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JANUARY 2024
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
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FIRST WORD
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I write this having just returned from the annual Classic Motor Show, an event which I suddenly realise I must have been attending in its various guises for the best part of 25 years. Never mind coppers looking younger, nothing hammers home the ageing process more than seeing cars you remember driving as a new model on a press launch being displayed as classics today. Familiarity also breeds a peculiar kind of contempt, meaning it takes something particularly unusual to grab my attention these days... and sadly, even the most beautifully presented E-Type won’t do it. In fact, this year I was stopped in my tracks by the unexpected sight of a restored Maestro van before being rendered speechless by the sight of not just one but two examples of the Alfa 6 – a car which must be all but extinct even in its homeland. Appropriately enough, the ’80s Italian executive contenders were on a club stand right next to the XJ40 club, something which seemed somehow appropriate, especially considering the blue-chip heritage both marques possess and the emotion they arouse. Many’s the road test of the latest Alfa headlined ‘last chance saloon’ by the motoring press but with the benefit of hindsight it seems the XE was in fact a ‘last chance saloon’ even if we didn’t know it at the time. Indeed, both marques have failed to make it in the volume game and are now pinning their hopes on a reinvented identity and an electric future – Alfa with SUVs built on Jeep floorpans and Jaguar with its proposed high-end EVs. At least we can safely assume that neither will feature a six-carburettor V6, window switches in the roof or a briefcase which forms part of the dashboard. On another more prosaic note, several readers have noted that the caption to last month’s archive photo refers to Prince Philip, but although the Duke was present at the event pictured, the man in the shot is in fact the late Patrick Smart, the longtime liason between Jaguar and the royal household. Thanks to Richard Soans for putting us straight.
Paul Wager Editor
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KEITH HELFET
Former Jaguar designer Keith recalls the emergence of the JD Power surveys and their effect on Jaguar’s US sales
ROB HAWKINS
Rob gets busy making up brake pipes and replacing the glow-worm dash lighting in ’50s Jaguars
PAUL WALTON
Paul samples an amazingly original E-Type and a rare example of the entry-level Series 3 XJ
January 2024 \ Jaguar World | 3
76
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 24 SERIES 3 RARITY We sample the entry-level Series 3 XJ6 in clothtrimmed manual spec.
32 S2 E-TYPE
They don’t come more original than this 4.2-litre Series 2 with just two owners behind it, the last having enjoyed it for 48 years. January 2024
42 S-TYPE R RESTORATION
Buying a 400bhp supercharged Jaguar with an engine problem takes a certain amount of
4 | Jaguar World / January 2024
nerve but in this case it’s paid off handsomely.
52 MAKE YOUR V12 LAST FOREVER
Once described by Sir John Egan as Jaguar’s ‘gentle giant’, there’s no reason why your V12 shouldn’t last indefinitely... that is, if you treat it properly.
62 HISTORY
We rewind 40 years to Jaguar’s first steps along the road to its brief period of independence between BL and Ford.
70 TECH: DAIMLER V8
Charting the life and times of the first V8 engine to be sold by Jaguar
76 BUYING AND OWNING XF V8
Offering a great combination of modern style and old-school heft, the V8-engined XFs are a sure-fire future classic. We guide you through the maze from basic V8 to fiery XFR-S.
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32
52
42 Regulars
6 NEWS 12 GEARBOX 17 PAUL WALTON 19 CRAIG CHEETHAM 21 KEITH HELFET 102 ARCHIVES 114 FINISHING LINES
Workshop
86 OUR JAGUARS
An ankle injury confines Walton to his XK8 and Cheetham can’t resist another bargain X-Type
90 BRAKE PIPE HOW-TO DIY inspection and replacement
94 Q&A
62
F-Pace seats and diesel vibration
96 CLASSIC DASHBOARD LIGHTING LED bulb upgrades
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January 2024 \ Jaguar World | 5
NEWS
IF YOU HAVE A JAGUAR-RELATED NEWS STORY, SEND IT TO JWM.ED@KELSEY.CO.UK
J
F-T TYPE E SWA ANS SONG G
AGUAR IS marking the end of its pettroll-engiined d sport rts t cars with a special edition F-Type which takes its name from ‘Project ZP’ which produced the first race-winning early E-Types. Unlike the special edition ‘ZP’ E-Types
6 | Jaguar World / January 2024
announ nced recently, the F-Type ZP will be prod duced d in quanttity, butt remaiins a firmly limited edition, with just 150 set to be produced. The spec includes Oulton Blue gloss with two-tone red and black interior, or Crystal Grey gloss with blue and black interior.
Both will feature hand-applied white racing round dells and d wh hite griille surround ds. Gloss black 20-inch wheels and special badging are among other detail touches, with the ZP offered in either convertible or coupe but only with the supercharged V8 engine and all-wheel drive.
Scrappage struggles continue London mayor Sadiq Khan’s £160 million scrappage scheme continues to struggle to meet demand. Widespread reports in the daily newspapers suggest the online processing system is not fit for purpose and vehicle breakers have been overwhelmed with cars. TfL says that it aims to process grant applications within 10 days, but since London’s ULEZ was expanded to cover all boroughs on August 29, motorists have been waiting four to eight weeks to receive their £2000 grant cheques towards the cost of a ULEZcompliant car. Vehicles that do not meet emissions standards must pay £12.50 per day if they are driven in London’s zone. According to reports a significant number of motorists are seeing their online applications rejected for various reasons, while breakers are struggling with the volume of vehicles arriving at the crusher. In an interview with Autocar, one vehicle breaker reported an 85 per cent increase in the number of vehicles it had received for scrapping over the last few weeks: “We’re not alone, and I know some breakers are struggling to issue Certificates of Destruction,” said a spokesman. Once the breaker issues a Certificate it should take a further 10 days for the grant cheque to be issued, but the Guardian reports participants waiting for many weeks.
REIMAGINED ROADSTER REVEALED Jaguar E-Type specialist Helm, has revealed the second in its string of unique reimagined Series 1 cars. The Helm Roadster is car number two in a strictly limited run of just 20 vehicles and reinvents the iconic classic for the modern era. It features handmade aluminum bodywork, bespoke modern engineering and a Bill Amberg designed interior – Amberg being an industry leader in bespoke leather products, interiors and furniture. This particular car, which is powered by a 300bhp 4.2-litre engine, took over 6000 man hours to complete. It is said to be the hardest project Helm has undertaken to date, calling for a number of ‘firsts’ in terms of design, development and engineering. Find out more about Helm at helm-motorcars.co.uk.
Swallows Opens New Workshop Swallows Independent Jaguar Specialist has opened its new workshop facility at the firm’s Acacia Farm site in Rooksbridge, Somerset, with the allnew workshop adding an impressive additional 5000sq.ft of workspace. Six Ravaglioli two-post ramps, plus a single sunken four post ramp with full wheel alignment set-up, and full Jaguar Land Rover Diagnostic suite make it one of the largest and most sophisticated specialist workshops outside of the main JLR dealer network. The additional ramp capacity brings Swallows to an impressive total of 12 working bays and the new workshop was officially opened with an evening event for the local Jaguar Enthusiasts’ Club Somerset region on 17th October with regional secretary Bridget March performing the honours and cutting the ribbon. Director and business owner Gary Robinson commented “After being so
long in the planning and such a huge investment we are excited to see the workshop open and up and running”. Son and fellow director Tom Robinson added, “This future-proofs the business particularly with the uncertainty around the main dealer network. We now have one of the best independent facilities in the country along with some of the best trained staff available.” The previous 2100sq.ft main workshop will now house a dedicated facility for Swallows Racing to build and maintain Jaguar race cars for Swallows’ own racing team along with competition cars, track day cars, performance upgrades and project builds for customers. Additionally, Swallows are creating 1900sq.ft of showroom space to display cars for its growing car sales operation. More information at enquiries@swallows-jag.co.uk, enquiries@ swallowsracing.co.uk or 01934 750319
January 2024 \ Jaguar World | 7
NEWS
‘Classic’ film stars at NEC The stars and cars of a new British movie about a classic car show made an appearance at the Lancaster Insurance Classic Motor Show, held at Birmingham’s NEC in November. Classic tells the story of classic car ownership and the life affirming relationships and enjoyment this hobby can give us. Due to start filming this year, it is set at a classic car show held in North Yorkshire and is said to be a dark comedy featuring a 1974 MG Midget, affectionately called ‘Zoom’. Actress Katherine Kelly, best known for TV shows such as Coronation Street, Mr Selfridge, and the ITV drama The Long Shadow, plays Ruby and serves as both an actor and producer on the film. Tony Pitts directs this new film alongside actress/ comedian Sally Phillips, star of the Bridget Jones Trilogy. Ronni Ancona (Last Tango in Halifax) also stars.
Auction expectations
New data from market expert Hagerty suggests that sellers’ expectations when selling their classic car at auction are too high, and they need to be more realistic when setting reserve prices. The gap between low estimates – which generally align with reserve prices – and the highest bids has reduced by almost 10 per cent across six major UK summer auctions in comparison with the equivalent sales in 2022. There has also been a significant reduction in the cars offered with no reserve, indicating that fewer buyers are willing to take the risk come sale time. Of course, tricky times are not just confined to the classic car market. There are lots of economic pressures on everybody. However, as Hagerty’s data reveals, the main UK summer auctions have reflected that: the sell-through rates at headline auctions for Historics, Iconic (Silverstone), Gooding & Company and Bonhams have dropped from around 76 per cent in 2021 to 70 per cent in 2022 and only 50 per cent in 2023. Those four auction houses cover every aspect of the market, from the very top, £1m-plus collector zone, all the way down to the affordable, sub-£10,000 enthusiast area. The obvious conclusion to draw from this data is that the market is slowing significantly, but it’s not that simple. Hagerty UK Price Guide tracks values over five indices. Four of them – Hot Hatch, Classic, Best of British, and FOTU (Festival of the Unexceptional) – have all risen, but the Gold Index, tracking blue-chip collector cars, has fallen six points since its high in March 2023. Over the past year, nearly half of all vehicle values have remained static, 16 per cent have come down, and 35 per cent have increased. Overall, the total Hagerty Condition 2 (Excellent) value has risen by 1.1 per cent. The indices show that more cars have risen in value than dropped, but those that have reduced in value tend to be the more expensive ones. This has been backed up by the results at the high-end auction houses; Gooding & Company Hampton Court sell-through rate of £100,000-plus
cars was just 39 per cent, and three of Bonhams’ top five Revival lots did not sell. That’s not to say its all doom and gloom though. Gooding & Company set the record for a production E-Type with a £911,250 sale of roadster chassis number 850004, the first-ever E-Type sold, while in August Iconic Auctioneers achieved £480,500 for a 1998 Subaru Impreza STi 22B owned new by the late rally driver Colin McRae – a record not only for the model, but also the marque. The right cars are still selling well at the top end, but otherwise things have slowed. “Buyers are not sure what cars are worth, so they are hesitating,” said Hagerty Price Guide editor John Mayhead. “Sellers are not willing to take a risk and offer at no reserve. That suggests that many sellers either have unrealistic expectations, or don’t really need to sell at that moment. Buyers are snapping up the really special cars, and paying strongly for the privilege of ownership, but they are sitting on their hands when anything not quite right or with a ‘story’ crosses the auction block.” Interestingly, generational shifts also likely to be a significant factor in estimating values going forward. Over 60 per cent of all Hagerty’s insurance clients worldwide were born since 1965, and that has affected which cars are going up in value. Analysis of year-on year price guide changes for each decade reveals drops for 1940s, ’50s and ’60s vehicles, modest gains for the ’70s and ’80s models, a significant rise for ’90s cars and a monumental 114 per cent gain for those made in the 2000s.
CLASSIC CAR SHARING PLATFORM GROWS
Drive Co is aiming to create the world’s largest online classic car sharing community following its acquisition of DriveShare, a peerto-peer car sharing platform. Drive Co already operated a group of companies, including BookAclassic, Vinty and Small Car Big City, and now it will bring everything under a single DriveShare brand. Aiming to create the ‘complete package’ for classic car owners, DriveShare will allow classic car owners to monetise their machines for extra income by connecting them with fellow enthusiasts, offering listed classics for rental so that customers get to experience 8 | Jaguar World / January 2024
the thrill of driving iconic cars without the hassles of ownership. Plans are afoot to streamline the existing classic car sharing experience, relaunching under the DriveShare name in the coming weeks, with all existing bookings honoured. “At Drive Co, we are passionate about classic cars and the ecosystem that surrounds them,” said Kent Mosbech, CEO of Drive Co. Visit driveshare.com for more information, or for UK readers www.bookaclassic.co.uk.
NEWS
South West classic auction expands A new era is set to begin for one of the UK’s longest established classic auction houses, with the news that South Western Vehicle Auctions (SWVA) will be moving to a new premises for the first time in its 52-year history. The firm’s Autumn Classic Car Auction on October 27 was the last of its classic sales to take place at its current Poole venue, ahead of a move to a modern facility 15 minutes away. The business was established as long ago as 1971, moving into a purpose-built site on Ringwood Road that’s been its home ever since. For 13 of those years, SWVA has also hosted classic auctions, with the first taking place in January 2010. They’ve continually impressed too, consistently achieving incredible sale rates of over 90 per cent. The new site is in Holton Heath, to the west of Poole near Wareham and around 15 minutes by car from the current venue. There will be a slight change to the classic auction schedule for 2024, with sales moving from their current Friday slot to Thursday, still starting at 10am. There will be four classic sales in 2024, with the first – the Winter Classic Car Auction – taking place on February 1. The Spring Auction will be on the last Thursday in April, with the Summer Auction on the last Thursday in July and the Autumn Auction on the last Thursday in October. For more details, see swva.co.uk.
10 | Jaguar World / January 2024
AROnline set to close
The classic car world – including fans of Jaguar history – looks set to lose one of its best resources, with the news that the excellent AROnline website is set to close. For more than two decades, the site has reporting on and collated the history of the British motor industry through the prism of British Leyland and its successors, but it’s now set to be wound down before being closed next year. Editor and creator Keith Adams has cited time and financial pressures as factors, and though the site carries advertising to cover hosting costs, Keith doesn’t believe it’s of the quality readers deserve. All the information on the site, and the authors’ original content copyright will revert to them. With so much material, Keith reckons that it’s highly unlikely it won’t be used elsewhere in the future, but how that happens remains to be seen.
The plan is to cease updates on the site from the end of November and do a content freeze from that point before it’s closed at the beginning of 2024. In the meantime, Keith plans to root more amazing content out of the archives for readers to enjoy. Visit the site at aronline.co.uk.
JLR Classic joins eBay
Jaguar Land Rover is the latest big name to create an eBay parts and accessories store. Following in the footsteps of Ford, BMW, Toyota and others, the new Official Land Rover Classic Parts and Jaguar Classic Parts stores will offer more than 5000 items, all authentic. Customers will be able to find everything from a genuine period-correct E-Type toolkit to an entire tail door assembly for a 2007 Defender. The stores will be operated out of the JLR Classic Works facility in Coventry. Visit ebay.co.uk/str/ officialjaguarclassicparts to browse.
Breakdown cover rises
Drivers are being urged to shop around after reports of an exponential growth in the cost of breakdown cover. Renewal prices for existing customers have typically risen by as much as 30 per cent this year, with some drivers asked to pay as much as 77 per cent more than a new customer for the exact same policy. According to reports in the mainstream news and on social media, one of the worst offenders is the AA, the UK’s best-known breakdown service., an experience mirrored by our own colleague Simon Jackson, who also received an AA renewal quote 30 per cent higher than the previous year after being with the AA for 24 years. However, this issue is not unique to the AA. Social media users took to Twitter to complain at similar price hikes
by the RAC, with reports of 65, 50 and 27 per cent rises in renewal costs. Back in June we also reported on AutoAid Breakdown implementing a new £25 surcharge for providing roadside assistance to vehicles over 10 years old. In January 2022 a new law was introduced banning insurers from offering cheaper deals to new customers. However, the ruling does not apply to breakdown cover, meaning unsuspecting loyal customers could be losing out.
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PRODUCTS AND SERVICES
Receiver drier for XJ X300 SNG Barratt has introduced an aftermarket version of the receiver drier bottle used in air-conditioning systems on the XJ X300 (19951997, 3.2- and 4.0-litre). It contains a desiccant to absorb moisture and a filter to trap dirt, so over time the unit needs to be replaced. Priced at £36.12 including VAT (part number MMD7410AA*).
Stainless steel grille Manufactured in-house at Martin Robey, this grille for the E-Type Series 3 is constructed entirely from stainless steel components, including the rods, tube spacers, nuts and mounting brackets. It’s available as the grille only for £108.44 including VAT, or a complete assembly for £185.62 including VAT (10% discount applicable to Privilege Card holders). Scan the QR code for further details or visit Martin Robey’s website and search for the relevant part number listed there.
XF door latches Jaguar Spares North East is now stocking brand-new door latches for the XF. Failure of the latch is a common problem and we followed independent specialist Horner and Hudsons changing them on a 2014 model in the March 2023 issue of JW. JSNE stocks the latches for passive systems where a locked door can be automatically unlocked and opened providing the key fob is nearby.
Price: £69.50 inc VAT Part numbers: Various. Search for XF door latch on JSNE’s website Tel: 07976 839609 Web: https://jaguarspares-northeast.co.uk
E-Type front wings Martin Robey has relaunched its front wing assemblies for the Series 1, 1.5 and 2 E-Type. The company has created new tooling and jigs to be able to manufacture these components in-house and says it has improved the fitment of them. Prices range from £1653.43 to 1810.64 including VAT, but are almost £150 cheaper to Privilege Card holders, which costs £25 per year. For further details, scan the QR code shown here, or visit Martin Robey’s website and search for E-Type front wing.
12 | Jaguar World / January 2024
Part number(s): BD38844X (grille only); BD38844 (grille assembly) Tel: 024 7638 6903 Web: www.martinrobey.com
Classic Car Insurance the Goodwood Way
I T ’ S A PA S S I O N W E S H A R E
From the moment we fall in love with the joy of motoring, to owning the models we dreamt of as children, our relationship with cars shifts gear as life unfolds. No matter where you are on the journey, you can rely on Goodwood Classic Solutions to take care of quotes and policies, leaving you to enjoy the ride. Because Goodwood understands that insuring a classic car is about more than just cover; it’s about protecting your lifelong passion.
01243 913333 goodwood.com/insurance
Goodwood Classic Solutions is a trading name of Herts Insurance Consultants Ltd. Herts Insurance Consultants Ltd are authorised and regulated by the Financial Conduct Authority under registration 309073
PRODUCTS AND SERVICES
Fir tree studs return Essential for securing panels and trim on an XJ XJ40 and X300, these fir tree-shaped trim studs were discontinued in 2022, but SNG Barratt has now reintroduced them. Priiced d att £1.5 57 incllud ding VAT each h (partt number AFU4137J*).
