JAGUAR MAGAZINE EDITION #214 - SINCE 1984

JAGUARR JAGUA magazine.com

Since 1984

STUNNING DE RESTOR ATIO

Mk2 UP-GRA

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Jaguar’s fight for its future

XJR-S - WITH A BIG STORY

WHY JAGUAR - WHY GREAT SCOTT

XK150 HITS THE SPOT

JAGUAR CONTINUES ITS ATTACK ON REPLICA C-TYPE HOBBISTS

THE LAST OF THE ORIGINAL RANGE DELIVERS MORE THAN GOOD LOOKS

SCOTT SHEARMAN OWNS AND IS RESTORING SIR WILLIAM LYONS’ HOME

214 'TAILORED FOR LOVERS OF JAGUAR CARS' Edition#12.95

HELLO DARKNESS MY OLD FRIEND Show your classic some love this winter.

CHOOSE FROM A WIDE RANGE OF ENGINE REBUILD, GEARBOX AND OTHER WINTER RESTORATION PARTS AT SNG BARRATT, THE WORLDS LARGEST INDEPENDENT MANUFACTURER OF CLASSIC JAGUAR CAR PARTS.

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EDITION 206 JAGUAR MAGAZINE

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04/2022/3

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News ...

THE LATEST HAPPENINGS AROUND THE JAGUAR SCENE

JAGUAR MAGAZINE

Jaguar on a precipice ...

FORMER JAGUAR PR HEAD JOHN CRAWFORD EXPLAINS WHAT JAGUAR NEEDS TO DO Great Scott ...

SCOTT SHEARMAN IS FROM ADELAIDE BUT HE QUIETLY PURCHASED WAPPENBURY HALL Why Jaguar - Why ...

TRYING TO FIND A REASON WHY JAGUAR CONTINUES TO ATTACK THE MAGNUSSON FAMILY Jaguar without a CEO ...

IT IS CRISIS TIME FOR JAGUAR AGAIN AS IT FINDS ITSELF IN MANUFACTURING LIMBO XJR-S TRICKERY AND LIES ...

WE WERE TOLD ABOUT A VERY LOW MILEAGE RARE XJR-S IN THE U.S. WHICH HAS HAD ONE OWNER AND WAS THE PROTOTYPE. CAREFUL RESEARCH TRIPS UP THE PERSON WHO MADE WHAT THEY KNEW TO BE FALSE CLAIMS

being here

JAGUAR

being here

W W W.JAGUARMAGAZINE.COM

MAGAZINE

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Mk2 Gets A Major Makeover ...

FINCH RESTORATIONS SPECIALIST PUT ALL OF ITS SKILLS INTO RESTORING AND UP-GRADING A Mk2

I AC W L ...

78 XK150 THE LAST IN A SERIES OF WORLDs

lassic

e

ove

BEATING CLASSIC SPORTS MODELS WHICH PUT JAGUAR ONTO THE WORLD STAGE

S ...

92 BPRE-LOVED JAGUARS AND PARTS uy and

ell

WHICH ARE OFFERED FOR SALE AND MAY BE WHAT YOU ARE LOOKING FOR

T P ...

96 OHISTORIC IMAGES AND n

he

rowl

PERSONALITIES OF INTRIGUE IN JAGUAR'S LONG HISTORY ...

...

98 JNOBODYS REMEMBERS THE MANY aguar

matterings

E-TYPES WHICH HAVE RACED SO WE GO LOOKING FOR THEM AND HOPE TO IDENTIFY SOME

Cover Pic: The Mk2 remains a beautiful model in most people’s eyes. Finch Restorations in Adelaide have restored and up-graded a treasured family car.

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Series 1 4.2 E-Type fully restored and substantially upgraded by the team at CSR.

Jaguar XK120 roadster fully restored by the team at CSR.

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4.2 E-Type Roadster chassis #4 fully restored by CSR to factory original.

EDITION 214 JAGUAR MAGAZINE

editorial

214

JAGUAR MAGAZINE

That’s how it is ...

Readers might be a little surprised that we have been hard on Jaguar in this edition - actually JLR - not Jaguar.

A former boss of Jaguar Australia told me not too long ago to be honest in the magazine, and tell things as we see them and not just please Jaguar. I really did take that to heart, but at the time didn’t imagine the state of affairs Jaguar would find itself in come 2023.

JLR has no permanent CEO, and if not for Jaguar’s electric racing programme it wouldn’t be making any headlines for the better.

No new models to talk about, no concepts, no previews and it continues to prosecute the Magnussons in Sweden over their C-Type replica. That is ridiculous and cruel.

We know that is not Jaguar’s way of conducting itself, but today the marque is just part of a controlling conglomerate and has as good as no say in its own affairs.

So our criticism is entirely justified.

Then there is the attempted effort to create a fictitious history for a car in the U.S. claimed to be an ex-works XJR-S, but which has no documentation to prove that.

Additionally, the owner claimed to me the car had been maintained in pristine order in every way since he bought if from a Jaguar dealer over 30 years ago. However, we acquired images from the internet, during our research into his claims, showing it had spent decades abandoned in a barn far from his home, was infested with mice, didn’t run, was buried in dirt up to the wheel rims - and the brakes were seized!

That caused just a little consternation, and the endless calls from the owner claiming his was the first XJR-S build by the new Jaguar and TWR owned JaguarSport in 1988, and was valued at U.S.$6m suddenly stopped. It was a lesson to us all.

Finally, my thanks to John Crawford, former PR chief for Jaguar in Australia and the U.S., and then Bentley in North America, for all of his assistance in tracking the history of the XJR-S, and telling us his genuine thoughts about the state of affairs Jaguar is battling with at this time. He has a mountain of knowledge, expresses himself honestly and well - and has been a stalwart for this magazine since our establishment in 1988. Go JC! It has to be a better year.

Les. Hughes Jaguar dealers sell C-Type replicas - while JLR fights against a private one.

EDITOR AND DESIGNER Les. Hughes OFFICE PO Box 2703, Mansfield BC, Qld 4122 Aust. tele: +61 (0)7 3349 0322 email: bronwen@jaguarmagazine.com ROAD TEST EDITOR Tristan Hughes TECHNICAL MANAGER Michael J. Shaw CONTRIBUTING WRITERS Les. Hughes, Tristan Hughes, Paul Cummins, Tony Brown, Paul Murrell, Hans-Peter Bruggeman, John Crawford.

CONTRIBUTING PHOTOGRAPHERS Jaguar Cars, Jaguar Magazine Archives, Jock Psaros, Heinz Schendzielorz, Tony Brown, Paul Cummins, Wal Nelowkin, Craig Thompson, Hans-Peter Bruggeman, State Library NSW, Bob Taylor, JDCUK, Lord Family.

ADVERTISING AUSTRALIA AND INTERNATIONAL LANCE QUARTERMAINE 1/10 Swan Street NORTH FREMANTLE Western Australia 6159 tele: +61 (0)408 595 800 email: lancelotquartermaine@gmail.com Uk and europe subscriptions LETITIA MACE Xclusively Jaguar tele: 07836 687898 email: Letitia@xclusively-jaguar.co.uk NEW ZEALAND advertising and subscriptions Allison and Paul Ingram 40 Kitewaho Road, Swanson, AUCKLAND. New Zealand tele: 02 727 288 11 email: jagmagsubs2019@gmail.com USA AND CANADA advertising and subscriptions SHARON SPURLIN 1217 E. Cape Coral Parkway #178 Cape Coral, FL 33904 tele: 954-579-5280 email: sharon.spurlin@classicads.us PUBLISHER HUGHES GRAPHICS AND DESIGN tele: +61 (0)7 3349 0322 email: bronwen@jaguarmagazine.com www.jaguarmagazine.com With regards products, services and/or procedures which are advertised or mentioned in the editorial content of this magazine, readers should determine for themselves the reliability and/or suitability for their own particular requirements. Advertisers must ensure at all times the products and/or services represented are suitable for the intended use. Jaguar Magazine cannot accept responsibility for any product or service statements made herein, and the opinions and comments from any contributors are not necessarily those of this magazine, its editor or associates. Articles or photographs are not to be reproduced without permission of Jaguar Magazine.

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HP022-21-2

NEWSFRONT

FROM THE WORLD OF JAGUAR

UPDATE

but the electric car business remains in a u 14

EDITION 214 JAGUAR MAGAZINE

ES

uk crisis

EDITION 214 JAGUAR MAGAZINE

JAGUAR HAS REVAMPED THE I, F AND E-PACE models for what may be the last time in the case of the petrol driven models.

Overshadowing that though is a report in the Sunday Times newspaper that a business set up to supply batteries for cars in the UK is in grave danger. Oliver Shar wrote in the January 15 edition: “Britishvolt’s inevitable journey towards disaster has been a very British story.

“I warned more than two years ago that it (Britishvolt) should be treated with ‘a high degree of scepticism’. It had no customers and no products. One of its founders had no automotive experience. The other had a conviction for tax fraud in Sweden in the 1990s. Britishvolt wanted millions of taxpayers’ pounds. What could possibly go wrong?

“Britishvolt had echoes of the DeLorean saga, when a smooth-talking American filled up with £77 million of public money to build his car near Belfast, then quickly went bust.

“Exploratory agreements with Aston Martin and Lotus didn’t evolve into more concrete deals; battery prototypes didn’t materialise. Despite about £50 million of investment from Ashtead and Glencore - the latter providing an extra cash injection to help it stave off collapse - Britishvolt is on the verge of a cut-price recapitalisation either by Indonesian investment group DeaLab or some of its original shareholders. Neither outcome would be ideal.

“Here’s a thought. Jaguar Land Rover, the dream partner, has been hunting for a gigafactory to supply its electric models. It has held talks with Envision about a site in Redcar. The finance director of its Indian parent, Tata Motors, also made comments about making batteries in Europe last week. It would obviously be bad news for the UK were JLR to shift towards Slovakia.

“Separately, Tata is seeking state aid to install electric arc furnaces at its Port Talbot steelworks.

If Jeremy Hunt wants to revive an industrial strategy, why not trade off the two issues and use a steel support deal to induce Tata to take over Britishvolt? That would both keep JLR in the UK and spark life into Blyth.”

That sounds to us like the best potential idea for Jaguar’s electric future we have heard through the entire saga of its move away from internal combustion engines.

Perhaps CEO Adrian Mardell will soon give an update on Reimagine. Top of the questions is what the new Jaguars, due in 2026, actually look like?

There will, though, be fewer in models than the current line-up. JLR plans to build the Jaguars itself at its Solihull plant to an in-house design. An inside source said: “We are looking at our own technology, our own products, and that allows us to have a point of difference. We’re heading in a good direction, slower than we want to be, slower than others, but we’re heading in a good direction.” Tata will be hoping that holds true.

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NEWSFRONT

FROM THE WORLD OF JAGUAR

Jaguar Classic introduces ‘Works Legends’ sales programme The new Works Legends programme offers a selection of pre-owned classic vehicles sourced globally. Fully certified

by Jaguar Classic, every vehicle has a 12 month unlimited mileage warranty, a lifetime history and is comprehensively prepared by Jaguar Classic.

This 1950 XK120 for sale is ready for endurance rallies after its Mille Miglia

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and is on the Register – the official list of certified and accepted vehicles for the iconic race, with fees paid for 2023.

Sympathetic up-grades include the addition of a Brantz professional digital rally timer, a Bremont mechanical rally timer, four-point harnesses and a fire extinguisher.

The XK120 is one of a few available

from Jaguar Classic.

It successfully completed the inaugural 1000 Miglia Experience UAE. It once belonged to Stuart Lightfoot, a founding member and Competitions Secretary of the Jaguar Drivers’ Club UK. The Jaguar finished 25th overall of 100, and 13th in its class. It required no technical support in the 2022 event.

EDITION 214 JAGUAR MAGAZINE

Chris Leaver Ian Richardson

Not to be forgotten The Jaguar family has lost two more very special members whose contribution to the marque will live on well past their participation.

Ian Richardson was a very quiet and unassuming character, born in Melbourne, but who spent most of his life in Queensland. What signalled Ian out from other Jaguar owners was the stunning 1962 E-Type which he drove to National Rallies and other events all over the country - having owned it from brand new until the day he died in 2022! We think this was probably a record period for the continuous ownership of any E-Type anywhere in the world.

Ian’s car is also the only E-Type to ever be in Fiji. It probably still holds the official record as the car driven fastest in that country - safely at the Nadi airport in 1963.

The reason for the car going there is he ordered it, in August 1961, to be delivered there because he was working for a major sugar refinery and expected to be there for several years - which he was. The car was in Fiji by late 1962.

He brought it home, and years later built a new house in rural Queensland not far from the old Lowood race track. He designed the house and installed a glass wall in the lounge room which adjoined the garage. He could therefore see his E-Type and Austin Healey at any time he was at home!

He appreciated that was just a little eccentric, but in typical Ian fashion accepted it with a smile at his own expense.

He drove to a National Rally in Adelaide during the mid-1980s during which time it was hit and a number of panels damaged.

He was philosophical, but ensured the car was perfectly repaired and continued to drive and enjoy it.

It won many concours prizes, but Ian was most proud of owning it for what turned out to be sixty straight years.

He will be missed. At this time we don’t know what is happening to the E-Type.

EDITION 214 JAGUAR MAGAZINE

Chris Leaver died two just days short of his 85th birthday, in Sydney following a short illness.

Christopher was the quintessential Englishman, raised in Brackley, and whose family was host to Giuseppe Farina for the first Formula 1 Grand Prix ever. That had a lasting impact on the youngster.

After leaving school Christopher became a very prestigious Student Apprentice at Jaguar Cars - meaning he was apprenticed to every aspect of the business. He later became of a good friend of Sir William Lyons’ youngest daughter Mary.

He rose to the important position of Service Manager for Jaguar Cars under Director Lofty England, and was integral to the evolution of the Lightweight E-Type.

As Overseas Service Manager he came to Australia, and married Helene Fowler, Jack Bryson’s rock after son Hugh died, and who was Helene’s step-father. They were Australia’s Jaguar ‘Royal Couple’ in our opinion.

He had lived in Sydney for more than 50 years, with their own Jaguar business there. Chris was a very good friend to this magazine and we will feature him in more depth in a coming edition.

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ads www.jaguarmagazine.com 18

8 It is two years since we drove the first all electric car to be built and sold by an established car manufacturer.

Things have changed hugely in that time, and already an electric car (especially Tesla) is a relatively regular sight on public roads.

Of course, electric vehicles are not a new thing, and the late-BriggsIt's the

s

EDITION 210 JAGUAR MAGAZINE

JAGUAR ON A PRECIPICE Former Jaguar PR head in Australia and the US opens up

JOHN CRAWFORD UNDERSTANDS MORE THAN MOST HOW JAGUAR WORKS ON THE INSIDE. NOW HE WONDERS IF IT WILL SURVIVE.

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EDITION 214 JAGUAR MAGAZINE

Wolfgang Reitzle made his first major public appearance in 2000 for Jaguar at its Formula 1 launch inside the iconic Lords Cricket Ground.

Jaguar's F1 debut was in Melbourne. It had a large hospitalit y suite, and got its exhibits right the flagship XJ-R and D-Type XKD526.

THIERRY BOLLORÉ’S DECISION TO RESIGN after only two years in the top job is a devastating blow to Jaguar Land Rover, and one I fear that could significantly jeopardise Jaguar’s survival. Jaguar has clung on and survived so many dramatic threats since Sir William Lyons retired it will fill business trends analyses for years.

sorts of reasons given, but one thing is clear, he is a very ‘prickly’ character. His brain is as sharp as a tack, and his reactions just as sharp. The advice is don’t get on his bad side. He is not known for ‘charm offensives’, is brusque (to the point of appearing rude), doesn’t suffer fools gladly and will not tolerate poor performance.

