contents Quote of the Month “Yet the car remains controllable and easy to manage, unlike the box-of-frogs craziness the RWD F-TYPE R can adopt if not driven with care.” Paul Walton, Jaguar World on driving the F-TYPE R AWD
2 From the Editor’s Desk 3 Jaguar F-TYPE SVR 4 Daily Driver 6 Formula E 2016 - 2017 8 Pace-setting Crossover 10 Jaguar Returns to Le Mans - a Fantasy 12 The History of Jaguar 14 I-Pace Concept: The Electric Performance SUV 20 XKD 501 – Part II 22 Famous Jaguars – The Extra E-Type 23 Mike Hawthorn - Part XV 24 Quarterly Quirks and Quotes 28 Jaguar XKSS 30 Jaguar and Castrol – the New and the Old 32 Your Committee and Contacts Volume 17 • Issue 4 1
I have got to thinking lately of how Jaguar Land Rover fits into the changing world marketplace. This stage with character actors such as Farrage, Trump, Le Pin, Putin and Duterte, dwarfs even Jeremy Clarkson’s moves to achieve automotive world domination in the Grand Tour.
From The EDITOR’S DESK
Greetings from the dam.
have got to thinking lately of how Jaguar Land Rover fits into the changing world marketplace. This stage with character actors such as Farrage, Trump, Le Pen, Putin and Duterte, dwarfs even Jeremy Clarkson’s moves to achieve automotive world domination in the Grand Tour. JLR have indeed been pursuing a policy of globalisation over the past several years. The following extract from the website on International Manufacturing summarises their progress to date: “With JLR experiencing global sales growth, it is increasingly important to expand our global presence. JLR will continue to evaluate opportunities to increase its manufacturing capacity in the future and has made significant progress in building our international manufacturing footprint. In 2014, JLR opened its joint venture in China and commenced construction of the local manufacturing plant in Brazil. The 50:50 partnership between JLR and Chery Automobile Company Ltd. is the first BritishChinese automotive joint venture. JLR is the first British carmaker to build a new local manufacturing facility in Brazil. This is the company’s first wholly-owned overseas local manufacturing facility, and is a 14 acre site in the state of Rio de Janeiro - opened in June 2016. JLR has had a local assembly presence in India since 2011 and currently assembles the Range Rover Evoque, Jaguar XF and XJ and most recently the Discovery Sport. In September 2016, JLR started construction of a new manufacturing plant in western Slovakia, planning for up to 300 000 vehicles over the next decade. Earlier in the year, JLR agreed a manufacturing partnership with Magna Steyr, an operating unit of Magna International Inc, to build some future vehicles in Graz, Austria.”
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So “our” company is creating a global footprint with the flexibility that that implies. JLR have not forgotten their British roots and are consolidating those with the relocation of XE manufacturing, demonstrating the inherent flexibility of their West Midlands manufacturing operations - the result of more than £1bn of infrastructure investment. Further JLR has opened its new £20m Technical Centre in the British Midlands – the headquarters of SVO. They also plan to double capacity in their Ingenium engine plant in the near future. Looking forward, as JLR revealed InControl Touch Pro, its next generation infotainment and connected car technology in the new XF and the F-PACE, it has announced a new initiative to support the development of future infotainment technologies, this time in the US. JLR will now launch an ‘Innovation Incubator’ project in Portland, Oregon, to encourage, promote and support new software-based automotive technologies. They are mindful of national pride in these matters, too. As I write (December 2016) they announced the appointment of Qing Pan, a highly experienced automotive executive, to the Board of Management as Executive Director, JLR China. He will lead JLR business in China, as Chair for the JLR China legal entity board and sitting on the Board of Directors for Chery Jaguar Land Rover. So, what of Brexit for JLR? Nissan Chief Executive, Carlos Ghosn, said in September that he would halt new investment in Britain without a pledge of tariff compensation in the event of a ‘hard Brexit’. Questioned at the Paris Show later that month, Dr Ralph Speth noted that “JLR will “realign its thinking” on investment after Britain’s vote to leave the EU. Also, if Nissan gets a Brexit compensation deal then other automakers would need a level playing field.” He added that there were signs that some customers in Europe, JLR’s biggest market, no longer wanted to buy British cars. Given these comments, and noting JLR’s positioning globally, I would imagine that Mrs May will have some sleepless nights in months to come. One is less certain about her Foreign Secretary. Back to my editorial duties. Firstly, welcome to all JLRSA new customers. The first year of The Jaguar magazine is courtesy of your dealer – and we are delighted to welcome you. This issue brings you the first all-electric Jaguar – the I-PACE. With a range of 500 km and a 0-60 time of around four seconds, this is playing in Tesla’s backyard. Elsewhere, we fantasise on Le Mans, look at the extra E-Type (thanks, Alan) and read a review by NMJDA member Gordon Hall on the F-PACE. Your secretary introduces you to his daily drivers and I drool over the F-TYPE SVR. Castrol Classic (and Edge) are reviewed, the Mike Hawthorn story continues (thanks, Bill) the “new” XKSS is announced and the first two races of the I-TYPE are covered – although not, sadly, in glory. I trust 2017 will be fun, safe and profitable for you. I look forward to meeting all our members – new and old – during the year.
Cover Picture: XKSS – Jaguar Cars
Stop Press: Jaguar Land Rover Sales Record Dateline Coventry - January 9th 2017 Jaguar Land Rover, the UK’s leading manufacturer of premium luxury vehicles achieved its best ever full-year global sales in 2016, selling more than one car every minute with retails of 583 313 vehicles, up 20% on the prior year. This is the company’s seventh successive year of growth in sales; with retails in 2016 almost triple the 2009 figure. Jaguar Land Rover’s global performance for the full year 2016 shows a balanced regional portfolio with record retail sales in the UK, North America and Europe. Jaguar sales were up an exceptional 77% for the year, retailing 148 730 vehicles. This was the brand’s strongest ever full-year performance and was primarily driven by sales of the Jaguar F-PACE, XE and XF. These new models have propelled Jaguar to become the fastest growing premium brand in the US, outpacing the industry by 116%. Globally, F-PACE sales were especially strong, with 45 973 sold throughout the year. Automotive News
F-TYPE SVR T
he good news is that there are some SVRs in South Africa. The bad news is that, at a list price slightly north of R2.5 M, we could not persuade anyone to lend us one for an extended test drive – or, in fact, to drive one at all. Notwithstanding this, Jaguar West Rand – who only opened for business at their new showroom in August - kindly allowed us to take some shots of “their” SVR for your delectation.
only advice to the fortunate, crazy folks who find their ❝ Our names on the title to a new 2017 F-type SVR: The brake pedal is on the left, and maybe hold off on pressing that console button with the squiggly lines behind the car, at least for a while. Clifford Atiyeh; Car and Driver blackbird wheels around a high bluff above, and a ❝ Acastellated village shimmers atop a hill in the distance, but otherwise all is still. Like, 16th-century still. And then an announcement shears through the air like the archangel Gabriel and his horn trumpeting the arrival of Judgment Day. The sound bounces off rock walls and crashes down canyons. The SVR is on its way back. Jason Harper; Bloomberg
Volume 17 • Issue 4 3
DRIVERS Was recently asked (instructed?) by the esteemed editor to provide a comparative report on my two daily driver cars, namely the 1983 Daimler Double Six and 2002 Jaguar XJR.
o let me begin with the oldest one first, which was acquired during 2005. Up until then had been driving the well-known German luxury saloons and although utterly reliable, rather boring and common. As such, the more I thought about it, the more I liked the idea of using a Jaguar as my daily driver – but which one? Had already owned a Series 2 Executive and a Series 3 XJ 6, which were not used on a daily basis, so was familiar with the model and really liked it. The S3 Daimler Double Six was of course the ultimate, being the fastest and quietest, so started to search for a nice and low mileage example. Not easy as good ones were and even more now, relatively scarce, but eventually found one in Bloemfontein. A one owner with only just over 60K kms, no accidents and service history, belonging to late judge Heffer. He liked it so much, that although he kept replacing his other cars on a regular basis, he just could not sell the Daimler until upon retirement he moved into a complex where here was only garaging for their two cars. Still remember the drive back to Benoni – so quiet, serene and comfortable. The car was totally original with all the books, two sets of keys, medical kit and the sumptuous woollen overlay carpets. Since then, still love the elegant classic XJ Jaguar styling. How effortless it is to drive with plenty of power, compliant suspension with sure-footed road-holding and powerful brakes. The interior was regarded
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as being extremely lavish at the time, having high quality leather seats with both fronts having adjustable lumbar adjustment, front and rear head-rests, beautiful Walnut dash, console and door inlays, leather steering wheel, thick carpeting and upmarket features such as full climate control with ‘free flow’ ventilation, speed control, electric windows, mirrors and sun-roof, trip computer, alloy wheels and even wipers on the head-lights. These features make it such a pleasure to drive and, with the large profile tyres, you do not have to worry too much about the potholes. Of course, it is a complicated car and as such, regular servicing is important and although spares are relatively easily locally obtainable, any specialist work required is generally time-consuming and therefore expensive. Just to replace the 12 plugs is a full day’s work!
In conclusion, would rate it is as follows: a) Driving: 5/5 – Still a class act, being powerful, very comfortable and serene. b) Usability: 4/5 – Has enough of a modern car feel and features c) Ownership: 2/5 – High fuel consumption and maintenance costs. d) Value: 5/5 - No depreciation, classic car insurance rates and a huge amount of car for the price.