SNG Barratt Sales Office UK Tel: 01746 765432 www.sngbarratt.com Sales.uk@sngbarratt.com Sales Office USA Tel: +1 800 452 4787 (toll free) Sales.usa@sngbarratt.com Sales Office France Tel: +33 (0)385201420 Sales.fr@sngbarratt.com
Bluetooth battery monitor It’s the time of year when ageing batteries suddenly make themselves known and many of the modern usceeptible to Jaguars are particularly su current drain when parkked for more than a few days. It won’t miraculouslyy rejuvenate a time-expired battery but Clarke’s new Bluetooth Battery Monitor might just help you avoid a non n-start disaster on a frosty morning. The simple device attaches to the baattery terminals and can then be paireed to your phone, using an app avaailable for both Apple and Android to o provide informattion on battery pow wer, temperature and voltage with a reading taken every two minutess. Usefully, it can send you an alarm if the batttery is displayying abnorm mal voltage and can n store histtorical data on voltage, chargge percentage and temp perature which can assiist in fault-finding ch harging problems. The unit can also record the track and speed of each journey which can then be exp ported to a spreadsheet, while it can also reccord the last position
Ratchet set New from Sealey is this set of three ratchet drives for ¼”, 3/8” and ½” sockets. With 90 teeth inside each ratchet mechanism, only 4° of movement is needed before you can continue tightening or loosening a fastening. Plus, there’s a handy button
14 | Jaguar World / January 2024
in the centre to release the socket. The ¼” drive is 130mm long, whereas the 3/8” drive is 210mm and the ½” is 280mm. All three are supplied in a pre-cut foam-lined tray and come with a lifetime guarantee. Price: £75.54 inc VAT Part number: AK7933 Tel: 01284 757500 Web: www.sealey.co.uk
of the parked car. Available from Machine Mart stores, the device retails at £28.79 and is compatible with most types of car battery including AGM units in stopsttart systems. Price: £28.79 inc VA AT Part number: CBBT1 Web: www.machinemart.cco.uk
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What’s wrong with Jaguar?
THE MANY positive announcements from Aston The company’s current Formula E effort – amazingly about to Martin throughout 2023 reveal the terrible state enter its eighth season – certainly isn’t making much of an impact Jaguar now finds itself in. Not only did the fellow compared to Aston’s F1 team. Admittedly I don’t follow the electricGaydon-based company unveil its new DB12 coupe in only sport as religiously I do Grand Prix or endurance racing, but May, followed by the Volante version three months even so I was surprised to learn during my research for this column later, but in October it was revealed that from 2025 onwards the that Jaguar Racing finished second in the 2022-23 championship. Valkyrie supercar will compete in the Hypercar class of the World Plus thanks seven podiums (including four overall victories) its longEndurance Championship. Add its many successes in Formula 1 term driver, Mitch Evans (pictured), was a strong third. Combined, throughout the season and the other British car company was barely this is Jaguar’s best result in international motorsport since Jaguar out of the press. drivers Teo Fabi and Derek Warwick were Jaguar’s only big news by comparison was first and second in the 1991 World Sportscar JAGUAR NEEDS the recent introduction of the F-Type ZP edition Championship while the TWR-run outfit also that was inspired by two famous racing E-Types. took the team crown. Yet as far as I know, TO REMIND THE Admittedly it’s an interesting concept but by little was made about this recent success and WORLD NOT ONLY being based on cars six decades old it’s hardly so I doubt many of you diehard enthusiasts THAT IT’S STILL going to give the company many headlines. reading this will realise it either. But that’s often been Jaguar’s problem; I’m sure when McGovern’s new EV vehicles AROUND BUT while most manufacturers look forward, it’s finally reach production (said to be in 2025 but THAT ITS CARS often been too concerned about its past. with little information about them so far, so ARE STILL WORTH Although as we’ve reported many times who knows?) there will be plenty of attention before, this is a transitional period for Jaguar around them. And, just as it did with the INVESTING IN as it prepares a series of Gerry McGovernXK120 and C-Type 70 years earlier, Jaguar will designed, more upmarket electric vehicles no doubt make the connection between them that should be revealed soon, it almost feels as if the company and the racing cars. But until then it needs to remind the world not has given up. that it’s still around but that its cars are still worth investing in. Even though it still has a full range of traditional internal combustion From an F-Type support car for the Sky cycling team on the 2014 models plus one EV on the books, I can’t remember seeing an advert Tour de France to an E-Pace that in 2017 completed a dramatic barrel for any, either in print, online or social media. Admittedly some of roll, Jaguar has traditionally been excellent at publicity events. In this these cars are getting long in the tooth – the F-Type and XE especially age of YouTube clips and WhatsApp-friendly memes, it needs some – but it’s as if Jaguar is embarrassed by them. new stunts to remind us that not only is the company still here but Yet it shouldn’t be. The F-Pace might no longer be class-leading what it’s capable of. compared to other, more recent SUVs but after driving one to An F-Type on the treacherous Pike’s Peak hill climb maybe or Scotland and back earlier this year, in terms of looks, comfort and breaking the land speed record for towing a caravan with an F-Pace performance, it’s still up there. SVR are just two that spring to mind. This lack of media traction must be leading to many on the outside Because as much as Jaguar’s past is worth celebrating, it also needs assuming that Jaguar is no longer around. to tell the world it has both a strong present and an exciting future. PW January 2024 \ Jaguar World | 17
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The next classic Jaguar sports car?
I remember the launch of Jaguar’s second-generation ‘new’ XK very well. At the time I was working in the press and marketing team at General Motors, and the X150 stole many column inches from the Vauxhall/ Opel Astra TwinTop that we were whipping the hanky off across the hall. While GM’s bosses were seething at being comprehensively upstaged, I was intrigued by the sharply styled new Jaguar. A mini-Aston Martin with an edgy new styling approach, it was a far cry from the XK8 it replaced. With its hunched arches and sinewy curves, the 1990s XK was a handsome brute, but also a very traditional one. Fergus Pollock’s masterpiece was one of the finest-looking Jaguars in a generation, so the new model had big shoes to fill. And whilst it was undeniably a handsome car, I wasn’t convinced. In some respects, it was just too modern. Even as a child in the 1980s, my fondness for Jaguars was stoked by their old-fashioned styling. Jaguar was a company that did retro before retro was cool, and it did it with such style and panache that it managed to market curvaceous saloons and sports cars while everyone else was making wedges and squares. The new XK was (to a 28-year-old me in 2005, at least) a little bit too ‘everyone else’. It was a lovely sports car, but an indifferent Jaguar. It was also marketed differently, too. Instead of the press releases celebrating its heritage and its ‘Jaguarness’, the media blurb zeroed in on its pedestrian protection, under-bonnet airbags, digital touchscreens and rotary gear selectors. This was the mid-2000s. The dawn of a digital revolution that would transform in-car technology, but at the same time dilute some brand identity. But that was over 18 years ago, and while I still tend to be a bit of a late adopter where technology is concerned, I accept that touchscreens and centrally controlled vehicle settings are no longer new-fangled, and that the systems inside an X150 XK are generally quite clunky compared with the latest and greatest. That’s fine. As a rule, they all still work and the built-in obsolescence I feared they
might have hasn’t affected the XK’s evolution from modern sports car to neo-classic. Because, like it or not, I have to accept that it’s on the verge of being a classic where the X150 now currently sits, in the same way that I have evolved during its lifetime from being a young man to being middle-aged. And that, you see, is what fires nostalgia. Today, a lot of people buying X150s are my age. Folk who wanted one in their late twenties but couldn’t afford one, and who now can, by virtue of their incomes increasing and X150s depreciating towards a convergence of affordability. Indeed, were it not for the need to ferry a family around, I’d consider one myself – especially one of the later ones with the 5.0-litre V8, which is one of the smoothest yet most wonderful-sounding engines ever made. There’s also a need to consider that the not-so-new XK, as it is now, does what older Jaguars traditionally do as well, and go rusty. The bodies may be aluminium and thus suffer no more than surface oxidisation, but some of the older and more well-used examples have been known to suffer from subframe corrosion, whilst inside the cabins can start to look tired and the leather start sto crack. In other words, they’re gaining a patina. Yet unlike many modern classics, the XK is still a reasonably easy car to maintain, and the support of a huge network of independent Jaguar specialists also means they’re not horrendously expensive to run. As second cars to be used and enjoyed by enthusiasts, they represent terrific value, and they’re at an age now where the depreciation curve has slowed sufficiently for them to even make sense as ‘something to hold on to’. All the auguries are there to suggest a future life as a bona fide classic, helped in no small part by the Jaguar badge. And then there’s the styling. I was wrong. The X150 is a beautiful car, and when I look at it today and consider how it has aged, I see a lot more ‘Jaguar’ in it than I did when it was new. Perhaps my ambivalence towards the company’s current designs will also evolve as the cars age, but I’m not convinced that I’ll ever feel nostalgic towards an E-Pace or F-Pace. As ever, though, I’m happy to be proven wrong. CC January 2024 \ Jaguar World | 19
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I’VE MENTIONED before in previous columns about how in the early Eighties the XJ41 project had been assessed by potential customers who then gave important feedback; what’s called a car clinic (pictured here). As with most of Jaguar’s clinics, this was carried out by an American market research company, JD Power. JD Power was founded in 1968 by James Power III who had previously worked in advertising and was later involved with customer research for Ford. Power began by asking owners about the various attributes of their cars, enabling his company to gather significant amounts of data about what was good and what was bad about them. By the Nineties JD Power had become the matrix used throughout America for customer satisfaction. A company’s prospects were defined by its position in JD Power’s annual survey and what gave this credibility was that it was all done on real customer experiences. Although not as well known in the UK, the importance and influence of JD Power’s market research in America (which at the time was Jaguar’s largest market) cannot be overlooked. What was always interesting and different about JD Power’s research groups was that instead of getting young people with clipboards to ask the questions, all of their interviewers were of the same demographic as the people they were interviewing. This was very clever since it made people much more relaxed and therefore they became much more forthcoming about their views than if they were filling out a simple questionnaire. As a result of this, JD Power got more of an in depth picture of buying targets than any other market research company in the past. Jaguar’s design team experienced this first-hand in the mid Nineties when JD Power was in charge of some early market research for the X200 project (later called the S-Type) that was held in Orange County, California. Although it could be quite a brash place, since most people in the area had plenty of money it was also where luxury items were sold and therefore was important to companies like Jaguar.
There was also an Orange County subculture which, by starting lots of trends, became influential in California and the USA as a whole. What made JD Power so powerful was that it had identified, documented and analysed those trends way before its competition. One of its most astonishing findings was the impact Lexus had on the luxury car market during the Eighties and Nineties which had started in Orange County. Speaking to the women who were doing these interviews during the X200 clinic was fascinating because they were part of that set and gave a real insight into what was ‘in’ at the time. Up until then we had seen our only real competition to be Mercedes-Benz and BMW. Then in 1989 Lexus came onto market and quickly became a fashion item in Orange County especially. I remember asking one of the women taking part, “What about Mercedes or BMW?” and she replied, “On no, they’re no longer cool. In our circle of friends we call them BM-trouble-U.” We had such a chuckle about that at Jaguar since due to its younger and sportier image, BMW was starting to conquer parts of the luxury car market that had been previously held by us and Mercedes. The secret of JD Power’s success was always wanting to fully understand the market and how it worked which it achieved either by clinics or customer surveys. Some of these were quantitative that resulted in numbers but most were qualitative which got to the root of how a company or car was viewed by consumers. Since Jaguar’s chairman, Sir John Egan, relied on JD Power’s quality surveys throughout the Eighties they became an important part of the company’s rebirth and how it became much more customer focused than ever before. But I’ll talk more about that in the next issue.
JD POWER GOT MORE OF AN IN-DEPTH PICTURE OF BUYING TARGETS THAN ANY OTHER MARKET RESEARCH COMPANY PREVIOUSLY
Keith Helfet was a Jaguar designer between 1978 and 2002. His most famous creations are the XJ41, XJ220, XK 180 and F-type concept, plus the design themes for the XK8. He currently runs his own design company January 2024 \ Jaguar World | 21
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CLASSIC DRIVE
ENTRY LEVEL Its smaller engine and cloth seats might make this XJ6 the antithesis of most large Jaguar saloons, but as we discover it’s still a fine performer W O R D S & P H O T O G R A P H Y P A U L W A LT O N
24 | Jaguar World / January 2024
January 2024 \ Jaguar World | 25
CLASSIC DRIVE XJ6 SERIES 3 HANKS TO the traditionally luxurious interior and 3.4-litre XK engine of the 1950 MkVII, Jaguar’s large saloons soon earned a reputation for being both powerful and comfortable. And although their design and technology would change considerably over the next 30 years, this reputation didn’t. Even in 1979 Jaguar’s new flagship, the XJ Series 3, remained largely true to its richly appointed predecessors. As a brochure for the car from the time says, “Leather upholstery, the mark of utter luxury.” Yet not every example of the Series 3 can be described as such since a tiny handful could even be called basic. Once Jaguar had consolidated its complicated range of saloons in the late 1960s, reducing the 240/340, S-Type, 420
T
and 420G to just one model – the XJ6 – it meant the new car had to meet every demand. And so from the outset as well as the 4.2-litre version of the XK straight six there was also a cheaper 2.8-litre model. Although it produced 180bhp, the car’s performance was still gutless, taking almost 13 seconds to reach 60mph. It was probably this, together with a well-earned reputation for piston failure which explains why after over 13,000 of the 2.8-litres had been produced the engine was quietly dropped a short time before the original XJ6 gave way to the Series 2 facelift in 1973. But Jaguar’s management always understood the importance of a smallerengined XJ6 since it would expand both the car and the company’s range. And so in 1975 it reintroduced a familiar sized version of the XK unit, the 3.4-litre which had first seen in 1948 and discontinued
20 years later. But although Jaguar used the same 83 x 106mm bore and stroke as the original, it was in the strengthened and improved version of the 4.2’s block. Together with twin SU HS8 carburettors, this new 3.4-litre produced 160bhp (DIN), which was in fact more than the older 340 engine which was quoted using the less accurate SAE standard. It was available with either a three-speed automatic or a four-speed manual transmission. When the XJ was refreshed for its third and final time in 1979, the 3.4 was carried over. But whereas the 4.2-litre now had fuel injection which saw its power increase from 170 to 205bhp, the 3.4 stuck with the carbs, meaning its output remained the same at 160bhp. Although good enough for the mid-1970s, this lack of progress saw the XJ6 3.4 quickly fall behind the competition.
After over 13,000 of the 2.8-litres had been produced the engine was quietly dropped
26 | Jaguar World / January 2024
CLASSIC DRIVE XJ6 SERIES 3
January 2024 \ Jaguar World | 27
CLASSIC DRIVE XJ6 SERIES 3 This was Car magazine’s judgement in its May 1983 issue when it compared an XJ6 3.4 with a Mercedes Benz 280SE whose 2.8-litre straight six produced 25bhp more. “Once the cars are underway, the Jaguar lags consistently behind. By modern standards, its time of 11.7 sec to 60mph is not quick; hardly the stuff of which Jaguar legends are made.” Some things had moved on though, since in 1978 Jaguar had introduced the option of a new five-speed transmission for both versions of the straight six engine. It had originally been designed by Triumph and later used across Leyland’s portfolio of brands including Rover but before it could be used by Jaguar its engineers needed to modify the unit with a stronger layshaft and better bearings to reduce noise plus design a new casing and linkage to enable it to fit the XJ. Viewed and marketed as Jaguar’s entry
Unlike the 4.2 model it didn’t receive leather upholstery as standard
28 | Jaguar World / January 2024
CLASSIC DRIVE XJ6 SERIES 3 saloon and only available in XJ6 trim, the 3.4 was seldom sumptuously appointed. Unlike the 4.2 model, it didn’t receive leather upholstery as standard although this could be ordered as an expensive option. The seats were instead covered in velour which was replaced by tweed in 1986. But this came at a price since other than its economy – which by the Eighties was beginning to look poor compared to its rivals – the main raison d’etre of the XJ6 Series 3 3.4 was its relative affordability. When the car went on sale in early 1979 it cost £11,189 which although a few hundred pounds more than its Series 2 predecessor was over a grand less than its 4.2 sibling and £4k less than the XJ12. By 1983 this had risen to £13,951 which was important since unlike the 4.2 it remained under the UK’s £14,000 company car tax bracket. The 3.4 might have been Jaguar’s entry model yet no matter the engine any XJ6 would have made a more desirable company car than a top-of-the-range Ford Granada 2.8 Ghia X or Opel Senator 3.0 both of which were similarly priced. It was no doubt this attractiveness to the corporate market which explains why the XJ6 3.4 continued until the end of the six-
cylinder Series 3 in 1987. As a more basic type of XJ6, it also set the standard for the entry-level version of its replacement, the 2.9-litre XJ40 which was also available with cloth trim and even plastic hubcaps. It’s not known how many of the 133,00 Series 3s produced left Browns Lane with the 3.4-litre, a manual transmission and cloth trim but the general consensus is not many. Check the small ads and I’ll wager the only one you’ll find is this 1983 example in Tudor White currently for sale at Classic & Sportscar Centre in Malton making it something of a rare survivor. It might be the entry XJ6 but by looking little different from the 4.2 or V12 models it retains all the elegance of the Series 3. Thanks to the first owner specifying the optional Kent alloys over the standard
steel rims, only the discreet 3.4 badge on the boot lid sets the exterior apart from the more upmarket versions. But on first glance the interior appears more basic than the Morris Ital which would have still shared showroom space in BL dealers back in ’83. Thankfully there’s still veneer covering the dashboard which stops the cabin’s total plummet to mediocrity. Yet there’s no denying the bright orange upholstery would have given Jaguar’s more traditional clientele a massive coronary. With this car covering a mere 65,000 miles and said to be in an original condition the velour shows remarkable little signs of wear. Considering the low values of the 3.4 over the years and the many which were scrapped when their more valued 4.2 and V12 siblings were saved, it truly is a survivor.
