“One point we would like to take up is that, as Jaguar dealers and purveyors of British Leyland machinery to the gentry, we would never use a colour called Posche-Yellow! It is, in fact, British Leyland “Bronze Yellow.”
P G Archer, Director of Archers (Shirley) Ltd. Jaguar Driver 1971.
Having just come back from a short break down to Garden Route I was once again reminded of the wonderful natural beauty that we have in South Africa. From the fertile plains of the Free State, into the semi-arid areas of the Karoo and Eastern Cape and finally through the Outeniqua Mountains and on to the coastal plain around George.
The vast majority of the 3500 km trip was done on relatively quiet and well-maintained roads and visited towns such as Colesberg, Graaff Reinet, George and ultimately on to Knysna & Plettenberg Bay. All of which have been visited by the Club several times over the years, and I found myself either mentally or physically pointing out lay byes or viewing points where we had stopped previously for a leg stretch or a medicinal refreshment with the likes of Evert Van Breemen, Gareth Williams-Wynn, Peter Powell or Dave Laing. Good times with wonderful people and fantastic (and mostly reliable) cars and sadly these four gentlemen and others are no longer with us, and we are left with only the wonderful memories of times passed.
So, when I got back and I was whist sipping on a melancholic whisky, I reaffirmed my desire to travel more in Southern Africa, meet new people and explore places I have never been to before. Preferably in a Jaguar but maybe in a rented 4 x 4 or a tour bus as needs demand. I have been musing on the idea of a Club tour to the Cape for some time now – not to Cape Town per se, but to the Winelands and/or the Overberg region to visit the small towns and drive the back roads that don’t really take you anywhere. Alternatively, a visit to the historic KZN battlefields is also an idea I have started to think about more and how we could combine driving with a properly guided tour of the region.
Anyway, these are the some of the ideas for next year so expect some proposals for 2026 to visit places we haven’t been to before and I will leave you with one of the lesser-known quotes from the film Dead Poets Society -
"Only in their dreams can men be truly free. 'Twas always thus, and always thus will be." – Shelley/Keating
New Tech Corner
This is a QR code, which links to a video on our website. Please try it out and let me know if this is something you would like to see in the Jaguar Magazine going forward.
Greetings from the dam
It does not seem to be a most wonderful time to be enjoying life on this threatened planet of ours. There are major wars, some dating back more than seventy years, being waged on three continents – Europe, Asia and Africa. Minor conflicts are continuing in North and South America – over drug related territorial issues. Currently, Australia and Antarctica seem to be at peace – although the Emperor Penguins may raise their flippers in protest, should their fish diet come under tariff control.
Meantime, the consolidation of a global oligarchy does not bode well for the quality of life for our sons and daughters. Having lived through the relief of the ending of World War II and the optimism of the 1960s and ‘70s, I can’t see that we’ve done a great job with our inheritance.
Have you finished complaining, Mr. Editor? This is, after all, a marque club magazine, not a doom-scrolling publication. Of course, let us see how Jaguar are faring. They continue to compete in Formula E, where, last season, Jaguar TCS Racing took their first World Teams' Championship and also won the inaugural Manufacturer's Cup. This year, they are having a slow start to the season, currently lying in seventh place in the team’s standings. Nick Cassidy scored a podium in Monaco last weekend, however.
Jaguar have also announced their prototype EV for the marque’s future – the Type 00, which has been seen at a couple of high-profile events in Paris and Monaco. There was even a video of it being driven along a Parisian boulevard – albeit it at about five kph. Please, JLR, a little more excitement than the three images on your Media site, which look as though the car has been photoshopped into position in the Principality.
So, has JLR lost its mojo. Well, no. the (Land Rover) Defender is taking a bold step in 2026. “Defender, the iconic and unstoppable 4x4, will make its works debut at the Dakar Rally, where three Defender Dakar D7XRs will compete in the ‘Stock’ category for productionbased cars. A twocar entry will contest the remaining rounds of the 2026 FIA World RallyRaid Championship” says JLR. We wish them well.
Thanks are due this issue to: Bob Brown, Chairman’s chat and Topsy Foundation update; Paul Olivier and Gavin Standing, Parys weekend and Peter Grove on his XJ6.
Front Cover: Peter Grove's E-Type at Zwartkops. Pic: Ed.
QUARTERLY QUIRKS & QUOTES
Jaguar’s Type 00 Makes Real-Life Debut Jaguar’s polarizing Type 00 Concept made an unexpected appearance on the streets of Paris, drawing attention with a fresh new colour and driving under its own power for the first time. The two-door concept appeared in a new colour called French Ultramarine, offering a stark contrast to the flashy Miami Pink and softer London Blue hues seen previously. The prototype retained its silver-accented lower bodywork and the same alloy wheels, preserving the dramatic aesthetic that has fuelled debate since its reveal. The Type 00 was carefully driven through public streets before coming to a stop outside a Paris Fashion Week venue. The butterfly doors lifted slowly, and Irish actor Barry Keoghan stepped out of the passenger seat, grabbing his jacket from the futuristic trunk. Keoghan’s presence all but guaranteed extra media attention for Jaguar, as he later posed for additional photos in the driver’s seat, highlighting the light-coloured two-seater interior.
Just days before the Type 00’s Paris appearance, Jaguar’s Managing Director, Rawdon Glover, shared new insights with Autocar about the company’s first production model of its electric reinvention, which will translate the Type 00’s design into a super-luxurious four-door sedan. Glover confirmed that the upcoming four-door GT will retain the concept’s radical styling. He said that Jaguar designers and engineers worked together to ensure that the EV’s shape does not compromise safety, performance, or aerodynamics.
Recent spy shots suggest that the production EV will have a long hood, slim LEDs, a sporty roofline, and a wide stance.
For the interior, Glover said that Jaguar focused more on the “design, craftsmanship and engineering, and how things drive, rather than pure tech”, leaving the latter for Chinese rivals. The goal is to create “an amazing place to be in”, with the technology being “there when you need it”. All future Jaguar models will ride on the new Jaguar Electric Architecture, which is exclusively designed for EVs. Electric motors and battery packs will be shared with other JLR products, but they will be combined with unique design and chassis setup. For the production GT, the company is targeting a range of up to 692 km and an output of 735 kW in its most powerful form.
According to Glover, the team spent days behind the wheel of the “greatest Jaguars of all time”, looking for inspiration in fine-tuning the new EV’s setup. Their goal was to create a car “you can drive confidently at pace for extended periods and still come out feeling great”. Glover himself has taken a prototype of the GT up to 250 km/h at the brand’s Gaydon facility, calling it the most fun he’s had since taking the helm of the company. “It was stunning in terms of its speed, its acceleration, its performance, but also how it delivered the power with a real sense of character. The chassis team are really excited about the possibilities of the vehicle.”
Following the debut of the four-door GT in late 2025, Jaguar will expand its range with two more models, which are expected to be a luxury sedan and an SUV. Speaking about the future lineup, Glover said: “The GT’s job is to say: Jaguar is here. The other vehicles do different things in terms of accessing a slightly broader audience, slightly greater volume, or whatever else.” Unlike other automakers that have backtracked from their zero-emission goals, Glover made it clear that Jaguar will remain an EV-only brand: “We made the decision back in 2021 to have an electric architecture dedicated to us. There isn’t the opportunity to put a V8 into it or something else. We’re committed to being electric.”
Thanos Pappas
Supercharged Jaguar XJ6
Late last year, I was admiring the cars at the VVC monthly meeting in Melrose, when I came across a dark green XJ6. I trust the owner won’t mind me noting that, whilst clean and tidy, it was not in concours condition. I was about to amble past, when I noticed that it has an air intake on the bonnet. Hmmm. Sir William didn’t make them like that. I came back to the XJ later and the bonnet was raised. Instead of the standard straight-six XK engine, it was, instead, fitted with a different Jaguar motor. Very interesting.