So why the XJR – good question! A few years ago was discussing with my son which ‘modern’ Jaguar saloon may possibly become a future classic and after eliminations, we both concluded that it would be the X308 model. It is the last model to be produced at Browns Lane and has the lithe Jaguar shape, being low with an imposing front and the trademark tapering rear end. After some internet research, our conclusion was confirmed and when he convinced me that having a Series 2, Daimler Double Six and an X308 would result in a really nice collection of Jaguar saloons, the decision to purchase was easily made. As was the model choice, namely the high performance XJR with the supercharger, which was regarded as having understated elegance with scorching performance. Again, finding a good one was not easy as they were horrendously expensive at the time, so relatively few sold and in order not to have the infamous Nicasil problem, only 2000 to 2002 model years were considered. However, in 2013 a suitable example was found in Cape Town with attractive charcoal colour, black interior and just under 130K kms. The trip back to Benoni was again memorable and enjoyable and when my son was driving quite thrilling! Although had read about the immediate power response, was still hugely impressed how seamless and effortless it was. Even better road-holding and brakes than the Daimler, but the latter still beats it regarding comfort over poor roads, probably to the tyre profile difference. It has all the mentioned Daimler features, plus electric adjustment of the front seats with memory, decent sound system with steering wheel controls, intermittent wipers, auto dimming mirror, much better lights and even a built-in (out-dated) phone. However, technically it is of course in a different league to the Daimler, with a modern V8, five speed (MB) automatic gearbox, ABS, ASC, traction control, CAT computer controlled suspension, panel of warning lights and a lighter body weight. Plus it has that little ‘S” button on the console, which when pressed, changes the car from a gentleman’s club saloon into an absolute scorcher as the computer changes engine and gearbox responses, as well as suspension (shock absorber) settings. Although the ride becomes noticeably harder, the driving experience becomes even more enjoyable – to put it mildly. Driven in that mode and using the available power, the fuel consumption obviously suffers accordingly, but it is great fun, particularly when other ‘performance’ cars are left rather embarrassed.
In conclusion, would rate it as follows: a) Driving: 5/5 - Another class act, being very powerful, yet also comfortable and quiet. b) Usability: 4/5 - Has up to date technical features to make it safe and reliable. c) Ownership: 3/5 - Expensive to maintain with relatively high fuel consumption. d) Value: 4/5 - Nominal depreciation and huge amount of car for the money. Conclusion. It is easy to see the Jaguar heritage between the two models, particularly in the following areas: Styling: Both have the classic Lyons XJ styling features such as quad round front lights, nice raised rear quarter, slim pillars, and Kamm rear, resulting in attractive low and sleek models. Interior: Both have lots of leather and wood, with main round dials in the dash, wide comfortable front seats and centre console, with rear seats having a large middle armrest. Both cars are really nice places to spend a few hours driving in supreme comfort and silence. Mechanically: Both have full independent suspension and disc brakes all round. The Daimler has a limited slip differential and the XJS has electronic stability control. Engine wise the Daimler 5.3 L V12 was very modern at the time, being an all alloy unit with EFI and overhead cams. The 4.0L V8 was also ‘state of the art’ at the time and has proven to be a strong and reliable unit, eventually being developed into a 5-litre. Both cars were only offered in automatic form in our local market, with the Daimler having a 3-speed GM unit and the XJR a 5-speed MB unit. Both are quite ‘bullet proof’ and well able to handle the respective power outputs. Driving experience: Although this is obviously rather subjective, both cars offer that unique and wonderful Jaguar driving experience, albeit in very different ways. The Daimler always stays serene regardless of circumstance, even when asked to ‘lift its skirts’ and get a move-on. It is rarely affected by poor road conditions and just seems to waft along, generally at a much higher speed than realized. Getting up to speed is not its forte, having only three gears and a very low differential ratio, but once at cruising speed, its power and immense torque takes everything in its stride and it rarely needs a lower gear, helping somewhat with the fuel ‘economy’. The XJR is quite different, being more taut and agile, offering a real sporting driving experience. Throttle response is immediate, with a nice subdued growl from the exhausts upon acceleration. You really have to restrain yourself not to use its performance capability all the time, particularly when being challenged by so-called small ‘performance’ cars and even big-engined 4x4’s. It has then never disappointed in that regard and gives the driver a nice ‘Cheshire cat’s grin’ every time. However, like the Daimler, it never seems stressed and always retains its composure, like a Jaguar should. Both have reassuring brakes, superb road-holding and outstanding comfort, with the XJR obviously having more modern features and as such, is technically much more competent. Which do I prefer? Am in the fortunate position to own both, so don’t need to make that decision! Gerry Kramer
Volume 17 • Issue 4 5
2016 - 2017
Formula E 6 Volume 17 • Issue 4
The 2016 – 2017 Formula E season is now in full swing with two of the series 12 races complete. So far Jaguar, with its drivers Adam Carroll and Mitch Evans, has only managed a 12th place finish – but the team remains upbeat.
Dateline Hong Kong - caught out several of the leading contenders. This caused October 9th 2016 the cancellation of the Super Pole qualifying session. Jaguar Reigning Formula E champion Sébastien Buemi opened the defence of his title with victory during the first round of the season in Hong Kong. Buemi prevailed for Renault e.dams when José María Lopez’s crash mid-race triggered the deployment of the Safety Car. Buemi had started from fifth place but worked his way past Lopez early on, before overhauling Oliver Turvey to move into third spot. Nelson Piquet Jr. had controlled the race from pole position but was coming up to lap the ailing Lopez when the debutant crashed out. Piquet Jr. had to take evasive action, dropping to third, elevating Sam Bird into the lead and Buemi into second. Buemi elected to pit behind the Safety Car while Bird stayed out, though his race unravelled further when he was unable to get his second car started during the pit phase. Buemi thus cruised to victory while Lucas di Grassi recovered to second position despite having to make an early pit stop when he damaged his front wing. Comments Jaguar: Jaguar returned to racing on the challenging downtown Hong Kong street circuit in the FIA Formula E Championship, marking its debut with a battling 12th place finish in a drama filled Hong Kong ePrix. Practice was the first time the team and its drivers, Adam Carroll and Mitch Evans, had run on a Formula E circuit. Both quickly got up to speed ahead of qualifying, when the tight and slippery Hong Kong street circuit in the Central Victoria Harbour area,
drivers Adam Carroll, in the number 47 car and Mitch Evans, in the number 20 car, kept out of trouble and out of the wall, to qualify 14th and 16th respectively, but a three-place grid penalty applied for a practice infringement dropped Adam to 17th. In the race both Panasonic Jaguar Racing drivers made good starts and steadily climbed through the order, as the challenging conditions and close racing took its toll. Mitch was up to 10th from 15th on the grid and Adam up to 11th from 17th on the grid when a safety car was deployed on lap 18. Following the safety car and pit stops Adam drove strongly to finish the race in 12th but an electrical issue caused Mitch not to run his second car.
Dateline Marrakech - November 12th 2016 Sébastien Buemi recovered from a post-qualifying penalty to chalk up a second victory from two events in Formula E’s first visit to Marrakech. Buemi was relegated to seventh on the grid after a technical infringement but gradually worked his way forward, passing team-mate Nicolas Prost and Daniel Abt early on. Buemi overhauled Sam Bird prior to the pit-stop phase and profited when podium challenger Jean-Éric Vergne was handed a penalty for speeding in the pit lane. Felix Rosenqvist had led the way from pole position in only his second race in the category, opening up an advantage over the chasing pack in the first stint. Rosenqvist continued to lead after the pit-stops but, once in second position, Buemi was able to exploit his superior pace and slash the Swede’s advantage. Buemi, with the assistance of FanBoost, swept past Rosenqvist with a handful of laps to go, while the Mahindra driver also lost second place to Sam Bird, amid different energy levels. Comments Jaguar: Panasonic Jaguar Racing’s second race in the 2016/17 FIA Formula E Championship saw both drivers successfully complete the longest race distance in the history of the series. Racing in the heart of Marrakesh old city, Adam Carroll and Mitch Evans crossed the line in P14 and P17 respectively. The first Formula E race to take place on the African continent, the Marrakesh ePrix is one of only two traditional race tracks on the Formula E calendar and the longest circuit the drivers will experience this year, at 2.97km with 12 turns. Both Panasonic Jaguar Racing drivers came into the pits on lap 18, one lap after many of the other teams due to efficient energy management from the team. Mitch entered the pit lane ahead of Adam, but it was Adam who exited in front after an electrifying car swap in the garage. The circuit provided
many challenges for the drivers. Following a lock up on his qualifying lap, Adam started the race from P20 and through positive energy management and a solid pit stop, gained six positions to finish in P14, followed by Mitch who recovered from a lock up, which saw him run off track to finish P17. Going Forward: Speaking to Autosport in the UK, team director James Barclay admitted that gaining race operations experience with Williams Advanced Engineering, and having more time to develop its own 2017/18 powertrain, meant it would not hit the front regularly until next season. But he insisted Jaguar, which sits last in the teams’ championship, had enough room to improve to join the midfield fight in the current campaign. Their next race is in Buenos Aires on February 18th 2017. GPUpdate / Jaguar Cars / Autosport
Volume 17 • Issue 4 7
Jaguar F-PACE R-Sport 2.0d Jaguar, like most others, realised that if you want to keep the sales graphs climbing, you’d better have SUVs in your product line-up. And when your sister company builds rather tasty off- and soft-roaders, you’d be nuts to ignore what it can offer by way of expertise. Just one question: “Why call F-PACE a crossover when it’s much more SUV than many others that call themselves that?”