Manual box is the secret to providing the entry-level XJ with decent performance
January 2024 \ Jaguar World | 29
CLASSIC DRIVE XJ6 SERIES 3
Forget what the critics and your own preconceptions might say – on the move, the 3.4-litre offers plenty of performance. Eager, free-revving and responsive, the engine needs little persuasion to deliver its power and it rolls along smoothly and with little encouragement. Not blisteringly fast, admittedly, but if speed is your priority then buy a much later XJR. Neither does it sound unrefined, though, and even when pushed hard remains relatively quiet. Since the example that road tester at Car magazine was so critical of 40 years ago was fitted with an automatic, the improved performance of this one is no doubt due to the manual gearbox. Not only do the ratios suit the engine but the ability to hold the revs for longer means I can wring out a little more performance 30 | Jaguar World / January 2024
than I would with the three speed Borg Warner automatic Jaguar was using at the time. Plus it might have come from elsewhere within the Leyland empire but it’s sweet to use with surprisingly smooth and accurate changes. Add the Series 3’s always supple ride that absorbs any roughness in the road like a sponge would with water and it makes the 3.4-litre XJ6 as pleasant to drive as those with leather seats or a larger engine. The XJ6 3.4 might have been the entry level model but in my view it’s just as comfortable and there therefore as desirable as any of its more luxurious predecessors. PW Thanks to: Classic & Sportscar Centre, Malton, (www.classicandsportscar.ltd. uk) where the car is currently for sale
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Jaguar F-Type 3.0 V6 R-Dynamic Coupe 17,000 miles
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Ford Lotus Cortina 1964 (B)
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De edica ation n gam me With just two ownerrs from new this 1969 E-T Type Series 2 is on the market for the first timee in 48 years
32 | Jaguar World / January 2024
W O R D S & P H O T O G R A P H Y P A U L W A LT O N
January 2024 \ Jaguar World | 33
OWNER’S STORY E-TYPE SERIES 2 HEN THE current owner bought this E-Type Series 2 open-two-seater, Harold Wilson was half way through his second premiership, Rod Stewart was at the top of the hit parade with Sailing, Jensen Motors had just entered receivership and the Ford Cortina was the UK’s best-selling car. In other words, a long time ago. “Why keep it for so long?” he says when I ask him the same question. “150mph, 20mpg (not bad then!), an airline style of cockpit and all wrapped up in what Enzo Ferrari once called, ‘The mostt beautiful car in the world’. So why wou uldn’t you?” The car – chassis number 1R1284 in Old English White with a blacck interior – originally left Jaguar’s Brow wns Lane assembly line during late 1969 9, 12 months after the E-Type Series 2 had first been
W
introduced. Registered VRX186H in October the same year, the first owner was a Mr A G Butler from Henley-on-Thames. Apparently Mr Butler used the car mainly for driving to Scotland and back meaning by September 1971 the mileometer in the speedo was reading a little under 29,000 miles and was up to 60,000 just four years later. When Mr Butler sold the white E-Type in mid 1975 to a dealer, he would later come to regret it. “He loved the car,” the man who eventually bought it tells me. He later asked if he could buy it back “H but I replied (very niceely) that a ‘buy back’ option was not on the table.” By then the E-Type had been superseded by the XJ-S and the XK-engined models especially were startin ng to be considered as old-fashioned by so ome yet it was a car the current owner had d always desired.
“My father had one of the last Jaguar XK150 3.8S convertibles and I had previously owned several sports cars including an Austin Healey 3000 and Triumph TR3,” he tells me. “But I’d always wanted the rakishly beautiful and very fast E-Type ever since it had come out.” His time finally arrived in the autumn of 1975 when the recent fuel crisis had forced down prices of sports cars and the white E-Type Series 2 was now affordable. “I paid £1400 for it!” he says gleefully. Considering an entry-level Ford Cortina 1300 twodoor was around the same price, it made the Jaguar fan ntastic value for money. When the second owner bought the E-Type he kep pt a diary about the car and his first entry on 19 September, 1975, a week before collected it from the dealer desscribes a conversation with Mr Butler. Hiss notes give a fascinating
“I paid d £1400 for itt!” he says gle eefully
34 | Jaguar World / January 2024
OWNER’S STORY E-TYPE SERIES 2
snapshot of the condition of a by now six-year-old Jaguar E-Type. “Call to original owner re car’s history,” he writes. “Regularly serviced. Paintwork absolutely original. Mileage absolutely genuine. One small dent in nearside wing. Repaired by beating out. Clutch, water pump and cylinder head gasket replaced in August 1974. Only needed shock absorbers to be
replaced, otherwise in perfect condition. V. small patch of surface rust on offside sill and rear nearside wing.” The entry finishes with Mr Butler being concerned it should have a good home. “He emphasised it been mollycoddled throughout its life.” For the first 12 years the second owner drove the car at every opportunity. He tells me one of his favourite
memories is, “Driving on fast country roads with the top down, radio on and my wife in the passenger seat.” He also used the car to tour Scotland twice plus he and a friend once drove down London’s Victoria Embankment with two young budding singers perched on the back belting out opera arias. “It wouldn’t be allowed these days,” he says ruefully. “Probably wasn’t then either.” January 2024 \ Jaguar World | 35
OWNER’S STORY E-TYPE SERIES 2
This heavy use saw the mileage increase almost as quickly as when Mr Butler owned it; by June 1976 it was up to 64,763 and in September 1977 it was over 73,500. It crossed the 100k-mile mark in late 1981 and just three years later it was up to 115,336. The mileage eventually slowed in the late Eighties when a change of flats meant he had to give up the garage where he’d previously parked the car. And so for several years the E-Type was stored at his father-in-law’s house in Sussex. “Sadly,” he continues, “it became a bit of a ‘good weather’ car from then on.” It’s only now, 48 years after he first bought it, that the current and still second owner has decided to sell the white E-Tyype througgh the Bicester Heritage-based Hangar 136. He cites not using it enough as the reason. Just as amazingly as long how long he’s owned it is the fact this now w 54-year-old car has never been fully resttored. The reason is no doubt due to th he thick sheaf
36 | Jaguar World / January 2024
of receipts that go back to October 1969 since they not only reveal the two owners’ affection for the car but how it’s been meticulously maintained in that time. From annual servicing during the mid-1970s by the famous London-based Jaguar specialist, R C Creamer & Son Ltd, to a major mechanical overhaul in 2012 which included engine specialist Sigma Engineering rebuilding the 4.2litre XK unit in 2012, there’s little this car hasn’t had done to it over the years. And although the paint is thought to be largely original, the nose was resprayed in 2021. The result is a handsome and authentically original example that admittedly won’t win many concours yet perfections (such as the handful of minor imp pitting on the chro omed rear bumpers) give it a unique personaality which cars that have been overly restoreed often miss out on. This condition to ogether with its current £75,000 price means the white E-Type remaains as much of a
realistic proposition now as when the second owner first bought it. When I open the door and clamber over the wide sill, the interior feels well-presented and comfortable, the worn wooden-rimmed steering wheel offering an attractive patina. I’m not a fan of the modern radio in the centre console, though, and wish it still had the eight-track cassette player the second owner notes he fitted not long after he bought the E-Type. He also writes that three weeks later he bought five eight-track tapes and I can imagine the excitement he must have felt the first time he slipped one of the bulky cartridges – Rod Stewart’s Atlantic Crossing maybe? – into the slot and went for a drive with the music blaring. Thee maainteenancee lavisheed on thee caar througho out its life means it performs as well as yo ou’d expect it would. The 4.2-litre straight six bursts into life the moment I twist th he key in the steering column mounted d ignition while on the move it feels sttrong, eager and responsive.
OWNER’S STORY E-TYPE SERIES 2
The result is a handsome and authentically original exam mplle
January 2024 \ Jaguar World | 37
OWNER’S STORY E-TYPE SERIES 2
Requiring little persuasion to deliver its power, as I gently squeeze the throttle the former RAF base where Bicester Heritage is located soon becomes filled with the XK unit’s familiar meaty growl. The four-speed box is precise and accurate, the gear lever slotting into place as a smoothly and easily as a key would in a well-oiled lock. And finally, with perfectly weighted and accurate steering plus plenty of grip, the E-Type can be cornered surprisingly quickly for a car that was produced towards the end of Harold Wilson’s first tenure as British prime minster. With its open headlights and larger rear light clusters the Series 2 has long been criticised for losing a little
38 | Jaguar World / January 2024
of the original’s purity. But judging by the ability and character of this 1969 example these later examples of E-Type remain the quintessential British sports car and I understood why the second owner never sold it. It’s doubtful the next will keep the car for the length of 11 prime ministers; that requires a level of dedication rarely seen even for a Jaguar enthusiast. But due to its good looks, excellent performance and unique character, few would blame them if they did. JP Thanks to: Hangar 136 where the car is currently for sale (www. hanger136.com/020 4548 4375)
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42 | Jaguar World / January 2024
R E S T O R AT I O N
LEAP P OF FA AITH
Bu uying a supercharg ged Jaguar with an n eng gine problem mig ght seem like a brave decision butt it didn’t deter S-Type fan n Neville Hobbs WO R D S PAU L WAG E R
P H OTO G R A P H Y G R E G E VA N S
January 2024 \ Jaguar World | 43
RESTORATION S-TYPE F IT hasn’t got a supercharged V8, I’m not interested,” jokes Neville Hobbs as we ponder his triple-Jaguar garage which includes an X100 XKR, an X150 XKR and the S-Type R you see here. It’s a fitting conclusion to a Jaguar ownership experience which began in the ’80s behind the wheel of an XJ-S V12, but which took a diversion into BMW ownership during the following decade. Until, that is, a customer arrived one day in the then-new Jaguar S-Type and Neville was intrigued. Within the year, he’d been lured back to Jaguar courtesy of an 18-month old S-Type in 3.0 V6 manual flavour which those in the know will appreciate as a thoroughly underrated car. It’s fair to say Neville liked the S-Type, yet when it came to replacement time some 100,000 miles later, he found the bold new style of the XF wasn’t really his cup of tea. After a brief diversion with an Evoque, he hit upon a solution which was to source the highest-
I
44 | Jaguar World / January 2024
spec S-Type he could find – which naturally meant an upgrade to the 400bhp R model. Having found a suitable example on a certain online auction site, Neville reckoned it was a good £7500-worth, so was duly gratified when a cheeky last-minute bid netted the car for just £6100, meaning there was a fair bit left in the kitty for general tidying. Which turned out to be a good thing. The car had been advertised – very honestly as Neville says – as having the EML light glowing with the associated code suggesting it needed a replacement catalytic converter. Knowing the car was already on its second pair of cats at nine years old, the vendor admitted he wanted to move it on before the looming MoT required the work. “Can’t be that bad... can it?” thought Neville but with at least one spare Jaguar on the premises he was able to take his time to get to the bottom of the issue before simply throwing costly parts at the car. Much head-scratching followed, but the knowledge that a previous
owner had suffered from an unusual fuel contamination problem gave a useful head start. If you’ve not heard of Hydrocarbon Utilising Micro Organisms (and we hadn’t) then they’re much as the name describes: a bacteria which lives on the fuel system, thrives on petrol and eventually gums everything up. The story goes that a previous owner had unwittingly filled up with contaminated fuel and that the partially blocked fuel lines had caused intermittent backfires and other problems which had essentially wrecked the internals of the catalyst. The first solution had been to replace the catalytic converters but when this didn’t cure the problem, the bacterial diagnosis was arrived at and the fuel system was cleaned out from tank to injectors. Naturally, having replaced the catalytic converters once, the car’s owner at the time was reluctant to cough up for this expensive job a second time and so had moved the car on.
XXXXXX S-TYPE Having taken his time to work through the symptoms, Neville eventually discovered that each catalytic converter is composed of two sections, one dealing with nitrogen oxides and the other the carbon monoxide and hydrocarbons. Since the MoT test equipment showed the CO and HC emissions were fine, Neville concluded that it was the NO component which had failed – which was useful to know, but still rendered the part scrap. Luckily just one catalyst had failed, so that was replaced and the light hasn’t come back on since. Sorting the issue naturally restored the car to its full 400bhp potential and as a welcome
January 2024 \ Jaguar World | 45
RESTORATION S-TYPE
The conclusion was a distorted hub bonus the surplus catalytic converter netted a handy £500 in scrap value. With the car back to full performance, another problem immediately manifested itself: a steering wheel wobble under braking. Initially a damaged wheel was discovered and this was sent away for straightening which improved the issue but didn’t cure it. At which point a replacement Vulcan alloy was fitted, but the problem persisted. Once you’ve worked through the obvious issues like wheel balance and alignment but failed to solve the problem, vibration like this can be fiendishly tricky to diagnose and Neville admits to trying pretty much everything including brake discs, wheel bearings and track rod ends. The answer came unexpectedly one day when out of curiosity he rotated one of the brake discs 180 degrees and discovered that this made the problem worse. The conclusion was a distorted hub which was duly replaced and the problem was solved. The repaired wheel then went into the boot to replace the space saver and the S-Type R was back up to full health. 46 | Jaguar World / January 2024
By this stage, Neville had treated the car to a cosmetic tidying which included repainting the bumpers and sills and it was looking pretty smart, at which point he decided to enter a concours d’elegance competition. These are an art form all of their own, with competitors at top level getting up at the crack of dawn to clean tyre treads with toothbrushes and even trailering their cars to events. Even so, after a thorough clean-up, Neville reckoned his renovated R was up there with the better S-Types, but was dismayed when his 72,000-mile car lost out to a 20,000mile example – although since he missed out on victory by just a single point we reckon he can be pretty pleased with that. Having been restored to its former glory, the car doesn’t sit around being polished though and Neville recently took it on a trip to the South of France. “Why don’t I drive this more?” he asked himself as the R purred down the autoroute returning 28mpg, although his question is answered by our British winter roads. These days the S-Type R is an increasingly rare beast
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RESTORATION S-TYPE
and in the interests of preservation Neville takes it off the road for the winter months where it sits in the garage next to his 1999 XKR which is another Jaguar best kept away from road salt. His winter transport is both unexpected and inspired: a 2009 XKR convertible which thanks to its aluminium construction is less affected by winter use. The strategy of keeping the car out of the winter weather has obviously worked, since he hasn’t needed the spare subframe he bought ‘just in case’ when he first acquired the car. “it cost me £60,” he laughs. “It’s probably worth nearer £600 now...” Like most of us who stare into a computer screen for a large part of the working day, Neville enjoys working on his own cars and happily took on the challenge of replacing the ‘valley pipe’ which is the coolant pipe running down the centre of the vee. A straightforward job on the regular V8, it’s a time-consuming operation on the supercharged cars because the supercharger needs lifting away for access. Neville reports that the task took a couple of days, but was otherwise quite feasible for an enthusiastic DIY owner. 48 | Jaguar World / January 2024
Other jobs have included refitting the leaper on the bonnet which had been fitted by a previous owner. A little digging through the car’s history revealed that a former owner had been a (presumably fairly senior) police officer, something confirmed by wiring still in the car for a two-way radio. Apparently the leaper was fitted and then removed when law enforcement colleagues questioned its legality, but having found the holes under the bonnet badge, Neville chose to refit the leaper, clearly enjoying the controversy it generates.
A preference for the traditional Jaguar style was after all what informed his decision to buy the S-Type in the first place and also extended to the replacement of the R’s original brushed aluminium dash trims with the wood veneers from an SE-spec car. For now, Neville reports that the car is very much a keeper and as you can see from our photos it’s certainly one of the best S-Type Rs you’re likely to come across. Away from a concours field, that is. JP
January 2024 \ Jaguar World | 49
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V12 TIPS
Longevity We discuss how to make your Jaguar V12 last forever WO R D S PAU L WAG E R
N HIS autobiography of his time at the helm of Jaguar, Sir John Egan described the Jaguar V12 as the company’s ‘gentle giant’ which is a neat way to sum up the iconic powerplant. With its inherently good balance, a chain-driven single cam per bank, two-valve per cylinder layout and a conservative power output it’s an understressed unit which in theory should be capable of supreme longevity. There’s no denying however that a 12-cylinder internal combustion engine is a complex entity and no matter how good the fundamental design may be, there’s massive scope for drama once it’s squeezed into an engine bay and plumbed into cooling, lubrication and fuelling systems. In the E-Type with its fully opening nose cone, the V12 seems relatively approachable for the enthusiastic DIY owner – it’s all pretty familiar, although there’s a lot more of it. In the tighter confines of the XJ-S bodyshell though, and festooned with injection and air conditioning plumbing, things are rather more daunting for the home mechanic, with barely a hand’s width around the installation. It’s this which perhaps results in the less than perfect maintenance record of so many examples, but talk to the experts and they’re generally agreed that with the right care, attention and knowledge, the Jaguar V12 can be a trouble-free proposition even in old age.
I
52 | Jaguar World / January 2024
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January 2024 \ Jaguar World | 53
V12 TIPS
LEFT: Check the operation of the main cooling fan and its viscous coupling.
Having specialised in the XJ-S for many years, KWE is more familiar with the engine than most, so we sat down with the company’s Chris Knowles to find out how to make your Jaguar V12 last forever.
COOLING
In theory, there’s no reason why the XJ-S should suffer from any cooling issues: the system was designed and tested to run both in Arctic and desert conditions with a radiator big enough to run the car in Death Valley, meaning that in theory the British climate shouldn’t be a struggle. As Chris points out though, the reality is that the system may have been entirely adequate as designed, but there isn’t much
additional margin, meaning that age and indifferent maintenance can quickly cause issues – and a hot summer’s day on a stationary M25 with the air conditioning working hard can often be the final straw. As a result it’s the cooling system which in practical terms is the engine’s Achilles’ Heel and Chris emphasises the need to start with the basics. And it doesn’t get much more basic than the coolant itself. Like most engines, the aluminium V12 relies on the anti-corrosive properties of coolant to prevent internal corrosion which over time can cause a gradual drop in efficiency. Waterways, pipes and the radiator itself will eventually silt up and clog entirely, causing havoc which can be expensive and complex to remedy.
LEFT: A lack of correct coolant can mean the system silts up. Particularly vulnerable is the pipe from the expansion tank, running into a smalldiameter steel pipe which can clog up. RIGHT: Similarly, this bleed pipe above the radiator can block up, meaning the radiator can’t be filled completely or the air bled out.
54 | Jaguar World / January 2024
It’s a simple task to prevent this by checking the concentration of the coolant using a basic hand-held tester which can be bought for just a few pounds and you might be surprised how low the concentration is. Frequent topping up with plain water will eventually dilute the coolant, while the fluid itself has a finite life and should be changed completely every few years. Clearly then, proper maintenance is the key to keeping the insides of the engine and cooling system pristine and working as designed. On the subject of changing the coolant, Chris has an interesting observation on the subject of the pinky-red OAT coolant used in modern cars. Mixing traditional glycol coolant and OAT creates a khaki-coloured sludge, but it’s perfectly feasible to flush the system through and refill with OAT. Over many years of testing, KWE hasn’t experienced any ill-effects from doing this and has concluded that the modern coolant is perfectly compatible with the Jaguar
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LEFT: Blocked expansion pipework can cause the coolant to be lost through the pressure cap. BELOW LEFT: Mechanical ignition advance inside the distributor can seize. RIGHT: Ignition amplifier will suffer if the engine runs too hot but can be relocated. if it fails, the engine won’t run.
V12, the main bonus being that its effective lifespan seems far longer. Naturally it goes without saying that if you do find yourself needing to top up the coolant frequently, the correct solution is to solve the leak rather than carry on diluting it with plain water – or at the very least, top it up with the correct concentration of coolant. Assuming the system is filled with the correct coolant, the next step is to ensure the external elements of the cooling system are up to scratch and the critical components are the radiator and its cooling fan. Damage to the radiator might be obvious, but even a pristine-looking part can be clogged to a point where its cooling capacity is noticeably reduced. Hair seems to be a common factor, perhaps explained by it not dissolving as readily as other airborne debris, but it’s worth gently cleaning the fins with a soft brush, even though it’s hard to access.
