Bridgend factory. It was also
ruthless cutbacks. It was a view that you had to get their attention.” a promising indication that, while some »
CL ASSIC JAGUAR 57
30th ANNIVERSARY
“We have to persuade people that there’s a big difference

from four or five years ago; that you don’t need to buy
two Jaguars because one’s in the garage all the time”
Ford parts were finding their way into year, the X300 being a major factor in
Jaguars, there was also a willingness to that, representing 85 per cent of the
indulge the individuality of the marque, marque’s sales. Behind the scenes, focus
for Ford was hardly a company without could intensify on the development
access to V8s and had off-the-shelf of the X200 compact saloon – what
motors it could have used instead. would become the S-Type – and the
Production in 1992 was 20,000 X100-series XK8. The latter was
cars, and it was estimated that the launched in March 1996, to replace the
company was losing over $1 million XJS. It was the first true Ford-Jaguar,
(about £650,000) a day. But after developed in its entirety under Blue
that, things started to pick-up as Oval ownership and making use of
economies around the world improved, the new V8 engine. And it was a major
hence Jaguar’s 1993 tally of 30,102 success, not just in sales terms but
vehicles. The following year saw the also in the way it resurrected Jaguar’s
X300-series XJ6 replace the XJ40 sporty image by invoking the E-Type.
variant, with a return to the softer Thoughts now turned to X400, the
curves of the Series XJs. The looks project designation for what would
may have referenced the past, but become the X-Type in time. This family-
the quality didn’t – it was a significant sized executive machine would take
step up from the XJ40, which had Jaguar into BMW 3-Series territory,
Ian Callum took over as the director become rather infamous for its flaws. and Ford envisaged selling 100,000
of design at Jaguar in 1999 In 1995, Jaguar recorded a £26 per annum. It would also result in more
million profit for the final quarter of the jobs, going some way to top up the
The X300 was a step up from

the XJ40, with Ford ensuring
improved quality as well as
curvaceous looks more in
keeping with tradition
58 CL ASSIC JAGUAR
numbers culled earlier on in the decade.

Because of how many were envisaged,
there were some thoughts of building
it abroad – the USA and Germany were
considered – but in November 1997, the
decision was taken to keep all Jaguar
production in the UK. The Ford plant at
Halewood, near Liverpool, was picked
as the place to put together this most
Ford-ish of baby Jaguars. The deal
was sweetened by a £43 million grant
from the government, to safeguard
jobs in an economically deprived area.
The X200 was announced as
the S-Type at the end of 1998 and
tapped into the current trend for
retro-styling. It was undeniably of The X-Type came in for criticism
the Jaguar family on top, even if from some quarters for its
the platform underneath was Ford/ Mondeo-based platform
Lincoln. It went on sale in the spring and ‘shrunken XJ’ styling
of 1999, with Ford now envisaging
Jaguar sales hitting 200,000 once
joined by the forthcoming X-Type. which he also ran. This bundled Ford’s differences between the brands,
high-end marques of Jaguar, Aston especially in the eyes of potential
Martin, Lincoln, Mercury and newly- customers. However, Land Rover and
PREMIER GROUP acquired Volvo together, with Land Jaguar would start to become very
Nick Scheele was replaced as the Rover being snapped up and added closely integrated, far more than any of
chairman of Jaguar in March 1999 by during 2000. The thinking behind PAG the other companies. Soon afterwards,
Wolfgang Reitzle, formerly of BMW. was that all these companies could one of the more celebrated names to
His appointment marked the formation share resources, parts and engineering, be linked with Jaguar – Ian Callum –
of Ford’s Premier Automotive Group, despite there being some very obvious joined as design director following the
unexpected death of his predecessor,
Geoff Lawson. Callum had been behind
The Jaguar XK8 was arguably the 1994 Aston Martin DB7, a model
the most significant model to effectively reborn as the XK8 two years
appear during the Ford years later once redesigned by Lawson.
Jaguar production in 1998 had
reached 50,000, rising to 86,325 in
1999 thanks to the S-Type. However,
this was below expectations of over
100,000 units; rather than attracting
a lot of new customers from rival
firms, it seemed that a substantial
number of buyers were switching
their allegiance from the XJ and XK,
as sales of these fell substantially.
The new X-Type was finally unveiled
in February 2001, also featuring
retro styling – although its ‘shrunken
XJ’ looks on a Ford Mondeo-based
platform soon attracted criticism,
with many pundits suggesting it
simply wasn’t ‘Jaguar enough’. It also
emerged at the tail-end of the trend
for design that channelled past designs.
At least the more substantial X350
XJ that followed close on its heels in
2002 was much more in the mould
of the marque, with all-aluminium
construction showing that Jaguar could
also look forward as well as back.
Total Jaguar sales in 2003 were
126,100; and while this was a record
for Jaguar, and a figure that Sir William »
CL ASSIC JAGUAR 59
30th ANNIVERSARY
“In a shock to all enthusiasts, it was revealed that the marque’s

traditional home at Browns Lane in Coventry was to close”
Lyons could only have dreamt of, it

was still well short of the 200,000
hopefully envisaged. One of the
problems seemed to be Jaguar’s sister,
Land Rover. SUVs were becoming
increasingly popular, and many of those
who might have once purchased an
XJ now regarded a Range Rover as a
better option instead. It was becoming
obvious that Jaguar was still a long
way from where Ford wanted it to be,
especially after sales plummeted to
84,025 in 2005, despite the fresh and
comprehensive range. The expansion of
the previous decade went into reverse,
and in a shock to all enthusiasts, it was
revealed that the marque’s traditional
home at Browns Lane, Coventry,
was to close. To many, it seemed like
ripping the very heart out of Jaguar.
Ford itself was in serious trouble by
now; financial problems in the USA
helping contribute to a staggering
$12.7 billion loss in 2006, the largest
in the company’s history. It needed
money badly and flogging off assets The closure of the historic Browns Lane headquarters sent
was an obvious move. In June 2007, shockwaves throughout the Jaguar community
Ford told the world it wanted to
sell not just Jaguar but Land Rover
too, as a job lot. The two firms had India’s Tata Motors completed the billion. Eighteen years previously,
become so intertwined thanks purchase of Jaguar and Land Rover in Ford had paid £1.6 billion for Jaguar,
to PAG that it would have been June 2008. The cost was $2.3 billion while the price tag for Land Rover
difficult to quickly separate them. for the pair, the equivalent of £1.15 in 2000 was £1.85 billion. This £2.3
billion loss was worsened by Ford
also having to pay £300 million to
Despite its traditional appearance, Jaguar’s top up employee pensions. And then
X350-series XJ was revolutionary for its there was the £5 billion invested in
weight-saving aluminium bodyshell the two brands over the years, with
the bulk of that consumed by Jaguar.
The Leaping Cat had cost the Blue
Oval a huge amount of money.
Tata would manage what Ford
hadn’t been able to; within five years,
Jaguar was back in profit as a part
of the Jaguar Land Rover combine,
with newcomers like the XF playing a
major part in this. Although customer
deliveries of the XF began just before
Tata completed its acquisition of
JLR, the Ian Callum-penned model
reinvented the Jaguar look and paved
the way for other non-retro models
under the marque’s latest ownership,
including the X351-series XJ saloon
and the subsequent F-Type sportster.
Ford had laid the foundations for
Tata to build upon… but that’s
another story for another time. ■
60 CL ASSIC JAGUAR
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30th ANNIVERSARY
RETURN
TO FORM
The X300 marked a turning point for the XJ saloon, with its
traditional styling cues winning it many friends. We take a look at the
model’s successes and get behind the wheel of the very last example
WORDS: PAUL GUINNESS P H OTO G R A P H Y: M AT T WO O D S
62 CL ASSIC JAGUAR
CARS FROM
THE COLLECTION
PART FOUR
W
ith Ford in control at Jaguar line-up back in 1990 would What happened next showed a touch
Jaguar from 1990, it grow to see four separate models on of genius by Jaguar’s new decision-
was inevitable that the offer by early the following decade, makers, who realised that the XJ40
American giant would thanks to the debut of the S-Type in was still a fine machine in so many ways
look to expand the model range of 1998 and the more compact X-Type – and was therefore an excellent basis
its newly-acquired British marque. three years later. Ford knew, however, for a major revamp. With altered styling
Given the enormous sums involved that the models it had inherited via its more in tune with Jaguar’s heritage, an
in the purchase of Jaguar, it was Jaguar purchase would need replacing XJ40-based newcomer could be brought
essential for the company to see an before then; the XJS dated back to the to market cost-effectively, giving the
increase in global sales; some of this mid-1970s, while the XJ40-generation marque’s image a boost in the process.
could be achieved through product XJ had been on sale since 1986. In The end result was, of course, the new
improvement as well as a focus on build the world of luxury saloons, that X300 generation of 1994, the car that
quality and reliability, but additional meant the current Jaguar saloon was saw Jaguar’s legendary XJ saloon range
models would obviously be required more than halfway through a typical returning to more traditional aesthetics.
in order to gain extra market share. life cycle, and so the question of its It was all very clever, for the X300
What was essentially a two-car replacement was up for early discussion. managed to look significantly different »
CL ASSIC JAGUAR 63
30th ANNIVERSARY
from its predecessor, despite sharing

the same platform. Indeed, the X300 “The X300 managed to look significantly
was essentially a re-skinned version
of the eight-year-old XJ40, featuring
different from its predecessor, despite
a traditional bonnet line that followed
the shape of the quad headlamps
sharing the same platform”
and was therefore reminiscent of the
old Series III XJ range. Combine that
with a subtly more curvaceous overall AJ6 unit being smoother, more refined 1995 model year came various long-
look (as well as integrated body- and – as we were to find out later – wheelbase versions, codenamed X330
coloured bumpers) and you had an XJ more reliable than ever. The X300 and featuring an extra six inches of rear
that managed to look both fresh and may have looked like a traditional legroom and an inch more headroom.
authentically Jaguar at the same time. Jaguar, but in every other respect it It was the launch of the XJR that
It wasn’t just in terms of style that was a drastic improvement on what brought some welcome excitement
improvements were made, of course, had gone before, giving buyers a to the X300 range, however, with this
as Jaguar was keen to ensure class- genuinely capable alternative to the supercharged saloon providing cut-price
competitive build quality and reliability German competition of the time. competition to such high-performance
for the company’s first new model under offerings as the BMW M5. With its
Ford ownership. A major investment 4.0-litre AJ16 powerplant mated to
was made in new manufacturing RANGE EXPANSION an Eaton M90 supercharger, the XJR
techniques, with the latest in body- The X300 was available in a choice saw its maximum power increase from
welding robots helping to ensure of different trim levels, a range that 249bhp to 326bhp, with peak torque
impressive panel fit and precision comprised the 3.2-litre XJ6, the boosted from 289lb.ft. to a mighty
compared with previous-generation XJs. Sovereign (available as a 3.2 or 4.0 378lb.ft. The XJR also looked different
The X300’s adoption of Jaguar’s model), the Sport (complete with from the rest of the X300 range thanks
latest AJ16 six-cylinder engine helped wider wheels and stiffer suspension) to its body-coloured grille surround,
to reinforce the newcomer’s image, and – for the 1997 model year – the mesh grille, larger exhaust tail pipes,
with this development of the XJ40’s Executive. Part-way through the special wheels and other upgrades.
64 CL ASSIC JAGUAR
CARS FROM
THE COLLECTION
PART FOUR
The interior of this final X300 saloon is

in original and unmarked condition
The unique XJ has

covered just 1039 miles
A V12 version of the X300 was also or V12 power), although in the crucial US
available (following on from the short- market these Daimler-spec models were
lived model that arrived late on in sold instead with Vanden Plas badges.
the XJ40’s career), with the 6.0-litre Few X300 buyers would be
version of that legendary powerplant disappointed with the performance
developing an impressive 318bhp. As on offer, as even the smallest-engined
with all previous XJs, the X300 was models were fine road cars. Indeed,
offered in Daimler guise too, known the 3.2 was no slouch, with its 219bhp
as the Daimler Six and Double-Six ensuring a top speed of around
(depending on your choice of 4.0-litre 139mph, hitting 60mph from rest »
CL ASSIC JAGUAR 65
30th ANNIVERSARY
in less than nine seconds. Regular 0-60mph time of just 5.9 seconds. full year on sale, the range started
4.0-litre (249bhp) versions were Such an extensive range meant there at just shy of £30,000 – a sum that
obviously quicker (144mph, with 0-60 was a new-generation XJ to suit most would have bought you an entry-level
in 7.8 seconds), while the XJR was the potential buyers, aided by some very XJ6. The XJR topped the Jaguar-
fastest of all thanks to its artificially keen pricing in the car’s home market. badged model range at £47,479 (just
limited top speed of 155mph and In 1996, for example, the X300’s final £200 more than the long-wheelbase
version of the 4.0 Sovereign), while
the Daimlers ranged from £52,279
for the regular Six to £66,479 for
the long-wheelbase Double-Six.
END OF THE LINE

The series of saloon codenamed X300
was relatively short-lived, with the very
last car – the stunningly original example
you see in the photographs – rolling off
the line on July 2nd, 1997. Finished in the
popular hue of Carnival Red, the 3.2-litre
XJ Sport was immediately transferred
to the Jaguar Daimler Heritage Trust’s
collection for preservation, and it
remains on display now at the Gaydon-
based Collections Centre. We were
lucky enough to experience the car a
few months back, however, when the
JDHT allowed us behind the wheel
for the fine-weather photo shoot – at
which point, this unique example’s
“Everything about it looks as

it would have done back in ’97,
from its unmarked interior to its
immaculate engine bay”
66 CL ASSIC JAGUAR
CARS FROM
THE COLLECTION
PART FOUR
mileage stood at an astonishingly astonishingly quiet throughout the

low 1039. Yes, that really is just over a rev range, while changes through the
thousand miles covered from new. four-speed automatic transmission are
As you’d expect, this treasured X300 equally impressive for their smoothness.
is in absolutely impeccable condition, These days, of course, the X300 is
having spent the last 23 years as one revered by many enthusiasts as one
of the JDHT’s museum display cars. of today’s top modern-classic buys,
Everything about it looks as it would renowned for its value for money and
have done back in July ’97, from its well as being one of the most durable
unmarked interior through to its Jaguars of the last thirty years. Low-
immaculate engine bay. Even the tool mileage cars do come to market and
kit that can be found (as with any X300) inevitably command a premium, but
under the bonnet is in unmarked and this 1039-mile example is surely the
unused condition, with each item still least-used of all today’s survivors – and
in its original plastic wrapping and the being the very last example produced,
spare bulbs still in their proper place. it has a unique place in Jaguar history.
Out on the road, this little-used XJ The X300 proved to be a major
drives like a brand new example, with success for Jaguar, selling 92,038
none of the creaks or rattles that can examples in total – with 1995 alone
afflict higher-mileage X300s. The whole seeing more than 36,000 finding buyers THANK YOU
on-road experience is akin to jumping worldwide. Its career was a short one, We’re grateful to Tony Merrygold, vehicle
aboard a time machine, travelling however, as by 1997 the aesthetically collection manager at the JDHT, for
back to 1997 and heading away from similar XJ8 was waiting in the wings, allowing us access to this final X300. If
a Jaguar showroom in a brand new XJ bringing eight-cylinder power to the you haven’t yet visited the Collections
Centre, located next to the British Motor
Sport, so impressively taut is the car’s XJ line-up for the first time ever. That
Museum at Gaydon, Warwickshire, we
suspension and so smooth and refined makes R300 WKV not only the very last highly recommend it as a must-see
its AJ16 powerplant. Where a high- of the X300-generation Jaguars but also destination. Further details can be
mileage X300 can suffer from a noisy the final traditional XJ6 – and by any found at www.jaguarheritage.com.
timing chain, this example’s engine is standards, that’s quite a claim to fame. ■
The 3.2-litre
powerplant is The tool kit is unused,
super-smooth with items still in their
and barely run in original wrappings
CL ASSIC JAGUAR 67
30th ANNIVERSARY
REINVENTING
THE SPORTSTER
Despite further development under Ford’s ownership, the
long-lived XJS couldn’t last forever – and by the mid-1990s
its successor was waiting in the wings. We take a look at
the story behind the Jaguar XK8
WORDS: PAUL GUINNESS P H OTO G R A P H Y: K E L S E Y A RC H I V E / JAG UA R
J
aguar has been no stranger to marque being part of the financially Blue Oval was the development and
peaks and troughs throughout challenged British Leyland empire. The launch of the car designed to finally
its long career, with production Ford ownership period that began succeed the long-running XJS.
levels and profitability varying in 1990 also brought its fair share of When Jaguar introduced its all-
hugely, particularly during the last highs and lows, as you’ll have read new XK8 coupé and convertible in
fifty years – a period that kicked elsewhere; but undoubtedly one of 1996 as a direct replacement for that
off with Coventry’s most famous the greatest achievements by the 21-year-old model, the company
68 CL ASSIC JAGUAR
was suddenly thrust back into the