e in South Africa have ten of them – all with awd and in four trim levels (Pure, R-Sport, S and First Edition) - powered by two- and three-litre diesel engines and two versions of a 3.0 petrol motor. Prices range from under R800 000 to a shade over R1.3-million. Our test car was an R-Sport with the two-litre Ingenium diesel and sporting 255/55 R19 rubber. Reinforcing the all-road image is ground clearance of 213 mm, approach and departure angles of 25.5 and 26.0 degrees and wading depth of 525 mm. Dirt credibility is supplied by Jaguar’s torque-on-demand awd system that was introduced on F-Type and goes by Intelligent Driveline Dynamics (IDD). It preserves Jaguar’s famed rwd agility and character but transfers torque forward as needed. The changeover is very sensitive, so the car actually spends little time in purely rear-wheel drive mode. Its default drive split is 100:00 (rear to front); but can switch over to just the opposite at the spin of a couple of wheels. Unlike other awd systems, IDD claims to be able to predict traction loss rather than simply react to it. The moment it detects slippage, it pre-emptively transfers torque to the wheels with best grip. If that still doesn’t convince you, a R16 600 option pack adds Adaptive Surface Response or AdSR. Put simply, this gives you the Automatic mode from Range Rover Sport’s Terrain Response System – the part that lets the computer decide what works best for what’s happening right now. It was fitted to the test vehicle. With AdSR engaged the car easily negotiated our tenderfoot trail – one that’s proved challenging
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to a couple of well-regarded 4x2 pickups we know - without hesitation. We would definitely tick that option box first. Back on asphalt we found the car’s all-steel suspension firm; set up for sporty blacktop handling rather than rough country roads, but it remained compliant and absorbed bumps well. It’s not unpleasant. Call it liveable, but not as comfy as some other crossovers, if you will. In Jaguar road-burner guise with lots of manual gear shifting (S mode on the rotary drive selector, plus paddles) the F-PACE performed and handled brilliantly. A “Dynamic” setting on the mode selector tab (Dynamic, Normal, Eco and Snow, if AdSR hasn’t been fitted) tightens up suspension and adds urgency to throttle and steering. F-PACEs in Plain Jane guise, if one hasn’t gone crazy with the German-car-like options list, provide manually adjustable leather seats and steering wheel; pushbutton starting; manual hatch operation; analogue instruments; a plain version of the entertainment and navigation system with an eight-inch touchscreen, and most of the usual modern conveniences including six
airbags, front and rear parking aids and a reversing camera. Upgrading to the R32 800 InControl Touch Pro pack, with 10.2” screen and virtual instruments, adds a faster and more powerful processor, more sophisticated navigation aids and onboard music storage on a hard disc drive. It also provides access to a wider range of assistance apps; like the one that calls for help if you need any and another that helps you keep tabs on your vehicle. Accessed via cellphone, it monitors current location, security status, fuel level and recent trips – good for keeping an eye on the asset while away. Let other family members be aware, is all we’re saying. On a practical note, the spare wheel is a fully sized alloy, the boot is big, back seat head- and knee room is generous and there are enough recharge points to satisfy a whole car full of teenagers. Storage space is plentiful too. The car is big, solid and quiet (despite the diesel), runs like a racehorse and looks more modern inside than most of its high-end competitors. Test unit from Jaguar-Land Rover SA press fleet Gordon Hall
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Jaguar Returns to Le Mans -
Few motorsport events are as gruelling, as fast or as dangerous as the 24 hours of Le Mans. This French endurance race plays host to some of the fastest cars hitting speeds well in excess of 200mph down the legendary Mulsanne Straight. Jaguar have won this epic event seven times to date. We found a couple of ideas on the Internet for future Jaguar entrants.
o commemorate the historic victories of 1988 and 1990, transport designer Mark Hostler has developed a futuristic racer for the year 2020 – seen on diseno-art. The design of the Jaguar XJR-19 LMP1 concept was heavily influenced by the XJR-9 and XJR-12, focusing on cutting a smooth, fluid shape into a primarily rectangular form. This has resulted in a central pod consisting of the passenger cell and drivetrain, suspended between a skeleton of sharp, flat surfaces that echo the slab sided group C racers of the 1980s and ‘90s.
The body shape of the XJR-19 concept is designed to control airflow around the car to provide better cooling to the engine, transmission and brakes, while also increasing downforce and reducing drag. The minimalist, pared back design of the car has also been engineered to reduce repair and refit times.
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The Jaguar XJR-19 takes advantage of unique and futuristic material technologies, including structural batteries for large areas of the chassis and aerodynamic components. The powertrain is a hybrid setup which consists of a turbocharged and supercharged 2.7 litre diesel V8, combined with a gearbox-mounted electric motor. The system employs a kinetic energy recovery system (KERS) in the form of regenerative braking systems, and magnetic shock absorbers which convert suspension movement and vibration into electrical energy. WOW Cars, on the other hand, are looking for an LM GTE entry. The F-TYPE is one of Jaguar’s greatest success stories, receiving nearuniversal praise when it launched. As we all know, a great sports car can make for a great racing car, and the F-TYPE is no exception. It is pictured in Jaguar’s late-1980s Silk Cut livery, which is as handsome as it is illegal thanks to today’s strict cigarette advertising rules. Nevertheless, we’re sure that will be the last thing on people’s minds when they hear the unholy roar from its 5.0-litre supercharged V8 engine. Ed with help from the Internet.
T WO I CO N I C B R A N DS . O N E D E A L E R S H I P. Land Rover Pietermaritzburg is currently undergoing upgrades to ensure we continue to deliver the best customer experience possible. We are also pleased to announce that we will be adding the prestigious Jaguar brand to our existing dealership. During these upgrades we are still open and able to structure a bespoke deal on your new Land Rover. Jaguar Land Rover Pietermaritzburg Armitage Road, Bird Sanctuary, Pietermaritzburg 033 897 8860 pietermaritzburg.landrover.co.za / pietermaritzburg.jaguar.co.za
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History Jaguar the Ninth Decade February of 2001 saw the unveiling of the X-TYPE at the Geneva International Motor Show. The car was the highlight of the show, for although basic details had been released ahead of the launch, so that testing of undisguised cars could be carried out without the fear of spy photographers, this was the first public showing.
he appearance at the show and subsequent press road tests confirmed the fact that despite its size, this was a true Jaguar. The elegant and restrained styling carried over sufficient ‘Jaguarness’ to make the car instantly recognizable, and the interior trim maintained all the quality and comfort that had made the marque’s reputation. Technically, the X-TYPE was notable for its all-wheel drive system, which split the drive 40/60 per cent between the front and rear wheels through a viscous coupling. It was the first all-wheel drive system fitted to a production Jaguar, and as such it reflected Jaguar’s engineering knowledge and experience. Among the unique features of the Traction 4 system, as it was known, was a unique two-bearing top strut mount for the front suspension. Combined with ZF speed-sensitive power steering, the new design set new standards for all-wheel drive cars. The engines for the X-TYPE were lightweight 4-cam V6 power units of 2.5 and 3.0 litre capacity that offered best-in-class specific power. Specially developed by Jaguar engineers to measure up to the high standards expected of the company that had created their legendary XK and V12 precursors, the new engines had continuously-variable cam-phasing, a variable-geometry air intake and a patented precision low-volume, highvelocity, cooling system.
Designed to appeal to a wider, younger client base, the X-TYPE range started with the 2.5-litre V6, producing 194 horsepower, and was topped
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by the 3.0-litre Sport, with 227 horsepower. After an excellent reception in Geneva and by the press, the X-TYPE went on sale in May in Britain with other markets following soon after. The on-sale date followed closely upon the official inauguration of the Halewood plant, which had successfully been converted not only to Jaguar standards of quality and reliability, but also to the special mind-set of pride in the product that identifies all Jaguar production facilities. That pride was clearly evident in July, when the 1.5 millionth Jaguar, an XJ8 sedan, came off the production line at Jaguar’s oldest-established factory, Brown’s Lane in Coventry. It had taken almost sixty years since the company was established for the production total to reach this landmark figure, but production was expanding at such a rate that 1.5 million should be doubled within less than ten years. The Frankfurt Motor Show in September saw the first example of the work of the Geoff Lawson advanced design studio, a muscular coupe designed to show possible future design trends and to gauge the public’s response to these trends. Called the R-Coupe, the two-door four-seater featured paddle-type gear-changing, headlights that follow the steering, electronic door releases and a voice-control system for a range of accessories. This last feature continued to develop a system introduced in production Jaguars in the S-TYPE. The R-Coupe was not intended for production, enabling it to showcase less than practical but superbly stylish features including silverplated interior detail and leather floor-covering.
At the end of October, 2001, Jonathan Browning resigned as managing director and was succeeded by Mike Beasley, the man who had guided Jaguar manufacturing since the days of privatization. In a move designed to maximize the synergies of the three British luxury marques within the Premier Automotive Group, an operating committee was set up to oversee the activities of Jaguar, Aston Martin and Land Rover. The CEO of Land Rover, Bob Dover, who during his days at Jaguar had been responsible for the XK8 project, was made its chairman. December 2001 marked the announcement of an important development in the S-TYPE range, which underwent major modifications to its chassis, including all new front and modified rear suspension. The body was lightened and stiffened, and for the first time there was an R performance version of the car. The S-TYPE was now available with an enlarged version of the XK8 engine, with a capacity of 4.2 litres. The R version was equipped with a supercharger, and in this form the engine delivered no less than 390 horsepower, making the S-TYPE R the fastest Jaguar sedan at the time. A new introduction on the 4.2-litre models was an electronic parking brake, operated by a button on the dash rather than a floor-mounted lever. Total production for 2001 exceeded 100,000 cars, a landmark for the company. The extended X-TYPE range and the improved S-TYPE made an improvement on that figure for 2002 a target that could be attacked with confidence. 2002 opened with the announcement that Jaguar was to establish a collection of important historic cars, on the same lines to that held by the Jaguar Daimler Heritage Trust, in the United States. To be called the Jaguar Heritage Collection, it would have the purpose of building a collection of cars relevant to Jaguar’s development in its largest export market. The cars would act as a reminder of Jaguar’s heritage and would be available to Jaguar dealers in North America for exhibition purposes. In April of that year, Dr Wolfgang Reitzle resigned his post as CEO of Premier Automotive Group to take up a leading post in German industry. The new CEO of the group was Mark Fields, previously head of Mazda Motors Corporation.