The radiator also needs a flow of cool air through it and when the car is stationary, it’s the fan which provides this – except when it doesn’t. Like many car makers in this era, Jaguar used a viscous coupling to drive the cooling fan, which is effectively a heat-driven clutch. Essentially the fluid-filled unit allows the pulley to spin freely at lower temperatures while the fan remains stationary but as things heat up, the clutch eventually starts to drive and the fan blades begin to turn.
The correct solution is to solve the leak
This solution avoids the noise and power losses from permanently driving the fan and also doesn’t require the space of the bulky electric motors which were the only type available at the time. Over time though, the frequent heating and cooling cycles take their toll and the fan begins to engage later and later before the clutch eventually fails entirely. At this point the smaller auxiliary fan – a conventional electric unit – should step in to help out, but in many cases, years of inactivity while the main fan does all the work will often mean its bearings are seized. With the engine off for safety, a simple check is to spin it by hand, but the viscous coupling is harder to assess until the gauge starts to creep past its usual position, at which point opening the bonnet will reveal whether the fan is turning or not. The simple solution is to fit a new viscous coupling before it becomes an issue – they will generally need a sharp clout to free them off, but it’s a January 2024 \ Jaguar World | 55
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The non-waterproofed Lucas connectors can cause all sorts of issues. Relays are especially vulnerable to corrosion on their terminals
straightforward DIY task. However, at KWE they suggest a more elegant long-term solution is to replace it with an electric fan. Modern designs use a space-saving ‘pancake’ motor which takes up less space than the viscous coupling and an electric unit can be controlled rather more precisely, providing cooling air when you most need it – at low speeds. On the subject of remedial work for cars which have already been neglected, KWE advises two small but crucial further checks. The first is the pipe from the expansion tank under the bonnet which leads to an ‘atmospheric expansion tank’, basically an overflow hidden inside the nearside front wing. As the cooling system pressurises, the fluid can expand into this vessel and is then sucked back in as it cools, but if lax maintenance has allowed a build-up of silt this crucial pipe can become blocked, especially its smaller-diameter steel portion. The result is that the system starts to pressurise and eventually the liquid is vented through the pressure cap rather than into the expansion vessel. Obviously in this case the coolant can’t be sucked back in when the engine cools, the result being that the coolant level drops... causing a vicious cycle of overheating and coolant loss. In many cases a ‘witness mark’ will explain what has happened, but on cars running plain water this won’t be so obvious, leaving owners scratching their heads as they chase nonexistent leaks. There’s a similar small-bore steel pipe running above the radiator at the front of the engine bay which when blocked will prevent the cooling system from being bled properly, the result being airlocks which will cause odd intermittent overheating problems and hot spots as they travel round the system. One small part which can have a big effect is a thermostat, which if stuck 56 | Jaguar World / January 2024
Relays are particularly vulnerable.
will either allow too much coolant to go through the bypass route and result in overheating or will never allow the engine to warm up properly. The wrong thermostat can often be fitted in an attempt to disguise another more fundamental problem, so if you suspect the thermostat isn’t working properly then simply replace it. Neglect the cooling system at your peril: serious and repeated overheating can cause the valve seats to drop out and heads to warp, which will involve a whole lot more cost than a bottle of coolant.
IGNITION
Even a car with a cooling system in firstclass order can run warm when all 12 cylinders are running hotter than designed and the ignition system on the V12 has been the subject of much discussion over the years.
One of the most simple issues on the pre-Marelli engines can be a seized advance mechanism in the distributor, something which can be caused by the grease drying out over the years. The mechanism can seize in any position from fully advanced to fully retarded, with a further complication introduced when someone then tries to adjust the timing to compensate – especially if the system then starts to function again. On the same subject, the vacuum advance module in the vee of the engine can get massively hot and its operating bellows fail. It’s simple if rather fiddly to pop the top off the distributor and check that the advance plate moves freely and on engines with vacuum advance, check the timing advances with engine speed. Over the V12’s life, evolving emissions regulations, especially in the US market, required ever more complex control of
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The oil pressure sender isn’t easy to access. Don’t ignore a flashing warning light.
ignition timing and as a result, the engine sprouted a forest of vacuum pipes. Not only does this introduce a number of locations for a potential air leak, but means the systems are often incorrectly plumbed in when technicians unfamiliar with the engine have worked on them. This has the unwelcome effect of running the ignition consistently too far retarded which will cause it to run hot as well as impact driveability.
OIL
Clearly an engine run low on oil won’t last very long and although the V12 doesn’t have any particular Achilles’ Heel in its lubrication system, the reputation of Lucas electrics does it no favours. As Chris explains, if the oil level has been run low, the warning light will often
flash briefly during sharp cornering. At this point it’s a handy early warning rather than cause for panic, but many owners see the brief flicker of the light and assume it’s an electrical fault, so ignore it. As Chris explains, the oil pressure warning light and its operating switch is in fact one of the most reliable systems on the car and you ignore that brief flash at your peril. Stop and check the dipstick and you may avoid disaster. Conversely, the pressure sender which drives the dashboard gauge isn’t known to be terribly reliable so if the gauge seems erratic, fit a new one. Meanwhile, Chris advises not to panic if the oil pressure seems on the low side: as little as 10psi at hot idle can be acceptable, but do start to worry if it drops off the gauge.
SNAKE OIL
We’ve heard of owners of V12 Jaguars being pointed towards things like waterless coolant as a solution to an elusive cooling problem but regardless of the effectiveness or otherwise of these products, it doesn’t address the basic cause of the problem. In fact, in perfect working order the Jaguar V12 should keep its cool without needing anything other than the originally specified coolant.
ELECTRICAL
Seized injectors are common when cars have stood for a long period.
58 | Jaguar World / January 2024
They may not impact on the longevity of the unit, but electrical issues can certainly impact on your enjoyment of your V12 Jaguar as well as leaving you stranded. As we photograph the underbonnet components of an XJ-S, Chris points out one of the car’s real weaknesses: the nonwaterproof Lucas connectors. It seems strange in this era of sealed multi plugs, but back in the ’70s they were used for everything from lighting to injectors and over the decades the unprotected terminals have corroded to the point where they have become excessively resistive. KWE’s solution is to painstakingly clean the terminals and reassemble with waterproof electrical grease, advising that everything with a blade or bullet terminal can corrode, the relays being particularly vulnerable.
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The problem can be avoided by lengthening the wiring to the amplifier and mounting it in a cooler location ahead of the radiator. On late model cars, fuelling problems can shorten the life of the oxygen sensor, making it worthwhile having the CO emissions checked. On the subject of fuelling, the E10 (10%) ethanol blend currently dispensed by regular pumps requires compatible pipework and it’s a sensible precaution to replace the rubber lines in the system with modern ethanol-compatible material. The Super pump grade currently contains a lower proportion of ethanol and is a better bet for older cars, but if you do have to use the E10 blend then take care if the car is to be laid-up for lengthy periods – either use the E5 (5%) Super Unleaded pump for the final pre-storage fill or use a stabilising additive. Fuel cooler is essential in hot weather.
If you do have to use the E10 blend than take care if the car is to be laid up Meanwhile, an engine which runs but does so poorly and with a sooty exhaust is often a clue that the coolant sensor feeding the ECU has failed – something which isn’t connected to any dashboard gauge and so often goes unnoticed.
FUELLING
Poor running can also be caused by seized injectors – especially on cars which have sat unused for long periods. It’s possible to use a strategically positioned screwdriver or a stethoscope to listen for the tell-tale chattering of the injectors operating and inactive ones can often be reawakened with a smart tap. A fuel system cleaner additive can also help out. If not, then removal, cleaning and calibration of the injectors is needed, and many performance car specialists will have the necessary kit. The injectors require a trigger signal to operate, which is received from the 60 | Jaguar World / January 2024
ignition amplifier. This Lucas AB14 unit on pre-HE engines is sensitive to heat and so an engine running too hot may cause intermittent failure which will in turn shut off the injectors.
VERDICT
Making your Jaguar V12 last the distance is a complex subject but one thing which is clearly crucial is maintenance: keep on top of this and the cooling, oil and fuel systems will all be working as they were designed to. Even if you’re a competent DIY-minded owner then a very simple piece of preventative work is to take the car every so often to a specialist for them to assess the car. At KWE they don’t even charge for this kind of thing and it’s amazing how people who work with a particular model every day can instantly spot the symptoms of potential trouble on the horizon. PW
THANKS
To Chris Knowles at KWE for sharing his many years of experience with the Jaguar V12. www.kwecars.co.uk
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HISTORY
Independence Day We wind back 40 years and revisit Jaguar’s first steps towards independence from British Leyland WO R D S PAU L WAG E R
62 | Jaguar World / January 2024
HE MEDIA loves an anniversary and in the car magazine business we’re no different, which explains the reams of copy devoted to Jaguar’s XK sports cars which first arrived on the scene 75 years ago. This month however also marks another anniversary for the Jaguar brand, which in many ways is just as significant: 40 years ago, a company called Jaguar Cars Ltd published its first set of accounts. Nothing odd in that you might think, although surely this wouldn’t have been the first posted accounts for a company which started in the car business 100 years ago. Well, yes... and no. Jaguar Cars Ltd had been incorporated just the previous year and that set of accounts posted in December 1983 was the first step on the road to the company leaving government ownership as it escaped the clutches of the British Leyland juggernaut lumbering towards eventual oblivion. For the first time since 1966, the business of making Jaguars was commercially separated from the rest of the organisation and the Jaguar board, headed by Sir John Egan, was steaming ahead with their plans to privatise the company. It hadn’t been an easy ride to get to this position though, since the position of BL and its chairman Michael Edwardes was that selling off the profitable bits – in reality only Jaguar and Land Rover – would weaken the remaining brands which were the volume sellers. The Thatcher government, on the other hand, was keen to see BL raise some capital for itself as a condition of further investment. As Egan relates in his autobiography Saving Jaguar, in 1983 he discovered out of the blue that General Motors was interested in acquiring Jaguar, but having spent time at GM previously he wasn’t a fan of the American giant’s short-term approach. After a meeting with the GM top brass, Egan relates that he came to a crucial realisation that as long as Jaguar remained part of BL, government pressure meant it was at risk of being sold off to an unsuitable bidder. The alternative was to privatise the company via an initial public offering. The flotation was set for the following year and in a similar vein to the British Telecom sale which would happen later, the government retained a ‘Golden Share’, this being a holding with special voting rights which meant the consent of the holder was required for a change of company ownership. The Golden Share
T
The first XJ40 prototypes were running before the privatisation programme began
The rush for Jaguar shares in August 1983
was valid for five years, something which it appears was quietly noted in Detroit. Initially the biggest potential stumbling block was not a financial one but an engineering issue. The much-delayed XJ40 had been due to launch in 1984, but management was well aware that dealing with a privatisation and a critical new model launch simply couldn’t be done simultaneously.
As a result the now-legendary decision was made to delay the launch of the XJ40, which would then become the first model to be launched by the newly independent Jaguar. The prospectus for the sale was prepared by Hill Samuel and makes for fascinating reading, particularly the practicalities. Egan is scathing in his book about the poor quality of the BL-supplied bodyshells but clearly in the short term Jaguar was
THE GOLDEN SHARE
The capital of the new company was to include a single Special Rights Redeemable Share of £1 which could be held “only by the Secretary of State for Trade and Industry or his successors or another Minister of the Crown or any person acting on behalf of the Crown.” This ‘Special Share’ gave the holder the right to veto any change in the company’s Articles involving shareholding, any proposal for the voluntary winding up of the company or any disposal of significant assets – deemed to be anything representing more than 25 per cent of the total assets or contributing more than 25 per cent of profits. Clearly it’s the last point which is crucial, since it meant the government had the right to veto a sale of the company.
January 2024 \ Jaguar World | 63
HISTORY
compelled to carry on using them as a supplier, as noted in the prospectus, which details a contract between Jaguar Cars and Austin Rover to supply body pressings, the agreement subject to three years’ notice on either side. Other supply contracts included BL’s computer subsidiary, Istel which was to continue providing computer services and software in the short term. Similarly, Jaguar was contracted with BL Technology for R&D work for a year from the sale. Egan was more positive about Unipart continuing to provide Jaguar’s spare parts operation, inside knowledge from his own time at Unipart revealing that this was a more cost-efficient solution than bringing the parts distribution in house. As part of the contract, Unipart was required to refurbish its warehouse at Baginton near Coventry for the business, for which Jaguar would contribute £600,000. The prospectus also reassured investors that Jaguar would be taking on the international distribution of its own cars from December 1984 – a task which had previously been performed by Austin Rover, and in Egan’s view very badly. Intriguingly, a similar arrangement was already in place for North America, but the terms of the flotation involved Jaguar’s US subsidiaary Jaguar Inc taking responsibility not on nly for Jaguar cars, but for Austin, Rover, Trriumph and MG models previously sold in th he USA and Canada. Jaguar was also fin nding it hard to cut itself
64 | Jaguar World / January 2024
The 100,000th XJ40 was produced just as Ford appeared on the horizon
free from BL in other ways. The company had initially wanted to retain a 25 per cent stake in Jaguar – something opposed by Egan on the grounds of the interference it could generate – but it’s thought that Margaret Thatcher intervened personally and the eventual announcement was that 100 per cent of Jaguar was to be floated. Jaguar Plc came into being on July 3, 1984 and the offer for 180,000,000 ordinary shares priced at 165p per share was eventually eight times oversubscribed byy the August 3 deadline. After Egan raang the bell on the trading floo or of the Sttock Exchange on the first day’’s trading, Jaaguar was on its own for the first time sin nce 1966. What would the futture hold?
Egan pictured at the XJ40 launch
1986: XJJ40
The privatisattion of the company had given even mo ore breathing space to the already delayeed XJ40 programme but even then one of th he first questions addressed
HISTORY WHAT'S IN A NAME?
It was late in the day when in 1984 Jaguar management discovered that they didn't actually own the Jaguar name. Investigation revealed that British Leyland had allowed ownership to lapse in the 1970s and the name was owned by a sports equipment maker in Pakistan. Fortunately, approaches to the company owner revealed that although he didn't want to sell the name, he was keen to sell the company. A deal was reached, including the owner staying on to run the company as a Jaguar subsidiary and the venture proved to be profitable. Indeed, the racing green sports bag with the Jaguar logo eventually became the best selling sports bag in Britain.
Th he Jaguar board d at the time of privatisation
after the share offer was whether the project should be cancelled and the firm start again. Prototypes had been running since July 1981 but concerns had been raised over refinement not only of the car itself but of the AJ6 engine. Luckily, the decision had been taken to offer the new engine in the XJ-S from 1983, its lower sales volume providing an opportunity to test the engine in the market at lower production volumes. It was a wise decision, since refinement problems with the AJ6 were initially significant. Curing the issues with
the six-cylinder XJ-S meant that by the time the XJ40 was launched, the AJ6 was acceptably smooth and the experience also had a beneficial longterm effect in that the engineering and quality testing departments worked more closely together in future. The decision was taken to proceed with the new car, but to put every effort into quality and testing. Severing of ties with BL had meant Jaguar installing its own bodyin white facility at Castle Bromwich which meant that bodyshells could be produced to a much higher quality than the Series 3 XJ and in June 1986 production began.
1986: Whitley
As we’ve seen, the privatisation agreement saw Jaguar buying in engineering services from BL in the short term, which in practice meant using their testing facilities and the test track at Gaydon but Egan was keen to make Jaguar self-sufficient when it came to engineering and R&D. An ideal site presented itself in 1986 in the shape of the former Chrysler Europe R&D centre in the Whitley part of Coventry. When the failing Chrysler Europe had been sold to PSA, future Talbot models would be rebadged Peugeots and so the firm had no use for a UK development facility.
The Whitley engineering centre was acquired in 1986
January 2024 \ Jaguar World | 65
HISTORY
The XJ-S convertible was unveiled in 1988
Despite Egan’s admission that there was “almost a taste of failure in the air” when he viewed the empty building the former Chrysler site proved ideal, especially as it came with useful things like planning permission to run engine test cells 24 hours a day. A deal was done and the site was given a striking transformation before the engineering and styling departments were moved in. It was a fitting premises to reflect the fact that by now Jaguar was spending £50m a year on R&D.
1988: XJ-S convertible
Having tested the water with the quickfix XJ-SC cabriolet in 1983, Jaguar finally unveiled its own full convertible in 1988. Developed by Karmann, it was an elegant package which involved significant
engineering: some 150 bodyshell components were altered over the coupe, but the finished car was only some 100kg heavier. The convertible immediately revitalised the XJ-S and by extension the Jaguar brand itself, especially in the US market where it represented a viable alternative to the Mercedes SL.
1989: Ford arrives
By 1986, the independent Jaguar had posted £121m profit before tax which was a record for a British-owned car maker, but management was always conscious that the company was a relative minnow in the automotive world. This made it not only vulnerable to takeover bids as the expiry of the government’s Golden Share loomed closer, but meant buying power with component suppliers was always less than ideal. Indeed, Egan relates that German component suppliers were charging Jaguar more for the same component than their German competitors buying in larger quantities. Various avenues were explored, including a proposal for a joint venture with Toyota which would have seen Jaguar benefit from Toyota’s buying power while assisting the Japanese firm with establishing a UK manufacturing operation. In the end though, Jaguar’s independence was brought to an end by an approach from Ford of Europe chairman Alex Trotman,
THE GOLDEN SHARE
The London Stock Exchange at the time of the flotation
66 | Jaguar World / January 2024
who was undeterred by protestations that Jaguar was not for sale. Egan recalls his delightful comment “The Ford Motor Company has seven and a half billion dollars in the bank. Everything is for sale.” Egan was very much opposed to the idea of a takeover by Ford, considering the firm an unsuitable custodian for the Jaguar brand and potentially heralding a return to the BL experience. A joint-venture with General Motors was discussed further, but as Ford pressure intensified and the US company made its intentions clear, the then Trade Secretary Nicholas Ridley announced in Parliament that the government would be surrendering its Golden Share, thus paving the way for more than 15 per cent of Jaguar shares to be acquired. In November 1989 Ford made a formal offer to Jaguar’s UK and US shareholders of £8.50 per share, valuing Jaguar at some £1.6bn. On February 28, 1990 Jaguar was removed from the London Stock Exchange listing and a new era began. Egan left the company soon after and although some of his misgivings proved correct, for the most part the Ford era produced some of the best Jaguars we’ve ever seen. One thing’s for certain though: if the company hadn’t prised itself away from British Leyland it’s unlikely it would still exist today. PW
The capital of the new company was to include a single Special Rights Redeemable Share of £1 which could be held “only by the Secretary of State for Trade and Industry or his successors or another Minister of the Crown or any person acting on behalf of the Crown.” This ‘Special Share’ gave the holder the right to veto any change in the company’s Articles involving shareholding, any proposal for the voluntary winding up of the company or any disposal of significant assets – deemed to be anything representing more than 25 per cent of the total assets or contributing more than 25 per cent of profits. Clearly it’s the last point which is crucial, since it meant the government had the right to veto a sale of the company.