sporting-luxury limelight. Where the
XJS had come to be seen as a bit of
an old soldier, still fit for his age but
with a greying moustache and just
a hint of rheumatics, the XK8 was
new, fresh, exciting – and really rather
dashing. It was also something of a
dead ringer for the headline-grabbing
Aston Martin DB7, with which it shared
a platform (both companies being
owned by Ford at the time). The big
difference though, was that prices
started at just under £48,000 for the
XK8 coupé, making it almost £35,000
more affordable than its Aston cousin.
From its very first year of
production, the XK8 was available
in either coupé or soft-top versions
– the former being graceful, sleek
and ultra-smooth, the latter just
downright gorgeous and around artificially limited top speed of 155mph of the XK8’s launch – boasting a
£7000 dearer. And to match the great and (in coupé guise) a 0-60mph whopping 370bhp via the addition
looks were power and performance sprint time of just 6.4 seconds. of a supercharger. And with their
in abundance, thanks to the all-new Even such performance wasn’t appearance suitably ‘beefed up’
290bhp 4.0-litre V8 (known as the enough for some buyers, however, thanks to various testosterone-filled
AJ-V8) that sat throbbing under the which is why Jaguar revealed the aesthetics, the XKR was Jaguar’s
bonnet, endowing the XK8 with an new XKR derivatives within a year answer to any complaints that the »
CL ASSIC JAGUAR 69
30th ANNIVERSARY
new XK-series was just a tad soft. With

the XK8 and XKR, Jaguar now had “Where the XJS had come to be
a choice of coupés and convertibles
that ranged from effortless grand seen as a bit of an old soldier, the
tourers to tarmac-ripping high-
performance behemoths, meaning
XK8 was fresh and exciting”
there was a sporting Jaguar to suit
most potential customers’ needs.
remarkable when you consider the world’s technical press at seminars
the logistics involved, with Jaguar early that year, followed by visits
GENUINELY NEW insisting its all-new sportster should to Ford’s Bridgend facility where
That the XK8 proved to be such be exactly that – even down to its the new engine was to be built. A
a formidable machine from day choice of powerplant. The XK8 might few months later, a small number of
one says a lot about Ford-owned have employed a modified version Evaluation Prototypes of the XK8
Jaguar’s engineering skills in the of the old XJS platform, but in all were being built at Jaguar’s Browns
’90s, particularly as serious work on other respects it used a clean-sheet Lane plant, with final development
the newcomer didn’t get under way approach. And as mentioned earlier, work being carried out prior to
until 1991 – just five years before the it was the first Jaguar to feature the the newcomer’s eagerly awaited
XK8 finally went on sale. The final company’s brand new AJ-V8 engine. unveiling at the Geneva Motor Show
styling was decided upon by 1992, Even more significant though, was of March 1996 – seven months before
with glassfibre versions of the car the fact that the AJ-V8 was only the the XK8’s official on-sale date.
being shown to the American dealer fourth completely new engine design
network the following year – much in the history of Jaguar, following on
to the delight of those dealerships, from the XK six-cylinder of 1948, the DRIVER’S CAR
all of them desperate to be able awesome V12 of 1971 and the AJ-6 Happily, the XK8’s all-new 4.0-litre
to sell a new-generation Jaguar of 1983 – with every Jaguar prior to powerplant lived up to expectations,
sportster in what was then the the XK8 using a derivative of one of its 290bhp output being matched
world’s biggest new-car market. those three extraordinary power units. by 290lb.ft. of torque at 4250rpm,
The fact that the XK8 went from By early 1995, the AJ-V8’s this 32-valve V8 endowing Jaguar’s
concept to production reality in development was complete and this new sportster with impressive
just five years seems even more crucial new engine was revealed to performance. And with power fed
Coupé and convertible

versions of the XK8 were
available from year one
70 CL ASSIC JAGUAR
The handsome, modern lines of

the XK8 and XKR were a major
step forward from the XJS
through five-speed ZF automatic

transmission, the resulting driving
style was both fast and easy.
Just as important was the fact
that the XK8 turned heads, whether
buyers chose the coupé or convertible
version; and, of course, it looked
bang up to date, despite being
instantly recognisable as a Jaguar.
The motoring press loved it, with
Britain’s Performance Car magazine
getting particularly excited: “Say
farewell to the flabby old XJS and
hello to the dynamic new V8-engined
XK8, the sports car that picks
up where the E-Type left off.”
In truth, the XK8 was no E-Type
in disguise, being more of a luxury
high-performance grand tourer
than a few-frills sports car. But
comparisons would inevitably be
drawn, particularly when the ultra-
quick XKR coupé arrived in 1997,
followed by the XKR convertible the
following year – each car powered by
a supercharged version of the new
V8, boosting power to 370bhp (and
387lb.ft. of torque). The newcomers
continued Jaguar’s tradition of
offering terrific value though, with
the XKR coupé being launched at
£60,000 – a full £5000 less than
the Porsche 911 Carrera, which
trailed behind in the power stakes
with ‘only’ 296bhp at its disposal.
Both the XK8 and XKR ranges
continued to do well, with sales »
CL ASSIC JAGUAR 71
30th ANNIVERSARY
“The XKR coupé launched

at £60,000 – a full £5000
less than the lower-
powered Porsche
911 Carrera”
increasing dramatically over the XJS boost, and in 2002 replaced the 4.0- time, the old five-speed automatic
that had gone before. In 1997, almost litre engine with a 4196cc version, transmission was dropped for a six-
15,000 examples of Jaguar’s sports codenamed AJ-34. This resulted in speed set-up, still sourced from ZF
cars had found buyers, though within 300-400bhp outputs depending on for the XK8, while the XKR was given
five years this annual figure was to your choice of either XK8 or XKR, with a Mercedes-manufactured unit.
fall to below 7000 as the models top speed still limited to 155mph but The crucial upgrades of 2002 and
entered middle age. Happily though, the XKR seeing a cut in 0-60mph the subsequent launch of various
Jaguar had a plan to give the XKs a time to just 5.3 seconds. At the same limited-edition versions saw the XK8
and XKR continue in production for a
further three years, the final car rolling
Supercharging the AJ-V8 off Jaguar’s Browns Lane production
enabled Jaguar to launch line on May 27th, 2005. By then a total
the high-performance XKR of 90,064 examples of all versions had
been produced, representing sales
across the XK range of around 10,000
per year – enough to ensure Jaguar
was once again an integral part of
the world’s luxury sports car market.
It was, of course, inevitable that
a new range of Jaguar sportsters
would be needed after almost a
decade on sale, resulting in the next-
generation (X150-series) XK range
being launched in 2006. But let’s not
forget the vital role that the original
XK8 of 1996-on played in reviving
Jaguar’s fortunes, particularly in some
of its most important export markets.
Of all the models launched during
the Ford era, this remains one of the
most important, most impressive
offerings – and these days the XK8
and XKR continue to be hugely
desirable choices for the modern-
classic sports car fan, despite rising
values of the very best survivors. ■
72 CL ASSIC JAGUAR
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30th ANNIVERSARY
RETURN OF
THE S-TYPE WORDS: PAUL WAGER
P H OTO G R A P H Y: K E L S E Y A RC H I V E / JAG UA R
74 CL ASSIC JAGUAR
Under Ford control, Jaguar created a

sub-XJ saloon fit for the 21st century, a
model unashamedly retro in its design.
We take a look at the development of this
numbers-boosting newcomer
W
ith the previous XJ40 Benz products of the time though,
being usurped by a Geoff Lawson’s retro styling limited
new generation of XJ the Jaguar’s appeal among the more
saloon in 1994, and the youthful buyers Ford might have been
long-running XJS finally giving way hoping to entice into the brand.
to the all-important XK8 two years It became glaringly obvious that
later, Ford had successfully reinvented Ford’s US-based top brass had
Jaguar’s two-car model range. Its misjudged the European market.
longer-term focus, however, was on And that was something of a shame,
chasing extra volume, something that since under the curves and chrome of
could only really occur via an expanded the S-Type was a deeply impressive
line-up. And so, with an eye on the car that on purely technical grounds
success of BMW, Ford management stood up to the German competition
reasoned quite logically that the brand without making any excuses.
needed a smaller, more affordable The S-Type’s styling would be toned
car to sit below the XJ and challenge down over time, and when it finally
the all-conquering BMW 5-Series. ceased production in 2007 it had
The end result was the S-Type, played a major role in helping to lift
which not only took its name from Jaguar’s annual sales above 100,000
the Mk2-derived saloon of the ’60s for the first time. A further measure
but was also unashamedly influenced of its success is that the platform
by Jaguar styling from the same was deemed modern enough to form
decade. The chrome oval grille and the basis of the 2008-model XF, the
drooping rear were a neat piece of S-Type’s successor – and a car about
work if the goal was to evoke the Mk2; as far from retro as it could be.
and in fairness to Jaguar, the retro
look was becoming popular, which
helps explain both the Rover 75 and THE DEVELOPMENT
VW’s New Beetle. Against the crisply Plans for a smaller Jaguar model had
styled Audi, BMW and Mercedes- been in the works for some time, but »
CL ASSIC JAGUAR 75
30th ANNIVERSARY
“The end result was the S-Type,

which took its name from the Mk2-
derived saloon of the 1960s”
official confirmation came in July and Ford Thunderbird. Crucially, this

1995 when Ford announced that it was engineered for rear-wheel drive.
was investing £500m in its Castle The popular misconception is
Bromwich plant. Work on the car itself that Jaguar was simply handed
had begun in the spring of that year, the Lincoln floorpan and told to
although as Nick Hull relates in his title add some wood and leather, but
Jaguar Design, preliminary sketches the reality is rather different. As
had been started in late 1994. Hull relates, engineers from Ford
No fewer than five full-size clay were based at Jaguar’s Whitley
models had been produced by May development centre in Coventry,
’95, but in terms of the engineering, while Jaguar engineers also went
the basics still needed to be finalised. over to Dearborn. The introduction
Even the mighty Ford Motor Company of networked computer systems THE ‘X’ CODES
would have baulked at the idea of meant that further collaboration
X200 S-Type saloon, 1998-on
funding an all-new platform for such a could be continued remotely, and
X201 V6 S-Type
low-volume (by ‘Blue Oval’ standards) the result was that the platform
X202 V8 S-Type
model, and so the solution was to use was much more of a collaborative
X204 2004 ‘facelift’ S-Type
the DEW98 platform that was then development than many realise.
X202R 2004 ‘facelift’ S-Type R
in development for the Lincoln LS As Hull relates, the differences »
JAGUAR GOES V8
When introduced in the XK8 and XKR banks together in the interests of while spinning safely over 7000rpm.
sportsters of 1996, the AJ-V8 – also rigidity, while a closed-deck design A variable camshaft phasing system
used in the S-Type – was only the fourth further improved rigidity and provided was employed using a hydraulic actuator
new powerplant in Jaguar history. Since a stable face for the head gasket. The fitted to each inlet camshaft, which was
Jaguar was under Ford ownership two cylinder heads were ‘handed’ operated by electronically-controlled oil
during this era, it’s often erroneously castings, each a mirror image of the pressure valves activated by the engine
assumed that the engine was a Ford other, and employed a four-valves- management electronics. This system
unit. And although that’s simply not per-cylinder layout with a relatively enabled the timing of the camshafts to
the case, it is true that for some time narrow included angle of 28 degrees be varied a total of 30 degrees from full
the Jaguar design was used by Ford to provide a compact combustion advance to full retard in just 0.7 seconds,
in the Lincoln LS and Thunderbird. chamber and a small cylinder head. the end result being improved low-
Development work on the AJ-V8 Extensive work had gone into the speed torque and high-speed power.
began in the early ’90s and the new choice of combustion chamber design, Drive to the camshafts was by a
engine was given the green light for with Jaguar even exploring the five- single-row chain – one primary and
production in 1993, with the finished valve layout at one point, but the design one secondary for each bank, both
product emerging just 36 months chosen for the production engine was with hydraulic tensioners. The flat-
later. As ever with car engines, the an evolution of the pent-roof four-valve topped aluminium pistons used a
brief was to deliver as much power design found in the AJ16. Providing an short skirt in the interests of reduced
as possible alongside the conflicting extremely high volume to surface area friction and the big-end journals of
goals of low emissions, light weight ratio, this helped optimise the thermal the con rods were fracture-split in the
and refinement. The weight was taken efficiency of the new engine. The valve manner popularised by BMW. This
care of by using a die-cast aluminium gear itself employed relatively large process essentially involves splitting
block and sand-cast aluminium cylinder valves with 35mm heads, but with a the parts in a precise way so that the
heads, while weight was further saved stem diameter of just 5mm, making two halves line up perfectly without
by using a proprietary low-friction them very light. With the cast iron the need for further balancing.
nickel-silicone carbide plating called camshafts drilled to save weight, this Running in five main bearings, the
Nikasil for the bores and doing without resulted in the reciprocating weight of crankshaft was made from spheroidal
cylinder liners – later abandoned. the valve gear assembly coming in at graphite cast iron and extensive
The shape of the block casting just 3.05kg. The valves were operated computer modelling was used to retain
incorporated a ribbed web cast high by shimmed aluminium flat tappets its stiffness in operation, alongside large
into the vee in order to link the two using a single spring to reduce friction 56mm diameter big end bearings. As
76 CL ASSIC JAGUAR
was common by the late ’90s, all-up weight of just 200 kg.
the inlet manifold was made from In 1998, the normally-
polyamide composite (plastic) for aspirated V8 was joined
both weight saving and improved by a ‘blown’ variant,
hot starting thanks to its superior using an Eaton M112
insulation over a metal unit. supercharger driven by
The whole lot was controlled by belt from the front of
Jaguar’s own engine management the crankshaft with twin
system, produced by Nippondenso, air-to-water ‘charge
which boasted two 16-bit processors coolers’, one for each
and 192k memory – hefty computing bank. First used in the
power for the era. This was XJR version of the
complemented by a drive-by-wire X308-gen XJ saloon,
throttle which used a stepper motor the supercharged V8
to operate the throttle, although a was good for 370bhp
mechanical back-up was provided. at 6150rpm and a useful
Elsewhere, the cooling system was 387lb.ft. at just 3600rpm.
designed to warm up remarkably The more powerful 4.2-litre branched exhaust manifolds,
quickly. Called a ‘split block’ system engine was introduced in 2002 for new multi-hole fuel-injectors
by Jaguar, it used a ‘low volume, high the ’03 model year and replaced and further improved emissions
velocity’ philosophy with the waterways the 4.0-litre unit, marking the first systems. The variable cam phasing
designed to produce a fast coolant significant change from the original also gained more ability, now able to
flow. It achieved a warm-up within design with improvements to the block operate over a total of 48 degrees.
four minutes in the urban test cycle, casting to further improve rigidity The supercharged variant now gained
which enabled good fuel consumption and refinement. The capacity increase helical rotor gears to reduce noise and
figures as well as ensuring occupants retained the 86mm bore but used a a coating on the rotors for improved
were warmed by the heater sooner. 90.3mm stroke for a total of 4296cc efficiency, with the supercharger itself
The end result was a 3996cc engine – and rather impressively, the revised spinning 5% faster. The result was
with a bore of 86mm and stroke of engine was even lighter than the original 300bhp for the normally-aspirated
86mm running a compression ratio of at just 194kg. Other revisions were engine and a hefty 400bhp for the
10.75:1 to produce 290bhp, with an mainly detail in their nature, including supercharged unit in the S-Type R.
CL ASSIC JAGUAR 77
30th ANNIVERSARY
“Plans for a smaller Jaguar model had been in place for