advantages to the driver and owner. Jaguar’s engineers were determined to overcome the problems they faced in order to create a car that would fully utilise twenty-first century technology. The body structure features the first use in the industry of rivet-bonded joining technology, with self-pierce rivets and aerospace-sourced epoxy adhesive joining together the aluminium pressings, castings and extrusions. The extensive use of aluminium made the new XJ up to 200 kg lighter than the model it replaced, despite the fact that the new car was longer, taller and wider than its predecessor, offering improved headroom, legroom and shoulder-room for all the occupants. In addition to being 40% lighter than that of the previous XJ, the bodyshell of the new car is 10-15% stiffer, offering valuable improvements in body strength and driveability. The new car was powered by the existing 4.2-litre V8 engine, in both supercharged and normally-aspirated forms. In addition there are versions powered by a new 3.5-litre V8 and a 3.0-litre V6. All engines drive through a six-speed automatic transmission. Self-levelling air suspension is another innovation, and was standard on all models in combination with the CATS system. The car featured a wide range of electronic technologies, including Dynamic Stability Control, Adaptive Cruise Control with Forward Alert, and Jaguar’s Adaptive Restraint System, previously introduced on the XK8, which adapts the deployment of the passenger airbags in relation to the size and position of the passenger. The new car’s styling clearly showed its Jaguar DNA. Designed to be a luxury car, with the gravitas that implies, its proportions and stance, together with its obvious dynamic quality, gave it real presence on the road. The ‘aluminium XJ’ was the seventh generation of Jaguar to carry the XJ badge. The first was in 1968. By the time the new car went on sale, in the spring of 2003, some 800 000 XJ’s had been produced. Jaguar Cars
The Paris Motor Show, held in September 2002, marked the unveiling of a completely new and technically advanced saloon range that replaced the existing XJ8. Developed under the project name of X350, the new XJ is a major step forward not only for Jaguar but also for the automobile industry, the first seriesproduction car to use aluminium for the majority of its body components. Aluminium is a material that poses unique problems to the engineers, but offers unique
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The Electric Performance SUV The Jaguar I-PACE Concept is one of the most visually arresting concepts ever produced by Jaguar. Taking full advantage of the packaging freedom offered by electrification, the design and engineering teams took the opportunity to rethink the vehicle’s overall proportions. The result is an exceptional vehicle that combines an advanced cab-forward design inspired by the C-X75 supercar with the smooth silhouette of a coupe – in a five-seater SUV. The I-PACE Concept embodies the technological advances under its skin – and the Jaguar design team’s belief that consumers are ready for bolder electric vehicle designs. A vehicle with proportions this dynamic is only possible with a design that consciously exploits every millimetre given by Jaguar’s state-of-the-art electric drive system.
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Visual Dynamics With its streamlined profile, sweeping lines, large wheels and muscular rear haunches, the I-PACE Concept represents a new generation of electric vehicles. Bringing together hallmarks of the Jaguar brand with new lines, made possible by the I-PACE’s state-of-the-art electric powertrain, creates a dynamic aesthetic that expresses its performance, innovation and style. The long wheelbase and short overhangs enable a coupe-like roofline. The cabin sits low between sweeping fenders, creating a sense of movement and giving the body a fast, tapering waistline. The dynamic window lines further enhance the sports car looks. The cab-forward design is accentuated by the windscreen’s fast angle and heavily curved glass, flowing down into a low bonnet that adds to the sense of supercar style. The muscular wheel arches are sculpted around breath-taking 23-inch Nighthawk wheels in Technical Grey with Gloss Black inserts and a beautiful diamond-turned finish, which broadcast the I-PACE’s sense of purpose. Close work between the Design and Aerodynamics teams not only achieved a low drag coefficient for a vehicle of this class of 0.29 Cd, it also inspired a technological edge to the Concept’s styling. The low bonnet, flanked by curving wheel arches, combines sports car aesthetics with an SUV’s presence. A broad, distinctive grille with a hexagonal grid in gloss black retains a key element of Jaguar design DNA while also providing aerodynamic benefits. Airflow also passes through the C-X75-derived bonnet scoop, helping to reduce drag. The sharp styling of the I-PACE’s rear provides a clear indication of the vehicle’s dynamic potential and efficiency. A slender composite spoiler enhances the vehicle’s sporting character as well as reducing lift at higher speeds without generating drag. The fast-angled slope of the rear window is aerodynamic and uses an advanced hydrophobic glass coating to eliminate the visual clutter of a rear wiper. The line contrasts with the vehicle’s squared-off end and extended rear three-quarter that project power and improve efficiency.
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Interior Dynamics The five-seater I-PACE Concept is a clear statement of Jaguar’s plans for the production model with future-focused design pervading the open, spacious interior. It also showcases the blend of cutting-edge technologies and traditional materials that characterise Jaguar’s vision for electric luxury. The I-PACE also demonstrates just how much interior space Jaguar’s cab-forward design and electric powertrain creates. The driver focus that typifies Jaguar cockpits is complemented by intuitive interface designs and advanced materials that demonstrate Jaguar craftsmanship in innovative new ways. The driver and passengers sit lower than in conventional SUVs. The I-PACE’s slimline seats position the hips lower in relation to the heels, which helps to provide a sports car’s sense of connection with the road. The I-PACE’s cab-forward position, low bonnet and short overhangs provide the driver with an exceptional view of the road and the vehicle’s surroundings.
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The interior’s breadth and feeling of spaciousness is clear from the moment the door opens. Entering the I-PACE, the driver can view the entire width of the flat floor through a cantilevered centre console, providing an immediate sense of the space the vehicle’s innovative design has created. The instrument panel is positioned low and its simple horizontal lines and minimalist switchgear help further emphasise the interior’s size. The centre console cossets the driver, with two ‘looping’ metal struts beautifully framing the access to a stowage area as well as a tactile replacement to the traditional gear shifter. Buttons integrated into the strut enable the driver to reach down and select forward, neutral, park or reverse intuitively with a simple press of the thumb. Throughout the I-PACE’s interior Jaguar’s careful selection of high quality, natural materials and its high standards of craftsmanship bring a pervasive sense of luxury and sustainability. A full-length panoramic glass roof extends the sweeping angle of the windscreen and floods the I-PACE’s interior with natural
light. The glass integrates seamlessly into the interior thanks to a lozenge-patterned ceramic print that unites the roof with other interior surface finishes. At night, an array of LEDs embedded in the roof illuminate the patterned glass to create a stunning visual effect.
Usability Dynamics Jaguar’s brief for the I-PACE Concept was to create a performance SUV that is spacious, sporty and useable. The cab-forward layout creates unprecedented interior space that is far larger than is possible in vehicles powered by internal combustion. With no engine bay and a battery pack that sits flat between the axles, the cabforward design’s long wheelbase and short overhangs enable a footprint of 4 680mm x 1 890mm and a long wheelbase of 2 990mm. As a result, the I-PACE occupies less road space than a conventional mid-size SUV while offering more rear passenger space than some full-size SUVs and luxury saloons. The I-PACE’s second-row knee
room of more than 70mm assures first class comfort for rear seat passengers. With no transmission tunnel to accommodate, Jaguar designers used the free space to create an innovative 8-litre stowage area within the centre console. With the traditional gear shifter also absent, the I-PACE instead has smart storage space for phones, keys and other small items. Even with the I-PACE’s raked rear glass, its 530-litre luggage compartment volume comfortably exceeds the space offered by traditional SUVs. The front luggage compartment under the hood offers an additional 28-litres.
Digital Dynamics The I-PACE Concept introduces Jaguar’s new intuitive ‘flightdeck’ approach for the controls interface. The design philosophy emphasises controls that fall ergonomically to hand and technology that promotes driver engagement. The I-PACE’s floating centre console is a key element in advances in Jaguar’s cockpit ergonomics, utility and performance. Information is shared with the driver with elegant simplicity. Graphic elements of the human machine interface (HMI) have
an editorial, monochromatic feel with a warmer, more human focus, mirroring current technology trends. The primary interface is a 12-inch TFT touchscreen blended seamlessly into the surface of the instrument panel. A separate, 5.5inch secondary touchscreen is paired with two laser etched aluminium rotaries that encase vibrant HD circular displays. This allows occupants to configure infotainment and climate whilst keeping full screen information on the 12-inch display above. The I-PACE also features a configurable 12-inch HD virtual instrument cluster and a full-colour head-up display, ensuring that the driver is always presented with the information they need when and where they need it. The I-PACE also introduces a new three-spoke steering wheel with multi-function capacitive switches. Like the state-of-the-art InControl Touch Pro infotainment system offered in the current range of Jaguar vehicles, the I-PACE’s system is designed in-house around a powerful quad-core processor, a high-speed solid-state drive and an ultra-fast Ethernet network – which together deliver exceptional performance,
responsiveness and functionality. In addition, the I-PACE Concept features a Wi-Fi hotspot to enable occupants in every seat to stay connected and stream music, video and other data to their devices. And, just like the production cars, I-PACE also enables occupants to use apps on their iOS and Android smartphones through the vehicle’s main touchscreen.
Performance Dynamics The I-PACE Concept delivers the driverfocused performance and response Jaguar is renowned for. To deliver this, it has electric motors at the front and rear axles. Together these deliver 294kW and 700Nm of instant torque. This allows the I-PACE to accelerate from 0-100km/h in around four seconds. Electric all-wheel drive delivers all-surface, all-weather driveability. Response is immediate and the system provides exceptional control over the front and rear torque distribution, responding immediately to driver inputs, road conditions and vehicle characteristics. The I-PACE’s dynamics and responsiveness are further improved by the battery’s ideal position beneath the floor and between the axles, which lowers the centre of gravity and reduces yaw inertia.
