Jaguar World-Spring-2024

Lightweight XK120

SPRING 2024

THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE

XKR-S GT DRIVEN

148 PAGE SOUVENIR SPECIAL

XJ BIR RTHD DAY Y Series 3 at 45 X300 at 30

X300 v P38 1994 Brit battle thirty years on LADBROKE-AVON ESTATE WORKSHOP: X308 fuel tank swap | F-TYPE oxygen sensor

SPRING 2024

£9.99

CLASSIC MAINTENANCE PARTS £18.24

SK4

£24.60

MOR001

£17.23

BDR125

FILTER SERVICE KIT

MOTOR OIL 20W/50 - 5L

CARBURETTOR DASHPOT OIL

E-Type S1 & S2

Various Models

Various Models

£103.98

C13681U

£49.14 £10.18

£19.48

JLM20682#

CAS020

FUEL PRESSURE REGULATOR

FUEL FILTER

CASTROL FUEL ADDITIVE

Various Models

XJ S1-3

Various Models

£161.82

C315FK

£123.49

OFK18/3

£48.68

EBC1084

ENGINE CORE PLUG STRAP KIT

SPIN ON OIL FILTER CONVERSION KIT

AIR FILTER ELEMENT

Various Models

Classic Saloons & E-Type

XJS

GET YOUR CLASSIC JAGUAR READY FOR THE ROAD AHEAD THIS SUMMER. Choose from a great range of maintenance parts at SNG Barratt.

Prices include VAT | Prices correct at going to press.

+44 (0)1746 765 432 | sales.uk@sngbarratt.com | www.sngbarratt.com

Jag World Wheels_Maintain A4 Advert.indd 2

28/02/2024 15:04

FIRST WORD

www.jaguar-world.com Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL

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Editor: Sam Skelton sam.skelton@kelsey.co.uk Editor at Large: Paul Walton Technical Editor: Rob Hawkins Technical Consultant: Ray Ingman Senior Contributors: Ben Barry, Richard Bremner, Craig Cheetham, Keith Helfet, Laura Jones, Paul Skilleter, Paul Wager, Phil Weeden Photography: Gregory Owain, Paul Walton

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Happy Birthday to two Jaguar saloons. Strictly speaking, the nearer of the two is that of the Series III, launched 45 years ago in March 1979. The X300 series, a relative nipper at 30, was launched in September 1994. But both models were key to the evolution of the XJ line, and a joint celebration seemed like a good idea.

It’s presented me with a bit of an issue, though. Regular readers will know I own three X300s. But I also desperately miss Kelsey’s old Series III, A726YET, which Paul Walton mentions in his column on page 18. For a few short months it was mine, and I wish I’d bought it from the auction to which it was finally consigned in 2019. For the last 2 or 3 years I’ve been casually on the hunt for the right Series III for me – a 4.2 or V12, scruffy but solid, something I could use every day over summer without worry but not good enough to take to shows. And while I want one, it’s been at the back of my mind – until I drove D402GHP for our cover story.

That niggling desire has now become an obsession – even as I type, I’ve got an eBay tab open on my desktop. I should be looking for an early X350 V6 to use daily, but I cannot help it. I want to celebrate its anniversary with a purchase.

I know cars like this can be had for – just about – £3,000, because I’ve enquired about a few at that price just before they sold to others. But the lower end of the usable Series III market is drying up. If anyone has such a car and would like to see its progress documented in these pages, please get in touch via the editorial email address.

Sam Skelton Editor

Distribution in Northern Ireland and the Republic Of Ireland Newspread Tel: 0330 390 6555 Kelsey Media 2023 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published.

Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties.

CONTRIBUTORS

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For more information of our privacy policy, please visit https://www.kelsey.co.uk/privacy-policy/. If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at dpo@kelsey.co.uk.

KEITH HELFET

www.kelsey.co.uk

Part of the Prestige and Performance Car family www.prestigeandperformancecar.com

Even stylists have nerves when their work is seen, reckons Keith

ROB HAWKINS Rob’s been talking to AutoReserve about end of life Jaguars.

PAUL WALTON Paul’s discovered Stratford with a night away in his XK8

Spring 2024 \ Jaguar World | 3

46 THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE 24 X300 v P38A

Launched within a week of each other, we pit the best of British against each other

34 SUPERCHARGING THE X300 The full story of the supercharged six-cylinder, from concept to production Spring 2024

4 | Jaguar World / Spring 2024

46 ENDS OF ERAS

Our anniversary saloons both mark the end of Jaguar’s most iconic engines. We celebrate both the XJ6 Series III and X305 XJ12

56 XKR-S GT

We drive Jaguar’s most extreme X150 through Cheddar Gorge

64 DAIMLER XJ-S

The Daimler XJ-S was a prototype too far. This is how it came about

76 LADBROKEAVON ESTATE

We tell the story of the most practical Jaguar of the 1980s

84 LIGHTWEIGHT XK120

With a power boost and aluminium shell, this XK120 is a driver-focused delight

92 BUYING THE XJ6 SERIES III

Have we tempted you?

Here’s what you need to know to get a good XJ6

92

34

24 56 Regulars

6 NEWS 12 GEARBOX 18 PAUL WALTON 20 CRAIG CHEETHAM 22 KEITH HELFET 146 FINISHING LINES

Workshop

104 OUR JAGUARS Sam’s Daimler steering woes, Paul’s night away with his XK8, and Craig buys an S-TYPE. Again

76 84

110 X308 FUEL TANK SWAP We visit Auto Reserve Jaguar to learn about fuel tank removal.

118 Q&A We speak to Auto Reserve Jaguar about dealing in used parts

126 F-TYPE OXYGEN SENSOR We follow Tasker & Lacy as they diagnose a faulty F-TYPE oxygen sensor

Twitter: @JaguarWorldMag Facebook: JaguarWorldMonthly Instagram: jag.world SUBSCRIBE TODAY AND SAVE £51.32

PLUS RECEIVE A FREE MEGUIAR’S CLEANING KIT Great Savings at go to page 72-73

Spring 2024 \ Jaguar World | 5

NEWS

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

MADCAP MOT MODIFICATIONS SCRAPPED BY GOVERNMENT

T

Plans for two year tests abandoned after backlash

he Government has scrapped a “madcap” change to MoT rules that would have made testing compulsory every two years instead of annually, as well as abandoning proposals to extend the first MoT for a new car, van or motorcycle from three to four years after purchase.

The major shake-up of the MoT regime was proposed in January 2023, accompanied by a consultation by the Department for Transport (DfT) and Driver and Vehicle Standards Agency (DVSA). At the time, the Government suggested that the new measures could be rolled out because fewer vehicles were failing MoT tests thanks to improving technology, helping drivers to save money.

However, the move was slammed by many in the automotive sector, who pointed out that the current frequency of MoT testing plays a crucial role in keeping vehicles on our roads safe. “This would have seriously compromised road safety and ended up costing drivers more money rather than less as it was supposed to do, due to dangerous issues going undetected and getting progressively worse,” said Simon Williams, head of policy at the RAC. “This is why the idea was so widely unpopular with the motoring public in our research. It’s great news the madcap idea of changing the MoT has finally been consigned to the bin.” The Independent Garage Association (IGA) also welcomed the news, having organised a petition

6 | Jaguar World / Spring 2024

signed by over 11,000 concerned members and individuals. Stuart James, Chief Executive of the IGA, said: “We are pleased that the Government has listened to our concerns and opted to retain the threeyear time period to first MoT. Public safety is paramount, and the decision aligns with our commitment to protecting motorists by ensuring the continued effectiveness of MoT testing in identifying potential safety issues as early as possible.”

The Government says the confirmation it has canned the changes is proof it

“listens to drivers,” but it doesn’t mean an end to potential changes. Roads minister Guy Opperman said it will work closely with industry stakeholders and drivers to establish a programme of longer-term reforms for MoTs instead: “To ensure they remain fit for the future, the Government is exploring a more effective test for diesel particulate emissions, whether further improvements could be made to the MoT for electric vehicles and the further transfer of some larger zero-emissions vans to more standard, car-style MoT testing.”

NEWS

F-TYPE INTEREST SURGES AFTER GRAND TOUR SPECIAL An online automotive retailer has reported significantly higher interest in the Jaguar F-TYPE after a recent Grand Tour special praised the model. Cinch, one of the UK’s leading online car purchasing platforms, reports that searched for the F-TYPE rose by 63% on Saturday February 17, the day after the special was released.

Mr Clarkson, who claims not only to have repatriated the car used but to have bought himself a second, standard example since, praised the car for its reliability and sturdiness as the trio embarked upon a trip across Mauritania in the style of the Paris-Dakar rally.

Cinch motoring editor Sam Sheehan said: “Looking at daily searches on cinch’s website, we noticed a spike in interest for the Jaguar F-Type on Saturday, February 17, registering an impressive 63 percent increase in searches for the model compared to the previous weekend. Once again, this shows that cultural moments can have a significant impact on consumer behaviour – especially when looking for their next car. In the same way that pink cars witnessed a surge in searches after the release of the Barbie movie in 2023, we can expect the Jaguar F-Type to be an

Alpine rally to raise funds for dementia uk A trio of Jaguar enthusiasts have entered a rally across the Alps in order to raise money for Dementia UK. The trio, Guy Tripp, Imran Khan and Joginder Chadha will partake in the Mountain Summit Rally, starting on 1 June 2024.

Over 1,500 km, 6 countries and 5 days will see them finish by the Adriatic Sea in Croatia.

“My dad and Imran’s mum sadly have dementia,” says Guy Tripp. “Dementia UK is a specialist nursing charity that provides free, life-changing support and advice to anyone affected by dementia, and every penny we raise will go straight to them – we have funded the rally ourselves. We will be attending a number of classic car shows over the summer to raise awareness and to raise funds, and we have a JustGiving link too.”

You can sponsor Guy, Imran and Joginder at www.justgiving. com/page/jaguarstillz. For more information on Dementia UK visit www.dementiauk.org.

8 | Jaguar World / Spring 2024

increasingly sought-after model in the weeks to come.”

As prices look set to rise following interest in The Grand Tour, we would recommend that those actively looking for a car at present prepare for higher prices or wait until the market settles before purchase.

CJ_2019_Feb-Mar_Zwakman Motors Europe_FP.indd 1

02/12/2019 15:36

NEWS

EC SCRAP PROPOSALS THREATEN MODERN CLASSICS Historic vehicles are exempt - but lobbyists, MPs and YouTubers want younger cars protected too

The European Commission’s yet-to-beratified plans changing how scrap (ELV. or cars get recycled has come under fire from the classic car community. which is worried that it could stop restorations and dilute the pool of future classics.

Concerns grew when the website, EuroWeekly News, and YouTuber, Geoff Buys Cars, brought key documents (proposals to Regulations (EU) 2018/858 and (EU) 2019/1020 repealing Directives 2000/53/EC and 2005/64/EC) to the attention of historic vehide fans.

At their heart. the Regulation Proposals seek to increase the number of recycled old cars. retaining more key parts. components and raw materials that could be re-used within Member States, as well as reducing the number of potentially unsafe ELV cars being exported out of the European Union.

‘Right-to-repair’ has become a hot topic in recent years, and the EC’s criteria for defining a car ‘technically irreparable’ (i.e. scrap) contained inside the Regulation Proposal Annex., continues to ruffle feathers. Its documents speak of ‘what cannot be repaired or replaced.’

While the Regulation Proposals do not rule out the gathering and purchase of spares from scrapped cars, the Regulations deem a car ‘technically irreparable’ if repairs to its running gear exceed its market value, it burns out, or suffers water damage.

Stakeholders argued that the proposals needed more clarity. “Where would they draw the line?” asked classic car dealer Zak Mattin. of IGM Pedigree Classics. “Are they going to draw the line at us putting a new bulkhead in the car. which as you know, old Mercedes SLs and Land Rovers often need as part of a restoration? Who’s going to be appointed to decide what’s acceptable and what isn’t?”

YouTuber, Steph Holloway, agreed. -The EU risk ushering us into a world where cars are more disposable than ever, and with the Earth’s resources being more finite yearon-year, should we not look more towards preservation and repair than outright replacement?”

Worldwide historic vehide lobbyist 10 | Jaguar World / Spring 2024

group. the Federation International des Vehicules Anciens (FIVA), of which the Federation of British Historic Vehicle Groups (FBHVC) is a member. realised what the update ELV Regulations could mean for classic car enthusiasts. It sought — and got — exemptions for historic vehicles aged 30 and over (historic vehicle exemptions start at 40 years in the UK).

Gautam Sen, Vice President External Relations. FIVA. said: -This is about the renewal of existing vehicle waste legislation, in which there exists already an exemption for historic vehicles. As this exemption will remain, we don’t see a direct threat in this proposed legislation.”

Said exemptions, however, leave older, perfect, serviceable cars, aged between 15 and 29 (otherwise known as youngtimers) vulnerable to the new Regulations. With the finer points of the proposal still to be put to the European Parliament and European Council, FIVA, aware of the debates raging online, asked that the preservation of future classics be recognised.

“To promote and accomplish the objectives of circularity and reusability, the exemption granted to vehicles of historical interest to avoid their consideration as ELVs. should be extended to all those vehicles that are owned, stored, transported or dismantled with the purpose of historical

restoration,” it stated in a recommendation document seen by our sister title Classic Car Buyer.

‘A used vehicle, owned with the purpose of restoration, may not formal, be a historic vehicle yet.” it continued. “In the same sense, a vehicle of historical interest may momentarily not fulfil all the conditions set forth in the ELV proposal to be considered a historic vehicle formally. This does not automatically turn these vehicles into waste or ELVs. The right to property of these vehicle owners needs to be respected and their voice needs to be heard.”

Sir Greg Knight MP, chair of the All Party Parliamentary Group (APPHVG), called for more awareness, calling the proposals “misguided and ill-thought out.”

He said: “Even if ‘historic vehicles’ are specifically exempted, it could impact on future classics. Currently, the proposal has a long way to go before it becomes a threat and it may never see the light of day if the Parliament or the European Council reject it. Further. since Britain is no longer in the EU. it would not apply to us here in the UK. “However. it shows that those who love and enjoy classic and historic vehicles need to remain continually vigilant against barmy or heavy-handed proposals which may, by accident if not by design. encompass historic vehicles in their proposed scope.”

We share your passion CALL OUR TEAM ON 01902 710805 mail@aldridge.co.uk • www.aldridge.co.uk

SUPPLIERS OF CLASSIC INTERIOR TRIM

PRODUCTS AND SERVICES

Jockey pulleys Martin Robey is now manufacturing and selling jockey pulleys for the auxiliary drivebelt (vee-shaped belt and the duplex belt) on a number of Jaguar’s XK engines, along with the Daimler V8 and the XJ6 Series I. Made from aluminium and anodised in black for a durable finish, these pulleys can be fitted to all series of E-types, the Mk2 and 420, S-type and the aforementioned XJ6 and Daimler V8. The auxiliary drivebelt is used to power components such as the water pump, dynamo/alternator and airconditioning compressor.

LED pen light New from Laser Tools is this rechargeable alum minium pen light that includes a 2W COB lamp (80-170 lu umens) with a 2W LED torch (150 lumens). It’s powered by a rechargeable 750mAh lithium-ion battery (USB cable supplied for recharging, which takes up to three hours and d provides up to four hours of illumination), is encased in a tough silveranodised body and has a magnetic base and a pocket clip.

Part number: 8597 Price: £31.32 Tel: 01623 555512 Web: www.thetoolacademy.com Dimensions: 17mm x 156mm x 13mm

Part numbers: C18733 (V-belt); C19521 (duplex belt) Price: £59.77 inc VAT or £53.79 for Privilege card holders

E-type static three-point seatbelts

Rear door armrest ashtray

Jaguar parts specialist Martin Robey is now selling the static three-point seatbelts for the E-type Series 1 and 2. These are manufactured in the UK and comply with European standard R16 and British Safety Standard BS3254. They have an originalstyle pebble weave, are equipped with

Back in stock for the first time since 2020, SNG Barratt has reintroduced the chrome rear door armrest ashtray, which they say is a timeless part and a nod to an era when passengers would sit in the back and enjoy a smoke! Suitable for the Jaguar Mk2, classic S-type, 420 and the Daimler V8-250, and priced at £109.22 including VAT (part number BD17641).

chrome aircraft-style buckles embossed with the Jaguar Leaper. New mounting bolts (with washers) are included, but this does require seatbelt mounting points to be already fitted. Available in a variety of colours (red, black, tan, grey) for specific models (FHC, 2+2, DHC) and priced at £158.89 including VAT each or £146.98 for Privilege card holders. Scan the QR code shown here for further details, or call Martin Robey (all part numbers for these seatbelts begin with 9212).

Tel: 024 7638 6903 Web: www. martinrobey.com

12 | Jaguar World / Spring 2024

Motor Wheel Service Renowned worldwide for the manufacture and restoration of wire wheels since 1927

72 Spoke Jaguar Wire Wheel 6” x 15” Rim with a 52mm Curly Centre Available painted, chrome or polished stainless steel Suitable for the Jaguar E-Type, MK II and all XK models

Speak to one of our specialists or visit our website to learn more about our range of wire wheels, services, tyres and accessories for vintage and classic Jaguars

www.mwsint.com +44 (0)1753 549 360

follow us on

sales@mwsint.com

PRODUCTS AND SERVICES

Micro jump starts New from Machine Mart’s Clarke range are three micro jump starts that are not only capable of helping to start an engine with a flat battery but can also be used as a power bank.

Weighing in at 300-498g, the internal rechargeable lithium polymer battery can start diesel engines between 2 and 3 litres and petrol engines between 4 and 5.5 litres, depending on which model you choose.

We’ve been testing the most expensive of these jump starts and managed to start a 2.7-litre diesel engine on an S-TYPE where the battery was 10.9 volts. After successfully starting the engine, the output of the jump start was reduced from 100% to 15% (there’s a display), so it needed recharging – a USB-C cable is included.

Thermostat housings

Other features for this range of jump starts include two USB outputs for charging devices such as a mobile phone along with a connecting lead with multiple plugs (iPhone Lightning, USB-C and Micro USB) and a torch with strobe and SOS modes.

Part numbers: 010319020, 010319025 and 010319030 Prices: £59.98, £71.98 and £83.98 inc VAT Tel: 0115 956 5555 Web: www.machinemart.co.uk

British Parts is now selling originalquality thermostat and housing assemblies for a range of Jaguar Ingenium diesel and petrol engines fitted to the XF, E-PACE, F-PACE, F-TYPE and XE. These housings have a complicated assortment of outlets and incorporate sensors. They can fracture with age and leak coolant.

The thermostat housing for the 2.0 Ingenium diesel engine (part number JDE40346) is suitable for the 2.0 diesel Jaguar E-PACE and costs £81.34 including VAT. There is also a new thermostat and housing for the 2.0 Ingenium petrol engine (part number JDE39956), which is suitable the 2.0 F-TYPE, XE, X260 XF (2016 onwards), F-PACE and E-PACE, and costs £53.08 including VAT. Tel: 01438 354810 Web: www.britishparts.co.uk

XF fuel pump SNG Barratt has introduced a range of replacement fuel pumps for the Jaguar XF. There are several versions of these aftermarket pumps, so they recommend you confirm your VIN with their sales team to ensure you order the correct version for your model. Suitable for the Jaguar XF (20062016) and XJ, with prices ranging from £112.25 to £133.84 including VAT. Choose part number C2D37814* for the XF 2.0, 3.0 and 5.0 models, part number C2D25079* for the XF 5.0 models and part number C2Z23192* for the XF 3.0 and 4.2 models.

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 14 | Jaguar World / Spring 2024

CLASSIC SHOWCASE CREATES SHOWCAR CHAMPIONS, ONE CAR AT A TIME. Judging at the La Jolla Concours d’Elegance

Classy, Elegant, and Sporty...

1962 JAGUAR MKII 3.8 LITER SEDAN CHASSIS No. P218990BW This multiple show-winning Mark II has undergone a no-expense spared, nut and bolt restoration, and has been upgraded with a 5-speed transmission, alloy radiator, and a digitally converted period Blaupunkt stereo. Isn’t it time you experienced this fully restored Jaguar created by Classic Showcase?

LETTERS

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

Restoration Plans I was so pleased to see the incredible MkIX featured in your April issue.

Having been a Jaguar enthusiast I loved the idea of owning a MkIX and after having read Genevieve by Harry Smedley I dreamt one day I would own one, and take on such a project with little experience.

Last year I was diagnosed with blood cancer and ended up having stem cell treatment, lying there in hospital I thought greatly about my family, life and the Jaguar 16 | Jaguar World / Spring 2024

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

MkIX I hoped I would enjoy one day. Lying in bed and looking at my computer on eBay I saw it (Albert), a 1959 MkIX manual in need of a full restoration. My heart lifted, I felt a purpose. If I could mend this car I could mend myself and to my joy I bought the car, and thought of little else but how I was going to get better and complete this exciting project.

The car was held by the owner for some months while I continued my treatment and eventually got home to the Isle of Man, and organised to have the car shipped back

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

where it is now in an underground car park in the apartment block where I live.

It’s quite daunting but I am determined to get the work done, as and when I can afford the money and the time. It makes me smile every day and gives me a purpose.

Watch this space, it’s going to be a journey, John Drummond What an inspirational story, John. Please stay in touch with us, as we would love to feature your restoration in print when it is complete.

LETTERS

American Dream

Aston Admirer Come on chaps. You cannot really suggest that the XJS is a better car than an Aston Martin DB7, can you? The Jag is a lovely car and I’ve enjoyed mine for the last 14 years, but the Aston Martin has to be a level above if only because it’s from the coolest brand in the business. I’ve not driven one, but just from looking at it inside and out you know it has to be a more exciting car.

I was planning to sell my XJS, and

buy myself a DB7 as a retirement present next year. Are you telling me I shouldn’t bother?

Tony Kivinson

I don’t pick up magazines very often, but I came to visit my wife’s family in Buckinghamshire last year and my fatherin-law had a copy of your November 2022 issue down the side of the couch, with a feature looking at the history of Vanden Plas. Of course, in the USA we don’t get your Daimlers, but we get the same car as a Jaguar Vanden Plas and we kept getting Vanden Plas long after you stopped getting them in England. It was good to see that you mentioned the special models that we had here, the X-TYPE and S-TYPE VDP. I know there was never a Daimler version of either car and thought these models were forgotten in England.

I grew up wanting a Jaguar Vanden Plas, but so far I haven’t found the right car. My Infiniti will have to do for now, but I love your magazine and one day I will find the right Jaguar for me.

Hank Bennett

We’re not saying that, Tony – if you like the look and feel of the Aston Martin then it’s your call, and likely to be a better investment long term. But try to drive one first. We think that a late XJS feels like a more comprehensive package with fewer flaws. And the market is starting to realise that, too.

Diesel Buy ying Thank you for your well-timed X-TYPE diesel buying guide.

I’m looking for an X-TYPE diesel as my next everyday car, and I’m reasssured that my budget of £1,00 00 ought to get me something I can use.

I’m having troub ble finding the right examp ple, as there are many tired cars out there, butt I sh halll persiist. As a fan of British cars, I’’m almost embarrassed to be driving something French until I find the right Jag. Wish me luck.

Will Knight

Spring 2024 \ Jaguar World | 17

XJ6 Series III vs Range Rover Vogue

A FEW years ago I decided to compare an XJ6 Series III workhorse one minute and a comfortable car the next. But according with a Range Rover Vogue. Two of my favourite cars to the sales brochures I filled my bedroom with, from quarries to from the Eighties (if not of all time) it was like being stately homes, forests to gymkhanas, these cars really could go asked which of my children I prefer. anywhere and be anything.

Although as a luxury saloon and boxy 4x4 they were Fast forward 40 years and I finally got the chance to compare the clearly very different from each other, there was reasoning behind my two. Despite being close to 40 years old at the time, thanks to its thinking. Arriving in 1981, the Vogue was the first SUV that consumers spacious interior and powerful 3.5-litre V8, the Range Rover still felt started to choose over luxury saloons. Range Rovers from this time relatively modern. But softly sprung, it rolled more than a cross channel might not have been the leather lined limos like car ferry would during a storm. Plus although less they are today, but neither were they the basic, basic than the first models, the basic black plastic covered in easy-to-clean vinyl like the very early dashboard had all the appeal of a bin.

EVEN AT MY examples that had been aimed at farmers. Its As a traditional three-box saloon, the XJ6’s thick carpeting, metallic colours and handsome interior space was much more cramped than the TENDER AGE, three-spoke alloys started to make the model a 4x4’s but the wood and leather still offered an I UNDERSTOOD genuine rival to the XJ6 Series III. old-fashioned opulence. So whereas the Range I have loved both of these cars since I was Rover could do anything, the Jaguar as per THE JAGUAR WAS kid. The garage where my father used to fill up its own brochure felt like it was only good at ONE OF THE MOST with petrol in the Seventies and Eighties was a transporting the wealthy to fancy hotels.

ELEGANT CARS Leyland dealer on the outskirts of Darlington.

But nothing can beat the ride of the XJ6 When the old man was brimming the tank of Series III. Supple yet with controlled body roll, 45 EVER DESIGNED IN his Renault 30 or Peugeot 504, I’d run over to years after its debut, the car can still transform THIS COUNTRY the showroom and press my runny nose against any rough road into a marble smooth table top the glass to look at what was inside. Peering yet the cabin remains as calm and quiet as an past the dull Metros, Itals and Ambassadors, my art gallery. sights were always set on any XJ6 Series IIIs or Range Rovers on display.

Feeling it was the more usable of the two yet still having plenty of Even at my tender age, I understood the Jaguar was one of the character, I ultimately (and perhaps controversially) put the Range most elegant cars ever designed in this country. Growing up in rural Rover Vogue ahead. But due to how much I’ve always adored the XJ6 Yorkshire, where saloons like this were a rarity, due to its perfect Series III, it wasn’t an easy decision and felt like I was choosing my proportions and exquisite detailing, seeing one even behind glass was youngest son due to achieving better GCSE grades than his brother. as exciting as any work of art by a grand master is for me today.

Yet both are fantastic cars that, judging by the twin test of an X300 Range Rovers were slightly more common back then; one of XJ6 and P38A Range Rover in this issue, set the tone for future models. my parents’ friends, for example, used one for his grass cutting They also had a huge influence on yours truly, setting the ten-year-old business. Although undeniably boxy, I always liked how it could be a me on the path of his later chosen career. PW 18 | Jaguar World / Spring 2024

SALES

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RESTORATION

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RACING

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STORAGE

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ENGINES

1951 JAGUAR XK120 WORKS COMPETITION ROADSTER We are delighted to introduce one of the most significant Jaguar XK120’s ever built.

Personally ordered by Sir William Lyons.

The Jaguar Heritage Certificate reveals that KRW923 was built in February 1951 and despatched on the 27th of that month.

Under the First Dealer is written ‘Works Car, Mr Lyons’. Prior to his untimely death, John Lyons, Sir William Lyon’s son, used the XK120 in various significant competition events proving himself to be quite an accomplished driver in the process. This sale represents a magnificent opportunity to acquire an XK120 with a rare and significant history as a Works Car. For further details and enquiries, please call our Sales Team on: 01621 879579

www.jdclassics.com | Chelmsford +44 (0)1621 879579

Step up to the plate…

Sometimes, it’s the little details that make a car really special.

You can have the smartest Jaguar in the world, but if it has universal floor mats then it’s no good for our Craig…

I’M THE FIRST person to admit that what matters to me about cars is often completely irrelevant to most people – after all, I collect car brochures, 1:43 scale models and obsess over random car trivia (especially from the 1990s) in a way that bores most of my family and peers senseless.

But I feel I’m in safe company here, so if I want to talk about number plates and floor mats I will do. After all, for me they’re often two of the things that make a car.

Silly as this may sound, it’s one of the reasons why I recently felt compelled to rescue a 2002 X-TYPE 2.5 SE (Our Jaguars, January 2024). It was a tidy enough car with a good history and was offered to me for a song but what really charmed me was that it still wore a 21” x 6” front number plate, as opposed to the standard-size 21” x 5”.

It took me right back to 2001, when the over-sized front number plate was a trademark of Jaguar’s new compact saloon – a small detail that I’d noticed as a young journalist covering the press launch, and which I’ve carried on noticing ever since in the X-TYPEs hastening attrition. These days, though, the original plates are rarely seen – most cars have had them replaced at some point, either when resold by a used car dealer or down to parking damage or deterioration, and it was only the pre-facelift X-TYPEs that ever got them anyway.

I have a similar fixation with rear number plates on Jaguar S-TYPEs. When they first came out, every S-TYPE had a tailored oval numberplate that sat fairly squiffily on the boot lid – a trait it shared with the Rover 75 that became its arch-rival in the quest for column inches at the 1998 British International Motor Show.