some time, but official confirmation came in July 1995”
between the Lincoln and the Jaguar term denoting the height of the front were to utilise Ford’s resources.
were mainly in the outer skin of seat cushion), revised crash structure Back in 1999, the industry journal
the body-in-white, but the Jaguar and a shorter front overhang. Ford Design News quoted Jaguar's
engineers were able to influence the engineers were as keen to access the then chief programme engineer
so-called hard points of the design. Jaguar engineers’ ride and handling for the car as explaining that the
The result was a lower ‘hip point’ (a expertise as the Coventry teams idea was to develop the high-cost
The new S-Type was unashamedly

influenced by Jaguar’s saloon of the ’60s
BUILDING THE S-TYPE

The Jaguar S-Type wasn’t built at the bodyshells and pressings for use plans for increased volume simply
firm’s traditional Browns Lane home, throughout the BL empire. Its clients couldn’t be met by the Browns Lane
which lacked sufficient capacity for included Jaguar, with painted XJ facility, and so the Castle Bromwich
Ford’s planned volumes, but at Castle shells being trucked to Brown plant provided the ideal solution. After
Bromwich in nearby Birmingham. Lane for assembly – but as John a significant investment, the inaugural
Established as a shadow factory Egan recounts, it wasn’t a happy S-Types to roll off the production
during the Second World War, when it relationship. Quality was dire and line in late 1998 represented the
was involved in Spitfire and Lancaster bodies needed much hand-refinishing, first complete vehicles to be built at
production, the plant eventually ended and so Egan eventually offered to the plant since the final Spitfire in
up in the hands of British Leyland. take the entire plant (by then vastly 1945. By the time the S-Type finally
Whilst under the control of Pressed underutilised) under Jaguar control. bowed out, replaced by the XF, some
Steel, Castle Bromwich provided When Ford arrived, its ambitious 295,000 examples had been built.
78 CL ASSIC JAGUAR
items like crash safety, suspension

layout, fuel systems, transmissions
and climate control in common to
achieve worthwhile cost savings,
then endow each model with
different ride and handling characters
to suit their target markets.
Underneath, the rear suspension
was by unequal-length wishbones
in Jaguar tradition, but the S-Type
abandoned the XJ’s practice of using
the driveshaft as the upper link,
employing instead a cast aluminium
wishbone together with a fifth link
to control toe angle. The wishbones,
differential and anti-roll bar were all
mounted on an aluminium subframe in
order to insulate noise, vibration and
harshness (NVH) from the interior. At
the front end, meanwhile, the S-Type’s
suspension used a Honda-style
combination of wishbones and strut, The car’s electrical architecture used with two powerplants: Jaguar’s
with the lower wishbone mountings multiplexed wiring like its German AJ-V8 (already found in the XK8
also carried on a separate aluminium competitors – essentially comprising and XJ8), plus a 3.0-litre V6
subframe. Speed-dependent variable a low-voltage data bus system to derived from Ford’s Duratec unit.
power steering assistance was also communicate between various control
added, alongside modern electronic modules using only a single twisted
measures including traction control, pair of wires, reducing the weight and DESIGN CHANGES
electronic brake-force distribution complexity of a traditional wiring loom. The S-Type made its debut at the
and optional stability control. At launch, the S-Type was offered British International Motor Show »
V6 AND DIESEL
Unlike the V8 engine, the V6 mechanical tappets. In the process, used an iron block with aluminium
powerplants were more Ford and the 3.0-litre version gained a heads and was technically a
less Jaguar. Based extensively best-in-class specific output, member of Ford’s Duratorq engine
on the all-aluminium Duratec beating BMW at its own game. family. In Jaguar applications, the
family of modular 60-degree V6 The diesel used in the S-Type unit was twin-turbocharged in
engines, which first appeared in was known in Jaguar form as the interests of a flatter power
the Mondeo in 1993, they received the AJD-V6, this 2.7-litre unit curve. It was developed and
Jaguar-developed cylinder heads, being the result of a joint venture produced at Ford’s Dagenham
intake manifolds and one-piece between Ford and PSA Group facility and would go on to power
camshaft, together with the under the codename Lion. A twin- the XF, as well as the X350-
split-fracture con rods similar turbocharged, 32-valve twin-cam generation XJ models before being
to the V8 and direct-acting V6, the common-rail injected unit superseded by a 3.0-litre version.
CL ASSIC JAGUAR 79
30th ANNIVERSARY
of October 1998, although it didn’t

officially go on sale until the following
March. Just three models were offered
initially, a range that comprised
the 3.0 V6 in standard or Special
Equipment (SE) trim and the 4.0 V8.
In December 2000, however, at the
Bologna Motor Show, a Sport trim
level was added, offering colour-
coded exterior, grey veneer inside,
stability control and 18-inch ‘Monaco’
wheels; the newcomer was available
with either V6 or V8 power, with
the latter featuring the adaptive
CATS suspension as standard.
March 2002 saw the V8 being
enlarged to 4.2 litres, while a 2.5-litre
version of the V6 was also added to
the range. The introduction of the
enlarged V8, however, coincided
with the launch of the S-Type
R, which belied the retro styling
with a formidable 390bhp (later
400bhp) punch that took the fight
to BMW’s identically powered M5.
In truth, the character of the two
DID YOU KNOW? cars was very different, but the
1. Ford had suggested that without rear lights, which clipped Jaguar was a credible contender
government financial incentives to into place without requiring and was seen as the better package
build the car at Castle Bromwich, any mounting hardware. by many. Praise indeed, in the face
the S-Type might have been of BMW’s famed ‘M’ division.
9. At launch, Jaguar predicted sales
built at one of its US factories. The new engine line-up also
of 40,000 S-Types in 1999, rising
coincided with a minor facelift for
2. A single S-Type estate prototype to 55,000 in 2000. The UK was
the 2003 model year, which added a
concept was built, called ‘ALV’ – predicted to take 20% of sales,
revised dashboard and centre console
but the decision was taken to go Germany 8% and Japan 5%. with electronic parking brake, while
with an X-Type estate instead.
10. Jaguar seemed happy to externally there was a redesigned
3. The 54th prototype to be built admit the Lincoln link, with a front grille incorporating the Jaguar
was the first to carry the finalised paragraph in the original launch badge. Other mechanical changes,
S-Type body styling, although press pack explaining that meanwhile, included the replacement
it was made in glassfibre. the source of under-the-skin
4. Great attention was taken to components was “unimportant
ensure that the S-Type’s front to potential customers”.
grille could move backwards 11. Total investment for the S-Type
in a minor bumper impact
programme amounted to some
without damaging the bonnet.
£400m, of which £200m was
5. The engine ECU was based on spent on the Castle Bromwich
Motorola’s PowerPC processor, site – trumpeted as the
as found in contemporary largest inner city investment
Apple computers. in the UK for 50 years.
6. Infrastructure upgrades at Castle 12. At launch, Jaguar chairman Nick
Bromwich included construction of Scheele stated that the S-Type
the A47 Birmingham Heartlands would begin a sales rise for Jaguar,
Spine Route, to facilitate just- which would see it sell 50,000
in-time deliveries to the plant. cars in 1998 and 200,000 cars
7. Modern assembly practices and by 2002. That didn’t happen, as
technology meant production Jaguar sold 122,325 cars in 2002.
of an S-Type took half the 13. The AJD-V6 diesel engine was
time of older Jaguar models. also used by Land Rover but
8. Jaguar was proud of the new with a single turbo to create a
fixing method for the S-Type’s fatter torque curve for towing.
80 CL ASSIC JAGUAR
SPECIFICATIONS
The S-Type is more commonly seen in either SE or Sport trim, Standard 2.5 / 3.0 / 4.0 / 2.7 1998-2004
but over its lifetime it was offered in a bewildering variety of trim SE 2.5 / 3.0 / 4.2 / 2.7 1998-2004
levels. Initially, just standard and SE specifications were offered Spirit 3.0 / 2.7 2004-2007
on the V6 model, with V8 cars effectively being to SE spec. By S 2.5 / 3.0 / 2.7 2004-2006
2005, however, the line-up included SE or Sport trim on the 2.5, SE Plus 2.5 / 3.0 2003-2006
3.0, 2.7 diesel and 4.2 V8, with a standard option available only on XS 3.0 / 2.7 2005-2007
the 2.5 V6 and 2.7 diesel by then. The S-Type R, meanwhile, was Sport 2.5 / 3.0 / 2.7 2004-2007
offered in only one trim level. Here are the main specifications: Sport 200 200-off limited edition of 2.5 V6
of the Ford five-speed automatic with

a six-speed ZF unit, while the 3.0 V6
engine was uprated to 235bhp and
the ignition now used a flip key.
A more extensive facelift under the
direction of Ian Callum arrived in April
2004 for the ’05 model year, involving
restyled front and rear valances, a
revised grille, reshaped rear lamps
and a reshaped aluminium bonnet
without washer jets, which were now
incorporated into the wipers. At this
point, Jaguar also finally bowed to the
inevitable and added a diesel to the
range in the form of the 2.7-litre AJD-
V6 unit co-developed with PSA – a
smooth and torquey unit that suited
the car very well, despite reliability
issues that would surface later on. ■
CL ASSIC JAGUAR 81
30th ANNIVERSARY
LOOKING TO
THE FUTURE
With Ford’s ownership of Jaguar lasting until 2008, there was
plenty more new-model activity. Let’s conclude by taking a
quick look at the remaining commercially important launches…
WORDS: PAUL GUINNESS P H OTO G R A P H Y: JAG UA R
R
enewing the existing while three years later the second- of three decades) was finally replaced
models and expanding generation family of XK sportsters by XJ8. Codenamed X308, this latest
the Jaguar range via the would start rolling off the line. It was model in the long-running XJ family
S-Type was just the start at the tail end of Ford ownership, was heavily based around its X300
of Ford’s activities, as the next few however, that we’d start to see the predecessor, but with the crucial
years would see other new additions demise of Jaguar’s retro-inspired difference of V8 power to replace
being added to the line-up. The saloon car trend, with the XF of the traditional straight-six. The
first of these actually pre-dated 2007 showing Ian Callum’s future engine was, of course, the AJ-V8 that
the S-Type, and essentially involved styling direction for the marque. had first appeared in the XK8 and
adapting the existing X300-series Ford’s 18-year custodianship of would go on to power the S-Type.
XJ range to accept the company’s Jaguar brought great change and Two different engine sizes were
AJ-V8 powerplant, while the model mixed fortunes – as well as some available in the X308 (3248cc and
tasked with expanding Jaguar’s real new-model innovation. 3996cc), with a range of trim levels
production volumes the most – the that included XJ8, Sport, Sovereign
X-Type – wouldn’t arrive until 2001. and high-performance XJR – the latter
The 2000s would see further
XJ8 (X308) seeing power boosted to 370bhp
launches, of course, with the traditional 1997-2003 (up from 290bhp) thanks to Jaguar’s
steel-bodied XJ being replaced by It was back in 1997 that the legendary expertise in supercharging. Flagship
the all-new aluminium range in 2003, XJ6 moniker (used for the best part Daimler versions were also launched,
82 CL ASSIC JAGUAR
ensuring an X308 line-up that started

at around the £35,000 mark and
finished at well over £60,000.
The X308 combined the best
elements of classic Jaguar
style and elegance with a
touch of modernity, whilst
finally satisfying those
buyers of the ’90s who
preferred their luxury
saloons with V8 rather
than six-cylinder power.
It may not have looked
dramatically different from its
immediate predecessor, but the X308
had exactly the right powerplant for
an ever-evolving luxury car sector.
“Ford was looking for further expansion
X-TYPE (X400)
2001-2009 – and the obvious answer was a model
Although the S-Type broadened aimed at the BMW 3-Series”
the Jaguar range and was a big
enough seller to lift volume over
the critical 100,000 units per year
mark, Ford was looking for further area, but in the X-Type it allowed manual front-drive form), while the
expansion – and the obvious answer a rear subframe and differential to estate joined the range in 2004. Three
was a model to sit in the segment be added for rear-wheel drive. years later, the diesel was up-gunned
below, aimed at the likes of the Offering the newcomer as a front- to a 2.2-litre, 152bhp option that
BMW 3-Series. This was, however, wheel drive saloon would have been a transformed its performance, and
to prove a harder development task, step too far at launch, and so initially with a facelift the X-Type continued
since the S-Type platform couldn’t so the X-Type came with four-wheel to sell in reasonable numbers.
be adapted to produce a smaller drive as standard. A separate transfer With Ford confidently predicting
car, and so the obvious solution box used a viscous coupling to send annual X-Type sales of 100,000, the
was to use the CD132 platform drive to the rear wheels, with the car model’s total production volume of
underpinning the Ford Mondeo. retaining a rear-biased torque split. 350,000 over an eight-year career
In reality, of course, the platform Engine options included 2.5- and could be seen as a disappointment.
was extensively re-engineered by 3.0-litre versions of the Duratec However, when looked at in the
Jaguar. The dimensions of the X-Type V6, joined by a smaller 2.1-litre V6 context of today’s XE (the X-Type’s
may have been similar but the front in 2002 – which came with front- spiritual successor), that’s a very
suspension was entirely revised, drive only. Meanwhile, the first four- healthy number indeed. The very last
while the rear end essentially used cylinder Jaguar appeared in 2003 in X-Type was produced in December
the independent set-up from the the shape of the X-Type diesel (using 2009, with the following year
Mondeo estate. In the Ford this was the 128bhp 2.0-litre unit from the seeing the Halewood plant being
used to give the estate a flatter load Mondeo TDCi and available only in fitted out for production of the
forthcoming Range Rover Evoque.
XJ (X350 / X358)
2003-2009
Unveiled in the autumn of
2002 but not on sale until the
following April, the X350 marked
something of an XJ revolution,
despite its evolutionary
styling. Indeed, this seventh-
generation XJ had many
advanced features, not least
its all-aluminium monocoque
bodyshell (weighing around 40%
less than its predecessor’s), six-
speed automatic transmission
and air suspension system with
double wishbones front and rear. »
CL ASSIC JAGUAR 83
30th ANNIVERSARY
The X350 was also significant for