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Jaguar Land Rover engineers designed and developed the synchronous, permanent magnet electric motors in-house to achieve the most compact design, greatest efficiency and maximum power density. They have an outer diameter of just 234mm and are only 500mm long. Rather than the conventional, offset configuration which places the transmission in front of the motor, the I-PACE features a more space-efficient concentric layout, which contributes directly to the excellent ground clearance and spacious interior. Electrification also enables greater comfort: by selecting a higher level of regenerative braking in stop-and-go traffic, for instance, the driver can drive with a single pedal, with no need to apply the brakes to halt the car. To ensure drivers can enjoy and safely exploit the I-PACE’s performance in even the worst conditions, the inherent benefits of all-wheel drive are enhanced with Jaguar’s unique state-ofthe-art traction technologies, including All Surface Progress Control (ASPC) and Adaptive Surface Response (AdSR).
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Handling Dynamics The Jaguar F-PACE set the class benchmark for its unrivalled balance of ride, handling and refinement and the I-PACE Concept will do the same. The sophisticated suspension design, the benefits of a low centre of gravity and incorporating all of the lessons learnt developing the F-TYPE and F-PACE will set the I-PACE apart from all other electric vehicles. The front suspension system is the same double-wishbone configuration proven in the F-TYPE and F-PACE because there is no better system. The high camber stiffness afforded by the lightweight aluminium double wishbone design is fundamental to agility and responsiveness – lateral forces at the tyres’ contact patches build very quickly, and the steering responds immediately and precisely to the driver’s every input. And because of the superior roll camber gain characteristics inherent in the double wishbone system, the tyres’ contact patches are better maintained throughout the suspension’s full range of movement, helping to optimising traction under all conditions.
Jaguar’s proven Integral Link was the natural choice for the I-PACE’s rear suspension. Its sophistication eclipses all other multilink rear suspension designs to offer an unrivalled balance of ride, handling and refinement. Integral Link enables chassis engineers to tune longitudinal and lateral stiffness independently. This means freedom to fully optimise comfort and dynamics attributes without the one compromising the other. As a result, the bushes which manage longitudinal forces can be made softer and therefore the ride is smoother and impact absorption quieter. The bushes which manage lateral forces can be made stiffer for more precise handling and even greater responsiveness. The Integral Link suspension is also extremely space-efficient, which contributes to the large luggage compartment volume and excellent ground clearance.
Power Dynamics Research and innovations by the engineering and design teams have simplified the ownership experience and lowered the barriers to adoption.
I-PACE Concept is a radical departure ❝ The for electric vehicles. It represents the next generation of battery electric vehicle design. It’s a dramatic, future-facing design – the product of authentic Jaguar DNA matched with beautiful, premium details and British craftsmanship. This isn’t just a concept. It is a preview of a five-seat production car that will be on the road in 2018. This will be Jaguar’s first-ever battery-powered electric vehicle and opens a new chapter in the history of our legendary brand. Ian Callum, Director of Design, Jaguar
The electric motors, battery pack and management systems give the best possible performance and a useful range for most daily journeys. The I-PACE’s range is more than 500km on the European NEDC combined cycle and more than 350km on the US EPA cycle. With an average daily commute of 40 - 50km, most customers will need to charge the car just once a week. The battery can be charged at public charging stations, a dedicated wall box at home, or simply using conventional domestic power sockets. Charging is easy and quick, with 80 per cent charge achieved in 90 minutes and 100 per cent in just over two hours using 50kW DC charging. Energy storage in the I-PACE is a liquidcooled 90kWh lithium-ion battery pack, designed and developed in-house. The battery’s housing is lightweight aluminium
and forms an integral part of the I-PACE’s body structure. The battery uses pouch cells selected for their energy density, superior thermal performance due to lower internal resistance, and because of the design freedom they afford. And, unlike some competing cell formats, they also offer excellent future development potential, especially in terms of energy density – this will enable greater range for a given size of battery, or will deliver similar range to today but from a smaller, lighter pack. The pack is liquid-cooled using a dedicated two-mode cooling circuit. Energy efficiency is further enhanced by integrating a state-of-the-art heat pump into the climate control system.
Technology Dynamics Jaguar has a proud heritage of motorsport success, winning the Le Mans 24
Hours sports car endurance race a remarkable seven times. Through competition, Jaguar has pioneered and evolved new technologies, from disc brakes to aerodynamic features. The Formula E Championship now offers a proving ground for electric racing and performance engineering. The series takes place on street circuits in the world’s biggest cities using standardised chassis and battery systems but allowing teams to compete with their own electric motors, control units and transmissions. The championship will accelerate the development of future electric powertrains. Jaguar engineers will ensure those advances feed directly into its road car programmes. Jaguar Cars
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XKD501 Part II
Prequel Continued - 28 July 28th 1956 Jaguar, with their entry of three works D-Types, played an unwitting role in one of motorsports’ most tragic disasters. Three laps into the race, team driver Mike Hawthorn, who had just lapped a much slower Austin-Healey, suddenly turned into the pits. The surprised Healey veered left to avoid hitting Hawthorn, pulling directly into the path of Pierre Levegh, who was driving one of Mercedes-Benzes new 300 SLRs. The SLR careened into the crowd, forever changing motorsports—yet the race continued. The following morning, while holding first and third places, MercedesBenz withdrew from the race, and Hawthorn was left alone at the head of the pack, a full five laps ahead of the second place finisher, the Aston Martin DB3S, driven by Paul Frere and Peter Collins. The D-Type had won its first Le Mans, but at no small cost to the state of racing. Meanwhile, XKD 501 appeared at the Leinster Trophy on July 9th, where Desmond Titterington took the car to ninth overall and first in class. Ecosse driver Ninian Sanderson assumed driving duties at the British GP on July 17th, claiming sixth place. Titterington returned to action in early August, finishing first and second at the races at Charterhall, and then enjoyed two first-place finishes at Snetterton a week later. Sanderson rotated in for a first and second place
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at Crimond, and the two drivers teamed up for a second place finish during the nine-hour race at Goodwood on August 20th. Another second place by Titterington at Aintree on September 3rd completed the 1955 season.
Victory and Vindication During 1956, rule changes mandated the implementation of full-width windscreens, and XKD 501 was so equipped while receiving the engine from XKD 561 (engine number 2036-9), which the Ecurie Ecosse had acquired in the interim. The car continued to turn in solid performances during the first part of the season, with third place finishes at Aintree and Charterhall, and a first and second place at Goodwood on May 21st while piloted by Ron Flockhart. Flockhart and Sanderson teamed for the 12 Hours of Reims on June 30th, where the D-Type model put on a clinic. The two Ecosse drivers finished fourth, behind the three factory D-Types at 1-23, notably defeating the latest Ferrari TR Spider, and an F1-derived Gordini. In late July, the 24 Hours of Le Mans was held, delayed from its usual June date due to the modifications to the Sarthe circuit intended to make the track safer for both drivers and spectators. The Jaguar factory again entered three D-Types with longnose bodywork, though in the face of the latest rule restrictions, the cars were equipped with fuel injection intended to improve mileage (a new consideration in the wake of
reduced fuel allowances). Two carburetted 1955 privateer D-Types were also entered, fielded by the Garage Francorchamps and the Ecurie Ecosse. Ecosse’s entry, this car was again guided by the team of Sanderson and Flockhart. It was here that XKD 501 turned in its greatest performance, but as Motor Sport related two months later, “everyone had to do 34 laps on 120 litres of fuel, which worked out at approximately 11 miles per gallon, with nothing to spare for emergencies. Naturally, the small cars were sitting pretty while the Jaguars and Aston Martins, Ferraris, and Talbots were doing plenty of worrying.” They continued: “. . . the Jaguars, both factory and private, were easily the fastest cars on the course.” Certainly, everyone was expecting a repeat of Reims, but it was not quite that simple. Although Hawthorn in the factory D-Type took an early lead, on the second lap of the race, everything changed with an early accident and two possible winners were eliminated, followed by Hawthorn, who came in after only four hours with a misfire. With 23 hours and 30 minutes still to go, the complete Jaguar team was in trouble; two cars were eliminated, and one was struggling with a bad fuel line. From a Works standpoint, the race appeared lost and Aston Martin and Ferrari were poised to outrun the older D-Types. The race report continued: “. . . this left the Ecurie Ecosse Jaguar to uphold Coventry honours, and right nobly it did this, for by 5:00 p.m., it was in the lead and for the rest of the race it was a game of cat and mouse between Flockhart/Sanderson and Moss/Collins. While Flockhart was driving, he was able to keep ahead of Moss, and after 34 laps when Collins took over the Aston Martin, he made up ground on Sanderson, who took over the Jaguar. Then, the next 34 laps saw the position reversed and the result was that the Scottish Jaguar had the race under its kilt, providing they played their cards wisely. With David Murray in charge of the time-keeping and Wilkie Wilkinson in charge of the pit stops, they could hardly go wrong.” Certainly, the Aston Martin did not quite stand a chance. The D-Type was so exceptionally fast that “Jaguar lapped regularly with nearly 1 000 rpm in hand” without significant fuel concerns while the Aston had to be red-lined, gear by gear, entering the pits on fumes, simply to keep up. On occasion, Moss and Collins would even slip into neutral well before the end of the Mulsanne Straight and dart behind the Porsches’ slipstreams, all in an effort to save fuel. By the race’s final lap, however, with just 14 cars remaining in the field, the D-Type had a seven-lap lead on Trintignant and Olivier Gendebien’s Ferrari 625 LM spider, and a narrow lead over Stirling Moss in the Aston. Swaters’ D-Type held at fourth place, and this is the order in which the cars finished, with XKD 501 claiming its definitive victory at the 1956 24 Hours of Le Mans. XKD 501 completed 2 507.19 miles at an average speed of 104.47 mph and a maximum speed of 156.868 mph on the Mulsanne Straight, good enough for ninth in the Index of Performance rankings. In doing so, XKD 501 upheld the D-Type’s dominance despite the adversity faced by the factory cars (to his credit, the skilled driver Hawthorn managed to roar his way back to sixth overall). Following the amazing finish at Sarthe, XKD 501 returned to action in Britain, with a second place at Aintree and third at the Goodwood Trophy Race, but these triumphs paled after its perfect performance in France.