That story has been written, and re-written many times, and I have been witness to it all. JLR is sitting on a precipice which could collapse beneath it, because all the major support systems car manufacturers depend on are slipping out of the company’s grasp - and whether Bolloré was the right man for the job, or not, matters little now. I am confining my comments to Jaguar’s future.

I met him, twice, at the Geneva Salon, spoken with him, and watched him in action at press conferences. He is very much cast in the ‘Ghosn Mould’ and is all about ‘getting things done’.

Adrian Mardell, interim CEO, who is also JLR’s CFO, will have to make decisions fast. The problem is that in the industry it’s very hard to activate anything ‘immediately’, because there is a huge lag between the idea and the execution. As you can imagine, there is no such thing as things ‘happening overnight’ - that is, except firings, resignations and appointments.

So before delving into JLR’s myriad of problems, let’s look at his resignation and Thierry Bolloré. The recruitment process to replace the previous CEO, Sir Ralf Speth, took six months, and many in the industry were very surprised when Bolloré was appointed - given that after serving only nine months as CEO of Renault, he was unceremoniously dumped. There are all EDITION 214 JAGUAR MAGAZINE

And, herein I think lays part of the answer for his truncated tenure at JLR. His manner has apparently upset both the Brits and the Indians. In addition, his ‘Reimagine’ plan was simply too ambitious for a car maker not only suffering from stalled sales, but his ‘Reimagine’ project caused major bust-ups with suppliers whom he was asking to make big investments in support.

The same suppliers to JLR are also suffering from parts shortages and lack of chips - just like all motor industry suppliers. However, many other luxury car companies (who also depend on chips for their expensive options) have been handling the crisis much more effectively. It appears to me there are currently too many loose ends within JLR that are not getting the attention they need.

Bolloré may be a detail man when it comes to laying blame, but he is certainly not a man to get his hands dirty sweating the details of his plans - that’s for others to do, and they 21

01

Under Lyons' leadership: "You mean I get ALL THIS for only ₤₤₤₤!"

had better do it right! If the picture I have created reveals a ‘difficult man’ then I think I’ve got it right. He wants to achieve great things, but there are many tiny elements not working out; many pesky matters, like dealing with falling sales, a lack of attention to the ‘vision for the brands’ and lack of revenue to support investments and big changes.

Right now, there is so much to be done, and JLR doesn’t have a visionary CEO, nor the substance in the company to deliver any of the changes for survival.

So, yes, I think there’s a very big possibility that JLR (especially Jaguar) will fail - and be ripe for picking up at the right price - Tata Group simply doesn’t have the available cash to save its British baby - although my mole in China tells me Tata has knocked back an offer from China’s Geely.

six consecutive quarters whilst competitors were posting profits.

Results for the July to September quarter (2022) reveal a £178 million loss, which adds up to a mind-blowing total for 2022 an eyewatering £697 million!

JLR says it has a backlog of 200,000 orders it cannot fulfil - but unfulfilled orders don’t pay the bills, until the customers get their cars.

Sales of Jaguar were at 17,340 units in the second quarter (2022) as against 19,248 units in the yearago period, down 9.9 per cent.

Land Rover sales are doing better, thanks to the new Range Rover, and continued success of the Defender.

But, JLR has not made a profit since 2018, despite bold plans to boost production to more than one million vehicles a year (more on this later) to 02

Let’s look at some of the numbers which make me feel like this challenge is hopeless. In his first few months Bolloré cancelled two BIG programmes - the all-electric XJ and the J-PACE EV SUV. They were signed off and ready to go. The asset and cash write-down is said to have cost JLR £1.5 billion!

That also meant that with no new models in the pipeline, Castle Bromwich plant would close, awaiting whatever came along with the ‘Reimagine’ projects.

More numbers. JLR is still losing money, with pre-tax losses for 22

EDITION 214 JAGUAR MAGAZINE

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Image 01

Image 03

1950s and it might be seen as a directory, but it was also strong publicit y.

A stunning model - the rare XF SV8 with Jaguar's then design champions Alister Whelan and Ian Callum. In 2021 Alister joined Chinese manufacturer Nio.

Image 02

The worst thing for Jaguar would be to repeat Leyland's stupidit y of badge-engineering models.

A Land Rover with a Jaguar grille? Never.

challenge the German Big Three.

The plan, introduced by Ralf Speth, would cost £25 billion - and increase vehicle production lines from seven to fourteen, boosting the workforce to more than 40,000! That expanded JLR too far, too fast - and the headcount grew exponentially. When the downturn inevitably came Jaguar had a massive overhead.

Vehicle output was boosted significantly in the UK, India, Slovakia and Brazil, but the expected sales growth never materialised, plateauing at 614,309 in 2018, resulting in turnover of £25 billion, and profits of £1.5 billion. That’s the last of the ‘Good Old Days’.

What followed was a sharper downturn in sales, investment writeoffs and thousands of job losses - all of which leaves the mood within 04

Image 04

XE with electric racer - XE is not being manufactured.

JLR as extremely gloomy - albeit probably, frightening!

I suspect the Tata management, struggling to deal with the mess that Speth left behind, just lost interest in the ‘grand REIMAGINE plan’ which could explain Bolloré’s decision to leave ‘for personal reasons’.

Sorry, mate. It’s not going to work!

However, there appears to be another factor deeply ingrained in some of Bolloré’s thinking. Insiders tell me designer (sorry, Chief Creative Officer) Gerry McGovern spent a huge amount of time and effort attempting to ingratiate himself with Bolloré. Why? McGovern, whose ego runs a close second to Wolfgang Reitzle, wants to ‘show’ former Jaguar Design Directors, Ian Callum and the lateGeoff Lawson, just ‘how’ a Jaguar should be designed! This ego-driven approach to product decisions by McGovern could be seen, in step with Bolloré’s, to be the pivot which may spell the end of Jaguar.

After devoting almost 20 years of my career helping to sustain the Jaguar marque, let me put forward some personal views. They may not save it, but I think they’re important to consider.

PERSONAL VIEWPOINT When Sir William Lyons started the ‘real’ Jaguar company (after the initial branding as S.S.), it competed with a couple of ultra-luxury brands - Rolls-Royce and Bentley. Given EDITION 214 JAGUAR MAGAZINE

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Production of X-Types could reach 100,000 vehicles according Ford CEO Jac Nasser

Jaguars may have been cheaper than Bentley and Rolls-Royce’s finest, but they certainly were not mass-market cars by any stretch of the imagination.

So, however brilliant the reputation it was still a small company making cars for a small, but loyal following.

Here’s where I come in. I began working with Jaguar in Australia, as PR Manager, in 1977, af ter almost ten years as a freelance motoring journalist and editor of MODERN MOTOR magazine, soaking up all I could about brands, performance, sales and their reputations.

I always thought Jaguars were ‘pretty special’ and almost an ‘undiscovered gem’ and as I began to frame my PR messages and communications I focussed very strongly on the ‘exclusive’ nature of Jaguar ownership.

My messages were created around an idea: “No, you may not be able to af ford something more expensive, but just look at the Jaguar proposition and what it delivers.” I instinctively knew we were dealing with a small niche, and so long as those owners were satisfied, we had thousands of loyal owners who would happily return; plus, their positive word of mouth slowly boosted sales.

So, my PR messages then began to focus on the elements of success the brand was proud of - its motor racing victories (including Le Mans); its great road test stories written by journalists who loved the brand because of the performance-value for money equation, and promotion of celebrities who chose 24

the brand - like Clark Gable, et al. All of which added to the emotional appeal.

So, af ter revealing all this personal aggrandisement, what have I got to say about the immediate past, and current situation? Jaguar was very successful as a niche player, with cars which were outstanding value for money - but they were still niche players. Every company which had any vision for Jaguar had the same stupid idea. Namely, if Jaguar can make money selling 30,000 cars a year, think how much it could make if it sold 100,000?

And that’s where all of them, from Ford to Tata (and sadly, Jac Nasser and Thierry Bolloré) failed to see the reality of the brand’s status in the marketplace.

Because that is what the punters who bought Jaguars thought about the brand. They (smartly) recognised its

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EDITION 214 JAGUAR MAGAZINE

Image 01

Image 03

Not sure about his dresssense, but former Land Rover Design Director Gerry McGovern is a power ful figure in Jaguar too.

Back when a Jaguar XJ was a must-have vehicle for British diplomats visiting the Australian Grand Prix.

Image 02

It is lef t to independents now to play with possible Jaguar concepts.

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values.

When the X-Type was launched, I remember Jac Nasser forecasting it would build in excess of 40,000 a year, and total production could be 100,000!

Of course, the 40K X-Types p.a. was just a sop to the British Government, because Ford wanted to shut down some Ford factories and put of f thousands.

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Its response to the government, was that Jaguar would build a new luxury car at the Halewood plant and would continue employing Brits. We all know what happened. The X-Type was a commercial failure. I think perhaps that's when Jaguar’s demise to where it is today probably started. The idea of Jaguar competing with Bentley, and the German trio is quite frankly a joke.

It doesn’t have substance, technical

Image 04

Enthusiasm in modern times for Jaguar peaked af ter it entered Formula 1. The buyers are still out there for the right model.

resource, nor reputation to insert itself into the segment. In my mind, af ter Tata took over it should have produced just three models - the F-TYPE sports car; the XE mid-sized sedan, and the XJ saloon - with the I-PACE coming along to show the promise of electrification of just those models - more if there was demand.

Production output would have made them relatively scarce, boosting demand, and endowing Jaguars with the same reputation it enjoyed under Lyons. Now, the industry heavies are going to tell me that this scenario is just not possible. The costs of making competitive Jaguars in the subPremium segment is still expensive, demanding big investments in order to get a profitable return. My response is, approach this like Bill Lyons would.

He followed the maxim of 'restricting supply', from 1951-1972 - and Jaguar was profitable.

So in my mind it's a simple recipe: Make great cars which represent excellent value for money; don’t invest more than is sensible; keep an eye on overheads and expenses, and balance the company’s survival around the realisable profits from this modest plan.

Don’t be greedy. Af ter all, it does have stablemate Land Rover as a sort of ‘cash cow’.

EDITION 214 JAGUAR MAGAZINE

I think Jaguar could still achieve a truly sustainable future if its owner(s), were less ambitious than they have been. I could be dead wrong, but Bill Lyons died a rich man, and Jaguar was making solid profits under his leadership.

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WE HAVE BEEN DISAPPOINTED constantly over the years that Jaguar has not preserved vital parts of its own manufacturing history. When it could have purchased and saved it, often for a small outlay, it has stood by and watched it evaporate.

We are talking about things such as the earliest factories in Blackpool, Coventry and especially the Browns Lane plant where so much history was perpetrated.

And what about the historic family home of Jaguar's founder Sir William Lyons and his wife Lady Greta? It is just 30 minutes from Browns Lane and is integral to everything that is Jaguar. It has come up for sale numerous times since Lady Greta died in 1986, yet Jaguar has ignored it.

Why then did it take Adelaide's Scott Shearman to do what Jaguar should have, and purchase the place for posterity in 2017?

Scott has owned his personal racing team and competed mainly in Ferraris with success.

Above all though he is passionate about Jaguars and made it his mission to save Wappenbury Hall. Nobody knew, and Scott is not the sort of person to publicise himself.

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Great Scott Australian Jaguar devotee Scott Shearman purchased the former home of Sir William and Lady Lyons and is restoring it.

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Sir William Lyons would approve of the electric race car, and be delighted to see his MkX and XJ6 at Wappenbury Hall.

We believe Scott owns this XJ220 seen in the partially restored stables.

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Sir William is buried in St John the Baptist Churchyard in Wappenbury village a few hundred metres from his home.

Scott Shearman at the rear of his home.

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He told us several years ago that he wants to share the place with other Jaguar owners, and has often taken small groups and clubs through the buildings and superb gardens. His ultimate goal is to have Jaguar Cars acquire it and continue to maintain it in perfect order.

Scott has purchased a number of Sir William's former cars including his MkX Limousine, and is hands-on when it comes to working on the property.

When Covid is not being a problem he spends around half of the year at Wappenbury Hall.

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What do we know about Scott Shearman? A good deal, but he has not broadcast it. He consults with Michael Quinn, Sir William's grandson, when it comes to the restoration details.

Scott was born in Adelaide, his father Bob having been a champion Australian Rules Footballer with Essendon in Melbourne (played in two grand finals for them), then West Torrens (Captain) and Sturt (Captain). He became an AllAustralian, South Australian Captain three times - but died suddenly in 1999 aged just 59.

He was married to leading fashion and photographic model Francine between 1957 and the mid-1970s, who was also extremely successful in business. Sadly, she died unexpectedly in 2015, leaving Scott and his sister Danielle and their children.

Scott was also involved in football, and owned Prancing Horse Racing, driving with the likes of Sam Newman and entering up to nine cars.

We admire Scott hugely, and look forward to speaking with him for our readers.

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The Lyons' home was a working farm with a large greenhouse near the former stables which were used to store Sir William's prototypes and valuables during WW2. Scott strolls past while attending to restoration chores.

Wappenbury Hall stables are huge and were used for farming needs and housing machinery. The gardens are spectacular.

Sir William and Sir John Egan were photographed outside the entry for this publicity shot.

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07/08: One of Sir William's mockups with an XK140 standing outside Wappenbury Hall in the mid-1950s. Jaguar owners and devotees are welcome there (by appointment) thanks to owner Scott Shearman.

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TONY Brown

in france

More auction reviews in England

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In this edition of Jaguar Magazine I am concentrating on one of the lesser-known auction Houses, Brightwells of Leominster near the Welsh border. Along with wine and agricultural sales, they are building a strong reputation in the classic car market too. In a packed sale there were no less than eleven Jaguars looking for new homes, so I’ll start with the oldest, and cherry-pick amongst the rest.

First up was a 'MkIV' which had been off the road for a generation and more, sporting new wings and two chests of parts. The engine was dismantled, the interior there, but in much need of TLC and the car will need a repaint.

So plenty to keep you occupied on a winter’s evening.

Seemingly all there, it was hammered at £11,200.

Next up was a rather swish-looking X-Type, and this was the complete bells and whistles model. It was an AWD 3-litre 228 bhp V6, in a stunning Mineral Blue with Cream hide interior. Now I see people searching for a 'new' X-Type after their own P&J has gone to that great rust heap in the sky, and this one seemed to be one that fitted the bill. 54,000 miles, a new MOT with no advisories, a sheaf of maintenance bills, and your's for the all-in price of £2128. Oh, and before you ask, there was a photo of the sill (for what it’s worth) and it looked fine.

We next come to what I consider to be a classic car dealer’s dream, a beautiful and rather rare MkIX in manual overdrive. Yes, the chassis number did end with DN (Laycock de Normanville) for those of you who might otherwise be curious.

Two owners since 1977, a total of under 40,000 miles showing, and seemingly one of those 'aroundtuit' stalled restoration projects which just gathered dust until in 1991, the car was sold on. Some substantial work was undertaken which included a body-off restoration, a completely rebuilt engine all culminating in a best restoration award of 1995 in the Wirrall. So with the owner having sloughed off this mortal coil, here we had a most excellent and rare MkIX in superb condition, inside and out, for £25,670.

That is a helluva lot of car for the money, and may well be seen on a dealer’s forecourt with a 'FOUR' in front of the price.

Far Left One of the few fake D-Types recognised for what it really is.

This is the recreation of XKD570 which was scrapped by Jaguar and the parts salvaged. This has none of those items.

Continuing with the Brightwells sale, I came across an XK140 Coupé, and perhaps it is me, but all in Black, spats included, it turned me off. More so when I read it was originally Sherwood Green with Suede interior, one of my favourite colour combinations for this age of car.