I went into the clubhouse and enquired if anyone knew who the owner was? It turned out to be Peter Grove, ex Jaguar club member and classic car racer. Over the years, Peter has raced both a green Mark 2 and a white and blue E-Type. A number of years ago, he brought the E-Type to our then clubhouse, and gave us a most informative talk on the car and his racing. I have had the pleasure of seeing both cars storming around Zwartkops at their annual Festival of Speed.
To remind our younger members, the original XJ was Jaguar's flagship four-door model in 1970. The original model was the last Jaguar saloon to have been designed under the leadership of Sir William Lyons. Later, Lyons referred to the car as "the finest Jaguar ever".
The first-generation Jaguar XJ was produced for a total period of 24 years, with two major facelifts – in 1973 and in 1979. The XJ was introduced in 1968 as a four-door, straight-six saloon on a 2.76 m wheelbase. It used the 2.8-litre and 4.2-litre straight-six-cylinder versions of the renowned XK engine and replaced most of Jaguar's saloons – which, in the 1960s, had expanded to four separate ranges. Apart from the engines, the front and rear suspensions carried over from previous models as well: the widest version of Jaguar's IRS unit from the Mark X, and the subframe-mounted independent front suspension first seen in the 1955 Mark 1, with new anti-dive geometry.
Our subject
The car was introduced in September 1968. Power-assisted steering and leather upholstery were standard on the De Luxe models, while air conditioning was offered as an optional extra on the 4.2 litre. An unusual feature inherited from the Mark X and S-Type saloons was the twin fuel tanks on either side of the boot.
The XK engine had powered Jaguars from 1948 until !1992. By this time, it was getting seriously long in the tooth. The replacement engine was the AJ6 (Advanced Jaguar 6-cylinder), which was introduced in 1984. It was only the third all-new engine ever designed by the company. This, in turn, was replaced by the AJ16 evolution, which was introduced in 1994 and soon replaced in 1996 with the Jaguar developed AJ-V8 engine. Jaguar had considered cutting their existing V12 in half to build a V6, or possibly a V8, but chose instead to develop a new inline six. The cylinders are inclined, as in a slant-6, by 22 degrees. It uses an aluminium block to reduce weight, and has an optional DOHC head for higher efficiency and power. The original engines were the DOHC 3.6 and the SOHC 2.9. The DOHC 3.6 was revised and enlarged to 4.0 in 1990. This was, as per usual, offered for the XJ-S before it was built into the XJ40 saloon.
Peter Groves’ Mark 2
Peter’s E-Type
The 3.6 litre had DOHC 4-valve heads with a 91 mm × 92 mm bore and stroke. Power was 165 kW with 325 N m of torque. Early versions of the 3.6 had a conventional distributor type of ignition system with electronics within the distributor body. The fuel-injection system used on the later engines used a hot-wire Mass Air Flow sensor to determine engine load. The 24-valve DOHC 4.0 litre version featured a longer 102 mm stroke, and generated 183 kW power and 392 N m of torque. This engine featured a crank sensor and empty distributor type of ignition system and the same fuel injection control system as before.
XJ6 heart transplant
Both the 3.2 and 4.0 were substantially revised for the 1995 launch of the renewed Jaguar X300 saloon. These are the "AJ16" engines, both featuring coil-on-plug distributorless ignition, new engine management systems, magnesium alloy valve covers, revised pistons and other detail changes. A supercharged version of the 4.0 litre AJ16 was released in 1994 in the Jaguar XJR which used an Eaton M90 blower to boost output to 240 kW and 512 N m. It featured a direct fuel injection system, advanced piston and combustion chamber design, and a supercharge, which enhancements improved fuel consumption and emissions.
This is a great piece of marque history, Mister Editor, but why are you telling us all this? Well, it turns out that Peter has given his XJ6 a heart transplant, in the form of an AJ16 motor. Peter kindly gave me a primer on his car and the changes he has made. So, with thanks to him, let me take you through the details. The base car is a 1971 2.8 litre manual / overdrive saloon. So, an entry model Series One XJ. A great basis for a ‘restomod’, with beautiful suspension and good brakes.
However, the 2.8 models are not noted for their speed or, in fact, their reliability. That motor had a tendency to burn pistons, and the problem became worse if the engine was used gently and carboned up and then driven hard. So, a replacement motor was on the cards. The replacement engine chosen was taken from a 1995 supercharged XJR. During the rebuild, the block was honed and, due to lack of availability of the correct piston rings, the lands were converted to take basic AJ6 rings, as fitted to an XJ40.
The XJR came standard with a dual clutch system, which was deemed unnecessary, so the adaptor plate was machined to do away with same clutch. A good strong gearbox was required to cope with the considerably increased power. Hence, a BMW Getrag 5-speed ‘box was installed. The fifth gear is an overdrive ratio – which gives the XJ good highway cruising capability. The Getrag ‘box is fitted to a modified Jaguar 4.2 litre bell housing. Power to the gearbox goes through a 4.2 litre Jaguar clutch, which is modified with a sintered plate and uprated springs The flywheel is aluminium, lighter than the standard steel version, to assist responsive revving. I commented that the gear lever seemed rather long for a sporting car. Peter told me that, initially, he had fitted a much shorter one. However, it had required the strength of ten men to move it. Hence the longer one.
Old style bonnet clip
Tidy pipework for the supercharger
Long enough
The differential ratio was changed from 3.54 to 4.1, to provide brisker acceleration and to take advantage of the overdrive Getrag ‘box. For better handling and cornering, the suspension has been lowered allround by 40mm.
The cooling system features an aluminium radiator, with the cooling fans and shroud from a 5.7 litre Chevy Lumina. They run through the ECU for better control. Said ECU is a Spitronic, which was tuned by Braam at Muller Developments Don’t say that Peter has not been innovative in sourcing his components for this upgrade. The supercharger cooler is a separate water system with an electric pump, which is currently activated by a switch on the dashboard. A future plan is to connect this system via the ECU as well. Only a left-hand fuel tank is fitted, with a Bosch highpressure pump. 40 litres. There is an isolator switch in the boot.
So, there you have the details of what it takes to transform an XJ6. All that remains is to persuade Peter to take me for a drive…
Dual plumbing
Text and Pics Ed / Peter Grove
XJ6 interior
A Weekend in Parys and the Vredefort Dome
TO MY LONG-SUFFERING READERS, THIS ARTICLE IS A PASTICHE OF TWO SUBMISSIONS FROM PAUL OLIVER, OUR VICE-CHAIR, AND GAVIN STANDING, OUR HON. TREASURER. ALSO BLENDED IN ARE WIKIPEDIA’S NOTES ON THE VREDEFORT DOME. READ ON.
Paul: “The long weekend in March provided the opportunity for a run out to Parys and a two night stay over along the banks of the Vaal river. As this year marks the 50th anniversary of the XJ-S we encouraged all owners to join us and make it a XJ-S celebration. We were pleased to have half of the cars on the run being XJ-Ss.
On the Friday, being Human Rights Day, we met at the Engen blockhouse on the R59 for a quick coffee ‘n catch up and then a short hop onto the Swagga Brewery – a micro-brewery in Meyerton. Since 2013, Swagga Breweries have been producing quality craft beers, flavourful craft gins and refreshing hard seltzers. What started as a passion for great beer has grown into an award-winning brand. With state-of-the-art brewing and distillery facilities, and a one-of-a-kind brew pub and lunch experience.
It being a beautiful late summers day, we sat out in the garden enjoying a refresher before being given an entertaining tour of the brewery. Our guide was excellent and he encouraged everyone to taste all the
different raw hops that is used in the various types of beers. Back into the garden, to enjoy a sumptuous lunch to the sound of live music - lots more chatter ‘n catch up and enjoyment and alas the dreaded call to move on to our final destination, Parys.”