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TECH
The Turner V8
The life and times of Jaguar’s first V8 engine WO R D S PAU L WAG E R
t’s generally accepted that the well-regarded AJ-V8 unveiled in the XK8 in 1996 marked the beginning of a new era for Jaguar. Not only was it a state-of-the-art powerplant, but it also offered the crucial V8 format needed to face up to German rivals BMW and Mercedes, especially in the USA where the V8 had long been a mainstay. It wasn’t, however, Jaguar’s first V8 – or to put it more correctly, the first to be marketed as a Jaguar powerplant, that honour going to an engine design which was acquired as something of an orphan in the takeover of Daimler.
I
70 | Jaguar World / January 2024
In typical William Lyons fashion, even senior executives at Jaguar were largely unaware of Lyons’ intention to acquire the struggling Daimler concern, even Chief Engineer Bill Heynes apparently hearing the announcement on the morning radio news. Lyons agreed a fee of £3,110,000 for Daimler, but the prize wasn’t the firm’s low-volume car-making business, rather the 92,903sqm factory in the Radford area of Coventry. In fact, the vehicle making business made for rather dismal assessment: Jaguar engineers discovered that the V8-engined SP250 sports car suffered from such chassis flex that pushing down on the rear wing of the fibreglass
body made the door shuts open up 8mm, while the car’s looks were challenging to say the least. To cap it all, it was discovered that the Daimler name hadn’t even been registered in the important US market and the newly introduced Majestic Major was selling so slowly that it was being made at the rate of ten cars a week. Even Daimler’s once proud bus division wasn’t doing well, having declined to the point where it was making losses, but there were two glimmers of hope: the Ferret armoured car manufactured under contract for the MoD was profitable and the V8 powering the SP250 and the Majestic was a gem.
TECH
Triumph Speed Twin engine was credited as part of Turner’s inspiration
The engine is generally regarded as being the work of Daimler’s boss at the time of the sale, although it’s been suggested that much of the detail design was the work of his colleague Jack Wickes. Turner may have been at the tiller when Daimler was run into the ground, but much of the financial mishap can be laid at the feet of the extravagant tastes of former chairman Bernard Docker and wife Norah, who between them effectively bankrupted the company during his time in charge. In any case, Turner had an impeccable CV when it came to the world of motorcycle engineering, having designed the Ariel Square Four and later becoming chief designer and general manager of Triumph motorcycles, before becoming head of parent company BSA’s automotive division. This included Daimler and one of his first tasks was to design a V8 engine for a proposed new saloon car. Unsurprisingly, Turner drew on his experience with motorcycle engines for much of the
inspiration, including an overhead valve layout driven by pushrod, Usefully, this allowed him to follow motorcycle practice in the head design, notably the hemispherical combustion chambers which had been employed by his Triumph Speed Twin engine. Amusingly, it’s also been suggested that Turner and Wickes also studied the workshop manual and parts lists for the Cadillac V8 – clearly a complete Caddy engine was beyond the Daimler budget. The Daimler engine wasn’t the first car engine Turner had designed – he already had the Riley Nine to his credit – but clearly a V8 involved rather more complexity than a twin-cylinder bike motor. Nevertheless, the result was held in far higher regard
than the car in which it debuted. In many respects the iron block, alloy head design was very conventional for the era, using two valves per cylinder and a single chain-driven camshaft, this mounted high up in the block to keep the pushrod length short. The 90° vee layout allowed for compact dimensions, the short 760mm block length meaning the five-bearing crankshaft was commendably rigid, contributing to the smoothness for which the engine became known. Dynamo and water pump were driven by belt from the front of the unit, while the distributor was driven from the camshaft. Fuelling was by twin SUs and the polished alloy valve covers
MAJESTIC MkX
The 4.5-litre version of the V8 was also used in the Daimler Majestic Major, which was a rare sight even in its heyday but which was a surprisingly rapid vehicle for its size, thanks to the 220bhp of the bigger engine. The Major would be discontinued in 1968, but there’s a delightful urban rumour which suggests its engine was tried in the Jaguar MkX, where it rocketed round the MIRA track at 133mph. It’s reckoned that a V8-engined MkX didn’t make it to production purely because it was actually faster than the 3.8-litre Jaguar-powered car, but the truth is probably more prosaic: cash-strapped Daimler had only invested in tooling to produce the engine in very low quantities. And in any case, Jaguar already had the 4.2-litre XK on the way which would in fact be faster-accelerating than the V8 prototype. in a cruel twist, the Majestic was replaced by the Daimler DS420 limousine, which was based on the Jaguar MkX and used the 4.2-litre XK.
January 2024 \ Jaguar World | 71
TECH
The Daimler V8 on show at the 1962 Motor SHow
meant the underbonnet appearance compared well to Jaguar’s own XK. Two different versions of the engine were developed:2548cc and 4561cc, although precious little production economy was achieved through their shared design features since the block castings are in fact different.
In production
Although the brief which had originally resulted in the V8 had been for a saloon car, the V8 made its first public debut at the New York motor show in April 1959 in the SP250 sports car. At the time it still wore the proposed name Dart, which was later changed to SP250 after Chrysler pointed out that it had registered
The V8 engine in its first home, the Daimler SP250
72 | Jaguar World / January 2024
the name for its own Dodge Dart. Its time to shine didn’t arrive until after Lyons had swooped down to buy Daimler, whereupon it was realised that the smooth-running V8 engine offered an ideal stepping stone between the breathless 2.4litre XK engine and the 3.4-litre version. It also offered a less sporting option for buyers not wanting the racy image of the Jaguar Mk2 and so in 1962 the Daimler V8 was born – or to give it the correct title, Daimler 2.5 V8. With 140bhp, the Daimler was usefully faster than the entry-level 2.4-litre Mk2 and gained the crinkled chrome which would become a trademark of Daimler-badged Jaguars. It’s often assumed that the V8 was sold only in
automatic form but a handful of manual cars were produced by the factory from 1967 and are highly prized today. The V8 sold steadily and would even make the transition from Mk2 to Jaguar 240/340, being renamed as the Daimler V8-250 in 1967. When production ended in 1969 some 17,620 had been produced. It would also herald an era of rangetopping Jaguars carrying the Daimler name which would continue until the end of X350 production in 2010. Daimler versions of the XJ weren’t available in the US market however, the range-topping cars wearing Vanden Plas badging instead. The reason was simple: that failure to register the Daimler name back in the ’50s had come back to haunt Jaguar. Following the de-merger of DaimlerChrysler, Jaguar attempted to trademark the Daimler name for use in the US market, but was refused in 2009 by the United States Patent and Trademark Office on the grounds that it was primarily a surname. This effectively meant the end for the Daimler-badged Jaguars, with the final Daimler – a Super V8 – now resident in Jaguar’s own Heritage collection PW
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BUYING GUIDE
XF F V8
As the Jaguar V8 prrepares to bow outt, we considerr what’s involved in buying and own ning the eight-cylinder XF WO R D S PAU L WAG E R
76 | Jaguar World / January 2024
H
AVING SPOKEN to a few former Jaguar engineers lately, it’s obvious that the AJ-V8 engine represented a real milestone for the company: a stateof-the-art powerplant which could stand comparison with the best of the German and Japanese competition. Making its debut in 4-litre form in 1996, the V8 would grow to 4.2 litres in 2002 and like most of Jaguar’s previous powerplants would live a long life, being replaced in 2009 by the similar but in fact all-new 5-litre AJ-133 engine. The striking style of the XF similarly represented a new era at Jaguar, leaving behind the traditional curves and embracing an edgy new modernity and although the majority of XFs would run the twin-turbo diesel engine, it was offered with both the 4.2 and 5-litre V8. When the all-new aluminium ‘X260’ XF was launched in 2015, the V8 option was conspicuously missing, petrol options limited to the 2-litre Ingenium and 3-litre V6 (itself derived from the V8). The XJ kept its V8 option until the axe was swung in 2019, but for those wanting a more compact sports saloon, the XF fitted the bill and was the bigger seller. Even the earliest XFs still feel like a very modern car though, with all the V8 models offering credible pace even by today’s standards. The range of models can be confusing, but there’s something for everyone – from the stealth approach of the early V8 to the bold aggression of the XFR-S.
HISTORY
One of the first models to be launched under the design leadership of Ian Callum, the XF was previewed as the C-XF concept in early 2007 but was one of those few motor show concepts to make it to production relatively unchanged. At launch in 2008 the engine range included the 3-litre V6, the 2.7-litre V6 diesel and the 4.2-litre V8 in either normally aspirated 300bhp form marketed simply as ‘V8’ in Premium Luxury trim or 420bhp supercharged guise badged as SV8. In 2009 the original AJ-V8 was replaced by the new 5-litre V8 which although
outwardly similar used an all-new cylinder block and direct injection. Once again, V8-engined XFs were offered both in normally aspirated guises, marketed as the V8 and in supercharged guise wearing the reintroduced XFR name. The power bump from the new engine justified the return of the famous badge, with the XFR now boasting 510bhp and still keeping pace with its BMW M5 nemesis – by then in its controversial V10 incarnation which really hasn’t aged well. Behind the scenes though, Jaguar’s SVO division had been hard at work and in 2012 the existence of the XFR-S was confirmed. Using the same recipe which created the XKR-S including its 550PS supercharged V8, the XFR-S is essentially the XFR dialled up to 11, but remains a supremely composed and civilised road car which perfectly illustrates the company’s engineering talents. In 2011 a facelift was announced which saw four-pot Ford engines added in both diesel and petrol form, but the V8 option happily remained – albeit in supercharged form only. Styling changes brought the production car closer to the bold look of the original concept. When the long-awaited estate – Sportbrake in Jaguar-speak – was announced in March 2012, it was initially offered without the V8 engine, but from 2014 it was offered in XFR-S trim, in which form it represents pretty much the ultimate XF of all time. Sadly, the 190mph estate was something of a swansong for the original ‘X250’ generation of the XF, as it would be replaced in 2015 by the all-new aluminium-bodied car which would be notable for the absence of a V8 engine in the range. Despite that, there’s still a big choice out there for someone looking to acquire a V8-powered Jaguar which is modern enough to avoid the age-related issues of the X308 and X351 generations of V8 Jaguar saloon. Early V8 cars in the unassuming Premium Luxury trim start at just £5000 for a presentable example, with the XFR from £6000 and the XFR-S still commanding a collector’s premium and hovering around the £30,000 mark. So what do you need to know?
January 2024 \ Jaguar World | 77
BUYING GUIDE XF V8
BODY
Unlike its successor, the first-gen XF was extensively based on the platform of the S-Type and so used a steel monocoque. Luckily, it seems to have avoided the spectre of rusty sills, but corroded subframes have become an issue as the cars have aged. The rear seems to suffer first and although it’s not a terminal problem it can become an expensive job once labour is factored in. Poke a torch under there when inspecting a car for sale and for current XF owners, cleaning and protecting the subframe can make a big difference. On the subject of corrosion, one small but irritating issue is corroded fixings for the battery clamps in the boot, which are an MoT fail when they strip or shear. Spray the threads with penetrating fluid in summer before you’re struggling to fit a new battery on a cold winter morning. Water in the boot is a common complaint and if left unnoticed can cause problems with the electronic modules living there.
78 | Jaguar World / January 2024
The cause is generally reckoned to be the ‘slam vents’ (they’re actually air extraction vents) behind the bumper below the rear lights which are a straightforward DIY fix to remove and either replace or seal. Problems with electrical items at the rear can also be down to frayed wiring to the boot area which can be hard to trace. Water in the passenger footwell is also a known problem, sometimes down to badly fitted windscreens and other times caused by blocked drains in the scuttle area or a poor seal between the pollen filter assembly and the body. On the subject of water leaks, there’s one cause of electrical problems which doesn’t come under the heading of bodywork but which has a more bizarre cause: water travelling along the wiring from the screenwash pump and level sensor to the central body electrics module and fusebox where it can slowly cause havoc. The cure is to simply cut the wires and insert a connector.
Headlamps use plastic lenses which can become cloudy but are a satisfying DIY proposition to restore, making a big difference to the car’s appearance. Carefully flat the lenses with fine wet and dry paper before using a cutting compound and then a wax polish to restore the shine. Door locks are known to fail, early signs being a door not locking/unlocking from the remote fob. It’s sensible to fix the problem before the lock motor fails entirely as they often fail in the locked position, but it’s straightforward DIY and used motors are available. While you’re working inside the doo or, check the action of the window – if it seems sluggish and lubricating the guid des doesn’t improve it, then the motor maay be failing and it’s worth fitting a good useed part while you have the door trim off.
ENGINE
By the time the XF was launched the 4.2litre V8 was already a known quantity
BUYING GUIDE XF V8 and have the work done before the excess play in the unit damages the rotors or the casing. You can buy a repair kit for the bearings at around £150 or send the unit away for an overhaul for under £400. As for the 5-litre, the timing chain tensioners can weaken, but chain noise will alert you to the issue before it becomes serious, while water pumps can also rattle and then leak.
TRANSMISSION
and problems were refreshingly few. The coolant pip pe runningg in the vee – or the ‘valley’ - of the engine is known to leak and should be replaced d every eight years but gets overlooked especially
on the supercharged cars where the sup perchargger itself blocks the access. Listen carefullyy to the supercharger and if you hear a rattle or rumble from the ‘nose’ of the unit then budget for an overhaul
All XFs are automatic, using the six-speed ZF 6HP for earlier cars and the eight-speed 8HP for the post-facelift models which featured ‘Quickshift’ technology and the ability to change non-sequentially when required. The box needs an oil change at 30,000 miles and a filter change (it’s part of the plastic sump) is recommended every other oil service. The differential has been known to leak oil at the axle seals, but this should be obvious from a quick look under the back end. Rather than a conventional mechanical LSD, the XFR uses an active ‘E-Diff’ differential developed by GKN which uses an ECU-controlled electric motor to operate the locking of the differential and these can fail. Fortunatelyy, it’s just the motor itself which tends to fail and it can be replaced with th he axle in situ once the exhaust silencer and cross brace have been removed.
The XF FR uses an ac ctive ‘E-Diff’ differential
January 2024 \ Jaguar World | 79
BUYING GUIDE XF V8
If you hear a noise from the rear which sounds like it might just be a tired wheel bearing, be cautious as it may in fact be a sign that the diff has been run low on oil and the bearings have suffered.
INTERIOR
One of the XF’s design trademarks is the dashboard vents which can be set to open and close with the ignition, but the plastic operating mechanism attached to them can fail. The long-term fix is to set them via the screen menu to stay open when the car is turned off, thus ensuring they don’t wear out. If one or more has failed, then a used motor and vent is around £50. If it’s just the plastic collar which has failed,
80 | Jaguar World / January 2024
then an improved repair part is around £11 per vent under part number C2Z31321.
BRAKES
It’s a conventional system, using sliding calipers with the upgraded setup on the 5-litre models using a twin-piston design. If the car pulls under braking or one wheel seems hotter and more dirty with brake dust than the other side, then suspect a seized caliper. Seal kits are available but the easiest replacement is a remanufactured unit which comes in at under £150. Jaguar specialists have found a number of cars needing a replacement brake servo, the clue being an unusually hard pedal feel and the brakes dragging. A
used part is generally the solution.
SUSPENSION
The curved reaction arms at the front often referred to as ‘banana arms’ can suffer when the locating bushes wear, causing imprecise handling and uneven tyre wear. It’s a simple problem to solve though, with a replacement arm including bushes at around £90. A replacement lower arm is similarly affordable at around £150, while low-speed clonking over potholes and speed bumps is likely to be the anti-roll bar drop links which are around £20. In traditional Jaguar fashion worn rear wishbone bushes will take the edge off the handling.
SOCKET SETS
DURABLE, SHOCKPROOF CASES Secure lock system with click mechanism so you know the top is closed properly Hard-wearing hinge with metal pin for increased life Retractable handle, especially designed for comfort and durability. Clear layout makes it easier to see which tools are missing Rubber feet to prevent the box from sliding and which protects against scratching Fully recyclable packaging that helps the environment
CONTACT 015257 11500 TO FIND YOUR LOCAL DEALER
®
BUYING GUIDE XF V8
VALUES
Entry ticket to the XF V8 club is surprisingly affordable: just £5000 buys you a naturally aspirated V8 from a retail forecourt, with much the same money also netting the
supercharged SV8. The 5-litre cars start from around £6000 for the nonsupercharged model, with the XFR running from £8000 for a 2009 model still hovering under the 100,000 mark. The XFR-S is a step up, with the
cheapest examples at £24,000 although most are still well under 70,000 miles. As for the Sportbrake, they seldom come up but when they do, be prepared to pay for the privilege. PW
TECH SPECS MODEL
4.2 V8
5.0 V8
4.2 V8 s/c
XFR
XFR-S
ENGINE
4196cc
5000cc
4196cc
5000cc
5000cc
MAX POWER
294bhp
380bhp
410bhp
510PS
550PS
MAX TORQUE
303lb.ft
380lb.ft
413lb.ft
461lb.ft
502lb.ft
MAX SPEED
155mph
155mph
155mph
155mph
186mph
0-60 MPH
6.2secs
5.5secs
5.1secs
4.7secs
4.6secs
LENGTH
4.9m
4.9m
4.9m
4.9m
4.9m
WIDTH
1.9m
1.9m
1.9m
1.9m
1.9m
WEIGHT
1749kg
1780kg
1780kg
1780kg
1780kg
82 | Jaguar World / January 2024
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JW's technical section where we give help, advice and guidance, making Jaguar ownership that little bit easier
86 Our Jaguars
An ankle injury confines Walton to his XK8 and Cheetham can’t resist another bargain X-Type
94 Q&A
F-Pace seats and diesel vibration
90 Brake pipe how-to
DIY inspection and replacement
96 Classic dashboard lighting LED bulb upgradess
OUR JAGUARS | CRAIG CHEETHAM
CRAIG CHEETHAM – CONTRIBUTOR
2002 X-Type
Cheap Jaguars are like buses. At least they are for Craig
Y
OU WAIT ages for one and then two come along at once... if you read my last Our Jaguars instalment, you’ll have seen that I picked up a perfectly decent S-Type for buttons. As such, the very last thing I needed was another cheap Jaguar in need of some minor TLC. It goes without saying, then, that that’s what I’ve bought. It sort of all happened by accident. I was in my local garage paying for an MoT I’d had done on another car, and I happened to notice an
early X-Type in the corner of the forecourt. It didn’t escape the garage owner’s notice either, as he’d deliberately kept it back for me. Sometimes, I have to accept that my reputation precedes me. Anyway, the story goes like this. AE02 MKC had been with its previous owners since 2007. Some 16 years of faithful service later, and it was an uneconomical MoT repair too far. A sad ending for a car they’d loved and spent a small fortune on over the years, backed up by a folder of service history.