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Image 01 03 An XK120 FHC - failed to impress Tony.

Image 02 A famous XJ13 replica in its own right.

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Image 03 Sad 'MkIV'.

I wondered then why a bid of just under £40,000 was not enough to take it home. It’ll probably turn up again in their next auction though.

Prices of the early-century XK8 seem to have halted its downward spiral, and good examples are now gently moving the other way it seems. A well-preserved 2004, with but 84,000 miles under its belt, sold for a tad under £6000, but I am wary of cars with a very short MOT, and wonder just why the owner had not taken the trouble to obtain a fresh ticket. With the expiring one showing advisories on suspension wear, perhaps there is trouble brewing? We shall never know.

We must not forget the big guns at the Goodwood Revival, and there was seemingly plenty of money available - and spent - although buyers are getting more choosy it seems. The number plate '8 X' sold for a tad

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under £200,000, which is perhaps (or not) correct, but £25,000 for a 1970 tax disc? OK, it was from one of the original James Bond DB5s, but, it is only a little circle of ephemeral paper just the same. And don’t get me going on how people have more money than sense - please!

Moving on, a rather special 1991 alloy Proteus XJ13 belonging to Nigel Webb was up for auction, and this is a car with a lot of history. It was driven by Norman Dewis on many an occasion (with photos and a letter from Norman) was estimated at £220/280,000, failed to sell, but was, I now see, sold post-auction at £162,300.

Considering the cost of having one built, this seems extremely cheap and may well have a concomitant effect on future sales. We shall just have to wait and see.

Valentine Lindsay’s 'bitza' D-Type, known colloquially as XKD570 which it is not, sold for £800,000 despite

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Image 01/02 04 Modern classics are good value for money.

Image 03/04 Classics of different sorts. A rare MkIX built with manual overdrive transmission, and a fabulous not overly restored S.S. Jaguar 100.

the fact that it has raced at Goodwood and done the Mille Miglia. According to Jaguar D-Type & XK-SS by Graham Robson, the car was dismantled for spares. It is recreated with the correct parts and is, one might say, a perfect replica, and as such was little more than the cost of having a new one built.

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On the other hand, a wonderful S.S. Jaguar 100 2.5 litre, fresh from long term ownership, sold for a thumping £368,000. Putting a price on history and patina is sometimes a hard thing to do, but the wheel seems to be turning, and interest in patination rather than fresh paint is growing.

We have seen the height of the auction season in Europe recently, and there are so many cars that I would have liked to write about, but space forbids. Happy motoring!

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ERNEST WAGSTAFF THE FIRST TIME ESSEX-BORN businessman Ernest Wagstaff ever drove a car was in 1901. It happened in Melbourne - and he took to it instantly.

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Strapping 37 years old Ernest Wagstaff, with fine signature moustache, in one of his Daimlers prior to the epic Adelaide drive. It is a special-bodied two seater model.

Still behind the wheel at Bathurst in 1908, driving the same Daimler which made the assault from Melbourne to Adelaide and return in 1907. It looks in good condition.

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Although there with his wife on a business venture, he immediately set off on a gruelling drive from Melbourne to Sydney. It would pave the way for cars and trucks in the near future, but was a hazardous undertaking, over rough roads which deteriorated into tracks without fuel and repair facilities.

Daimler was the first major manufacturer of cars in Britain, and became a Royal favourite having been established in 1896. Wagstaff would remain a life-long Daimler devotee, and saw it purchased by Jaguar in 1960.

Ernest Edward Wagstaff was born in 1870, the son of a prosperous Essex farmer who employed over 40 workers full time. However, his son was not destined to till the soil or sell cattle.

From the age of five he was sent to a boarding school in Kent, followed by another in Stratford-On-Avon, resulting in his not being a home-body. In fact, most of his life would be spent in Australia where he was naturalised.

He began work as an office junior in London in 1886, then three years later entered the petroleum industry, rising quickly in a subsidiary of Standard Oil, followed by two Rothschild oil companies. He made his name by organising the construction of terminal facilities for kerosene, then the main oil product.

On October 10, 1894 at Woodford, Essex, he married French-born, but English-raised, Florence Emilie Clerc.

In 1903 the business he worked for joined the 'Shell' Transport & Trading Co. Ltd, and Royal Dutch Petroleum in forming Asiatic Petroleum to distribute the products of the three parent firms in Asia, Australasia and parts of Africa. The Wagstaffs returned to Melbourne in 1904 to head Asiatic's Australasian subsidiary.

Realising the future lay with internal combustion engines, 'Waggy' (to his friends), brilliantly had it written into his contract that he would receive a commission from all products which went through the business!

It's difficult to imagine how much money that evolved into with petrol becoming a necessity!

He named the new enterprise the British Imperial Oil Co. Ltd, hoping to appeal to the patriotism of his customers. It was retitled Shell Australia in 1927.

Ernest Wagstaff despatched one of the first Daimlers to Australia in 1903, ready for his imminent arrival the following year.

Within the ranks of the relatively wealthy in Australia the size of the

Australia's pioneer in a Daimler

The founder of Shell Australia undertook gruelling drives from 1901. In 1907 in his Daimler he was the first to drive return from Melbourne to Adelaide.

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There was no bitumen then on roads out of the city, so even before the assault on Adelaide, the Daimler is fitted with chains on the rear wheels. Not one for pretension, Waggy holds the oil can.

Driving through the Coorong in 1907. The area is a conservation zone and exists as it was when Waggy passed through. The four cylinder Daimler had a capacity of 8.2 litres.

On the Coorong they encountered lakes to drive through, and sandy deserts for which they brought matting to lay over the sand. We are not sure about the stick though ...

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investment placed in a car indicated much about the owner. Wealthy bought Rolls-Royces, aristocracy bought Daimlers.

Australian agricultural sales giant Dalgety, held the exclusive rights for sales of Daimler cars before the War. The company’s approach to marketing indicates much about Australian society and its reflection of the class structure at home in Britain.

Social identity was a rich vein to be tapped when the conditions were right.

He may not have admitted it, but

an ulterior motive for driving into the outback in his Daimler was to establish usable roads to deliver his products between major cities and into the outback. He was brilliantly successful in that.

Until 1908 Daimler built a range of large and luxurious cars, powered by various four and six-cylinder engines with capacities between 3.3-litres to 10.4-litres with conventional ‘poppet’ valves.

The car Wagstaff purchased for his and his wife's use, including their pioneering drives, was a Daimler 38 HP. It was more advanced with a 'Silent Knight' engine which was quieter, and employed direct drive doing away with chains.

Daimler’s reputation inspired a small number of early owners.

Western Australian businessman Richard Strelitz imported one of the

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Each child was given a bag of lollies and an icecream. It was a long trip, so he also organised a stop for a hot buttered roll.

first examples in 1903; he was followed by Waggy, then South Australian lawyer Robert Robinson and pastoralist Keith Bowman.

Prices of Daimlers before shipment ranged from £1100 for a sevenseat limousine or landaulette - the equivalent of over $350,000 - down to £675 for a basic four-seat Phaeton with no hood or windscreen for some $250,000.

Dalgety and Company decided to add motor vehicles to their inventory of products for Australian consumers, and that included Austin and many other marques. The decision to take on Daimler was in response to the Daimler’s 1907 move to increase its colonial and foreign markets. They included agencies in Spain, British Columbia, Borneo, the Transvaal and New Zealand.

On 25 September 1907, it announced Dalgetys had recently been appointed as the sole agents for Daimler cars for the Commonwealth, and they would soon be in possession of cars for demonstration.

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By November, the company had received its first three Daimlers, and invited ‘inspection by intending buyers’ at its Sydney garage. The same offering was made at its Melbourne premises.

Wagstaff drove his to remote areas with as good as no facilities or communications. For the run in 1908 from Melbourne to Adelaide, he stripped the luxury fittings in order to fill the car with matting, camping equipment, spare parts and whatever was needed. In fact the trip was undertaken by four people in two Daimlers, and Waggy's wife was one of the intrepid crew.

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Ninety Mile Desert, the extremely sandy stretch of the Coorong, had inhibited motoring between Melbourne and Adelaide until then.

It was reported in New Zealand that the drive to Adelaide - and back was a huge success and the Daimler performed faultlessly. They said in Auckland: "He demonstrated the practicality of the route for motors, although he admits the state of the weather must count for much. To overcome the difficulties of the sand on the Coorong, he utilised two strips of coconut matting 36 feet in length and 15 inches wide, which were laid as occasion required. He found the tracks numerous, but the best one to pick difficult. More than once he had to cut his way through the scrub which cost him much time.

Particular attention was paid to the route in view of other motorists' use in the future. Mr Wagstaff intends to supply the Automobile Club with details of the route.

"The car weighed more than two and Image 01/02 The Dalgety Daimler showroom was founded in 1907 in Bourke Street close to Queen Street. The four travellers had to dig their way out of trouble constantly.

Image 03 Ernest at the wheel of a solid rubber tyred truck bought for his business.

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a quarter tons which added to the struggles, but on the run homeward the journey was actually 30.5 hours." He was an early member (Life Member 1958) of the (Royal) Automobile Club of Victoria.

Wagstaff helped to expand the market for his products, and during WW1 45 years old Ernie oversaw the introduction of bulk-handling of motor spirit in Melbourne and Sydney. His company was the biggest supplier in Australia for most of the twentieth century.

which the colossal expansion of a profitable industry made practicable.

He worked both co-operatively and competitively with other leaders of the local oil industry, particularly H. C. Cornforth of the Vacuum Oil Co. Pty Ltd, the chief Standard Oil (Mobil) outlet in Australia.

Made wealthy by the commission

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The crude oil which the Royal Dutch/Shell Group produced in the Netherlands, East Indies and British Borneo was particularly suitable for refining into fuel for early car engines. Additionally, Waggy organised for all oil tanks and even all of the millions of fuel tins required, to be built locally.

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basis of his remuneration, Waggy retired in 1927, and built up a collection of antiques at Toorak. It included English antique furniture, sterling silver, early china, clocks, workshop equipment, a Rover etc.

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To get away from the demands of their city life, they bought land for a 'weekender' at Doncaster East - 19 kilometres from Toorak - but in remote country then. The new house, which stood on a hill was built in 1921. A few years later, and even still today, the intersection was being called 'Wagstaff's Corner'.

His new palatial house was named Hilldene and it still survives.

When the original owner of the 47 acre property died in 1920, his widow sold the land to the Wagstaffs. They looked at the rows of healthy fruit trees, and beyond to the hills and distant mountains. It was the largest and finest house.

At the end of a week of work in the city, he was driven out to Hilldene by his chauffeur. People in East Doncaster became accustomed to the sight of the large black Stutz going past, with Wagstaff sitting up in the back. Usually, he came on his own to enjoy the weekend as a gentleman farmer, but at times he invited guests. On these occasions, Florence came with him. Then Hilldene came to life and there were happy groups on the lawn, lively games on the tennis court with afternoon tea on the verandah.

On New Years eve, the Doncaster band played on the lawn, they entertained the guests and enjoyed a sumptuous supper.

Ernie became a legend to East Doncaster school children. Every year he provided them with a trip to the zoo in fruit wagons which belonged to members of the school committee. The boys sat on the tail boards with their feet dangling.

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hot buttered rolls ready. At the zoo, each child was given a ticket for a ride on the donkey, the train and on Queeny the elephant.

In 1927, Wagstaff retired after twenty-three years running and building up the company in Australia and New Zealand. He was presented with a book, beautifully bound and hand tooled in Royal Blue Niger Morocco and gold leaf.

Florence was presented with a writing bureau in selected figured Australian blackwood.

Ernie and Florence Wagstaff spent more time at Hildene. He had two large English cars, and continued his interest in the East Doncaster School, gifting a tennis court and patronising other local projects.

Ernie retired when he was 57, and would live until the age of 95 in 1965, but his wife sadly died in 1952. He directed the bulk of his estate was to be used to provide incomes for his nieces and nephews in England until their deaths; the principal was then to be shared between the (Royal) Victorian Eye and Ear Hospital and Royal Victorian Institute for the Blind.

His last surviving niece turned the estate over in 1996, when its value was approximately $11 million. The bashful intrepid pioneering Daimler driving couple led colourful and very worthwhile lives.

Image 04 In their older age Florence and Ernest spent their time between their luxurious homes in Toorak and Doncaster East.

Image 05 Their Hilldene home remains intact and in very fine order into the twenty-first century. It is a tribute to the couple.

Image 06 Always dapper, and with an even more luxuriant moustache in later age, Ernest is at the rear of his Toorak home.

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Why Jaguar? Why?

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Jaguar has successfully sued a retired Swedish couple for building a replica C-Type - previously approved by it. There are hundreds built before, so we attempt to make sense of the indefensible.

Without doubt the most damaging publicity Jaguar has acquired in decades is its suing of a retired Swedish couple who were building a perfect C-Type replica - which had Jaguar's permission - and Jaguar is selling non-factorybuilt replicas in its dealerships.

The outcry was such that Jaguar was forced to issue a statement saying it would not prevent anyone else from building replicas or have their cars destroyed.

Even worse, it owned a replica C-Type and D-Type too - which it was using for commercial purposes ...

We can’t give you Jaguar’s version of the facts because they are not talking about the case. It has not explained why it made the claim since replica C-Types have been constructed since the 1960s.

One of the crucial elements of the case is whether the C-Type body shape was the result of an artistic process, and thus may enjoy copyright protection. If it was the result of an engineering process copyright does not apply. As such, the credentials of JLR´s claimed originator, Malcolm Sayer, and the nature of 38

his assignment at Jaguar is paramount.

Up until JLR’s recent commercial interest in C-Type copyright, it would be fair to say that Sayer’s role as an engineer was undisputed.

But as the Appeals Court hearing is approaching, some of the sources referenced are suddenly changing their information.

The Wikipedia page on Malcolm Sayer, which was submitted as evidence in 2019, describes him as an aerodynamicist who contributed to various Jaguar models. Sayer insisted he was not a designer, but having come from an aero background, his work was always based on aerodynamics.

His work on the C-Type was only as a contractor for three months, and was his first experience in the automotive industry. However, in March 2022, the page suddenly changed to expand Sayer’s responsibilities for the C-Type significantly, conveniently fitting the narrative of JLR’s copyright pursuit better.

The new description of Sayer’s role on the C-Type contradicts all known history, including

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The Magnussons have been frequent visitors to the Goodwood Revival.

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Jaguar’s Continuation C-Type is far from accurate. The dash is incorrect, the seats should be leather and while it is not a tribute to the three 1953 Lightweight models, its modern cars inappropriately copy their bonnet vent and ribbed rear panel.

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The Magnusson’s Proteus C-Type.

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The dash of an early works C-Type.

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The standard of their work is impeccable.

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information published by the Jaguar Daimler Heritage Trust.

The JLR managed Trust, seems to have taken steps to adjust history.

In their 2021 exhibition ‘E-Type Evolution’, a special display called ‘Malcolm Sayer – Aerodynamicist’ explained his work at Jaguar.

Among pictures of wind tunnel models, the display stated: “Sayer was an aerodynamicist, not a car designer or stylist.

He did not draw a car body first, but instead calculated the shape he wanted and recorded this as a table of body co-ordinates.”

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The official website of the Trust featured an article about the exhibition on Malcolm Sayer. It appeared unchanged, but suddenly in June, 2022 three months after the evidence was submitted, it stated the information on the display was inaccurate, and that Sayer was a “… legendary Jaguar designer…”, “…a stylist responsible for the body design…”, “…not only a trained aerodynamicist but also an artist.”, “…Sayer … drew the shape…. before making any calculations”.

That’s a 180-degree switch!