After the Limelight In 1957, Jaguar retired from factory racing altogether and sold its latest longnose D-Types, with several cars acquired by the Ecurie Ecosse. As these 3.8-litre D-Types became the team’s focus, XKD 501 was only
occasionally entered in various races, beginning with the Mille Miglia on May 12th, where the car retired early with Flockhart driving. The Ecurie again experienced great success at the 1957 24 Hours of Le Mans, taking first and second place, while other D-Type privateers finished third, fourth and sixth. Even with the Jaguar factory officially retired, the D-Type was still proving to be a dominant force on the world’s biggest stage. XKD 501’s time in the spotlight faded with these developments, however, and the car elapsed 1957 with a handful of DNFs, as well as third, sixth and seventh place finishes, punctuated by a final chequered flag at the Goodwood Whitsun Meeting in June. The car was essentially retired after June 1957, and it soon passed to Ecurie Ecosse financier Major Thomson of Peebles, Scotland. In May 1967, the car was demonstrated and presented at the Griffiths Formula One race at Oulton Park, driven by Alistair Birrell. In October 1970, XKD 501 was sold to Sir Michael Nairn, a fellow Scot, and over the following few years was sympathetically restored with emphasis on retaining its purity and originality to its 1956 Le Mans specifications by Raymond Fielding. The engine head and block were returned to Jaguar to be rebuilt, while the suspension and brakes were restored with proper components. Parts were sourced from John Pearson, one of the world’s foremost authorities on the D-Type, and a boyhood associate of the factory C-Type teams of the early 1950s. Most of the work was actually performed by ex-HRG/Cooper/Vanwall employee Dick Watson. Sir Nairn then used the car rather frequently, including presentation at the 1996 Goodwood Festival of Speed and the Silverstone Classic. In 2001, XKD 501 was purchased by the consignor, one of America’s most respected collectors of exceptional sports and racing cars. The new owner retained John Pearson to evaluate and freshen the car as needed for vintage racing applications, where it was presented at the 2002 Pebble Beach Concours d’Elegance, winning the Jaguar Competition class and the Road and Track Award.
A Legend among Legends In May 2002, Jaguar World Monthly magazine ran a feature on the car by marque expert Paul Skilleter, where he described his spirited ride: “With a 0–100 mph time of probably around the 12-second mark, the acceleration, combined with the blast of the exhaust and the rush of air over the cockpit, made it an exhilarating experience . . . . The other aspect of a D-Type [that I noticed] is its solidity of build: sitting comfortably deep within those enfolding curves, you feel nothing vibrate, nothing rattle, nothing flex. Just sit in a D-Type and you know why it won Le Mans.” Now offered from only its third private owner, XKD 501 checks all the proverbial boxes. It has won the most gruelling contest in sports car racing, the famed 24 Hours of Le Mans, and is a centrifugal component of Jaguar’s three consecutive wins at Sarthe. The Jaguar has been fastidiously maintained and serviced by just four caretakers, including a restoration by some of the world’s most knowledgeable experts. Almost unique among a run of automobiles that inevitably led hard lives, its history is refreshingly clean, concise, and incredibly well-known. Chronicled in many books as a permanent part of Le Mans lore, this extremely important Ecurie Ecosse D-Type would crown the finest collections, notable for its history, rarity, and beautifully authentic presentation. Not merely a significant and markedly well-preserved D-Type, nor a star in the forefront of important racing Jaguars, XKD 501 can inarguably be held among the most historic British sports cars ever made. It is a legend among legends. RM Auctions
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The factory Parts and Workshop Manuals were used to ensure exact compliance with the original parts and, as he already owned a Series 3 roadster, his knowledge of that car greatly assisted Ray in the build-up of the project car. He had already checked the legal position with the licencing authorities and was assured that, given the original content of the finished car, he could get a period registration and chassis number.
n 1974, when the last E-Type Jaguar was built, all the spares, new in their boxes and filling several lorry loads, were sold by the factory to an anonymous gentleman who was an owner of a number of Jaguars and intended to use them for his own E- Types. However, due to his advanced years, he decided that he was not going to be able to make use of them and sold the entire shipment to Mike Wilkinson of M&C Wilkinson Jaguar Spares. Ray Parrott was a very good customer of Mike Wilkinson and was a member of the Jaguar Enthusiasts Club. He had owned 25 Jaguars and still owned five E-Types. He was a self-taught engineer and built his own workshop at home and all of his Jaguars were serviced and maintained by him. He also owned and operated a successful transport company. When Mike received all the E-Type spares, he contacted Ray and the two of them then scrutinized the parts list and decided that they had 95% of parts to build a complete Series 3 roadster, including a set of original specification Dunlop tyres. A deal was struck and Ray then moved all the parts to his home with the intention of building a complete Series 3 roadster from them. Mike Wilkinson agreed to supply back up parts for any item that was outstanding, provided they were genuine Jaguar spares and not reproductions. The body was sent out for minor repairs and a clean-up, the only work that Ray did not personally do on the car. As 49 out of the last 50 E-Types to be made were black, this was the colour Ray chose for his project car.
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Ray was also an excellent self-taught trimmer and when some of the materials were no longer available, Ray sourced raw materials as close to the original as possible and made up his own pieces on his industrial sewing machine. The only large items missing from the original parts bought were a windscreen and battery, but these were soon obtained by Mike Wilkinson. Small parts were also sourced from Jaguar suppliers and Jaguar Club Spares Days. Nuts, bolts, washers and rivets were obtained by buying the entire stock from a business that was closing down. The whole project took eight months of solid work and assembling the car from original parts was made easier as every screw and bolt hole lined up perfectly, every trim item fitted first time, making the whole assembly an engineering joy. He also found an original hardtop, still in its wrapping and had it painted black. The soft top had fared well in storage and was, surprisingly, still in perfect condition. On his first drive in the completed car, Ray was rewarded with a journey without a squeak or rattle and the car even had that “new car” smell. It is now awaiting registration but even though Ray built a special garage to house this car and his other five E-Types, he regrets that he has now lost enthusiasm for the car. It was more about the journey than the destination; the pleasure lay in the detective work in ensuring that every part sourced was a genuine part, and the joy in putting it all together. He is now seriously considering selling the fruits of his labour of love. Acknowledgements to Nigel Thorley writing in “Jaguar – The Complete Story” Published by the publishers of “OCTANE” magazine.
Reims and the New Mercedes The Mercedes looked great with their streamlined all- enveloping bodywork enclosing an intricate tubular chassis, 8-cylinder fuel injected engine with desmodromic valve gear canted on its side, five speed gearbox, vast front brakes mounted on the chassis and connected to the wheels by universally-jointed shafts and pivot swing-axles at the rear, located by Watts’s linkages.