Most S-TYPEs have been through a fair few owners by now and as a result the original “speech bubble” number plate has long since been replaced with an oblong one. But to me they just look wrong – like encountering a full-stop in the middle of a sentence, or a ‘y’ in a sea of ‘x’s.

20 | Jaguar World / Spring 2024

If you turn to this month’s Our Jaguars on page 108 you’ll see that yet again I’ve let my guard down and another car has somehow infiltrated my life. Another S-TYPE indeed – and guess what the very first thing I’ve bought for it is? Put it this way, this month’s issue is the only copy of Jaguar World in which you’ll see it wearing a bar-shaped rear plate.

Other Jaguars have very specific number plates, too. Early X-TYPEs and X350 XJs also have curvy rear ones, and the X350 also left dealerships with an over-sized front one. Most are long-gone, and I’m on a one-man quest to rectify this with my own fleet.

But it’s not only number plates that get me obsessing over what I believe to be “correctness”. I get equally wound-up by universal floor mats, which never, ever seem to fit properly, and while I can tolerate a tailored mat that is cut to the same pattern as an original dealer accessory mat, I’ll still actively seek out the correct manufacturersupplied ones. Breakers yards and eBay are a good source for these, as well as pre-owned Jaguar spares specialists such as Auto Reserve (www.autoreservejaguar.com) and Eurojag (www.eurojag.com).

Finding and fitting these parts, which in the grand scheme of things does nothing to improve the car in any meaningful way, fills me with immense satisfaction. As does refitting the correct manufacturer stereo system to a car that has previously worn a functionally (but far from aesthetically) upgraded unit.

It’s of less relevance to Jaguars than some other makes and models, but I also have similar feelings towards cheap and nasty aftermarket plastic wheel trims, which also regularly end up in the skip near my workshop.

For me, it’s OEM all day long and for that I make no apology – some things just need to be ‘right’ and they matter to me far more than they ever will to most people. While that may well be a little nerdy, it does at least mean you’ll get some lovely mats if ever you buy a car from me….

£59,995

Jaguar E-TypeSeries 3 Fixed Head Coupe 1972, Regency Red, 73,000 Miles

£34,995

Jaguar F-Type5.0 V8 R Coupe 2dr Petrol Auto 2015, Automatic, Salsa Red, 46,000 Miles

£22,995

Jaguar XK5.0 V8 Signature Auto Euro 5 2dr 2014, Automatic, Ultimate Black, 60,000 Miles

£19,995

Jaguar XF2.0i Portfolio GPF Sportbrake 5dr 2019, Italian Racing Red, 47,000 Miles

£14,995

Jaguar XF3.0d V6 R-Sport Sportbrake 5dr 2014, Diesel, Ultimate Black, 59,360 Miles

£10,995

Jaguar XK4.2 V8 Convertible 2dr 2007, Automatic, Indigo Blue, 114,000 Miles

£42,995

Jaguar F-Type2.0i R-Dynamic Convertible 2dr 2020, Eiger Grey, 7,000 Miles

£28,995

Jaguar XK5.0 V8 Portfolio Convertible 2dr 2010 , Automatic, Grey, 11,500 Miles

£22,995

Jaguar I-Pace 400 90kWh HSE SUV 5dr 2020, Automatic, Grey, 40,000 Miles

£18,995

Jaguar XE3.0 V6 S Saloon 4dr Petrol Auto 2015, Automatic, Glacier White, 44,000 Miles

£13,995

Jaguar S-Type4.2 V8 R Saloon 4dr Petrol 2007, Automatic, Midnight Black, 78,000 Miles

£9,995

Jaguar XF 2.2 D LUXURY 2013, Indigo Metallic Blue, 90,000 Miles

£39,995

Jaguar F-Type 5.0 V8 R Coupe 2dr Petrol Auto 2014, Automatic, Ultimate Black, 18,000 Miles

£27,495

£37,995

Jaguar F-Type 2.0i Chequered Flag Coupe 2dr 2019, Automatic, Carpathian Grey, 11,500 Miles

£23,995

Jaguar F-Type 2.0i GPF R-Dynamic Coupe 2dr Jaguar I-Pace400 90kWh HSE SUV 5dr Electric 2018, Automatic, Aintree Green, 36,300 Miles 2020, Automatic, Caesium Blue, 18,000 Miles

£21,995

Jaguar F-Pace3.0 D300 V6 First Edition SUV 2016, Diesel, Caesium Blue, 76,000 Miles

£17,995

Jaguar XF2.0d Portfolio Sportbrake Auto AWD 2017, Diesel, Narvik Black, 57,000 Miles

£12,995

Jaguar XK84.0 Convertible 2dr 2001, Automatic, Blue, 104,000 Miles

£7,995

Jaguar XJ 3.2 XJ8 Executive Saloon 4dr 2001, Zircon Blue, 41,500 Miles

£20,995

Jaguar XKR4.2 V8 Portfolio Coupe 2dr Petrol 2009, Automatic, Vapour Grey, 71,000 Miles

£14,995

Jaguar XK4.2 V8 Convertible 2dr Petrol Auto 2007, Automatic, Grey, 73,500 Miles

£11,995

Jaguar XJ2.7 TD Executive Saloon 4dr l 2008, Diesel, Frost Blue, 59,900 Miles

£7,995

Jaguar XJ 4.0 (XJ40) Sovereign Saloon 1992, Automatic, Red, 89,000 Miles

Arun Prestige Ltd, Codmore Hill Garage, Stane Street, Pulborough, West Sussex, RH20 1BQ Tel: 01798 874477 Email: sales@arunltd.com www.arunltd.com

Designing the X300

When I arrived at Jaguar in 1978, I was already fairly familiar with the exterior design story of XJ40 since it had been around for quite a while.

There was some pressure from the company’s management for it to be more contemporary, which in those days meant harder edges and squarer lines. Plus, the then president of Jaguar North America, Mike Dale, also demanded rectangular headlamps.

With its design process starting in the early Seventies, two decades later the car was starting to look quite old-fashioned.

The surfaces were fairly simple and flattish for a Jaguar plus, those lights meant it didn’t have the recognisable XJ face.

The company had been working on a more traditional-looking replacement, internally known as the XJ90, but this was scrapped when Ford took over in 1989. And so, in the early Nineties it was decided to give the XJ40 a much needed facelift.

Started by one of my colleagues, it was originally going to be just a front-end change. But then Ford found the budget to do the back as well so it became a full update. Jaguar’s design director and my boss, Geoff Lawson, asked me to do one side of the car and my colleague the other. Since mine was preferred I ended up taking over as manager of the project that soon became known as the X300.

At the time all cars were looking more and more alike so it was important for Jaguars to stand out. I never liked the XJ40’s lack of form and sculpture making it seem very unJaguar-like so turned to the still popular XJ6 Series 3 as inspiration.

One of the things that I was really keen to do was to give the new car the famous Jaguar face, that included five recognisable elements including twin round headlamps either side of a grille.

When the XJ40 was still at the full-sized clay model stage, I thought the tail looked like it was falling off so I had it raised a little which I thought looked much better. But because of timings

this was kicked into touch. So, with the X300 I had the chance to raise the trailing edge of the boot a little, which made the car look much more balanced.

I also really wanted to change the greenhouse (or windows).

The front screen was okay, but the rear – the so-called D post – looked very weak. Quite vertical, this had been a popular look in the Seventies, so it was again dated. But I was told there wasn’t the budget to retool the doors, windows or seals which meant they had to stay the same as the XJ40’s. It later turned out that because Ford had this really well-funded quality drive for Jaguar’s cars to have a better fit and finish, all of those panels were retooled. But by that time, any further changes would have delayed the program so it didn’t happen.

I did add integrated flexible bumper covers front and rear which made the car look much more modern compared to the old-fashioned black rubber versions of XJ40.

Some people referred to the end result as a bit retro, which in a sense it was because of the limitations of the project.

But all of the feedback we got at the time said the X300, with its round headlights and “sculptured” bonnet, looked far more like a Jaguar. With my background designing cars with the same kind of movement as both Sir William Lyons and Malcolm Sayer, that identity was very important to me.

When the car received the V8 in 1997 and became the X308, due to the refinement of the engine plus being able to redesign the interior which I couldn’t for the X300, that’s when the car really came together. Just as the Series 3 is arguably the best XJ6, so the X308 is for the XJ40 family.

SINCE THE CAR SOLD QUITE WELL – OVER 92,000 IN FOUR YEARS – THE X300 TURNED OUT TO BE QUITE AN IMPORTANT CAR

22 | Jaguar World / Spring 2024

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

Telephone 01753 644599

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front calli front callipers. £65,950 front callipers. £65,950 The 365 GTC/4 shares the chassis, wheelbase, suspension and engine with the 365 Daytona. 2009 Ferrari California Spider finish to the next lucky owner.

2009 Ferrari California Spider finished in To The 365 GTC/4 shares2+2, the chassis, wheelbase, suspension and engine with the 365 Daytona.

2009 Ferrari California Spider finished in Tour de France Blue with biscuit hide interior.

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However, withcoupe only 500 being produced such and a close relationship all weathers andcockpit the cockpit with Daytona, 365365 GTC/4 has remained under-appreciated under-all weathers and the remainsremains cosy wi with the iconic Daytona, the GTC/4 has remained an under-appreciated and underall weathers and the cockpit remains cosy with the roof open even at very high speeds.

The has remained an under-appreciated and underall weathers and remains cosy with the roof openThis even 1972 at veryFerrari high speeds.

The is a specification includes Carbon ceram the iconic the remains 365 GTC/4 remained under-appreciated andspeeds. underall weathers andDaytona, the cockpit cosyhas with the roofanopen even at very high The has remained an under-appreciated and under- with valued car, making it the anitcockpit enticing investment opportunity.

365GTC4 GTC4 specification includes Carbon ceramic brakes valued car, making an enticing investment opportunity.

This 1972 Ferrari 365 is a specification includes Carbon ceramic brakes with yellow callipers, DVD navigation system ment opportunity.

This 1972 Ferrari 365 GTC4 is a car, making it anCarbon enticing investment 1972 Ferrari 365 GTC4 system is a specification includes Carbon ceramic brakes with yellow callipers, DVD navigation system specification includes ceramic brakesopportunity. with yellowThis callipers, DVD navigation ment opportunity. This 1972 Ferrari 365 GTC4 is a valued 6.5” screen, Bi-Xenon headlamps, front and LHD, concours example (a term rarely use), finished in black with interior andandwithwith 6.5” screen, Bi-Xenon headlamps, LHD, concours example (a term we we rarely use), finished black with blackhide hide interior with screen, Bi-Xenon front and rear censors, alloy pedals, use), with 6.5” screen, Bi-Xenon headlamps, front and rear parkingin censors, Wingblack badges, alloy pedals, concours example (a headlamps, term we rarely use), in black with Wing black hide interior with 6.5” 6.5” screen, Bi-Xenon headlamps, front andfinished rear parking parking censors, Wing badges, badges, alloy and pedals, use), finished finished in in black black with with black black hide hide interior interior and and LHD, Ferrari tool kit, climate controlcontrol and a fully sitting on perfect wheels.

Itfully has hadjust justone one ownerroof. for 2727 years during Ferrari tool kit, climate an sitting Borrani wirewire wheels.

It ahas had owner forthe thepast past years full tool climate control and aa fully electric roof.

The has had just 22 perfect as full Ferrari tool kit,Borrani climate control and retractable electric The car has had just 2duringfull full on perfect Borrani wire wheels.

It has hadretractable just one owner for the years full Ferrari Ferrari tool kit, kit, climate control and fully retractable electric roof.past The27car car has during had juston as had had just just one one owner owner for for the the past past 27 27 years years during during sitting owners and has been kept thro itformed hasand formed part of an important collection, rubbing shoulders with an an early previous owners and been kept and is at £74,950. ortant previous owners and haswell been well k time ittime has part of well an important collection, rubbing shoulders with earlyprevious previous owners has been kept throughout and is competitively priced at £74,950. time it has formed an important collection, shoulderspriced with an early which previous owners and has has part beenofwell well kept throughout throughout and rubbing is competitively competitively priced atwhich £74,950. ortant collection, collection, rubbing rubbing shoulders shoulders with with an an early early which and a 275 GTB 4 cam and other iconic motor cars. It comes with an original book rr iconic motor It with an original book Testarossa and a 275 GTB 4 cam andin other iconic motor Itbiscuit comes with an original book Testarossa 2009 Ferrari California Spider finished in Tour de Fr Thea 365 the chassis, wheelbase, suspension and engine with thean 365original Daytona.book Testarossa and 275GTC/4 GTBSpider 4shares cam and other iconic motor cars.

It comes with iconic suspension motor cars. cars.and It comes comes withthe an 365 original book 2009 Ferrari California Spider finished Tour de France Bluecars. with hide interior.

This eelbase, engine with Daytona.

2009 Ferrari California finished in Tour de France Blue with biscuit hide interior.

This The 365 GTC/4 shares the chassis, wheelbase, suspension and engine with the 365 Daytona.

2009 Ferrari California Spider just finished in T The 365 shares the chassis, wheelbase, suspension and engine with the 365 Daytona. inIna GTC/4 leather bound wallet including the was original Ferrari warranty booklet and sets is a beautiful 2009 Ferrari California Spider finished in Tour deoriginal France Blue with biscuit hide interior.

This sets pack eelbase, suspension and enginebooklet with the and 365 Daytona. he was original Ferrari warranty sets is example that has covered over 37,0 the Pininfarina designed 2+2, the engine slightly detuned from the Daytona toboth 340bhp, inIna the leather bound wallet including the Ferrari booklet and a beautiful example thatdesigned has covered justengine over 37,000 miles and warranty comes with Ferrari service ine slightly detuned from the Daytona toboth 340bhp, pack isinof leather bound wallet including the original Ferrari warranty booklet and he was original Ferrari warranty booklet and sets is pack aInabeautiful example that has covered just over 37,000 miles anddetuned comes Ferrari service Pininfarina 2+2, the was slightly detuned from the Daytona toboth 340bhp, original tools.

Adesigned full service has just been completed and thewith car is now completely readysets a beautiful example thatservice has covered justbeen over completed 37,000 milesand andthe comes with Ferrari service ine slightly detuned from Daytona toboth 340bhp, is a The beautiful that has435 covered just3 the Pininfarina 2+2, the engine was slightly from the Daytona toboth 340bhp, n completed and the car is the now completely ready history. history.

4300ccexample engine produces BHP and the4300cc suspension set-up was slightly softer and power-steering and air conditioning were of original tools.

Aengine full hasslightly just carand is now completely ready The 4300cc produces 435 BHPsofter and 358 lbs of torque and has a top speed of were ofter and power-steering and air conditioning were history.

The engine produces 435 BHP and 358 lbs of torque and has a top speed of the suspension set-up was and power-steering air conditioning n completed and the car is now completely ready of original tools.

A full service has just been completed and the car is now completely ready The 4300cc engine produces 435 BHP and 358 lbs of torque and has a top speed of ofter andthis power-steering and Classiche air conditioning were history. for Fitted standard air conditioning, thisproduced car has Ferrari Classiche certification history.

4300cc engine produces 435 Bi theuse. suspension set-up waswith slightly softer andbeing power-steering air close conditioning were193 mph.

ThisThe cleverly designed coupe convertible fitted as as standard.

However, with only 500 andand such car has Ferrari certification cleverly designed coupe convertible both versatile and for use in ytioning, 500 being and such a close relationship formph. use.This Fitted standard with air conditioning, thisproduced car has Ferrari Classiche certification 193 mph.

This cleverly designed coupe convertible is both versatile and practical fora use in relationship as as standard.

However, with only 500 is and practical such a close relationship tioning, thisproduced car has Ferrari Classiche certification 193 193weathers mph. fitted This cleverly designed coupe convertible isbeing both versatile and practical for use in for use. y65,000.

500has being produced and such a close relationship Fitted as standard with airthe conditioning, this car has Ferrari Classiche certification and is Probably TheHowever, Best in the World. £365,000. thecleverly cockpit remains cosy with the with the Daytona, hasopen remained under-appreciated under- all weathers 193 mph.and This designed coupe conr as standard. only 500 being produced and a close relationship cockpit remains cosy thehas roof open even very high speeds.

The C/4 remained an under-appreciated and under- all and is Probably The Best in thethe World. £365,000. weathers and theiconic cockpit remainswith cosy365 withGTC/4 the roof even atan very highsuch speeds.

The and withand thethe iconic Daytona, 365 with GTC/4 remained an at under-appreciated and under- allfitted 65,000. all weathers and the cockpit remains cosy with the roof open even at very high speeds.

The C/4 has remained an under-appreciated and underincludes ceramic brakes cosy with yw valued making itceramic an enticing investment opportunity.

1972 Ferrari 365 GTC4 is a specification Probably Thecar, Best in the World. £365,000. includes Carbon ceramic brakes with yellow callipers,This DVD navigation system all weathers and Carbon the cockpit remains stment opportunity. This 1972 Ferrari 365 GTC4 is a specification with the iconic Daytona, the 365 GTC/4 has remained an This under-appreciated and underincludes Carbon brakes with yellow callipers, DVD navigation system valued car, making it an enticing investment opportunity.

1972 Ferrari 365 GTC4and is a isspecification specification includes Carbon ceramic brakes with yellow callipers, DVD navigation system stment opportunity.

This 1972 Ferrari 365 GTC4 is a 6.5” screen, Bi-Xenon headlamps, and rear pa LHD, example (afront terminvestment werear rarely use), finishedWing in black black hide365 interior andis awithspecification Bi-Xenonexample headlamps, front rearuse), parking censors, Wingwith badges, alloy ely use), finished in black with black hide interior and with 6.5” screen, includes Carbonfront ceramic brak valued car, concours making it an enticing opportunity.

Thiswith 1972 Ferrari GTC4 6.5” screen, Bi-Xenon headlamps, and parking censors, badges, alloy pedals, LHD, concours (a term weand rarely finished in black black hidepedals, interior and with withFerrari 6.5” screen, Bi-Xenon front and rear parking censors, WingThe badges, alloy pedals, ely use), inowner black with black hide interior and full tool kit, climate control and a fully retract sitting on perfectcontrol Borrani wire wheels.

It hasSeries had just one owner for the past 272 years during full Ferrari tool kit, climateheadlamps, control and a fully retractable electric roof. car has just 2during full It has hadfinished just one for the past 27 years during 1964 Jaguar Type 3.8 1965 Jaguar Ewell Type 4.2 Ferrari tool kit, climate and awe fully retractable electric roof.

The car has had justhide sitting on perfect Borrani wire wheels.

It hasRoadster had just one owner for the pasthad 27 years 3.8 Series I 1965 Jaguar E Type 4.2 with 6.5” screen, Bi-Xenon headlamps, front R a LHD, concours example (aE term rarely use), finished in Iblack with black interior andprevious 1964 3.8 Series I 1965 Jaguar E Type 4.2 Roadster full Ferrari tool kit, climate control and a fully retractable electric roof.

The car has had just 2 It has had just one owner for the past 27 years during owners and has been kept throughout which time it has formed part of an important collection, rubbing shoulders with an early ownerstime andithas keptofthroughout andcollection, is competitively priced at £74,950.

3.8 Series I rubbing 1965 Jaguar Ewell Type Roadster mportant collection, shoulders with an early previous owners and has been well kept throughout and is just competitively priced £74,950. which hasbeen formed part an4.2 important rubbing shoulders with an early previous Finished inthen original Carmen Red with original black hide interior In Ferrari ‘better then new’ condition tool kit, climate control anditahad ful sitting on perfect Borrani wire wheels.

Itother has had one owner for at the past 27and yearsbook during full withiconic original black hideshoulders interior and In ‘better then condition itwith hadoriginal a recent full rotisserie, bodyownersinand has new’ beenCarmen well kept Red throughout and is competitively priced at £74,950. mportant collection, rubbing with an book early previous Finished original black hide interior and In ‘better new’ condition it had a recent full rotisserie, bodyTestarossa and a 275 GTB 4 cam and iconic motor cars.

It comes with an original 1964 Jaguar E Type 3.8 Series I 1965 Jaguar E Type ther motor cars.

It comes with an original Testarossathen and a new’ 275 GTB 4 cam and other iconic motor cars. with anbodyoriginal book withiconic original black hide interior and book In ‘better condition it had a recent fullIt comes rotisserie, owners and hashas been well been kept tho which time formed part of an important collection, rubbing shoulders early previous black mohair soft top.

Undoubtedly of best early off restoration and since ther motor cars.

It comes with anand original pack initahas leather bound wallet including theone original Ferrari warranty booklet bothan sets dly of the very bestbooklet early off pack restoration and has since been by the chairman a both setsFinished ng theone original Ferrari warranty both sets black mohair soft top.

Undoubtedly one of the very bestbooklet earlyof off restoration and has since been owned by the the very chairman of a andwith in a leather bound wallet including theowned original Ferrari warranty and in original Carmen Red with original hide interior and In ‘better then new’ conditio of the best early off restoration and has since been owned by the chairman of a Testarossa and 275 GTB cam and iconic motorblack cars.

It car comes with an original book major ng theone original Ferrari warranty booklet and bothready sets of original tools.

Ahad full4service hasother just been and the is now completely ready Telephone E types weaMobile have the pleasure of completed marketing and the attention component supplier. Proved been completed andvery the car is now completely edly of marketing and the attention component to be reliable of original tools. fullsupplier. service hasProved just been andand the on car islong-distance now completely ready Emajor types we haveAhad the pleasure of completed marketing the attention major component supplier.

Proved to be reliable on long-distance black mohair soft top.

Undoubtedly one ofthis the best early off restoration has since for use.

Fitted asthis standard with air conditioning, car has Ferrari Classiche certification been andhas theFerrari car is now completely ready of completed marketing and the attention major component supplier.

Proved to through be reliable on long-distance pack in a leather bound wallet including the original Ferrari warranty booklet and both sets excursions nditioning, this car Classiche certification 01753 644599 07836 MOTOR COMPANY to the detail of222111 restoration istour exemplary.

It very has recently been includingand a 5000-mile to for use.

Fitted asthis standard with air conditioning, this car has Ferrari Classiche certification se exemplary.

It has recently been excursions including a 5000-mile tour France, Italy, Belgium, to the detail of restoration is exemplary.

It has recently been excursions including a 5000-mile through France, Italy, Belgium, and is Probably The Best inhas thejust World. £365,000. this car has Ferrari Classiche certification £365,000. of expertly original tools.

Ahad full service been completed andat the car is now completely ready Germany, S E N S£365,000.

I Btour LY P R Ithrough C E D A N D V E France, R Y D E S I R A BItaly, L E C L ABelgium, S S I C J A G U A RE S types and is Probably The Bestain5000-mile the World. we have the pleasure of marketing and the attention major component supplier.

P snditioning, exemplary.

It has recently been excursions including converted to RHD. Realistically priced £135,000.

Switzerland, Luxemburg, istically Germany, Switzerland, Luxemburg, andpriced Monaco. £165,000 expertly converted to RHD. Realistically at £135,000.

Germany, Switzerland, Luxemburg, and Monaco. £165,000 £365,000.priced at £135,000. for use.

Fitted asthis standard with air conditioning, this car has Ferrari Classiche certification istically priced at £135,000.

Germany, Switzerland, Luxemburg, and Monaco. £165,000 to the detail of restoration is exemplary.

It has recently been excursions including a 5000-m 1960and Jaguar XK150FHC is Probably The Best in the World. £365,000.

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Finished in Carmen Red with Biscuit expertly converted to RHD. Realistically priced at £135,000.

Germany, Switzerland, Luxem

hide interior and unmarked light beige carpet throughout, complemented with a veneered dashboard and period wood rimmed steering wheel.328 Fresh out of the 1990 Ferrari GTS finished in Rosso Corsa Crème hide interior andextremely red carpet 1984 Ferrari 308 GTS finished in Rosso Corsa 1984 Ferrari Ferrari 328 308 GTS finished in an extremely Corsa with Crème hide interior and red carpet 1990 1984ownership Ferrari 308 GTS finished in Rosso Corsa withwith Crème hide interior.

This is an in Rosso Rosso Corsa Corsawith withCrème Crèmehide hideinterior. interiorThis andisred carpet long-term of a very Telephone Mobile throughout.

The 328capable GTS

by Pininfarina and mileage built bybut Scaglietti.

This beautiful well maintained motor car that has covered 1984maintained FerrariThe 308328 GTS finished inhas Rosso Corsa with Crème hide isbeen an extremely with Crème hide interior and carpet throughout. well motor car that covered above average mileage butThis has regularly yCorsa Pininfarina and built

by Scaglietti.

Thisred beautiful well maintained car was thatdesigned has covered above average has been regularly GTS was designed by Pininfarina and built byinterior.

Scaglietti.

This beautiful and discerning owner whomotor has taken 01753 644599 07836 222111 COMPANY example comes with very comprehensive service historycar andbelies during the most and recent maintained regardless of cost. The conditio great pains to restore this car to aa very well maintained motor carcost. that has above average mileage butthe has been regularly maintained regardless The covered condition of MOTOR this motor car belies the mileage and y Pininfarina and built by during Scaglietti. beautiful sive service history and theThis most recent example maintained regardless of cost.

The condition of this motor the mileage comes with a of very comprehensive service history and during most recent A STON M ARTIN IN THE THAMES VALLEY high standard both ownership from a cosmetic and been regularly serviced by the well-respected Ferrari preparers, both body and interior are in very good co custodians it has both bodyownership and interior in very condition.

Accompanying the car preparers, is a detailed ysive serviced by history the well-respected Ferrari preparers, maintained regardless ofare cost.

The good condition ofbythis motor car belies the mileage and service and during the most recent custodians both body and interior are in very good condition.

Accompanying the car is a detailed it has been regularly serviced the well-respected Ferrari mechanical standpoint. The 3.8 litre, twin QV inwith Windsor.

Asmore an originalis UK supplied right together hand drive this book car ispack. a very record of past works including all cam belt 1998 Ferrari 355 GTS in Rosso Corsa Hide with red stitching. a cam 1988 in Ferrari finished in Rossoin Corsa Crema Hide interior.

Thistogether isdrive a very model, record ofTestarossa past allwith cam belt changes, with anthis original book pack. plied right by hand drive model, this car preparers, is a very QV both body andworks interior are very good condition.

Accompanying the car aa detailed y serviced the well-respected Ferrari record ofNero past works including belt changes, withmodel, an original Windsor.

As anincluding original UK supplied right hand carF1is isfinished very overhead camshaft produces than Thisall covered a relatively high and mileagebecoming of 89,000 but fine example that has had only 5 owners from new and is in superlative condition as to be very pretty example of the marque that has collectable classic difficult to find in this condition at what we It will be supplied with the benefit of a 12 mo adequate power with excellent torque, benefit increasingly It will be withincluding thehasbenefit of 21,000 a 12 month warranty and abook fresh mot ngly difficult to find this condition we collectable It will classic and becoming increasingly difficult find in this condition at what we record ofsupplied past all cam belt changes, together with anbeen original pack. plied right hand drivein model, this carat iswhat a very has always well maintained and comes with be a fullsupplied maintenancewith recordthe which includes of a 12 month comprehensive warranty and a fresh mot expected from an 80’sworks Supercar that covered only miles.

Thiscomprehensive is ato twin mirror evenisat low revs top gear.

Both consider to be a realistic price Theinexpensive car has the benefit of a available maintenance portfolio certificate. Undoubtedly one of the most ine beltavailable changes, theportfolio next of which not due untilin 2019.

Fitted with thethe GTS removable andto comes awith comprehensive service together numerous certificate.

Undoubtedly one of thehistory most inexpensive 308’MOT s currently at £57,500. car difficult has the benefit of this a maintenance certificate.

Undoubtedly one of level. the most 308’ s currently at £57,500. be with a realistic price level.

The car haswiththe benefit of allacam maintenance Itexample will be supplied the benefit of a 12 month comprehensive warranty and a fresh mot ngly to find in condition at portfolio what we consider and the alloy sumptuous panel which stows behind theexterior seats,full airpaintwork conditioning 5Ferrari spoke wheels, certificates all308 of which back the low mileage Corsa of this fine motor car. Both theinterior. exterior roof 328 GTS finished in with Rosso Corsahide with Crème hide and red carpet ofof1990 service receipts by the likes of QV, Crème Lancaster, Bob Houghton, Talacrest, Neal Lucas 1984 Ferrari 308 GTS finished in Rosso Corsa with C Ferrari GTS finished infinished Rosso with Crème hide This is an extremely Corsa with Crème hidea interior and red carpet 1984 Ferrari 308 GTS finished inpaddleshift Rosso Corsa interior.