Karl Magnusson, a 70-yearold lifelong Jaguar enthusiast, was sued for copyright infringement after he built a C-Type replica in his home garage in Sweden. The Swedish court ruled in favour of JLR, setting a precedent for other car models globally.

The ruling was even more shocking because Jaguar had given global public approval of the replica industry for decades, and had specifically encouraged Magnusson’s plans in meetings and interactions spanning several

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years. It was the first time a car was treated as an artistic work of art with copyright. The court ruled the copyright was still valid after 70 years. JLR was seen as the owner, despite a lack of documentation supporting the transfer of copyright across multiple companies since the 1950s. The outcome would not have been possible in a UK court and should have been impossible in Sweden.

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Karl worked for 44 years in the car industry as a body designer, while his wife AnnChristine was an interior specialist for 24. They were contracted by Volvo cars and trucks, Rover, Geeley and other prominent manufacturers. However, their hobby has always been Jaguar.

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The C-Type was created using CAD techniques, employing the original C-Type blueprint and a genuine C-Type (XKC018). Their intention was to build three cars.

Why Jaguar changed its stance with the Magnussons is puzzling, and it has not made any other attempt to rectify the situation, nor reverse international adverse publicity and ill-feeling. It also seems the factory-owned Peter Jaye replica C-Type may have been scrapped. Its D-Type replica has also gone to ground.

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Oh yes, Jaguar Heritage is embarking on a programme of creating what it calls ‘Continuation’ C-Types, even though unlike previous D-Types, XK-SSs and Lightweight E-Types, no cars were left unbuilt.

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Unwittingly or not, Jaguar has long been involved with replicas within its Jaguar Heritage racing series.

The two Long Nose replicas in 01 are fakes which are, or were, being passed off as genuine factory built cars. Only seven of these factoryteam Long Nose cars were built and all are accounted for.

The cars in 02 and 03 were both photographed by us at JD Classics in 2010. The first is an unknown fake for which we could not see the chassis number despite asking. 03 shows the last replica built in Sydney by Ian Cummins and publicly launched in front of genuine C and D-Type owner Penny Woodley and former Jaguar Apprentice Jim Graham.

By the time it got to JD Classics it was being claimed by JD to be the real XKD548. That car though was scrapped by the factory before being sold. Some time later Jaguar Directors were entered in it for the Mille Miglia.

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This is Jaguar’s own replica C-Type.

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Three extra rear lights, but it is not claimed to be a genuine C-Type.

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The case is being appealed and we wish the Magnussons nothing but success.

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Jaguar instead needs to be going after fakers of genuine cars. This chassis number claims to be the 1951 factory Le Mans winner - scrapped in 1952.

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Even the modern Ecurie Ecosse team has built replicas of the cars it raced.

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CONCOURSING EXOTICA JAGUAR CAR CLUB OF VICTORIA ON DISPLAY

AFTER PROLONGED LOCKDOWNS IN VICTORIA, then rain, the sun shone for the parade - more or less.

The Jaguar Car Club of Victoria celebrated its 60 years since formation, so the Concours and Display day were probably the climax for the year just gone.

On Saturday, the pristine cars came to the club rooms to be judged for the concours and for the d'Etat for not so pristine cars. Owners deservedly are just as proud of their Jaguars. While the numbers being judged might not have been very high the standard was outstanding.

For the Display on Sunday at Wesley College, the inclement weather plus threat of heavy rain and storms may have kept many members at home.

There was a lack of models, which in the past have been staples. One lonely S-Type, no 420 compacts, a sprinkling of XKs, one Mk1 and no MkVII, VIII or IXs. On the bright side there were lots of modern Jaguars, plus Mk2s, and S.S.s, MkIV and MkV cars.

One does wonder where those missing cars all are.

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The entries were on display, and in the main marquee a stunning XJ220 was displayed. Tony Robinson had three cars entered including the stunning XK150 Roadster he fully restored himself.

Bruce Elliott–Smith had not one but two 420G sedans, which he mostly restored himself and would surely win a Gold trophy. Alan and Karen McKinnon had a stunning MkIV in Cream and Black.

Max Joffe is a very long time owner of a white XK140 Coupé which was a real draw card.

Go to the link for more details. jagvic.org.au/ concours/entrants-2022.

Clockwise from opposite top. A super-rare Project Seven,

one of nine in Australia. Modern Jaguar beauty - XJ220. A stunning S.S. Jaguar we have not been able to identity. The wild and handsome racing MkVII of Andrew Spiteri. Max Joffe with the XK140 FHC he has owned for many decades. And the wildest Jaguar of them all. The ex-Barry Sharp and Gerald Kay Australian GT Championship winning V8 powered Mk1 owned by the Club.

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hits a serious The 'resignation' of Jaguar Land Rover CEO Thierry Bolloré after just two years of turmoil casts a worrying doubt over Jaguar's future.

Why did he go, will his all-electric policy remain, will the almost complete new XJ and J-PACE be resurrected to kick-start Jaguar's revival?

Or will Jaguar be sold off again?

Words - Les. Hughes Images - Jaguar Cars - Jaguar Magazine

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THIS PUBLICATION HAS BEEN AROUND FOR FOUR decades, but that doesn’t mean we want to live in the past. Nobody can. Isn’t it better to look forward with excited anticipation to what lies ahead for a proud and distinctive marque? We are talking about Jaguar, of course.

Having come through from its origins into a 1966 merger with British Motor Corporation, sidetracked into British Leyland, made independent again, taken over by Ford then into the welcoming arms of Indian giant, Tata Motors in 2008, we were sure it had the future it so long hoped for.

That is, independent, with strong financial backing, no interference and getting back to building Jaguars we lusted over.

With heads bowed in concern, we have to admit the dream has turned into a nightmare again for Jaguar - and all of us as devotees of the endearing marque. While we look directly ahead in hope, if they don’t learn from past successes and failures they will continue to make mistakes.

That is Jaguar in 2022/23.

It is not merely the departure of yet another CEO, it goes much deeper than that unexpected announcement. Jaguar is totally in limbo. It has NO new models we know of. No not even a hint.

It has been cast by the now former CEO Bolloré as a one-trick manufacturer of electric cars, when it is not certain that hydrogen or some other means of propulsion will dominate.

The shortage of its micro-chips has been a disaster with the majority of those in JLR’s grasp being handed to golden-haired cousin, Land Rover. Jaguar's strongest selling models, the F and E-PACEs are now officially out of production.

The four door XF and XE are not being produced either, and it is possible they may never go back into production. It has to be said that from where we sit the revolutionary and very fine

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01/02/03/04 Jaguar's home at Castle Bromwich on the edge of Birmingham - is currently closed!

Le Mans 1990 and a very important image as Jaguar's new CEO Bill Hayden chats with outgoing CEO Sir John Egan. On the right in green is Jaguar PR Manager Joe Greenwell who would be a future CEO! Ian Callum loved to publicise Jaguar and ran in the Mille Miglia with D-Type owner Clive Beecham.

Julian Thomson didn't get a chance to complete a new Jaguar design.

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I-PACE has not fired a shot in showrooms. To see one on the roads is a genuine double-take rarity.

So what are the prospects?

It is impossible to know because Jaguar's future is unhinged, and it is going to take a lot of hard work, intelligence and luck to make things the way they should be.

We have lived through even the extinction of the 'Jaguar' name on its Browns Lane plant, and the hallowed spiritual home base in the Coventry suburb of Allesley being demolished to make way for a quick-buck nondescript modern housing estate with factories which will be fleeting in their life spans.

The media and car owners were left quizzical yet again in 2021 after absorbing Thierry Yves Henri Bolloré’s proclamations there would be no new Jaguar models until 2025. Then, after that long time there would be nothing but electric Jaguars.

No manufacturer in the world has made such an ad hoc move - and for good reason. Jaguar cannot afford to be anyone’s guinea pig let alone Jaguar Land Rover's.

Interest in the marque, and from Jaguar itself, has fallen off a cliff.

On Wednesday November 16, 2022 Bolloré’s ‘resignation’ was announced. JLR said he was leaving for ‘personal reasons’ on December 31, 2022 and also quitting his non-executive role at Tata Motors. He vacated the posts immediately with Adrian Mardell, Chief Financial Officer, taking over on an interim basis.

Aged 59, Bolloré began his career at Michelin, joined Faurecia (a French global auto supplier) in 2005, followed

by Renault in 2012. He was its CEO from November 2018 to October 2019 following the arrest of Renault CEO Carlos Ghosn.

On October 11, 2019 the Board of Directors at Renault gathered for an emergency meeting, and decided unanimously to dismiss him ‘with immediate effect'. It condemned his management of men and women and his hostile attitude towards partner, Nissan.

Bolloré criticised the decision, describing it as a ‘disturbing coup’ and called for help from the French state.

The decision of the Board though was then backed by the French Minister of the Economy and Finance.

After a six month search by JLR, he became its CEO ...

Since his dismissal by JLR (let's be honest), a very highly respected Australian motoring journalist in the UK

01 The I-PACE is hailed as a much better car than its direct Tesla competitor, but has been comprehensively outsold by Tesla.

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told us: “I have been getting whispers of Bolloré’s hard line, and his intolerant approach. I have met him. He’s brusque, easily dismisses losers like me and moves on to the next intelligent journalist. I have sat in on two of his Renault press conferences at Geneva, and even dared to ask the great man questions - only to be belittled as a quaint Aussie with no knowledge of the big world. You won’t be surprised to know - I don’t like him.”

Everyone was amazed when the anticipated new XJ and J-PACE were canned because these were all-new electric models to be produced at Castle Bromwich.

The full reasons were never revealed, but many believe newly-appointed JLR Chief Creative Officer, Gerry McGovern, was behind it. He was taking over from Jaguar's Ian Callum and wanted to stamp his own authority on Jaguar. Callum's protégé Julian Thompson voluntarily followed Ian out the door soon after.

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Cancelling programmes so late in the stage costs big money (asset and cash write-downs of £1.5 billion), and meant that Castle Bromwich would close for production after the current models have run out. Jaguar was to be re-purposed as a high-end low volume producer of allelectric luxury cars.

Naturally, all current Jaguars would run out in a death spiral. Meanwhile, Land Rover had successfully delivered the new Defender, Range Rover and Range Rover Sport and was on a path to its own electrification.

Bolloré concluded much was outdated at Jaguar, so wrote off over one billion pounds of investment into the planned electrified platform, killing the XJ, an electric Land Rover dubbed ‘Road Rover’ and the J-PACE. Under him Jaguar would no longer compete with BMW, but have its own dedicated platform called Panthera.

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01 Jaguar showing off its glamour and good looks in appropriate surroundings at Dubai where it maintains a strong market presence.

02/03 The great Sir Nick Scheele at the launch of the XK in Australia where he was gifted a boomerang!

A big moment for Jaguar in India as Ratan Tata cuts the ribbon to open the new Jaguar assembly plant. With him are the then Current CEO David Smith and Smith's replacement Ravi Kant.

04 For the cameras - JLR design head Gerry McGovern took over from Ian Callum and Julian Thomson.

"All the huge advances at Jaguar under Ford have been lost, and both brands are at the bottom of the JD Power survey."

So where does his rule leave Jaguar - other than up ’Ship Creek’?

We will begin to know in short time.

Just days after Bolloré's sacking we received information from a former Jaguar executive who was part of the process of making the most senior decisions.

He will remain un-named for obvious reasons, and what follows is straight from the hip of one who knows.

"When Tata bought JLR from the Ford Motor Company they wanted Ford's former Premier Automotive Group head Wolfgang Reitzle to run it.

"He advised them to put Ralf Speth in as CEO of JLR. "It is possible too the Reitzle Executive Search Company played a part in Bolloré’s appointment at JLR. "All the experienced Jaguar folk were terminated, and all the power was given to the LR/RR managers. They were mainly ex-Rover Group, and made short work of the few Jaguar people left.

"They brought in failed managers from the brands in Germany, and then during Bolloré’s reign, from France.

All the work that had persuaded Ford to pay $2.6B for Jaguar was dumped and Tata followed Nasser into the same trap as British Leyland. They put Jaguar and LR/ RR together for financial synergy.

"Reitzle told me that Jaguar was like Ferrari, and could not work when combined with another brand.

I heard too recently that the iconic ‘leaper’ is about to be dumped. Can you imagine Ferrari dumping the EDITION 214 JAGUAR MAGAZINE

Prancing Horse? Isn’t it strange that the British Leyland senior management who threw Jaguar into the brand mix were ex-Ford.

"I do not know what Tata will do with Jaguar. Land Rover and Range Rover can work on its own and has the volume (if they can produce them).

"All of the huge quality advances at Jaguar under Ford have been lost, and both brands are at the bottom of every JD Power survey. Tata is rumoured to have turned down an offer of collaboration with Geely.

"It is a very complex issue of brand, manufacturing process, management and finance. Outside the company, they have lost the dealer networks."

Nick Lloyd: “I had the privilege of working on the Callum XJ, and although it was electric it was stunning.

An iconic Jaguar with a modern twist. Bolloré had no passion for the brand, and I feel this is a jumping-asinking ship moment. With all the engineers who left under his control I honestly think it’s on the verge of being too late to pull it back.”

Jon Coulter: “I saw this coming before I left Jaguar five years ago after 33 years working as a Master technician.

John Newstead: “My I-PACE is my fourth new Jaguar, but if Bolloré intended to move the marque into the Bentley price zone it would also be my last.”

King Charles was driven to Northolt airfield to meet his mother's coffin in an Audi E-Tron - he should have been in a new electric XJ …

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Glynn Olive: “The Callum XJ electric was ahead of the game like the I-PACE was the first European EV in its class, and a worldwide design winner, let down by Bolloré et al who abandoned both to go down the ‘we are the new Bentley rabbit hole."

Finally, from Joshua Morley: “I think there is affection for Jaguar within the car community. But general consensus is it is now just another brand. It’s lost its uniqueness as cars that are lovable, 100% British - whilst being a little flawed. Maserati, Alfa, etc trade in this market position today. You know exactly what they are; they won't be perfect but you'll love them anyway.

“Of all the Jaguars that got mainstream motoring media excited in the last decade, nearly all of them are limited run models such as the XKRS-GT, Project 7, Project 8 and XJR575. These were opportunities which could have been better exploited and propelled the brand forward. Then we have the stillborn C-X75 which could have been a great."

Auto Express asked JLR Vehicles Chief Nick Collins why there had been such silence from Jaguar since February 2021. "We recognise that we’ve been quiet, we’ve been secret - deliberately so.

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"The core Jaguar words are ‘a copy of nothing’. Think of that in every element of the business; there may be some traditional ways of doing things, and nontraditional ways - we’re using that in all our thinking around Jaguar. We will now start to curate the journey from here until 2024 - exactly how that manifests itself, we’re reconsidering that, too. We are on track and in a considerably faster time-line than we’ve ever operated,” he said. “That’s something we’re doing across the business.

“We’re Reimagining the development process, not just in engineering, but as cross-functioning teams.

We’re operating in a fundamentally different way through our development process that is allowing us to go considerably faster.

"Where we sit right now is (that) we’ve defined what the new Jaguar will represent,” he said. “It’ll be a brand that’s respectful of its rich past, but not bound to it. We are engineering a bespoke architecture for Jaguar. That’s the only way we’re going to ensure we meet our design vision that Gerry McGovern and his team have created - a copy of nothing.”

If you are cynical you are perfectly allowed to regard Collins’ comments as pure ‘corporate hyperbole’. What Defender has to do with Jaguar we are unsure, and

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01 Smiling after the triumphant launch of the I-PACE are Ian Callum (left) and members of his design team.

02 We shake our head in disbelief when we consider the stunning XE saloon is no longer being produced.

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'JLR seems too small to survive.