Bargain X-Type now has an MOT – and it’s a genuinely straight and tidy example
86 | Jaguar World / January 2024
Alas, a rotten offside sill, hopeless handbrake and corroded brake pipe meant that the 2023 test was a big bill too many, especially given that a more modern and frugal alternative to the X-Type held some appeal. That’s where I came in. Russ and Jo, the X-Type’s long-term owners, really didn’t want their long-term faithful servant going to scrap, so a nominal amount of cash changed hands if I committed to getting it back on the road (£150, so below scrap value) and I did a deal with the garage to sort the rest out ‘between jobs’. It took a few weeks of waiting for slots, but a none-too-horrific bill later saw AE02 MKC returned to the road, with a new driver’s side sill and rear brakes. Not too horrendous when you consider the car is fastapproaching its 22nd birthday, and in my view was well worth doing as early X-Types are few and far between these days. It’s a decent car, too. There are jobs to do, of course, but it’s no basket case. The two priorities are a new downstream lambda sensor to knock out the engine management light (luckily, being a pre-2003 model, that alone isn’t an MoT fail) and perhaps even
OUR JAGUARS | CRAIG CHEETHAM
Heater and air con control panel doesn’t even light up, so we suspect the fault is electrical rather than mechanical
Cabin is generally pretty tidy, with only some minor wear to the driver’s seat really showing its age EML is on due to downstream lambda sensor failure, according to Craig’s code reader. Sub-82k mileage is genuine
Paint on passenger rear wing isn’t great, but isn’t a huge priority at the moment
Mini-XJ dashboard is still a work of art, while SE spec means cruise control and power-fold mirrors, among other highlights
more urgently I need to sort the air con and heater controls, or lack thereof. The screen is dead, meaning the fan and the heater are too, and while I’m pretty sure the fault will be nothing more sinister than a broken connection or fuse it’s getting to that chilly time of year where a lack of heat is an issue. Remind me that I said it’d be an easy fix when I’ve got the dashboard in pieces, won’t you? Less pressing are a poor paint repair on the nearside rear wing, where the lacquer has gone off, a baggy headlining and an ashtray lid that needs wedging shut. Mechanically, it’s fantastic – fast,
smooth and responsive, with typically sharp handling and no unpleasant transfer box or transmission noises. It’s a well-maintained car and it shows. After I’ve worked my way through the snag list, I don’t know what I’ll do with it. My black 3.0 X-Type is still in the naughty corner with an undiagnosed ECU fault, and seeing as I enjoy driving the baby Jags so much it may well become my new daily – a task currently being performed by my bargain S-Type. One or the other will have to go, but both of them need fixing first. Oh well, it’ll give me something to write about at least!
Headlining has dropped in a couple of places – again, a non-priority job
2.5 V6 runs really well, and there are no unpleasant noises coming from the transmission or suspension
January 2024 \ Jaguar World | 87
OUR JAGUARS | PAUL WALTON
PAUL WALTON – EDITOR-AT-LARGE
2000 XK8 4.0
With an injury to his ankle, Paul finds the XK8 the most comfortable of his two Jaguars to drive
T
HERE’S NO two ways about it; the second half of October was terrible. Not only did it rain more than the time Moses once said, “Hey, who’s up for a boating holiday?” which stopped all photo shoots but I also twisted my ankle which put me out of action for three weeks. I’d like to say it was from doing something cool like rock climbing or kick boxing but it’s a recurring injury from when I twisted my ankle during a 2019 photoshoot of an F-Pace at
the road section of the old ClermontFerrand racing circuit in central France. After getting out of the car at a layby I hadn’t noticed the road surface had crumbled away, my ankle twisting so badly on the uneven surface my foot was pointing the wrong way. (Well not quite, but you get the picture). The outcome is a weak joint that four years later I regularly go over on. And before anyone writes in, yes I probably should seek medical advice about it.
With it being my left ankle, cars with a clutch – such as my wife’s Nissan Note – are out of the question but thankfully I have two automatic Jaguars at my disposal. Interestingly, after driving both I discover it’s my XK8 that’s more comfortable. Although the least likely invalid carriage this side of a V8-engined mobility scooter, as a low slung coupe my legs are positioned straight ahead instead of at an angle like they are in the XF Sportbrake which puts less pressure on my sore ankle.
Paul’s XK8 with the E-type Series 2 featured in this issue
88 | Jaguar World / January 2024
OUR JAGUARS | PAUL WALTON
Parked in Stamford when Paul had lunch with his brother
put my good foot down once again and feel the car’s strong, majestic power. Although now close to a quarter of century old, what I continue to love about my XK8 is unlike me it doesn’t feel its age. From the cup holders in the armrest to the fantastic stereo, the powered windows to the steering wheel mounted audio controls, it has everything I need. There’s even a ten-disc changer in the boot. Admittedly since I stream music from my iPhone via a Bluetooth transmitter in the cigarette lighter I no longer have ten CDs, but at least I could play them if I did. If there’s one thing I wish it had, though: cruise control especially at the moment. Although an option when my car was new, the first owner decided to go for the Motorola phone in the armrest plus satellite navigation instead. Admittedly these were both cutting edge technologies 25 years ago but since I can’t get the mobile to work and the sat nav is fiddly to input and extremely out of date when I do, they’re as useful as a fax machine or VHS recorder is today. A few days later the XK8 whisked me the 80 miles to Birmingham’s National Exhibition Centre for the Classic Motor Show where I limped around the many halls like someone who’d injured themselves in a rock climbing incident. Or at least that’s what I told people who asked. October might have ended poorly but having a genuine reason for driving my XK8 so often means much like my ankle is now, November was a huge improvement.
Paul heads through one of Milton Keynes’ many roundabouts on his way to Bicester Heritage
The XK8 was even used for the weekly ‘big shop’ when the big boot swallowed the many bags
This means from having lunch with my brother and his partner at his new house up the road in Stamford to dropping my son off at a Peterborough United football match and even doing the ‘big shop’, for over three weeks I used the car as my every day transport. Who knows what people thought as they saw me climb awkwardly out before limping away from such an exciting-looking sports car; no doubt that I’ve injured myself while rock climbing or kick boxing. By the second week in November not only was there a brief break in the horrendous rain but my ankle was strong enough for my first shoot in almost a month. So I headed over to Bicester Heritage in Oxfordshire to shoot Hangar 136’s gorgeous two-owner E-type Series 2 that’s featured elsewhere in this issue. Although the route from my house outside Peterborough that takes me through the roundabout-filled horror that is Milton Keynes, as the first time I’d covered any serious miles since coming home from Dorset in early October (see the previous issue) it’s still fantastic to
The XK8 parked outside Peterborough Utd after Paul dropped his son off to watch a match
January 2024 \ Jaguar World | 89
WORKSHOP
Replacing brake pipes Find out what’s involved in replacing corroded brake pipes on a Jaguar
T
HE DREADED sign of corrosion along a brake pipe cannot be ignored and if it has gone as far as weakening the walls of the pipe, it could result in a fluid leak, so it should be replaced. The work involved in replacing such a brake pipe can be straightforward, if you are lucky enough to only have a section that’s easy to access. This isn’t always the case, and brake pipes are often tucked away around subframes, so their complicated shape means they are difficult to remove and equally difficult to re-create when making a replacement. To provide an overview of what’s involved in replacing brake pipes, the following steps 90 | Jaguar World / January 2024
WORDS & PHOTOGRAPHY ROB HAWKINS
show them being replaced on a Jaguar XF and X-Type, highlighting some of the common issues that can arise. Remember that brakes are an essential part of a vehicle, so if you are new to making pipes and bleeding brakes seek a second opinion from a qualified mechanic on anything you do. And the same goes for anything you are unsure about.
DOING IT YOURSELF Difficulty Time required: 2+ hours On your own? Yes
TOOLS
■ Abrasive paper or file ■ Brake bleeder ■ Brake cleaner ■ Brake pedal depressor or length of wood ■ Brake pipe cutter ■ Brake pipe flaring tool ■ Brake pipe spanner ■ Penetrating fluid ■ Screwdrivers ■ Spanners ■ Vice
1 Corroded brake pipes are sometimes not so easy to spot, such as the one shown here on the underneath of an XK8, which was only fully visible once it had been released from its plastic clips
3 In contrast, this short rusty length of steel brake pipe is part of a flexi-hose on the front brake of an XF. It needs replacing and involves the removal of the entire flexi-hose to fit a new one
5 Carefully try to undo the brake pipe nuts at the ends of the pipe being replaced. Avoid twisting the brake pipe or connection that isn’t being replaced – if it breaks it too will need replacing
7 And this is what happens if a perfectly good section of brake pipe becomes twisted. The flexi-hose on the right is being replaced, but upon undoing the connection to the pipe, it twisted and sheared
2 This corroded brake pipe on an X-Type is hidden out of view near the rear suspension, but is potentially close to springing a leak. It’s awkward to access, which makes it hard to replace
4 Replacing a section of brake pipe by detaching it at either end is the easiest approach and doesn’t require any flared ends to be made in situ. First, spray penetrating fluid over any connections
6 Using two open-ended spanners (one to undo the pipe nut and the other to grip whatever it’s connected to) helps to reduce the risk of twisting any connections, but not the brake pipe
8 Once a brake pipe connection has been fully undone, carefully separate the two and have a cloth or container ready to collect any brake fluid that leaks out. This fluid is corrosive to paintwork
January 2024 \ Jaguar World | 91
9 The dripping brake pipe can be stopped using a brake pedal depressor or improvising with lengths of wood wedged between the brake pedal and driver’s seat. Avoid pushing the pedal fully to the floor
11 Cutting a brake pipe at a pipe connection that needs to be undone enables a socket or ring spanner to be fitted over it, instead of having to use an open-ended spanner that’s more likely to slip
13 When extracting the brake pipe, avoid bending it out of shape – you will need to use its shape to make a replacement pipe. However, it may have to be cut in two to extract it, or it may break
15 Measure a new length of brake pipe, making sure you have the correct diameter of pipe, then carefully cut it with a pipe cutter. Avoid crushing the pipe as you cut through it
92 | Jaguar World / January 2024
10 If the connection on the end of a brake pipe is difficult to access, or you only want to replace a small section of brake pipe, then cut through the pipe with a pipe cutter in a place that’s easy to access
12 The length of brake pipe that needs to be replaced may be secured with plastic clips. Carefully release the pipe from these clips to avoid damaging them – the new pipe will need to be secured by them
14 Measure the length of pipe to be replaced. If it has several bends in it, use a length of string or wire to find out how long it is. Accuracy is essential – too much or too little may prove difficult to fit
16 Tidy up the cut end of the brake pipe to help make it easier to create a flared end. Use abrasive paper or a file to clean the outside of it. Some brake pipe cutters have a tool to clean the inside
WORKSHOP
17 If you are making a new brake pipe connection on the vehicle, the cut end of the existing brake pipe will also need to be cleaned prior to making a flare. Abrasive paper, or even a flap wheel can help
19 Use a brake flaring tool to create the flared end in the brake pipe. Afterwards, check the flared end sits neatly inside its pipe nut to ensure a flush fit and less risk of a brake fluid leak
21 Once the ends have been flared for a replacement section of brake pipe, it’s time to bend it to shape. Use the old brake pipe as a guide to create the same bends in the new one
23 Fit the new brake pipe onto the vehicle, carefully manoeuvring it into position. It may help to bend it further to shape using something round, such as a socket. Secure the pipe connections
18 Check which type of pipe nuts need to be fitted, then feed them over the replacement brake pipe along with any other items that are required, such as the rubber grommet shown here
20 If a flared end is being made in situ on the vehicle, this isn’t as easy as using a flaring tool that can be secured in a vice. However, there are a number of flaring tools available for this job
22 Use round objects to help bend the replacement brake pipe to shape. This will reduce the risk of kinking the brake pipe, which will restrict the flow of brake fluid
24 Finally, once the brake pipe has been fitted and secured, bleed the brakes. It may be necessary to bleed the entire braking system to remove the air inside the replacement brake pipe
January 2024 \ Jaguar World | 93
QUESTIONS AND ANSWERS
Jaguar World's technical advice service Edited by Ray Ingman
F-Pace seat upgrade
Q
I am a long-time subscriber and look forward to each issue. I have a 2017 F-Pace Prestige with the V6 engine, which I find to be awesome. My problem is, I swapped out the original black interior for a red/ black version out of a 2019 S model. The passenger power seat works fine, but the driver’s seat won’t budge. I have tried different seat modules and switchpacks and have had two authorised Jaguar dealers and a Jaguar specialist shop look at it. All stated it couldn’t be done because the car was built for 10-way seats, and the new seat is a 14-way seat. I am quite handy electrically but don’t want to damage anything. Also, with the new seat, the airbag light is on. Does this mean the airbags won’t
94 | Jaguar World / January 2024
work if needed? Incidentally, I am in the USA. Bob Bentley
A
Programming modern Jaguars can be a nightmare. Because the seats have airbags in them, load sensors to inform the restraints module of passenger weight, and position sensors to inform of an occupant’s distance from an airbag. They are as much a part of the safety system of your car as the brakes are. Therefore, you can understand the reason the manufacturer doesn’t want you ‘messing’ with the software! Obviously, anything is possible in the world of advanced technology – after all, someone designed the systems in the first place. However, this is a talent way beyond the capabilities of most
dealers and independent specialists. So first, you must find someone who has ideally done this type of modification before or is prepared to spend the time to see it through. It is possible that second hand modules will not work on another car, as they are often coded to their original application. Most will only accept the original modules or ‘like for like’ factory replacements. If the seats are identical in shape, a professional trimmer could transfer the covers from the replacement seats to the frame of your original seat to ensure a matching interior with functional driver’s seat. One thing we can say for sure is that if the air bag light is on, the air bag will not deploy –beware!
QUESTIONS AND ANSWERS
TDVi Harshness
Q
My X350 XJ has always been a little noisy since I bought it from a main dealer just many years ago. It was MoT’d before I took delivery and it passed with no advisory notices – as indeed it has every year since. I thought I was imagining a problem that did not exist. However, every road test and buyer’s guide I read tells me the X350 diesel is very smooth and quiet, to the extent that cannot tell that it is a diesel. Mine is certainly not noisy but at tickover and when travelling at low speed there is no mistaking the diesel engine under the bonnet. The engine sounds harsh at low speeds, and at tickover, with a slight vibration which can be felt through the steering wheel and the brake pedal. That said, the engine pulls smoothly, and runs evenly. We recently travelled in a diesel VW taxi on route to our holiday destination and, at low speeds, it was quieter than my Jaguar, so I do believe I have a problem! A little online research suggests that there may be a fault with the active engine mounts. A main agent has quoted over £1200 to change them and the specialists I’ve spoken to are unable to help so I’d like to look into this myself. So, as to my questions: Do you think my assumption that there is a fault with the mounts is correct, or can you suggest another possible cause of the harshness? The manual speaks of exhaust system neutralising, but I suspect this is a red herring as the noise often seems to get louder a couple of seconds after starting which suggests to me that something electrical may be involved. Do you know of a way of testing these mounts? (I have an AutoEnginuity PC interface and am willing to invest in the Jaguar enhancement if it would help) The workshop manual suggests that changing the mounts is easy but mentions the use of a special tool to support the engine, but is it possible to utilise a jack or two to facilitate the change? And finally, are there any issues with using mounts from a breaker, or, as they seem to be as common as hen’s teeth,
is it possible to replace them with a non-active mount. Would those from an S-Type 2.7 fit, and if so, would they be any better than a faulty active mount? Morris Stanley
A
Firstly, to consider your initial suspicion, the engine mounts: they do have a diagnostic facility, so inevitably we advise code reading before any other consideration. The codes will only reveal an electronic fault, but visual inspection will expose leaking hydraulic oil caused by split internal diaphragms. The mounts are only operational between 600rpm and 900 rpm (they obtain a speed signal from the ECU), so a simple test is to disconnect and reconnect the mounts electrically to detect any change in the quality of the vibration you have perceived. Any variation will indicate the mounts are working. Jaguar specialists report that failure is a rare occurrence, so if they need to be replaced, second-hand units from the likes of Eurojag (www.eurojag.com; 01325 722777) are a sensible alternative. There is no viable non-active option, or indeed any aftermarket source of supply. Active S-TYPE mounts are identical to the X350 units. To tackle the task yourself, we would advise investing in an engine support beam, which can be obtained economically from suppliers like Sealey or Machine
Mart and is a rather safer proposition than balancing the engine on a jack with the inherent risk of trapping your hands beneath the powerplant! It’s also worth inspecting the conventional rear engine mount, which can degrade due to gearbox oil leakage, allowing it to transmit harshness through the bodyshell. It is entirely possible that another malady is either the source of, or contributing to, your frustration. One of the more common faults is the catalysts audibly ‘blowing’ exhaust gas on the (apparently) flexible sections adjacent to the manifold and also at the turbo flange. The noise can vary with engine temperature, as the split can open and close with heat expansion. The ‘apparent’ flexy section is in fact a solid, gauze-covered expansion pipe, so leakage will be evidenced by black soot staining the outer gauze surface. Large splits will allow fumes to enter the passenger compartment; however, a blocked pollen filter can mask this symptom. It’s worth attempting welded repairs, as new cats cost around £800 per side. Also check for exhaust leakage on the EGR pipework bridging the inlet and exhaust manifolds. Finally, if still clutching at straws – inspect the propshaft for missing balance weights and check the tyres both for balance and any constructional irregularity, such as small bulges on the tread or sidewall surfaces.