This is aninterior extremely Ferrari 328upinterior GTS in most Rosso Corsa with Crème hide interior and red V,sso Lancaster, Bob Houghton, Talacrest, Neal Lucas 1984 full of 1990 service receipts by one the of QV, Lancaster, Houghton, Talacrest, Neal Lucas certificate.

Undoubtedly of the inexpensive sjustcurrently available atcarpet £57,500. car has the benefit of maintenance portfolio interior in excellent order transmission and Ferrari wing badges.

A neware setboth Pirelli P Zeros have only and just been fitted coachwork and the sumptuous are likes completely unmarked and the carBob has308’ only throughout.

The 328 GTS was designed by Pininfarina and built by Scaglietti.

This beautiful well maintained motor car that has covered above average mileage but has been regularly d by Pininfarina and built by Scaglietti.

This beautiful and Monaco Motors.

QV just completed a full cambelt service and the fitting of a well maintained motor car that has covered above well maintained motor that has covered above average mileage but has been regularly The 328 GTS was designed byFerrari Pininfarina and builtservice by Scaglietti.

Thisfitting beautiful and a new certificate will accompany the car together with the car benefit of 12 month had Ferrari a Monaco fullthroughout. cambelt refinishing the cam covers with with QV London, chrome is in lovely condition.

In ahave pleted a full cambelt service and and the red fitting of a 1984 308service GTSand finished in of Rosso Corsa Crème interior.

This is and anmot extremely sso Corsa with Crème hide interior carpet and Motors.

QV have just completed a experts fullhide cambelt the ofallathe V, Lancaster, Bob Houghton, Talacrest, Neal Lucas example comes with a very comprehensive service history and during recent maintained regardless of cost. The condition of t warranty which is annually renewable.

Sensibly priced at £65,000. an invoiceexample for regardless which is comes on file. of Competitively priced for such a low example at car £137,500 cost.

The condition ofmileage this motor belies the mileage hensive servicewheels history and the most recent maintained maintained regardless of cost.

The of this motor car beliesall theofmileage and addition, gauges have been tastefully with a has very comprehensive service history and during the most recent newextra clutch.

The car sits on itscondition original factory alloy wheels whichthe aremost in excellent maintained motor that covered above average mileage but been regularly d by Pininfarina and built by Scaglietti.

This beautiful actory all ofduring which are infitting excellent new clutch.

The carcar sits on its original factory alloy wheels all ofhas which are inand excellent pleted aalloy full by cambelt service andFerrari the of a well custodians ownership it has beencondition. regularly serviced by the the well-respected Ferrari preparers, both body and interior are in very good conditio fitted beneath the centre dashboard body and interior initvery good condition. the the car is a detailed larly serviced the well-respected preparers, both body and interior arebook inand very good Accompanying car is a leather detailed custodians ownership has been regularly serviced by the well-respected Ferrari preparers, condition.

The original pack is supplied with the car in its original bound wallet maintained regardless ofare cost.

The condition ofwith thisAccompanying motor carits belies mileage and wallet hensive service history andofduring the most recent ied withalloy the car in its original leather bound wallet both condition.

The original book pack is supplied the car in original leather bound actory wheels all which are in excellent the car has the benefit of an all synchro Windsor.

As an original supplied right with handandrive model, this car is a very record of past works including all cam belt change ofQV past including all cam belt changes, anthe original book upplied right by hand well-respected drive model, this car preparers, is a very record of QV pastinworks all cam beltUK changes, together original book pack. in works Windsor.

As in anvery original UKcondition. supplied together right handwith drive model, carpack. is a very record and contains all ofincluding the relevant documentation together with 2 in sets of keys.

The 328 body and interior are good Accompanying car isthis a detailed larly serviced Ferrari tation together with sets ofleather keys.

The Ferrari 328 both 1984 Ferrari 308 finished 1990 Ferrari 328 GTS finished in Rosso Corsa with Crème interior and Ferrari red carpet 4 speed Jagaur gearbox with overdrive and contains all ofclassic the relevant documentation together with 2 insets of keys.

Themot Ferrari 328 be supplied with GTS the benefit of in a 12Rosso monthCo co collectable classic and becoming increasingly difficult to find hide this condition what we It will ied with the carthe in find its 2original bound wallet will be supplied with the benefit ofCorsa a 12 month warranty and abook fresh easingly difficult to this condition what we It It has will be supplied with the benefit of a 12 month comprehensive warranty and a fresh mot at produced collectable and increasingly difficult this condition what weonCorsa Ferrari 355 GTS F1at finished in Rosso with Nero Hide with red stitching.

This is a 1988 Ferrari Testarossa finished in becoming Rosso with Crema comprehensive Hide interior.

This to iswith a find very top gear.

Massive history file including record of past works including all cam belt changes, together an1998 original pack. upplied rightofhand drivein reliable model, this carat is a very always had the strong reputation forThe being one of the most reliable Ferraris being one the most Ferraris produced has always had the strong reputation for being one of the most reliable Ferraris produced well maintained motor car that has covere throughout.

The 328 GTS was designed by Pininfarina and built by Scaglietti. beautifulcertificate. very pretty example of the marque that has covered a relatively high mileage of 89,000 but fine example that has had only 5 owners from new and is in superlative condition as to be Undoubtedly one of the most inexpensi consider to be a realistic price level. car has the benefit of a maintenance portfolio tation with 2 in sets keys.

The Ferrari 328 certificate.

Undoubtedly of the most inexpensive 308’ s currently available at £57,500.

The cartogether has the benefit of a of maintenance portfolio Original right hand drive, UK supplied example, sold by usfile to anThis In Primrose Yellow with full black hi certificate.

Undoubtedly one of the full most inexpensive 308’ s currently available at £57,500. consider to beshand a one realistic price level.

The comprehensive car has the benefit of ahistory maintenance portfolio pplied example, sold by us to an Inbeexpected Primrose Yellow with full black interior.

Thick file details of a full strip down to a bare shell, Original right drive, UK supplied sold us to an In Primrose Yellow with black hide interior.

Thick history has by always been well maintained and comes with a full maintenance record which includes from an 80’ Supercar that hasof covered only 21,000hide miles.example, This is a twin mirror It will supplied with the benefit a 12 month warranty and a fresh mot easingly difficult to find this condition at what we and thefull mileage speaks priced £65,950. cally priced of £65,950. and the mileage speaks volumes.

Realistically priced £65,950. ofwith service receipts by comprehensive theRealistically likes of QV, Lancaster, Bob Houghton, Talacrest, regardless of cost.

The condi example comes with avolumes. very service history andThe during the Neal mostLucas recent maintained QV, Lancaster, Bob most Houghton, Talacrest, Neal Lucas full of receipts by theservice likeshistory of QV, Lancaster, Bob MOT Houghton, Talacrest, fulldue re-chrome, and reassembly with all cam belt changes, theNeal next ofLucas which a is not until 2019. Fitted the GTS removable example andservice comes with a comprehensive together with numerous being Ferraris produced extremely discerning regular customer in 2016. previous with numerous service invoices and certificate.

Undoubtedly one the most inexpensive 308’ s currently available at £57,500.

The carone has thethe benefit ofreliable a maintenance portfolio tomer back in 2016.

The with numerous service invoices and many expired MOT certificates extremely discerning regular customer back inexterior 2016.

The previous with numerous service invoices manyback MOT certificates pplied example, sold by usprevious tothe an fitting Incertificates Primrose Yellow with full black hide interior.

Thick history file roof panel which behind theof seats, air engine conditioning 5and spoke alloy wheels,and paddleshift all of which back up of the lowhave mileage of this fine motor car.

Monaco Motors. haveregularly just and completed aexpired full cambelt service and Ferrari the fitting of a being fully rebuilt the ompleted a full cambelt service and of a and Monaco Motors.

QV just completed aBoth fullthecambelt service and stows the fitting athe both body and interior are in very good custodians ownership it hasQV been serviced by the well-respected preparers, cally priced £65,950.

Pirelli P Zeroswas have only just been fitted Jaguar enthusiast who was responsible for the coachwork and the sumptuous interior are completely unmarked and the car has only just transmission and Ferrari wing badges. A new set of owner QV, Lancaster, Bob Houghton, Talacrest, Neal Lucas a serious showing that it has covered only mi suspension being reassembled using Polly usiast responsible for the showing that it and has covered only minimal mileage in the last years. owner was a serious Jaguar enthusiast who was responsible for the showing that itThe has covered only minimal mileage in the 25this years. new clutch. caroriginal sits on its original factory alloy wheels all model, oflast which are in excellent al factorywho alloywas wheels all The of which are in excellent new clutch.

The car sits on itscam original factory alloy wheels of which are25 in excellent tomer back in 2016. previous with numerous service invoices many expired MOT certificates and a new mot certificate will accompany the QV car together with the benefitAs of a 12 month had a full cambelt service refinishing of the coversand with Ferrari experts QV London, all record of past works including all cam be in Windsor. an UK supplied right hand drive car is a very a full cambelt service and the fitting of a bushespriced and new joints and a brake bookthat warranty an which is annually renewable.

Sensibly at £65,000. ancondition. invoice for which is onoriginal file. Competitively priced for such a1998 low mileage at £137,500 condition. original pack is supplied thefor car its original leatherand bound wallet nut and boltThe restoration was carried out onin the car.

Difficult to a number of invoices from pplied with thewas car its original leather bound The bookthat pack is supplied with the car its both original leather bound wallet sompleted carried out oninthe car. Difficult to wallet Also a number invoices from &example 1999 for engine and nut and bolt restoration was carried out onin the car.the Difficult Also aballnumber of invoices from 1998 &with 1999 both an engine usiast who responsible for the showing that it of has covered only minimal mileage in last 25toyears. will be supplied with the benefit of a199 12 m collectable classic and becoming increasingly difficult to find insets this condition at what we ItAlso upgrade with new discs and Coopercraft al factory alloy wheels all of which are in excellent and contains all of the relevant documentation together with 2 of keys.

The Ferrari 328 and contains all of and the relevant together with 2 sets of keys.£49,950 The Ferrari 328front callipers. mentation together with 2 sets of keys. The Ferrari 328 find a to better example anywhere not over-priced gearbox Undoubtedly rebuild and one a new stainless £65,950 find a better example anywhere and not over-priced at £125,000 gearbox rebuild and price a new stainless steel system. £49,950 and not at £125,000 gearbox rebuild a newdocumentation stainless steel exhaust system. of the most i consider be a realistic level.

Theand car has exhaust the benefit ofata £125,000 maintenance portfolio certificate. pplied withover-priced the car in its original leather bound wallet

RUNNYMEDE

1990 Ferrari 328 GTS finished in Rosso Corsa with Crème hide interior and red carpet 1984 Ferrari 308 GTS finished in Ros throughout. The 328 GTS was designed by Pininfarina and built by Scaglietti. This beautiful well maintained motor car that has c example comes with a very comprehensive service history and during the most recent maintained regardless of cost. The custodians ownership it has been regularly serviced by the well-respected Ferrari preparers, both body and interior are in very QV in Windsor. As an original UK supplied right hand drive model, this car is a very record of past works including all ca collectable classic and becoming increasingly difficult to find in this condition at what we It will be supplied with the benefit o consider to be a realistic price level. The car has the benefit of a maintenance portfolio certificate. Undoubtedly one of the full of service receipts by the likes of QV, Lancaster, Bob Houghton, Talacrest, Neal Lucas 1973 Jaguar E Type V12 1960 Jaguar FHC 1960 Jaguar XK150FHC HC 1973 Jaguar JaguarXK150 E TypeFHC V12 2+2 Coupe 1960 1973 Jaguar EXK150 Type V12 2+2 Coupe Finished in CarmenERed with Biscuit hide interior, with a veneered and Monaco Motors. QV have just completed a full cambelt service and the fitting of a HC 1973 Jaguar Type V12 2+2 Coupe dashboard and period wood rimmed steering wheel. Restored to anew clutch. The car sits on its original factory alloy wheels all of which are in excellent condition. The original pack is supplied withforthe car in its original bound wallet More Astons can be Martin found by visiting our website atonwww.runnymedemotorcompany.com or please call Martin Brew veryMore highAstons standard, this 3.8 litre, twin overhead camshaft produces visiting our website at www.runnymedemotorcompany.com or please call Martin Brewer for more details on any of our cars. can be found by visiting our website at www.runnymedemotorcompany.com or book please call Brewer more details anyleather of our cars. and1960 containsJaguar allyou of the relevant documentation together with 2 sets ofon keys.

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Realistically priced £65,950. mentation together with 2 sets of keys. The Ferrari 328 of service receipts by the likes of QV, Lancaster, Bob Houghton, Talacrest, Neal Lucas and the mileage speaks Realistically priced £65,950. and not over-priced at £125,000 gearbox rebuild awasnew steel exhaust system. £49,950 and the mileage Realistically priced £65,950. stically priced £65,950. a beautiful example that has covered just over 37,000 miles and comes with Ferrarivolumes. service customer In the Pininfarina designed 2+2, speaks theand enginevolumes. slightlystainless detuned from the Daytona to 340bhp, is extremely discerning regular back in 2016.

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We are seriously low on stock, please telephone if you have an Aston Mart I-254604.indd 1 censors, Wing badges, alloy pedals, by visiting our website at www.runnymedemotorcompany.com or please callrarely Martin Brewer for more details cars. withof 6.5”our screen, Bi-Xenon headlamps, front and rear parking LHD, concours1example (a term we use), finished in black with black hide interioron and any I-254604.indd 18/01/2018 17:32 18/01/2018 17:32 and contains all roof. of the relevant together with 2 sets of keys. The Ferrari 328 Ferrari and a fully retractable electric The car has had justdocumentation 2 on perfect Borrani wire wheels. It you has hadhave just one owner for the past 27 years duringtofull details on any our cars.low Weon arestock, seriously on sitting stock, please telephone something interesting sell . tool kit, climate controlfind a better example anywhere and not over-priced at £125,000 gearbox rebuild and a new s We areofseriously pleaselow telephone if you have an AstonifMartin to sell. previous owners and has been well kept throughout and is competitively priced at £74,950.

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has always had thesales@runnymedemotorcompany.com strong reputation for being one of the most reliable Ferraris produced 18/01/2018 17:32 Email: www.runnymedem sales@runnymedemotorcompany.com nymedemotorcompany.comEmail: www.runnymedemotorcompany.com and thewww.runnymedemotorcompany.com mileage speaks volumes. Realistically priced £65,950.

Email: sales@runnymedemotorcompany.com www.runny nymedemotorcompany.com www.runnymedemotorcompany.com We currently have 35 cars in stock which can be found by visiting our website at www.runnymedemotorco More Astons can be found by visiting our website at www.runnymedemotorcompany.com or please call Martin Bre which time it has formed part of an important collection, rubbing shoulders with an early Testarossa and a 275 GTB 4 cam and other iconic motor cars. It comes with an original book The 365 GTC/4 shares the chassis, wheelbase, suspension and engine with the 365 Daytona. 2009 Ferrari California Spider finished in Tour de France Blue with biscuit hide interior. This pack inIna the leather bound wallet 2+2, including the was original Ferrari warranty booklet and sets is a beautiful example that has covered just over 37,000 miles and comes with Ferrari service Pininfarina designed the engine slightly detuned from the Daytona toboth 340bhp, of original A fullset-up service hasslightly just been completed and the carand is now completelywere ready history. The 4300cc engine produces 435 BHP and 358 lbs of torque and has a top speed of the tools. suspension was softer and power-steering air conditioning for use.fitted Fitted standard with air conditioning, thisproduced car has Ferrari Classiche certification 193 mph. This cleverly designed coupe convertible is both versatile and practical for use in as as standard.

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18/01/2018 17:32

Brewer for more details on any our cars.low Weon arestock, seriously on stock, please telephone you have We areofseriously pleaselow telephone if you have an AstonifMartin to s

specification includes Carbon ceramic brakes with yellow callipers, DVD navigation system with 6.5” screen, Bi-Xenon headlamps, front and rear parking censors, Wing badges, alloy pedals,

tool kit, climate control and a fully retractable sitting on perfect Borrani wire wheels.

It hasSeries had just one owner for the past 27 years during full Ferrari I-254604.indd 1 electric roof. The car has had just 2 1964 Jaguar E Type 3.8 I 1965 Jaguar E Type 4.2 Roadster 18/01/2018 17:32 previous owners and has been well kept throughout and is competitively priced at £74,950. which time it has formed part of an important collection, rubbing shoulders with an early

Finished in original Carmen Redother withiconic original hide interior and book Testarossa and a 275 GTB 4 cam and motorblack cars. It comes with an original black mohair softbound top.wallet Undoubtedly of the very bestbooklet early and both sets pack in a leather including theone original Ferrari warranty of original full service has just been andand the car is now completely ready E types we tools. haveAhad the pleasure of completed marketing the attention for use.

Fitted standard with air conditioning, this car has Ferrari Classiche certification to the detail ofasthis restoration is exemplary.

It has recently been and is Probably The Best in the World. £365,000. expertly converted to RHD. Realistically priced at £135,000.

In ‘better then new’ condition it had a recent full rotisserie, bodyoff restoration and has since been owned by the chairman of a major component supplier. Proved to be reliable on long-distance excursions including a 5000-mile tour through France, Italy, Belgium, Germany, Switzerland, Luxemburg, and Monaco. £165,000

Email: sales@runnymedemotorcompany.com www.runnym

I-254604.indd 1 1990 Ferrari 328 GTS finished in Rosso Corsa with Crème hide interior and red carpet 1984 Ferrari 308 GTS finished in Rosso Corsa with Crème hide interior. This is an extremely throughout. The 328 GTS was designed by Pininfarina and built by Scaglietti. This beautiful well maintained motor car that has covered above average mileage but has been regularly example comes with a very comprehensive service history and during the most recent maintained regardless of cost. The condition of this motor car belies the mileage and custodians ownership it has been regularly serviced by the well-respected Ferrari preparers, both body and interior are in very good condition. Accompanying the car is a detailed QV in Windsor. As an original UK supplied right hand drive model, this car is a very record of past works including all cam belt changes, together with an original book pack. collectable classic and becoming increasingly difficult to find in this condition at what we It will be supplied with the benefit of a 12 month comprehensive warranty and a fresh mot consider to be a realistic price level. The car has the benefit of a maintenance portfolio certificate. Undoubtedly one of the most inexpensive 308’s currently available at £57,500.

Ferrari 328 GTS finished in Rosso Corsa with Crème hide interior and red carpet full of 1990 service receipts by the likes of QV, Lancaster, Bob Houghton, Talacrest, Neal Lucas 1984 Ferrari 308 GTS finished in Rosso Corsa with Crème hide interior. This is an extremely throughout.

The QV 328 GTS

by Pininfarina and builtservice

by Scaglietti.

Thisfitting beautiful and Monaco Motors. havewas justdesigned completed a full cambelt and the of a well maintained motor car that has covered above average mileage but has been regularly example comes withon a very comprehensive servicewheels historyall and recent maintained regardless of cost. The condition of this motor car belies the mileage and new clutch.

The car sits its original factory alloy ofduring whichthe aremost in excellent custodians ownership it has been regularly serviced by the well-respected Ferrari preparers, both body and interior are in very good condition. Accompanying the car is a detailed condition.

The original book pack is supplied with the car in its original leather bound wallet QV in Windsor. As an original UK supplied right hand drive model, this car is a very record of past works including all cam belt changes, together with an original book pack. and1960 contains all ofclassic the relevant documentation together with 2 sets of keys. The Ferrari 328 Jaguar XK150 Jaguar E Type V12comprehensive 2+2 Coupe be supplied with the benefit of a 12 month warranty and a fresh mot collectable and becoming FHC increasingly difficult to find in this condition at what we It will1973 has always had to the strong reputation forThe being mostofreliable Ferraris produced Undoubtedly one of the full mostblack inexpensive s currently available at £57,500. consider a realistic price level. carone has of thethe benefit a maintenance Original rightbehand drive, UK supplied example, sold by us to an portfolio certificate.

In Primrose Yellow with hide308’ interior.

Thick history file and thefull mileage speaks volumes. priced £65,950. of service receipts by theRealistically likes of QV, Lancaster, Houghton, Talacrest, Neal Lucas extremely discerning regular customer back Bob in 2016.

The previous with numerous service invoices and many expired MOT certificates and Monaco Motors. QV have just completed a full cambelt service and the fitting of a owner was a serious Jaguar enthusiast was responsible the showing that it has covered only minimal mileage in the last of 25our years.

More Astons be found by visiting our website at or please call Martin Brewer for more details on any cars. new clutch.

Thecan car sits on its original factorywho alloy wheels all www.runnymedemotorcompany.com of which for are in excellent original bookthat pack is supplied with are the car its original leather bound wallettelephone nut condition. and boltThe restoration was carried out oninthe car. toplease Alsoifayou number of Aston invoices fromto 1998 We seriously lowDifficult on stock, have an Martin sell. & 1999 for both an engine and containsexample all of the relevant documentation with 2 sets of keys. The Ferrari 328 findand a better anywhere and nottogether over-priced at £125,000 gearbox rebuild and a new stainless steel exhaust system. £49,950 has always had the strong reputation for being one of the most reliable Ferraris produced and the mileage speaks volumes. Realistically priced £65,950.

Email: sales@runnymedemotorcompany.com www.runnymedemotorcompany.com We currently have 35 cars in stock which can be found by visiting our website at www.runnymedemotorcompany.com or please call Martin I-254604.indd 1

More Astons can be found by visiting our website at www.runnymedemotorcompany.com or please call Martin Brewer for more details on any of our cars.

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18/01/2018 17:32

Email: sales@runnymedemotorcompany.com www.runnymedemotorcompany.com

TWIN TEST

High achiever W O R D S : S A M S K E LT O N

P H O T O G R A P H Y: P A U L W A LT O N

The Range Rover P38a was targeted not only at other off road vehicles, but at the world of the luxury saloon. The Jaguar XJ was Britain’s poshest plutocrat carrier – how does the Range Rover compare?

24 | Jaguar World / Spring 2024

Spring 2024 \ Jaguar World | 25

TWIN TEST JAGUAR X300 V RANGE ROVER P38A

HE RANGE Rover P38a was a vast step above what had come before – it offered not only go-anywhere ability but luxury beyond that the outgoing car could hope to match. Land Rover was bullish about the new product – it believed that not only was it capable of seeing off the best that Jeep could throw its way but also that it could compete on equal terms with the Mercedes S class and Jaguar XJ. Few outside the motoring magazines had the chance to compare the two when they were new – and as they age, few enthusiasts like the idea of having two large and costly classics on the driveway.

However, at Jaguar World we’re different. These two cars have been run alongside each other for almost three years now, meaning we feel better qualified than most to assess whether the Range Rover really was as good as a luxury saloon. Can it take on the Jaguar XJ and win?

The Jaguar XJ and the Range Rover, as concepts, date back to within two years of each other. And by 1994, both were due new generations. The X300 and the P38a were launched in the same month, September 1994, and unsurprisingly most of the major car mags capitalised by

T

26 | Jaguar World / Spring 2024

featuring both in the same issue under the banner of Britishness.

The Range Rover Classic was getting old by 1994. After a solid 24 years of production, Land Rover had developed a new model to succeed it. Development stretched back into the 1980s, and the car took advantage of the fact that the Range Rover’s target market was changing.

No longer did it need to be a hose down family car crossed with a tractor. It needed

to be plush – not least because the sub-Range Rover Discovery was cramped in the existing market and the upward expansion of the Range Rover market would mean less internal competition.

The P38a – named after the room in which it was developed – would sit on an eight inch longer wheelbase, and be fitted with larger engines and better trim than the outgoing car.

Land Rover paved the way with the LSE –

a Classic fitted with air suspension, a larger engine, more toys and a longer wheelbase.

Feedback was good, and confirmed that Land Rover was doing the right thing by expanding the Range Rover into this new market. The air suspension was key to the car’s development – with five heights selectable. A low height enabled entry and exit, a standard height was used for driving, a raised height for off road and a lower version of the standard height ensured a low centre of gravity at speed. The final height was not selectable unless in an emergency. Should the car be beached, you had the option of extending the wheels downwards in order to find traction.

Launched in 1994, the initial reviews were positive, considering it victorious not only over the Toyota Land Cruiser and the

Jeep Grand Cherokee but over executive cars such as the BMW 7 series and Audi A8.

Initially the range comprised three models – the base, available with a 2.5 litre diesel or 4.0 petrol. The SE – available in both forms. And the range topping, exclusive 4.6 litre HSE, only available with a 4.6 litre V8 and automatic gearbox. Land Rover produced myriad special editions, some of which would subsequently become

production models in order to widen the range. By the time the Vogue SE had been made into a series production model, it was possible to buy 2.5 and 4.0 HSE models in addition to those already in existence, and a new County had replaced the base as the entry level model.

A new engine management system was fitted to the V8 models for 1999, improving the engine’s refinement and adapting it for improved emissions control.

Engine mounts were also changed, as was the inlet manifold, and low and mid range torque was improved. These “Thor” cars are deemed more desirable than the earlier “GEMS” models today. Facelifted for 2000 with new headlamps and monochrome indicator lenses, the P38a would be discontinued in 2002 when the L322 model was launched.

While the Range Rover was new, the X300 was effectively a heavy facelift – but that didn’t deter the magazines.

While the X300 was an evolution of the earlier, squarer XJ40, it heralded a return to form for Jaguar with soft curves and gentle haunches, evoking the Series XJs in a package which took the XJ40 and improved upon it for greater reliability and comfort. The biggest story was the new XJR – supercharged, lowered and trimmed

Our Range Rover today is a 4.6 litre Vogue SE

Spring 2024 \ Jaguar World | 27

TWIN TEST JAGUAR X300 V RANGE ROVER P38A

in a manner that was more vodka bar than vodka and tonic, it revolutionised Jaguar in the same way that the Turbo R had revolutionised Bentley a decade earlier.

The range was split into three – there was a Sport range, a standard range, and a Daimler range. The Sort range included the XJR, and used more modern finishes and colours to attract a younger buyer to the Jaguar fold. The Daimlers sat at the top of the tree in terms of specification and price, while the standard models – the XJ6 and Sovereign – were targeted at the sort of people who had long bought Jaguars. Two six cylinder engines were available – a 3.2 and a 4.0, with a supercharger optional on the latter for the XJR model.

The X300 was in truth a stopgap – the all new V8 engine wasn’t ready in time, but the XJ40 was starting to look old hat.

Jaguar updated the old AJ6 engine under the code AJ16, and fitted it into the car until it could ready its new engine. Sales proved strong, in no small part owing to the XJR and to the long wheelbase variants introduced in 1995. These later became standardised for the Daimler and Sovereign, optional for the XJ6. By 1997 the new V8 was ready, and Jaguar replaced the X300 with what in itself appeared to 28 | Jaguar World / Spring 2024

be a mild facelift. But the X308 was all new under the skin, and the engine it used – first seen in the XK8 – would prove to be the company’s staple powerplant for the next two decades.

92,038 X300s were built over a three year period – more per year on average than both its predecessor and its successor.

Approach our long wheelbase 3.2 litre Sovereign and there’s an instant sense of class. It sits well on elegant alloys, and while

many have accused the XJ series of looking dated its gradual evolution had resulted in a degree of timelessness which means that the XJ looks at home almost anywhere you put it. The Titanium Grey paint suits the car and gives it a metropolitan air – while green Jags have always looked at home in the countryside. Open the door and sink into those cosseting leather seats and it feels like a blend of the old and the new – there are LCD displays, there’s a

trip computer, but the walnut and leather dominate the atmosphere. Not that it’s hard – even in this long wheelbase the roof is low and the sides feel hemmed in – there’s not much space in here. Fortunately, the long wheelbase makes its advantage felt in the back – where a short wheelbase XJ is tight for the tall, there’s room in here for corpulent six footers to stretch out after their long corporate lunches.

Turn the key and the straight six purrs into life. It’s not necessarily the smoothest engine but it’s an improvement on the AJ6 which went before, and on the XK which went before that. There’s just 216bhp to play with in this iteration, and 232lb ft of torque. And as a long wheelbase Sovereign, it’s as heavy a car as that drivetrain has to deal with. Knock the J gate back into D, and

the XJ is one of the smoothest cars you’ll ever have piloted. The seats offer the right amount of support, while nicely weighted speed sensitive power steering makes it easy to waft about without making much effort.

On a B road, you’re aware of the extra six inches in this car’s wheelbase, but a short wheelbase example turns in with all the alacrity of the average GT car, shrinking

around you and making you wish you had the extra power of the 4.0. It’s engaging, if a little sedate with this particular powertrain. On the motorway the smaller engine comes with another disadvantage – it’s lower geared, and as such revs higher at cruising speeds than the 4.0 we had previously. But despite these model specific foibles it’s a pleasant place to spend time, and as entertaining as any luxury liner can be. If you really want to press on the J gate enables manual shifting too – but it’s not really becoming of the car’s nature, and if we wanted to drive in that fashion we’d be looking for an XJR instead.