The future seems bleak as it competes with BMW and Mercedes'

McGovern’s management style is likely to have led to the departure of Ian Callum and Julian Thomson too.

It has to be considered though Jaguar added to its own problem because its founder and head designer (not an official post) was impossible to replace when he retired in 1972 at the age of almost 71. He ruled in a benevolent but autocratic manner for the good of his business, and was probably a most gifted all-round car business founder.

But his secret recipe for making Jaguar the beloved marque it is was not explained or documented.

His successor, Lofty England, only lasted two years before being forced out by Leyland’s controversial Geoffrey Robinson who played lavish and outrageous mind games with the Company. It was followed by his even more turbulent move into British politics.

The role of Jaguar’s CEO has been a constantly revolving one, and too often other aspiring selfimportant types have indulged in a slice of Jaguar Cars with the pure intent of adding it to their CV, and therefore, their desire for personal future success.

Professor Stefan Bratzel, Director of Germany's Centre of Automotive Management thinks the future looks bleak. “It’s a radical approach, and I think both Jaguar and Land Rover are going in the right direction with electromobility, but JLR seems to be too small to survive,” Bratzel said.

He wonders how JLR could be competitive in the electric world compared with the much bigger BMW and Mercedes, while VW has shown the way with its common electric car engineering spread over many brands and models.

Since then it has almost constantly been nothing but a struggle for the marque, aside from the successes parleyed by Sir John Egan and Sir Nick Scheele.

“I think Jaguar will have to look at finding a cooperation partner because JLR and Tata don’t share much. It will be hard to remain independent in such an environment. JLR needs a big volume partner.

Nobody else at the top level has had the passion for, or the empathy and comprehension of, the elements Jaguar is made up of. The highly personable and charming Egan and Scheele had to learn for themselves.

"One thought though, JLR maybe could be a partner for Apple or Google. They are very interested in premium vehicles, but Apple would want its own brand on it.”

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Bratzel reckoned Chinese companies like SAIC or BYD might be interested in JLR, following in the Geely/ Volvo footsteps - but is uncertain.

“I really see dark clouds on the horizon for the next five years. A lot of money is needed to turn Jaguar around, and I think at the end the situation will be even worse than today for Jaguar."

Going back to Collins, he wouldn’t be drawn on whether a concept car might give hints at Jaguar’s new design language, but confirmed the new models had been signed off and they had been tested, but not in traditional customer clinics.

“We’ve tested in certain circumstances; we’ve tested elements, but again, it’s the copy of nothing approach.

We’re deliberately doing things quite differently.”

Collins revealed how Jaguar staff were working in unique ways to come up with a new interpretation of modern luxury. “We have a very diverse team, and we’ve deliberately locked them away in a different part of the building in Gaydon.

“They act, behave, think and live differently - this is about a clean sheet of paper thinking.

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“With designs signed off, technical work is very much under way. We’re going to have some of the earliest prototype mules running soon," said Collins. “You’re going to see the first of the new Jaguars before the end of 2024, and those cars will be with customers in 2025.

“These new Jaguars will sit firmly in the luxury sector, and we’ll establish new benchmarks in standards for client relationships. We'll transform the brand journey with multiple touch points during the life of their cars."

What the ...

“If you think about the words ‘firmly in luxury’ you can then think about where we’re going with the current portfolio,” said Collins.

“You saw the F-PACE 1988 Edition that we recently announced – it’s cementing F-PACE into a really bespoke positioning; exquisite in detail and limited in numbers.

That’s the start of a journey that we’re going on with the current portfolio.”

But will any of this really come to pass, or be consigned to the bin of corporate twaddle? The latter is most likely we believe.

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01 Sir William Lyons was so amazingly talented as a businessman and designer he has proved impossible to emulate at Jaguar.

02 One of six C-X75s built, four for the Bond movie. It was an opportunity lost by Jaguar.

03 Sir Ralf Speth in happier times.

Tata Motors may have run out of patience, and it is easy to see why. JLR is still losing money hand over fist with pre-tax losses for the past six consecutive quarters whereas competitors were posting record profits. The results for July to September show a £178 million loss which brings the total for this year to an eye watering £697 million.

JLR boasts they have an order backlog of over 200,000 cars, but that won't pay the bills until they are in customer's hands. Other makers have handled the semiconductor chip shortage much better by ably prioritising production on higher profitable cars. They have made more money on lower volumes as a result.

But JLR have not been able to leverage chip production to their advantage and the results have been catastrophic.

In the first six months of the 2022 fiscal year sales were down 23.2% to 166,946. Jaguar only managed 32,547 cars (down 32.8%), and all key markets were down, with the important North American arm just achieving

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31,631 sales (down 40.0%). The pure electric I-PACE, managed to chalk up 4147 sales (down 19.9%).

Other manufacturers are growing their sales volume as electric cars enter the mainstream. So, our beloved Jaguar is clearly in the midst of a very turbulent time.

Yet again, it teeters on the brink of reinventing itself, but how much money can Tata or anyone else throw at it for no result to date?

That is the question which truly worries us.

In 1966 Sir William Lyons pitched his Jaguar Cars in with the much larger BMC because he saw how rapidly expenses were growing. Ever since, Jaguar has lurched along stubbornly enough to make us happy and survive - to this point.

This crisis though has dawned exactly 100 years after ambitious 21 year old Billy Lyons began his motoring business in a friend’s backyard garage. We desperately hope it can again defy the odds and thrive.

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XJ RS WHOOPS LET'S TAKE THAT BACK

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One owner and 8969 miles - but it's NOT the historic car we were told ...

Words - Les. Hughes Images - Jaguar Magazine EDITION 214 JAGUAR MAGAZINE

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THE STING WAS NEARLY ON US. WE BELIEVED OUR intended cover car would highlight the first official XJR-S built

by Jaguar and TWR's JaguarSport. It is in the U.S., and has had a single owner who added 250 miles in 33 years! It all seemed like ‘greatness’, but we had no idea we were being set up!

First we need to explain an XJR-S. They are rare. After John Egan took control of Jaguar early in 1980 he had just two models in his arsenal - the Series 3 XJ and slow selling XJ-S which was taken out of production for some months ... He began by winning back the trust of his workforce, and having them understand their role in boosting productivity. He worked on quality and reliability by implementing testing and quality control, and setting high targets - especially in North America.

In 1981 the XJ-S was up-graded into the thoroughly more appealing HE. Determined 40 year old Egan was looking for every opportunity to rebrand Jaguar and increase sales.

Enter fanatical Scottish-born racing driver and TWR race team owner Tom Walkinshaw. He ran his business from a small town outside Oxford, and was engaged by Mazda to run its racing programme in the European Touring Car Championship with the rotary RX7. He also ran the works Rover team.

But Walkinshaw was hell-bent on growing his business and personal racing success, so approached Egan to propose entering an XJ-S against his own Rovers in the 1982 ETCC

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season! Jaguar would donate one of its hard-worked roadregistered engineering hacks as his first race car, then reward Walkinshaw based on podium results. The rest is folklore.

TWR was endorsed as Jaguar’s entry from 1983, and in 1984 would win the Spa 24 Hours classic race with Tom driving, and he took out the European Touring Car Championship defeating BMW - and Rover! There was an unexpected single race in 1985 for three of the four 1984 TWR XJ-Ss - Bathurst. TWR and Jaguar ranked the XJ-S and Spa wins as its most important then.

Walkinshaw’s relationship with Egan was close, both sensing how useful each other was for their respective needs. While Tom's unconstrained ambition would eventually bring him down, he could do no wrong then. He expanded into Jaguar retail sales, and in 1984 founded JaguarSport for road cars.

He saw his new creation as Jaguar’s BMW ‘M’ and MercedesBenz AMG. It was announced at the Brussels Motorshow in January 1984. Using its V12 sports racers over the next four years, TWR expanded its racing into the U.S., winning the Daytona and Le Mans 24 Hour races for Jaguar in 1988.

The road cars were higher performance versions of the XJS, XJ6 and XJ12, are particularly rare, but faked often due to TWR’s ‘poor’ record keeping. Further confusion is caused by the official production of later 'JaguarSport' cars from the business co-owned by Jaguar and TWR from 1988.

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01 01 What we didn't know ... for around 24 years the same XJR-S was left neglected in this dirt -floor barn before being hauled out in May, 2022. The wheels would not turn, and it took three months to return it to pristine.

02 Not rust, but an accumulation of mouse droppings and dirt on the rear deck when rescued from the barn.

03 A factory XJR-S parked at Jaguar's Browns Lane plant, outside the then recently revamped main entrance.

A number of pre-1988 TWR XJR-Ss were delivered to Europe and the USA, but again, specific numbers are not known. Jaguar Heritage states it has no data.

It is likely only three hundred or so were produced in three years, thirty-nine of them receiving the TWR-built 6.0 litre V12.

They were badged simply as 'XJ-S', as opposed to 'XJR-s' and 'XJR-S' on later models. Badging is, however, inconsistent.

Some have only a TWR JaguarSport badge, and others have no TWR badging at all.

Mechanically, the XJR-S received a full-flow exhaust which resulted in a ten percent power increase. The steering was recalibrated for more feel, while beefed-up vented discs plus stiffer shock absorbers were especially designed for it by Bilstein.

There was too that expensive option of a 6.0 litre V12, plus a ‘quick shift’ three-speed auto - or a five-speed manual gearbox.

JaguarSport changes had a huge effect, transforming the XJ-S into a harder sports car without losing its grand tourer origins.

“Wheeling the TWR Jaguar XJ-S out into a narrow road is as easy as driving the family sedan – it’s that docile,” said Road&Track in August 1985. “The five-speed is smooth, the shifts are easy and the modified V12 just purrs along. Hit an open stretch of clear road and nail the throttle – it takes off like a scalded cat with barely a ripple to upset the occupants.”

Complete cars were trucked from Coventry and modified at TWR’s Station Field Estate in Kidlington, then later the XJ220 and Aston Martin DB7 factory near Banbury.

Sadly, 1988 was the high point in Tom Walkinshaw's business career. Between

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then and 1989, 326 5.3 litre XJR-Ss were manufactured, and after September 1989 the 6.0 litre became standard. It stayed in the line-up until 1993 with 837 Coupés sold. Of the 6.0 litre Coupés just 87 were manufactured in 1989, 122 in 1990, 65 in 1991, 249 for 1992 and 23 in the final year.

04 The scene is Le Mans paddock in 1988 when Jaguar won the race for the first time in 31 years with its Silk Cut XJR-8. The XJ-S and XJ40 were modified by TWR.

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UK journalist Andrew Frankel was not an XJ-S fan until he and a team took an XJR-S on a two day trip with a Porsche, Ferrari and a BMW. He was shocked. "The XJR-S had all the class of a true supermodel. It was December 1990, and we left London in filthy weather for Castle Combe. The plan was to spend two days to find not simply which was the most exciting or quickest, but also which made most sense in all conditions.

"One was clearly better. It was the XJR-S, cheapest of the lot. To say we were surprised scarcely does it justice. The Porsche 928GT was well-known as the best all-rounder, the BMW 850i was new and fearsomely equipped but the Ferrari Mondial was, well, a Ferrari. No one was more flabbergasted.

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“While I have always appreciated the creamily smooth ride quality and punch of the V12, I had only grudging respect.

The XJR-S changed all that. The noise was splendidly rich and complex, possessing more soul than the V12 under the bonnet of any BMW or Mercedes. Better still, 3621b ft of torque meant that, for the first time it had an engine that really meant there was no need for any more than three speeds.

“It’s as hard to believe now, but the simple truth is the old, front engined Jaguar was just better at the business of getting around a corner than a mid-engined Ferrari.

While the Italian was busy skittering from entry point to apex, the Briton would barrel through with no effort and be gone.

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01/02 The car as found and badly neglected. It was taken to a specialist workshop where it was restored but where other unanswered questions arose.

“Suddenly, we realised we were looking at the true successor to the E-Type; a car capable of doing to the likes of the Mondial what the E-Type had done to the 250GT.” Getting back to our featured car, it is the XJR-S we were told by its owner was historically the most significant. It was built in August 1988, we were assured it was manufactured

by JaguarSport for Jaguar’s use - and was recognised in the U.S. as the first XJR-S from JaguarSport.

It was claimed factory archivists in the U.S., the lateKaren Miller and late-Mike Cook, stated it was driven by Walkinshaw, President of Jaguar Inc, Graham Whitehead and Mike Dale, his replacement. It was said it was delivered for U.S. dealers to sell the XJR-S and display at shows throughout the country.

With the 1991 arrival in New Jersey from Sydney of Australian ex-Jaguar PR boss John Crawford, to head that same division in North America, the facts take on a different meaning. John told us: “The XJR-S was the product of TWR, and the Jaguar view was that the retail price (dreamed up by Walkinshaw) was too high. Dealers didn’t want to know about it, but Tom already had the model approved for sale in the U.S. - at a massive cost.

“I knew nothing about it, but in May 1992 CEO Mike Dale was on vacation so I was asked to chair that month’s Board Meeting. Unknown to me also, Jaguar Cars Chairman Nick Scheele had been putting huge pressure on

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Mike to override the dealers and take the XJR-Ss because he had to pay TWR’s bill for U.S. homologation. It was huge.

Nick knew he had to pay, but wasn’t going down without a fight. One of our items was an infamous red XJR-S, but I had a riot on my hands from our VP of Marketing and the VP of Sales who reiterated what the dealers had told them.

They voted to pass the item and move on.

“I got so fed up I went into Mike’s office to call Nick on his private line. He was very patient because I didn’t know the background. When he explained Jaguar MUST pay TWR I knew it was a fait-accompli. The USA would take some. We horse-traded for 15 or 20 minutes, then I said that to keep faith with the dealers we should not take a lot, and maybe badge them as a limited edition. Eventually, I said in some frustration: ‘Okay, how few can we take and still contribute to paying the bill, Nick?’ He sighed and (giving in) said: ‘You’ll have to take 100 cars.’ I said: ‘From the dealers perspective let’s make it simple. We’ll take the 100 - 50 Coupés and 50 Convertibles - 25 Coupés would be red and 25 black - 25 Convertibles would be red and 25 black’. Nick was thrilled, and said: ‘Good on you JC. I’ll have your back if there’s blow-back when Mike returns'.

“There wasn’t. Mike was relieved he had nothing to do with it, and told dealers Nick had got me at a weak moment. At the next Board meeting in Coventry Mike took me along (very, very rare) and he, Nick and I went out to dinner to celebrate settling the problem. I certainly won

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01 The mileage is totally correct - 8969 from new.

02 The front and rear bumper designs and colours changed constantly.

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my spurs with Mike, and even got the grudging approval from the seven other VPs. However, as it was my doing Mike charged me with sourcing the badges, getting them engraved and distributed to the guys at the port who fitted them. I had a friend at Garrards in London, and she fixed me up with their NY manager. Garrards produced the engraved sterling silver plaques - and we got a discount!

“It would be interesting to know what TWR charged for homologation, design, manufacture, fitting, final tweaks and cleaning up the margins. I would have thought the TWR profit would have been huge. Jaguar Directors in Coventry David Boole and Roger Putnam, had earlier pointed out to soon-to-be 'Sir' John Egan, the more projects Jaguar out-sourced to TWR the more they lost.

Our only profit was in moving standard XJ-S Coupés and Convertibles - about USD$1100 per car!”

Our story goes south from here but, fortunately, we discovered in time we were being used to endorse false history. The truth is there is no oral or written history to prove the featured XJR-S is anything like a prototype.

The owner told us: “I was at the Minneapolis Auto Show where I saw this beautiful red Jaguar. Somebody told me it was a pre-production machine, it looked sensational, and I was even more interested because it was a prototype.