Send your technical questions to jwm.questions@kelsey.co.uk Keith Parrington of JW would like to thank Martin Pike of Classic Engineering, (01992 788967) Painting Classic Cars (01323 885123) and Tom Lenthall of Tom Lenthall Ltd (0118 9731614) January 2024 \ Jaguar World | 95
WORKSHOP
Fitting LED dashboard bulbs Using upgrade kits from Better Car Lighting, we follow classic Jaguar specialist Ken Jenkins changing some of the dashboard bulbs on a Mk8 WO R D S & P H OTO G R A P H Y R O B H AW K I N S
T
HE DASHBOARD warning lights and the bulbs that illuminate the switches and instruments in most classic Jaguars can be upgraded for brighter LEDs without spoiling the originality of the vehicle. In many cases, the new LEDs are a straightforward swap, requiring no wiring modifications. We asked independent classic Jaguar specialist Ken Jenkins whether we could upgrade some of the bulbs on his Mk8 using a couple of kits from Better Car Lighting. This vehicle has been converted to negative earth electrics, but still has a dynamo to recharge the battery. The following steps start with the dashboard lighting, which is the simplest upgrade. Typical of many classic Jaguars, this lighting consists of four bulbs mounted underneath the dashboard top. Each bulb
DOING IT YOURSELF Difficulty Time required: 2-3 hours On your own? Yes
96 | Jaguar World / January 2024
has a blue-coloured cover, which can turn opaque over time due to the heat from the bulb. Fortunately, the LED upgrade kit from BCL includes blue LEDs, so the covers are no longer required. Some dashboard lighting has a two-stage dimmer switch, allowing two levels of illumination. BCL includes a conversion for this in the kit, which consists of replacing the original resistors with a single one. In our case, we didn’t have this two-stage dimmer on the Mk8. The warning lights that can be changed to LEDs include those for the indicators, ignition (it also illuminates if the battery isn’t being recharged), main beam and low fuel level. We’re covering the warning lights for the indicators and ignition, which both require the dashboard fascia to be removed. BCL explain that
TOOLS
■ Bradawl ■ Contact cleaner ■ Long-nose and ordinary pliers ■ Multimeter ■ Penetrating fluid ■ Screwdrivers
replacing the ignition LED can switch off the charging circuit because it’s a common fault on standard vehicles if this bulb fails. After fitting the LEDs, we measured the voltage across the battery with the engine running several times and found it was being recharged. However, it’s worthwhile following BCL’s advice and fitting a resistor to the live wire for the ignition warning light, which will help to avoid this problem.
THANKS TO
Ken Jenkins Classic Jaguar Specialist Unit A Holme House Farm Owday Lane Worksop S81 8DJ 01909 733209 www.ukjag.co.uk
Better Car Lighting
0121 773 7000 www.bettercarlighting.co.uk Dashboard lighting BA9ES LEDs in ice blue (eight LEDs with optional resistor): £71.99 including VAT (standard colours start at £41.99 including VAT) Warning light LEDs: £41.99 including VAT
1 We decide to tackle the blue-coloured dashboard lighting first, which consists of four Edison bulbs with blue covers fitted underneath the dashboard. The blue covers can turn opaque and cost up to £20 each to replace
3 On the Mk8’s dashboard, the blue covers are a little awkward to remove. Some of them may not have been removed since they were originally fitted, but eventually the plastic body of each one can be gently twisted and released
5 Each LED bulb is very straightforward to screw into its bulb holder on the underside of the dashboard. The lighting must be switched off when fitting these bulbs – they can get damaged if fitted with the lighting switched on
7 We test the new lighting by pulling out the switch labelled Panel LT to the right of the speedometer. The illumination is the correct colour and sufficiently spread across the instruments
2 Ken Jenkins has a spare dashboard light unit in stock, so we can see how it works and how to fit the new LED bulbs from Better Car Lighting. They have the same screw thread and look straightforward to fit
4 Some of the original bulbs are a little difficult to extract and in one case, the glass breaks, leaving the metal body behind. Luckily, there’s room to squeeze long-nose pliers in to help undo the remains
6 The blue covers that were originally fitted over the standard bulbs do not need to be refitted because the new LEDs will only glow ice blue. Those covers sell for between £10 and £20 each second-hand
8 Looking underneath the dashboard, the blue LEDs can be seen. The original map-reading light in the centre (shown in our photo) still works and, in this case, lights up with the dashboard lighting
January 2024 \ Jaguar World | 97
WARNING LIGHTS
9 The dashboard fascia needs to be removed to be able to replace the warning lights. We release all the covers for the switches. Using a bradawl, there’s a small pin to push in. It can be seen on the side of each switch cover
11 Once all of the switch covers have been released, there are a couple of screws that need to be undone to release the dashboard fascia panel. These are located near the top corners of the panel and can be undone by hand
13 We can now see the instruments and a couple of warning light bulbs for the indicators and the ignition/charging circuit. There’s also a small bulb (main beam) inside the speedometer that can be changed for a blue LED
15 The indicator bulb still won’t budge, so we decide to remove the bulb holder to be able to grip it. The bulb holder is secured with a couple of flatblade screws, which are luckily easy to undo
98 | Jaguar World / January 2024
10 Ken’s apprentice Giulio carefully releases each switch cover, noting where they were fitted to ensure they are refitted in the correct order. Ken warns that the covers are usually brittle and can easily break
12 The dashboard fascia panel is now loose and can be carefully removed. The cigarette lighter doesn’t need to be extracted and there’s no wiring attached to the panel, so it’s all straightforward
14 We start with the indicator bulb, spraying penetrating fluid around it because it seems to be seized into the holder. Just like the dashboard bulbs, there’s the risk of the glass breaking and leaving the remains of the bulb behind
16 We can’t fully remove the bulb holder because it’s attached by its wiring, but we can pull it out a little to be able to hold it and try unscrewing the bulb. This helps and the old bulb is undone and removed
WORKSHOP
17 The replacement LED bulb from BCL has a green collar, so it’s easy to identify inside the kit. After fitting it into the bulb holder, we switch on the ignition and indicators to test it. The LED flashes green
19 …technician Dan at Ken Jenkins comes to the rescue with a pair of longnose pliers, manoeuvring them inside the remains of the bulb, then forcing them out to unscrew the body of the bulb
21 The LED with the red collar is carefully screwed into the bulb holder, then we switch on the ignition to check it illuminates. Next, we run the engine and check it goes out to prove the battery is recharging
23 We’ll need to fit that resistor but, for now, decide to reassemble the dashboard. First, we fit the fascia panel in position and test the two warning lights with the original red and green covers fitted
18 Moving on to the red ignition bulb, we’re not so fortunate undoing it and the glass part of the bulb breaks. There’s no space between the body of the bulb and the holder to grip the remains with long-nose pliers, but…
20 The thread of the bulb holder looks clean, but we decide to spray a little contact cleaner inside. LEDs are more susceptible to bad earths and poor connections than the original bulbs
22 BCL recommends fitting a resistor to the red LED’s live connection because it can switch off the charging circuit. We test the battery several times with the engine running and it’s charging, but will follow BCL’s advice
24 The switch covers are carefully refitted in their original positions. Notice the small pin in our photo, which needs to be pushed in to allow the cover to be fitted, but also needs to be lined up with the hole in this cover
January 2024 \ Jaguar World | 99
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07/02/2022 19:37
From the archives Snapshots from Jaguar history We wind the clock back to 1956 this month with a shot first published in the Coventry Telegraph showing Jaguar engines under test. At this time, engine production still took place at the Browns lane site, although it would later be transferred to the former Daimler facility at Radford. Naturally, the engines in shot are XK units, each having been attached to its gearbox before being mounted on a Froude ‘water brake’ dynamometer. Here an exhaust extraction pipe was added as well as fuel supply and an external oil pressure gauge, with the engine plumbed into an external radiator on the dynamometer, itself cooled by a fan shrouded in mesh. Curiously, some engines were run on petrol, but some were run on town gas using a special carburettor. Each engine was subject to a surprisingly rigorous test: having first set the idle speed and ignition timing, it was run for up to two hours at 2000rpm before having the sump removed and flushed out before refilling with fresh oil and checked again. The full test took some four hours and engines recording a maximum power output below spec were rejected. After a successful test, the engines were sprayed with lanolin wax to protect the decorative cam covers during their onward transit to final car assembly and then their first owner. The test would later be reduced to around 40 minutes in the 1970s, by which time engine production had moved to the former Daimler site at Radford.
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WWW.MOTORFREEADS.CO.UK CURRENT LISTINGS JAGUAR XJ8 SPORT 308 MODEL
2002, 93000 miles, £3,499. Full MOT 2nd October 2023. Full leather, electric heated memory seats, electric column, air con, CD player, cruise. XJR wheels in good condition with excellent tyres, computer active technology suspension, private plate included in sale. Next MOT due 28/10/2023, silver, 4 owners. This car comes with alloy wheels (13in); climate control; computer cruise control; in car entertainment (radio/cassette/CD autochanger); parking aid (front); seats electric (driver/passenger). Please call 07803099030, North East.
JAGUAR XKR SILVERSTONE
JAGUAR XKR
2000, 115400 miles, £7,750. 4.0 litre Supercharged V8. MOT till March 2024. MOT advisories addressed – new front discs and pads – track rod ends. Recent new battery. All bills and MOT certificates. Car is ULEZ compliant. Please call 07768527546, Greater London.
£29,995. olaris White with Black hide. Automatic with paddle shift, ABS, PAS, DSC, multiple airbags, automatic climate control, heated steering wheel, heated and cooled seats, cruise control and ASL ( automatic speed limiter ), DAB stereo system with ipod and USB inputs, Please call 01277365415, East of England. (T)
120819
117303
120811
JAGUAR XKR
JAGUAR XK8
JAGUAR XJS
1989, £16,000. Jaguar XJS 5.3 V12 Convertible, 1989 in Solent Blue with Oatmeal interior, 129151 miles with extensive and detailed service history, new hood and recent service, this car has received 34 years of love and care. Interesting registration number, real collectors piece which can be used daily. 12 months MOT. Please call 07815 040038, South West.
2003, 4693 miles, A Truly Fine Example Of A Jaguar XKR Supercharger With Only 4,693 Miles Garage Stored Since New Under A Quilted Cover Never Been Out In Wet Conditions Minimal Distance Travelled For Servicing And MOT. Please call 07792308897, Wales.
1997, 66000 miles, £8,995. Jaguar XK8 convertible in excellent condition. FSH, MOT until September 2023. Low mileage validated by MOT and service record. Cream leather upholstery in near perfect condition as is the bodywork. No underbody corrosion. Located Lymington Hampshire. Call 07766240841. Please call 07766240841, South East.
119542
112959
119179
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Chiltern Jaguar Specialists
Tel 01442 833311 Open Mon -Fri 9.30am- 6pm, Sat 9.30-5pm, Sunday by appointment Unit 1 and 2 Independent Business Park, Mill Road, Stokenchurch, High Wycombe, Buckinghamshire, HP14 3TP Jct5 M40
2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr 11,000 miles, 8" touch screen, Metallic paint, Heated front seats, Bluetooth telephone connectivity, Auto high beam, InControl remote premium, Lane departure warning system, Ambient interior lighting, Rear, Rear parking aid, Front parking aid..................£35,995
2009 Jaguar XKR 5.0 V8 Convertible 2dr Petrol Auto Euro 5 (510 ps) 35,000 miles, 20in nevis alloy wheels, aluminium veneer, cruise control & speed limiter, Dark oak veneer, hood- beige, Leather steering wheel, R Performance Aerodynamic Pack, DAB Digital radio....................................................................................£25,995
2010 Jaguar XK 5.0 V8 2dr Auto 74,000 miles, Bluetooth wireless phone connectivity, DAB Digital radio, Jaguar 525W premium sound system, Clock, DVD Satellite Navigation with 7" colour display .................................................................................................. £17,995
2014 Jaguar F-Type 3.0 V6 S Auto Euro 5 (s/s) 2dr 20in alloy wheels - black tornado, premium leather with premium leather interior, jaguar super performance braking system with red calipers, Rain sensing windscreen wipers, Sports suspension, centre console - dark hex aluminium with s graphic ...................................£39,995
2014 Jaguar XK 5.0 Supercharged V8 Dynamic R 2dr Auto 20in alloy wheels - vortex, Control, Adaptive restraint technology system, seats - memory function with 3 settings - exterior mirrors and steering column, telephone pre-wiring with universal Connector ........ ............................................ £39,995
2005 Jaguar XKR 4.2 Supercharged 2dr Auto Alarm, 18' Alloy Wheels, Climate Control, Driver Information System, Cruise Control, Automatic Headlights/Wipers 'on', Reverse Parking Aid, Twin Trip Computer, Xenon Headlights and Autolevelling .......................................................................................................................£13,995
2006 Jaguar XK 4.2 V8 2dr Auto 72,000 miles, convertible, automatic, bluetooth wireless phone connectivity, navigation system with touch screen, reverse parking aid, speed sensitive power steering, body colour bumpers......................................................................................£15,995
2008 Jaguar XKR 4.2 Supercharged V8 2dr Auto Aerial integrated into rear boot spoiler, 10 way electric front seats including lumbar support, Intrusion sensing and inclination sensing, Body colour electric adjustable heated door mirrors ................................................................................£19,995
2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto reverse park camera with guidance, Bi-Xenon cornering headlamps with auto levelling and pressure washers, Trip computer with message system, 20in nevis alloy wheels, Leather steering wheel with contrast stitching .. ................................................................. £23,995
2004 Jaguar XK8 4.2 2dr Auto 74,000 miles, Alarm alloy wheels (17in), Computer (driver information system), Cruise Control, Electric windows (front/ rear), In-car entertainment (radio/cd autochanger), Upholstery leather, Front cupholder .........................................................£14,995
2010 Jaguar XKR 4.2 V8 Auto 2dr 57,000 miles, Black Metallic, Ivory luxury leather, Electric windows (front), Cruise control, Climate control, Adjustable steering column, Air bag driver, Air bag passenger, Air bag side, Alarm, Central door locking, Immobiliser, Keyless entry .............................................. £19,995
2013 Jaguar XK 5.0 V8 Portfolio 2dr Auto 46,000 miles, Automatic headlights + automatic windscreen wipers, bowers and wilkins 525w surround sound system, electric windows - front with one touch open and close-anti trap, Heated front windscreen .......................................................................... £27,995
AA Approved Dealer 2009 Jaguar XK 5.0 V8 Portfolio Auto Euro 5 2dr 101,000 miles, 20in kalimnos alloy wheels, burr walnut & leather steering wheel, DAB Digital radio, cruise control & speed limiter, Tyre repair kit ...........................................................................£10,995
2018 Jaguar E-Pace 2.0d 5dr 2WD 50,000 miles, 17in alloy wheels, 2-zone climate control, LED headlights & tail lights, Lane keep assist, intrusion sensor, Voice control system with 5in display with instrument panel ................ £15,995
2002 Jaguar XK8 4.0 2dr Auto Climate Control Trip Computer electric windows (front) seats electric (driver), Heated front screen wood/leather steering wheel & gear knob classic leather pack, Rear parking sensors ............ £12,995
All cars sold with: • Full MOT • Full Service • Pre-delivery inspection 36 month parts and labour warranty available on all Jaguars
www.chilternjag.co.uk
MOTORFREE ADS JAGUAR XK8
2002, 124000 miles, £6,600. Well looked after and maintained in great condition. Finished in Zircon blue and ivory interior. Comprehensive Jaguar service history. MoT Sept. 4 new tyres and refurbished alloys. New radiator and windscreen. Dinitrol corrosion protection.Please call 07377329726, Wales. 119391
JAGUAR XJS
JAGUAR XK120
JAGUAR XJ
£109,995. The original rebuilt engine is set up perfectly and runs superbly with excellent oil pressure, the five speed gearbox enhances the driving experience and with improved brakes and excellent road holding, the XK feels truly outstanding on the road. The chassis is super clean and well presented, the bodywork incredibly straight with a beautiful aged paint finishAlthough many years on since rebuild, it looks very fresh, sharp and is without a fantastic example ideal for regular use. Coming with a Heritage Certificate, handbook, rebuild photo record. Please call 01944 758000, Yorkshire and the Humber. (T)
2004, 63300 miles, £5,350. 3 litre V6 Petrol. A
119331
fabulous car, automatic with sports mode. The car is silky smooth, platinum silver beauty, with full leather interior and wood capping’s. The car has alloy wheels, radio CD player and cassette player. The air/con is ice cold making this a very nice place to pass the time away. The underbody is extremely clean. The car has been fully serviced and a new battery fitted. Please call 01491680286, South East.
JAGUAR XJ8
120854
JAGUAR XJ6
1986, £29,995. The car has been superbly maintained and this is evident when driving. The V12 engine is super smooth with excellent oil pressure, the automatic gearbox feels perfect and the car drives totally correct. Power, acceleration and performance is something special and with its cabriolet roof, is perfect for summer touring on the Continent with reliability and high performance in a classic shape. The XJS also presents in first class order with excellent paintwork and bodywork, and a lovely Grey leather upholstery. The Speedline alloys and Black Cabriolet targa top hood are also in very good order. This really is a true collectors piece and with low mileage XJS cars really pushing on in value, this quite unique car offers collectors and Jaguar enthusiasts something very special. Please call 01944 758000, Yorkshire and the Humber. (T)
1997, 66000 miles, £11,950. Stunning August 1997 XK8 convertible, five owners FSH which validates mileage as does the MOT history. Immaculate bodywork with no corrosion following minor restoration by specialist classic car restorer 2021. Serviced and MOT’d September 2022. Cream leather upholstery unmarked, hood in as new condition, alloy wheels unmarked, boot unmarked and spare wheel unused. Please call 07766240841, South East.
119315
119180
2004, 104000 miles, £2,995. Car is sound and runs well but needs a bit of TLC. An ideal car for a Jaguar enthusiast. Please call 01756 748200, Yorkshire and the Humber. 120867
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ADS JAGUAR XJ6
JAGUAR E-TYPE
2004, 82000 miles, £8,000. Ex-VIP Royal protection. Charles and Camilla wedding. Regular service. No problems. MOT, D. Please call 07707015144, Scotland.
1969, £59,995. Straight body with a beautiful paint finish, bright chrome and now an exceptional, first class engine bay. The Beige leather upholstery has delightfully aged and is lovely throughout and the car drives superbly with an excellent strong fit engine holding impressive oil pressure. The E-Type is smooth, powerful, is particularly quiet and handles, steers and brakes superbly having had the more recent front-end refurbishment work. This is a superb opportunity to purchase a fabulous, tight driving E-Type ideal and capable of long distance touring. Please call 01944 758000, Yorkshire and the Humber. (T)
121019
JAGUAR E-TYPE
1962, 10009 miles, £169,995. Series 1 Roadster 3.8. Petrol, Manual, Old English White. Retaining its original colour combination of Old English White (Cream) with a contrasting biscuit interior and black hood and hood bag. Please call 01798 874477, South East. (T) 116675
119336
WIRE WHEELS FOR
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Description Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more Competition or Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more Competition or Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more Competition or Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more Jaguar E-Type Series 1 / XKE Jaguar E-Type Series 1 / XKE Jaguar E-Type / XKE / S-Type / 420 & more Jaguar E-Type / XKE Series I & II / S-Type / 420 & more Jaguar E-Type / XKE Series 2 Jaguar E-Type / XKE Series 2 Jaguar E-Type / XKE Series 2 Jaguar E-Type / XKE Series 2 Jaguar E-Type / XKE Series 2 Jaguar E-Type / XKE Series 2 Jaguar E-Type / XKE Series 3 V12 Jaguar E-Type / XKE Series 3 V12 Jaguar E-Type / XKE Series 3 V12 Jaguar XJ-series (pre-1994) Jaguar XK120 XK140 XK150
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MOTORFREE ADS JAGUAR S-TYPE
JAGUAR XJS CONVERTIBLE
JAGUAR MK 10
1995, 89000 miles, £10,995. 4 litre petrol, automatic, in rose bronze with a cream leather interior. Left hand drive. Full history new MOT, Heritage Certificate. Drives beautifully, must be seen. Please call 07931 360396, North West.