hey were infinitely more complicated than any other Grand Prix car and soon showed themselves to be much faster as well. Both Gonzales and Mike had the side tank Squalos which, before Mike had driven far in practice started smoking from the engine. It was found to be a broken oil pipe, leading to the camshaft, pouring oil onto the exhaust pipe and causing a small fire. It happened to both of them in practice and caused Gonzales to retire in the race. The unreliable cars made Mike’s and Gonzales’ tasks even more difficult. Other challenges to Mercedes were the Maseratis driven by Ascari and Villoresi. The Grand Prix: At the start, Ascari was on the front row alongside Mercedes drivers Fangio and Kling. In the second row were Gonzales, Marimon (Maserati) and Mike. The flag fell and the Mercedes drew away from the others, with Ascari and Gonzales following and Mike behind them. Mike’s brakes were already giving him trouble with overheating and locking and Marimon caught up with him. Ascari’s engine broke up almost immediately. At ten laps Mike was going into the right hand corner after the pits when he felt something go. It was not a loud noise but the car did not feel itself and in a split second he turned into the escape road at 159 mph and applied the brakes. Nothing happened. The car did not slow down at all. A great cloud of smoke came up and it was obvious that the engine was finished. Mike was horrified, he was heading towards a pole barrier across the end of the escape road and he knew he could not pass underneath it because he had looked at it during practice, the left side of the road was lined with spectators so he tried to swing the car to the right into a field but it did not respond to the steering either. Mike knew he was now heading for a really bad crash. The barrier was coming towards him at a horrific speed. He could think of nothing else to do with no brakes, no engine and no steering. In desperation he turned the steering wheel as
far and as quickly as possible to one side. Thank goodness the car began to spin and stopped within a few feet of the barrier. The engine had literally blown up, a connecting rod had come through the side of the crankcase and oil was pouring out over the rear tyres so the car had just been sliding and spinning on its own oil. Mike started walking back to the pits picking up bits and pieces of the engine, which were literally spread across the road as he went along. Some characters came rushing along to ask what had happened and he told them something had gone wrong with the brake. Two laps later Gonzales was out with a broken oil pipe and one by one other cars capable of challenging the Mercedes dropped out. Fangio and Kling won easily if not with satisfaction. Ferraris next race was at Rouen for the Grand Prix, to be held on the Les Essarts Circuit. In this Grand Prix, Ferraris opposition was really only the Gordinis and a few independents. Mike took the lead with his team mate Tringtignant second and as time went by they made a race of it by passing and re-passing each other. Mike pulled into the pits for fuel as the race was three hours long. Ugolini, the Ferrari team manager walked across to him and told him Trintignant was to win the race. Mike as not happy about this as he was the senior driver and had had a bad season with no successes except at the Supercortemaggiore Sports Car Race, while Trintignant had only recently joined the team. He was given a quicker fill up than Mike and went on ahead. Mike put on a rush for a few laps and caught up with him, As Mike passed him he gave him a two finger sign to show him that he, Mike, would take second place the held up one finger and pointed to Trintignant to tell him he would get first place. Mike got a nod from him and went ahead. Mike
built up a bit of a lead and was beginning to have a struggle with his conscience about letting Trintignant overtake him again when there was a loud bang and another connecting rod came through the side of his engine, once again Mike had to take to an escape road but this time he was able to stop without any drama. However, the prize money was good so it was important to finish. He decided to push the car back on to the course and then up the hill to the finishing line. He got the car back on the course but did not have the strength to push it up the hill. Meanwhile, he notice that the maximum engine speed recorder showed that he had done 7 600 rpm and he had been warned before the race that the engines were rather fragile and the drivers must not exceed 7 200 rpm. He decided he did not want to face the row there would be if this was noticed in the pits. He borrowed a pair of pliers from a fireman and turned the needle back to a more reasonable figure. He then signalled to Trintignant that he wanted a push. Next lap around Trintignant gently pushed him over the hill and then went on. However, he damaged his clutch in the process and could hardly change gear towards the end of the race. Mike got to the finish but was disqualified for receiving assistance and to round it off there was such a huge row when Ugolini saw his rev counter that he thought it would have been better if he had left it on 7 600 rpm. Ugolini also told him that if he broke another engine he could consider his season to be at an end. Mike went back home to wait until the British Grand Prix at Silverstone. This will draw all top Grand Prix cars including the new Mercedes and I am sure it will bring some exciting tales. Bill Strong
Volume 17 • Issue 4 23
quirks and quotes
Dateline Somewhere in Lapland -October 20th 2016 Jaguar Land Rover has opened its first ice driving academy, offering a once-in-a-lifetime driving experience and travel adventure on the edge of the Arctic Circle. Based at the company’s cold-weather testing facility in Lapland, Sweden, guests at the Ice Academy will have the opportunity to push themselves to the limit in Jaguar and Land Rover high-performance vehicles. With expert tuition, customers can experience the Jaguar F-TYPE, F-PACE and Range Rover Sport in sub-zero temperatures on carved ice tracks on a vast frozen lake. A unique itinerary with classic vehicles is also available. Guests can experience how to handle the Jaguar MKII, MKVII and XK150, and
Dateline Berlin – November 6th 2016 Jaguar has won Germany’s top car award, the Golden Steering Wheel. The Jaguar XF was voted ‘Best Saloon’ in the Mid-Full-size category, ahead of the Mercedes-Benz E-Class and Volvo S90. Jaguar had further reason to celebrate in the Large SUV category, with the F-PACE taking second place. Dr Ralf Speth, Jaguar Land Rover CEO, accepted the Golden Steering Wheel for the Jaguar XF and commented: “Winning this prestigious Golden Steering Wheel award in the most demanding automotive market and the toughest premium segment in the world, means a lot to Jaguar Land Rover. The Golden Steering wheel confirms all the efforts of the Jaguar Land Rover team in delivering special, solid products with distinct character that excite the senses.” For the 41st Golden Steering Wheel Awards, 36 new models competed in six categories. In the first round of voting, millions of readers of Auto Bild and its sister publications in more than 20 European countries, together with the readers of Sunday paper Bild am Sonntag, selected their favourites. After the votes had been counted, the 24 finalists were determined. A 67 strong jury consisting of racing drivers, chief editors, designers and other car experts, thoroughly tested the new models comparing driving dynamics.
24 Volume 17 • Issue 4
Land Rover Series I, Series II and Series III without modern brakes, power steering or traction control. “Our vehicles are built and tested to perform in the most extreme conditions. At the new Ice Drive Academy, guests can learn how to push themselves to their limit in their favourite Jaguar and Land Rover models and see what they can really do, in a truly unforgettable Arctic setting” said Mark Cameron, Brand Experience Director, Jaguar Land Rover Renowned for mountainous landscapes and forests, Lapland is also the perfect base for guests to experience the Arctic Circle with snowmobiling and husky safari trips available within easy reach of the Academy.
Dateline Auckland, New Zealand – November 18th 2016 The Jaguar F-PACE has been named ‘Supreme Winner’ at the 2016 Women’s World Car of the Year Awards. As well as collecting the top accolade, the car was also named as Women’s World SUV/Crossover of the Year. These awards are the latest in a line of major industry honours for the F-PACE since its launch in April. “The awards of Supreme Winner and Best SUV/Crossover in the 2016 Women’s Car of the Year Awards is a great achievement and a true highlight in the continuing F-PACE success story. The combination of beautiful design, everyday usability and unrivalled driving experience set the F-PACE apart from the competition and is attracting new customers to the Jaguar brand worldwide “ commented Fiona Pargeter; Head of Global PR Communications, Jaguar Land Rover. Women’s World Car of the Year judges submit their personal shortlists and this year 294 cars were nominated by 17 judges from 14 countries. A master list was compiled and judges picked six category winners from the 32 cars that made the grade. They voted once more to make the Jaguar F-PACE the Supreme Winner from the six category winners.
Dateline Whitley, Coventry – December 13th 2016 The Jaguar Classic Challenge returns in 2017 with two brand new events confirmed in the five-race series for pre-1966 Jaguars. A new date for the Jaguar Classic Challenge calendar is the Silverstone Classic on 28-30 July. This special summer weekend will be the third round in the Challenge and is expected to draw a full grid of stunning classic Jaguar racing cars. Another new addition to the series for 2017 is Spa-Francorchamps (Six Hours of Spa), taking place between 15 and 17 September at the worldfamous circuit in Belgium, and set to feature over 600 cars racing in a variety of different races, one of which is the Jaguar Classic Challenge. The single-marque series returns to the circuit where it claimed victories in the showpiece six-hour endurance race in 1954 (Hans Davids in a C-type), 1956 (Ninian Sanderson in the Ecurie Ecosse D-type) and 1987 (Martin Brundle, Johnny Dumfries and Raul Boesel XJR-8).
Dateline Pretoria, November 22nd 2016 Jaguar Land Rover South Africa recently opened an all-new dealership as part of its continued plan to expand and update its national network. The new facility, Jaguar Land Rover Menlyn, uses the company’s ARCH design – an identity that is in use at dealerships across the world. The new, state-of-the-art facility is prominently situated at Summit Place Precinct, 221 Garstfontein Road in Menlyn, Pretoria. It is the new home of the Land Rover dealership that has serviced the Pretoria area since the 1990s.
Dateline Pretoria – December 12th 2016 Sandton, the financial heart of Africa and the richest square mile on the continent, now has the newest and largest Jaguar Land Rover retailer in South Africa. The all-new, state-of-the-art facility is the latest milestone in Jaguar Land Rover’s continued expansion of its national network. Jaguar Land Rover Sandton enjoys a prominent location at 161 Rivonia Road, one of the major arterial routes to the financial capital. Customers in Johannesburg’s affluent northern suburbs will now find both the Jaguar and Land Rover brands in a shared sales and service environment.
Run in partnership with the Historic Sports Car Club (HSCC), the Jaguar Classic Challenge for 2017 will continue to compete according to the FIA’s Appendix K technical regulations for cars competing in international historic racing competitions. The regulations pay particular consideration to a car’s period specification and are in keeping with the true spirit of historic motor racing. Tim Hannig, Director, Jaguar Land Rover Classic, said: “Now in its third season, the Jaguar Classic Challenge continues to build, and pay homage to, the brand’s rich racing history. To see such a diverse array of iconic cars from Jaguar’s past racing on the world’s finest circuits is a sight to behold, and we are delighted to confirm Silverstone and Spa for the 2017 calendar.” All Quirks from Jaguar Cars
Volume 17 • Issue 4 25
JAGUAR CHOOSES CASTROL EDGE OUR STRONGEST OIL Boosted with TITANIUM FST™, Castrol EDGE is our strongest and most advanced range of engine oils yet. Its TITANIUM FST™ doubles its film strength, preventing oil film breakdown and reducing friction. This gives you the confidence to be in perfect sync with your car and push the boundaries of performance. That’s why Castrol EDGE is recommended by Jaguar.
Castrol EDGE is TITANIUM STRONG.
lunch A group of chaps, all aged 40, discussed where they should meet for a reunion lunch. Finally it was agreed that they would meet at Wetherspoons in Hout Bay because the waitresses had big breasts and wore mini-skirts.
JAGUAR SPARES I carry a huge range of new and second hand Jaguar spares ranging from early XK right up to the XJ 8. Most parts are carried in stock and all are ex UK - all are very competitively priced and are of excellent quality. Give me a call with your requirements - you will not be disappointed! I also supply wholesale to the trade.