Gavin: “We then left in a loose convoy down the R59 our Audi A1 being promoted to honorary Jag, and made our way cautiously over the somewhat potholed highway to Parys where the potholes had matured into adults. Someone seeing ears appearing out of a pothole found on, closer inspection, a giraffe!
Khaya Ibusesi welcomed us and after unpacking, we welcomed some liquid refreshments. These continued through the sumptuous meal and conversation was never lacking and new friends were made, as is our custom.”
Paul, showing his Vice
Prof Addison chatting
Paul: “On Saturday morning we were met by Prof Graeme Addison and his two local support team tour guides. Prof Graeme Addison is a National Tour Guide and the author of 13 books mainly on popular science and technology. He is an expert Vredefort Dome Guide with several publications about the Dome to his name. After a demonstration next to the river and a presentation on a brief history of the dome we headed out to explore the sights and wonders the area has to offer. We could fill this entire magazine with the stories on the dome and what we saw. In short, it was a wonderful experience to witness this historic site.”
Wiki: “The Vredefort impact structure is the largest verified impact structure on Earth. The crater, which has since been eroded away, has been estimated at 170–300 kilometres across when it was formed. The remaining structure, comprising the deformed underlying bedrock, is named after the town of Vredefort, which is near its centre. The structure's central uplift is known as the Vredefort Dome. The impact structure was formed during the Paleoproterozoic Era, some two billion years ago. It is among the oldest known impact structures on Earth.
The asteroid that hit Vredefort is estimated to have been one of the largest ever to strike Earth since the Hadean Eon some four billion years ago, originally thought to have been approximately 10–15 km in diameter. As of 2022, the bolide was estimated at between 20 and 25 kilometres in diameter and to have impacted with a vertical velocity of 15–25 kilometres per second.
The original impact structure is estimated to have had a diameter of at least 170 km , with the impact affecting the structure of the surrounding host rock in a circular region around 300 km in diameter. Other estimates have placed the original crater diameter closer to 300 km. The landscape has since been eroded to a depth of around 7–11 km since formation, obliterating the original crater. The remaining structure, the "Vredefort Dome", consists of a partial ring of hills 70 km in diameter, and is the remains of the central uplift created by the rebound of rock below the impact site after the collision.
Estimates have placed the structure’s age to be 2.023 billion years old, which places it in the Orosirian Period of the Paleoproterozoic Era. It is among the oldest universally accepted impact structures on Earth. In comparison, it is about 10% older than the Sudbury Basin impact (at 1 849 billion years) and the Yarrabubba impact structure is older than the Vredefort impact structure by about 0.2 billion years. Other purported
older impact structures have either poorly constrained ages or highly contentious impact evidence.
The dome in the centre of the impact structure was originally thought to have been formed by a volcanic explosion, but in the mid-1990s, evidence revealed it was the site of a huge bolide impact, as telltale shatter cones were discovered in the bed of the nearby Vaal River. This impact structure is one of the few multiple-ringed impact structures on Earth, although they are more common elsewhere in the Solar System. Perhaps the best-known example is Valhalla crater on Jupiter's moon Callisto. Earth's Moon has some as well. Geological processes, such as erosion and plate tectonics, have destroyed most multiple-ring impact structures on Earth.
The impact distorted the Witwatersrand Basin which was laid down over a period of 250 million years between 950 and 700 million years before the Vredefort impact. The overlying Ventersdorp lavas and the Transvaal Supergroup which were laid down between 700 and 80 million years before the meteorite strike, were similarly distorted by the formation of the 300-kilometre-wide impact structure. The rocks form partial concentric rings around the impact structure's centre today, with the oldest, the Witwatersrand rocks, forming a semicircle 25 km from the centre. Since the Witwatersrand rocks consist of several layers of very hard, erosion-resistant sediments, such as quartzites and banded ironstones, they form the prominent arc of hills that can be seen to the northwest of the impact structure's centre in the satellite picture above.
The Witwatersrand rocks are followed, in succession, by the Ventersdorp lavas at a distance of about 35 km from the centre, and the Transvaal Supergroup, consisting of a narrow band of the Ghaap Dolomite rocks and the Pretoria Subgroup of rocks, which together form a 25-to-30kilometre-wide band beyond that. From about halfway through the Pretoria Subgroup of rocks around the impact structure's centre, the
Aasvoelkop
Witwatersrand rocks arc of hills
order of the rocks is reversed. Moving outwards towards where the crater rim used to be, the Ghaap Dolomite group resurfaces at 60 km from the centre, followed by an arc of Ventersdorp lavas, beyond which, at between 80 and 120 km from the centre, the Witwatersrand rocks reemerge to form an interrupted arc of outcrops today. The Johannesburg group is the most famous one because it was here that gold was discovered in 1886. It is thus possible that if it had not been for the Vredefort impact this gold would never have been discovered.
The 40-kilometre-diameter centre of the Vredefort impact structure consists of a granite dome (where it is not covered by much younger rocks belonging to the Karoo Supergroup) which is an exposed part of the Kaapvaal craton, one of the oldest microcontinents which formed on Earth 3.9 billion years ago. This central peak uplift, or dome, is typical of a complex impact structure, where the liquefied rocks splashed up in the wake of the meteor as it penetrated the surface.”
Gavin: “The Dome is the oldest and largest impact site on earth. (Take that Donald Trump!)”
Paul, underlining Wikipedia: “It is also interesting to understand how it impacted our history, importantly too the goldrush of the late 1800’s resulting in the establishment of Johannesburg as well as the Witwatersrand and all its surrounding mining towns. For all our avid historian members, it well worth a visit and/or a read up on the Vredefort Dome. (Your wish is my command. Ed)
After spending the day exploring various sights in the dome, with lots of stops, discussions on rock formations in the land, the Vaal river running through this dome site, paths of glaciers and historical tribal history in the area, we returned to our lodge needing a short siesta. We then gathered for our pre-dinner drinks and an excellent plated dinner alongside the banks of the Vaal river. During dinner our Chairman entertained us with a presentation on the history of the XJ-S with the timing of the various models being introduced through its 21-year manufacturing history – which is really an excellent run for any car model. There are very few manufacturers who can boast such a wonderful model run! We ended the evening around the fire pit enjoying a night cap.
On Sunday we enjoyed a sumptuous breakfast before heading off back home while some watched the grand prix. A wonderful weekend spent with great people, great cars and great food – in the heart of earth’s greatest asteroid/comet site which shaped where we live, work and play today!"
Paul Olivier
An evening by the fire pit
Bob, in his element
The Jaguar X-TYPE
THE JAGUAR X-TYPE IS A FRONT-ENGINED COMPACT EXECUTIVE CAR SOLD BETWEEN 2001 AND 2009. INTERNAL TO JAGUAR, IT WAS DESIGNATED X400. PRODUCTION RAN FOR A SINGLE GENERATION, IN SALOON AND ESTATE BODY STYLES, INITIALLY IN ALL-WHEEL DRIVE AND LATER AS A FRONT DRIVE VEHICLE. IN ADDITION TO OFFERING JAGUAR'S FIRST ESTATE IN SERIES PRODUCTION, THE X-TYPE WOULD ULTIMATELY INTRODUCE ITS FIRST DIESEL ENGINE, FOUR-CYLINDER ENGINE AND FRONT-WHEEL DRIVE CONFIGURATION.
The X-TYPE was developed during the period when Jaguar was owned by Ford as a division of its Premier Automotive Group (1999-2009) — and marked Jaguar's entry into the critical compact executive segment. The programme aimed to double the marque's worldwide sales — requiring expansion of engineering resources, factory capacity, marketing capability, sales support and service. At launch, Autocar called the X-TYPE "the most important Jaguar ever". With annual projections of 100 000 sales, the X-TYPE recorded a production of 350 000 over its eight-year manufacturing run.