Those on the stand told me it was the only one in the U.S.,

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and was some sort of test bed. Several weeks later I stopped by and saw it while it was being readied for England.

“I enquired if it was for sale, and was told it belonged to Jaguar Cars, so asked them to call England. The manager said I could sit in the XJR-S while he spoke. He had the phone on speaker, so I heard them say it was supposed to come back, but the gentleman at Jaguar remarked that selling it in the USA would save the freight cost.

“Within five minutes I left in it and took it straight to storage. For the next almost 33 years it was started frequently and correctly maintained. I learned it was a 6.0-litre brought to the USA legally as an XJ-S - not an XJR-S. In 2022 I contacted Jaguar’s Museum in England, who suggested I contact Jaguar Magazine - and here we are.

“Because it had been out of sight it was believed this precious XJR-S had been lost, but it is still in showroom condition.”

That isn't the end. Our extensive research to prove the facts showed we were largely being sold the proverbial 'pup'! We located the real prototype XJR-S. It was Bordeaux Red, built in right hand drive to U.S. specifications, not registered until 1990 and sold in the UK for £12,932 during 2018. It has never left the country.

Further investigation blew the owner's story into the weeds. We couldn't believe anything.

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01 The restoration begins in earnest in the first half of 2022. It was completed in August.

02 Mice had gotten into the car and feasted on the carpets and other items of trim.

03 The first and only development prototype of the XJR-S. It was used by the factory unregistered for over two years before being sold.

It changed hands just a few years ago and has never left the UK. 04 Looking like it was always supposed to - but following three months of work in 2022.

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The car in question was left neglected in a mouse infested dirtfloor barn.

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The truth is it was abandoned and neglected in a mouse infested dirt floor barn from probably 1998 until early 2022!

It lay there in the property owned by a friend who had passed away in 2021 without the car’s owner realising.

It gets even more ugly.

The estate of the deceased was offered for sale by his family, and included the Jaguar which they knew nothing about. The car hadn't moved from the spot in the barn the entire time it was there. An enthusiast who inspected the estate, including the Jaguar, said the car was full of mice, smelled of mildew, the brakes were jammed stuck, the fuel in the tank was disgusting and the headlining had dropped.

Additionally, the estate was owed $30,000 for twenty-four years of garage space and were insistent it not be returned to the owner. The estate was sold to a dealer in such things, and apparently the car was included at US$2500. Fortunately that local car and bike enthusiast saw it and sensed it needed to be saved from scrapping. That was in May 2022, and while picking up items from the barn he was told the Jaguar was actually the property of a friend of the deceased. Its documentation was still with that original owner who was unknown.

He would have liked to have bought the Jaguar and restored it, but was not interested without the ownership title. He therefore tried to find the true owner and eventually discovered a phone number. However, nobody picked up, and his messages were not returned. Then he finally sent a photo of the car in the barn - and got an immediate response!

The owner of the estate employed that same person to restore the XJR-S, but the mechanic was in an uncomfortable position because he now knew who the true owner was.

The only trustworthy person in this entire story appears to be that mechanic who spent three months bringing it back

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to immaculate order overall. He still believed it should be returned to the genuine owner far away, so listed it on Ebay, and got an immediate reaction from the estate owner who was told the car had been sold, but he was happy to bring in the Sheriff to sort the issue out!

It goes on ...

He moved the car from his property on a Sunday night sensing a problem, and sure enough, that occurred the very next morning. The estate dealer was in touch with his lawyer who said not to let anyone move the Jaguar. He was then told it had been taken away the previous evening!

The mechanic had endured enough stress, and agreed to tow the car to its real owner in return for fuel costs. Phone calls between them resulted in his being told the car was going to be on our cover, buyers from Japan were interested and it was worth millions. He added he had never driven it!

We have additional photos of it being dragged out of the barn on a tow rope with the wheels locked solid. It took hard work to get sorted before being returned in August 2022, after which a major effort was begun by the original owner to cash in. That's when we came into the picture, and thank goodness we didn't take the 'facts' given to us at face value. We will continue to find the truth behind this XJ-S cum XJR-S, but it is possible it was shipped to the U.S., and some time later converted there to XJR-S trim. There is no evidence it is a prototype or was ever used by Jaguar.

The VIN shows it is a regular XJ-S - so unless somebody comes up with hard facts you should forget any other historical claims being made. We continue to be amazed by people.

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Inside EDITION 214 JAGUAR MAGAZINE

& Out

Words - Paul Murrell Images - Bob Taylor

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Finch Mk2 rejuvenation

01 The legendary 'Leaper' is synonymous

02/03/04 Looking very Jaguar with its replacement

with the Mk2 more than any other Jaguar.

This one adorns the front on one of the very finest Mk2s in existence.

X300 front seats which add to the comfort and safety.

Paul Murrell loved the updates, but the car was too newly restored to push it too hard.

Atmospheric and quintessentially Mk2.

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03

n

02

NO TWO CAR RESTORATIONS ARE EVER QUITE the same. And this owner knew exactly what he wanted for his early Jaguar Mk2.

It was hailed as one of the most advanced cars of its time, but modern motorists have expectations that would never have occurred to buyers in 1959. Anyone who thinks they can sit themselves in the opulent woodand-leather interior of a Mk2 and drive it like a modern saloon will be sadly mistaken. By current standards, the steering is vague and the brakes marginal. But it’s still a fast car; if contemporary road tests are to be believed, the Mk2 3.4-litre was able to reach 120mph (192km/h) – the 3.8 was even faster with a top speed of 125mph (200km/h). Handling was a huge step forward over the occasionally skittish Mk1, allowing drivers to exploit the performance with far greater confidence.

This particular Mk2 wasn’t bought specifically to be restored or up-graded. Instead, the 3.4-litre automatic had been a long-term family car for Chris Hatcher, chief winemaker at Wolf Blass Wines in South Australia’s Barossa Valley, but when the brakes failed some years ago and the car ended up stranded by the side of the road, his wife declared: “That’s it, time to get it done!”

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04

Fortunately, Chris wasn’t misled by the various 'reality' car restoration shows. He knew it would be a long and expensive process. He also had a good idea of how he wanted it to proceed, and he was adamant that when complete, it would once again be an everyday driver.

It took even longer than he planned.

Shane Reynolds of Finch Restorations in Mt Barker, South Australia, takes up the story. “When it came to us, it had been at another shop. It was stripped, some repairs done and then it was left in primer for 20 years.”

The first challenge facing Finch Restorations was to get the car straight, and work out how to incorporate all of Chris’s demands. “He knew what he wanted,” recalls Shane, “and had researched other up-graded Mk2s such as the Beacham cars. We started with an accurate brief of where he wanted to go with it.” After a moment’s hesitation, Shane adds, wryly: “We probably need to learn to say 'no' a bit more!”

Like most owners starting a restoration, Chris thought costs could be kept down by cutting a few corners, but as the process developed, he started to understand that can be short-sighted, and quite often

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The 59th Mk2 3.4 result in completed work having to be reversed and undertaken again.

additional features, allowances had to be made to make room for them under the bonnet.

Finch Project Manager, Molly Spalding, comments that Chris was 'very involved' as a client. That can be a double-edged sword with clients disrupting the workflow and co-ordination through not understanding the process. This could have arisen when Chris arranged for the instruments to be sent to New York to be refurbished. Potentially, it could have resulted in delays, but before the gauges were despatched Finch were able to mock up the dashboard to ensure everything would fit. As Molly happily admits, Chris worked closely with them to keep things moving along.

Fitting the 4.2-litre motor necessitated some engine bay modifications, as did the decision by Chris to use triple SU carburettors. “We would probably have looked at fuel injection,” suggests Shane, but Chris wanted the traditional appearance of carburettors. This meant installing an inlet manifold from a 420G. To make room for it, the master cylinders had to be made more upright and the pedal-box geometry changed.

For peace of mind, an external oil filter and cooler were fitted, as was a high-torque starter motor.

There was a long list of modifications.

The best way to appreciate the scope of the work commissioned by Chris is to look at the list of modifications carried out on his Mk2 … it runs to two tightly typed pages!

The 3.4-litre XK motor, as mentioned earlier, was replaced with a 4.2-litre sourced from an XJ6. Although this is a common swap, Shane explains that it required some adaptation of the engine bay for the new motor to fit. “One of the issues with Mk2s is that the engine is a tight fit to begin with, so there was a bit of trial and error and head scratching. The good thing about the 4.2-litre motor is that it fits in the hole and looks much the same.” Knowing the car would be fitted with

01

The automatic transmission was replaced with a five-speed Tremec T5 manual gearbox. Typical of the attention to detail evident throughout the car, the erstwhile gear lever became the indicator wand, and the now-redundant unit on top of the steering column lost its auto transmission indicators and had neat Jaguar identification installed. It looks like it was there from new. The tailshaft was replaced with a correct length shaft supplied with the new gearbox.

The additional modern convenience features such as air conditioning, central locking, cruise control, upgraded windscreen wiper unit, modern entertainment system, GPS guidance and rear-view camera all necessitated considerable up-grades to the electrical system. First change was to convert the system to negative earth, replace all wiring and the original dynamo with a Lucas 17 ACR alternator. The original

01 Created from Sir William Lyons' eye for a line, the Mk2 is a true cult car.

Opposite Triple 2 inch SU carburettors, performance extractors, sports air cleaners and the highest standard of finish.

Modernised with all the sensitivity you would expect in such a superb car. Satellite navigation, wood-rimmed steering wheel, five speeds engraved on the manual gear knob and discretely fitted air conditioning along with all of the 1950s and '60s Mk2 sporting luxury fittings.

The finish standards are beyond reproach.

Finally, the ultimate - chrome triple-laced wire wheels and sports spats.

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Chris Hatcher's family Mk2 SU fuel pump was replaced with an SU electronic solidstate pump.

For under-bonnet space reasons, the battery was moved to the boot. The original two-fuse fuse box was up-graded to a Classic Technologies fuse box with 15 fuses and seven relays. “We wanted to retain as much of the original wiring loom as possible,” explains Shane, “so we actually used it plus an ancillary loom. It was made up here, and then sent off to be cloth wrapped.”

All globes other than the headlights were replaced with LED units, halogen headlights were installed and the reversing light was converted to white with a red rear stop light.

Modern driving demands the best possible steering, suspension and, of course, brakes. Sometimes, even Jaguar doesn’t quite get it right, so the Panhard rod fixing point was strengthened as recommended by Jaguar to dealers in 1963!

Finch Restorations replaced the original antiroll bar with a stronger one-inch version, fitted new springs, polyurethane bushes, ball joints and mounts, and installed Koni shock absorbers. At the rear an anti-roll bar was added, plus improved springs, new polyurethane bushes, new mounts, a new Panhard rod and Konis.

Attention to the brakes included up-grading the front discs with Coopercraft International four-pot billet aluminium calipers, modern brake pads and vented discs. The rears were also replaced with a Coopercraft billet aluminium cylinder kit and modern pads, and for added safety, a dual circuit braking system with dual brake master cylinder and new brake fluid reservoir, brake servo and lines. Wheels are 16-inch triple-laced Dunlop wire wheels, sitting beneath Coombs-style spats.

The steering received an EZ power steering unit specifically made for Mk2s (it did require some underdash modifications) and the original steering wheel was replaced with a 15-inch Moto-Lita wood rim unit.

The integrated air conditioning unit was cunningly fitted inside the existing heater box. Even though the unit was supposedly a direct fit kit, it quickly became obvious that a bonnet hinge was in the way and the bonnet wouldn’t close. “It also looked ugly and took up valuable space in the engine bay,” adds Shane. The radiator was up-graded with a new aluminium unit and electric fan. A Classicfab stainless steel exhaust system was fitted.

The front seats came from an X300, retrimmed to have seven pleats (as per the original Mk2). Inertia reel seat belts were fitted front and rear. New external rear view mirrors were fitted and all window glass replaced (a very slight tint).

01 Unless you look very closely you would be hard-pressed to suspect this Mk2 has been modernised for 21st century driving.

02 All credit to Finch Restorations in South Australia. The finished Hatcher car makes a great showpiece for their skills, detailed knowledge of Jaguars and the highest standards they build into all of their restoration projects.

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02

THAT DRIVING EXPERIENCE ...

The first thing that strikes you with this Mk2 is how understated it is. Despite the extensive list of modifications and up-dates, it looks not far removed from a standard car.

To our eyes, resisting the temptation to create a pastiche of old and new was the right decision. Some of you will remember the Mk2 're-imagined' by CMC in the UK for Ian Callum in 2015. That car had lost any sense of being a Mk2, with its modern gauges, overly embellished interior and various other 'enhancements'.

The Hatcher Mk2 still has the essence of a Mk2, surely the reason for owning one in the first place.

That’s not to say it isn’t light years ahead of the original, in almost every way. This Mk2, the 59th 3.4-litre built (45 of the first 51 3.4-litre Mk2s built were exported to Australia), still reminds you it is a 63-yearold car, but inspires a degree of confidence that tempts you to press on a bit harder, brake a bit later, knowing that nothing is liable to fail. It is a strange sensation to

EDITION 214 JAGUAR MAGAZINE

drive into corners at speeds that would have you way beyond the limits in an original car.

The biggest single change is the five-speed manual gearbox. Shane suggests you can drive it “like a Corolla”.

We wouldn’t go that far, but the changes are delightfully crisp, the ratios ideally matched, the clutch pedal not too weighty and the seamless torque of the 4.2-litre engine (with its mild cam) and the distinctive sound of those three SUs all combine to create an intoxicating blend. Steering feedback is another revelation. You always know what the front wheels are doing, and the control is totally at odds with the view over that familiar bonnet and through the smallish windscreen.

Naturally, this being somebody else’s (very expensive) car, we were unable to carry out any performance tests, but there is no doubt this car is considerably faster (and safer) than the original, although to some extent that misses the point. The Finch-restored car is, like the original, a proper sports saloon. And we’re pleased to know it won’t be cosseted away in a garage, but driven on a daily basis, bringing pleasure to another generation of owners.

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XK 78

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K150 The last Jaguar sports

car with a separate chassis

and an engine which fitted

straight into the E-Type.

It is much loved, highly desirable, rare - and we adore the XK150.

Words - Les. Hughes

EDITION 214 JAGUAR MAGAZINE

79

Whitehead Peter Whitehead a regular visitor to Australia on business, was the first Jaguar Le Mans winner and favoured by Lofty England. With him and his brother Graham is his XK150S prototype.

Same car

That car was fitted with the very first XK150 engine, and later came to Australia where the wire wheels were swapped by the first owner there. It is now in Perth, off the road, and has been owned for decades by Terry McGrath.

Rudi The XK150 was the least like a competition model of the three types.

However, still quite a few did race, including one by Don Thallon in Brisbane, Bill Hemming n Melbourne and Rudi Vanderelst in Geelong West. Each were fast, and here Rudi dodges the spinning XK120 RHD chassis #17.

Peter Allen Peter Allen on piano was a young musician when he purchased an XK150S FHC from the Geoghegan brothers in Sydney. The car was taken off the road later with a damaged, but repairable, head.

Editor's In 1972 it was purchased with the engine still not running, from Roydons of Lakemba. It was brought to Melbourne by the editor's family, and stayed with it until 2004. It remains in Victoria and is much loved still.

Tasmania

A forgotten XK150 when near new was a FHC raced in Tasmania by Don Gorringe. Here it is being pressed hard at Longford by John Goss in the FJ Holden. Goss would be a Jaguar hero in years to come.

Press Racing driver Roy Salvadori was tasked by Autocar magazine with testing Jaguar's Press XK150S 3.4. That was in February 1958, and the car was RHD FHC chassis #46 registered VDU 882.