Ten years later, at age 50, the friends once again discussed where they should meet for lunch. Finally it was agreed that they would meet at Wetherspoons in Hout Bay because the food and service was good and the beer selection was excellent. Ten years later, at age 60, the friends again discussed where they should meet for lunch. Finally it was agreed that they would meet at Wetherspoons in Hout Bay because there was plenty of parking, they could dine in peace and quiet, and it was good value for money. Ten years later, at age 70, the friends discussed where they should meet for lunch. Finally it was agreed that they would meet at Wetherspoons in Hout Bay because the restaurant was wheelchair accessible and had a toilet for the disabled. Ten years later, at age 80, the friends discussed where they should meet for lunch. Finally it was agreed that they would meet at Wetherspoons in Hout Bay because they had never been there before. Derek Sturgess
Gerald Williams 083 325 3752 email Jagman@vodamail.co.za
At the New
Seniors Complex On the first day of the new seniors’ complex, the manager addressed all the seniors pointing out some of the rules. “The female sleeping quarters will be out-of-bounds for all males, and the male quarters to the females. Anybody caught breaking this rule will be fined $20 the first time.” He continued, “Anyone caught breaking the rule the second time will be fined $60. Being caught a third time will cost $180 in fines. Are there any questions?” An older gentleman stood up in the crowd and inquired, “How much for a season pass?” Syd Brett
Teaser: New F-TYPE Range Announced
Dateline Coventry - January 10th 2017 • New Jaguar F-TYPE range announced • State-of-the-art technology, new look exterior and exclusive 400 SPORT launch edition • New R-Dynamic model with 340PS and 380PS engines gives customers more choice • World-first ReRun app developed with GoPro creates high quality video with real-time performance data • World-class, super-fast Touch Pro infotainment system now available on every F-TYPE • New full-LED headlights and front bumpers give the F-TYPE a distinctive new look • Lightweight slimline seats offer improved ergonomics and comfort and deliver a weight saving of more than 8kg • The new F-TYPE range goes on sale from the first quarter 2017 Jaguar Cars – more – see our next issue! Volume 17 • Issue 4 27
The ‘New Original’: Jaguar XKSS Makes World Debut in Los Angeles Dateline Los Angeles – November 17th 2016 The first genuine Jaguar XKSS to be built in almost 60 years was today given its world debut presentation at the Petersen Museum, Los Angeles by Jaguar Classic. The stunning XKSS, finished in Sherwood Green paint, has been created by the Jaguar Classic engineering team ahead of the production of nine cars for delivery to customers across the globe in 2017. Often referred to as the world’s first supercar, the XKSS was originally made by Jaguar as a roadgoing conversion of the Le Mans-winning D-type, which was built from 1954-1956. In 1957, nine cars earmarked for export to North America were lost in a fire at Jaguar’s Browns Lane factory in the British Midlands; meaning just 16 examples of XKSS were built. Earlier this year Jaguar announced that its Classic division would build the nine ‘lost’ XKSS sports cars for a select group of established collectors and customers. The new one-off XKSS presented in Los Angeles is the summation of 18 months of research and will be used as a blueprint from which the nine continuation cars are built. The nine cars will be completely new, with period chassis numbers from the XKSS chassis log. All cars are now sold at a price in excess of £1million each. The XKSS is the second continuation car to be created by Jaguar, following on from the six Lightweight E-types that were built in 2014. This project helped the team learn to engineer cars that are faithful to the specifications to which they were built in period, and this knowledge has been enhanced in creating the ‘new original’ XKSS. The XKSS unveiled in Los Angeles is a period correct continuation, built using a combination of original drawings from Jaguar’s archive and modern technology. The Jaguar Classic engineering team scanned several versions of the 1957 XKSS to help build a complete digital image of the car, from the body to chassis, and including all parts required. 28 Volume 17 • Issue 4
“The XKSS continuation programme underlines the world-class expertise we have at Jaguar Land Rover Classic. We are committed to nurturing the passion and enthusiasm for Jaguar’s illustrious past by offering exceptional cars, services, parts and experiences. Jaguar Land Rover Classic is perfectly positioned to cater for this growing love for classics, with a new £7.5m global headquarters set to open in Coventry in 2017. We are looking for-ward to growing this business, supporting our existing customers and engaging with a whole new generation of global enthusiasts” said Tim Hannig; Director of Jaguar Land Rover Classic. The body of the XKSS is made from magnesium alloy, as it was in 1957, and because the original styling bucks do not exist, Jaguar Classic produced a new, bespoke styling buck based on the original bodies from the 1950s. The bodies of the nine new cars will be formed on this buck, using a traditional process called hand-wheeling. Jaguar Classic’s expert engineers worked with the original frames and from there
produced CAD to support build of the chassis. In partnership with the Classic team, frame maker Reynolds – famous for their 531 tubing – was briefed to craft bespoke new parts using imperial measurements, rather than metric. The frames are bronze welded in the same way as the period XKSS chassis tubing.The continuation cars feature period specification four-wheel Dunlop disc brakes with a Plessey pump, and Dunlop tyres with riveted twopiece magnesium alloy wheels. Under the bonnet, the XKSS is supplied with a 262hp 3.4-litre straight six-cylinder Jaguar D-type engine. The engine features completely new cast iron blocks, new cast cylinder heads and three Weber DC03 carburettors. Inside, the ‘new original’ XKSS features perfect recreations
of the original Smiths gauges. Everything from the wood of the steering wheel, to the grain of the leather seats, through to the brass knobs on the XKSS dashboard, is precisely as it would have been in 1957. Minor specification changes have been made only to improve driver and passenger safety. The fuel cell, for example, uses robust, modern materials to support throughput of modern fuels. Customer vehicles will be hand-built beginning this year, and it is estimated that 10,000 man hours will go into building each of the new XKSS cars. Jaguar Cars Volume 17 • Issue 4 29
Jaguar and Castrol – the New and the Old Castrol’s relationship with Jaguar started 27 years ago and for the past 13, it has been global lubricant technology partner to the legendary British car maker.
he association got off to a memorable start, with Jaguar winning the 1988 Le Mans 24 Hour, its first victory at the race since 1957. They are partnering together in the future – with the Bloodhound SSC project – Jaguar engine and Castrol Edge being used together as an integral part of the challenger.
latest technology, where appropriate, and low detergent formulations protect your veteran, vintage and classic vehicle. Comments Jaguar Heritage: “Castrol Classic Oils are specially formulated in the style of the original products, using the most appropriate and carefully balanced additive technology to provide the best protection and performance for Heritage engines.” In South Africa, unusually, you cannot buy Castrol Classic from Castrol dealers, but here it is imported by Castrol Classic (www. castrolclassicsa.co.za) headed up by Paul Williams – an Alfisti of note.
Established in 1899, originally as C.C.Wakefield, Castrol launched their first lubricant for cars in 1906 and have been pioneering advancements in motor technology ever since. In South Africa, since 1929 Castrol has established itself as not only a local oil supplier but also as our leading oil company. Initially Castrol imported oil and distributed it through its branches in Johannesburg, Durban and Cape Town. Between 1939 and 1945 Castrol constructed its own blending plant in Port Elizabeth and has grown from strength to strength serving the local market.
Comments Paul: “These Classic oils are produced to original viscosities and, very importantly, have retained the necessary levels of additives, including the super antiwear additive Zinc-dialkyldithiophosphate (ZDDP), appropriate for the technology of the engines they are designed for. The ZDDP levels are appropriate for engines that are in use or running–in, including those fitted with new or reconditioned components. Here care should always be taken to follow the manufacturers’ recommendations when breaking in new components such as vulnerable camshafts, hydraulic tappets and other scuff prone areas.”
Jaguar engineers and Castrol’s technologists have worked closely to develop lubricants specifically designed for Jaguar engines. Jaguar recently launched an all-new range of technologically advanced engines in a brand new model with Castrol playing a pivotal part in helping meet the engineering objectives. The latest Castrol Edge with Titanium FST was used extensively in the development of the Ingenium engine. It’s contributed to improved performance, economy and lower emissions. This co-engineering approach means that Castrol Professional oils are extensively tested in Jaguar engines during their development phase. Hence, every engine starts its life with Castrol Edge inside. This also means that Jaguar customers receive the same quality oil during servicing as demanded when the vehicle is built. If you have a new Jaguar – stay on the Edge.
Benefits of the Castrol Classic range include, inter alia:
If, on the other hand, you have a classic cat, stay tuned. An engine of “more mature” design has very different characteristics to a modern Ingenium four-cylinder. It may have cork, graphite or rope seals, low pressure cog driven oil pumps, wider oil-ways with greater dependence on ‘splash’ and ‘cling’ lubrication, lower revving with lesser machine tolerances compared to its modern counterpart. Choosing the right engine oil for your veteran, vintage or classic vehicle is essential for ensuring peak running condition and maximum wear protection for your engine. To make this decision easier, Castrol produce a range of famous Classic oil brands to the correct formulations and viscosities as originally recommended by the vehicle manufacturers, but now using the 30 Volume 17 • Issue 4
• Anti-wear additives are added to ensure that if the oil film between moving parts breaks down prematurely, metal to metal contact and irreparable engine damage is prevented. • Using the correct corrosion inhibitors helps prevent components becoming pitted with rust, caused by a build-up of acid and water vapour during engine combustion. • Special dispersant additives prevent soot, wear metals and the byproducts of combustion settling out in the sump and other areas of the engine, where they can form a thick sludge that can block filters and oil ways. So, all in all, there is an oil company that will take care of your favourite cat – of any maturity. Ed, Castrol, Jaguar Cars and Paul Williams.
In need of that classic touch? Our specialised automotive restoration division is geared up for plating of car and bike parts quality finishes for the enthusiast in copper, brass, nickel, zinc, cadmium as well as black and bright chrome. We also polish to your specifications. And above all we safeguard each irreplaceable item
Quality / Service / Reliability
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Contacts in South Africa NORTHERN REGIONS Chairman Vice-Chairman Secretary / Membership Magazine / Treasurer Newsletter Insurance / SAMCA Rep Club House Captain Regalia /PRO Technical Consultant Local and Away Events Pretoria Representative Limpopo Representative NATAL DURBAN Acting Chairman NATAL MIDLANDS Administrator WESTERN CAPE Chairman Vice-Chairman Secretary / Treasurer Clubhouse Regalia / Events Editor JCASA Information REGISTER HEADS SS to 1950 Saloons XK 120-150 Mark 1 and 2 Mark X / 420G E-Type – Six Cylinder E-Type – Twelve Cylinder XJ6 Saloons 1969 - 1995 XJ-S + V12 Saloons X300 - XJ Saloons S-TYPE / X-TYPE XK Sports F-TYPE / F-PACE
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