Overview
The X-TYPE launched in 2001 to compete in the compact executive class dominated by the rear-wheel drive BMW 3 Series and Mercedes-Benz C-Class, despite Ford/Jaguar having no directly competitive platform. Instead, the X-TYPE used a modified version of the front-drive Ford CD132 platform shared with the contemporary Ford Mondeo — with the addition of all-wheel drive (marketed as Jaguar Traction) and handling and steering engineered to minimise front-wheel drive torque-steer.
Initially, the X-TYPE was available only with all wheel drive, using a centre differential and a compact, maintenance-free viscous coupling with a default split of 60 per cent torque to the rear wheels, 40 per cent to the front wheels. Under loss of traction front or rear, the coupling could vary the front/rear torque split and could fully transfer torque to either front or rear wheels to ensure grip. For the 2004 model year, the viscous coupling was permanently deleted, removing this mechanical limited-slip function. If equipped, the electronic Dynamic Stability Control System could still reduce individual wheel spin via braking and/or decreasing engine torque. Despite the X-TYPE's importance to Jaguar and Ford's Premier Automotive Group, extensive engineering development, a different wheelbase and track, body styling and significant testing the X-TYPE was often described as just a "reshelled Ford Mondeo".
Although in the end just 19% of the car’s origins were shared, much of which were perfectly suited components such as HVAC units hidden from view and which in no way detracted from the X400's Jaguar heritage. As Jaguar's first compact executive car since the Jaguar Mark 2 of 1959, the X-TYPE was the last Jaguar styled under the supervision of Geoff Lawson, with Wayne Burgess and Simon Butterworth as principal designers. The four-door saloon launched in 2001, and the five-door estate followed in January 2004, with production of both ending in July 2009. The estate offered a Cd of 0.32 in standard form and 0.33 in Sport trim.
Engines included either of two V6 petrol engines: 2.5 litre or 3.0 litre. In 2002, an entry level 2.1 litre V6 front wheel drive model was added. All three engines were available with either five- speed automatic or five speed manual gearboxes. The X-TYPE grille was slightly modified for both the 2004 and 2006 model years. The base petrol engine was a Jaguar tweaked (Ford Duratec V6) derived from the 2.5-litre that served in the Ford Mondeo, and the 3.0-litre V6 is essentially an adaptation of the engine from the Jaguar S-TYPE and the Ford Lincoln LS.
Eventually, the X-TYPE would become available with front-wheel drive and a 2.1-litre petrol or 2.0 Turbo diesel engine. In July 2009, Jaguar Land Rover announced the end of X-TYPE production by the end of that year. Both saloon and estate configurations were manufactured at the Halewood Assembly Facility near Liverpool, renovated at a cost of $450 million.
Technical
As noted, the X-TYPE was based on a modified version of the Ford CD132 platform shared with their Mondeo. The X-TYPE was initially offered as all-wheel drive only and mated to a 2.5 litre and 3.0 litre AJ-V6 petrol engine. One notable addition to AJ-V6 engine design is the use of variable valve timing. The X-TYPE's petrol engine is also set apart by the use of SFI fuel injection, four valves per cylinder and featured fracture split forged powder metal connecting rods, plus a one-piece cast camshaft, and has direct acting mechanical bucket (DAMB) tappets.
In 2003, the X-TYPE was also offered in front-wheel drive with the introduction of Jaguar's first four-cylinder diesel engines (based on the Ford Duratorq ZSD unit from the Mondeo and Transit), and with the smaller 2.1 litre petrol V6. The six-speed automatic transmission supplied on the later 2.2 litre diesel models included Jaguar Sequential Shift.
Equipment
At the X-TYPE's launch, standard equipment included automatic climate control; leather upholstery; eight-way power driver's seat; 70/30 split folding rear seats; Sapele wood interior trim; tilt-and-telescope steering wheel; six-speaker, 120-watt AM/FM/CD stereo; power locks; onetouch power windows; a power tilt-and-slide glass sunroof; automatic headlights; and 16-inch alloy wheels.[13] Later trim configurations would introduce carbon fibre dash panels Alcantara seat surfaces. All interior wood was genuine, manufactured with veneers for the rest of the Jaguar line-up at Browns Lane's Veneer Manufacturing Centre, including the door trim pieces on higher models, increasing the development and production costs.
The estate adds a 320-watt premium Alpine sound system, wood-andleather steering wheel, 10-way power adjustable seats for driver and front-seat passenger, electrochromic mirrors inside and out, rain-sensing
windshield wipers, a programmable garage-door opener, message centre and trip computer, Reverse Park Control, and 17-inch alloy wheels.
Estate
Introduced in 2004, the X-TYPE estate was the first Jaguar model designed by Ian Callum. From its saloon counterpart, the design revised 420 tooled parts and 58 stampings for all components rearward of the windscreen, adding 150-pounds.
The design used a tailgate with independently-opening, strut-supported rear window, operable by key fob or dashboard located switch; roofmounted luggage rails in chrome or black; interior luggage tie-downs; removable luggage cover; cargo net and a cargo compartment under the rear floor with a 12-volt power outlet and below that, storage for a full-size spare tyre. The rear seats could be lowered without removing their headrests, and the cargo compartment offered 16 cubic feet up to the side windows or 24 cubic feet to the headliner, with the rear seats up — or a total of 50 cubic feet with the rear seats folded. The estate was marketed as the Sportwagon in the United States.
Facelift
The X-TYPE facelift debuted at the 2007 Canary Wharf Motorexpo, and went on sale during 2008. The facelift featured revised front and rear fascias, new door mirrors with integrated turn indicator repeaters, the choice of a 2.2 litre diesel with particulate filter, and a new six speed automatic transmission with Jaguar Sequential Shift. The range continued to offer the 2.0 litre diesel, and two V6 petrol engines; 2.5 and 3.0 litre. In some European markets, the petrol engines were no longer marketed and in the UK the petrol range was gradually trimmed until only a single petrol model remained available for the final model year.
Special editions
In 2004, the Spirit limited model based on the 2.5 litre V6, featured the 'Sports Collection' pack with new spoilers and rear valance. It was followed in 2005 by the XS limited edition, which continued the sports theme, but available with a wider range of engines.
Sales and reception
In November 2000, managing director Jonathan Browning said Jaguar's objective was to achieve annual sales of 100 000 with the car, partly by taking market share from established German rivals and partly by expanding the market segment in Jaguar's key markets. The X-TYPE was Jaguar's bestselling model during almost all its production run, but sales did not meet projections, peaking at 50 000 in 2003. In the United States, the car's primary market, sales dropped from 21 542 in 2004 to 10 941 in 2005. In the same year, Audi sold 48 922 A4s, BMW sold 106 950 3 Series, and Mercedes-Benz sold 60 658 C-Class.
The X-TYPE's sharing of a modified Ford Mondeo platform, which was shared with the Land Rover Freelander, a small off-roader that was also produced at Halewood, was not well received by Jaguar purists. Notably, the Volkswagen Passat shared its platform with its compact executive class rival, the B5 Audi A4. The X-TYPE's limited powertrain choices affected its initial press reception. Initially, the X-TYPE was only available with six-cylinder petrol engines, coupled to an all-wheel drive system, resulting in poor fuel economy, while its key German rivals, the BMW 3 Series, Audi A4, and Mercedes C-Class were sold predominantly in twowheel drive form, with four-cylinder petrol or diesel engines, a critical offering in the economy conscious European market. A four-cylinder diesel option (only available with front wheel drive) was not offered in the X-TYPE until two years after its launch.
Jeremy Clarkson, then of BBC's Top Gear, lauded the X-TYPE, especially the 4x4 and sport versions. In two episodes, he demonstrated its capabilities in the snow, declaring that it "laughs in the face of the weatherman, the police and the AA, with their advice to stay at home".
With regards to the sharing of the Ford Mondeo platform, Clarkson states that this should not put you off, stating that "genetically you are 98% identical to a halibut, but it's the 2% that makes the difference".