marking the reintroduction of the
XJ6, this new entry-level version
featuring the same 3.0-litre V6
as the S-Type and X-Type. In
XJ8 guise, however, it came
with 3.5- or 4.2-litre power,
with the high-performance
XJR inevitably making use
of Jaguar’s experience with
supercharging to produce
an astonishing 395bhp. From
2005, Jaguar also offered the
XJ in diesel guise (for the first time
ever), using the 2.7-litre unit that had
proved successful in the S-Type.
The latest XJ was facelifted for
2007 under the codename X358,
featuring a revised grille and front “Ford’s 18-year custodianship of Jaguar
bumper, plus redesigned headlamps
and other trim updates. Production
brought great change, as well as some
ended in March 2009, by which time
new owner Tata was preparing the
real new-model innovation”
radically different looking X351-
generation XJ for production.
It was equally impressive under the a list price in excess of £97,000 –
skin too, with the second-generation making it one of the most expensive
XK (X150) XK making full use of aluminium production Jaguars of all time.
2006-2014 architecture in order to keep its kerb
The second-generation XK coupé weight down to just 1595kg. Power
and convertible (following on from was via the same 4196cc V8 engine
XF (X250)
the decade-old XK8 family) was as before, pushing out 300bhp in 2007-2015
a Jaguar sportster in the classic this guise. The supercharged XKR Launched in the autumn of 2007 as
tradition, and is surely destined for increased this to 420bhp, giving the replacement for the long-running
collectable status at some point, Jaguar’s latest sportster class- S-Type (and sharing a modified
particularly as its demise six years ago leading performance once again. version of the same DEW98 platform),
marked the end of the XK era thanks Numerous updates were announced the refreshingly modern looking
to its effective displacement by the during the XK’s career, with the XF – styled, of course, by Ian Callum
new-generation F-Type. The styling 2010 model year seeing the arrival – was the last major Jaguar launch
link between the 2006 XK and the of a new-generation V8 engine prior to Ford’s sale of JLR to Tata.
1996-on XK8 is evident, although of 5.0-litre capacity, delivering a The first customer deliveries of the
there was a certain sharpness to the minimum of 385bhp in normally- XF began in March 2008, with the
newcomer that moved it on from aspirated form. Subsequent XKR and initial range of engines comprising
the soft curves of its predecessor. XKR-S versions (with their inevitable the 3.0-litre V6 and 4.2-litre V8, as
Designer Ian Callum had achieved the supercharging) pushed out 510 well as the familiar 2.7-litre diesel
ultimate trick of blending continuity and 550bhp respectively, though (which would eventually be usurped
with up-to-the-minute freshness. by 2012 the latter model carried by the 2.2-litre TDi4 and 3.0 TDV6).
By 2009, the range would be
topped by the limited-production
5.0-litre supercharged XF R V8.
A facelift for the XF came in 2011,
giving it another four years of life
before the arrival of the aluminium-
bodied, second-generation
range four years later. The
original XF – launched under
Ford – had managed to
reinvent Jaguar’s style,
bringing a fresh and
contemporary look that
would go on to influence
the next-generation
XJ and the eventual XE
entry-level range. n
84 CL ASSIC JAGUAR
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FAMILY ARCHIVE
I was recently given a copy of Classic old and he had bought it secondhand. I think the photograph was taken
Jaguar magazine and saw your The story goes that my father sold in Sydney. My father was a Dental
Readers’ Letters section, so I thought the SS100 so he could afford to get Officer in the Royal Australian Navy
I would get in touch. The attached married. The photo shows my mother and spent time between Sydney,
photograph was taken in the late 1940s (on the left) and her best friend not Canberra and Melbourne – so it could
or early ’50s when my father, Gordon long before my parents were married be anywhere really. Unfortunately,
Kirkness, was the owner of this SS100. in 1951. Other than this, I really don’t he is no longer here to ask.
The car was then about 10-15 years know much else about the car. There can’t have been too many
original SS100s exported to Australia,
but are there likely to be records
anywhere? I often wonder what
happened to the car and whether it
perhaps still exists. Unfortunately, this
is the only photo I have, the quality of
which isn’t great – but maybe one of
your readers may know something?
Peter Kirkness
Lingfield, Surrey
Many thanks for getting in touch,

Peter. If any readers know more about
SS100s in Australia, or perhaps
even recognise the example in the
photograph, do get in touch and we’ll
forward all correspondence – Ed.
DAIMLER SUPPORTER
I really enjoyed your front cover I’ve a soft spot for the SP250, I must I see one at a classic car show, it
feature in the February/March issue admit. Yes, it’s quirky looking – but always puts a smile on my face.
of Classic Jaguar. I realise that the doesn’t that just add to its appeal? Keep up the good work with the
Daimler SP250 and Jaguar E-Type The choice of styling was certainly magazine, which I thoroughly enjoy.
weren’t exactly aimed at the same brave for the time, yet I think it’s a car Don Jeavons
kind of buyer when new, but I still find that has aged very well. Whenever Via email
it fascinating that Jaguar thought it
a good idea for a single company to
keep two sports cars in production.
I’ve seen 77 RW – the first E-Type
roadster – many times at the JDHT’s
museum, and it’s also appeared at lots
of shows over the years. I was sad to
read that the JDHT is parting with
the SP250 you featured, although I
can understand the decision given the
Trust’s recent purchase of the earliest
example. I hope that whoever buys
4777 JW will give it a loving home.
86 CL ASSIC JAGUAR
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CLASSIC ROAD TRIP
JAGUAR Mk2
THE HEART
OF WALES
Never afraid to put his Mk2 through its paces, Peter Simpson has
been on yet another UK-based road trip, this time taking in some
of the most stunning scenery that Wales has to offer
P H OTO G R A P H Y: P E T E R S I M P S O N
W
inter was approaching, dry spell to thoroughly clean my Mk2 blessed with great beauty. There are
which would soon mean and prepare it for winter hibernation, numerous mountainous districts, from
the unwelcome arrival or should I make one last dash for the craggy heights of Snowdonia to
of road salt, a substance freedom, making the most of the the almost as lofty Brecon Beacons,
that’s guaranteed to spread fear incurable Jaguar wanderlust that with much fine hill-country between
amongst classic Jaguar owners. On flows through our veins? For me, it’s these two National Parks.
this particular day, however, the sun more of a foregone conclusion than My plan was to travel coast to coast
was shining and the countryside was a real dilemma – and so, with the from Cardiff Bay to the Great Orme,
temptingly ablaze with autumnal Leaper pointing west, I followed its along the central axis of Wales. There is
colours, which meant I was facing lead and set a course for Wales. a recognised tourist route, not widely
a dilemma most of us will be all too Wales is around one-sixth the size of promoted, which basically follows the
familiar with: should I use the brief England yet has only one-sixteenth of A470 from Cardiff to Llandudno. It’s
the population, with the majority living a fine road and travels through much
in the far south. This means that for the splendid scenery, although being
most part, the country is predominantly an A-road it does attract traffic in
rural and quiet, as well as happily places and generally takes natural
88 CL ASSIC JAGUAR
An assault on the Two landmarks that have seen

senses as new meets plenty of action – Caerphilly
old at Cardiff Bay Castle and Peter’s Mk2
The green lung of the Welsh

Valleys, with the scenery
enhanced Jaguar-style
It’s an uphill struggle in the former mining villages

thanks to their amazingly steep streets
valley routes where possible. I chose It’s a place to linger but I had a three- at one time producing a third of the
to take a watershed alternative, day weather window to exploit and a world’s coal. But where there are
taking the highest mountain passes country beyond to explore. I’d already valleys there are also hills between,
and moorland roads to maximise the used half a day to reach my starting and our choice was to ascend above
views and savour the tranquillity, only point, and so after driving the Mk2 the post-industrial landscapes to the
occasionally joining the A470 where round to the barrage and posing for narrow roads running along the crests.
no superior substitute existed. photographs amongst the day-trippers, Climbing out of the Rhymney Valley,
I decided to make my way through we paused in Senghenydd, where
the city and out into open country. a dignified memorial garden recalls
TO THE VALLEYS In Caerphilly, we (the Mk2 and I) the devastating pit disaster of 1913
The natural starting point for the tour stopped for a quick photograph – the worst in British mining history.
is Cardiff Bay, from where the city beneath the imposing walls of the It’s still a tightly packed community
exported coal and iron, an industry castle – the second largest in Britain with former miners’ houses built on
that grew rapidly during the 19th after Windsor, although considerably alarmingly steep streets, the sideways-
century to become the largest in less complete. Wherever a Mk2 stops, pitched roofs mirroring the acute
Wales. It was this importance that however, so too do the passers-by, road angle for economic construction.
made Cardiff the obvious choice when hence it was some time before we It’s a curious phenomenon and one
Wales decided to designate a capital could politely excuse ourselves and also common to some Pennine mill
city (it didn’t have one prior to 1955). enter the South Wales valleys. We had towns, where workers’ housing
These days a huge barrage spans a bewildering number of route options was equally budget-conscious.
the bay, creating a vast and trendy available, as there are over twenty Clearing the end of the main street
waterfront district to complement the slender valleys making up what was was akin to leaving a Wild West film
existing fine civic buildings of the city. Britain’s largest coal mining district, set, as we were suddenly amidst »
CL ASSIC JAGUAR 89
CLASSIC ROAD TRIP
JAGUAR Mk2
lonely, open moorland known locally

as ‘commons’. It’s far from lush but “Wales is around one-sixth the
there’s a stark and compelling nature
to this barren landscape, which once size of England yet has only one-
provided a vital green lung for miners
spending long hours in the darkness
sixteenth of the population”
beneath our wheels. Trundling across
many miles of deserted hill-top
road, we traversed the amusingly journalists, appearing frequently on although I do pack an old towel in the
and evocatively named Bedwelly TV and in glossy magazines (such as boot to cover this frequent eventuality.
Mountain to reach the A465 ‘Heads of this issue of Classic Jaguar, of course!). As Brecon nestles between hills, it
the Valleys’ road. This major artery is With a glorious descent into the wasn’t long before we were cantering
currently undergoing many widening golden afternoon colours of the Usk across the Mynydd Epynt, which
improvements to cope with what was Valley, we followed the river upstream translates as the Mountain of the
for us unsettlingly busy traffic after to Brecon for an overnight stay in Wild Horses. Land access is restricted
the previous hour of solitary driving. this historic and characterful town. due to Ministry of Defence activities,
Safely disgorged at the next junction but the mountain road (which has
and returning to the comfort of the previously been used for various rallies)
moorlands, we entered the Brecon MOREISH MOORLANDS is generally open. That morning it
Beacons. Our route – the B4560 – is An early morning peek through was all but deserted, except for a few
my personal choice of any road within the curtains revealed the weather sheep scattering at the approach of a
the National Park, offering expansive window was holding as promised, Mk2, although the driver’s attention
views; a spectacular panorama and so I fired up the Mk2 to awaken was more drawn to the spellbinding
stretches from the dramatic Beacons the fellow guests in my B&B, eagerly high-level view looking down to valleys
across the beautiful Usk Valley to the departing full of anticipation for the bathed in an ethereal mist. This area
imposing Black Mountains. Even if you day ahead. To be honest, I also find of lofty moorland typifies many of the
haven’t been here yet, you may well a prompt departure eases the guilt hill districts of mid-Wales, offering
have seen exotic vehicles on this road for any overnight deposits left by the far-reaching vistas to other areas of
as it’s a great favourite of motoring notoriously incontinent XK engine, lofty moorland. Between them lies a
90 CL ASSIC JAGUAR
rich, pastoral scene where all fields

are bordered by hedgerows and no
‘Looking down to valleys bathed in
settlement is larger than a hamlet. an ethereal mist’ at Mynydd Epynt
The heart of Wales is truly delightful.
Descending from the heights,
we remained on quieter roads until
Newbridge-on-Wye, where we joined
the A470 for a few scenic miles running
alongside the River Wye to Rhayader.
At this point, the route demanded a
circular addition, just for fun. It would
be unthinkable to carry on without
diverting to view the Elan Valley,
and a magnificent fifteen-mile loop
displays this ‘Welsh Lake District’ to full
advantage. The lakes are not natural,
but Victorian reservoirs, although
the passing of over a century has
blended them so beautifully into the
landscape as to be easily mistaken.
At the time of building the reservoir,
this was the largest construction site
in the world, with the imposing dam
walls and theatrical water towers
created as testimonial edifices to
Victorian confidence. As an aside, my
own elegant engineering masterpiece
was much admired as we posed for
photographs along the way, especially
by a doctor on holiday from overseas,
who dearly wished to add it to his
classic car collection back home.
The Mk2 was performing well today,
however, and therefore not for sale:
“If you run into me tomorrow though,
ask again,” I suggested, “as you
may receive a different answer!”
Back at Rhayader, we took the
B4518 over the hills to Llanidloes,
a small town that has managed to The imposing dams of the
preserve its medieval street plan and Elan Valley, once the world’s
boasts many timber-framed buildings, largest construction site
including a market hall standing on
stilts. Having recently left the Wye

behind, we then followed the country’s
other major river – the Severn – almost
to its source in the hills above the
town, another splendid drive over
comfortingly familiar moorland, yet
different to what had gone before. The
river flows through Llyn Clywedog, a
reservoir created not for drinking water
supply but as a regulator to store and
release river water to control flooding
in the lower reaches. The dam is the
tallest in Britain and a worthwhile
short detour can be made to view it.
TOTAL SOLITUDE
More scenic roads, this time The final section of the day was a
above the Elan reservoirs drive I had been looking forward to,
taking us over the wildest road pass in »
CL ASSIC JAGUAR 91
CLASSIC ROAD TRIP
JAGUAR Mk2
Wales, the Bwlch Y Groes above Dinas

Mawddwy. To reach it, we turned right
at Machynlleth and then re-joined the
A470 for a few brief miles. One of my
concerns when undertaking these tours
alone is the inability to take ‘action’
shots; short of letting the handbrake
off in a carefully chosen location,
such pictures are rather a challenge.
Thankfully, on this trip I was rescued by
the solitude, particularly on this high
pass where not a single other vehicle
was observed on the entire crossing. It
was so quiet, I was tempted leave the
Mk2 in the middle of the road, climb
a neighbouring mountain and take a
distant photograph of car and scenery.
Traffic was once again joined at the
southern shores of Llyn Tegid, more Two views for the price of
commonly known as Bala Lake, and one at Llyn Clewedog
the longest natural stretch of water in
Wales at just over four miles in length.
A small town with a wide tree-lined More reservoirs awaited as the striking panoramas. The sea soon forms
main street grew to serve the Victorian Mk2 chugged into the hills above part of this view and we descended
tourists looking for steamer trips on the Bala, travelling alongside Llyn Celyn, to reach it at the popular town of
lake. Interestingly, there was also once built to serve Liverpool with drinking Portmadoc, near to where our next
a distillery here, whose owner had a water. Beyond the lake we took the overnight accommodation awaited.
flair for advertising slogans, describing right turn (B4391) to Ffestiniog, a road Travelling in a Mk2 has many
his blend as “the most wonderful that may be unknowingly familiar, as advantages. If the owner of a
whisky that ever painted landscapes Jaguar frequently exploits its sublime commonplace car enquired at the
on the brain of man”. Unfortunately, contours and dramatic backdrops for hotel kitchens for hot water to clean
however, the enterprise was thwarted photographic advertising. It’s a glorious his vehicle, he may well be refused –
through coinciding with the rise of the road and ideally driven heading west but for a Mk2 custodian, it’s quite a
Victorian temperance movement. (as we do) to capture the best of the different story. The staff could not
Peter and his Jaguar