Where the Jaguar sits ahead of its competition is in self perception. In the Jaguar you feel far more special and separate than in a large BMW, Audi or Mercedes. It has a sense of opulence inherent in the knowledge that this car sits alone, rather than at the top of a corporate ladder. Whether this is a better feeling than the commanding superiority of the Range Rover is a very personal argument, and we wouldn’t wish to influence you unduly. But as you shut the door with a gentle thunk and walk away from the Jaguar, you can’t help but turn back for a final admiring glance. This is a very beguiling motor car.

But can the Range Rover capture our hearts

The X300 was in truth a stopgap – the V8 wasn’t ready

Spring 2024 \ Jaguar World | 29

TWIN TEST JAGUAR X300 V RANGE ROVER P38A

The extra height means that in the corners it feels compromised.

quite so effectively?

Our Range Rover today is a 4.6 litre Vogue SE – a limited edition released at the end of the 1998 model year, based on the HSE. It came with colour coding, side stripes, additional wood trim, Lightstone Beige leather with colour coded interior trimmings, and – though this example is currently awaiting their reinstatement – different seats and 18” wheels. Just 220 were built, in a choice of four colours 30 | Jaguar World / Spring 2024

including the White Gold you see here.

As with all 4.6 litre Range Rovers, it was only available with a four speed automatic gearbox.

Many wags when the car was new chose to liken it to the MCW Metrocab, and while this is an unfair comparison it’s not an impossible comparison to understand.

Both have a square look with rectangular headlamp and a similar silhouette. It’s fairer though, to acknowledge that it looks

like exactly what it is – the Range Rover which came between the original and the L322. Inside there’s a striking similarity to the Rover 800 – which shares much of its switchgear and certainly its interior colour palette. It feels upmarket – perhaps not as unique as the Jaguar, but it’s special, and the commanding driving position helps too. Turn the key and the muted, irregular burble of the Rover V8 is as familiar as a cup of tea in your mother’s kitchen. Put it

in D and while it may feel like it lacks the poke even of the 3.2 Jag, remember that its 221bhp has to lug around an extra third of a ton, and its 278lb ft of torque has to propel what amounts to three differentials as well as shoving that extra weight about.

On the road, it’s not as smooth as the Jag, but rides as well as the average family car – say, a BMW 3-series or a Ford Mondeo. The extra height does mean that in the corners it feels compromised, and

you’re hesitant to throw it about as much as the Jag – in fact, you’re hesitant to carry as much speed in a straight line on undulating surfaces, just in case you have to react in an emergency. But get onto a motorway or an A road, and it hunkers down on its airbags, increasing the sense of stability and reducing its centre of gravity. It makes for a more confidence-inspiring package. And if it sounds like we have a downer on the Range Rover, think again. It might not be as good

on a B road, but the driving position, engine note and simple feeling of invincibility imbue the driver with a sense of occasion missing even from Rolls-Royces. The Range Rover can compete in the luxury car market not on its objective qualities, but on its subjective benefits. Where you lose the toys and the cornering, you gain in terms of the way this car makes you feel.

It’s special. But is it special enough to win?

Spring 2024 \ Jaguar World | 31

TWIN TW W TEST JAGUAR X300 V RANGE RA A ROVER P38A VERDICT

We’ll get the easy bits out of the way in the first paragraph. The Range Rover is not as comfortable as the Jaguar, nor is it as engaging to drive. It might be more spacious than a short wheelbase example, but the long wheelbase on test has a lot more space available inside for four adults.

As a luxury saloon then, the Range Rover is not as good a car.

But there is a very good reason that I restored the Jaguar as an everyday car and then bought the Range Rover to do the same job. The fact of the matter is that in the countryside, all wheel drive and high ground clearance offer a distinct advantage to the Range Rover. And the fact that the Range Rover actually has a boot capable of carrying more than an overnight bag makes it a far more practical proposition even if the all wheel drive is redundant for most of the time. The Range Rover is far shorter than the Jaguar, and yet has a greater

32 | Jaguar World / Spring 2024

capacity because of its shape. It’s possible to park the Range Rover in a supermarket parking bay, while the Jag sticks out into the aisle however closely you park it to the car in front.

So the Range Rover is a more useful vehicle and therefore our winner, right?

Wrong. After two years of ownership the Range Rover has more than lived up to its poor reputation for reliability, while it’s only now that I’ve experienced a fault that has put the Jaguar – briefly – off the road in the form of its water pump. Leaving aside the thousands saved in bills the Jaguar is also cheaper to run, with 25mpg achievable on average against the Rangey’s 15. And the Jaguar makes the driver feel much more special. It’s a far more flawed package, but one which makes the owner far happier. If you need the space and the ground clearance – and I do – a Range Rover is a useful tool. But for everyone else, the Jaguar makes far more sense. SK

1997 Jaguar Sovereign 3.2 LWB ENGINE 3239cc I6 POWER 216bhp TORQUE 232lb ft 0-60MPH 8.9secs TOP SPEED 138mph ECONOMY 25mpg TRANSMISSION 4-spd auto PRICE NEW £41,700 VALUE NOW £2,000-£6,000

1998 Range Rover Vogue SE ENGINE 4554cc V8 POWER 221bhp TORQUE 280lb ft 0-60MPH 10.5secs TOP SPEED 124mph ECONOMY 15mpg TRANSMISSION 4-spd auto PRICE NEW £53,750 VALUE NOW £1,500-£7,000

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Accelerating the brand HISTORY

Supercharging reinvigorated Jaguar, and made its first appearance 30 years ago on the X300 XJR. This is the story of Jaguar’s path to forced induction W O R D S : S A M S K E LT O N P H O T O G R A P H Y: P A U L W A LT O N , MARTIN JOYCE, KELSEY ARCHIVE

ORD’S TAKEOVE ER of Jaguar at the starrt of the 1990s brou ught fresh challenges for the American giaant, not least the need to expand th he Coventry-built line-up in order to widen its appeal and achieve increased sales. Existing plans to replace the XJ40 with a new saloon codenamed XJ90, and to launch h the XJ41 GT project, were ultimately scuppered by Ford’s money men. A year-on-year falll in Jaguar sales for 1990 exacerbated the fact that the company was haemorrhaging money it could scarcely afford to lose, although elements of both h scrapped d projjects were to resurrface in the car that later helped to th he transform the image of Jaguar’s saloon range: the X300-generation XJR. Through exclusive interviews with two of the leading lights behind the project, we can tell the full story of the development of the supercharged Jaguar XJR projectt, from concepttion to prod ducttion.

Martin Joyce led development of the initial prototype, while Andy Stodart was part of the small team readyying the supercharged engine for a production installation.

F

34 | Jaguar World / Spring 2024

Spring 2024 \ Jaguar World | 35

HISTORY SUPERCHARGER DEVELOPMENT

Jaguar had initially been working with forced induction as part of the XJ41 programme, which was to receive a twinturbocharged variant of the AJ6 engine as its halo model. These cars were effectively the first ‘F-Type’ project to be taken seriously, as a sporting stablemate for the XJ-S, and had begun in 1980. Jaguar had plans to conquer the American market, and the XJ41 was to form the backbone of these, along with the XJ40 saloon. Jaguar’s aim was to offer a range comprising the XJ40, XJ41 (and XJ42 roadster), and XJ-S – a trio that America would hopefully take to with vigour.

Delays with the XJ40 ultimately meant a delay with XJ41 development, during which time new rivals came along offering far more power than the AJ6 could muster.

The 4.0-litre variant was adopted, and work carried out to twin-turbocharge it. The improvements to the normally-aspirated (NA) engine in parallel to this formed one of the first projects for development engineer Martin Joyce, who had joined Jaguar straight from university in 1984 and remained with the company until 2003: “I’ve woven the XJ41 into the story for two reasons – it does have an impact, but it’s 36 | Jaguar World / Spring 2024

also my baby. I worked on the NA engine for the ’41; the turbo engine was handled by another engineer. The two engines were developed in parallel, some systems led by the turbo project, some by the NA project, depending on the importance of the system for each version.” Ford’s bean counters killed off the project in 1990, when slides in the development schedule meant it wasn’t due to launch until ’95. It was feared that by then, XJ41 would not only be out of date but its launch would steal the limelight from Jaguar’s next planned saloon launch: the X300.

This, however, wasn’t the only forcedinduction research happening within Jaguar during the mid-1980s. While simultaneously working on the XJ41 project, Martin Joyce was assigned to work on a supercharged engine for assessment. This unit was based upon the 3.6-litre AJ6 and, while never fitted to a car, was up and running by 1986.

“That was a stand-alone project to evaluate supercharging as a potential technology,” says Martin. “The company wanted to look at boosting and downsizing for economy in 1987. That’s the way the world has now gone, but we were doing it over thirty years ago. As with a lot of research projects

Spring 2024 \ Jaguar World | 37

HISTORY SUPERCHARGER DEVELOPMENT at the time, it was partially funded with government money. We took a 3.6, lowered the compression, readied it for forced induction, and looked at two different types of supercharger to assess the viability. One was a Sprintex supercharger of the Lysholm or screw type, the other was a Roots blower sourced from the world of drag racing.”

Much testing followed, with interesting results, as Martin explains: “NEL did the physical testing using airflow rigs to test the superchargers independently for efficiency.

Then both were tested on the engine for power and economy. The conclusion was the Sprintex was better for power at high boost levels, but it was worse at light load owing to internal compression. The Roots blower was unbelievably noisy, very inefficient on boost but quite efficient off boost, which was a big surprise to us all – but that, as we learned, is because Roots blowers don’t compress. They blow air, much like a big fan. At part load in a vacuum it hardly absorbs power, but the screw charger always compresses and so maintains a constant load. The Sprintex was too small, too; it only really suited engines up to around 3.0 litres, while the Roots blower we had wasn’t

suitable for road use because of the noise.

It happened, we learned something, parked it, but the superchargers we needed for our engines didn’t exist. Whether I was given the work of developing the first installation of a supercharged engine because of my work on this project is something I was never told.”

The XJ41 programme had led to Jaguar gaining experience with forced induction, and when Eaton launched its biggest supercharger to date (the M90) it approached Jaguar with the idea of sharing development of a concept to show the supercharger to the world. “The other player in the game was the Ford Thunderbird,” says Martin, “Without that car, Eaton wouldn’t have developed the M90 supercharger. If Ford hadn’t committed to the supercharger programme, the supercharger for the XJR wouldn’t exist. That Thunderbird was barely any thirstier than the 3.8 V6, but offered better performance than the 5.0 V8.”

From the work with NEL, Jaguar knew that the Roots blower style worked well with the engine, and was therefore open to discussion. The agreement was that Jaguar would provide a car, Eaton a supercharger, and they would jointly pay a third-party

company to manage the installation, with Jaguar then carrying out the calibration and the majority of the testing work.

That company was then called Intelligent Controls, and is now part of MAHLE Powertrain.

Jaguar was to calibrate the engine of the car, Eaton to work on noise and vibration, and Jaguar management would evaluate the result. Eaton requested a 3.6, but with the 4.0 derivative at an advanced stage of development, Jaguar preferred to see the testing and results applied to its most up-to-date engine, explains Martin: “Eaton wouldn’t have known about the 4.0 at the time. And Jaguar’s 50% share of the costs came to just $21,000, which was peanuts for automotive development. Even now, RPI inflation keeps it well within five figures.”

The money was squirrelled out of a research budget for turbocharging technology, deemed appropriate thanks to supercharging being a form of forced induction. Jaguar chose a US Federal specification engine as the basis of the work, as the catalyst ensured it was futureproof. Federal-spec pistons were also lower compression (8.5:1 rather than 9.5:1),

…a supercharged XJ40 could have the potential to be faster and more economical than the standard car 38 | Jaguar World / Spring 2024

and were the same pistons that had been used in the XJ41 turbo project. Camshafts also came from the XJ41 turbo, while the supercharger was used straight from the Ford Thunderbird, albeit with a different drive ratio to reduce boost in light of the AJ6’s higher rev limit. The supercharger drive was unique, while the inlet manifold was derived from XJ41 as it was easier to package the supercharger underneath the flatter manifold. The supercharger was mounted under the manifold – virtually where it is in the production X300 XJR. XJ41 injectors meant more fuel flow, a 3.6litre development ECU was used because it was spare at Jaguar and required no budget, and the Getrag 290 gearbox was employed.

“When it came to finding a car, I went to the scrapheap!” Martin jokes. There is, however, some truth in that. What he did was look for a suitable car among the discarded former development mules retained by Jaguar, as reusing one of these was more cost-effective for a limited budget than drawing a new car from the line. A Federal-spec left-hand drive 2.9 automatic was chosen as the donor, finished in Oyster Gold – because it was the nicest available.

It was convertted d to 3.6 6 manuall speciificattion and right-hand drive, and within a month the car was ready for the engine installation.

Martin couldn’t get a second 4.0 engine, hence the conversion of the car to 3.6 spec.

The idea was that Intelligent Controls would build the supercharger installation around the 3.6-litre engine, then strip the parts from it and ship them back to the UK.

Then they woulld be reassemb bled d around d the 4.0 engine, which would be calibrated on the test bed. The engine and gearbox assembly would then be shipped back to Intelligent Controls for installation. Martin Joyce subsequently flew out to calibrate the engine in the car, before Eaton worked on the NVH aspects and shipped the complete car back to the UK.

Spring 2024 \ Jaguar World | 39

HISTORY SUPERCHARGER DEVELOPMENT

Why right-hand drive? “It didn’t really matter to us from an engineering perspective,” says Martin, “But the car had to be appealing to Jaguar management. We wanted to make it as easy as we could for them to see it as a production reality, and by showing them a right-hand drive car like any other current UK example, we managed to make it more attractive.”

This gold car was, at this stage, the only supercharged Jaguar demo car, and thus the first factory supercharged Jaguar – and while the project was sanctioned and was a joint venture, there was almost a skunkworks feel to the way it was done.

This was, effectively, Martin’s baby – and when the development car was completed, it was only natural that Martin should be the man to drive it from Intelligent Controls in Detroit, to Eaton’s proving ground in 40 | Jaguar World / Spring 2024

Marshall, Michigan: “The first time it ever drove, I fired it up and did 130 miles. There were no faults, as I remember. I spent a week driving round calibrating the car – some on track, some on the roads. The following weekend, the Eaton development engineer and I took the car to Chicago because I had never been there and wanted to see the Seers Tower!” After Martin returned to the UK, Eaton carried out noise reduction work. The car was then shipped back to Britain and subsequently tested at MIRA to establish performance figures, which would be assessed alongside those for the 6.0-litre V12 – a project that was already under way at that stage.

Initial testing went well, and Martin reported back to his superiors that with the right final drive, a supercharged XJ40 could have the potential to be faster and more

economical than the standard car – offering performance on a par with the V12, yet with economy comparable to the 4.0-litre.

Two final drives were used during testing in place of the standard 3.58:1 unit – a 3.31:1 (similar to the final production car’s 3.27:1) and a far taller 2.88:1 unit, which would have produced more rapid 0-60 times and better long distance economy at the cost of some in-gear acceleration and top speed. In terms of economy, it was predicted through testing that a 3.31:1 diff would return similar economy to a standard 4.0, while a 2.88:1 diff would yield improvements of approximately 7% on the standard combined cycle.

The improved performance of the taller diff was because of the need for fewer gear changes for 0-60 and standing quarter-miles, as well as the shorter diff’s traction issues

The final hot-weather testing trip took place in July 1994 – just two months before the launch

from a standing start, and the phenomenon of supercharger lag. Martin explains: “Supercharger transient lag is harder to understand than turbo lag. But our data showed that boost is not consistent relative to revs when an engine is under load – we lost almost 1psi between the figures for fifth and second gear. This is because while a supercharger is driven by the engine, it delivers an airflow proportional to engine speed. When you accelerate, you increase engine revs – but the air that has already been forced through the supercharger is at the pressure relative to lower revs than the engine is now operating at, so the level of boost is lower if the engine is able to rev more freely at lower speeds. A taller axle ratio means that revs will increase more slowly, and thus transient lag is reduced.

Despite this finding, a 3.27:1 diff ratio was chosen for production to boost in-gear acceleration times.”

The volume of the air intake and the delivery of the supercharger also affect this lag – the smaller the air intake, the lower the lag. It means smaller intercoolers offer less lag, but this needs to be offset against the reduced cooling capacity and the lower power the engine will produce as a result of a hotter air/fuel mixture. Martin noted that an air to air intercooler is more difficult to

package in an existing body and has a larger volume – and these facts together largely decided the type of intercooler used in every supercharged Jaguar to this day.

Having created and evaluated the supercharged Jaguar package, the next stage was to move toward a production reality.

The accidental destruction of the gold XJ40 supercharged mule during testing served as a sign that the chassis would need refining to cope with the power; uprated springs and lower profile tyres would be necessary to prevent future crashes. “It was still on stock wheels, tyres and suspension at the time,” says development engineer, Martin Joyce.

“I have to say it was a bit wayward – I had a few sideways moments in it. It was driven by many members of the board, including Jim Randle, and the conclusion was that it had excellent performance, unbelievable fuel economy, acceptable refinement – with work to be done, but it could get there.

Marketing felt it was a nice enough car, but the 6.0 was more ‘Jaguar’ and they felt that it was a better sales prospect.”

Officially, that was the end of the supercharging project. Unofficially, however, work continued in the background in true ‘skunkworks’ style. The gold car had met

its end when it was rolled by the NVH department during testing (a move that Martin describes as “a strange form of NVH testing!”), but the same issues were prevalent in early V12 XJ40 mules. The suspension work carried out for the XJ81 to improve the car’s dynamic qualities fed back into the subsequent XJR project, now that it was known how best to tune the car to handle over 300bhp.

The project dipped under the surface; but based on the findings for transient boost, the Bordeaux Red Sovereign that was used as the next supercharged mule was built with an air to water to air intercooler borrowed from a Lotus Esprit 2.2 Turbo.

Paul Crawford re-engineered the pipework for the red car, and installed the engine more cleanly than the original gold car.

A 3.2 was tested again, but the economy benefits were found to be marginal and the drivability adversely affected.

The story then moved up a gear thanks to Jim Padilla, a Ford director who was installed at Jaguar as engineering and manufacturing director after the American conglomerate’s purchase of Jaguar in 1989.

Padilla reviewed the X300 project in an early meeting; and while Martin wasn’t present

Spring 2024 \ Jaguar World | 41

HISTORY SUPERCHARGER DEVELOPMENT

for the meeting, he understands that Padilla pressed for a new powertrain for the project. Martin’s boss, Trevor Crisp, pitched the supercharger project to Padilla (who’d driven the red car), who proceeded to push the result past Marketing.

The gold and red cars were the only two true XJ40-spec models to be developed with the supercharger, but a number of others would be by the time the X300 programme had been approved. These subsequent cars were X300 under the skin, but as development mules there was little need for the new body to make an appearance yet.

Before the X300 was launched, of course, the AJ6 was refined into the AJ16 engine, which is where Andy Stodart comes into the story. Andy was heavily involved with the development of the AJ16 unit, especially in supercharged form. Today, still heavily 42 | Jaguar World / Spring 2024

involved in automotive engineering, he owns a pair of XJRs himself, and continues to develop upgrades to further enjoy these cars to this day.

“The red car was still around when we began development work on the X300 supercharged project,” says Andy. “In fact, the majority of our early work was completed in XJ40 specification cars, because the X300 bodyshell didn’t exist at that point. The engine work was more advanced than the body engineering – especially because under the skin an X300 is basically the same as an XJ40.” It wasn’t until the end of 1993 that engineering prototypes existed using X300 ’shells, these cars being first used for cold weather tests in January ’94. But that was far from the start of the programme.

The first AJ16 development engines – and the first to use the supercharger as an official project – were being run on testbeds as early as 1990. These were sited at Jaguar’s engineering development complex at Whitley, the opposite side of Coventry from the production line at Brown’s Lane. Engines were connected to electrical generators called dynamometers, and could be run for days or weeks at a time at set RPM, with the energy created from the generators being fed back into the National Grid. “The beauty of doing things this way is that we can maintain any engine speed or load indefinitely,” says Andy. “Try testing in a car, and as it accelerates the revs will increase.

This sort of testing is very difficult to do outside of a controlled environment. The engines can be fine-tuned along with the engine management system – the only thing you have to do is generate a false reading for the wheel speed sensor, as the ECU won’t receive a real input from an engine on a testbed.” At this stage, the GEMS engine management system was already in play – as it would be for the final production cars, plus the Range Rover P38A. Testbeds can only tell you so much of the story, of course, and eventually a real car will be needed. The next one to be involved in the supercharger story was based on a black XJ40 3.2, registered J36 VDU, built in the prototype workshop in November 1991 and initially used for cold weather testing in a special cold chamber facility at Whitley.

This lab would reduce temperatures to around minus 30 degrees Celsius, to assess the ability of the car to start in some of the most hostile temperatures it would ever face. “At that temperature, the car might

only crank at around 60rpm,” recalls Andy, “and we were aiming for it to fire within the first five seconds. That seems like an eternity when you’re sitting behind the wheel, but at temperatures like those it’s an impressive feat. There’s a degree of tension to it because, of course, you can only do it once per day. After the first attempt, the engine isn’t still at minus thirty – and will need to be chilled overnight.”

Jaguar’s testing proved the car would start, but it wasn’t equipped to carry out preliminary driving tests, and so the prototype was taken to Austin Rover’s Gaydon test facility. It’s now owned by Jaguar Land Rover, but back then it would often be leased by Jaguar to ensure its development was progressing nicely. Austin Rover had a cold chamber that not only chilled the car but featured a rolling road surface in order to test the driveline at such low temperatures. This was a vital stage, given that the next was cold weather testing in the real world. While Jaguar’s own

testbed wouldn’t, for instance, simulate the effect of frozen tyres having to warm before their flat spots would round off, the one at Gaydon ensured that this sort of testing could be done in controlled conditions before the car was shipped to Ontario.

Cold-weather testing is more timedependent than hot-weather testing, because while you can do the latter in the southern hemisphere during our winter months, there is nowhere with a climate quite like Canada in winter that can be used as a back-up cold-weather location in the summer. If the car isn’t ready to test by January, you effectively lose twelvemonths in any development cycle.

Shipping took on average a month, and so Andy Stodart and a team of engineers flew to Ontario in mid-January to meet the test cars. The supercharged car was assigned to him, though there were also 3.2- and 4.0litre development cars on the trip. Andy’s recollection was that ‘his’ car had been fitted with the Sports suspension package, to try and offset the issues that had led to the destruction of the original gold car.

“We fitted 15-inch wheels with snow tyres in Canada, and they were a revelation for me, as I had never used snow tyres before.

I went out on the first trip in January 1992, then the following year was the hot weather trip, then the final cold trip would have been the start of ’94. My colleague, Ian Eddington, who was also responsible for fuel calibration alongside me, went out for the hot weather testing in Spain.”

The X300 was tested in the warm climes of Spain after being shipped by ferry to Santander and driven from there. Spain also provided some limited opportunities for altitude testing of the new design. As you climb to a higher altitude and the density of the air reduces, there is less oxygen to use and so power drops as the car effectively gets out of breath – and supercharged models are no exception. While proportionally they lose power at a similar rate, the additional initial power offsets it to a degree. Andy suggested Pikes Peak as an example of this – with air density 50% of

We took a 3.6, lowered the compression, readied it for forced induction, and looked at two different types of supercharger Spring 2024 \ Jaguar World | 43

HISTORY SUPERCHARGER DEVELOPMENT

that at sea level when at the top, and so the car will produce around half the power.

The first X300-shelled cars – known as engineering prototypes and effectively the final stage of development prior to production – were used for the January 1994 winter test. Such prototypes have limited camouflage but the areas used for testing tend to be very remote, making this a spy photographer’s perfect opportunity if only they’re able to get close enough.

“That particular car was left-hand drive and had a foot operated parking brake,” recalls Andy. “I turned up to drive it – I think it was the first time I experienced an X300. I saw the brake and thought ‘Fine, we can deal with that – but how will we do a manual?’” In the end, of course, the parking brake was abandoned for production, replaced with a conventional lever. Ironically, the X300 would prove to be the last manual Jaguar until the launch of the S-Type.

Another feature that Andy recalls from those engineering cars was the total absence of a glove compartment – a feature that did carry over to the first production examples.

“I thought ‘Really, are we going to launch a car with NO glovebox?’ And they did.

The glovebox came in on the first series of revisions. It illustrates how late decisions were being made on X300 – so late that the car was launched before the glovebox was engineered. It missed the launch of the car.

Maybe they thought they could get away with it...”

44 | Jaguar World / Spring 2024

If you’ve ever wondered why the trip computer in the X300-series XJR is so accurate, you have Andy to thank for that, too. Through scores of back-to-back trips, he refined the figures to be as close as possible to the truth. The way you or I might check consumption – a brim-to-brim calculation – was exactly what Andy did, over the course of several tanks and several weeks: “Most cars over-estimate, but I was determined that we weren’t going to lie to our customers. As engineers we had the opportunity to drive cars outside working hours – effectively we’re generating more test data for free. I’ve taken cars to Scotland on occasion, so that’s considerably more than a tank of fuel at a time. The first was free but I was paying for the rest! I brimmed it when I left the factory, then two or three tanks while away, add it to the final fill and that’s my long-term fuel used. Check it against the trip computer and adjust the ECU if necessary to get it right. I would go to Perth and back to Coventry – a 600-700 mile round trip – and that would give a nice robust average.”

The final hot-weather testing trip took place in July 1994 – just two months before the launch, this time in Phoenix, Arizona, while altitude testing took place in the San Juan mountains of Colorado. A five-day road trip in lightly camouflaged cars helped to ensure the new range was ready to be presented to the world (and to the press) on September 28th 1994. And it was a hit –

especially the supercharged XJR. Compared by many to the DB7, the BMW M5 and other sporting greats, more than one motoring journalist dubbed the XJR the best car in the world at the time of its launch.

However, as Martin Joyce explains, Jaguar was expecting to sell only a handful of XJRs: “Marketing didn’t have high expectations for the car, as they doubted it would appeal to Jaguar customers.

The XJ12 was going to remain the more popular car, according to Marketing, which is why both the 6.0 and the supercharged engine were available concurrently. Parts were initially sandcast to reduce tooling costs for the XJR, and there was panic in the Engineering Department when they saw the size of the initial order book. The sandcast tooling could supply perhaps two per cent of total X300 demand, but one in every four orders was for an XJR. Marketing predicted a thousand sales over the model’s lifetime, but we’d sold those within the first month.”

A total of 6547 XJRs were produced over the three-year lifespan of the X300. Andy Stodart still owns two of the 102 righthand drive manual-transmission versions, and offers performance upgrades for the six-cylinder engine, while Martin Joyce enjoys its V8-engined X308 successor on a daily basis. Their relatively high survival rate stands as testimony to the classic status of the car which, arguably, gave the big cat back its claws. SS

Testbeds can only tell you so much of the story, and eventually a real car will be needed

Spring 2024 \ Jaguar World | 45

TWIN TEST

Last of the line We reunite th he very last saloon cars to use Jaguar’’s best-loved en ngines, in their anniversary year.

W O R D S S A M S K E LT O N P H O T O G R A P H Y P A U L W A LT O N

46 | Jaguar World / Spring 2024

HILE IT has used other engines from other manufacturers, and adapted engines to its own specification, Jaguar has produced only four engine designs completely from scratch in over 100 years of history and over 75 years of the Jaguar name plate. And to us, it seems fitting to observe that the first and second of those engines last saw service in models which, in 2024, are celebrating anniversaries. Jaguar’s first engine, the XK, was introduced in 1948 and – while the limited run Daimler DS420 ensured it lasted util 1992 – its last home as a mainstream production engine was in

W

the Series III XJ6 launched in 1979. Jaguar’s second engine was originally designed for the XJ – a V12 unit initially displacing 5.3 litres, fitted to the Series 3 E-type, the XJ-S, and the XJ12 before being replaced by a supercharged V8 for 1997. The last car to bear the XJ12 name – and the final Jaguar V12 – was the X305 XJ12, launched in 1994 as part of the X300 saloon series.

As one of these swansong models turns 30 and the other turns 45, we thought it would be interesting to bring them together to see how the XJ evolved, to pay homage to two great saloon car families, and to mark the passing of two of Britain’s most iconic engines.