Other car magazine and website reviews were largely positive for the X-TYPE, especially during its introduction. The X-TYPE used only 19% of Ford Mondeo's components, while a variety of Ford platforms, engines and components were being used by all models of the Ford Motor Company's luxury brands in that period, namely Aston Martin, Jaguar and Lincoln. In January 2008, Jaguar director of design Ian Callum said that the X-TYPE "was essentially designed in Detroit and presented as close as a fait accompli to reluctant designers and engineers at Jaguar's Whitley design centre."
Noted automotive designer Robert Cumberford called the X-TYPE's styling "an unimaginable pastiche of many past Jaguars" in the June 2001 issue of Car and Driver magazine. Overall, due to poor sales, Jaguar lost €4 690 per vehicle produced.
Edited from Wikipedia
So, what else did the cognoscenti make of the X-TYPE? Here is a report from South Africa’s own CAR magazine:
Jaguar X-TYPE 2.0 AT
The X-TYPE is recognisably Jaguar. In fact, it simply looks like a scaled down version of the range-topping XJ saloons. Elegant, certainly, with its flutes and chrome inlays. But also, old fashioned. And that’s probably one of the reasons for its lack of success. It’s the kind of style that will appeal to old XJ owners scaling down, rather than bringing new buyers into the Jaguar loop.
Under it all, it’s on a shortened Mondeo platform. Not a bad thing, that, as the current Ford range-topper is an exceedingly good car, and it does bring Jaguar economies of scale that we would have imagined could have been passed on to customers. Front suspension is by MacPherson struts from the Ford parts bin, with the multi-link system from the Mondeo wagon pressed into service at the rear. Brakes are discs all round (ventilated units in front), with ABS and EBD. Stability control is optional, but a traction control system is standard. Wheels are 17-inch alloy units, shod with 45-series Pirelli P Zeros.
The alloy-block east-west-mounted motor, a member of Jaguar’s own AJ-V6 family, displaces 2 099 cm3. In true Jag style, it has two overhead camshafts per bank, operating four valves per cylinder, and makes its peak power high up the rev range. Maximum outputs are 117 kW at 6 800 r/min and 200 N/m at 4 100, the latter figure rather low/high-rev when compared with similar-capacity offerings from opposition marques. The V6 drives the front wheels through a five-speed gearbox, an automatic in the case of our test car. Front-drive is hardly a Jaguar configuration: in fact, the X-TYPE is the first cat to stoop to such a layout – but, no doubt drawing on Ford’s expertise, the possible pitfalls – excessive understeer, torque steer – have been avoided. The self-shifter is a Jatco unit with a high fifth ratio and a low-inertia slip-controlled lock-up torque converter. Shift patterns are electronically modified according to driving situations, and the system is controlled by Jaguar’s familiar J-gate shifter.
The interior is typically Jaguar – wood, leather and a clubby ambience. But, as with the 3,0 SE we tested previously, we felt there was nothing
special about the quality of the fittings. It’s obvious that this is a “budget” rendition of larger Jags. That said, the leather-upholstered front chairs are superbly comfortable and supportive, and offer a good range of electrically-controlled adjustment. Overall, the X-TYPE 2,0 is wellequipped. Standard features include auto air-conditioning with pollen and odour filters, electric windows on all four doors (all with one-touch operation), electrically-adjusted exterior mirrors, a sliding front centre armrest, a rear centre armrest, sapele veneer on the facia, a leatherrimmed steering wheel, an Alpine sound system with six speakers, AM/ FM radio, front-loader CD player with steering-mounted controls, a trip computer with message centre, and a remote two-stage central locking and alarm system. There are front and side airbags for driver and front passenger, as well as curtain side airbags front and rear. The airbags are occupant-sensing units. Leg and headroom are limited at the rear, but even some larger Jags can be criticised on this score. And, in standard form, the rear seatback does not fold to increase the luggage space –this is a true-blue traditional saloon.
The small V6 fires up at the first twist of the Chubb key, idling unobtrusively. Wafting through the traffic, the little Jag is refined, understated, in the way an XJ would be. The controls are nicely placed – though some testers found the J-gate clumsy by modern standards, and questioned the lack of a readout on the dash indicating
the gear engaged. Steering-mounted shifters could also add to driver involvement. There’s also no left-foot rest, an omission one left-foot braker saw as a serious problem. Ride is absorbent and well-controlled, something Jaguar (and the Mondeo!) do well. Grip levels are good, too, and handling is benign, with a touch of understeer at the limit easily countered by a throttle-lift. But the steering is a bit numb, distancing the driver from the on-road action.
The test car, delivered with just 1 650 km on the odometer, had a serious lack of low-down torque, and was hampered at the top end by a limiter that cut in at the 6 800 r/min power peak, some 200 r/min short of the full red zone. And, despite the far-from-slick J-gate, we achieved the best acceleration results shifting manually, the auto changes being particularly leisurely. Our X-TYPE reached 100 km/h in a pedestrian 12,69 seconds, completed the kilometre in 34,07 seconds, and topped out at 198 km/h, 7 km/h shy of the manufacturer’s claimed figure. Stopping power was impressive, with a recorded average of 2,91 seconds for our usual 100-to-0 emergency braking test. Overall fuel thirst, according to the CAR fuel index, works out at 10,72 litres/100 km, which equates to a range of 569 km on the 61-litre tank in fairly hard driving.
CAR magazine / December 12, 2008 NB: Images not the car tested. Ed.
SS Jaguars 1935
JLR’S WEBSITE CURRENTLY SUGGESTS THAT THE JAGUAR MARQUE DATES BACK 90 YEARS TO 1935. OUR REGULAR READERS WILL, OF COURSE, KNOW BETTER. HOWEVER, IN 1935, THE YEAR THE NAME JAGUAR WAS ADOPTED, THERE WAS A VARIETY OF SS JAGUAR MODELS. THE SS JAGUAR SALOONS WERE JUST TAKING OVER FROM THE SS 1 AND SS 2. THEIR FIRST SPORTS CAR , THE SS 90, WAS TENTATIVELY INTRODUCED THAT YEAR AS WELL. OUR CENTERFOLD FEATURES A SELECTION FOR YOUR PERUSAL.
Jaguar XJ-S at 50
YOU WILL NOTICE THAT THE JCNR IS GOING ALL-OUT TO CELEBRATE THE 50TH ANNIVERSARY OF THE XJ-S IN 2025. EVENTS AND REGALIA, ARTICLES AND PRESENTATIONS. IT HAS, OF COURSE, NOTHING TO DO WITH OUR CHAIRMAN OWNING A SPLENDID EXAMPLE OF THE XJ-SC.
Classic and Sports Car in the UK featuring a fine article on the XJ-S recently – of which an edited version follows. The Jaguar had a major facelift in 1991, which will be covered in a Car and Driver review in our next issue.
The Jaguar XJ-S was about as emblematic of the decade into which it was launched 50 years ago as any new car has had a right to be. The near300bhp, V12-powered 2+2 GT was an automotive rite of passage into a ’70s jet-set lifestyle that spoke of high-speed blasts across continents, valet parking at Riviera hotels and limitless five-star refills guaranteed by gold credit cards. Even its sales brochure conjured the potential of an impossibly glamorous existence, littered as it was with French-registered marketing cars and beautiful models shot against dreamy Mediterranean sunsets. It all created the image of a new car that, Jaguar would have you believe, was your passport to a life less ordinary.
The Jaguar XJ-S V12 (right), XJ-SC HE (middle) and XJS 4.0 Convertible represent the model’s 21-year production run
Fortunately, Browns Lane already had a world-class basis for its new GT, with Project XJ27 drawing heavily from the underpinnings of the recently launched and much-admired Jaguar XJ6 saloon. So, while it was no surprise that Sayer’s design was wider-bodied and wider-tracked than the E-Type, the inclusion of what would become the model’s trademark cue – its distinctive rear buttresses – raised eyebrows from the start. Driven by function, not form, Sayer determined that the design was essential to manage the airflow over the car’s rear-three-quarter section effectively – a vital goal if the new Jaguar was to remain stable at speeds exceeding 150mph. Tragically, though, Sayer would never see the XJ-S through to production after his untimely death in 1970.