Mk2 got to enjoy
total solitude on the
Bwlch Y Groes
92 CL ASSIC JAGUAR
The photograph from

the step ladder that
led to a short-lived
‘failure to proceed’
Early morning in
Beddgelert, before
the tourists arrive
The spectacular Great Orme,

which shelters the fashionable
resort of Llandudno
“Clean, shiny and ready for another day in front of the

lens, the Mk2 fired into life in the still morning air”
have been more accommodating frequently less favourable. There had The previous owner used to cover long
and, had the chefs not been busy been much early cloud obscuring the distances in Europe in this Mk2 and
preparing dinner, I’m sure they summits, although as we ascended wisely chose to fit dual fuel pumps as
would have eagerly washed it, too! the Glaslyn Valley, tantalising a fail-safe, although he removed the
glimpses of the heights emerged. spare before I took over custodianship.
There’s a rather fine roadside However, the three-way switch
FITTING FINALE vantage point high up on the shoulder was in still place and I had clumsily
Clean, shiny and ready for another day of the mountain, and I dawdled knocked it whilst taking out my step
in front of the lens, the Mk2 fired into here for nearly an hour hoping for a ladder to help compose photographs.
life in the still morning air – and thanks totally clear summit view with a Mk2 It’s amazing how fortunes can be
to my sports exhaust, anyone not foreground. Eventually, with a half- reversed in an instant; following the
already awake soon was. An early start decent picture in the can, I decided to successful flick of a toggle-switch,
found us in the picturesque mountain move on, but after a couple of hundred we merrily continued on our way.
village of Beddgelert, deep into the yards the engine faded and died. Oh To further increase my jubilation
Snowdonia National Park, sitting dear. Mobile phone signals were non- at not being stranded, blue skies
snugly beneath the crowning glory existent and so a rescue was going to appeared as we drove through Betws-
of Snowdon, the highest mountain be challenging if required. It appeared y-Coed to re-join the A470 for the final
in Wales. The sun may be shining at to be fuel starvation, although I knew drive northwards along the Conway
sea level, but at 3560 feet in altitude there was plenty in the tank, and so Valley to the coast and the fittingly
the conditions on the mountain are my mind switched to the fuel pump. impressive conclusion of our route: »
CL ASSIC JAGUAR 93
CLASSIC ROAD TRIP
JAGUAR Mk2
the Great Orme, a craggy headland

sheltering the fashionable resort of Tackling Marine Drive,
Llandudno from the prevailing westerly the spectacular four-
winds. The summit can be reached mile toll road that
on foot, by tramway or cable car, but circuits the coastline
the finest way is by riding in a Jaguar
Mk2 along Marine Drive, a four-mile
toll road that circuits the spectacular
coastline before climbing to the top.
The summit is a place to absorb
the far-reaching views and to enjoy
the brisk air. For me, however, it also
marked the perfect climax to an
incredibly varied and unceasingly
scenic tour. It had been 230 miles and
48 hours of continuous appreciation
since we’d left Cardiff Bay. There are
always mixed feelings of pleasure
and loss on the completion of such
a special experience; but as I gazed
northwards to a faraway horizon, the
outlines of the Lake District coast and
mountains were distantly visible, and
instantly I was uplifted by an idea that
sprang to mind. I had just driven coast
to coast through Wales, so why not
head across England next time? ■
NEXT ISSUE
Peter managed to undertake an English
crossing after his Welsh tour, albeit
with mixed results. Indeed, it proved to
be his most eventful tour yet – and a
reminder that things can go distressingly
awry when driving a classic Jaguar.
Peter’s journey’s end
Read the full story in our next issue.
(until the next time) at the
Great Orme’s summit
94 CL ASSIC JAGUAR
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FEATURE CAR
DAIMLER DS420
LIMOUSINE LEGEND
Launched as the DS420 but better known as the Daimler Limousine, this
bespoke offering enjoyed long-term success in the chauffeur-driven sector.
We catch up with a fascinating, low-mileage gem currently for sale
WO R D S & P H OTO G R A P H Y: PAU L G U I N N E S S
96 CL ASSIC JAGUAR
T
he limousine market had Jaguar was part of the newly formed Limousine were put on hold, with the
traditionally been an important British Leyland Motor Corporation, an Daimler DS420 being given priority
one for Daimler, with Jaguar organisation created via the merger instead. However, the newcomer
keen to retain that presence of Leyland Motors and British Motor was to be built at the Vanden Plas
following its takeover of the historic Holdings – the latter being the holding works in Kingsbury Lane, London,
marque in 1960. The following year’s company created at the end of 1966, ensuring that the historic plant and
DR450 launch was the short-term when the British Motor Corporation its skilled workforce remained active.
answer, the last Daimler designed prior acquired Jaguar Cars. This meant As for the car itself, the DS420 made
to Jaguar’s acquisition of the brand. such prestigious marques as Jaguar, use of the Jaguar parts bin, using a
Inevitably, however, a replacement Daimler and Vanden Plas all being floorpan based around that of the
featuring Jaguar-based mechanicals under the same corporate umbrella, 420G as well as the same 4.2-litre XK
would be demanded at some point, which inevitably meant in-house engine, featuring twin SU carburettors
hence the 1968 arrival of the DS420 – competition in the low-volume and mated to Borg Warner three-
a luxurious offering that would go on limousine sector of the market. speed automatic transmission.
to enjoy a successful 24-year career. Plans for an updated Vanden Plas Creating a limousine of such
By the time of the DS420’s launch, to replace the ageing Princess 4-Litre gargantuan proportions without a »
CL ASSIC JAGUAR 97
FEATURE CAR
DAIMLER DS420
traditional separate chassis brought its then transport them to Vanden Plas for that managed to combine Daimler
own challenges, with the 420G’s super- painting, trimming and the fitment of traditionalism (particularly at the front
rigid substructure being despatched the running gear, engines and so on. end, thanks to its tall grille) with an
from Pressed Steel to Motor Panels in elegant and relatively modern profile.
Coventry to have an extra 21 inches let Within the newcomer’s all-important
in behind the front seat area, with more ON-BOARD LUXURY rear compartment was accommodation
stiffening added. Motor Panels then With an overall length of 226 inches for up to five VIPs thanks to a pair
formed the exterior body panels for (almost 19 feet, or 5.74 metres), of fold-out occasional seats behind
assembly with the unpainted shells by Britain’s latest limousine was an the chauffeur’s glass division, while
Park Sheet Metal Company, who would imposing machine, aided by styling the sofa-like West of England cloth-
The DS420 was the last vehicle

fitted with Jaguar’s XK engine
The bespoke veneered dashboard

houses standard instruments
98 CL ASSIC JAGUAR
Its highly distinctive

rump made the DS420
instantly recognisable
trimmed back seat and beautifully

finished fixtures and fittings provided “Creating a limousine of such gargantuan
all the comfort and luxury that limousine
buyers demanded – aided, of course,
proportions without a traditional separate
by independent rear suspension.
Despite such an impressive spec, the
chassis brought its own challenges”
DS420 managed to offer exceptional
value for money at its launch price of
£4424, a figure that seemed bargain- glasses. Interestingly, with more than been completed in 1986 and registered
like compared with the Mercedes- half of DS420 production thought in May of that year. What makes it
Benz 600 and Rolls-Royce Phantom to have been for the funeral trade, it particularly interesting as a survivor,
V at £10,392 and £11,119 respectively. wasn’t unusual for cars to be ordered however, is its detailed history and
Naturally, however, those wishing to with either no extra-cost options or just from-new mileage of just 30,640
spend more could choose from an array the basic upgrades of air conditioning at the time of our recent photo
of extra-cost options, particularly once and an electric division. Happily, shoot – not to mention its overall
the Daimler was firmly established however, Daimler’s latest limousine originality and impressive standard
in the market. By 1976, for example, continued to appeal to the marque’s of presentation throughout.
the DS420 purchaser could add such traditional customer base, hence The sad fact is that many of
enhancements as upgraded audio its use by government dignitaries, today’s surviving DS420 limousines
equipment, an electrically-operated heads of state and various embassies, – particularly those that entered the
division, electric windows, rear footrests, performing a role as VIP transport funeral trade when new – ended up in
front rubber mats, air conditioning, around the world – including Hong the hands of part-time wedding car
tinted glass, an intercom, quartz-iodine Kong, where the Regent Hotel ran a businesses in their later years, often
headlamps and two-tone paint. fleet of 22 chauffeur-driven examples. suffering from poor resprays and
By the 1980s, Daimler buyers mediocre levels of maintenance with
could even specify twin Epson micro- their changing roles. This example is in
computers, a radio telephone, a colour SMART SURVIVOR a different league altogether, however,
TV, a VHS recorder and a veneered The DS420 featured in the photographs with a fascinating career that saw it
cabinet containing a decanter and is a relatively late example, having spending the last seven years in Saudi »
CL ASSIC JAGUAR 99
FEATURE CAR
DAIMLER DS420
Arabia, after previously being pampered

– and used very sparingly – in the UK
by its one and only owner. The car was
repatriated to Britain in 2019 and is now
currently available for sale at Surrey-
based Royce Service & Engineering (a
company best known for specialising
in Rolls-Royce and Bentley classics)
with an asking price of £22,950.
I was paying a visit to RS&E back
in December, primarily in my role
as editor of Rolls-Royce & Bentley
Driver magazine. But when I spotted
this late-model limousine lurking in
the company’s showroom, I couldn’t
resist asking for the keys and carrying
out an impromptu photo shoot for
Classic Jaguar. With a total of just
5044 DS420s built in all (903 of those
being of the hearse variety), it’s not
exactly a commonplace model; but it’s
particularly rare to come across one
that’s seen so little use, as well as one
This low-mileage so well presented both inside and out.
DS420 comes with This particular DS420 is also unusual
comprehensive for being on the market for the first
service records time since it hit the road almost 34
years ago. One-owner examples are
100 CL ASSIC JAGUAR

rare, and this one’s minimal use over

those years helps explain why it’s such a “Despite an impressive spec, the DS420
fascinating find. Naturally, it comes with
a comprehensive history, with RS&E managed to offer exceptional value for
having a hefty file of invoices, previous
MoT certificates and, of course, the
money at its launch price of £4424”
Daimler’s original service book, owner’s
handbook and more. Indeed, the selling
company has known the Daimler for Being up close with a DS420 The rear of this particular Daimler
many years, having maintained and reinforces just what a huge vehicle certainly doesn’t disappoint, with the
serviced it throughout that time. it is, while manoeuvring a limousine leather-clad back seat providing the
The limousine’s original Westminster measuring the best part of 19 feet in kind of comfort you’d normally only
Blue paintwork remains in excellent length brings its own challenges. Once find via a ridiculously expensive sofa.
condition, with a deep shine and you’re on board though, it’s easy to Lambswool rugs add to the feeling
virtually no signs of any wear and tear. feel instantly ‘at home’, with the snug of luxury out back, as do the padded
And inside the car, the grey leather up-front compartment providing armrests each side – one of which
upholstery that features both front a superbly finished combination of hides the rear compartment’s sound
and rear is equally well preserved, leather and wood veneer, the latter system unit, while the other houses
while the all-important electric division being applied to the neatly laid-out the rear heater controls. Lighting and
remains in perfect working order. dashboard as well as the door cappings. ventilation dials are also within the
The fold-out occasional seats in the First-time onlookers might question same armrests, while the veneered side
rear help to ensure this particular the fact that some of the Daimler’s panels house the obligatory ashtrays,
DS420 is a genuine seven-seater (with instruments and switches look less than cigar lighter, electric window controls
two positioned up front), while the bespoke, but let’s not forget that this and more. Of particular interest,
comprehensive recommissioning carried was a car costing a fraction of what however, is the original factory-fitted
out by RS&E in recent months means Rolls-Royce was asking for a Phantom car phone that can be found in the
this is one Daimler that’s ready to be VI in 1986 – making a new DS420 look folding rear armrest – a device that
pressed into use with immediate effect. almost bargain-like by comparison. won’t be functional now but which »
The sumptuous rear

accommodates three
passengers…
…or up to five if the extra

fold-out seats are used
The optional car phone

hidden in the armrest
CL ASSIC JAGUAR 101

FEATURE CAR
DAIMLER DS420
“One-owner examples are

rare, and this one’s minimal
use helps explain why it’s
such a fascinating find”
represents the ultimate in DS420 operations, Keith Cambage, effected being shortened at the same time.
luxury of the 1980s, as well as being a an early improvement in build By the late 1980s, what had
great talking point all these years later. quality. Driver comfort issues were become known simply as the Daimler
also addressed, with exhaust heat Limousine was relegated to ‘Special
shields added in 1982 to cool down Order’ status, with diminishing sales
LATE CHANGES the driving compartment, while of traditional limousines meaning
Although the DS420 started life being chauffeurs particularly welcomed that any further development of the
produced at the London-based Vanden the ’84 installation of adjustable DS420 couldn’t be justified. Its days
Plas works, everything changed in 1979 separate front seats – at the were numbered, with the end finally
with the closure of that historic plant. expense of almost two inches of coming in November 1992, when the
Production was then transferred to a space in the rear compartment. very last DS420 was produced – a
corner of Jaguar’s Browns Lane factory, Indeed, numerous changes were car that was immediately passed on
at a time when the company’s fortunes carried out during the DS420’s long to the Jaguar Daimler Heritage Trust,
were at a low ebb. The Coventry team and distinguished career, albeit not which still has it on display at its
was inexperienced in building a full- always for the better. By 1980, for Gaydon-based Collections Centre. n
scale limousine, while the product itself example, the original round horn
had reached a turning point – with grilles had given way to rectangular
quality control problems and stalled XJ6-style equivalents, the ‘D’ mascot BUY THE DAIMLER!
sales causing a build-up of dealer was deleted, and the stylish 420G
stocks. Fortunately, however, the timely front sidelamps and indicators were We’re grateful to the team at Royce
arrival of John Egan as Jaguar’s new replaced with plain oblong units. Then Service & Engineering for letting us
experience this low-mileage, superbly-
boss ensured that despite its limited in 1987 Jaguar decided to replace
presented Daimler for ourselves.
demand, the limousine was included the limousine’s elegant bumpers For more information on the car or
in his plan to return Jaguar to profit. (which eleven years earlier had already to arrange a viewing, call Paul or
A useful £3000 was cut from suffered from having bland rubber- Patrick on +44 (0)1737 844999 or
the list price of each unsold DS420, tipped overriders fitted) with sturdier go online to www.rsande.co.uk.
while Egan’s manager of limousine XJ-style items, with the imposing grille
102 CL ASSIC JAGUAR

PARTS FOR
DAIMLER SP250 CARS
David Manners
Parts for Jaguar & Daimler Cars 4144# Inner Rear Hub Oil Seal ALSO V8, MK2 £22.80
308032* Sidelamp Assy £59.40
HERE ARE SOME OF OUR BEST SELLERS for
81/636243* Interior Door Handle £18.00
DAIMLER Sp250, 81/636242* Window Winder Handle £24.00
DS420 & V8 cars 136209/02* Heater Matrix £66.00
136183* Dynamo Assy £96.00
307641/02* Rear Shock Link £42.00
431566/1* Front Hub Seal Carrier £9.00
305169*B S/Steel Braid Hose £14.91
PARTS FOR
OTHER PRODUCTS DAIMLER DS420 CARS
AVAILABLE FOR ALL CARS
CBC5451/R* Rear Exhaust Mounting ALSO MK10, 420G £5.40
WATER HOSE KITS £22.80
BAC1344* / BAC1345* Bumper End Cap RHF/LHF ALSO XJ SER 3 each
Combined cooling
and heating hose C26778*TRW Front Brake Disc ALSO MK10, 420G £69.00
kits inc 3 year
C18490* Front Vee Mounting ALSO MK10, 420G £24.00
guarantee
C18104* Rear Susp Mounting ALSO MK10 , 420g £15.60
WIRE WHEELS C18733* Jockey Pulley ALSO v8, E-TYpe s 2 £42.60
Choose from a FSJR0088 / FSJR0089 RH/LH Rear Section ALSO Mk10 £144.84
each
selection of chrome
and painted wheels BCC4050 Bumper Blade £102.00
10545* Front Pad Retainer ALSO Mk10 £6.00
EXHAUSTS C43617*WOV Bottom Hose ALSO MK10 £7.14
Stainless steel and
aluminised exhaust
C43618*WOV Header Tank Hose £6.24
systems with a
4 year guarantee
LUCAS SPORTS COILS PARTS FOR

A range of Wet Ignition
DAIMLER V8 CARS
Coils for a variety of cars
DLB101HQLUCAS
DLB102HQLUCAS 8777# Piston & Cyl Front MK2, E-TYPE s1, XK £108.84
DLB105HQLUCAS
C27160# Brake Master Cyl 7/8” MK2, S-TYPE, XK150 £102.60
10821#GIRLING Front Brake Pads MK2, e-type S1 £23.40
JAGUAR PARTS C20972/1* Oil Pump Gears Pair SP250 £222.00
QUALITY CODE
C28329N Water Pump £150.00
Here at David Manners we offer you
the choice of Genuine Jaguar Parts, C22678/1* Tie Rod Assy Adjust mk2 £34.80
Original Equipment Jaguar Parts and
Quality Aftermarket Jaguar Parts 6723* Spring Hanger mk2 £66.00
# Original Equipment DSK0100 Door Rubber Set MK2, 420, S-TYPE £132.00
* High Quality Replacements BD18271* Door Sill Rubber MK2, 420, s-type £10.80
Prices subject to change and correct as of 20th January 2020. All prices include VAT
XK120 | XK140 | XK150 | MK-II | E-TYPE | V8 | SP250 | DS420 | MK-X | XJ6 | XJS | XJ40 | X300 | X308 | X350 | XK8 | XJ8 | X-TYPE | S-TYPE
0121 544 4040

e-mail: [email protected]
visit: 991 Wolverhampton Road, Oldbury, B69 4RJ
w w w. d av i dm a n n ers . c o . uk
Parts for Classic Mini | Jaguar & Daimler | MG & Triumph | Morris Minor | MX-5
CELEBRATING CARS FROM 1980 ONWARDS…
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FROM THE ARCHIVES
ADS & BROCHURES
FROM THE ARCHIVES