Spring 2024 \ Jaguar World | 47

TWIN TEST SERIES III XJ6 AND X305 Jaguar XJ6 Series III

The XK engine may have been designed for Jaguar’s saloon car range, but it made its debut in the XK120 sports car of 1948. Plans for a 2.0 four cylinder variant called the XK100 were ultimately ditched – while Jaguar had offered four cylinder saloons with engines derived from Standard designs, its post war offerings from the MkV onwards were too large to warrant the use of the engine and smaller anticipated production numbers stopped it from being cost effective to put it in the sports car. From the 1950s through to the 1980s it powered pretty much everything Jaguar built, including some Daimler badged models – only the XJ-S and the Daimler V8-250 escaped its influence.

Built in a multitude of sizes from 2.4 litres to 4.2 litres, it was the powerplant behind what many regard as Jaguar’s golden era, and was only superceded by the AJ6 in the XJ40 after almost forty years

48 | Jaguar World / Spring 2024

of production for mainstream models.

Even then, it wasn’t over – the Daimler DS420 limousine would survive into the 1990s using the same powerplant.

The Series III was the last in the line model for the original XJ6 – and while we accept that the Daimler DS420 kept the XK engine alive for a further six years, the fact is that it was a handbuilt commercial special rather than a mainstream production model. We therefore think that it’s fitting to acknowledge the Series III as the final home for an engine available to the mass market, Jaguar’s first independent engine design.

The XJ40 plan had been underway in some form or another since 1972, but revisions and delays, not to mention the new AJ6 engine, kept putting the launch date further and further back. It was

evident that the car wouldn’t be ready until well into the 1980s, and Jaguar knew that the Series II simply couldn’t hang on until the new model was ready to go. Pininfarina was commissioned to revise the model for its last leg, and the result was the Series III, launched in March 1979. As part of a £7million model refresh, Pininfarina raised the roof height to provide extra space in the back. Adding hefty rubber faced bumpers, flush door handles and a few other cosmetic nips and tucks in order to keep the car looking as up to date as possible.

There was a wide range, from the 3.4 manual as tested in our January 2024 issue right through to the automatic, leather lined XJ12. Manuals now had a five speed unit, borrowed from the Rover SD1, and 4.2 models gained fuel injection in place of

carburettors. The dashboard was revised, there was a new steering wheel, and improved ventilation. There were Daimler models too – Sovereign 4.2 and Double Six variants, with optional trimming by Vanden Plas until 1983. At that stage, the range was rejigged – the Daimler Sovereign was replaced by the new Jaguar Sovereign model, the Daimler name reserved for what had originally been Vanden Plas spec cars and simply badged Daimler 4.2. For 1986 the six-cylinder range was discontinued in favour of the new XJ40 model, while the V12s would be forced to remain in production until 1992.

The car we have here is the very last Series III 4.2 built, a Jaguar Sovereign registered D402GHP. This car was donated immediately to the Jaguar Daimler Heritage Trust, and can be viewed in the Collections Centre at the British Motor Museum.

Finished in Bordeaux Red metallic, it looks the part with its pepperpot alloy wheels,

cream leather and as-new woodwork. As well it should, with only 3,500 miles from new showing on the odometer.

And while early models may have attracted negative press for poor build quality, there’s nothing wrong with the quality of this late example. The doors shut with a gentle and delicate click, the car is quiet, no wind noise, it’s a thoroughly nice experience. You could imagine buying this as an ex-demonstrator in 1987. Better than the newer car? That’s straying into the realms of personal opinion, but you wouldn’t feel short changed. We ran one of these daily over the first few months of 2019, and still miss its blend of easy precise handling and world-class ride. The dashboard isn’t as tidily laid out as the newer car here, but it’s easy enough to understand.

The driving position is just about perfect, and while it’s still a big car it feels far smaller than the X305 – it’s not cramped, and I’m not going to use the cliché of cosiness, but it genuinely feels like a small enough car to have a bit of fun with. The 200bhp under the bonnet doesn’t necessarily feel fast, but it’s plenty – and while prolonged experience suggests a fourth gear might be nice for motorways the three it has are nonetheless well-chosen. The steering is somehow slightly weightier than the X305, and yet the overall impression is of greater delicacy and reduced effort. Make no mistake, this is a special car – and one where the process of evolution feels clear from the start. It’s not a 1960s design masquerading as a 1980s car, it feels the part – a fitting end for mainstream XK production.

Spring 2024 \ Jaguar World | 49

TWIN TEST SERIES III XJ6 AND X305

Jaguar X305 XJ12

It was in the E-type Series 3 and the XJ Series I that Jaguar introduced its second home spun engine. A 5.3 litre V12, the intention had originally been to offer this and a new 3.0 six in the XJ but delays had forced the fitment of the 4.2 unit as a standin. The V12 transformed the XJ from an excellent sporting saloon into a car worth of 50 | Jaguar World / Spring 2024

the title “best car in the world” – with fluid handling and performance that seems good even today. The belief that the XJ40 engine bay was too narrow to accommodate a V engine meant that Jaguar was planning to kill off the V12 saloons with the Series III XJ12, but whispers within the industry that suggested BMW and Mercedes were

developing V12s forced Jaguar to keep the car in production – at the same money as a top spec 3.6 XJ40. The XJ81 of 1993 was effectively a stopgap – a testbed ahead of the launch of a new V12 saloon with the X300 generation of saloons.

That car was the X305, launched in September 1994 – the last Jaguar saloon to

Shock Absorber Bush £17.25+VAT

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TWIN TW W TEST SERIES III XJ6 AND X305

be built with a V12 engine. As with the rest of the X300 range, it’s fairer to call it an evolution of its predecessor than a totally new model, with softened edges masking similar underpinnings to the outgoing XJ81 V12. Elsewhere in this issue, stylist Keith Helfet discussed the changes made to soften the XJ40 into a more traditional looking shape. The launch of the X300 XJR had changed the public’s perception of a fast Jaguar, and sales of the new XJ12 remained low throughout the model’s life.

The XJ12 was not replaced directly, but the Daimler Double Six was replaced by a supercharged model called the Daimler Super V8. Just over 1,000 XJ12s were built, alongside around 2,200 Daimler Double Sixes. By contrast, the supercharged XJR made 6.547 sales in the same time frame.

Alongside the saloon range, Jaguar had been building V12 engined grand tourers in the shape of the E-type Series 3, and then the XJ-S. XJS facelift production would end just before the X305, making the last XJ12 the last V12 Jaguar built.

And what we have here is the very last of the line – P60SOV was the very last Jaguar to be fitted with a V12 engine. As an X305, it is effectively the same car as an X300 XJ6, albeit with a number of minor changes.

52 | Jaguar World / Spring 2024

Chief among these were twin fuel pumps in the fuel tank, and a different gearbox – the GM 4L80E as also fitted to the Hummer and the Aston Martin DB7. Interestingly, these features also appear on the car that would set the tone for future fast Jags – the supercharged XJR. Finished in British Racing Green with cost option Cream leather interior and lambswool rugs, it looks every inch as special as any other X300 derived model – though there’s nothing except the badge on the bootlid and the gold badge on the grill to suggest that this is anything better than a 3.2 Sovereign. From behind the wheel, it’s equally difficult to tell – the dashboard is identical to that of the entry level XJ6, despite this car costing twice as much when new. And that, perhaps, is a factor in why so few XJ12s were sold.

Retailing at £56,200 in long wheelbase form, it made the 4.0 Sovereign look like excellent value at £46,700. If you wanted more toys, a Daimler Six was £52,950, and if you needed the speed £46,950 bought an XJR. Where this car differs from the Series III XJ6 is on the road – because that car has a charm and character of its own independent of the equivalent V12, which ensures its legacy as an independent model separate of the Series III range as a whole. From behind

the wheel, I’m struggling to see why anybody would have chosen to spend almost 25% more than a 4.0 Sovereign to buy this XJ12.

Yes, when you really plant your foot into the lambswool, it is far faster – as fast as the XJR, if the figures are to be believed. But I drove to the shoot in a Daimler Six, and I genuinely think that while in a proper drag race the XJ12 has it, the six cylinder would be away from the lights sooner. The gearbox almost feels lazy to pick up, and there’s no additional urgency at the bottom end.

Now that’s probably how it was intended, because Jaguars don’t suit hair triggers, but the way we drive in Britain there are very few opportunities to get your money’s worth out of the V12 version. Yes, it feels special – but it doesn’t feel sufficiently special over and above the six pot. Add to that the considerable complexity of the V12 engine bay, the increase in servicing costs, and the increase in fuel – we saw just 12mpg on our photoshoot – and it almost feels redundant. There is an irony in the fact that Jaguar’s marketing men had predicted that it would be the XJR that was to be the niche product, and that Jaguar customers would prefer the comfort blanket of the older and smoother V12 – this car reflects a past that only highlights the supercharger’s place in Jaguar’s future.

1986 Jaguar Sovereign 4.2 ENGINE 4235cc I6 POWER 200bhp TORQUE 236lb ft 0-60MPH 10.5secs TOP SPEED 128mph ECONOMY 17mpg TRANSMISSION 3-spd auto PRICE NEW £20,795 VALUE NOW £2,000-£15,000

1997 Jaguar XJ12 ENGINE 5993cc V12 POWER 318bhp TORQUE 353lb ft 0-60MPH 6.8secs TOP SPEED 155mph ECONOMY 15mpg TRANSMISSION 4-spd auto PRICE NEW £53,450 VALUE NOW £2,000-£14,000

TWIN TEST SERIESS III XJ6 AND D X305 VERD DICT

Ultimattelly, wh hile these cars are botth importan nt in that they repreesented the last real hurraah for Jaguar’s first two engine families, I can’t help but thin nk that they’re regarded d very differently by history. The XJ6 Seriees III is seen as the swansong of Jaguar’s most important hisstoric saloon car range – the car th hat tookk evveryth hing ab bout the XJ an nd made it great. Th he X305 XJ12 is seen as an adjunct to the sto ory of the X300 series – a limited production n model that didn’t reaally reflect where th he model and the marq que were heading. One engine went out with a bang, the other went out with a whimperr.

But wh hat of the saloon caar range that both models are ultimately a part of? The Series III was launched in 1979, and the X300 fam mily in 1994. Did the intervening 15 years really represent sign nificant change, and – givven that the Series III was still

54 | Jaguar World / Spring 2024

tech hniicallly in sh how wrooms in 1992, wo ould a new car buyer haave felt a significantt advancement trading in his Series III XJ12 for an X305 at threee years old? I’m no ot so sure. Jaguar retained a lot of tradition nal DNA with the lateer car – and the Seriies III was effectively the design target for many off th he ch hangges th hat were mad de.. It feels familiar, from m the curves over the headlamps to the layout of the gauges in the walnut dashbo oard. You can get ou ut of one and into the other and trace the family lineage clearly.

None of this maakes the X305 – or the wider X300 series – a bad car. From a personal perspective, I still own three of the five X300s I’ve had d. But this photosho oot has put me on eBaay in search of a goo od Series III. Because the ultimate answerr to the question “Whiich one do I want on n my drivewayy” is “Both h”. SK

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FINAL FLOURISH MODEL PROFILE

The XKR-S GT was the final and arguably ultimate version of the X150 generation of XK. To show Jaguar really did leave the best till last, we drive a rare example through the challenging Cheddar Gorge in Somerset 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

T

HE BENDS arrive as quickly as they are sharp, a seemingly never ending series of left-right-left corners.

Yet despite the constant changes in direction plus the terrible conditions that offer less grip than a pair of Crocs would in snow, the wide rubber plus extreme aero package help keep the car feel cool, calm and collected.

56 | Jaguar World / Spring 2024

Not that I can say the same about me.

Because to make it even more tricky, on either side is a rock wall that looks even less welcoming than a bank manager. One wrong move and I’d remove the nose like a piece of cheese on a grater.

A short straight section allows me to briefly bury the throttle and even though I’m using only a fraction of the engine’s massive power, the forcefulness of the acceleration still comes as a surprise especially in these tight and restrictive

surroundings. A quick of dab on the brake pedal before changing down to third prepares me for the next challenge.

Regardless of what it sounds like, this isn’t a hill climb like Goodwood or Shelsley Walsh but the humble B3135 in Somerset. But with a three mile section running through the worldfamous Cheddar Gorge it is one of the most challenging yet enjoyable roads in the country.

And neither is this a racing car but the final interpretation of the Jaguar’s once sensible grand tourer, the XKR-S GT.

Spring 2024 \ Jaguar World | 57

MODEL PROFILE XKR-S GT

Coming just 18 months after the original R-S there was no one more surprised than me when the GT made its debut at the 2013 New York Motor Show. When I attended the UK launch for the XKR-S convertible in early 2012, I asked one of Jaguar’s engineers for vehicle integrity, Jeff Mitchell, whether it would be possible to make the X150 generation of XK go even faster. “As a GT car this is probably as far as you can go,” he said about the XKR-S in the March 2012 issue of Jaguar World. “I think the next step would be a pure sports car and that’s a slightly different animal.”

Whether work hadn’t yet started on the model or he just couldn’t tell me but that’s what the GT is. The supercharged 5.0-litre V8 might have been left in the same 550PS state of tune as the R-S, but by weighing 40kg less than a standard XKR coupe plus many other updates to both the car’s exterior and suspension, the XKR-S GT was harder and more driver-focused than any previous version of XK. "The XKR-S GT is the most extreme iteration of the Jaguar R Brand's performance focus,” explained Adrian Hallmark, Jaguar’s then global brand director at the time of its debut. “Utilising race-car derived technology, all-aluminium construction and an uncompromised approach to aerodynamic efficiency, the result is a car as capable on the track as it is exhilarating on the road."

The GT was the work of Jaguar’s Engineered to Order division, a forerunner of today’s SVO. It might have arrived close to production of the X150 generation of XK coming to an end, but it was still a comprehensive reworking of the now decade old car.

Jaguar’s design team created a package of carbon fibre aero aids which included a tall boot-mounted spoiler, a wrap around front splitter with vertical vents on either side, twin dive-planes plus a larger rear diffuser.

Together Jaguar reckoned these produced 145kg (320lb) of downforce. There were also wheel arch extensions for the new 20in alloys plus louvres in the bonnet to aid engine cooling and reduce air pressure.

"The XKR-S GT has been designed purely

by the laws of physics,” explained Jaguar’s then design director, Ian Callum. “It has been developed in the wind tunnel and on the racetrack with the sole aim of creating as much high-speed stability and downforce as possible. Nothing has been styled for the sake of it. It's been an exercise in efficiency and the result is a car that's raw, focused and devastatingly quick."

The suspension was similar to that used by the F-Type and featured new front and rear suspension arms, uprights, wheel bearings, bushings and rear subframe, all of which had been designed to increase lateral suspension stiffness for greater responsiveness. Front and rear spring rates were 68% and 25% stiffer respectively than on those of the XKR-S, while the adaptive damping was retuned for less body roll. The front track was 52mm wider than that of the R-S while to increase the immediacy of the steering, a rack from the F-Type was again fitted but with a faster ratio and retuned valve.

We wanted lots of really exploitable performance 58 | Jaguar World / Spring 2024

Finally, the GT was the first production Jaguar to be fitted with a carbon ceramic braking system with huge 398mm rotors at the front and 380mm at the rear.

"The XKR-S GT is an uncompromised car, but one that inspires confidence and encourages the driver to push it to its limits, fully exploring its handling abilities,” said David Pook, the technical specialist responsible for the steering and handling.

“It's a car that draws you in and is never intimidating, with performance that is both accessible and rewarding."

The result was a breathtaking car in both its looks and its performance. The top speed might have remained the same as that of the R-S at an electronically limited 186mph, but the dash to 60mph had been dropped by 0.3 of a second to a stomach churning 3.9. In a stroke, the once genteel XK suddenly had all the hardcore appeal of the Porsche 911 GT3.

“With its huge rear wing, neat bonnet stripes and prominent front splitter, the GT is unlikely to be mistaken for any ordinary XK,” was Autocar’s thoughts in March 2014. “If anything, the Jaguar looks even more aggressive than its Porsche rival.”

The 911 GT3 was still ten seconds faster around the Nürburgring than the GT’s admittedly impressive time of 7 mins 40 secs. But as Pook said at the time, “We weren’t chasing the GT3. That’s not a

performance level we were aiming at.

Instead, we wanted lots of really exploitable performance.”

They clearly achieved that.

Yet despite all the work than went into the XKR-S GT initially just 30 left-handdrive examples (all coupes) would be built for the North American market. But due to heavy interest from this side of the

Atlantic, Jaguar relented and produced another ten in RHD form for the UK priced at an eye watering £135,000, 30 grand more than the 911 GT3. It’s said a few more were also built for Europe and in total just 45 GTs were made between late 2013 and early 2014.

It makes the Polaris White example seen here (other colours included Italian

Red and Ultimate Black) one of the rarest production models in the company’s long history; there are more C-types than there are XKR-S GTs. Owned by a customer of Swallows Independent Jaguar Specialist based outside Bristol, when I was offered a drive of this remarkable car I couldn't say no especially since their workshop is close to one of my favourite roads.

Spring 2024 \ Jaguar World | 59

MODEL PROFILE XKR-S GT

Even when standing still, that massive wing, wide front splitter and huge 20in alloys give the GT a sense of urgency missing from all other XKs, as if its travelling at 186mph when stood still. Those two nostril-like vents at the front plus those air the side then make it look like some kind of mythical creature. All of this means the GT perhaps lacks the elegance of the original XK but that’s to be expected considering its high performance.

When I open the door and climb behind the Suedecloth-wrapped wheel, the interior has been left largely alone. Yes, there’s a strengthening cross member behind the front seats, yes the vestigial rears have been removed and yes there are now four-point harnesses as well as the more usable inertia

60 | Jaguar World / Spring 2024

reel seat belts but the general layout of the dash is identical to that of a 4.2-litre model from 2004. Even the dials are the same. But there’s no old-fashioned veneer like in those early cars, having instead more contemporary shiny piano black that’s as cool as the car itself.

The sports seats aren’t as awkwardly tight as those in other competition-orientated cars I’ve driven such as the Ferrari F40 that were so uncomfortable I was left with a limp for several days afterwards. Once grand tourer always a grand tourer I guess.

As I trundle towards Cheddar Gorge, it doesn’t drive like 86mph supercar either, the V8 feeling relatively docile considering the 544bhp it offers. Even the clearly firmer suspension remains supple enough to soak

up the worst imperfections in the road surface without transmitting them back into the cabin.

I eventually reach the village of Cheddar which considering the terrible weather is still busy with tourists who have come to see the famous limestone gorge that takes its name.

Lying on the edge of Mendip Hills, it’s the largest gorge in the UK and was formed by meltwater floods during glacial periods over the last 1.2 million years. Although the B3135 that runs through it will eventually take you deeper into the Somerset countryside, by following the same twisting, turning, sinuous contours as the gorge has resulted in one of the country’s best roads and the perfect test for a car like the GT.

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MODEL PROFILE XKR-S GT

The gorge starts to tower above me as soon as I leave the village, reaching a maximum of 140m. As a former student of geology, I’m fascinated by the strata that criss-cross the cliffs like roads on a map but there’s no time to stop and study them.

With the road ahead of me clear, I pull the left-hand steering wheel mounted paddle a couple of times to clunk the six-speed automatic transmission from fifth down to third before gently squeezing the throttle.

With the engine primed like a firearm, the acceleration arrives with an immediacy that feels like it should be illegal for a road car, a hard, forceful and never-ending surge of power.

After backing off for a long corner I push the engine hard again for another short straight, the baritone rumble produced by the V8 ricocheting off the rock face on either side of me like gunfire. Used to loud Jaguars, the GT takes it to another level, a deep, dirty and deafening noise that can no doubt be heard in Bristol 20 miles away.

When the road in front of me is replaced

62 | Jaguar World / Spring 2024

by a hard and unforgiving looking rock wall, I brake hard and fast, the carbon pads doing a terrific job at scrubbing off speed. I throw the car into a tight left-hand corner, the cliff face on either tightening to barely a car width, making it uncomfortably tight to squeeze the big car through the resultant narrow gap.

The next section through the gorge is as exciting as any track or hill climb, an endless

series of fast corners where the GT feels totally at home. The steering is sharp and accurate, more so than a standard XKR, while even under full load on a long righthand hairpin there’s little body lean, the car remaining perfectly composed.

As I weave through the corners, my fingers become like those of a pianist on the paddles as constantly ask the six-speed ‘box to change either up or down. Clearly an old

MODEL PROFILE XKR-S GT

unit compared to the modern eight-speed transmission fitted to the current F-Type R, but it’s still relatively fast, reacting the moment I ask for another gear.

With gap between the cliff face narrowing again, I instinctively back off.

Even with the front splitter and rear spoiler trying to push the car down plus the usual array of modern driver aids stopping me from getting into trouble, I’m well aware if I’m too heavy with the throttle the car will snap away faster than I could correct it and like that strata I saw earlier, I’d become a permanent fixture of Cheddar Gorge.

Thankfully, the gorge soon starts to widen and with the road straightening a little I’m confident for one final burst of speed before reaching the end of the gorge.

The cliffs on either side of me now are lower and covered in trees resulting in a softer and more welcoming view.

The section of the B3135 through Cheddar Gorge might be just three miles long, but it’s as exhilarating as any hill climb but with an added sense of danger the likes of Goodwood misses out on due to the unforgiving rock face that’s never far away.

Although on paper it’s not that much faster than the XKR-S, what I find most remarkable about the GT is how Jaguar’s engineers managed to give this relatively old grand tourer a second lease of life, finding within it a harder, more driver focused sports car. Its more like the later F-Type SVR from 2017 than the standard XK 5.0-litre models never mind

64 | Jaguar World / Spring 2024

the early 4.2 cars. Yet by retaining a little of the original’s grand tourer origins, the XKR-S GT is also more usable and comfortable than its considerably harder V8-engined sibling.

The XKR-S GT might have taken everyone by surprise but the fact this largge and luxurious grand tourer could

be transformed into a genuine sports car yet with a comfortable edge shouldn’t have been. PW Thanks to: the owner of the car featured here, Andrew Maynard, and Swallow Independent Jaguar Specialists (www. swallows-jag.co.uk)

The baritone rumble produced by the V8 ricochets off the rock face on either side of me like gunfire

Spring 2024 \ Jaguar World | 65

S-EXPRESS MODEL HISTORY

The Daimler and the XJ-S seem like two diametrically opposed facets of Jaguar’s 1980s range. However, plans were afoot to merge the two concepts…

W O R D S : S A M S K E LT O N P H O T O G R A P H Y: P A U L W A LT O N 66 | Jaguar World / Spring 2024

F

or fans of the E-type, the Jaguar XJ-S was seen as a soft sop to the grand touring market, a car that owed much to the saloon range and lacked the real sportiness that had traditionally come with the Jaguar brand. But the car attracted its own fans instead – first as the pre-HE in manual and automatic form, with a dearth of chrome and a black dashboard where walnut might have been expected, and subsequently in relatively efficient HE form, with larger Series III style bumpers and timber trimmings. A model that had been met at first with mixed responses

was now riding high, and the early 1980s were the XJ-S’s halcyon era.

The range became considerably broader in 1983 with the introduction of a pair of new models. The 3.6-litre car debuted a new engine range – much as had the XK120 and the E-type Series 3 – in a sporting model. This meant that the saloons upon which the company based its profits wouldn’t be affected by teething troubles, but it also lent a new dimension to the XJ-S family. After all, six cylinders and a manual gearbox made the car a much more sporting proposition – one which really did feel different to the saloon models. And

Jaguar would build upon this even further with the introduction, at the same time, of a targa style cabriolet. The XJ-SC was only available at launch as a 3.6 – which meant manual transmission would be mandatory until the launch of the 1985 XJ-SC V12, and the 1987 3.6 automatic. An open manual cruiser meant that the XJ-S could attract yet another new market, pulling back some of those who had defected to the Mercedes-Benz SL in the wake of E-type Series 3 production. The next obvious stage was a full convertible, which Jaguar was developing and had planned to launch in V12 form for 1988.

Spring 2024 \ Jaguar World | 67

MODEL HISTORY DAIMLER XJ-S

All this activity and interest around the XJ-S got Jaguar thinking. Director of Engineering, Jim Randle, had been looking at the feasibility of providing a removable hard top for the new Convertible model, and under Geoff Lawson the Styling Studio was looking into this with an XJ-SC as a basis for the prep work. Ultimately, the idea was decided not to be feasible, and the XJ-S Convertible would launch with just its mohair hood as an option for protecting its occupants against the weather.

But Jaguar had expanded the XJ-S range downwards with considerable success, reasoned Jim Randle. Would the idea work in reverse – was it possible to develop a more exclusive XJ-S based model? A car, say, to be badged as a Daimler? Geoff Lawson and Fergus Pollock would refine this idea during 1985 and 1986, still using the XJ-SC as a basis. There was of course a secondary motive – Jim Randle had never liked the buttresses, and the concept of an XJ-S without them was one that the Director of Engineering found very appealing. Utilising the abandoned hard top concept in order to generate a plush and buttress-free alternative to the coupe must have been seen as an open goal.

Fergus Pollock spoke to our Editor-atLarge Paul Walton about the Daimler-S project in 2015. “I was approached to do a number of visuals to support the idea of taking the buttresses off, but to be honest there wasn’t much I could do with it. If you keep the XJ-S bonnet, screen and roof profile, you’ve only got the rear end to play with. You can’t, though, go back any further

68 | Jaguar World / Spring 2024

than the boot shut face, while the rear window determines the overall width. So the only real leeway is what you can do with the side glass. and other decorations.”

The bulk of the development work was done as part of Jim Randle’s “Saturday Morning club” at Park Sheet Metal – the company already responsible for removing the roof from XJS bodies to create the XJ-SC – meaning access to a suitable body in white was simple. There were new side windows shaped to look integral to the design, in place of the original XJ-SC units – and the door and window frames were fully chromed as would be expected of a Daimler model. The bootlid was modified, with a flat infill panel around the number plate in place of the angled

lid of the standard model. A chrome trim was fitted down the side of the car level with the inserts in the bumpers.

To complete the look, the car gained the Teardrop alloy wheels from the new Daimler 3.6. a new chromed Daimler grille, and a revised and fluted bootlid moulding.

Daimler badges were fitted to the outside, and the steering wheel horn pad was substituted with the unit from a Double Six Series III.

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MODEL HISTORY DAIMLER XJ-S

The intention was to produce a small series, badged as Daimler-S Jim Randle kept the project close to his chest, according to Fergus Pollock – the idea being that until the car was ready, he didn’t want the planning or marketing people going near it. Management responses were positive, and the intention within the company was to produce a small series of these cars, badged as Daimler-S. A possibility was the fitment of the FF Developments all wheel drive system.

The intention, too, was for the Daimler to have a unique interior finished by the limousine shop, a department which would subsequently become SVO – however, the plug was pulled on the project before this could be developed. The prototype, while in excellent condition, utilises a standard XJ-S interior.

Jaguar had shown the car to a customer clinic in Los Angeles – where, no doubt, the Jaguar Vanden Plas S (Daimlers not being sold Stateside) would have been expected to sell well. It was shown alongside the XJ-S, XJ-SC and the new convertible. And while unsurprisingly the customers preferred the idea of the convertible, feedback suggested that the Daimler model simply didn’t look enough like an XJ-S to sell in sufficient numbers to warrant production. Jaguar – by then in financial difficulties because of the XJ40 development, and the XJ41 project running behind schedule, decided that axing the Daimler-S was the only way forward.

Today the prototype is little different – the fitment of later five spoke wheels and the 70 | Jaguar World / Spring 2024

mysterious XJS? registration being the only changes in the 38 years since it was first shown to the public. Jaguar’s Styling Studio kept hold of the car until 1989, when it was gifted to the Jaguar Daimler Heritage Trust.

Other conversions over the years have attempted to rid the XJ-S of what is arguably its most controversial styling feature, the buttresses – from Paul Banham Engineering in the UK to Arden in Germany.

But this car remains the sole effort by the factory to do so. We can only speculate at what reaction it would have received from the UK buying public – who might have seen it not only as an upmarket XJ-S but as a spiritual successor to the Conquest Century Roadster or even the SP250. It remains one of the most fascinating “what might have been” tales to have emerged from Browns Lane. SS

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Estate of the nation MODEL PROFILE

Although not pretty and only built in tiny numbers, the Ladbroke-Avon estate was still a serious attempt at making the XJ6 Series III practical. We explain its history and why it should be better remembered than it is W O R D S P A U L W A LT O N

76 | Jaguar World / Spring 2024

P H OTO G R A P H Y M I C H AE L BA I L I E

Spring 2024 \ Jaguar World | 77

MODEL PROFILE LADBROKE-AVON ESTATE

EFORE WE go any further, let me address the elephant in the room – the LadbrokeAvon XJ6 Series III estate is not a good looking car. Slab sided, awkwardly angled and with windows appearing out of place, it is to automotive design what McDonald’s is to fine dining.