Thoughts of a E-Type replacement had first taken shape in 1966, when Jaguar’s perennial design genius, Malcolm Sayer, started work on a variety of proposals, with the first submitted in 1968 for a front-engined, rear-wheel-drive, fixed-head 2+2 coupé. The decision to move away from an open-top successor to the E-Type had been partially driven by murmurings in America that convertibles might be banned in the wake of new Federal safety regulations (although that never materialised). But there was also a growing appetite for fast, luxurious GTs, with Aston Martin, Ferrari and Mercedes-Benz all working on new models that would ultimately beat the Jaguar XJ-S to market.
‘The Jaguar XJ-S shape has grown into the 21st century surprisingly well: the long bonnet and sweeping buttresses still look rakish’
From XJ-S V12 (left) to straight-six XJS Convertible, this is the story of Jaguar’s aspirational GT, via five examples
With the final design still unresolved, an in-house styling team, headed by Doug Thorpe, picked up the reins. The change of leadership brought a raft of significant revisions to Sayer’s original proposal, including a shallower grille framed by single rather than twin headlights; more prominent tail-lights; and larger quarter-vents at the rear, finished in black in an effort to de-emphasise the prominent buttresses (which Thorpe apparently disliked). It certainly compromised Sayer’s original proposed look, but at least retained the essence of his design.
Black inserts softened the Jaguar XJ-S V12 coupé’s thick buttresses
What was not compromised, however, was the choice of the new model’s powertrain. The genesis of Jaguar’s first V12 went back to the 1950s, with a quad-overhead-cam unit designed by Claude Baily powering the shelved XJ13 of the following decade. A revised cylinderhead design with single overhead cams for each bank, by Walter Hassan and Harry Mundy, along with an increase in capacity to 5 343cc, made the now all-aluminium engine ready for production, first appearing in the 1971 Series 3 E-type, and then in the XJ12 the following year. As fitted to the Jaguar XJ-S, it gained Lucas-Bosch fuel injection and produced 285bhp at 5 800rpm. Drive was sent to the rear wheels through either a three-speed Borg-Warner automatic or a manual four-speed gearbox, each via a Salisbury Powr-Lok limited-slip differential.
Michael Quinn owns the very smart and original Squadron Blue 1977 Series 1 coupé featured here, and it has covered little more than 34 000 miles from new. The XJ-S is closer to Michael’s heart than most, because it was his grandfather – and Jaguar founder – Sir William Lyons who remained a consultant throughout the car’s development, even after he retired in 1972. “I remember him coming over for lunch one weekend in the ‘new Jaguar’, several months before its launch,” Michael recalls. He had some pride in it, but moaned about the US-legislation bumpers they’d been forced to fit. He would have had chrome bumpers.”
After the Jaguar XJ-S launch at the Frankfurt show in September 1975, Autocar put the new model’s polarising looks into perspective: ‘Opinions may differ over how good-looking the XJ-S body is. [But] of its effectiveness as a means of carrying two people, plus two smaller people behind, in safety at speed, and insulating them from bumps and noise, there is no doubt.’
Half a century on, that’s largely borne out.
Save the rather ugly bumpers (Sir William was right), the shape has, if anything, grown into the 21st century surprisingly well: the long bonnet and overhangs, sweeping buttresses and half-moon rear window still look rakish and daring.
The cabin, though, appears less so. A rather unsporting, thin-rimmed steering wheel faces you, behind which is a square binnacle containing two main clocks, novel ‘rotating drum’ secondary dials, and – count them – 19 warning lights. A right-hand indicator stalk was unique to this earlyseries model, as was the preponderance of rather scratchy black vinyl trim that was thankfully upgraded to leather in later cars.
The Jaguar XJ-S Series 1 coupé’s V12 engine is refined and fairly reliable
Kent alloys on this Squadron Blue Jaguar XJ-S Series 1 coupé
Out on the road, this auto Jaguar XJ-S (the manual option was deleted in 1979, after 352 cars were produced) feels fleet and sure-footed. With the long bonnet stretching exuberantly before you, it wafts along at pace, dismissing languidly any road imperfections yet staying generally composed. The steering remains light at speed – perhaps too light – but is actually relatively high-geared and pleasingly communicative. Grip from this car’s period-correct 205/70 15in Michelin XWXs is strong on dry surfaces: some body roll and pitch is evident when pushed, but it is well contained.
Overall cabin refinement is excellent, as you’d expect, with only some wind noise at higher velocities and the not unpleasant timbre of the V12 when extended. That motor is peachy in its delivery, too, and still makes for lively acceleration (Jaguar quoted 7.5 secs for the 0-60mph sprint, with Autocar reducing this to 6.9 secs for its manual test car), although it needs to be worked enthusiastically for the best results. Braking performance – a common thread among all of the cars here – is strong and progressive.
While it cost a highly competitive £8 900 at launch, even Jaguar XJ-S buyers who fell for its showroom charms were less taken by its build quality. Chris Sturgess, chairman of Leicester-based Sturgess Motor
Group, which sold the model from new, recalls that electrical issues and variable paintwork finishes often blighted his customers’ ownership experiences. “Body panel fit was never great, either,” he laments. “And while the V12 was generally trouble-free, fuel leaks from the injection system were not unheard of.” There was also the spectre of the V12’s conspicuous fuel consumption, which only hovered around the midteens and was made worse by the recalcitrant and weighty Borg-Warner transmission.
By the end of the 1970s, these woes had conspired to hit XJ-S sales badly, not helped by persistent strike action across all of British Leyland’s brands. Newly appointed BL chief Michael Edwardes placed John Egan in charge of Jaguar and tasked him with restoring product quality, the result of which was a near transformation of the XJ-S. The Borg-Warner ’box was replaced by a lighter, all-aluminium General Motors Turbo-Hydramatic 400 auto in 1977, followed by improvements to the fuel-injection system. The icing on the cake, though, came with the introduction of the HE (for High Efficiency) model in 1981.
Using new, Michael May-designed high-swirl cylinder heads, which offered a boosted compression ratio (up to 12:1) while running a relatively lean mixture, the V12’s fuel consumption was reduced by 12%. In addition, the HE gained all-leather trim and niceties such as burr-elm
The Jaguar XJ-S V12’s cabin fell short of the exterior’s promise
The Jaguar XJ-S V12 rolls when pushed
The Jaguar XJ-SC HE is less supple than the coupé
The Jaguar XJ-SC HE’s 12-cylinder unit makes 296bhp
inserts around its cabin, along with wider wheels and revised suspension. Power rose to 296bhp and torque from 294lb ft to 318lb ft, with a commensurate fillip to performance. The sales result was immediate: in 1982, Jaguar XJ-S production doubled to meet customer demand.
The car’s renewed popularity begat a spate of new body and powertrain variants. This selection encompasses three new body designs and an additional four engine specifications. First to join the range was the Jaguar XJ-SC (‘C’ for Cabriolet), which, along with the revised coupé, was first to adopt the HE V12, as well a new, 3.6-litre straight-six. The SC was in effect a factory conversion: it retained the coupé’s profile, with fixed cant rails and rear quarter-windows, but removed the buttresses and +2 rear seats to liberate space for a fabric roof to fold down from behind a central T-top. Two removable roof panels above the front seats could be stored in the boot to create a near-open cabin.
The HE (for High Efficiency) Jaguar XJ-S was fitted with wider ‘Starfish’ alloy wheels with 215-section rubber.
To drive, the Jaguar XJ-S Cabriolet loses some of the coupé’s ride suppleness, perhaps due to toughened suspension to compensate for its 200lb-plus of extra weight. But otherwise, it’s notable for the HE engine’s improved mid-range urge and a feeling of effortlessness – although when extended, the coupé still feels like the quicker car.