Paul Guinness delves into his archives of period adverts and
brochures to bring you this eclectic collection of Jaguar classics
ONE OF THE FINEST

This all-model Daimler brochure from 1978 (the last full year of
XJ Series II production) inevitably had a generously proportioned
section devoted to the Double-Six flagship saloon, a car that
was hailed as “one of the finest – and equally important, safest
– cars on the road anywhere

in the world”. The text went
on to explain that “the
famous V12 engine is virtually
silent”, the result of it being
a “powerful example of an
engine brought to the peak of
performance by painstaking
and meticulous engineering”.
Although essentially a
rebranded version of the
Jaguar XJ12, the Daimler was
inevitably more luxurious
and even better-equipped.
Naturally, the brochure pointed
out that the Double-Six was
special “not simply because
it is a Daimler but because,
embodying as it does a
blend of highly developed
engineering and unashamed
luxury, it represents perhaps the
definitive prestige motor car”.
106 CL ASSIC JAGUAR

POLISHED ALUMINIUM
We’ve just rediscovered this all-aluminium monocoque.
photograph issued by Jaguar in It also came with six-speed
2002, featuring the first of the automatic transmission and
X350-generation XJ saloons – the an air suspension system
aluminium-bodied models that with double wishbones
officially went on sale in April of front and rear. The
the following year. To show off newcomer’s styling and
the new body material, this pre- proportions might have
production example was left been evolutionary rather
unpainted, appearing at motor than revolutionary, but in every other in the photograph was eventually
shows worldwide with its bare respect this was a highly advanced handed over to the Jaguar Daimler
aluminium polished to perfection. car – and one that won much praise Heritage Trust for preservation, and
The latest XJ included many for its impressive driving style. can still be seen on display at its
advanced features, and not just its The unique ex-show car featured Gaydon-based Collections Centre.
JAGUAR IN DETAIL
It was back in 1961 that Jaguar illustrious line of outstanding models car’s “lavishly equipped and superbly
announced its latest big saloon, which have been identified during finished” interior, as well as its all-
featured in a brand new brochure the past decade by the symbols important “independent suspension
that paid tribute to the past: “The Mark VII, Mark VIII and Mark IX.” and disc brakes on all four wheels”. The
Jaguar Mark X, although an entirely This cutaway drawing showed the MkX remained on sale through to 1966,
new car in construction, design and new MkX in great detail, while the when it was rebadged as the 420G
appearance, stems from a long and text beneath boasted about the and given an extra four years of life.
CL ASSIC JAGUAR 107

FROM THE ARCHIVES
ADS & BROCHURES
EXTRA POWER
Jaguar’s full-range brochure for the 1992 model year included
this double-page spread devoted to the latest XJ line-up,
six years on from the launch of the XJ40 generation. The big
news of the time was the debut of the 3.2-litre version of the
AJ6 straight-six, replacing the original 2.9-litre. The brochure
explained that this latest entry-level powerplant combined
“21% more power with a 25% increase in torque”, whilst
managing to offer “virtually unchanged fuel consumption”.
Also relatively new was the 4.0-litre version of the AJ6,
successor to the original 3.6-litre unit and again providing
more power and performance, as Jaguar explained: “Offering
223bhp, it powers manual gearbox models to 60mph from rest
in 7.6 seconds and to a maximum speed (where circumstances
allow) of 138mph. For 4.0-litre cars with an automatic gearbox,
the corresponding figures are 8.6 seconds and 136mph.”
BRITISH RACING DREAM

“Have you got what it takes to drive a Leyland car?” asked
this great ad back in 1977. It wasn’t, of course, asking whether
you had the nerve to drive an Allegro to the shops and back.
No, instead it was promoting the achievements of various
British Leyland products in Britain’s Saloon Car Racing scene.
From Triumph Dolomite Sprints to the awesome
Jaguar XJ 5.3 coupé, Leyland had some rapid saloons
on offer 43 years ago. As for racing its cars, however,
the company reckoned you’d need quick reactions “to
avoid crowds of ardent girls seeking autographs” and
strong wrists “for opening champagne bottles”.
108 CL ASSIC JAGUAR

TECHNICAL
XK8 MAINTENANCE
TECHNICAL
SERVICING THE XK8

We take a look at what’s involved in servicing the
V8-engined, all-steel-bodied XK8 – the X100 generation
featured in this issue’s Ford-era centre section
W O R D S A N D P H OTO G R A P H Y: R O B H AW K I N S
T
he XK8 that arrived with a socket, an oil drain tray and an oil filter there are a number of components to
bang in 1996 and remained wrench. A torch comes in handy for visually inspect, fluid levels to check
on sale for the best part of checking inside the engine bay and and an air filter to renew. The latter
a decade remains one of underneath, along with a pry bar. A is located in a plastic housing in the
today’s most tempting modern-classic grease gun and a tub or canister of offside-front of the engine bay; the lid
Jaguar choices, with style, power multi-purpose grease is needed to of the housing is opened by releasing
and performance on offer at a very pump grease through the driveshafts’ a series of metal clips, before the filter
attractive price. Indeed, values are grease nipples; and if you intend to itself can be extracted. The filter should
now at a level where DIY servicing raise a corner of the car, a trolley jack be changed every 20,000 miles and
is likely to appeal to cost-conscious and axle stand are obviously essential. a replacement is likely to cost from
owners. And after speaking with several The servicing information we’re around £15 for a standard-spec item.
independent Jaguar specialists and XK8 providing here generally covers the The coolant level should be checked
owners, our view is that it’s possible to naturally-aspirated XK8 model of via the expansion tank on the nearside
complete most of the routine servicing 1996-2003, which featured ZF five- of the engine bay and can also be
jobs on these cars as long as you speed automatic transmission. tested with an antifreeze hydrometer
have the necessary tools and skills. (which costs around £5 from Machine
The assortment of tools needed is Mart) to measure its freezing capacity.
best covered according to the servicing ENGINE BAY Make sure the engine is cold before
jobs. For an engine oil change, for The most straightforward area to start releasing the expansion tank’s pressure
example, you need a 10mm and 13mm the service is under the bonnet, where cap. There’s a level marker on the
110 CL ASSIC JAGUAR

outside of the expansion tank as a

guide to how much should be inside.
Look over all the coolant hoses,
pipes and connections for leaks or
signs of leaks (residue). The hoses
and pipework around the front of the
engine and over the top (under the
engine cover) are common spots for
coolant leaks. Some components, such
as the thermostat housing and the
hoses connected to it, can leak but
can be replaced relatively easily. Early
thermostat housings were made from
plastic but can be upgraded to alloy.
If the coolant needs to be renewed
(pink-coloured coolant should be
changed every five to six years), drain
it by detaching the bottom hose
from the radiator or unscrewing the
drain plug (obviously when the engine
and coolant are cold). To refill, pour
a mixture of antifreeze and water
into the expansion tank; when it’s The Jaguar XK8’s engine has most of the serviceable points within easy reach.
full, run the engine with the pressure
cap removed and keep topping it up. checked and topped up include power means of checking whether there’s
Refit the cap and run the engine for steering fluid and brake fluid. The too much moisture in the brake fluid,
five to ten minutes, then leave to cool power steering fluid reservoir is located which can result in reduced braking
before checking the level again. on the nearside of the engine bay and efficiency. Brake fluid should ideally
The windscreen washer reservoir’s should contain ATF Dexron 3; unscrew be renewed every couple of years.
filler neck is located on the nearside the cap, remove and clean the dipstick The XK8’s ribbed drive belts can be
of the engine bay. Lift the blue flap, on the underside of it, then refit and viewed from the front of the engine bay
extract the filter inside and make sure remove it to check the level, topping up and also from underneath the front of
it’s clean (rinse it under a tap). After if necessary. The brake fluid reservoir the car. Look for cracks and damage
refitting it, top up a good quality is situated on the offside rear of the across the ribs. It should be possible to
screen wash (not washing-up liquid, engine bay in a transparent container, twist each belt by a quarter of a turn.
as this can congeal and block the filter so the level can be checked without The XK8’s powerplant obviously
and pipework). Test the wipers and releasing the cap; if it needs topping up, features eight spark plugs, which
washers to make sure their jets aren’t clean around the cap before releasing it (perhaps surprisingly) are recommended
blocked and that the wipers clear the and topping up with DOT 4 brake fluid. to be changed every 100,000 miles.
windscreen. If the rubber blades are If you have a brake fluid tester, check They’re located in the middle of each
split or damaged, replace them. the fluid for moisture content; testers cylinder head, hidden under covers
Other essential fluids that can be cost from around £10 and are a useful and coil packs. Start by undoing six »
The windscreen washer reservoir

The air filter is located in a plastic housing includes a small removable filter,
in the offside-front of the engine bay which can be washed through
CL ASSIC JAGUAR 111

TECHNICAL
XK8 MAINTENANCE
7mm bolts for a cover that conceals bit of a grey area. The recommended off. However, you’ll need some ground
the coil packs. Once removed, undo oil from Jaguar isn’t graded, but it clearance to reach the engine oil drain
the 7mm bolts for each coil pack appears that the XK8’s engine requires plug and drain the oil into a container,
and carefully extract them. Use a a 5W-30 fully- synthetic oil. Some which means that access to a ramp or
16mm spark plug socket to remove motor factors, however, list a choice of inspection pit is a major advantage.
and replace each spark plug. oils, including 5W-30 semi-synthetic Before you can undo the oil drain plug, a
and 10W-40. As these engines small piece of plastic ducting for cooling
become older and worn, it may be the alternator needs to be removed
OIL AND FILTERS wise to use a thicker grade of oil. from underneath the engine, secured
The engine oil and filter should be To drain the engine oil, make sure with a 10mm bolt. The oil drain plug
replaced every 10,000 miles or 12 the vehicle is on level ground, with the has a 13mm head; there are between
months, whichever comes sooner – gearbox in Park, the handbrake on six and seven litres of oil to drain,
although the specification of oil is a and, of course, the engine switched depending on whether an oil cooler is
fitted. You should also plan to renew
the sump plug, as a new one costs
only around £5 from Jaguar dealers
and some independent specialists.
A spin-on oil filter is located next to
the oil drain plug and there’s enough
room to unscrew it using a filter wrench.
Add a smear of fresh engine oil to the
new oil filter’s seal before fitting it by
hand. Refill the engine with one of the
recommended oils we’ve mentioned,
and then check that the level on the
dipstick is close to the maximum
level. Run the engine to check the oil
pressure warning light doesn’t remain
illuminated, then switch off, look for
oil leaks and check the level on the
dipstick again (extract, wipe and
re-dip it), topping up if necessary.
Spark plugs are found underneath The ZF automatic gearbox’s oil should
the ignition coil packs and should be renewed every 60,000 miles or ten
be renewed every 100,000 miles years, which includes the fitting of a
new sump pan and filter. Its level is
The 13mm oil drain plug should The spin-on oil filter
be renewed at every oil change is located close to
and only costs around £5 the oil drain plug
112 CL ASSIC JAGUAR

Condensation inside the

headlight can be cleared
by exposing it to sunlight,
although a dealer fix
was to add vents
The fuel filler cap has a drain

and filter below, which can
block with dirt and divert
water into the petrol tank
Multi-purpose grease
should be pumped through
the grease nipples on
the driveshafts
Apply a light grease into the

bonnet locking mechanisms
to reduce the risk of
them becoming seized
“The engine oil and filter should be replaced every 10,000

miles or 12 months, whichever comes sooner”
checked from underneath by undoing headlight and front indicator bulbs On the XK8 convertible, check
an 8mm Allen-key filler plug on the can be renewed from inside the front the hydraulic fluid in the reservoir,
offside of the gearbox. However, the of the engine bay. Condensation can located in the offside wing of the
car needs to be running at normal appear inside the headlights, caused boot, and if necessary top up with
operating temperature before the by tiny cracks; vents can be fitted CHF11S hydraulic fluid. The fluid
oil should be checked, which means to remove the condensation, which should be refreshed every six years as
this should only be conducted using was a main dealer repair, although it can congeal, resulting in blockages,
a suitable ramp. The oil level should leaving the headlights exposed to leaks and a hood that cannot be
be just below the filler plug hole; sunlight will sometimes dry them out. operated. Whilst in the boot of any
when necessary, top up with Dexron Release the fuel filler flap and XK8, check the tyre pressure for
3 automatic transmission fluid (ATF). clear any dirt that’s inside. If it’s full the spare wheel and also check the
of water, the drain hole and filter are battery to ensure that it’s secure.
possibly blocked, which can cause The XK8’s alloy wheels range from
EXTERIOR CHECKS water to leak into the petrol tank. The 17- to 20-inch in diameter. The larger-
A routine check of exterior lighting plastic filter is below the fuel filler diameter wheels are more prone to
should be carried out every month. cap and can be cleaned by pouring being kerbed and buckled, so check
Blown bulbs at the rear can be renewed hot water through it. Whilst you’re both sides (inner and outer) for damage.
from inside the boot by unclipping there, release the fuel filler cap and You should also inspect the tyres
a bulb panel to access them, while check the condition of its seal. for uneven wear, often caused by »
CL ASSIC JAGUAR 113

TECHNICAL
XK8 MAINTENANCE
worn suspension bushes or incorrect

wheel alignment. An annual four-
wheel alignment check is worth the
money to save on uneven tyre wear.
Check the rear bumper is
secure by trying to waggle it. The
bumper’s mounts can be prone
to failure as they’re made from
compressed fibre with aluminium
inserts that can corrode, swell and
fracture the mounting bracket.
GREASE POINTS The brake pipe routed along

Apply a light greasing to the door locks the underside of the front of
and latches, and then open and close the XK8 can corrode and leak
the doors to allow the grease to spread
around, wiping off any excess with a
clean cloth. Check that the bonnet’s gas
rams can hold up the bonnet; if not,
you should plan to replace them. Spray
some light grease over the bonnet’s
hinge mechanisms at the front, then
raise and lower the bonnet to work
the grease in. Spray the same into the
two bonnet locking mechanisms in the
rear corners of the engine bay, as these
can seize if not lubricated, making it
difficult to open and close the bonnet.
If you have a grease gun, fill it with
multi-purpose grease and pump a little
through the grease nipple on the outer This production-line
panel on the underside of
end of each rear driveshaft. These are the front floors is a dirt
easier to access with the rear of the trap and can corrode
XK8 securely raised. There’s another
grease nipple on the inside of each
driveshaft where it’s attached to the
differential; pump multi-purpose grease “On the XK8 convertible, check the
in here until clean grease starts to
ooze out, then wipe away any excess. hydraulic fluid in the reservoir, located
in the offside wing of the boot”
UNDERSIDE CHECKS
If you can safely inspect the underside
of the XK8, then check along the inside corrode from being splashed with auxiliary drive belts at 60,000 miles
of the front bumper to examine the two road dirt. The rear of the sill is easy to and changing the oil in the differential.
brake pipes routed across the entire inspect, whereas the front of the sill From a DIY servicing aspect, however,
width of it. These are known to corrode requires a mud flap to be removed. the topics we’ve outlined are sufficient
because they become covered in road It’s also worthwhile removing the rear to get things moving, with a separate
dirt. If they are in good condition, splashguard in the rear wheelarch feature coming soon focusing on XK8
you should clean and protect them (secured with a 10mm nut) to look brake and suspension checks. ■
with a smear of grease; but if they for more corrosion. Underneath each
are heavily corroded, they will need front floor, meanwhile, there’s a small
renewing. Similarly, check the condition non-structural panel that was used THANK YOU
of the front-to-rear brake pipe, which during the production of the vehicle;
is routed underneath the vehicle. dirt and water can get trapped here, We’re grateful to the following for their
The catalytic converter can corrode, resulting in corrosion, so it should help with this feature: DCR AutoParts
(www.xk8-parts.com), Eurojag (www.
resulting in holes and exhaust gas either be rustproofed if it’s in good
eurojag.com), Nene Jag Specialists
leaks, so check the condition of it and condition or cut away and replaced (www.nenejags.co.uk), North Wales
the rest of the exhaust system. Run with a repair panel if required. Jag Centre (www.northwalesjag.co.uk),
the engine and listen for leaks; it’s not The servicing we’ve outlined can Swallows Independent Jaguar (www.
uncommon for the exhaust to corrode keep going, of course, including swallows-jag.co.uk) and Tasker and
and leak around the centre silencer. renewing the fuel filter every 30,000 Lacy (www.taskerandlacy.co.uk).
The front and back of the sills can miles or three years, replacing the
114 CL ASSIC JAGUAR