Yet judging the car on looks alone would be doing it a disservice. With its big boot, flat floor and wide tailgate, the conversion turned the saloon into a reasonably practical car at a time when luxury load-luggers were still a rarity and Jaguar was still over two decades away from producing its own.

The car was the work of a Warwick-based coachbuilder, Avon, that was started 1919 by a Ben Tilton and Captain Philips. After originally concentrating on bodies for Lea Francis, Avon later branched out into designs based on Austin and Standard chassis. In 1935 the coachbuilder was bought by John Maudsley and absorbed into his Maudsley Motor Group of Coventry. A showroom in London’s Mayfair was even opened where Avon’s cars could be exhibited.

With the coachbuilding market drying up after the war, the company moved into the slightly more mundane realm of body repairs. In 1973 Avon was bought by Graham Hudson who owned a large Midlands-based sales and repair organisation called Ladbroke.

B

78 | Jaguar World / Spring 2024

Hudson initially planned to simply amalgamate the two but Avon’s reputation as a respected bodybuilder during the Thirties caused him to see the potential in re-entering that field. And so in 1978 he formed a new company called Avon Special Products.

It began with various modifications for the Range Rover before producing a pretty convertible version of the Jaguar XJ Coupe.

The work of a former Rootes designer, Anthony Stevens, it was he who suggested to Hudson about turning their attention next to a luxury estate.

It was also Stevens who decided on the then new XJ Series III as the base car. “The key decision maker was that it had wing fuel tanks,” he told me in 2010, “so there was a clear space through the centre of the car without needing any structural changes.” This was important since the project’s success depended on keeping the costs as low as possible.

Due to the strength of the XJ’s chassis, it needed few if any changes underneath with Stevens describing the modification from saloon to estate as, “a simple job structurally.”

The bodywork from the B-post backwards was removed and replaced with a new elongated roof that extended all the way back to a vertical tailgate.

One of the biggest issues Stevens faced was sourcing a glass for the rear door. “We

needed an off the shelf backlight with heating, tinting etc,” continued Stevens.

“The Renault 5’s fitted the shape, they were freely available and cheap. I had also tended to use Renault parts where possible due to a long association.”

Stevens claims the car’s awkward looks were down to Hudson. “My original design entirely blacked out the rear quarter panel between the rear glass and the window in the D-panel,” he continued in 2010, “so what was left was the lovely sweep of the original rear wings and hid the original curve of the original rear door tops. But Graham took the design over from me and he didn’t think this was important.”

When Stevens saw the finished prototype for the first at the 1980 Birmingham Motor Show and asked Hudson why the panel wasn’t blacked out, he was told, “We’re not bothering with that.”

“Graham wasn’t always more concerned about his panels,” Stevens told me, “whereas I was more interested in the overall design.”

Despite the reservations of its designers, the car was still awarded the show’s prestigious Gold Medal for coachbuilding.

The critics, though, didn’t miss the awkward looks of the new estate. “The result is hardly a paragon of pulchritude,” was Motor magazine’s forthright view in its September, 18, 1981, issue.

MODEL PROFILE AVON-LADBROKE ESTATE

Spring 2024 \ Jaguar World | 79

MODEL PROFILE LADBROKE-AVON ESTATE

But thanks to the XJ6’s sizable dimensions, it still offered a spacious interior. “As an estate car, the Jaguar is undoubtedly a useful device,” continued Motor in 1981, “if not as commodious in every direction as some lesser alternatives from Volvo and Citroën, for example.”

Motor reckoned it was the estate’s unique place in the market that was the car’s biggest selling point. “There’s not a great deal wrong with it as large estate cars go. More to the point, however, is that if you need an estate car, but you want that special brand of motoring that only a Jaguar or Daimler can provide, what else is there?”

But the conversion wasn’t cheap; at 80 | Jaguar World / Spring 2024

£6,500 it was the same price as a high specification Ford Granada estate. And that didn’t even include the price of the donor XJ6. But both new and used cars, Jaguars and – as per the example featured here – Daimlers could be modified by Avon at its Warwickshire workshop into estates.

This high price plus the car’s awkward looks meant the conversion wasn’t as popular as Hudson had originally hoped. Despite saying at the time of the car’s launch that Avon would build 250 XJ6 estates over the next few years, Stevens thinks just 50 or 60 were produced before the project was dropped and the coachbuilder concentrated on a turbo version of the Triumph Acclaim instead.

Spring 2024 \ Jaguar World | 81

MODEL PROFILE LADBROKE-AVON ESTATE

It’s not known how many have survived but due to the car’s ungainly looks, the best guess is not many. One thing is for sure, though, and it’s that the car’s looks haven’t improved with time. Awkward and ungainly, it commits the worst sin of any estate which is to still look like the saloon it’s based on but with an extended body grafted onto the rear. This is due to the beautifully tapered boot line remaining intact and the shape of the rear door tops still curving to meet the original C-pillar.

82 | Jaguar World / Spring 2024

Yet get past the design and it remains a useful estate, especially since the seats have been modified to fold completely flat resulting in a useful 6ft 7in long load bay.

Plus at 1,642 litres – just 60 less than the current generation of XF Sportbrake – the boot was a decent size for the time.

Nicely trimmed in rich carpet, my biggest issue with the new luggage area is the vinyl-covered fuel pipes on either side of the boot that would have been hidden in the saloon. Thanks to the high quality of

the work, it’s these more than anything that make it look like an aftermarket transformation.

Having driven plenty of standard XJ6 saloons, it’s disconcerting when I look in the rear view mirror and the boot space seemingly goes on forever behind me.

Plus, as a former Renault 5 owner the rear window looks strangely familiar but still out of place at the same time.

Despite Motor magazine reckoning the estate weighs 18kg (40lb) more than a standard XJ6 Series III saloon, it feels identical to drive. The 4.2-litre straight six pulls well, accelerating keenly through the three-speed automatic transmission.

It handles like a standard XJ6 too, the big estate taking care of corners as easily as the saloon with surprisingly limited body roll.

So the elephant in the room isn’t just that the Ladbroke-Avon XJ6 is ugly but look beneath the surface and it’s actually a practical, good-to-drive and surprisingly modern estate. PW

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MODIFIED

Light fant 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

84 | Jaguar World / Spring 2024

fantastic With a new lightweight aluminium body plus uprated engine, this 1951 XK120 OTS has been transformed into a genuine performance car

Spring 2024 \ Jaguar World | 85

MODIFIED XK120 T WAS Lotus founder, the late Colin Chapman, who said once, “Adding power makes you faster on the straights. Subtracting weight makes you faster everywhere.”

This was certainly the ethos behind the serious upgrades made to the 1951 XK120 featured here. Not only has its 3.4-litre straight six been considerably modified resulting in much more power, but thanks to an allaluminium body it’s also lighter. These and the many other modifications have transformed the Jaguar into a genuinely fast road-racer.

The car – chassis number 671412 – left the Browns Lane production line in July 1951 as a standard left-hand-drive opentwo-seater in Birch Grey with biscuitcoloured upholstery and red interior trim. It was quickly exported to the USA where it was sold through Jaguar’s famed east coast distributor, The Hoffman Motor Car Co. on New York’s Park Avenue.

Nothing else is known of its life in America.

What we do know is by March 2022 it was registered PXS 627 with the British DVLA. Whether it was shipped to the UK before this and in what state also isn’t known.

I was told by the current vendors – JD Classics located near Chelmsford in Essex – that the car was modified by respected XK specialists, Guy Broad in Coventry. But I can’t find any proof of this online and neither did Guy Broad come back to me when I asked if they were involved. Due to the quality of the work and depth of the upgrades, it was certainly modified by person or persons who knew what they were doing.

I

86 | Jaguar World / Spring 2024

What we know for sure is that it was given an all-new body in aluminium.

Although its current weight isn’t known, it must be considerably less than it was originally. The first 240 examples of the XK120 open-two-seater made between 1949 and 1950 were produced in alloy and these are approximately 206.4kg (455lb) lighter than the later and more common steel examples.

Instead of its original grey, the new body was painted in British Racing Green.

Together with its 16in chromed wire wheels, tiny aero screens and lack of bumpers, the traditional colour gives the car the look and feel of a genuine racer, something Duncan Hamilton might have used during the early years of Silverstone.

But it doesn’t just look fast since a series of serious mechanical upgrades have made the car’s performance match its image. The 3.4-litre XK unit was given a fully polished and ported cylinder head with D-type cams while balanced pistons and conrods were also added which together have resulted in a reported 253bhp. A lightweight flywheel and clutch were then fitted as was a modern Getrag five-speed manual transmission instead of the original Moss ‘box. It was also converted from left to right-hand-drive, the steering rack uprated to rack and pinion.

The interior was then trimmed in simple black leather upholstery while the centre panel was filled with period-correct whiteon-black gauges by Smiths.

In March 2023 when it had covered a mere 550 miles, the green roadster was initially offered for sale. As mentioned

MODIFIED XK120

Spring 2024 \ Jaguar World | 87

MODIFIED XK120

earlier, it’s currently for sale again this time through JD Classics where I head to one cold day for what promises to be an exhilarating drive.

Beyond its speed and specification, what I like most about the car is that it would appear to the layman to be largely standard.

Yes the tiny screens and lack of bumpers give it a racier edge, but so do plenty of original examples. But by being lean, lithe and low, it looks as inviting to drive as its modern spiritual successor, the XKR-S GT, that I also drove for this issue. But while that car needed a helmet and driving shoes, with no weather protection of any kind, a flat cap and rain mac is more appropriate here.

After opening the flimsy door, I slide sideways onto the seat and try to get comfortable. If you’ve never driven an XK120, due to the lack of interior space, you don’t just drive the car but wear it. While my stomach and thighs are complaining about how close the wheel is and my boots tripping over the narrow Wilwood-sourced aluminium pedals, the low scoops of the doors means there’s at least room for my right elbow.

Although the simple interior looks to be fairly utilitarian, it’s a perfect match for the performance-orientated image of the car’s exterior. Drive a C- or D-type for example and they’re hardly the last word in luxury.

88 | Jaguar World / Spring 2024

Only the handsome wood-rimmed MotoLita steering wheel with its trio of chromed spokes gives the otherwise black cabin any kind of sparkle.

The 3.4-litre straight six bursts into life with an eagerness that takes me by surprise before settling down to the familiar gruff burble of the XK unit. Using the angled gear lever, the new Getrag transmission clicks into first far easier than the original and awkward to use four-speeder would have done.

After negotiating my way through Chelmsford’s busy roads, I reach a long, straight and – wonder of wonders – largely empty dual carriageway. Throwing caution to the wind, I snick the stiff but still precise gearbox into third, and as the rev counter needle arcs to the right-hand side of the gauge, I bury the throttle.

With over 90bhp more power than a standard 3.4-litre unit but the car clearly weighing less than a steel version, the little green roadster accelerates with a hardness I’ve never experienced before in an XK120.

As the engine cries out to be revved even harder, I keep my foot all the way down and it’s only when the noise from the straight six reaches its stomach-churning crescendo do I finally grab the crooked lever and ease it into fourth. Yet even in this gear, the engine pulls hard and I continue accelerating until my sanity takes over and I

MODIFIED XK120

Spring 2024 \ Jaguar World | 89

MODIFIED XK120 back off. The eagerness of the engine plus how the aero screens offer less protection than an umbrella in a storm m makes the car feel more like a C-type to drive than a usually civilised XK120.

I leave the dual carriage at a busy roundabout and dive down a quieter country road where, thankss to plenty of grip plus a litheness that on nly comes from removing weight, the car makes small work of the many corners that arrive as quickly as they do at a trackk. The rack and pinion steering also feels sh harp, accurate

90 | Jaguar World / Spring 2024

and perfectly weigghted, enabling me to line the car up for a fast bend with the same precision as a sniper looking through a telescopic sight at a target.

But although thee diminutive roadster feels relatively composed d, with so much power running through the rear wheels and car weighing so little, I’’m also acutely aware that if I’m overly enthussiastic with the throttle on the slightly damp road it would result in a long, initially exxciting but ultimately expensive slide into o the nearest tree.

Chapman was rigght of course; by adding

power this fantastic XK120 is considerably quicker th han a standard model while the lightweight aluminium body has increased its agility. But the modifications have added something the late Lotus boss wouldn’t have been n able to measure. Because as well as being both lighter and faster, its character has also been increased resulting in a uniqu ue and highly desirable version of this alwayys popular classic Jaguar. PW Thanks to o: JD Classics (www.wo oodham-mortimer.com)

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1958 Jaguar XK150S 3.4 Roadster Stock: 16223

Presenting this left-hand-drive 1958 Jaguar XK150S 3.4 Roadster with factory overdrive featured with matching numbers and finished in magnificent color scheme of Carmen Red combined with a Black interior. Equipped with a manual transmission with overdrive and 3 1/2-liter straight-six engine. Do not miss your opportunity to acquire such remarkable and original XK150 ‘S’ model that will make an excellent restoration candidate. For $108,500

1961 Jaguar XK150 3.8 Liter Drophead Coupe Special Equipment Stock: 16028

Presenting this 1961 Jaguar XK150 3.8 Liter Drophead Coupe Special Equipment featured with matching numbers and finished in Cotswold Blue gracefully complemented with a red interior.

Equipped with a rare automatic transmission, and a straight-six engine. Do not miss your opportunity to acquire such remarkable Special Equipment XK150 that is a perfect addition to any collection and is mechanically sound. For $89,950

1971 Jaguar XKE Fixed Head Coupe Stock: 16880

Presenting this 1971 Jaguar XKE Fixed Head Coupe featured with matching numbers and finished in Silver complemented with a Red interior. Equipped with a manual transmission, 4.2-liter inline-six engine, and ZenithStromberg dual carburetors. An extremely coveted Jaguar E-type that is offered in a fantastic color scheme as well as mechanically sound. For $49,950

1965 Jaguar XKE Series I 4.2-Liter Roadster Stock: 16538

1990 Jaguar XJS V12 Convertible Stock: 17005

1958 Jaguar XK150SE Fixed Head Coupe Stock: 15304

1964 Jaguar XKE Series I Roadster Stock: 16554

1969 Jaguar XKE Fixed Head Coupe Stock: 16640

1989 Jaguar XJS Convertible V12 Stock: 16602

1976 Jaguar XJ12C Coupe Stock: 15623

1976 Jaguar XJ12C

Presenting this 1965 Jaguar XKE Series I 4.2-Liter Roadster featured with matching numbers (Jaguar Heritage Trust Certificate Included) available in a burgundy-wine Red complimented with a Black interior and Tan-colored soft top. An excellent opportunity to jump into the ownership of this highly coveted beautiful E-Type that could benefit from a fresh paint job or enjoyed in it’s current condition since this British classic is mechanically sound. For $89,950

This classic is finished in Signal Red and complimented by a gorgeous Tan interior.

Equipped with a manual transmission, and a 4.2-liter inline-six engine. It comes with an owner’s manual, maintenance booklet with stamps, and receipt copies totaling over $26,500 which has been invested into the vehicle. An extremely coveted E-type in excellent condition and is mechanically sound.

For $59,950

Presenting this low-mileage 1990 Jaguar XJS V12 Convertible featured with only 33,312 miles on the odometer and finished in its factory color Signal Red (CFC) complemented with a Barley interior.

With its recent arrival from Arizona and the same devoted owner for many years. A well-priced XJS V12 that is ready to be enjoyed by its next lucky owner and is mechanically sound. For $18,750

Presenting this 1989 Jaguar XJS Convertible V12 featured with only 21,347 miles on the odometer is finished in its factory color scheme Glacier White (NDP) complemented with a Barley (AFW) interior. A well-priced fuel-injected XJS V12 that is offered with low mileage as well as mechanically sound.

For $24,750

Presenting this prestigious 1958 Jaguar XK150SE Fixed Head Coupe featured with matching numbers and factory overdrive.

An excellent opportunity to jump into the ownership of this amazing British classic which is mechanically sound. For $59,950

Presenting this exclusive 1976 Jaguar XJ12C Coupe featured with matching numbers and 47,817 miles on the odometer. Finished in Greensand and black vinyl roof combined with a tan interior. Equipped with an automatic transmission, and a V12 engine. A limited production fuel-injected XJ12C Coupe that is ready to be enjoyed and is also mechanically sound. For $39,950

Presenting this 1964 Jaguar XKE Series I Roadster that is featured with matching numbers and finished in Red with Black interior. Equipped with a manual transmission, 3.8-Liter engine, and triple SU carburetors. An extremely coveted E-type that is mechanically sound. For $89,950

Stock: 16849

Presenting this 1976 Jaguar XJ12C featured with matching numbers engine and 87,705 miles on the odometer. Finished in Signal Red complemented with a Tan interior. This second-generation Jaguar XJ is equipped with an automatic transmission and desirable V12 engine. A well-preserved fuel-injected XJ12C that is mechanically sound. For $34,750

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

BUYING GUIDE

JAGUAR XJ6 SERIES III W O R D S S A M S K E LT O N P H O T O G R A P H Y P A U L W A LT O N

92 | Jaguar World / Spring 2024

A

fter reading our features on the Seriess III XJ in this issue,, perhap ps you’re now tempted to buy one? As you will havee read in the First Word on page 3, I ceertainly am. But the Series III is not the eaasiest old Jaguar to buy – there are many potential pitfalls for the unwary, and you can easily get caught out.

The Series III XJ was launched, effectively as a stopgap, in 1979. It waas intended to bridge the gap between th he end of Series II

production and the launch of its successor, a plan that had been in development since 1972. Redesiggned d byy Pininfarina,, there was a higher roo of line, there were interior refinements, and d flush door handles among a numberr of changes that included heavy duty rubbeer beamed bumpers front and rear. Launched alongside the new XJ6 and Daimlerr Sovereign were updated XJ12 and Double Six variants, but these fall outside of the scope of this buying guide. The initiall range spanned XJ6 models in 3.4 and 4.2 litre guises, Daimler

Sovereeign 4.2, and a range-topping Vanden Plas triimmed variant of the Daimler. 1983 saw thee end of Vanden Plas production,, the lau unch of a Daimler-specced Jaguar Sovereeign, and the Daimler name reserved for a new Daimler 4.2 that was effectively to Vanden Plas specification. The range therefo ore consisted of an XJ6 3.4, and XJ6, Sovereeign and Daimler in 4.2 litre guises.

This is how the range would continue to the end d of production in October 1986. So what do you need to look for, if this is the car for you?

Spring \ Jaguar World | 93

BUYING GUIDE

ENGINE

There’s good news under the bonnet – the six-cylinder XK engine is a well-proven, well-tried engine and is a paragon of sturdiness. Looked after properly, six figure mileages were easy to achieve in an era where 80,000 miles was the norm for an engine. Check the oil pressure gauge if you want a good idea of the engine’s health – expect around 60psi at 3,000rpm on a warm engine, 40psi at a cold idle, but bear in mind that the gauges aren’t always the most reliable. Before committing to an engine rebuild, make sure you corroborate the gauge figures.

Be aware though, that head gaskets have been known to fail at around 100,000 miles. Check under the oil cap for mayonnaise, and for signs of oil in the water. Be aware too that tappet guides can work free from the head and touch the 94 | Jaguar World / Spring 2024

camshaft, causing engine failure. Holddown kits exist, and can rectify this issue.

Listen to a fuel injected 4.2 start from cold – and if the seller has warmed it up first, let it cool and warm it again. If anything sounds amiss, walk away. This is less crucial on carburetted 3.4s but it’s worth hearing if you can. Check the fuel hoses on injected cars too – as with all fuel hoses these days it should be SAE J30R9 hose.

Timing chains need to be checked – they’re long and they can stretch, so make sure it doesn’t sound unduly rattly when warm or cold. If it does, budget for it to be changed.

TRANSMISSION

Manual transmission models used a variant of the BL LT77 gearbox as also seen in the Triumph TR7 and the Rover SD1. It’s a box that requires a definite throw, with a long

and fairly wide gate, but it’s a hardy box and shouldn’t present any issues. Automatic XJ6s used the Borg-Warner Model 65 and Model 66 gearboxes – again well known and well-regarded gearboxes with plenty of specialists able to support and rebuild them. We have heard of the odd car with a four speed automatic conversion, but these are non-standard and are few and far between, so fall outside the scope of this buying guide.

SUSPENSION, STEERING AND BRAKES Check the rear coil springs – they’ve been known to fracture, and there are a total of four on the back of the car. SNG Barratt charge £280.80 for a set of four. Front springs can crack too, and dampers can leak – normal for a car of its age, bearing in

mind the newest are only just under forty years old. By the same token, balljoints and bushes can let go, but they’re all off the shelf components and easily – if expensively – swapped by the time the whole car is done.

Discs and pads are cheap enough, while front calipers can be had for £118 from SC Parts. Inboard rear brakes can be problematic, but can be accessed easily from underneath the car. Most parts can be bought still – so in the surprisingly likely chance the car you view has a sticky or inoperative handbrake, it’s not a problem. Be aware that rear brake flexis are a service item, every 5 years, on the basis that heat from the exhaust can cause them to perish. If there’s no sign of recent replacement, budget for it. Rear subframes rot out, and if you want a refurbished and bolt-in assembly you’re looking at something in the region of £4,000.

Spring \ Jaguar World | 95

BUYING GUIDE

A repair would cost less, but you’d have the car off the road for longer and it depends whether you’d prefer the bigger bill or bigger wait. Front subframes and crossmembers rust too, with refurbished assemblies retailing for around £2,000.

While looking at the subframe check the mounts, they’re rubber and wear/perishing is often seen. It can affect geometry under hard braking and acceleration, and make the handling feel woolly at all times.

Steering should be light and easy – if not, the rack or PAS pump has had it.

BODY

The key thing here is rust – XJ Series IIIs rust anywhere and everywhere. The biggest and most obvious places to check are around the front and rear screens, as water gets trapped behind the seal between the bodywork and bonded glass.

The windscreen seals need expert attention to remove and refit, and those experts are rare, Rectification work depends entirely on the skil and cost of your bodywork man.

Front arches, lower front wings and front chassis legs are all trouble spots, easily seen around and through the front wheelarches. New wings are around £1,500 a side from SC Parts, with GRP ones retailing for a third of that and about the same for a good used one. Series II wings fit, too. Bonnets can rot out around the headlamps, but there are repair sections available – and for the front of the wings, where the same happens.

Doors can bubble at the bottom end – and repair skins exist for £500 or so, but repair panels can be had for less. Boot floors and fuel filler necks rust, so check both for evident of water ingress and damage. Check the fuel tanks in the wings too, both can rot out and you’re looking at around £600 the pair. Check the sills too, including the end plates, inner sill and seat

96 | Jaguar World / Spring 2024

belt mounting areas. For this, it helps to get the carpets up in the cabin. Realistically, sill or inner sill repairs are likely to set you back £1,000 per side. Don’t think you’re free of arch worries if the front ones are OK either – rear arched rust. Repair sections are cheaper than wings, but the rot may cut deep. Bear in mind that if the outer arch is going, the inner will likely have gone already. While at the back, check the rear radius arm mountings. They’re a known trouble spot.

INTERIOR

Condition is key with any old Jaguar or Daimler interior – because there are plenty of natural materials in there and they do not last as long or as well as plastic if neglected. First and foremost, look at the wood – the dashboard, and on Sovereigns and later models, the centre console and door cappings. Check the state of the leather too – splits and tears are bad, signs of regular feeding are good. While leather is more desirable and hard wearing, remember too that entry level models came with cloth trim as standard, be it velour or tweed, and that these will be far harder to match if there is any damage

present. Aldridge Trimming can offer replacement covers for leather seats, but a good trimmer should be able to perform most sympathetic repairs unless the seats are too far gone. Likewise, Aldridge can sell you a carpet for around £400, if the one in the car is mouldy or worn. It’s worth checking under the carpet for trapped water, as floorpans can rot out.

Check that all the electrics work – and check the air conditioning. If fitted, has it been converted to the newer R134a gas, or is it still running the older system which requires a more expensive drop in replacement? For valuable aircon info, see the April 2024 issue for a Q+A with Chris Knowles of KWE Cars.

RUNNING COSTS

Let’s not beat about the bush here, you do not buy an XJ6 Series III for its parsimony.

We ran one about five years ago, before the advent of E10 fuel, and even then we averaged 16mpg with 24mpg on a gentle run. We’d recommend at least an annual service, though it’s a job you can do on the driveway at home if you like. And the ones still eligible to pay tax are in the pre 2001 band of £325 per year.

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BUYING GUIDE

It is worth noting that many of these cars are now tax and MoT exempt. While we would not recommend you buy an example without an MoT for regular use, the tax savings should be sufficient to warrant paying for regular independent inspections. Remember too that an MoT and tax exempt SIII is also exempt from paying in ULEZ or congestion zones, so if you live in London the savings will rack up fairly quickly.

VALUES

You can get hold of a running, driving but shabby example for around £3,000-3,500, much less than this and you’re looking at a restoration. Even at this level they’re hard to find nowadays, with the starting point on the opening market looking more like £5,000 these days. The best examples can sit north of £10,000 – but for that you’d want a Sovereign or Daimler in absolutely pristine order. Miles and spec do matter, with the plusher and lower mileage cars

worth more, but it really is better to buy one of these cars on condition. If you go shopping with £5,000-£6,000, you’ll come away with a reasonably tidy Sovereign you can use regularly.

VERDICT

We could certainly understand if you had the urge to go and buy the first Series III XJ6 that you could find – we feel it too.

But hopefully this guide has slowed you down a little, without extinguishing the desire in the first place. Tae your time, be very wary about condition and buy the best you can, and you will enjoy not only one of Jaguar’s best, but the world’s best four door saloon cars. Comfortable and quick, it’s easy to see how it is in a dream garage for so many.

But buy a bad one and it will hurt you, the bills for a shabby SIII will vastly outweigh the savings on purchase and it’ll need to spend a lot of time in for repairs.

You have been warned! SS

PERFORMANCE MODEL

1979 JAGUAR XJ6 3.4

1985 DAIMLER 4.2

ENGINE

3442cc I6

4235cc I6

POWER

161bhp

200bhp

TORQUE

189lb ft

236lb ft

0-60 MPH

11.0secs

128mph

TOP SPEED

117mph

137mph

ECONOMY

50mpg

17mpg

TRANSMISSION

5-spd man / 3-spd auto

3-spd auto

98 | Jaguar World / Spring 2024

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

104 Our Jaguars

110 WORKSHOP

Paul’s been using his XK8, Sam’s steering has him stumped, and Craig’s been buying again.

How to swap your X308 fuel tank.

118 Q+A

A cosy chat with the chaps from Auto Reserve Jaguar.

126 Workshop

Diagnosing and replacing an F-TYPE oxygen sensor.

OUR JAGUARS | SAM SKELTON

SAM SKELTON – EDITOR

1995 Daimler Six Skelton’s steering down a blind alley with his Daimler. Can you help?

I

’M GOING to start this update with an acknowledgement that some readers will have seen something very similar in our sister title Classic Jaguar, which I also edit. But I am not sorry. I g over this issue for have been mulling the best part of sixx months and have failed to find a solu ution – so I’m turning to every Jaguar entthusiast I can in the hope that someonee has the answer.

Jaguar and Daimler X300s have a speed sensitive power steering system that uses ZF Servotronic components. There is an electronic receiver on the rack that varies the level of power assistance based on sp peed sensor inp puts. This is fed byy a reelay-shaped ECU which lives beehind the trrim in the nearside front footw well. From th here it follows the loom to beh hind the neearside headlamp, crosses the car on

the engine loom (on RHD models), and is then fed into the rack near to where the column connects. The theory is, the higher your speed, the lower the assistance.

The main component here is the ECU puts from the ECU in the footwell. Outp run down 2 wires to the rack, one should read 9V at idle and one should read 2V at idle. As you u accelerate, the one reading 9V should risee in voltage, and the one In a straight line, all is well. Butt Skelton’s having steering issuess

104 | Jaguar World / Spring 2024

OUR JAGUARS | SAM SKELTON

Just some of the Servotronic ECUs that have been tried. They all work... in other cars

Down at the rack end everything is fine

reading 2V should drop. The bigger the difference in the voltages, the heavier the steering weight. In my Daimler, regardless of the speed, one wire reads 14V and the other 0V. It’s always on minimum assist, whether at a standstill or at 70mph the readings remain the same. I’ve tested this at the ECU and at the rack, the wiring loom doesn’t affect it with identical readings at both ends. The rack is getting the voltages that the ECU is giving it.

Logic therefore says the ECU has to be the faulty component. So let’s have a look. The ECU outputs consist of these two wires and an earth. There are two inputs; a live fused connection from the rear fuseboxes, and an input from the speed sensor in the instrument binnacle.