POA. Jaguar Mk10/420G parts for sale. Doors, bonnets, bootlids, fueltanks, interior parts, seats, wood, ashtrays tables etc. Call with your requirements. Please call 07931 360396, North West.
120893
JAGUAR S-TYPE 2001, 55000 miles, £2,500. Jaguar S Type in blue. Registered 2001. Excellent condition. 12 months MOT. Full service history. Please call 07914389236, Yorkshire and the Humber. 119308
JAGUAR S-TYPE
2006, 89000 miles, £2,500. 3.0 V6 XS Limited Edition,black with black leather, 2 owners, low mileage with Full Service History, MOT with no advisories, excellent condition. Please call 07714263355, Scotland. 118993
JAGUAR S-TYPE
117887
JAGUAR MK II
POA. An original 1962 Jaguar 3.4 manual overdrive car in excellent all round condition restored 5 years ago that has benefited from the dry South African climate with a very sound body. The Mk 2 will be arriving in the UK (Castle Donnington) in April this year and road legal licensed and MOT inspected for UK roads. Please call 027 835370441, East Midlands. 117936
JAGUAR XJS
2006, £8,495. Jaguar S type R. In grey, 77,500 miles from new; MOT till March 2023, full-service history. A1 Condition. Please call 07914389236, Yorkshire and the Humber.
1986, £5. Jaguar XJ6 and Sovereign Haynes workshop manual. Postage not included. Please call 01724840026, North East.
1965, £49,995. The underside is beautifully presented and is exceptionally clean, the bodywork and paintwork stunning with excellent straight panels and a gleaming finish. Door fits and gaps are top class, the body as good as you could ever expect. The chrome is first class, the engine bay and boot show standard with tools and tool kit present. Please call 01944 758000, Yorkshire and the Humber. (T)
1989, £23,995. The Jaguar presents superbly with a stunning paint finish, impressive brightwork and an excellent straight bodyshell. The original upholstery is impressive and is exceptional for over 30 years old. Please call 01944 758000, Yorkshire and the Humber. (T)
117842
119334
119361
117873
JAGUAR XJ6
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ADS JAGUAR XK140
POA. A original RH hand classic, with a Jaguar Heritage Certificate, detailed in the XK Southern hemesphere book with a comprehensive history, returning home to the UK (Castle Donnington) April 2023. Please call 027 835370441, East Midlands. 117935
JAGUAR 420 S-TYPE 1967, 72500 miles, £16,950. 4.2 L, 245bhp, independent rear suspension, rare manual transmission with overdrive, power steering, opalescent silver-blue metallic, black leather, factory wire wheels, factory radio with retractable electric ariel, electric choke, engine rebuilt, recent new clutch hydraulic system, partial stainless steel exhaust, new downpipe, recent work to carburetors, brakes and cooling system. Excellent condition, once owned by a celebrity who featured it in Classic Car magazine [copy included]. Please call 07921 712289, Scotland.
JAGUAR 420G
1969, 13776 miles, £29,995. JAGUAR - 420 1969. Launched in 1966, the 420 was the final incarnation of Jaguar’s amazingly successful medium-sized saloon line that had commenced way back in 1955 with the MK1. Possessing superior handling and greater range.Please call 07795672702, Yorkshire and the Humber. 118692
JAGUAR S-TYPE
JAGUAR XKR
£29,500. XKR convertible 2005 white badge carbon edition. UK original condition. Very low mileage only 18600 miles from new. 12months M.O.T when sale agreed. Please call 01513 272353, West Midlands. 117948
JAGUAR XJ6
121116
1969, £2,000. 3.4 automatic transmission needs welding in the usual places. Tax and MOT exempt. Black leather seats. Please call 07856 896019, East Midlands.
1993, 96962 miles, £3,995. This car is in excellent condition. The paint colour is metallic oyster and has beige leather upholstery. Many renewed parts: fuel tank, filter, new fuel pump and wiring, new battery, new alternator, fuse box, door locks, both sills with stone chip finish are new. Headlining is also new. Please call 07999418267, North West.
JAGUAR SOVEREIGN
121125
121138
JAGUAR XK
JAGUAR E-TYPE SERIES I
2000, 164000 miles, £5,000. Grey Sovereign XJ8, Excellent Condition, Brand New Battery, All Black Leather Interior.The professional image shown with the building behind it was at a Jaguar Rally it is the same car for sale. Please call 07563739899, East of England. 117241
TO ADVERTISE VISIT:
WWW.MOTORFREEADS.CO.UK
2009, 81000 miles, £17,350. 2009, 59 plate, (first reg Dec 2009), .5.0l, Convertible Portfolio. Azure Blue metallic with Ivory hide. Figured ebony dash wood trim.2 Previous owners. Full vehicle history. MOT. Beautiful condition. Dry garaged.07724 492318. Please call 07724 492318, Scotland. 117783
OR EMAIL:
1967, £87,995. 4.2 FHC. This matching numbers E-Type is in opalescent maroon with black trim and whilst officially a Series 1 4.2 FHC, it is within the Series 1.5 chassis number series explaining its open headlight bonnet. Please call 01944 758000, Yorkshire and the Humber. (T) 121206
CARS@KELSEYCLASSIFIEDS.CO.UK
MOTORFREE ADS JAGUAR XK120
JAGUAR MK II
JAGUAR XK150
POA. XK150S 3.8 Fixed head coupe late car. Genuine RHD car, a real time warp!! Chassis
1953, £99,995. Cosmetic work includes new
number: T 825224 DN. Indigo Blue with Grey
wheels, £7500 of work with Suffolk and Turley
Leather. Very original low mileage car. Matching
to include a full re-trim to include a new mohair hood in 2006, various bodywork and paintwork plus re-chroming to keep the car looking incredibly sharp. Please call 01944 758000, Yorkshire and the Humber. (T) 117292
1968, 40400 miles, £27,500. This 1968 MK2, Jaguar 340 Sports Saloon in British Racing Green, was supplied new with Factory Fitted Overdrive, Power Steering, Disc Brakes, Chrome
numbers, Has not been restored, but has been resprayed to a very high standard. Please call 01909733209, East Midlands. 116453
Wire Wheels and Heated Rear Window. Please call 07980928072, South West. 120789
JAGUAR MKII PAIR FRONT SEAT FOAMS 1960, £80. New condition, never fi tted. Please
JAGUAR MK II JAGUAR XK150
call 07709 619673, South East. 121233
JAGUAR E TYPE 4.2 SER II CYLINDER HEAD £475. With car shaft and valves. Please call 07835 463968, South East. 121051
1963, 4311 miles, £8,000. Jaguar MK II 3.8 1963. Custodian for 15 years. Upgrades: complete professionally rebuilt engine. New
XK150. XK150S Roadster. This is a genuine “S” with a “T” prefix chassis number, not an SE model with triple carbs as many are. Excellent
JAGUAR SS100 FRANKLIN MINT MODEL 1.24 SCALE
car. Was LHD 3.4 is now a RHD 3.8 with the
£195. Complete with all paperwork as originally
clutch. Kenlowe fan. Stainless Exhaust. Please
correct cylinder head. This is a very correct car
supplied. Superb condition with case, white in
call : 07871924318. Please call 07871924318,
with the original chassis, which has never been
colour. Please call 01204 397033, North West.
East of England.
damaged or welded. Please call 01909733209,
120738
East Midlands.
121103
116451
FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!
OR FIND YOUR NEXT!
“
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Take your Jaguar passion to the next level by joining our worldwide club of the most knowledgeable and dedicated Jaguar enthusiasts around. Receive access to free expert technical support, parts initiative program, friendly support from other members, fantastic award winning monthly magazine, along with exclusive offers on merchandise, event tickets, specialist club insurance packages for all ages, and a whole - its all in the name. host of social activities, shows, events and track days. ‘ We work with an extensive range of Club Partners most of which give exclusive JEC members discounts or offers,
COMMUNITY | SUPPORT | EXPERIENCES It’s what we do.
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’50s STYLE AND MODERN PACE
ON SALE FRIDAY DEC 22
Driving the XK150S
In the workshop Classic drum brake tech Ingenium engine service
Buying the late-model XJS
8000-mile S-Type
PLUS: News, Our Jaguars, Finishing Lines and much more. February issue of Jaguar World on sale Friday December 22 Contents subject to change 112 | Jaguar World / January 2024
Beverly Hills Car Club
ONE OF THE LARGEST DEALERS OF EUROPEAN AND AMERICAN CLASSIC CARS IN THE WORLD!
Looking for classic or luxury sports cars?
We buy and pick up from any USA Location Worldwide shipping
1961 Jaguar XK150 3.8 Liter Drophead Coupe Jaguar XK150 3.8 Liter Drophead Coupe Special Equipment featured with matching numbers and finished in Cotswold Blue with For $108,500 Red interior.
1950 Jaguar Mark V Drophead Coupe left-hand drive 1950 Jaguar Mark V Drophead Coupe 3 1/2-Liter finished in Old English White and Burgundy interior. mechanically
For $59,950
1964 Jaguar XKE Roadster Right-Hand Drive extremely sought-after right-hand drive 1964 Jaguar XKE Roadster featured with matching numbers and is available in Signal For $135,000 Red and Black interior
1958 Jaguar XK150SE Fixed Head Coupe Presenting this 1958 Jaguar XK150SE Fixed Head Coupe finished in Pearl Gray and Red interior. Amazing Britsh classic which is mechanically sound. For $67,500
1964 Jaguar XKE Series I Roadster Presenting this 1964 Jaguar XKE Series Roadster that is featured with matching numbers and finished in Red with Black interior. For $98,500
1973 Jaguar XKE V12 Roadster This 1973 Jaguar XKE V12 Roadster featured with a matching number engine is finished in a color scheme of Opalescent Dark and Tan interior. For $59,950
1965 Jaguar XKE Series I 4.2-Liter Roadster 4.2-Liter Roadster featured with matching numbers (Jaguar Heritage Trust Certificate Included) available in a burgundy-wine Red and For $98,500 Black interior
1976 Jaguar XJ12C Coupe Presenting this exclusive 1976 Jaguar XJ12C Coupe finished in Greensand with a Tan interior. Ready to be enjoyed and is also
1958 Jaguar XK150S 3.4 Roadster Presenting this left-hand-drive 1958 Jaguar XK150S 3.4 Roadster finished in Carmen Red combined with a Black interior and a 3 1/2-liter straight-six engine. For $117,500
1974 Jaguar XKE V12 Roadster Presenting this spectacular 1974 Jaguar XKE V12 Roadster, finished in Azure Blue gracefully complemented with a Grey interior.
1996 Jaguar XJS Convertible This 1996 Jaguar XJS Convertible is finished in its factory color Spindrift White (NDM) complemented with a Coffee (SDC) interior and For $12,750 wood veneer trim.
1968 Jaguar XKE Series 1.5 Fixed Head Coupe Presenting this 1968 Jaguar XKE Series 1.5 Fixed Head Coupe with Webasto vinyl sunroof and finished in Old English White combined with a Black interior. For $39,950
sound.
mechanically sound
For $46,500
For $69,950
Please check our website as we have cars being delivered daily to the showroom ALEX MANOS, BEVERLY HILLS CAR CLUB 4576 1/2 Worth St., Los Angeles, CA 90063 T: +1 (310) 975-0272 https://www.beverlyhillscarclub.com E: sales@beverlyhillscarclub.com
Ian Appleyard’s retirement from competitive rallying, 1953
T
HROUGHOUT THe early 1950s, Ian Appleyard and his co-driving wife Pat had been the team to beat in European rallying. But after several successes – including a rare Coupe d’Or for not dropping any points during three Alpine Rallies in a row – they decided Lisbon in November 1953 would be their last. “By now Ian had to spend more time at work and the rallying faded,” explained Pat during a 2018 interview about their decision. With Appleyard’s famous cream aluminium-bodied XK120, the famous NUB120, retired earlier in the year, he used its replacement, a steel bodied model registered RUB120 (chassis S661071) to take his fifth and final Coupe des Alpes in the Alpine Rally in July. But as an opentwo-seater, it didn’t meet the regulations for Norway’s Viking Rally in September that demanded all cars were a four-seater. With victory enough to secure the European Rally Championship in its inaugural year, Appleyard came up with a plan that should have secured its entry. “Lofty England [Jaguar’s competitions manager] and I dreamed up the idea of removing the white two-seater sports body from RUB120 and replacing it with a dark green drophead coupe body,” wrote Ian in letter published in the December 114 | Jaguar World / January 2024
1969 issue of the XK Bulletin. “We then modified this body by cutting away as much as possible behind the front seats and we installed two very small seats in this place.” Although the modified car passed scrutineering, the president of Norway’s automobile club said the XK120 would be fastest car in the rally and no Norwegian national could hope to win against it. And so, as a ‘sporting Englishman’ would Ian use the MkVII he’d finished with at Monte Carlo earlier in the year instead that he also taken to Norway just in case RUB120 wasn’t legal? “Being a bit soft, I agreed to do this,” continued Ian in 1969. “And we had to use the very unsuitable MkVII which was far too big for the narrow Norwegian roads.” Ian was proved right since after passing under a bridge he lost control and slithered down a slope into a river. This would have an important impact on the Appleyards’ chances of securing the championship. Going into the Lisbon rally with one victory, a second and two fifths, Ian and Pat still lead the series but due to that crash in Norway, their advantage over the German driver Helmut Polensky in second was small. Ian used RUB120 in Portugal, the only time he competed with the car in its new DHC format. Although being much fresher than the old NUB120 which had covered a hard 50k miles,
neither Ian or Pat ever connected with its replacement. “It never felt the same,” she said in 2018. “It had a steel body and didn’t behave as well and somehow it lacked the character.” Maybe it’s because of this that, despite a spirited drive, Ian couldn’t beat Polensky’s Porsche 356 in Lisbon. Although second was still a fine way to end his and Pat’s professional rallying career, due to a complicated points system that saw only the best four results counting, the German was crowned the first European Rally Champion. Appleyard sold RUB120 to another rally driver, Dennis Scott, soon after who used it throughout 1954. Although the Jaguar was apparently destroyed during the Sixties, the original OTS body was preserved by Jaguar and years later fitted to an XK120 chassis. Despite Ian competing in four more rallies between 1955 and 1956 – including a second place in the RAC with an XK140 DHC, registered VUB140 – these were largely for fun. Too busy growing his Leeds-based car dealership to commit to any more, he never won the European championship he richly deserved. Yet the many successes Ian enjoyed throughout the 1950s in his two XK120s still make him one of Jaguar’s most successful drivers of the era.
CARS FOR SALE E-Type MK9 Roadster Automatic 4.2 S1 1959 1965 WOW 659
XK120 Drophead
MK2 3.4
XK150 3.8 FHC
1966In Excellent car, Similarrestoration to ”S Spec”.a Original black with red leather. Concours few Manual Overdrive 44,000 3.8 RHD car with 3 HD8 years ago, all synchro gearbox, Mick Turley hood and miles, 420 PAS, Reclining Carbs. With wider interior, zip down glass rear Fitted window. seats, Opalescent light wheels 215-65-15 Toyo tyres maroon. and Koni shock absorbers. £150,000
£110,000.00
£58,500.00
XK150 S FHC 1960 Genuine RHD MK2 3.8
XK120 FHC
£159,500 £169,500
SERVICES Being one of the longest established parts specialists, we always a large Don’thave forget we also: quantity of new and second Hire and sell Jaguar tools. hand parts for the classic Service, tune and modify. Jaguars. Car inspections.
We try to sell the best quality Parts sales and advice. parts available and give free advice on fitting them.
X308 4L Sov
1965 Fixed Head Superb carRHD withcar a very A modifi ed, Coupe. genuine and very quick with Veryhard well car, winning many concours events! Genuine RHDknown Car.soft Drives comprehensive history file, both and top. Red with black leather interior. In original original condition. Black withmiles. red leather. well, good 68,000 In this Matching engine, block and chassis numbers. condition. Mangoletsi condition it should make a cable kit fitted. good investment £139,500 £54,950
£94,950.00
1953, Modified 3.8 engine In opalescent dark green. with all synchro overdrive Highly modified car, coil In indigo blue with grey leather. Never been restored, very low gearbox. Inof silver with springs on rear, 5 speed mileage, massive history file. Must be one the best. blue leather. A well known box etc with a steel car. sunroof. Call for more info.
£65,000.00
S1 4.2 E-Type
£120,000.00
£8,995.00 XK150S 3.8 Roadster XJ40 3.6 1959 3.8 1989 RHD was a LHD 3.4
XK150 Special
S1 3.8 E-Type
1957 Genuine RHD car. 1962 Fixed Head Coupe. Home madeIn2 Alpine seater green with doeskin Good UKleather. RHD car with a This is a very correct car with the original chassis, Time warp car, from new. body. High ratio diff, noonly 11,000 fewmiles upgrades. brakes, steering etc. XJ40s Amazing condition. Oneconsider of the best around. overdrive. Would swap or PX.
£40,000.00
£175,000 £19,950
REMAPPING
REMAPPING
We can recondition your engine to a modern specification.
£130,000.00
WEBSITE
TOOLS
Check out
Check Out www.ukjag.co.uk Re-con heads, outright sale or
www.ukjag.co.uk
we can re-con your head withFor new spares, cars,
top quality engine components, We can map a 123 Tune Timing tensioning prices andchain more! chains can map a 123 Tune to suit bearings your etc. to suitWe your car and toolspares, for XK Engine. For new cars, car and send it ready to fit. If you can’t find what you’re send it ready to fit. Head nuts, cam cover nuts, Limited edition colours Includes 123 Distributor, Sports Coil, Switch,
Includes 123 Distributor, Sports Coil, rear lip seal conversions. Switch, Leads & SparkLeads Plugs. & Spark Plugs.
prices and more! looking for, |contact us! £30.00 Silver £25.00
Unit A, A, Holme House Farm, Owday Lane, Worksop, Notts S81 8DJ Unit Open Monday to Friday 9am - 5pm And Saturday Mornings, please ring before visiting.
www.ukjag.co.uk JEC_2023_09_Sep_Ken Jenkins_FP.indd 1
15/08/2023 09:55
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LUCAS 2SJ SCREENJET ELECTRIC WASHER BOTTLE
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HEATER MATRIX ASSEMBLY
£243.55 (INC. VAT)
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£85.30 (INC. VAT)
8777G
C15257DUM
C16452
GIRLING BRAKE CYLINDER AND PISTON
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£173.53 (INC. VAT)
C18219
DAB113HE
C4691CLEAR/KIT
LUCAS L705 REAR NUMBER PLATE LAMP
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£46.00 (INC. VAT)
£605.27 (INC. VAT)
£605.27 (INC. VAT)
CHOOSE FROM OVER 600 AUTHENTIC LUCAS CLASSIC AND GIRLING CLASSIC PART NUMBERS, AVAILABLE NOW AT SNG BARRATT.
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