In decline

Like all models the XK150 went through a period of decline until they were valuable enough to spend the money needed for a restoration. This sad DHC was at XK Day in England in 1976, and no doubt is pristine now.

Mystery

This new XK150 was constantly parked on the start/finish line at the Gnoo Blas racing track in Orange, NSW. We have no idea who owned it, or where it is now. We can see it is a 3.4 litre model and not an S. Can a reader help us solve that?

a

A U.S. READER ASKED US TO FEATURE the XK150, and we agreed it was overdue. If you don’t know the model well you will to be surprised and impressed.

Many love it, some don’t - but we are with the former. We need to state up front, our editor and his family owned the ultimate XK150 variant - a late 3.8 litre S - for over 40 years. Naturally, we have indelible memories and a coloured view of it.

Its purchase was inspired by the Darryl Matthews XK150S which spent most of its first 20 years in a vacuum sealed box, and was fitted with spare D-Type wheels from Bob Jane’s D-Type XKD532.

The XK120 came first, and entered the world in 1948. Its up-grade was the XK140 in 1955 which looked almost identical save for the heavy bumpers front and rear, plus a full wooden dash.

The XK150 had a leather covered dash, but wood or aluminium were an option - we have not seen either. It also came with revolutionary Dunlop disc brakes on all four wheels, a major safety breakthrough in 1957 and a wonderful selling point.

When it was introduced in May of that year the XK150 was a vastly different sporting Jaguar to earlier siblings. Larger, more luxurious and classically more modern in body design, it would be the last Jaguar sports car built on a traditional chassis, and ended up with a straight port EDITION 214 JAGUAR MAGAZINE

Clockwise top left Publicity photo taken in the U.S. in 1957.

Bill Lucas in Melbourne owned one of t wo Roadsters sold new in Australia and hill climbed it of ten. This is at Rob Roy. Factory photographer Bill Large took a classic shot at Strat ford-On-Avon.

Maybe the best unrestored XK150 in existence is the ex-Darryl Mathews 3.8S. Jaguar Classic owns an S Roadster.

headed 3.8 litre XK engine fitted with three SU carburettors. That unit would move straight on, untouched, to the legendary E-Type in 1961.

Initially the XK150 was only available in Fixed Head Coupé (FHC) and Drop Head Coupé (DHC) versions. The Roadster, without full weather equipment, was launched as the OTS (Open Two Seater) in 1958.

It was fitted for the first time with wind-up windows in taller high-silled doors, but retained the very simple folding roof of its predecessors.

Most visibly in all XK150s, a one-piece windscreen replaced the split screen. The widened bonnet opened down to the ‘guards, and on the Coupés the windscreen frame was moved forward four inches (102 mm) to make passenger access easier.

Thinner doors gave more interior space and a little red light reminded the driver that the front parking lights were on. It was located in a pod at the top of the mudguards.

Suspension and chassis were very similar to the XK140, with manual gearbox-only rack and pinion steering. The 3.4 litre XK engine was similar to the XK140’s, but a new B type cylinder head raised power to 180 SAE bhp at 5750 rpm.

Twin 1.75-inch (44 mm) SU HD6 carburettors and a modified B type cylinder head with larger 81

exhaust valves improved performance to 210 SAE bhp at 5500 rpm. While most were SE models, a third option for the open twoseater featured the 3.4 litre S engine with power boosted to a claimed 250 SAE bhp.

In 1960 the 220 hp (164 kW; 223 PS) 3.8 litre engine, already fitted in the MkIX since October 1958, became standard. It was tuned to produce up to 265 hp (198 kW; 269 PS) in S models, and propel an XK150 to 135 mph (217 km/h) and from 0–60 mph in around 7.0 seconds.

Factory specification 6.00 × 16 inch Dunlop Road Speed tyres or optional 185VR16 Pirelli Cinturato CA67 radials could be fitted on either 16 × 5½ solid wheels or optional 16 × 5 wire wheels.

The rest of the up-grade pack included high lift camshafts, a 9.0:1 compression ratio, heavier torsion bars and twin exhausts. Wire wheels and fog lights were virtually standard.

As before, body panels were manufactured predominantly from steel. Exceptions were the bonnet and boot lid which were formed from aluminium.

Although the XK150 closely resembled its predecessors, Jaguar brought in a number of subtle but significant revisions to up-date it for its last few years of production.

The increased cabin space made access easier, while FHC and DHC variants came with a windscreen that was moved fourinches further forward.

Up front, the bonnet was widened and given a noticeably broader sixteen-bar instead of seven-bar grille. The new grille was identical to that added to the ‘Mk1’ when it got its 3.4 litre engine. The doors were now thinner to further increase cockpit space, and the FHC came with a larger curved rear window.

To reflect the extra space inside, subtly revised seats were installed. Once again, the FHC variant came with two small rear seats - which were really just loose cushions and next to useless.

The Special Equipment model was the one most people assume is standard, but in fact the standard XK150 had steel wheels, spats covering the rears and drum brakes as standard. All others, which was virtually all, were the Special Equipment (SE) model.

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Buyers could have the exterior of their XK150 enhanced with Lucas fog lights, a leaping Jaguar mascot for the bonnet (rare), a chromed luggage rack for the boot, a chromed badge bar, Dunlop Road Speed tyres with whitewalls and steel wheels with chrome hub caps and rear wheel spats.

Performance up-grades included a closeratio gearbox and Dunlop racing tyres. A steel underbody shield gave protection against adverse road conditions.

Cockpit extras included fitted luggage (two suitcases to match the rest of the interior), a choice of radios, an aluminium dash, bucket seats and a white or wood finished Bluemels steering wheel. The FHC could also be specified with a Weathershields sunroof and the DHC a full-length tonneau cover.

The XK150 FHC weighed in at 1473kg while the outgoing XK140s had both tipped the scales at 1420kg.

A departure from previous Roadsters was the addition of external push-button door handles.

As usual, this latest Roadster retained the simple folding roof of its predecessors. At 1447kg it was the lightest XK150.

The S engine was not available with an automatic gearbox - also something new for Jaguar’s sports car range. Cars ordered to S specification came with all the Special Equipment trim as standard.

Production changes made during 1958 included the discontinuation of the aluminium dash option, and the switch from 54 to 60-spoked wire wheels.

At the London Motor Show in October 1959, Jaguar launched the new 3.8-litre engines for the sports car, so now for an S

01 Very scarcely seen. Bob McKay's genuine RHD Roadster 3.8 XK150S Roadster in Brisbane.

02 Competitive against a former works Mk1 at Silverstone, this XK150 is a star on European tracks.

03 Probably the ultimate original XK150S, this is the ex-Leech and Mat thews car which is untouched since new. It has been owned in Australia, England and New Zealand but is now back in Melbourne.

04/05 Another of just over one hundred RHD XK150S 3.8 litre Coupés were created.

This one was trucked to salty Lake Eyre to assist on the Bluebird LSR at tempt in the early 1960s. It made its way back to Melbourne where it is sprinted here at Calder by owner Duncan Fry. The salt af fected it badly and the owner lef t very unhappy.

06 A prized XK150 automatic in a totally original low mileage state. It was rescued by Paradise Garage in Sydney and sold a few years ago.

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03

04

05 06

01/02

03/04

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Before they became highly sought af ter again. Both are XK150 DHCs, 01 is original but in need of restoration, while 02 was restored and modified by the lateLance McMahon.

Geof frey Stevens chauf feurs Mario Andret ti before the 1970 British GP. To keep DHC XLC 789 pristine he bought a rusty Coupé and created his unique Foxbat in 1975/76.

Shot by the lateJumbo Goddard, this image shows Ian McColl in his ex-Bill Leech 3.8 XK150s.

Ian was an early Club member, bought it in 1964 and kept it per fectly until his death in 2013.

Jaguar sent three XK150 running chassis to Bertone.

They built their own interpretation of a car which might replace the XK150. It is thought three were built - t wo survive.

model the top speed was a very impressive 137mph and 0-62mph came up in 7.1 seconds.

DRIVING THE XK150 If you seriously intend to look into the acquisition of an XK150 as your choice of classic car you need to know some important but fundamental things.

Firstly, today there are very few rusty wrecks out there. Most examples have either been restored, or they are sound original examples.

Regardless, parts are not a problem be that electrical, mechanical, trim or panels so you don’t have to worry.

Reliability too is not an issue for any good XK150. Most parts had been used on previous Jaguars and any bugs eliminated.

What the XK150 has is style and charisma in loads. It is the Errol Flynn and Clark Gable suave sports car type, and you will feel very special when you are in it. It offers vast amounts of comfort and space, more than any previous XK, or even the E-Type which would replace it.

No matter the variation it also produces the best exhaust note of any Jaguar prior to the modern supercharged V8s, and aside from the usual ‘Moss’ non-synchromesh gearbox shift on first gear, which makes the gear change

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02

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04

slower on that one, it is a joy to drive and is thoroughly modern even in today’s demanding urban traffic.

It is not perfect though, and you may want to make some changes to enhance the comfort for occupants.

The seats in the Coupé are broad and flat, so they offer no body support and result in sore bodies on a long trip. With no structural modification they can quickly be replaced by modern, but period-looking, bucket types which are superior.

Another issue is very heavy steering at parking speeds, and power steering will address that.

05

06

Finally, for the passenger in a RHD car, or driver in LHD, the floor can become unbearably hot. The reason? It is made from ply wood slotted into steel frames, and doesn’t provide enough protection from the hot exhaust pipes beneath on hot days especially.

The wood too can be replaced with heat-repelling coated metal, again with no structural changes.

The rarest XK150 is the RHD Roadster, only two were sold new in Australia. Many have been imported from the U.S. and converted to RHD which does not affect the donor car’s value, but it will not match the higher price of any of the original 93 RHD Roadsters which are the most valuable, of course, in 3.8S specification. Only 24 XK150s were 3.8S’s. A mere two were standard 3.8s, and only 9882 XK150s of all types were built in three years so that they were always rare.

Would we recommend an XK150? The answer is a definite yes. With those simple changes you have the ideal fun classic sports car with all of the character a car with the XK150’s looks promises.

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From

NEW ZEALAND's

original Jaguar distributor

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plus daimler

EDITION 213 JAGUAR MAGAZINE

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87

New Jaguar book

THIS IS A REMARKABLE book for many reasons, not the least being that four of the most honest and knowledgeable people on the subject have worked together to make it happen.

it does is provide a constant and continuous history of each racer.

The first volume was published with the aid of the late-Danish Jaguar distributor and car collector Ole Sommer.

His business has again backed this one.

What we love is not just the amount of work and fine detail which has been put into their exhaustive research, but the honesty.

The new Continuation C, D and Lightweight E-Types are considered - but not in any detail rightly enough.

If cars are not genuine they are called out so that if you too are researching, or merely enjoying the fascinating words, you can rely on them to be true and accurate.

The first came with a soft cover, this is a higher class presentation with a hard cover. It has an absorbing 417 pages of words and images on high quality paper.

There are many more high quality images included in this new book. We were delighted to assist by

Of course, it can never be up to date because cars change hands constantly, but what

Book

review

We welcome the true bible for authenticating Jaguar C, D and Lightweight E-Types. Volume two has just been released and is a vastly more detailed work.

Published by H&S (UK) Authors - Den Carlow - Penny Woodley - Paul Skilleter - Anders Ditlev Clausager 88

EDITION 214 JAGUAR MAGAZINE

The fate of a lost D-Type

supplying over 50.

Whether you have a general interest in Jaguars, or need to add all of the worthwhile volumes to your library, this book needs to be at the top of your list.

Penny Woodley owned a C, D and Lightweight E-Type from the 1960s, and Ole Sommer had his own C and D-Types - so much of the input comes from the ‘horse’s mouth’.

The cost is £80 plus postage which is excellent value for such a significant and high quality book.

The Complete Register of Jaguar C-Types, D-Types and Lightweight E-Types can be ordered from Herridge & Sons, www. herridgeandson.com.

EDITION 214 JAGUAR MAGAZINE

Famous D-Type’s fate found ... XKD 503 in the wake of the Registser For many years we have searched to find factory prepared D-Type XKD503. We traced it to Lime Rock in the U.S. in September 1958. Then it vanished.

XKD503 was the third customer D-Type, and factory prepared for Le Mans in 1955 and the Belgian team Ecurie Francorchamps - taking third outright (above). It was immediately sold and flown to the U.S. for Ernest Erickson, never came back to the UK, but was always yellow.

In early 1957 it was sold through Briggs Cunningham to Cuban sugar baron Alfonso Gómez Mena (below) who had owned two

D-Types. XKD521 and XKD525 (ex-Cunningham) were destroyed by him. He raced 503 at Sebring in 1957 then changed to Ferrari.

Momo next sold XKD503 to Jaguar dealer Jack Ensley who raced it until 1958 when the trail stopped - until now! Amazingly, our editor finally found a newspaper clipping from the Linton Daily Citizen dated September 12, 1957. It said a Jaguar race car owned by sportscar pilot Jack Ensley burned up on its tow truck at Noblesville. The truck driver was affected and the truck destroyed.

It added the car was being returned from Lime Rock - so the mystery ends.

89

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e-mail: bronwen@jaguarmagazine.com A$33 per edition. A$33 extra per photograph all advertisers.

Good condition. I sold my MkV many years ago and only found this recently in a bookcase clean out ... $40. Postage additional or pick up at Camden (south west Sydney). 0417 287 027.

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XK8 Convertible. Late 2002 (Model Year 2003). Very rare 4.2 litre V8 Convertible, 6-speed automatic with 162,000 kms. Delivered new into Australia in November 2002.

Beautiful Metallic Midnight Black with Champagne leather interior and walnut trim. The Convertible roof is in excellent condition and does not leak, even in all the recent torrential rains. This car is spectacular to look at and delivers a dream ride. In addition, the XK8 has a surprisingly large and useful boot, easily taking a large golf bag and electric buggy for example! Always garaged, of course, and maintained in a spotless condition. No expense has been spared on maintenance and regular servicing and service history comes with the car. This includes a full transmission overhaul, new radiator, wheel bearings, oil cooler, alternator, ball joints, suspension bushes, struts, battery, heater hoses, power steering hose etc. The car has undergone a detailed pre-sale inspection by a Jaguar specialist, and has also just had a full professional detail of bodywork, leather and carpets.

Registration and CTP to October 2023. Contact Adrian Scott on 0458 263 963 or adrianhscott@bigpond.com

Sales and Service Facilities in the UK book. Dated 1968 (inside front cover). Red cover, 28 pages. Some red colouring has run over a few pages. $25.

Postage additional or pick up Camden (south west Sydney).

0417 287 027.

Handbooks. 2½ and 3½ Litre MkV saloon and Coupé Operating and Maintenance Handbook (blue cover - 45 pages).

S-Type, 2002, 3 litre V6.

Fastidiously maintained, drives like new, Cream interior/leather like new, original paint looks

XJ40, XJ6 1989. Original condition, low mileage and well maintained. Deceased estate.

Asking price $15,000. Judy.

0419 645 474.

Mk2/Daimler parts. Two Coombs narrow spats. Boot repair skin. Four door repair skins. All brand new. $1800.

3.4 litre long engine $1100.

DG automatic gearbox complete with bellhousing and convertor in good condition. $300. Pick up from Adelaide or arrange freighting. David +61 (0)408 845 646.

good but has a few blemishes.

184,400 kilometres, Victorian registration, with original plates and sales/owner manual.

Comes with a good quality car cover. I would like it to go to a good home. $17,000 or offer.

For more information and photos contact Michael Hunter 0426 935 237. Email ruk2kat@ gmail.com

new owner for it to roar again.

A rare opportunity. Priced at $20,000. Contact Mark Slater on +61 (02) 4782 4321.