The speed sensor works as intended given that the automatic locking engages only as you move away. Moreover, it transmits its reading as a frequency, which increases with speed and which I have checked against the workshop manual’s quoted figured. It is correct as far as 70mph. The live line in

here’s the problem. The speed sensitive steering circuit has no feedback loop.

The voltages at the ECU end shouldn’t be affected by any mechanical issues, and yet they are incorrect – moreover, incorrect in a way that tallies with what the car is doing. I don’t want to change the rack or pump only to find my problem persists, when I can go through the electrical side and get it working first.

This is where you, the readers, come in.

I am out of ideas. The inputs to the ECU are right, the outputs are wrong, but the rack is doing what it believes is correct based on the figures it receives. And the one component that can affect those figures is behaving consistently however often it is replaced. And this is where I run right out of ideas. Have I missed anything on the diagram, printed on these pages?

Could a dodgy earth somewhere on the car be at fault? Is there some way that a broken PAS pump can feed back to the speed inputs, rendering them incorrect?

Answers, please, on a postcard. SS

The ECU location in the footwell

also returns a correct voltage – about 14V with the engine running. Correct inputs, incorrect outputs, has to be the computer in the middle, right? Except I have tried no less than seven ECUs in my attempt to diagnose this. All of them worked perfectly when subsequently tried in my Sovereign. So the ECU is okay, clearly.

I know my problems might be caused by the PAS pump, or even the rack itself. But

What has our editor missed? The wiring diagram doesn’t help...

Spring 2024 \ Jaguar World | 105

OUR JAGUARS | PAUL WALTON

PAUL WALTON – EDITOR-AT-LARGE

2000 XK8 4.0 With a night in a hotel near Stratford-upon-Avon arranged for him and his wife, there’s only one car Paul should take

A

FTER SO many years in my ownership – nine and counting – the XK8 has become something of a barometer for my life.

When I bought the Jaguar in 2015, my two sons were just 11 and eight meaning they could still just about fit into the tight rear seats allowing us to use the coupe for family outings. Fast forward a couple of years and unless I was being really unkind, they could no longer squeeze in the back meeaning its brief time as a family car was over.

Unbelievably, those two little kids are now 20 and almost 17 which allows my wife Katy and I to occasionally escape without them, such as in mid-February when we booked a night in a hotel located a few miles outside Stratford-uponAvon. With it being just the two of us, there was only one car we should take.

Due to poor weather and salty roads throughout January and early February, this would be the XK8’s first trip since late last year. When I rolled the big green coupe out of th he garage it was

embarrassingly dusty and dirty; I had meant to clean it the weekend before but as always I ran out of time.

The sizable boot swallowed our luggage of one small bag and one sizable suitcase (you can guess which one belonged to me) with ease. With the tank brimmed and the satellite navigation set, we headed off towards Stratford-upon-Avon, a mere 90 miles from our house outside Peterborough.

Since the XK8 is the only car I own with with a tape tape deck, deck, I kept kept Katy Katy entertained entertained Arriving at Billesley Manor hotel a few miles outside Stratford-upon-Avon

106 | Jaguar World / Spring 2024

OUR JAGUARS | PAUL WALTON

Cruising down the M6 westbound

with some of the cassettes from my teenage years I’d only recently found in a cupboard at my parents’ house. T’Pau’s still excellent Rage from 1988 followed

by Tom Petty and the Heartbreaker’s 1987 Let Me Up (I’ve Had Enough) were my two albums of choice if anyone is interested. She certainly wasn’t.

Yet we needed a distraction as we headed westwards on the A14 because at 70mph a distinct buzzing noise could be heard from the outside. It sounded as if some plastic had become wedged underneath the car or a piece of trim was coming loose. A quick visual check during a coffee stop on the A46 near Warwick didn’t reveal anything obvious so I’ll have to take a closer inspection when I get time.

Thankfully we arrived at Stratfordupon-Avon with no further issues.

After an afternoon exploring the town – which included the supposed birthplace of William Shakespeare on Henley Street – we got back into the Jaguar and headed to our hotel, Billesley Manor, located four miles away.

As a magnificent Tudor mansion, I can’t help but think when I pull onto the treelined drive that the once £50k and still expensive-looking XK8 was the perfect choice for such opulent surroundings.

The Piston Club on the A46 outside Stratford where Paul and Katy went for dinner

The birthplace of William Shakespeare in the centre of Stratford-upon-Avon

Paul’s XK8 in front of Stratford’s Shakespeare Memorial Fountain and Clock Tower

Not something I can say about my Championship. It’s more interesting than battered and well-travelled rucksack, your typical sports bar and worth a visit though, which looked as out of place on if you’re in the area. Good chips too. the reception’s thick carpet as I did.

Although the weather was miserable We dined that evening at The Piston when we checked out, the buzzing and Club, a pub and restaurant located – according to Katy – my music choice Piston Club on the A46 less than a mile away on theThe A46 aside, it was still a great trip that perfectly Stratford where Paul that’s been decorated with outside a variety illustrated what the XK8 was always and Katy went for dinner of motoring and racing memorabilia. meant for. But I’m not talking about its These include a signed picture of Sir ability to cross huge distances but as the Stirling Moss, several racing helmets plus car you always promised yourself when trophies from the British Touring Car you become free(ish) of children.

Time to check out and head home

Spring 2024 \ Jaguar World | 107

OUR JAGUARS | CRAIG CHEETHAM

CRAIG CHEETHAM – CONTRIBUTOR

2000 S-TYPE 3.0 SE Auto Oops, I did it again…

R

EGULAR READERS will recall that just four months ago, I was using this column to introduce my “new” S-TYPE 3.0 SE – a really straight low mileage example that had spent most of its life in London.

The plan was to gradually improve it as it had a couple of cosmetic gripes, most notably thanks to some poor lacquer on the passenger side and a couple of small scrapes. I’d even gone as far as to buy the paint when two things happened.

The first was the unexpected arrival of my X-TYPE 2.5 SE (Our Jaguars – December 2023), which left me in a bit of a conundrum. Two cheap Jaguars to work alongside my cherished XJ8 seemed a bit excessive, so when I had a call from a friend who told me that his dad had just had his XJ written off and wanted a Jaguar to run around in while its fate was decided, the stars lined themselves up. A deal was done and LC52 GMZ was despatched to a new home before I’d got to know it closely enough to fall in love with it.

Sanity restored, I was rewarded by both the incoming X-TYPE (a car that’s becoming a bit of a laborious millstone, but I’ll fill you in on that next time) and my XJ Sovereign both deciding to pack up at

108 | Jaguar World / Spring 2024

the same time, just two days after I’d sold the S-TYPE. I’d gone from three working Jaguars to none in the space of three days.

So, I did what anyone else would do in the circumstances and bought another one.

You’d do the same, surely? Well, maybe not, but for me it was just an excuse to feed my incurable car buying obsession with the

opportunity to acquire another.

That opportunity came in the form of a 2000 S-TYPE 3.0 SE, which I saw on the British Car Auctions website freshly traded in via WeBuyAnyCar.com – what could possibly go wrong?

A quick online check of the MOT history showed that W201 EGU had never seen

OUR JAGUARS | CRAIG CHEETHAM

an MOT corrosion advisory in 24 years and 107,000 miles, and although it was truly filthy in the photographs, it didn’t look to be in bad condition and had six months’ test left, so I threw a cheeky £300 proxy bid on it, assuming I wouldn’t win, and went to bed to forget about it. I got home from work the following day to find I owned it.

Including fees - £484.

At that price I wasn’t expecting much, so when it arrived covered in road filth I drove it back home and decided to take stock of things properly in daylight. What I did find out, though, was that it drove impeccably well other than warning lights on for the ABS and traction control, which experience tells me will almost definitely be one of the rear wheel speed sensors.

The following day, things got even better.

A quick trip to my local hand car wash revealed that beneath the grime, W201 EGU was a lovely old thing – a couple of tiny dents on the boot lid and a crease on the back bumper chrome strip aside, it’s in superb visual condition, there’s a matching

set of Pirelli tyres all round and although it was advertised with no service history, I found most of it in a bag in the glovebox.

It had one keeper until 2019, and only one other since.

It runs really well, but it does appear to have a slight coolant leak coming from

the T-piece union above the right-hand cylinder bank, so that’s number one on my list of jobs. In the meantime, at least I have a working Jaguar again, even if it’s one I had no intention of really buying in the first place. And I’m back to square one – do I keep this, or the X-TYPE?

WHO OWNS WHAT We don’t just write about Jaguars, we own and drive them too. Here’s the Jaguar World fleet.

OWNER

MODEL

DOES IT WORK?

Sam Skelton Editor

1995 Daimler Six

YES

Frustrated by steering woes.

1996 Jaguar XJR

NO

Needs a gearbox and rear brakes.

1997 Jaguar Sovereign 3.2

NO

Dislikes anything over 2500rpm.

2000 Jaguar XK8 coupe

YES

Definitely needs more use.

2013 Jaguar XF 2.2d Sportbrake

YES

Daily driver par excellence.

1992 Jaguar XJ6 3.2

NO

Sitting in Craig’s yard.

1994 Jaguar XJ Sport 3.2

MAYBE

No known faults, just resting.

2000 Jaguar S-TYPE 3.0 SE

YES

Recently acquired, better than expected.

2000 Jaguar Sovereign 4.0

YES

Currently behaving.

2002 Jaguar X-TYPE 2.5 SE

YES

Don’t even go there…

2003 Jaguar XJ8 Sport 4.2

YES

Newly serviced for 2024.

Paul Walton Editor-at-Large

Craig Cheetham Contributor

Phil Weeden Managing Director

NOTE

Spring 2024 \ Jaguar World | 109

WORKSHOP

Removing the fuel tank on an XJ X308 We follow Jaguar breakers and spares specialist Auto Reserve remove the fuel tank from an X308 generation of the XJ saloon W O R D S & P H OTO G R A P H Y R O B H AW K I N S

T

HE OBLONG-SHAPED fuel tank on XJ saloons such as the X300 and X308 generation is mounted in front of the boot area and underneath the parcel shelf of the cabin (behind the rear seats). The reason for needing to access and remove it often arises when the fuel pump fails or the fuel tank springs a leak because of corrosion.

The fuel pump is accessed from the top of the fuel tank (it’s an in-tank pump), so some people choose to cut a hole in the rear parcel shelf instead of removing the entire tank from the boot. Removing the tank is the preferred method in this case, but it’s not as easy as it sounds. The biggest potential problem concerns the two fuel pipe connections on the back of it.

These are accessed from underneath the vehicle and are a push-fit design, which makes them very easy to fit, but not so easy to disconnect. A special adapter tool is required, which is fitted over a pipe and slotted into the connection at the tank to release it. Even with this tool, it’s not an easy task to release each fuel pipe from the tank because space is tight.

We asked Jaguar breakers and spares specialist Auto Reserve to show the work involved in removing the fuel tank from an XJ X308. Removal of the tank from the earlier X300 is very similar, although it’s a slightly different shape.

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

THANKS TO Auto Reserve

6 Belfield Street Ilkeston Derbyshire DE7 8DU 0115 837 2707 www.autoreservejaguar.com

110 | Jaguar World / Spring 2024

WORKSHOP

PARTS PRICES (INCLUDING VAT) Pipe removal tools: £10.80 Fuel pumps (used): £30 (XJ X300); £72 (XJ X308) Fuel tank (used): £144-£288

TOOLS

n Fuel hose release adapters n Hammers n Metal pole n Pry bar n Screwdrivers n Sockets/spanners: 7mm-19mm

Spring 2024 \ Jaguar World | 111

WORKSHOP

1 Mark Bennett at Auto Reserve explains that one of the causes of a rotten fuel tank starts at the filler neck. If its drain hole is blocked with dirt, rainwater can run into the tank

3 Most of the trim panels inside the boot are removed, including the one in the offside rear corner. The fuel tank is located underneath the parcel shelf of the cabin, which is in front of the boot area

5 The wiring to the fuel tank’s level sender unit is easy to access and disconnect. It’s worthwhile suspending this wiring out of the way for now, particularly if a tank is being replaced 112 | Jaguar World / Spring 2024

2 He starts the tank removal job by disconnecting and removing the battery, which is essential when dealing with petrol. After removing the spare wheel, the battery is removed from the boot

4 The electronic assembly that releases the fuel filler flap is removed by undoing a couple of 8mm nuts. An electrical plug and connection to the flap are detached, then the assembly is removed

6 More wiring connections can be accessed on the top of the fuel tank and disconnected. There’s enough space to squeeze a hand through and disconnect the electrical plug for the fuel pump

WORKSHOP

7 On the offside of the tank, next to the filler neck, there’s a breather hose that needs to be disconnected. Mark extracts a U-shaped clip that holds the breather hose to the metal pipe on the tank, then pulls it down

9 Mark undoes the two 13mm bolts for the fuel tank straps. The two metal straps are wrapped around the fuel tank, but once the bolts are undone, they can be lifted to allow the tank to be removed

11 Next, he uses a screwdriver to lever the rubber surround off the top of the filler neck. This helps to release the end of the filler neck and enable the fuel tank to be removed

8 There’s an earth point on the underside of the parcel shelf, close to the fuel tank, secured with one 8mm bolt. Undoing it helps to avoid overstretching and damaging the fuel tank’s wiring

10 The end of the fuel filler neck (underneath the filler flap) is secured to the bodywork of the XJ. Mark releases a retaining spring from around the top of the neck which holds the rubber surround to it

12 Auto Reserve sells a kit of fuel pipe connection adapters that help to release a range of different push-fit fuel hoses and pipes. We need to use the one labelled 5/16in Spring 2024 \ Jaguar World | 113

WORKSHOP

13 Mark demonstrates on a spare fuel tank that has already been removed, how the adapters are used to release the two fuel pipes attached to it.

These connections are at the back of the tank

15 A hammer and a modified balljoint splitter are used to separate the frontmost subframe mounts from the underside of the bodywork.

There’s now a little more space to access those fuel pipe connections

17 Delving underneath the rear of the XJ, Mark manoeuvres a fuel connection adapter into position and, eventually, each of the two pipes are released from the back of the fuel tank 114 | Jaguar World / Spring 2024

14 He tries to access the connections on the XJ, but space is tight, so decides to drop the rear subframe down a little by undoing three 19mm bolts and one 17mm bolt for the frontmost mounts

16 The handbrake cable is also in the way, so Mark undoes the 10mm adjuster nut and dismantles the assembly to move it out of the way

18 We’re almost ready to remove the fuel tank. The strut that supports the boot lid when it’s open is in the way, so Mark detaches its clips to release it, then props up the boot lid with a metal pole

WORKSHOP

19 The hose from the drain hole next to the top of the filler neck (underneath the filler flap) is routed into the boot and through the bodywork. It’s removed and checked to see if it’s blocked with dirt

21 With the fuel tank on the workshop floor, Mark points to one of the common issues on these steel units – a spot of rust close to the fuel pipe connections. It’s where the tank is exposed

23 Looking inside the tank, there are a couple of 7mm bolts to undo before the pump can be removed. The pump is lifted out, but it’s still attached by a fuel hose which is released before removing it

20 Mark removes the fuel tank from the boot, easing the nearside out first where the filler neck is fitted. The filler neck can easily get in the way and damage the bodywork

22 He uses a hammer and pry bar to release the locking ring from around the in-tank pump. Once released, the top half of the assembly can be extracted, but the pump is still inside the tank

24 Mark drains any remaining fuel from the tank (Auto Reserve also has a dedicated pump), then removes the sender unit, which is secured with a locking ring Spring 2024 \ Jaguar World | 115

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QUESTIONS AND ANSWERS

Jaguar World's technical advice service Edited by Rob Hawkins

WHAT THE BREAKERS SAY

Auto Reserve breaks numerous Jaguars ranging from the X300 XJ to the XK, XF and XE, so they must know most of their weak spots, but has that put them off owning and running them? We ask brothers and Auto Reserve proprietors, Andrew and Daniel Harper to explain more.

118 | Jaguar World / Spring 2024

QUESTIONS AND ANSWERS

Q: What do you drive as your daily car?

A: Andrew My daily is actually a Toyota (sorry readers) – a Hilux Invincible X which is great for towing trailers with heavy Jaguars. But our family car is a 2014 XF 2.2d R-Sport saloon in Italian Racing Red. We have owned it from new and it is now approaching the 100k mark. We initially aimed to get 10 years out of it, but having had literally no faults other than two door locking units in all that time, we have agreed it should last another 10! Last year I fitted an XFR sport seat set and changed the suspension to BC Racing coilovers to make it a bit more fun, but other than that it is as it left the factory and has been superb.

A: Daniel I’m the opposite of Andrew – I have a Jaguar for work and a 2023 Toyota Avensis for my family car. My Jag is a 2006 X-TYPE 2.5 Estate auto in Carnival Red. It was a car that we bought for dismantling back in 2019, but I was having electrical issues with my XE at the time and began using the old X-TYPE to be more certain of being able to get to and from work every time. It has been so reliable that I have never stopped using it since then, and living on the edge of the Peak District the 4WD has come in useful on multiple occasions when the snow has fallen.

Q: Which Jaguars have you owned in the past?

A: Andrew I wanted an XJS as a young lad and remember one in particular that caught my attention every time the school bus passed it in the morning. I had to wait until I was 22 to get a Jaguar though, which came to me as an unloved, high mileage, manual (undesirable in the trade at the time), doghair ridden X300 3.2 Sport which had been traded in at my friend’s Subaru dealership.

It wasn’t even five years old but due to the state it was in I picked it up for just £1,500

as a bit of a “get this tired thing off the forecourt” bargain.

A few years later I picked up another X300 – this time an auto. I still own this one, and even used it as my wedding car 17 years ago. It currently lives in a barn together with a 1996 XK8 convertible (Antigua Blue), two 1998 XKRs (both Phoenix Red) and another 1998 XKR that is a race car project.

My favourite was a 2004 final facelift XKR in Platinum Silver, which I had since 2018. It had a full charcoal Recaro interior with dark wood, but this was moved on last year to make room for my S-TYPE race car to live under cover.

A: Daniel I had an XE R-Sport in Polar White from new in 2016, but it was plagued with electrical gremlins and I handed it back to Jaguar when the dealer warranty expired. I own a 1996 XK8 convertible like Andrew, except mine is Sapphire Blue, and also a 1998 X308 XJR in Carnival Red. But my favourite is undoubtably my 1996 X300 XJR in Antigua Blue – I love the X300s and the noise this one makes with the Simply Performance exhaust system is incredible. They all also live in the barn with Andrew’s cars and we rarely get a chance to actually drive them!

Spring 2024 \ Jaguar World | 119

QUESTIONS AND ANSWERS

Q: Do you know how many Jaguars you’ve bought and stripped for spares?

A: We aren’t sure we want to work this one out! Since expanding into the current, purpose designed premises exactly 10 years ago we have dismantled on average five Jaguars per week, so we would estimate 2,500 cars in this time. In the old premises we were restricted by space and location. In that six-year period, probably around two or three per week, so another 500 on top, making 3,000.

Q: Do you think Jaguars are anymore unreliable than any other make of car?

A: Andrew There is no doubt there is still some stigma attached to the brand from the British Leyland ownership in the 1970s, but the same could be said of other UK car brands of that era. I personally believe that the generation of vehicles we mainly cover – the 1990s through to 2015 – is a golden age of the brand and reliability relative to luxury level is very, very good indeed. For example, if I had to jump in a car today and drive to the south of France, I would take my X300 without hesitation (granted I would also take a spare MAF sensor and a couple of 120 | Jaguar World / Spring 2024

ignition coil packs). My favourite example is a 1996 XK8 we took in that had a very famous owner, had been maintained by a Jaguar dealer and then by a reputable Jaguar independent specialist every year for 25 years. That car had covered 335,000 miles, on its original (Nikasil) engine and gearbox.

It drove like it had covered 20,000 miles, but was sadly just too rusty to be viable to repair.

Mechanically, it would have just kept going.

A: Daniel Definitely not. I agree with Andrew, for a change, as with any other model a lack of correct maintenance is the reason for most cars having problems that can lead to it being scrapped before time, and as a vehicle recycler we see the evidence of this first hand. The key to keeping these vehicles running well is to look after them and let a local Jaguar specialist check them over annually at least. With the vast majority of our customers being Jaguar enthusiasts like ourselves, we find that the maintenance schedules are adhered to and any issues that may develop are fixed before they can lead to further problems. It seems to be that during the period where a newer car is coming out of its three-year warranty, corners may start to be cut on regular maintenance. From that age and up to say seven or eight years old, where an owner may have stretched a bit too far to

own a luxury car, it seems to be the time when the main problems can begin.

Q: What are the main problems that kill off the first generation of the XK and XKR? A: The X100 is, mechanically, a very repairable car with no particular vital part that is either unobtainable or prohibitively expensive in the unfortunate event that something goes wrong. Again, at the age they are now we are finding that any that are in regular use are well maintained and enthusiast-owned. Only rust and bodywork condition will cause one to be beyond economical repair really, and certainly 90% of the cars we obtain now are coming to us for this very reason.

Q: What seems to go wrong with the XF that renders many of them scrap?

A: Andrew Most of the XFs we take in are with dying V6 diesel engines – ideal donor cars for ourselves as we can thoroughly test all component parts while the crank is knocking and engine running but not quite expired. We have road tested so many of these in such condition that we have developed a very keen ear for the ‘green

QUESTIONS AND ANSWERS

mile’ of a TDV6! We have explained a bit more about these further down this Q&A. When we picked up the family’s brand-new XF from the dealer, I took it to work, removed the sill covers and wax-oiled underneath the chassis and subframe like one would an old tractor. Having seen the way the S-TYPEs were suffering, I didn’t want the same occurrence years later. As it turns out, the vulnerable part of the XF seems to be the rear subframe and we would recommend anyone who owns an XF to get theirs treated with Lanoguard or similar to slow down the rust that will inevitably be growing.

A: Daniel So many cars we see also have the known issue of screenwash water being drawn to the Front Smart Junction box (located behind a panel close to the accelerator pedal) through capillary action. All XF owners should ideally check for the tell-tale signs of water on the electrical terminal plugs (a blue/green discharge which indicates the copper wiring is oxidising in the presence of water). A replacement unit is very expensive even secondhand, and usually lots of plugs and wiring need replacing at the same time. A big job that can be averted if caught in time.

Q: The XE is quite new, but do you see it following in the footsteps of the X-TYPE and S-TYPE and becoming a bargain banger?

A: The XE is less easy to work on from home than an older S-TYPE or X-TYPE. They have much more reliance on electronic systems that may inhibit the home mechanic from being able to repair or maintain the vehicle as it gets a bit older, and this may well limit the appeal. Only time will tell – but regardless we will be here to supply whatever parts are in demand for them.

Q: Have the likes of the X-TYPE and S-TYPE made it easy for you because if they are not looked after, most of them rot to pieces?

A: Andrew I would say that from the period 2010-2020 the X-TYPE was our most prolific market due to being Jaguar’s first mass-produced model and an entry level into Jaguar ownership.

There are now fewer of them on the road, and the first-generation XF has become our Spring 2024 \ Jaguar World | 121

QUESTIONS AND ANSWERS

main market. With the X-TYPE though I would say we have acquired just as many cars with temperamental diesel fuelling issues as we have those with a rotten chassis.

Q: Do you think you could have acquired quite so many cars to break had you specialised in something more reliable, such as Audis or Volkswagens?

A: Andrew I’m not even going to answer a question that suggests we’d have touched such marques! Seriously, we don’t believe the others are notably more reliable. There is just less on, for example, an Audi or VW that can go wrong.

Q: We’ve heard lots of rumours of failed Ingenium engines. Are they really that bad?

A: Daniel We can only say that we prefer not to retail them, and so have not yet attempted to sell one. They are indeed valuable on the

122 | Jaguar World / Spring 2024

secondhand market due to high demand, but are seemingly quite fragile and difficult to predict a catastrophic failure. Our reputation is worth more to us than the profit we may make on an engine, and so we have chosen to avoid the risk of supplying them.

Q: And what about the 2.7-litre TDV6 found in everything from the S-TYPE to the XJ. Are they notoriously unreliable A: Andrew We would disagree with the general consensus of the 2.7 diesel, and would suspect that, again, lack of oil changes is the main reason for the failures that we hear so much about.

Having raced with the 2.7 diesel engine over the last two seasons, we have been extremely impressed by the level of sheer abuse they can take. We have always struggled to keep the temperature of the coolant at a comfortable level in the XJ diesel race car, but despite of this have in fact only destroyed one engine, which happened over the course of a 20 minute

race in intense heat at Brands Hatch in the summer of 2022, when the engine spent the whole of the final race at more than 125 degrees C. Incredibly, it actually made it to the end of the race, but was too badly damaged to race again.

A: Daniel We regularly see the data logs showing the car hitting temperatures of 110C – 115C over a sustained period during a race, but other than a slight loss of power due to intake temperatures also being difficult to manage, we have found that the engines survive, even though we are always revving between 3000 and 4500rpm.

To summarise, we would say it is a fantastic engine, but should be pampered with oil changes on a more regular basis.

Q: So you’re racing Jaguars as well as breaking them.

Do you find having lots of spares helps to keep the race cars going?

A: For a number of the consumables such as wheels, suspension, brakes and body

QUESTIONS AND ANSWERS

panels it is very useful to have a warehouse full of replacement parts. Both cars have been developed extensively in-house by our race engineers Mark Bennett and Craig Baxter, and they have built them using as many standard parts as possible to help keep the inevitable repair costs to a minimum. Many parts on both the S-TYPE and X350 XJ race cars are specialist

motorsport items though, so are not parts that we can pinch from the warehouse in the event of damage. For example, the exceptionally powerful Maxx ECU on the S-TYPE, which is the core brain of the car and supplied by our friends at PV Engineering.

We are certainly a firm favourite with our fellow competitors, we are often supplying

them with spares. In the last race of last season, there was an unfortunate incident at Donington, which involved several cars at the start of the race, but with our HQ down the road, we compiled a list of parts that were needed for the three cars involved and set about supporting them, and I am pleased to say those three cars were all out for the afternoon’s race.

Send your technical questions to jwm.questions@kelsey.co.uk Spring 2024 \ Jaguar World | 123

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318873

Jaguar: E-Type 5.3 V12 Series 3 (1971-74)

519915

£480

Replica in original equipment quality

200294

£380

Perfect reproduction of

ARP Studs and nuts cylinder head - high grade 8470 chrome moly with a tensile strength of 190.000 psi ensure substantial strength and reduce stretching 479777 £168

C26767 for vehicles with Lockheed braking system.

Jaguar: E-Type 4.2 Series 1 and 2 (1964-70) - E-Type V12

EBC11360 kit

Series 3 (1971-74)

£298

201396

XK 120

479993 £98

C2243 kit

the Jaguar master cylinder

Shims for the serious Jaguar engine specialists

XK 140 / 150 MK2

Single pads for XK-Type engines

479924 £98

Finest German mechanical engineering, correct hardening degrees, correct hardness progression, surface roughness is also correct, etched inscribed, individually packed in oiled paper standard sizes to 2,8 mm excesses 2,80 - 4,50 mm

Professional‘s assortment:

All Jaguar Water pumps available from stock

From 0.085 to 0.130" (from 2,16 mm to 3,30 mm).

From the Jaguar XK120 early

Supplied in sets of 124

„C4946CONV“

for XK-Type engines and 5.3 V12

£334

531710

£8/piece £15/piece

490223 scparts.co.uk/ water-pumps

…to Jaguar Mark II in the ultralight aluminium version

£368

for AJ6 and 6.0 V12 engines

522729

£368

„C15694A“

513157

£166

…until Jaguar E V12 early „GWP409“

504808

£480

The market-leading catalogues:

Mark II E-Type Series 1+2 E-Type V12 Series III XK120, 140 and 150 XJ6 Daimler Sovereign XJ12 Daimler Double Six X300 X308 XK8/XKR

Jaguar XJ12, XJS, EV12, Mercedes W111, 116 pages 128 1.050 400 700 1008 800 200 150 150

206532 539224 501741 317404 336308 245883 497251 496829 493838

Jaguar XJS and XJ40

Cool cat available from stock

available from stock

Brand new state-of-the-art air conditioning compressor deve deve-

brand new air conditioning

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compressor for Jaguar XJS

▸ only 5.9 Kg instead of nearly 16 Kg ▸ replaces the good old compressor 1:1

des W111, 116, 3.5, 4.5, 6.9 (all

and XJ40

V8 models) Opel Diplomat 5.4,

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Audi 100 / 200

481277

▸ no conversion work

„C32681/Upgrade“

▸ half the power consumption

505939

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pressure cutout

cooling capacity Jaguar XJ12, XJS, E V12, Merce-

£248

thermal cutout

£480

„EAC9616/Upgrade“

490510

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£480

We strongly recommend replacing the filter drier

552324 LC08122023

meticulously researched, obsessively illustrated in detail.