Internationally Renowned as the Leading Jaguar XJS Restoration Company

We also bring our 20 year experience to all XJ Saloons to 2002, XK8/R, E-Type, and earlier Jaguars.
To discuss your Jaguar Restoration, Repair or Servicing requirements,

Please contact KWE on 01635 30030 or [email protected].
To find out more, visit WWW.KWECARS.COM/CJ
Located in Thatcham, Berkshire.
KWE XKR
North Wales Jag Centre

TThe
he LLeading
eading IIndependent
ndependent JJaguar
aguar SSpecialist
pecialist iin
n tthe
he NNorth
orth West
West
Friendly and personal service Your Jaguar is a sophisticated
from a family business with and complex motor vehicle
more than thirty years requiring specialist knowledge
experience specialising to maintain its performance.
exclusively in Jaguars. CAR SALES HIRE A FORMULA 1 JAGUAR
Please visit our website or phone for an Jaguar’s original Formula 1 show car is
up-to-date stock of quality, used Jaguars. available for hire. Please phone or visit: Our workshop is dedicated to
Whether you own a classic SERVICE, REPAIRS & MOT www.F1-hire.com Jaguars and fully equipped
Jaguar or a current model, PERFORMANCE UPGRADES with the very latest diagnostic
AIR CONDITIONING SPECIALISTS
you can trust your car to the equipment which enables us to
TYRES - SUPPLY AND FIT ACCIDENT REPAIR SPECIALISTS
experts for all servicing identify and rectify any faults
ALL TYPES OF SPARE PARTS JAGUAR COURTESY CARS
requirements and repair work. quickly and efficiently.
Based in the stylish coastal resort of Llandudno, we’re only a few minutes walk from the rail station.
By car we’re ten minutes from the A55 and when you’re here, it’s just a stroll to the beach!
H WA
RT
LE
NO
S
JAG
North Wales Jag Centre Ltd www.northwalesjag.co.uk

[email protected]
R
Unit 2 Cae-Bach (Off Builder Street)

CEN T Phone: 01492 870150
Llandudno LL30 1DR www.northwalesjag.co.uk Fax: 01492 860360
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AUTOMOBILIA
NON-FACTORY MASCOTS
Automobilia
‘UNOFFICIAL’ MASCOTS
Jaguar mascots fall into two principal groups: those produced by
Jaguar Cars and… well, the rest. Ian Cooling takes a look at the
non-factory mascots from a range of different manufacturers
P H OTO G R A P H Y: I A N C O O L I N G
T
he heyday of mascot production Toffee and Bibendum, commonly mascots. These appeared within the
was the 1920s and ’30s, when referred to as the Michelin Man. animal sections of a number of mascot
literally millions were made Many other themes emerged over producers, including Desmo and Lejeune.
– principally in Europe and time, including patriotic mascots such as Desmo supplied a wide range of
America – to grace the radiator caps John Bull and Old Bill in the aftermath motoring accessories, including lights,
of cars and trucks across the world. of the First World War, while the female mirrors, horns and mascots, and was
Some were marque-related, like Rolls- form was represented by dancers, among the first to include a Jaguar
Royce’s Spirit of Ecstasy (an early nymphs and goddesses. Some buyers mascot in its range. The company
example that first appeared in 1911), preferred mascots based around themes offered two versions – one with a flat
but not every mascot was produced like aviation, sport, birds and animals, base for fitting on a radiator cap and
by an automotive manufacturer – the latter being a particularly large the other on a raised circular base
hence Sir Kreemy Knut from Sharpe’s group that included the first Jaguar with a ‘tunnel’ cut through it, front
The beautifully elegant panther

mascot by Casimir Brau – the
panther being of the same
feline family as the jaguar
118 CL ASSIC JAGUAR

A genuine Lejeune on the right and an Airline, the latter

possibly an unauthorised copy of the original
Shown here is the official Lejeune touchmark on the flat base This image shows the older Lejeune touchmark on the rougher base
to back. The mascot itself, however, mascot. Some copies are easy to spot, motor car mascot manufacturer”. Its
was common to both types. such as those with the mascot and Jaguar mascot appeared in the 1930s
The purpose of the ‘tunnel’ version flat base cast as one piece when they and is a very finely crafted work of art,
has never been entirely clear. If it was should be separate. Others are less beautifully balanced and with fine lines.
for a chrome strip, it would have been easy to spot and need a practised Genuine Lejeune mascots have their
much lower; and if it was to fit over a eye, so if in doubt make sure you ask a own distinctive touchmark under the
‘dog’s bone’ radiator cap, the ‘tunnel’ dealer or a knowledgeable collector. base. However, there is also a very similar
would have run from side to side. mascot with a different mounting base
Predictably, the flat-based mascots for and no touchmark that has become
the radiator cap are seen much more EARLY PIONEER known as the Airline mascot, but
often and command higher prices of Lejeune was founded in England in nobody seems to know why. Some have
around £250-300, compared with 1910 by Emil Lejeune, a Frenchman, suggested a link with the SS Airline
the ‘tunnel’ version at around £200. originally specialising in small metal saloon, while wits have suggested it
‘Buyer beware’ is good advice when castings. About a decade later, the might have been an Imperial Airways
buying Demo mascots, as they have company moved into the growing car frequent fliers’ giveaway! In the mid-
suffered from the antics of copiers mascot market, and by 1929 it was 1990s, Sir David Hughes, a skilled
more than any other non-factory claiming to be “the world’s largest amateur sculptor who had bought the »
CL ASSIC JAGUAR 119

AUTOMOBILIA
NON-FACTORY MASCOTS
company from the Lejeune family, was

shown the two mascots side by side; his
A Desmo mascot with the
higher base and a ‘tunnel’ view was that the Airline was either an
running front to back unmarked Lejeune that had ‘escaped’
from the foundry, or a very good
copy that had been cast elsewhere.
Predictably, genuine and correctly
marked Lejeunes fetch higher prices at
around £300-350 compared with the
Airline at £200-250. The touchmark
is important, as Airlines have been
seen on the market advertised as
Lejeunes, with specific further enquiries
revealing the lack of a touchmark.
Possibly a genuine error by the
sellers concerned… or maybe not.
HIGH QUALITY
Another link to France was sculptor
Casimir Brau, who produced a superb
range of mascots in the 1920s, all
of which now command high prices.
Included in the line-up from the middle
of that decade onwards was a panther
mascot, which triggered the debate
mentioned in last year’s article on
This version of the Desmo has genuine mascots (Classic Jaguar, June/
the more common flat base July 2019) over whether Frederick
for radiator cap fitting Gordon Crosby had copied Brau when
creating the official Jaguar item. Those
who claimed he did have tended to
over-emphasise the similarities and
largely ignore the (many) differences.
Also, the jaguar is a member of the
same family of felines as the panther
(its Latin name is Panthera Onca), so
it’s little wonder there are similarities.
Whatever the rights and wrongs
of that debate, Brau’s mascot has
emerged as a must-have for serious
Jaguar mascot collectors. In relative
terms, it is quite good value at the
moment, usually fetching around the
£2000 mark compared with up to
twice as much about ten years ago.
A copy of the Prince Michael mascot, of which only The Futurist – a British mascot with a strong
two genuine originals are known to exist resemblance to the French Brau panther
120 CL ASSIC JAGUAR

Beards of Cheltenham’s catalogue of the Futurist range, showing the Jaguar centrally
“Desmo supplied a wide range of motoring accessories,

including lights, mirrors, horns and mascots”
A final pre-war Jaguar mascot is Romanian royal household featuring around the £300 mark when they first
known as the Prince Michael, specially the same mascot, making these the started coming onto the collectables
commissioned by SS Cars but never only two genuine and original Prince market; however, as it gradually dawned
offered for sale by the company – nor, Michael mascots known to exist. how many existed, prices slipped to
it seems, by anyone else. In 1937, the Rolling forward to 1982, however, their current level around £100-150.
officers of the Romanian air force David Barber – the leading restorer of
presented Prince Michael with an SS100 SS100s – began a restoration of CKV
to celebrate both his commissioning 250, which had miraculously survived POST-WAR MASCOTS
into the air force and his 17th birthday, the war in Europe. In the course of Let’s move post-war now, specifically
The 3.5-litre car (chassis number 39001, the work, he removed the mascot and to a British mascot that bears a striking
registered as CKV 250) displayed had about ten copies cast – some of resemblance to the Brau panther, much
the specially-commissioned mascot which were plated, but at least two more so than Gordon Crosby’s Jaguar
that, by association, became known remained in their rough-cast state. does. The front legs are in the same
as the Prince Michael. Meanwhile, Up to forty ‘copies of copies’ are also position, the rear legs are outstretched
an SS saloon was ordered by the known to exist, which were selling for and the muscle groups are similar. No »
CL ASSIC JAGUAR 121

AUTOMOBILIA
NON-FACTORY MASCOTS
This is known as the Gamage

mascot, yet has never been found
in any of Gamage’s catalogues
“Another link to France was sculptor Casimir Brau, who

produced a superb range of mascots in the 1920s”
is longer and the head looks too small

and has much less detail, as have all four
The mascot produced
paws. It remains something of a mystery
in the 1950s for
Max Hoffman, the and very few come to market; when they
New York-based do, they are usually incorrectly described.
Jaguar dealer Finally, let’s conclude with an
example from a rare group of Jaguar
mascots: those manufactured on
behalf of dealers. The one shown here
maker’s name is stamped on the base was produced in the 1950s for the
(just ‘Made in England’), although New York-based dealership of Max
some – possibly copies – have been Hoffman. It’s quite small at less than
seen without this marking. The mascot five inches in height, and is made of
was marketed as a Jaguar within zamak, a zinc alloy; it has a single pole
the Futurist range that was sold by mounting and the base is a small hollow
specialist companies like Beards of dome. Although seen described as a
Cheltenham, whose 1950s catalogue mascot, it is not at all clear how it would
of the Futurist line-up showed be mounted on a car or whether it
the Jaguar at £4.12.6d. Surviving would be robust enough to cope with
examples don’t appear all that being exposed to (high-speed) wind
often, but when they do they and rain, hence the alternative view
tend to sell at around £100-150. that this was designed and produced
A post-war mascot that bears more as a presentation item. Modern
a marked resemblance to the copies exist but are easily spotted
factory version has become as the base is solid and not domed
known as the Gamage’s mascot, underneath. For a genuine original, you
allegedly because it appeared in can expect to pay around £100-150.
the catalogue of that company. Jaguar’s own mascots are, of
However, having spent many hours course, desirable on today’s collectors’
trudging through old copies of market, as detailed in our feature last
the catalogue, I’ve yet to find a year. But the subject of non-official
single mention! There are clear mascots is fascinating, providing
differences between this mascot Jaguar aficionados with an array
and the factory version – the neck of alternatives to seek out. n
122 CL ASSIC JAGUAR

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THE BIG PICTURE

Anyone seeking a V12 version of the XJ40 was in for a long
wait, with the model codenamed XJ81 not arriving until
March 1993, when this classic press photograph was issued
WORDS: PAUL GUINNESS P H OTO G R A P H Y: JAG UA R C A R S
Although the all-new XJ6 – codenamed XJ40 – was XJ12 offered an impressive 318bhp, endowing it with an
announced in October 1986, it would take more than six artificially limited top speed of 155mph and a 0-60mph time
years for a V12 version to finally arrive, hence the decision of just 6.8 seconds. This monochrome press photograph
to give the old Series III XJ12 an extended career. In fact, it was issued at the time of the launch, and featured both
wasn’t until March 1993 that an XJ40-based XJ12 would the XJ12 and Daimler Double-Six versions. Each one was
finally be on sale, featuring a 5994cc version of Jaguar’s destined to be short-lived, however, thanks to the arrival
world-famous V12 powerplant. In its latest guise, the of the X300-series XJ range just over 18 months later.
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MKX AND 420G E TYPE 3.8 E TYPE SERIES 3 MKII

420G
1962, £59,995. FHC, matching

numbers and now getting rare. Please
call 07590 078383, Cheltenham. (T) 1962, 37,120 miles, £45,000.
1970, 75,660 miles, £16,995. Now Concours, red wire wheels, bottom up
E TYPE 3.8 ROADSTER 1973, £54,995. Fully restored in
finished in sable over ivory with a rebuild 1998, new engine, warranted,
cream interior piped in sable. Car looks stunning condition, black and cream.
fine speed, gearbox, power steering,
wonderful. The Jaguar has just had a Please call 07590 078383,
disc breaks and cream hide. Please call
full automatic gearbox re-build by a Cheltenham. (T)
07747 600639, Norfolk.
Jaguar specialist ( August 2018 ). E TYPE V12 12693
Drives superbly with factory fitted
power steering. Please call 01437 S-TYPE
760760, Pembrokeshire (T). S TYPE
12048
E-TYPE 1962, £39,995. Matching numbers

and needs restoration. Please call
E TYPE 1971, £86,500. 2+2 finished in
07590 078383, Cheltenham. (T)
unmarked gleaming signal red with
E TYPE SERIES 1
black hide interior. Sparkling chrome
wire wheels with white side tyres,
55,000 miles, £2,500 ONO. 51 reg, 12
tinted glass, stereo system, power
months MoT and good condition.
steering, automatic, drives superb,
Please call 07769 226777, Shropshire.
thousands spent to bring this E type 11884
maintained to the highest of standards
1970, 42,000 miles, £69,750. 2+2,
finished in opalescent silver blue with
with service invoices, original XK150
handbook and many old MoT's this car
superb matching hide interior, is just stunning one of the best there is XK140
overmats, headrests, original stereo, garaged from new. Please call 01322
manual transmission, chrome wire 1966, £34,995. Fixed head coupe, 669081/ 07836 250222 or Please visit
wheels, two new owners, invoices, green/black and fitted with a V8. Solid www.peterjarvis.net, Kent (T).
original handbook, service book and an car. Please call 07590 078383, 12493
excellent example. Please call 01322 Cheltenham. (T)
669081/ 07836 250222 or Please visit
E TYPE SERIES 1 ROADSTER
MKI AND MKII
www.peterjarvis.net, Kent (T). MKII 3.4L £124,995. Fully restored over an
12494 incredible 17 year period, the car
E TYPE ROADSTER retains original numbers matching
3.4L straight 6 engine and 4 speed
gearbox. The interior has been fully
re-trimmed in high quality nutmeg
leather which suits the cream
bodywork to a tee. Please call 01590
612999, Hampshire (T).
12534
1966, 70,299 miles, £36,995. This
1973, 51,000 miles, £59,995. Manual lovely Mk2 was first sold by W Watson X-TYPE
1966, £124,995. Cream/red, fully
and one owner. Please call 07590 AND Co LTD in Liverpool to its first
restored and ready to go. Please call XS LED
078383, Cheltenham. (T) owner on the 17th of June 1966.
07590 078383, Cheltenham. (T)
E TYPE ROADSTER Thanks to the previous owners
E TYPE 2+2 research we have a full ownership
record of the cars 4 previous owners,
along with a service history dating
back to the mid 70’s. We also have the
Jaguar Daimler heritage certificate, 29 2005, 116,000 miles, £1,200. 4 door
old MoT’s, assorted tax disks and other saloon, diesel, silver/grey leather
1973, 53,000 miles, £88,995. Right literature any mark 2 owner would find seats, manual, full service history, no
hand drive and absolutely stunning. 1966, 23,000 miles, £34,995. Dark interesting. Please call 01590 612999, rust, new tyres and excellent condition.
Please call 07590 078383, blue and great value. Please call 07590 Hampshire (T). Please call 07850 569430, Berkshire.
12537
Cheltenham. (T) 078383, Cheltenham. (T) 11524
CL ASSIC JAGUAR 127