XK150 parts. Part #BD14568, splashguard panel right hand.

Jaguar part #BD5188 vent box door x 2. These items were purchased new from SNG Barratt in England, but soon after receipt I located my original panels that have been restored and painted. Each has been given a coat of heat resistant primer to prevent surface rust. Asking just $400 for all three items but prices are all negotiable if they are sold separately. Please contact via email at david.taylor@ denniscorp.com.au, or 0431 703 008.

Mk2 1962. 3.8 manual, Old English White with Red and CWW. Mechanical up-grades and servicing by V & A Spiteri, leather by Gary Blackman, interior Neil Litchfield, wood Carwood. Body restoration by Tony James. Coombs sports spats (originals available).

C-Type cams, rear crankshaft seal mod XJ6 oil pump. 2” exhaust, reco cross-flow radiator with Davies-Craig thermatic fan. Original auto, but now BW-T5 five-speed manual, new clutch and flywheel. Electronic distributor, high-torque starter Beere alternator kit. MotaLita wheel, vented front discs with Zeus calipers, XJ6 rear calipers, Gaz shocks. New 195/65/R15 tyres and tubes. Tailored cover, workshop and spare parts manuals. $50,000 (or offers).

Geoff Blunt 0408 517 388, lofno@bigpond.com.

Daimler XJ40. 1989, Silver, factory-fitted sheepskin seat covers and a trailer load of spares including engine and gearbox. Selling unregistered - don’t forget to bring your trailer! $4000. Phone 07 5428 0861 or thinkbigbyten@ bigpond.com.

Mk2 2.4 auto. 1960 in time warp condition with original jack, tool kit and all books.

Just like it was only yesterday when it left the Jaguar factory in Coventry, England. Restored in 2003 with new paint - a rare Emerald Green. Although it has been in parades in the Blue Mountains of New South Wales, the car has been in storage for a number of years, and waits for a

Parts for E-Type Series 2 2+2. Two heater hose elbows, 9/16 to 7/16. Part #JC17778, $15. Gearbox tunnel access plug. 4” dia. Part #JBD18821. $20. Rear universal grease access plugs 1/58” dia. Part #BD15588 or 338023J. $20.

Hub carrier grease metal access cap. Part #JC18124. $10.

Lower radiator copper hose joiner, 4¼"X13/4" dia. Part #C34273. $15.

EDITION 214 JAGUAR MAGAZINE

1966 DAIMLER SOVERIGN

DAIMLER SOV. 420

$49,990

1966, Windsor Blue with Cream leather. A rare compact prepared to a high standard. Hand-beaten brass grille, powered by the 4.2 litre XK engine.

Power steering, independent rear suspension and disc brakes all round. Burr Walnut wood. According to Wemyss Auctioneers build 29, was driven by Sir Jack Brabham in 1966. Australia 1970 and restored in 2010. 5824 built. 74,733 kms.

420

2019 XE R-DYNAMIC

XE P300 HSE

$72,990

2019, R-Dynamic HSE, Polaris White with Ebony perforated leather sports seats and Oyster stitching.

This stunning car looks more aggressive than the previous model, new LED front and rear lights, redesigned bumpers and, in R-Dynamic trim, some dark accents. Powered by a 221kw engine, with plenty of power and great economy. The redesigned interior is super intuitive with a host of features and extras. 21,788 kms.

XE21WA

1937 S.S. JAGUAR 1.5 LITRE

2017 LAND ROVER VELAR

RANGE ROVERVELAR D189SE $76,990 2017, Range Rover Velar all-wheel drive four door with five seats. 2.0L diesel engine that has 132 kW of power (at 4000 rpm) and 430 Nm of torque (at 1750 rpm) via an eight-speed auto. 5-Star Ancap rating. Speced with Meridian sound, glass Panoramic roof, Driver package, lane assist with lane departure, digital dash, memory seat driver.

Just serviced and stunning. 73,511 kms. RV21WA

1975 MORGAN +8

MORGAN +8

E-TYPE SERIES 2 COUPÉ

$155,000

1969, 4.2 1969 manual, wire wheels and triple SUs. Regency Red metallic with Black leather.

All previous owners and restoration work. New to New York. Original colour, matching numbers and Heritage certificate. Recent conversion to RHD, and thought and attention to detail invested. One of the all-time great sports cars. 4885 Series 2 FHCs made. The rarest configuration. 93,719 kms. 69E

1996 ASTON MARTIN DB7

$89,888

1975, when dealing with a Morgan +8 of this age, there must be a story! Well, this beauty has a story starting on the 05/12/1975 from the agent - Jack Barclay in London. She had several owners in the UK, then was sent to Sydney in 1994. Original Morgan +8 owners handbook, complete written history and photography of the complete restoration.

V8 3.5 litre runs perfectly. The best we’ve seen.

64,660 kms.

Unreg

S.S. JAGUAR 1.5

1969 E-TYPE SERES 2 COUPE

$162,999

1937, rare survivor of the first model to wear the Jaguar name. Just 42 1.5 litre saloons remaining worldwide. Registered April 17,1937. Original brown ‘buff’ logbook, original S.S. Instruction manual plus original spare parts catalogue. First sold by Martin & Chillingworth Ltd in Hampshire, original dealer plaque still on the dashboard. Jaguar Magazine featured it edition #206 where renowned Jaguar expert Les Hughes described it as ‘very likely the best original car of the model surviving’.

11,951 miles.

AMO77

ASTON MARTIN DB7 $79,990

1996, stunning, 3.2 SUPERCHARGED, five-speed manual transmission, Metallic Green, Cream leather interior, dark wood trim, heated electric seats, factory Sports suspension (believed to be one of two cars speced to this), air conditioning, electric windows, four seater. Alcantara headlining, a stunning example, rare, appreciating modern classic. Two keys, full logbook service. Full receipts and invoices.

74,180 miles.

UAM007

1989 XJ-S CONVERTIBLE

XJ-S CONVERTIBLE

$64,888

1989, Crimson with Doeskin leather interior, beautiful example, quad headlights 15" Lattice alloy wheels.

Black electric roof with glass rear window - folds down in 17 seconds. Smooth and quiet V12 engine which is ideal for cruising. Remarkably fresh in both paint and interior. Extremely hard to find in this condition. 108,310 kms.

89 XJS

Specialists in sports, racing and classic cars

1970 Jaguar E-Type Series 2 2+2 SOLD

1965 Jaguar E-Type Lightweight Low Drag Coupe Unreg NEW PRICE $509,950

1963 Jaguar Mk2 3.4 Litre Sports Saloon (Manual with O/D) Unreg. $34,950

1968 Jaguar E-Type Series 1.5 4.2 Litre Roadster Unreg. $209,950

SO

LD

1951 Jaguar XK120 Roadster Unreg. $179,950

1967 Jaguar Mk2 Coombs Tribute Unreg. $69,950

1994 Jaguar XJR Unreg. $59,950

To view our full inventory, visit our website at: www.oldtimeraustralia.com Cars Wanted: Classic Jaguar, Ferrari, Lamborghini, Mercedes-Benz & more wanted for outright purchase or consignment. We also have immediate buyers for a manual Jaguar E-Type Roadster.

Contact: Mark Jansen Mobile: +61 417 828 569 (International) 0417 828 569 (Australia) Email: mark@oldtimeraustralia.com Web: www.oldtimeraustralia.com LMD: 3498874 : www.facebook.com/oldtimeraustralia

Mk2 Parts. Fibre/metal driving dog adaptor to tacho, rear of camshaft. Part #C25426. $10. Jacking #BD12735. $40.

XJ6 Series 1 Parts. Seal for rear door check arm. Part #JBD35945. $10. LH door pillar light lens complete with bulb assembly. Part #DAC1832. $25. LH door pillar lens cover only. Part #JJ12272. $15. Paul Mittelheuser, Hervey Bay, Qld. pjhfarms@westnet.com. au. Mobile 0428155158.

Toolkits. Complete, correct and concours condition.

Superb presentation of all correct tools. Immaculate condition of painted kits and flocking. Worthy concours requirement, further photographs and information available. Can be viewed in Caulfield, Victoria. Contact Max Joffe, JCCV member #214, on 0407 303 388 or maxjoffe@ netpsace.net.au.

Individual Tools also available.

'Mk1' - $2800 Mk2 - $2800 MkX/420G - $2600 E-Type Series 1 - $3400 Prices negotiable. Contact Max Joffe, JCCV member #214, on 0407 303 388 or maxjoffe@ netpsace.net.au.

Triple Weber 45DCOE carburettors. With rare matching Redline manifold, fuel

order. A realistic offer will secure these ideal plates. Phone Tery on 0438 689 544 or email thurst@bigpond.net.au.

rail, overhead linkages and ram tubes. Previously on a D-Type replica and classic Italian high performance items in their own right. $2000. Phone Tim Robertson +61 (0)7 3376 2441.

E-Type Series 1 and 2 parts brand new. Purchased from Martin Robey. Full floor right hand side for short wheelbase.

Full floor left hand side. $360 each (saving freight of $364 if you were to order them from England). Contact Bill on 0417 888 636 for more details.

Personalised I-PACE Queensland plates. Special

Collector limited edition signed posters. Le Mans victories by Michael Turner.

1953 C-Type signed by the artist, and late-drivers Tony Rolt and Duncan Hamilton.

One of 850. 1988 Silk Cut Jaguar signed by the artist, and drivers Jan Lammers, Andy Wallace and the late-Johnny Dumfries. One of 850 and hand-numbered. AUD$600 for both - or $300 each. +61 (0)405 779 227 or email kevin.

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01/02/03 Hans-Peter Bruggeman (left) owns the unique V12 Vanden Plas XJ-C LHD chassis #2. He lives in northern Germany and sent us this photo of him with the owner of V12 LHD XJ-C #1.

The car is now in Denmark, but as seen in 02, it was in Australia from 1977 and spent most of those years in Perth.

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On the

PROWL Intriguing finds and

questions needing to be answered

08 This S.S.1 was unknown until this 1934 image was unearthed. It was attached to the enormously privileged Allen family who own the oldest legal firm in Australia - 201 years. They lived in mansions at Woollahra and Port Hacking. Margaret Allen said this was at the Horden's Milton Park in Bowral, writing: 'Charles, Anne, Rosemary and the S.S.'.

She married Charles in 1939 to become Lady Gifford, was the first woman to climb Mt Kosciuzsko, an aviatrix and spent the rest of her life in England after marrying. The S.S.1 remains a mystery.

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Remarkably, the first three V12 LHD XJ-Cs survive, and the well-documented 'Pink Panther' is chassis #3. It too came to Australia in 1977 privately owned.

It was owned by our editor for over ten years before being sold to Tery Hurst who completed the restoration before selling it to an XJ-C collector in the UK. It was recently debuted at a classic car show there and is being finished to pristine original condition.

04 The ex-works C-Type XKC037 was brought to Australia by Dr John Boorman of Cessnock, north of Sydney. He crashed it heavily twice, after which it was bought and repaired by Frank Gardner. This was its debut at Bathurst in 1957.

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05/06/07/09 If ever a car needs to be highlighted it is this one. The works-HWM Alta was built in 1951 for Stirling Moss - his first works car. It was sold in 1952 to Tony Gaze, still prepared by HWM, and in 1953 he passed it to Lex Davison who fitted the engine from his wrecked XK120.

He won the Australian Grand Prix with it in 1954. After a number of other owners it went to John Hough in Northern NSW, and got a Centaur body which it retains. It is owned still by the Hough family.

10 It might seem garish to some, but this D-Type was painted in 1956 by legendary body man Kenneth Howard, better known as Von Dutch, an American motorcycle mechanic, artist, pin striper, metal fabricator, knifemaker and gunsmith. He was one of the fathers of Kustom Kulture.

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It is XKD519 which was quite successful, but ended up with a Chevrolet V8 engine. Krause sold the car early in 1962, and in 1974 it returned to the UK where it was painted pale yellow and restored. It can still be seen there in historic racing events.

11 A rare and exceptional quality image of the engine in Sydney jeweller Jack Robinson's Jaguar special.

Remarkably, he wrecked his near-new XK120 to create his Formula car.

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12 Andrew Mills was a wealthy young grazier from the Riverina who purchased a new XK120 from Brysons in Melbourne for racing. It is near identical to the Cummins family XK120 which was race prepared also with Borrani wire wheels and cut-away front body. Ian Cummins did own it for a time, but since 1964 it was loved by well known devotee Bob Du Cros.

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EDITION 214 JAGUAR MAGAZINE

This fine shot was taken at Southport on the Gold Coast when Mills contested the 1954 Australian Grand Prix.

13/14/15 More important Jaguar history obliterated in Coventry. The three shots show the same Foleshill, Coventry site William Lyons moved his business to in 1927. Now there is no trace of Jaguar or Dunlop's history.

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16 Bob Jane having his first race in his new Lightweight E-Type. It was the 1963 Australian GT Championship held at Calder Raceway, and was to be the biggest win for the Lightweight.

It last changed hands for just under $10m! His older red Coupé was third driven brother Bill.

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AGUAR SMATTERINGS

Once loved and doted over, these former Jaguar racers are mostly missing. Can we find them?

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WHEN A RACING CAR IS COMPETITIVE IT IS LOVED and given doting attention. Then it is mostly forgotten to all but distant memory. Here are six Jaguars we need to identify.

01 This E-Type probably only had one race and that was the legendary Surfers Paradise 12 Hours event in 1966.

Shepparton truck sales owner Bryan Thompson bought it used, overhauled the engine and drove it the 1800 kilometres to the track. He had local star Glynn Scott partner him and they won their class - after which Bryan drove it home!

What happened next?

The event was contested by Ferrari 250LMs, Ford GT40s and international drivers the calibre of Jackie Stewart, Frank Gardner, Peter Sutcliffe and Paul Hawkins.

02 The most successful E-Type to race in Australia was Bob Jane's Series 1 FHC which he bought in England in 1962. It is RHD chassis #621, had a short career after Jane got his Lightweight E-Type, but disappeared long ago.

03 Sydney businessman Niel Allen took up racing as a distraction from work pressure, and began by racing his Series 1 E-Type Roadster, then this later Coupé which is believed to have been built with a close ratio gearbox.

Allen is thought to have been a descendant of the Allen law 98

family mentioned on the previous page. He died in 2022.

Niel became a star with Mustangs, big sports cars and F5000s. He retired following two serious crashes, but won the NZ Grand Prix twice, is best remembered as the outright lap record holder on the original layout at Mount Panorama set in 1970. The E-Type was his daily work car, and is likely to have survived after its race days.

04/05 Our editor raced this E-Type after it had been modified by Bryson Industries mechanic Vin Boyle following a road crash. When Les. got it the car had no bonnet, cycle guards at the front, bolt-on head and indicator lights, dummy fuel fillers at the rear and wildly flared rear guards packed out with fibreglass 'bog' - oh and ten inch wide wire wheels at the rear!

Vin did simlar to an aluminium-bodied XK120 which may be the car in 05, but would later be even more severely hacked. The XK120 was recently offered for sale, but the E-Type has not been seen for decades.

06 A gorgeous E-Type run in the Geelong Sprints during the early 1960s, and may be Colin Hyams in his ex-Leech Coupé RHD #166. If so, it was the first E-Type to race in Australia and also belonged to Ray Delaney.

EDITION 214 JAGUAR MAGAZINE

- Years in Australia - Years’ experience with Jaguar, Land Rover, BMC & Leyland cars.

“I would like to thank all of my staff, friends, customers, suppliers and associates, many of whom have become close friends, for their support and friendship over the past 50 years. 2020 has been a challenging year for many, and I wish everyone a safe and happy Christmas, with an enjoyable and successful 2021.”

Wilf Chambers.