All of which brings us to our final variant, the Convertible. Launched in 1988 to replace the SC, the new model had a fully folding electric roof and retained vestigial rear seats. But after just three years, as part of a substantial investment in the range by new owner Ford, the Convertible and coupé received a major overhaul (and lost the hyphen in their names), to make them match-fit for their final stint in the market. The V12’s capacity was increased to 6 litres, while a new AJ16 4-litre straightsix replaced the 3.6-litre AJ6.
This highly original, 74 000-mile example is thought to be one of 2 200 XJ-SCs that survive worldwide from a total six-year production of around 5 000 cars. Inside, while the basic cabin architecture is unchanged, save tweaks to instrument fonts and a cleaner (though no less uninspiring) steering-wheel design, it’s altogether more luxurious, with swathes of leather and wood lifting the tone.
Just as significant was a masterful redesign by the late Geoff Lawson: some of the original car’s rougher edges were smoothed over (buttresses and bumpers, most noticeably) to yield a pleasingly fresh take on Sayer’s original design. More on “facelift” model in our next edition. There is no doubt that the XJ-S had already come of age by the mid-’80s, but it was also good to know that, after 21 years in the market, the XJS into which it morphed was still capable of fulfilling the fantasy lifestyle portrayed in those original sales brochures.
Simon Hucknall / Classic & Sports Car
The Jaguar XJ-SC HE’s roof panels stow in the boot
The drop-top model replaced the Jaguar XJ-S coupé’s buttresses with a fabric hood
The Jaguar XJS 4.0 Convertible is very refined
An Update on our Topsy Foundation Fundraising
Ayn and I visited the Topsy Foundation on 21st January to ceremonially hand over the funds that JCNR has raised in 2024 –albeit that the money had been paid over earlier in the month. This was my first visit to the Topsy operation which is based in old mine offices located in the “shadows” of the Grootvlei power station cooling towers. The premises were well maintained and clean and the staff all had a smile and made us feel very welcome.
I got to understand better what Topsy does for the local community and saw that they not only provide educational & developmental support for local children but are also a beacon of light for the community across many other aspects such as assisting with sorting out unregistered births, provision of basic medicines and limited cancer screening for women. The children also undergo regular vision and hearing tests.
The children go to numerous schools within the local community and attend Topsy on a rotational basis to gain access to better facilities and a higher standard of learning than the local schools can offer. This involves closer attention to basic reading and writing skills, language development, feeding and transport and these are the daily costs that your money will be used for.
Between the Club donation, raffle monies and some individual donations, we were able to raise R50 000 which will go some way in keeping these facilities open, albeit that several other corporate sponsors have unfortunately not been able to maintain their level of support and money remains tight.
The Club committee has endorsed the proposal to continue our support of Topsy in 2025 and I would encourage anybody that has the means to support their good work, to visit their website: https://www.topsy.org. za/ and make any financial contribution they can. Further information can also be found on their Instagram page topsyfoundation or Facebook: https://www.facebook.com/share/12EL99g2cYC/?mibextid=wwXIfr
On behalf of Topsy and the community they support –thank you for your generous donations which are making a difference in the lives of others.
Bob Brown
Lister Le Mans XJ-S (x 2)
Lister is one of the most renowned names in sports car racing history and the Lister-Jaguar, designed by Brian Lister, swept almost all before it during its first full racing season in 1957. The relationship between Lister and Jaguar goes back almost 50 years. Synonymous with racing and legendary names like Stirling Moss who scored victories behind the wheel of Lister-Jaguars, often demolishing Aston Martins in the process, the Lister Moniker became a household name around the world.
Lister Le Mans XJ-S Coupe - the first of the Lister modified XJ-Ss to be featured.
From the early 1980’s the name has also graced some of the world's fastest road cars and in 1989, with the culmination of six years of development work, the Lister Le Mans arrived on the supercar scene. Christened 'Le Mans' to celebrate Jaguar's success there in the late 80's, the Lister totally transformed its Jaguar XJS base into a mega powerful 200mph supercar. The bored out seven litre Jaguar engine produced a mighty 503 bhp ensuring effortless acceleration in any gear.
The basic XJ-S body was extensively modified with large alloy wheels, restyled rear buttresses and a plethora of ground hugging skirts, spoilers and superb Lister Recaro leather interior. For those who felt the standard V12 Jaguar engine a bit insipid, Lister added a comprehensive tuning package. The fuel injection was modified with four additional injectors and throttle bodies. The engine management system was tweaked, the heads gas flowed with larger valves fitted and to take the power the
crankshaft was nitrided; whilst Cosworth conrods carried special forged pistons. New bearings and a modified oil system were also deemed necessary in order to reliably deliver the 503 bhp that it could now produce. Clearly the suspension and braking were going to need some attention; and this they duly received. The Lister-Jaguar capable of a 0-100km/h sprint time of just 4.5 seconds, better – at the time - than the Ferrari Testarossa and the Lamborghini Countach.
Interestingly, there was one for sale in South Africa recently. Sports & GT Classics were asking R900 000 for this example.
They noted: “Originally delivered by Lister in July 1991 in the UK. The car left the Uk in 2010 and was officially registered in Hong Kong in 2012, now showing "2 Hands" on Hong Kong VRD. It has Lister maintenance records, a UK MOT record from 1991 to 2003. Sold by Classic Insider back in 2020, this Lister Le Man has undergone a complete "no rock unturned" restoration from 2021 to 2022 costing R600K. The car has undergone a full bare-metal respray by one of the finest restoration houses in South Africa and presents in excellent condition.”
It is a 1985 Lister XJ-S HE Cabriolet with a 7.0 litre V12 with over 550 HP. It was thoroughly restored and upgraded in 2012. This example started out life as a typical Jaguar XJ-S V12 and found its way into the hands of Lister in 1987. A comprehensive suite of upgrades were then made to the car, transforming it into the beast we are featuring.
Lister XJ-SC - this is the other Lister modified XJ-Ss to be featured.
In the first round of upgrades, Lister installed its unique bodywork, suspension upgrades, a big bore exhaust system, three-piece modular wheels, a unique steering wheel, and painted on some coachlines. Later that same year, the XJ-S was fitted with a Getrag five-speed manual transmission while in 1989, a brand new 7.0-litre V12 was fitted. This massive engine pumped out 496 hp and 691 Nm of torque back in the day.
The car was purchased by the last owner back in 2012 and during their ownership, it underwent a chassis restoration and mechanical overhaul. The works saw the body completely removed before anticorrosion protection was applied to the chassis. (Not sure about that. Interesting exercise with unitary construction. Ed.) A new ECU was also fitted alongside a new exhaust that increased grunt by a further 60 hp. The gearbox was also rebuilt with an upgraded clutch to handle the additional power while the suspension, brakes, steering, and cooling system were also overhauled. The restoration cost over £103 000.
Found in the cabin of the Lister is two-tone grey leather and matching carpets. Walnut veneer accents have also been restored and the car has been driven less than 3 200 km since the restoration was completed in 2014. A British dealer by the name of Nicholas Mee & Company was selling the car. In 2022 for £125 000.
Brad Anderson
Ed / the Web
FORMULA E UPDATE
Dateline
Jeddah – February 14th 2025
Formula E: DS PENSKE's Maximilian Guenther measured the inaugural 2025 Jeddah E-Prix Round 3 to the millimetre - on debut for Pit Boostmaking the jump for the win at the final turn as he headed home Nissan's Oliver Rowland and NEOM McLaren's Taylor Barnard. The German sealed pole ahead of Round 3, his first since Jakarta 2024, and as the field flew away into the unknown - with Formula E's first ever energy-boosting pit stops, in Pit Boost, making their debut here in Jeddah - Guenther led early on from Rowland, Barnard and Mahindra Racing's Nyck de Vries.