TRADE ADVERTISERS CALL: 01233 228750

EMAIL YOUR AD TO: [email protected]
XJR XJS XJS V12

XJ
V8 XJ8
1995, 25,000 miles, £37,500. White

38,160 miles, £17,950 ONO. MOT is with cream leather trim with coffee
1995, 69,179 miles, £32,500. In the
valid until November 2020. One piping and contrasting black hood
popular and stunning flamenco ed with
previous owner plus Jaguar. All Keys, cruise control, heated ear window,
full tan leather trim, matching tan good
remotes and a complete set of manuals unmarked diamond cut and polished
and contrasting cream pipping,
are present. Please call 07740 Jaguar with 20 spoke alloy wheels.
features include diamond cut, spun
739048. Factory rear spoiler wood gear
£1,850 ONO. 3.2 V8 XJ8 in very good 12483 and polished 20 spoke Jaguar alloys,
selector. Please call 01435 863800,
condition. Full service history, topaz air conditioning, cruise control, twin air
Sussex.
metallic with perfect cashmere leather XJS 11847 bags and much more. Please call
interior, electric sunroof, CD player and 01435 863800, Sussex.
XJS XJS 4 LITRE 11848
built in telephone, 4 new tyres,
personal plate included, cherished XJS V12
from new, MoT till June 2020 and no
advsories. Please call 07598 791860.
11654
XJ SERIES
1992, 60,550 miles, £18,650. Full
1989, 9,600 miles, £44,999. One service history, MoT from 1997 on A1 +
condition throughout. Unmarked black, 1991, 74,000 miles, £24,000. Limited
private owner from new, full history in edition of only 250 models. Excellent
red with full leather seats, piping in red bodywork, beige leather, electric
seats, new mohair, hood AND head interior and exterior condition. Cream
automatic, power steering, power hood leather seats with matching colour
in black, electric windows, fitted with lining. New callipers and discs front
and back. Radio/CD player and tool kit. trims. Automatic with all 'Le Mans'
tyres and chrome wire wheels and air extra features. Brooklands green, FSH
conditioning. Please call 02380 Please call 07779 301332, Mid Glam.
12363 plus MoT and only 2 owners. Please
766870, Southampton (T). call 01620 248226, East Lothian.
11938
XJS 4-LITRE AUTO 11877
33,000 miles, £6,999. Automatic over
steering, electric windows, electric XJS
XK, XK8 AND XKR
rear blind parking sensors, electric
seats, remote central locking, abs XK8
brakes, stereo and cd player. Spare
unused, alarm, full leather seats, cruise
control, alloy wheels and comes with
private plate. Please call 07545
703474, Southampton. (T) 1992, 60,550 miles, £18,650 Ono.
12338 43,000 miles, £12,999. The car has Full service history, MoT from 1997 on
been dry stored for some yeas, MoT to A1+ conditon. Throughout unmarked
XJ X350 1998, £7,500. Automatic gearbox,
Feb 2020, good condition and a nice black bodywork with beige leather.
petrol, 3996cc, leather interior, dark
service history. Please call 02380 Electric seats, new mohair hood and
green colour, 4 previous keepers, MoT
766870, Southampton (T). discs front and back, radio and CD
11943 09/2020 lovely, comfortable and in
player. Also comes with ttool kit and all
good condition sports car. Comes with
XJS books. Please call 07779 301332,
private number plates. Please call
South Wales.
10230 07831 672855.
11709
XJS CELEBRATION
XK8
1992, 109,893 miles, £9,495.

£2,750. Black with black interior, sat Finished in flamenco red pearl with
nav, heated front and rear screens, magnolia hide, faultless burr walnut 1996, 118,000 miles, £6,990. Spruce
heated seats, bluetooth phone facia and special order, oatmeal Green, cream leather. Very good 1998, 71,000 miles, £4,995. FSH
connectivity, Xenons, rear blind, carpets and the spec includes gearbox condition. Current owner 14yrs. Mot, from new, MoT Feb 2020, excellent
memory seats. Mine for the last 6 years with sport mode, electric seat extensive history. Always maintained bodywork, paint, interior, good engine,
with all the receipts for every penny I’ve adjustment, electric windows, central regardless of cost. Genuine reason for smooth gearbox, lack of use forces
spent on it. Genuine reason for sale. locking and electric mirrors. Please call sale. No offers. Please call 01296 reluctant sale. Please call 01234
Please call 07711 047367. 01437 760760, Pembrokeshire (T). 615564, Bucks. 400330, Bedfordshire.
12484 12044 11067 10917
12 8 CL ASSIC JAGUAR
XK8 4.2 XKR 4L 3.8 MK2 ENGINE

MISCELLANEOUS
BONNET BADGES
2003, 35,000 miles, £14,995. At first

it was only available with a naturally
aspirated 4L but in 1998, the XKR was
released. This added a super charger £7,950 Ono. Just rebuilt Power Max
2003, 74,000 miles, £9,995. With the and 70 extra horsepower to the already £25. 2 x badges £40 for pair. Please
4.2 engine. Black with Recaro Light pistons, new H/C, unleaded, bronze call 07780 123683, Norwich.
adequate 300 found in the XK8, bigger guides and new everything. Matching 11703
grey leather seats. Black smoked wood brakes and a different suspension
interior, 20” split rim alloys. Lovely carburettors. Online video. Please call
set-up. Please call 01590 612999, 07840 400569, Bristol. CATALOGUE XJS
spec car not your normal old man spec. Hampshire (T). 11093 SPORTS SUPERCHARGE
Nice miles spec and condition to keep 12544
£POA. In colour, showroom catalogue.
as an investment as well as enjoy. UNUSED JAGUAR PARTS Please call 07971 687318, Devon.
Please call 07737 652659, York. XKR 4L COUPE
£34 a pair. Auto socks, to fit 18/19/20" 11123
10380
wheels. Please call 01636 822042.
12457 MASCOT TEAR DROP
XK8 CONVERTIBLE
VARIOUS JAGUAR PARTS
£POA. Engine that still turns/fires in
unmachined standard, £600. Twin
1998, 54,500 miles, £12,995. carbs and manifold, £150. To suit
Finished in sapphire blue with ivory missing top timing cover and flywheel
leather interior, this is a very early car only. Manual over drive complete
was first registered in October serviced gearbox 'moss' box, £750.
1998- just 4 months after the Please call 07840 400569, Bristol.
beginning of production. Please call 8251
01590 612999, Hampshire (T).
12542 XJ6 SERIES
£14,995 ONO. New engine £175. SS on wood base. Please call
£125. 1/2/3 full width, trimmed black
07494 709329, Ruislip.
replacement by Appleyard Jaguar in PARTS padded, dash top (no splits). Many XJ6 11699
Bradford. Mileage at engine spares also V5C for MK2 Jag Daimler
replacement 58,266. New gearbox and 0-100MPH SPEEDO AND
and XJ6 Jaguar. Please call 07840 SS DESMO MASCOT
XKR bonnet and full Jaguar service GAUGE
400569, Bristol.
history. New battery and plugs, 6894
garaged from new and hood is in
XJS SPARES 87-88
perfect order plus much more. Please
call 07849 378410. £20-£50. Rear window, chrome
11880 exhaust manifold cover for 3.6cc
engine, 350. N/S door glass tinted,
XKR 4L £25. Please call 07948 832015,
Humberside.
12346
£60 inc p&p. Cluster including ignition XJS STEERING RACK

1930s, £200. Excellent condition.
switch (no key). Please call 07816 £120. Please call 01179 793350, Please call 07527 635372, West
952524. Bristol. Sussex.
11746 11968
1999, 85,000 miles, £16,795. This car

has been truly cherished throughout its
JAGUAR XK8 CONVERTIBLE
life with bills totalling £10000 in its
history file. Highlights of the file include 1998, £7,500.
new engine fitted by Jaguar under
warranty in 2001, a new supercharger Automatic gearbox, petrol, 3996cc, leather
unit and differential in 2006, new dash
fitted in 2008, new alternator fitted
interior, dark green colour. Only 4 previous
2015, 18 service stamps in all. The car keepers, MoT 09/2020. It is a lovely,
has also had new Shock absorbers, comfortable and in good condition sports car,
front and rear brake disks, new battery comes with private number plates.
and tyres all fitted within the last 5000
miles. Please call 01590 612999, Please call 07831 672855.
Hampshire (T).
12543 06/09/P
CCLLAASSSSI ICC JJAAG

GUUAAR
R 112299
BACKCHAT
PAUL GUINNESS
Our editor takes a look at the F-Type concept of the 1980s,
a magazine cover star that promised so much prior to its
ultimate cancellation by Ford
I
t was while I was gathering material
for our coverage of the Ford era at “Hopes were raised that Jaguar might
Jaguar, which starts on page 49,
that I came across this particular
once again offer a ‘proper’ sports car in
issue of Car magazine, dating from addition to its XJ-S grand tourer”
April 1983 and featuring two British
sportsters of the future on its front
cover. The magazine’s artists
had created illustrations of XJ41/42 were to compete
how Aston Martin’s new V8 with future rivals, the end
coupé and Jaguar’s F-Type result being a heavier,
for the ’80s were likely to more expensive car than
look, with the latter being Jaguar had originally
impressively accurate. Sadly intended. So delayed
though, this original F-Type was its development, the
project got delayed – and one F-Type still hadn’t made
of Ford’s first decisions when it to market by the time
it took over Jaguar in 1990 Ford was calling the shots
was to cancel it altogether. in 1990 – and one of
The profile image of the the new owner’s earliest
Aston Martin shows an actions was to cancel
angular coupé, following the project altogether.
in the tyre tracks of the Back in April 1983,
four-door Lagonda by meanwhile, Britain’s Car
employing straight lines, magazine was optimistic
typical of designer William that the F-Type would
Towns. Needless to say, appear, explaining that “the
the project didn’t reach curvaceous cat coupé could
fruition. By comparison, be rolling out of Jaguar’s
meanwhile, the curvaceous Browns Lane works in three
lines of the F-Type – or four years”. The feature
inevitably influenced by the pointed out that the new
legendary E-Type – were “150mph coupé won’t be a
far more pleasing, raising big seller – but it’ll be the
hopes among Jaguar fans Jag the world knows best”.
that the company might And it also suggested that
once again offer a ‘proper’ the F-Type was an inevitable
sports car in addition to and logical addition to the
its XJ-S grand tourer. range: “Since they stopped
The story of the original selling the E-Type right at
F-Type is a fascinating one, the end of 1975, they’ve
as this was a car that promised so the coupé version) and XJ42 (the known that sooner or later they’d have
much when work on it began at the drophead) – began in earnest. to build another pure, unabashed
start of the ’80s. With John Egan in The original plan was to use the sports roadster – and this middle
charge at Jaguar and development of AJ6 engine initially destined for ’80s F-Type is very likely the one.”
the XJ40 saloon under way, attention the XJ-S, fitting into a refreshed Ford’s decision to cancel the F-Type
turned to the sports car market. The Jaguar line-up that would eventually meant that no new Jaguar sports car
XJ-S was destined for some much- comprise XJ40, XJ41/42 and XJ-S. would be launched until the arrival
needed extra investment, with the Sadly though, both XJ40 and XJ41/42 of the XK8 in 1996, Meanwhile, a
eventual arrival of six-cylinder and development suffered severe delays, surviving example of the XJ41 concept
open-top versions helping to transform and as the ’80s wore on it became (almost identical in its styling to
its fortunes. But there remained obvious that the market was changing. Car magazine’s rendering) remains
potential for a sports car to sit below Jaguar would have to add more in the hands of the JDHT, giving a
the XJ-S, and so development of power (via turbocharging) and extra hint of what might have been if Ford
the F-Type – codenamed XJ41 (for tech (including four-wheel drive) if had decided to press ahead. ■
130 CL ASSIC JAGUAR

CHROME & BRIGHTWORK

FOR
GROUP
JAGUAR E-TYPE
MORE PARTS AVAILABLE ONLINE, VISIT OUR NEW WEBSITE WWW.MARTINROBEY.COM
MOTIF BAR SERIES 1 OVERRIDER REAR BUMPER FRONT BUMPER

S1 BD17700 £56.00 FRONT BD19111 / BD19112 £81.98 S1 3.8 BD15887 / BD15888 £347.49 S1 3.8 BD15532/BD15533 £181.11
S2 BD35500 £189.13 REAR BD19136/BD19135 £81.98 MODEL VARIANTS AVAILABLE MODEL VARIANTS AVAILABLE
HEADLIGHT CHROME
WINDOW WINDER HANDLE PILLAR CHROME FHC PILLAR CHROME DHC
RH BD16789 £147.28
BD10729 £29.50 BD19562/BD19561 £159.26 BD20881/BD20882 £111.56
LH BD16790 £147.28
E-TYPE LUGGAGE RAIL

BONNET REAR GRILLE E TYPE REVERSE LAMP BODY DOOR HANDLE PAIR
£28.70 - £54.93
BD19178 £57.21 BD20754 £66.64 BD19245/6 £150.00
VARIOUS LENGTHS
WIRE WHEEL CENTRE SILENCER

GRAB HANDLE BRACKET HARD TOP HOLD DOWN BRACKET
CURLY HUB - C14802 £247.00 SSJR57
BD24857 £36.91 BD2376 / BD23761 £43.81
FLAT HUB - C28044 £244.00 £201.54
THOUSANDS MORE PARTS AND ACCESSORIES AVAILABLE FOR CLASSIC AND MODERN JAGUARS.
www.martinrobey.com | [email protected] | +44(0) 2476 386 903

All prices exclude vat. All prices subject to change without prior notice.
Keeping your
Jaguar on the road
Call us on + or visit sngbarratt.com


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Daily Newspapers & Magazines in PDF for Telegram: @WorldAndNews

100% PURE SEMI-LIGHTWEIGHT E-TYPE

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APRIL / MAY 2020

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126 CLASSIFIEDS 40 TRACK-BOUND XJ-S

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ARE YOU SITTING COMFORTABLY?

Backrest adjustable for height

The E-Type’s link with Stirling

racing driver of all time, as a Jaguar

“The fame – plus the £1400 in prize money, minus half

The interior isn’t as

Performance that impresses

“The car’s current custodian, a retired businessman, has

“There was no envy, despite its

Despite the car’s huge 225/50-15

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Engine Tuning All classics to present day

Serving the needs of discerning

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The wheelarches, sills

Checking the condition of the

glassfibre replacement (less than ideal,

ENGINE & TRANSMISSION

The 4.2-litre XK engine

Replacing the straight-

Morris or Millers; for the XK engines he

reasonably priced. Front coil springs, for

“The majority of Series I XJs are

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Let us make ownership

Whatever your dream car is..... Just enjoy driving it!

Upgrades developed for

XK – E Type/Mk2 – XJ and Specials

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now connected to a steering rack

“Unveiled at the Earl’s Court Motor Show, Jaguar’s