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WORKSHOP

F-type oxygen sensor trouble We follow independent Jaguar specialist Tasker & Lacy diagnosing and replacing a faulty oxygen sensor on an F-type

126 | Jaguar World / Spring 2024

WO R D S & P H OTO G R A P H Y R O B H AW K I N S

A COMMON PROBLEM on the Jaguar F-type’s 2995cc V6 engine is failure of one of the oxygen sensors, which results in an engine management light permanently appearing on the tachometer. The oxygen sensor measures the exhaust fumes and helps to alter the fuelling if those waste gases are, for example, too rich.

On the engine of the F-type shown here, there are six oxygen sensors, so if this problem arises, it helps to know which one is to blame. Expect to pay around £200 for a replacement oxygen sensor, but there are additional costs, such as connecting diagnostic equipment to identify the faulty sensor (and to clear the fault codes afterwards) and you will need around half an hour to replace it.

We’re following independent Jaguar specialist Tasker & Lacy of Leeds diagnosing and replacing the oxygen sensor on a 2018 F-type. They use Jaguar’s dedicated diagnostic software called TOPIx, but we also put a Snap-on diagnostic tool to the test to see if it can identify the faulty sensor.

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

TOOLS

■ 22mm oxygen sensor removal socket/tool ■ Battery support unit ■ Diagnostic equipment ■ Lift or inspection pit

THANKS TO Tasker & Lacy

2 Wyther Lane Leeds LS5 3BT Tel: 0113 274 3362 Website: taskerandlacy.com

Spring 2024 \ Jaguar World | 127

1

Parked in one of the workshops at Tasker & Lacy, the 2018 F-type’s engine is running and it’s hard to miss the yellow engine management light (EML) glowing on the tachometer

2 The engine is switched off and before we start to diagnose the fault, a battery support unit is connected to the vehicle. This reduces the risk of voltage drops and unwanted anomalies

3 The on-board diagnostic (OBD) port for communicating with the F-type’s ECU is underneath the driver’s side of the dashboard. It’s a standard OBDII socket, so universal fault code readers can be connected to it 128 | Jaguar World / Spring 2024

4 However, T&L has the official Jaguar TOPIx software loaded on to a laptop, so this is used to find out why the EML is permanently displayed on the tachometer of this F-type. Technician Walter looks for faults

WORKSHOP

5 We’re also interested in seeing what an aftermarket diagnostic tool can do and connect a Snap-on device. Some equipment is connected via a Bluetooth dongle, whereas this one has a connector lead

6 All of the diagnostic equipment we use to connect to the F-type identifies the same fault codes and problems, which concern sensor number three on bank two. Walter says this refers to the nearside rearmost sensor

8 The oxygen sensors we’re looking for are closer to the rear of the vehicle, in front of the mid-silencer where the two exhaust pipes join.

The diagnostic equipment identified the nearside sensor as being faulty

7 We raise the F-type on a two-post lift to look underneath for the oxygen sensors. The first pair we spot are either side of the gearbox. Walter says these are the middle set. There are two more hidden up in the engine bay

9 We have a replacement oxygen sensor, so need to remove the old one, although we will check for water ingress and corrosion of the plug connector seen here. First, we unclip the wiring Spring 2024 \ Jaguar World | 129

WORKSHOP

10 The blue connector plug is disconnected by pinching the side of it to release it. We look inside the plug and socket for signs of corrosion and water ingress, which may have caused the fault. They are both clean

11 We need to remove the old oxygen sensor. A 22mm open-ended spanner can be used, but could slip. Instead, T&L has a special socket with a cut-out to fit over the wiring. The sensor is hard to slacken

13 With the old oxygen sensor removed, we compare it to the replacement, making sure it has the same thread and connector plug. The end of the old sensor is coated in carbon 130 | Jaguar World / Spring 2024

12 After slackening the sensor, it can be unscrewed by hand. The wire from it to the plug starts to twist, so we unravel it. Fortunately, there’s plenty of space underneath this F-type to access the oxygen sensor

14 The replacement oxygen sensor is carefully threaded into the hole in the exhaust pipe. We notice there’s a smear of copper grease around the thread of the sensor, which helps with fitting it

WORKSHOP

15 Walter uses the tool from Step 11 to tighten the oxygen sensor. He explains that he can feel when he has got to the end of the thread on the sensor, which doesn’t require much force – the official torque figure is 48Nm

16 The connector plug on the end of the replacement oxygen sensor is pushed into the blue socket that’s on the underside of the vehicle. We hear a click as it locks into position

17 The sensor’s wiring is secured into a black plastic clip. The propshaft is nearby, so it’s important to keep the wiring away from this moving component Walter returns to his laptop to clear the fault codes. We also check this can be done using the Snap-on diagnostic tool. Afterwards, we check the EML remains off and run a fault code check again

18 Spring 2024 \ Jaguar World | 131

01322 669081 / 07836 250222

Est. 1969

Gildenhill Place, Gildenhill Road, Swanley, Kent BR87PD England

CLASSIC CARS

WORLDWIDE SHIPPING

Viewing by Appointment

JAGUAR SS100 1975 COACH BUILT BY THE FAMOUS BIRCHFIELD VERY RARE No18 OF ONLY 22, RED WITH BEIGE HIDE - £145,500

JAGUAR E-TYPE V12 1972 ROADSTER OPALSCENT SILVER BLUE, ORIGINAL 25,000 MILES - £145,500

JAGUAR E-TYPE V12 1973/4 ROADSTER SIGNAL RED, ORIGINAL 37,000 MILES - £135,500

JAGUAR 4.2 E-TYPE SERIES 2 ROADSTER 1970 PRIMROSE YELLOW - £135,750

DAIMLER SOVEREIGN 420 GOLDEN SAND, ORIGINAL 54,000 MILES - £36,750

JAGUAR E-TYPE 1969 2+2 LHD MASONS BLACK, ORIGINAL 57,000 MILES - £125,750

JAGUAR E-TYPE 1965 4.2 FHC BRITISH RACING GREEN, ORIGINAL 16,000 MILES - £165,500

JAGUAR E-TYPE AUTO 1970 2+2 OLD ENGLISH WHITE £68,750

JAGUAR E-TYPE 3.8 SERIES 1 1963 LHD ROADSTER CARMEN RED - £157,500

JAGUAR SS100 REPRO BRITISH RACING GREEN, £85,750

JAGUAR E-TYPE V12 1971 ROADSTER 2+2 SIGNAL RED £86,500

JAGUAR E TYPE 1970 ROADSTER PRIMROSE YELLOW £125,500

JAGUAR E-TYPE 1970 2+2 OPALSCENT SILVER BLUE, ORIGINAL 42,000 MILES - £69,750

For further details and pictiures of the cars, please go onto our website www.peterjarvis.net WANTED URGENTLY! THE TYPE OF CARS ABOVE! FREE DELIVERY ON ALL CARS IN THE UK!

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

2015 Jaguar F-Type 5.0 V8 R Auto Euro 6 (s/s) 2dr 33,000 miles, 20in alloy wheels - silver gyrodyne, Adaptive dynamics, seats - r performance, Bluetooth telephone connectivity, Body coloured sport front aero blades, Cruise Control, Front and rear parking aid with touch screen visual indicator................................................................£36,995

2014 Jaguar XK 5.0 V8 Portfolio Auto Euro 5 2dr 64,000 miles, 20in alloy wheels - orona, reverse park camera with guidance, Tyre pressure monitoring system, headlights - automatic levelling, Cruise Control, Dual zone automatic climate control, jaguar smart key system...................................................................................£39,995

2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr 11,000 miles, 8" touch screen, Metallic paint, Heated front seats, Bluetooth telephone connectivity, Auto high beam, InControl remote premium, Lane departure warning system, Ambient interior lighting, Rear, Rear parking aid, Front parking aid..................£35,995

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

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

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

2016 Jaguar F-Type 5.0 V8 R Auto Euro 6 (s/s) 2dr 20in alloy wheels - rotor, configurable dynamic mode with dynamic-i information displays, reverse park camera with guidance, console premium leather with twin stitching, Rain sensing windscreen wipers, Air quality sensor, Red seat belts .......................................................£35,995

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

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....................................................................................£23,995

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

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

AA Approved Dealer 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

2014 Jaguar F-Type 3.0 V6 S Auto Euro 5 (s/s) 36,000 miles, Red brake calipers, Active sports exhaust, Adaptive dynamics, 20in alloy wheels - black cyclone, fixed panoramic roof, Rain sensing windscreen wipers ........................................£27,995

2013 Jaguar F-Type 3.0 V6 S Auto Euro 5 (s/s) 93,000 miles, 19in alloy wheels - propeller, S badge, Active sports exhaust, air particle and odour filtration, Tinted rear windows, automatic headlight washers ............................................................... £15,995

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

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

®

MOTORFREE ADS TO ADVERTISE VISIT

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.

120811

JAGUAR XKR SILVERSTONE

JAGUAR XK

2011, 17500 miles, £23,500. 5.0 litre X150, (61 reg). Normally aspirated, 385ps / torque 516Nm/381 lb-ft, 6 speed auto with paddles.

MOT history and full service record to prove.

Liquid Silver Metallic paintwork. Warm Charcoal Leather interior. 19” Alloys, 245 front/275 rear, new Continental tyres fitted Feb 2023. Space saver spare wheel (unused), jack and wheel brace etc. New battery fitted Aug 2021, full service and clean MOT by Swallows Feb 2023. This car is in immaculate as new condition and drives as a new Jaguar XK. Please call 07419128562, Greater London.

2000,

115400

miles,

£7,750.

4.0

litre

Supercharged V8. MOT till March 2024. MOT advisories addressed – new front discs and pads

JAGUAR XK8

121248

JAGUAR XJ6L

– track rod ends. Recent new battery. All bills and MOT certificates. Car is ULEZ compliant.

Please call 07768527546, Greater London.

120819

JAGUAR XKR

1998, 104000 miles, £7,250. 4 Litre Convertible.

Service and MOT history. MOT till October 2024, and no advisories. Bodywork, alloy wheels, tyres and hood in excellent condition. Cream leather interior, excellent drive. Please call 07712883683, South West.

121656

1996, 50300 miles, £6,995. Rare X330 LWB.

2008, 70000 miles, £16,995. Petrol, automatic,

Sherwood green metallic, full oatmeal hide. One

2 door, convertible. Stunning example finished in

previous owner only. FJSH and just serviced.

Vapour Grey with Ivory leather and a Final edition XK60 Bodykit. Please call 01442 833311, East.

12m MOT. No rust. New headlining, clock and suspension bushes. Refurb A/C and alloys. Full valet. Stunning. Runs like a dream. Please call

(T)

07716875143, South East.

122151

121371

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OR FIND YOUR NEXT!

ADS JAGUAR XJS

JAGUAR XKR

1966, £10,000. 4lt Celebration. Auto, Flamenco with Oatmeal interior, lot of history, new brakes all round rear suspension arms and bushes five new tyres. MOT no advisories. Please call 07775712510, South East.

JAGUAR XJS

1990, 80000 miles, POA. Six previous keepers, original book pack and service book with PDI and 8 service stamps up to 67,482 miles in March 2001. To be sold with no reserve. Please call 01233506266, South East. (T)

122245

122314

JAGUAR XK

2014, £25,000. 5.0 Signature Edition - MK 64 SNV. Italian red metallic paint- Ivory trim. The car was first registered in September 2014. I purchased it in September 2016 from Rybrook, a Jaguar dealer in Warrington who closed down during Covid. Full service history for the whole of my ownership.

Tracker fitted. Taxed to August 2024 and MOT to August 2024. Recent work includes underside rust removal and sealant, June 23. New nearside wheels and tyres due to pothole damage, July 23.

Please call 07836 223449, West Midlands.

2003, 4693 miles, £49,995. A truly fine example of a Jaguar XKR Supercharger garage stored since new, under a quilted cover never been out in wet conditions, minimal distance travelled for servicing and MOT. Presented in British Racing Green Metallic paint with the ivory leather sports seating with matching tonneau cover.

20” Bronze Finished Detroit R Performance Alloy Wheels. Cruise control, Jaguar embossed R brake callipers, Remote Central Locking with alarm and more. A real collectors item that will continue to increase in value not seen another car with this lower mileage or condition. Please call 07792308897, Wales.

JAGUAR XJ8

122260

JAGUAR XJ8

122246

JAGUAR E TYPE

1972, 76000 miles, POA. 01233506266, South East. (T)

Please

call

122258

TO ADVERTISE VISIT:

WWW.MOTORFREEADS.CO.UK

1999, 68000 miles, £4,999. 3.2L. Excellent car.

Spent over £8,000 including full original colour respray since ownership in October 2018. New headlining. List available with invoices of all parts renewed. Genuine mileage. Selling to purchase a F-Type. Please call +447788637057, East of England.

1999, 67500 miles, £4. 3.2L. Mot’d to 15.11.2024. Over £8,000 spent over 5.5 years ownership. Includes full respray, fitted front right hand side spring damper mounting, car aerial fitted, new front calipers, discs and pads fitted, fitted reconditioned F/N/S upper wishbone with bushes and ball joint, tensioners replaced, fitted Sovereign interior seats and wooden steering wheel, plus regularly serviced by me with receipts for parts. Front seats are heated. New replacement headlining. All bills available and supplied with car.

Please call +447788637057, East of England.

122277

122384

OR EMAIL:

CARS@KELSEYCLASSIFIEDS.CO.UK

MOTORFREE ADS JAGUAR XK 4.2

JAGUAR XJS

JAGUAR XJ

1996, 106000 miles, £19,995. Convertible Celebration 4 litre petrol, automatic in blue with cream leather interior. Three previous keepers.

Owned since 2012. Lots of service history.

2004, 63300 miles, £5,350. 3 litre V6 Petrol. A

New MOT with no advisories. Jaguar Heritage

fabulous car, automatic with sports mode. The

certificate confirming matching numbers. Drives 2004, 82000 miles, £2,995. Has module fault the one behind the back seat isn’t relating to the one under the glove box or the other way around according to local Jaguar main dealer car too old for them to carry on work won’t use second hand parts. Please call for full details or viewing, moved on to an other car now. Open to offers. Plate no longer on car. Please call 07795552271, Yorkshire and the Humber.

as it should. Please call 07931 360396, North West.

121558

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

JAGUAR XJ6

and a new battery fitted. Please call 01491680286, South East.

120854

122093

JAGUAR XJ6 JAGUAR SOVEREIGN

1991, 89000 miles, £3,000. Automatic saloon car in Blue. MOT October 2024, just been serviced in December got invoice has the normal sagging roof lining but easy fix, also a couple of rust spots on the rear of the front wings, these cars are becoming rare and climbing in value. Please call 07548697392, East Midlands. (T) 122096

2004, 82000 miles, £8,000. Ex-VIP Royal protection. Charles and Camilla wedding. Regular

2004, 104000 miles, £2,995. Car is sound and runs well but needs a bit of TLC. An ideal car for

service. No problems. MOT, D. Please call

a Jaguar enthusiast. Please call 01756 748200,

07707015144, Scotland.

Yorkshire and the Humber.

121019

120867

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

ADS JAGUAR E-TYPE

JAGUAR S-TYPE

JAGUAR S-TYPE

2004, 92000 miles, £4,750. 4.2 V8-SE. Silver with grey leather. 11 months MOT, full service history, bills for £3000 spent in the last 12 months, excellent condition. Please call 07790658022, West Midlands.

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)

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.

1986, £5. Jaguar XJ6 and Sovereign Haynes workshop manual. Postage not included. Please call 01724840026, North East.

119336

119308

117842

121631

JAGUAR XJ6

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MOTORFREE ADS JAGUAR XJS CONVERTIBLE

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.

120893

JAGUAR XJS

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.

1989, £23,995. The Jaguar presents superbly

121116

with a stunning paint finish, impressive brightwork and an excellent straight bodyshell. The original

JAGUAR X-TYPE

upholstery is impressive and is exceptional for over 30 years old. Please call 01944 758000, Yorkshire and the Humber. (T)

JAGUAR S-TYPE

119361

JAGUAR X-300

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.

2001, 62000 miles, £2,450. In blue. Excellent mechanically and bodily 2.5 V6 petrol. MOT till April 24. Part service history. Please call 07914389236, Yorkshire and the Humber.

118993

JAGUAR S-TYPE

122014

1996, 123305 miles, £5,995. Finished In British Racing Green. MOT 06/08/2024. Recent Filters/

JAGUAR 420G

Oil-Changed. Service-History. New Head Lining just fitted. Good Chrome all round. Previous Jaguar Enthusiasts owned. Only done appx.

16,000 miles last 17 years. My own car been kept 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)

indoors (Showroom) for many years. Logbook

119334

121927

says 7 owners but its actually 4 from memory I taxed it on several different companies that I was director of. Drives absolutely perfect, engine very responsive. New-Tyres fitted. 4 Litre engine.

Please call 01159519612, East Midlands.

1969, 13776 miles, £29,995. 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

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

ADS JAGUAR S-TYPE

JAGUAR MK II

JAGUAR XKR

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.

121125

1963, 4311 miles, £8,000. Jaguar MK II 3.8 1963. Custodian for 15 years. Upgrades: complete professionally rebuilt engine. New clutch. Kenlowe fan. Stainless Exhaust. Please call 07871924318, East of England.

120738

JAGUAR XJ6 1993, 96962 miles, £3,995. This car is in

JAGUAR MK II

£29,995. olaris White with Black hide.

Automatic with paddle shift, ABS, PAS, DSC, multiple air-bags, 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) 117303

excellent condition. The paint colour is metallic oyster and has beige leather upholstery. Many

JAGUAR XK

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.

121138

JAGUAR E-TYPE SERIES I

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 Wire Wheels and Heated Rear Window. Please call 07980928072, South West.

2010, 47000 miles, £21,995. 5.0 V8 Portfolio Auto Euro 5 2dr. Convertible. Petrol. Automatic.

2 doors. Please call 01442 833311, East of England. (T) 121671

120789

JAGUAR E-TYPE JAGUAR XKR

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

TO ADVERTISE VISIT:

WWW.MOTORFREEADS.CO.UK

2009, 62000 miles, £17,995. 4.2 V8 Auto Euro 4 2dr. Petrol, automatic, 2 doors, convertible.

Indigo blue with caramel leather and burr walnut, the ultimate classic Jaguar. Chrome pack and folding mirrors. Please call 01442 833311, East of England. (T)

1967, £18,500. Barn 07790500398, Wales.

121670

122116

OR EMAIL:

CARS@KELSEYCLASSIFIEDS.CO.UK

find.

Please

call

MOTORFREE ADS JAGUAR XK120

1953, £99,995. Cosmetic work includes new wheels, £7500 of work with Suffolk and Turley 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

JAGUAR XK

JAGUAR XF

2006, £11,995. Convertible, petrol, automatic.

2015, £11,995. Diesel, automatic. Please call

Please call 01442 833311, East. (T)

01442 833311, East. (T)

122141

122145

JAGUAR XK

JAGUAR F-TYPE

2007, £13,995. Petrol, automatic. Please call

2013, £22,995. Petrol, automatic, convertible.

01442 833311, East. (T)

Please call 01442 833311, East. (T)

JAGUAR XK

2006, £16,995. Convertible, automatic, petrol.

Please call 01442 833311, East. (T)

122142

122146

122136

JAGUAR XK

JAGUAR XK

2010, £16,995. Petrol, automatic. Please call

2006, £11,995. Petrol, automatic. Please call

01442 833311, East. (T)

01442 833311, East. (T)

122143

122147

JAGUAR F-TYPE

2015, £36,995. Convertible, petrol, automatic.

Please call 01442 833311, East. (T) 122140

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

ADS JAGUAR XF

JAGUAR QUARTERLY / JAGUAR WORLD MAGAZINES

JAGUAR SS100 MODEL

2015, £11,495. Diesel, automatic. Please call 01442 833311, East. (T) £235. In 1.24 scale. Complete with all paperwork as

122150

originally supplied by Franklin Mint. The model is in

JAGUAR SS PARTS

£200. Complete set from Vol 1 No. 1 (Autumn 1988) to December 2023. Approximately 370 issues. Early volumes in binders and all in good

near perfect condition. Please call 01204397033, North West.

122296

condition. Ideally, buyer to collect from RG8 postcode due to weight of goods. Please call

10 JAGUAR DRIVER BROOCHS

07836522640, South East.

121253

SET OF 4 JAGUAR XK8 ALLOYS

1939, POA. Loft discovery! 12 inch diameter, headlights, speedo, revcounter/clock from 1939 SS Jag, lamps need re-chroming. Collect. Please call 07719535520, West Midlands.

£20. E Type Register 14.2.94- 10.2.08. Please call

122297

122456

07968659967, South East.

JAGUAR E TYPE DOORS

JAGUAR E TYPE 4.2 SER II CYLINDER HEAD

£395. Original driver and passenger door for drop head E Type needing to be shot blasted and some repair work. 1961/1970. Please call 07831542020, North West.

£475. With car shaft and valves. Please call 07835 463968, South East.

122299

121051

CLASSIC JAG MAGS POA. Mag articles collection, also books, mags, mag articles: MG, Lotus, L/Rover, RR, GT40, sell/ swap for Lambo books, mags etc., any car mags any country. Please call 01277 200530, East of England.

121955

TO ADVERTISE VISIT:

WWW.MOTORFREEADS.CO.UK

1998, £225. Off a 1998 model in good condition

JAGUAR MKII PAIR FRONT SEAT FOAMS

with tyres 235/50/17 that have reasonable tread

1960, £80. New condition, never fitted. Please

left. Please call 01283223201, South East.

call 07709 619673, South East.

122272

121233

OR EMAIL:

CARS@KELSEYCLASSIFIEDS.CO.UK

ON SALE FRIDAY APR 12

XJ6 2.8 V ROVER 3500

S TYPE at 25

Jaguar’s small saloon revival

Police Jaguars

Big cats for catching crims Coombs E-type Series 3

PLUS: News, Our Jaguars, Finishing Lines and much more.

May issue of Jaguar World on sale Friday April 12 Contents subject to change 144 | Jaguar World / Spring 2024

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XJ-S finally wins 500km di Monza, April 1984

D

URING ITS first two years in the European Touring Car Championship, the TWR-developed XJ-S had proven itself to be a genuine contender, capable of beating the allconquering BMW 528i and 635CSi. But despite winning nine races over two seasons, including Brno, Donington, Salzburg, Silverstone, and Zolder the one it had so far missed out on was the season opener, the prestigious 500km di Monza.

The TWR team entered the 1984 season strongly. With extra backing from Jaguar, not only would it field three of the now British Racing Green painted cars for the majority of the season but the 5.3-litre V12 had been further developed over the winter with high lift cams plus new pistons

by Cosworth which together pushed the power to 550bhp.

The Jaguar trio dominated qualifying at Monza in early April. Martin Brundle/ Enzo Calderari (9) were in fourth, Win Percy/Chuck Nicolson (8) second while Tom Walkinshaw/Hans Heyer (7) had taken pole.

Despite the weather being dry and sunny during qualifying, race day was wet.

146 | Jaguar World / Spring 2024

“Not simple wet either,” said Motor Sport in its September 1984 issue, “but variably wet, keeping the tyre-men on their toes throughout.”

The number 9 car with Brundle at the wheel quickly took the lead but later lost time in the pits when a stone had damaged the radiator. The British driver taking the fastest lap was perhaps a small consolation for eventually finishing way down in 13th.

“I think it was a great car,” said Brundle in the October 2012 issue of Jaguar World about the ETCC XJ-S. “With that massive lump at the front, it had all the power and torque you needed – you just had to harness it.”

The Percy/Nicholson car retired after 16 laps when its huge V12 snapped a fan belt.

Although the BMW of Helmut Kelleners and Gianfranco Brancatelli was now in the lead, Walkinshaw had every intention of winning the race at his third attempt.

Despite the horrendous conditions, after taking over from his German teammate, Hans Heyer, at the halfway mark, the Scot started to hunt down the leading 635CSi. It’s often forgotten now due to steering Jaguar to even greater success in the FIA World Sportscar Championship what a

fantastic driver Walkinshaw was but his hard style was a perfect match the fast and heavy XJ-S. “As a driver he was very good: his fault was he was too brutal with the car,” said Win Percy in the August 2013 issue of Motorsport. “The boys at the factory could always tell which car he’d been driving.”

With just 12 laps to go, Walkinshaw finally overtook the BMW for the lead, staying there to take the chequered flag seven seconds ahead of 1980 ETCC champion, Kelleners.

“At Monza, the Jaguar’s performance gave it the edge, putting Tom Walkinshaw and Hans Heyer at the top of the table,” continued the 1984 issue of Motorsport.

It was a much deserved victory of this famous race and showed to Jaguar’s rivals that Jaguar would be the team to beat during the rest of the 1984 ETCC season.

“In the early days, the XJ-S wasn’t perceived as a serious threat,” said one of TWR’s engineers, Blue Dorward, to Jaguar World in 2012, “but in 1984 and with the serious effort of competing three well-resourced cars, the competitors resigned themselves to picking up the crumbs.”

Call us now for New or Second hand Classics Jaguar Spares A SELECTION OF THE CARS WE HAVE FOR SALE

CARS FOR SALE

4.2 S1 E-Type Roadster 1965

1968 340 Manual overdrive

MK2 3.4

XK150 3.8 FHC

1966 Excellent car, Similar to ”S Spec”. Original Genuine 34000 miles.

Original car light bodywork, Manual Overdrive 44,000 3.8 needs RHD car with 3 HD8 never been welded, unique.

MOT miles, 420 PAS, Reclining Carbs. Full Fitted With wider seats, Opalescent light wheels 215-65-15 Toyo tyres maroon. and Koni shock absorbers. £29,500

£110,000.00

£58,500.00

S1 4.2 E-Type

X308 4L Sov

1965AFixed Coupe.and very Superb car with a very modifiHead ed, genuine quick RHD car with both Genuine RHD comprehensive history file, hard and softCar. top.Drives Red with black leather. 5 speed manual, well, good original 68,000 miles.

In this Matching engine, block and chassis numbers. condition. Mangoletsi condition it should make a cable kit fitted. good investment £139,500

£94,950.00

£8,995.00

XK150 S FHC Genuine RHD 1960

XK150S 3.8 Roadster RHD 1959

XK120 FHC

MK2 3.8

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

£149,500

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.

£120,000.00

XK150 Special

S1 3.8 E-Type

1957 Genuine RHD car.

1962 Fixed Head Coupe.

Thismade was a2 LHD 3.4. This is a very carcar with thea Home seater Goodcorrect UK RHD with chassis, brakes, etc. body. Highoriginal ratio diff, no few steering upgrades.

Amazing condition. overdrive. Would consider swap or PX.

£40,000.00

£165,000

REMAPPING

REMAPPING

£130,000.00

WEBSITE

TOOLS We can recondition your engine to a If you cant find what your modern specification. looking for contact us

Re-con heads, outright sale or we can re-con your head with top quality engine components, We can map a 123 Tune chains can map a 123 Tune to suit bearings your etc. to suitWe your car and

Check Out

www.ukjag.co.uk

Timing chain tensioning tool for XK Engine. car and send it ready to fi t. send it ready to fit.

Head nuts, cam cover nuts, For new spares, cars, Includes 123 Distributor, Sports Coil, Switch,

Includes 123 Distributor, Sports Coil, rear lip seal conversions.

Switch, Leads & SparkLeads Plugs. & Spark Plugs.

Limited edition colours

£30.00 | Silver £25.00 prices and more!

Unit A, A, Holme House Farm, Owday Lane, Worksop, Notts S81 8DJ Unit Open Monday to Friday 9am - 5pm And Saturday Mornings, please ring before visiting.

www.ukjag.co.uk JEC_2024_03_Mar_Ken Jenkins_FP.indd 1

15/02/2024 14:58

N E W TO R ANGE

E-Type Fuel Injection LUCAS FUEL INJECTION KIT - C24558_INJ/4.2

Enjoy a superior driving experience and a more responsive drive behind the wheel of your E-Type 4.2 Say goodbye to the unpredictable nature of owning a classic and unreliable moving parts that will let you down when you need them most. Say hello to mapped ignition and fuel injection working in perfect harmony, the sweet notes of a purring XK engine and the smooth transition of power in a more responsive and reliable classic equipped for all seasons.

Welcome to the Lucas Fuel Injection Kit (C24558_INJ/4.2), a new upgrade complete with everything you need in one box to transform the performance of your E-Type 4.2

For more information, contact the parts experts at SNG Barratt. +44 (0)1746 765 432 | sales.uk@sngbarratt.com | www.sngbarratt.com

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23/02/2024 11:07