With just the final chicane to hold on, Rowland looked to have things sewn up but a dive left from Guenther, as the Nissan tried to hold onto what little energy he had left, was enough to see the DS through and firing to the line and the chequered flag.
JTCSR: Jaguar TCS Racing finished Round 3 outside of the top 10, with Nick Cassidy finishing just outside of the points in eleventh, while Mitch Evans had contact on the opening lap, resulting in damage which ruled him out of contention.
Mitch qualified in P5, making it through to the Duels but lost out to McLaren's Taylor Barnard in the Quarter- Finals stage by just 0.014s. Nick narrowly missed out on the Duels by just over a tenth of a second, ensuring he started the night race in P9. In an incident-packed first lap along the 3km Jeddah Corniche Circuit, Mitch was involved in contact with Porsche’s Pascal Wehrlein and the Mahindra of Nyck de Vries, causing damage to his front wing. After trying to continue, the Jaguar
TCS Racing #9 was forced to pit for repairs which resulted in Mitch dropping a lap down and receiving a five -second time penalty for the contact. Rather than retire the car Mitch and the team used the remainder of the race to learn as much as possible for the next round.
Meanwhile, Nick Cassidy and the team also had a challenging race. In the initial phases Nick and his Jaguar I -TYPE 7 looked strong, but quickly faced technical difficulties which significantly affected his performance. Managing the issue Nick and team did their best to minimize the loss of positions and in the end just missed out on championship points, finishing P11 at the end of what was a difficult race.
Formula E / Jaguar TCS Racing
Dateline:
Jeddah – February 15th 2025
FE: Oliver Rowland (Nissan) made it count in the Jeddah E-Prix Round 4 having missed out at the last in Round 3, making the victory look comfortable in the end as polesitter Taylor Barnard (NEOM McLaren) fought off a late attack from Maserati MSG Racing's Jake Hughes. Formula E's youngest ever polesitter Barnard set the tone and led from the front early on but Rowland headed the way through the first round of two mandatory 50kW, four-wheel drive Attack Mode activations as well as the second. The Yorkshireman's masterclass saw him able to draw a cushion on those behind using Attack, all while managing to hold onto more energy than those around him for a second win of 2024/25.
Barnard led in a couple of spells and was right in the mix for the win, but late pressure from compatriot Hughes meant the McLaren driver's attentions would have to turn to holding on to what he had. He did just that amid severe pressure from Hughes as Barnard defended aggressively and successfully through Turns 1 and 2 on the final lap to come home second. Hughes won't be displeased with a maiden podium for his new team, though.
JTCSR: An excellent recovery drive from Jaguar TCS Racing and Nick Cassidy saw the Kiwi claim his first points of the 2024/25 ABB FIA Formula E season, climbing 12 places to finish fifth, under the lights in Jeddah. Teammate Mitch Evans had also made significant progress, running in eighth with energy to spare and with a final Attack Mode to take, he and the team were eyeing the top six and a possible podium finish. Unfortunately, a hardware issue with his brake by wire system, a common component in Formula E, ended his race and meant a frustrating end to what was a promising E- Prix.
Formula E / Jaguar TCS Racing
Dateline Miami – April 12th 2025.
Formula E notes: Porsche's Pascal Wehrlein sealed victory on Formula E's return to the Sunshine State in the 2025 Miami E-Prix. The reigning champion, his teammate Antonio Felix da Costa crossed the line second, but finished a net third, as time ran out for most of the pack to make use of their final, mandatory Attack Mode before the chequered flag was flown - due to a late-race Red Flag. Hence, Lucas di Grassi wound up a net second, to score Lola Yamaha ABT's first podium.
Jaguar TCS Racing: They, sadly, finish the Miami EPrix outside of the points, after a difficult race that saw Nick Cassidy finish in P15 and Mitch Evans in P16. Nick and Mitch lined up in P13 and P14 respectively. On lap 16, Nick activated fourminutes of Attack Mode – switching his Jaguar ITYPE 7 from 300kW to 350kW and allwheel drive – and had begun moving up through the field when a safety car was deployed. This cost Nick the use of his remaining 1 minute and 30 seconds of Attack Mode advantage, severely compromising his race.
Later, during Lap 20, Mitch was caught up an incident between Maximilian Günther of DS Penske and Jake Hughes of Maserati. With these two cars stopped in front of him, Mitch had nowhere to go, the contact effectively ending his race. This incident instigated another safety car, followed by a red flag. The race restarted at 15:00 local time with Nick in P8, but with only four laps remaining. Despite crossing the line in 8th place, Nick unfortunately received a fivesecond time penalty for exceeding track limits, confirming his final result at P15. Mitch, who was able to restart but from the back of the grid, finished P16.
Formula E / Jaguar TCS Racing
Stop Press: Formula E in Monaco
Dateline Monaco – May 3rd 2025
Says Formula E: Nissan's Oliver Rowland picked his way through a frenetic closing third of the 2025 Monaco E-Prix Round 6 to drive to a comfortable win over Mahindra Racing's Nyck de Vries and Andretti's Jake Dennis. Rowland had slipped to fourth having taken his final ATTACK last of the front-runners. He was able to use this to his advantage to slice by the Andrettis and de Vries on Lap 27 through Sector 1 and in the tunnel, respectively. Those moves proved decisive as Rowland strode to a two second advantage come the chequered flag.
JTCSR: Round 6 of the 2024/25 Championship saw the return of mandatory Pit Boost mid-race charging. An aggressive strategy from Nick Cassidy in the opening stages saw Jaguar #37 climb into the podium positions after starting from P19 on the grid. After taking his first Attack Mode early in the race and his Pit Boost charge before anyone else, Cassidy – who recorded the fastest lap of the race – was on course for a strong haul of points. However, a full course safety car immediately after negated his advantage. This was compounded by an energy setting error leading Nick to believe there were fewer laps left than there were.
After running in the top - eight during the opening laps, and with two Attack Modes still to deploy, what appears to be an issue with his Rechargable Energy Storage System halted Mitch Evans’ attempts for another strong result in Monaco. After stopping to reset his car Mitch dropped to last place, and was eventually able to continue. However, the lengthy setback ensured that Jaguar #9 was too far back to make significant progress.
Dateline Monaco – May 4th 2025
FE notes: Envision Racing's Sebastien Buemi, piloting a Jaguar I-TYPE 7, strode to a comfortable win in Round 7 having started eighth on the grid in the Principality for his third win on the Riviera as he led home Nissan's Oliver Rowland and Jaguar TCS Racing's Nick Cassidy. The Swiss stamped his authority on the final third of this race - having clambered his way through the pack in super slippery wet conditions, from eighth at lights out.
JTCSR Comments: After a very strong showing in the morning’s Free Practice session with Mitch fastest and Nick sixth, a treacherous wet qualifying session without time to fully switch to a wet set- up saw both drivers eliminated in the group stages. As a number of teams used their Attack Modes very early in the 30 -lap race, Cassidy and the team were patient, taking their first two -minute Attack on lap nine, and their second six-minute Attack on lap 21. This patience paid off as Nick fought through the field and finished the race strongly in his #37 Jaguar, holding off Porsche’s António Félix da Costa in the closing stages to seal a top -three finish. Mitch Evans made good progress in the early stages, climbing four positions with both Attack Mode deployments still to use. However, opting for an alternative strategy by pitting under the Safety Car period for tyres set to pressures suited to the dry did not pay off, with him finishing outside the points.
Specialising in rebuilding classic JAGUARS and other British cars. British Sports Cars have moved to 58 road no.4, Brentwood Park, Benoni and we are now working on modern Jaguars as well.
Our contact details for new owner Piet Bateman are: Workshop: 011 421 0531 Cell: 079 873 4029
Email: piet.bateman@gmail.com
How to Care for Your Jaguar: Maintenance, Repair, and Service Advice
JAGUARS, WITH THEIR SLEEK DESIGN AND UNMATCHED PERFORMANCE, ARE SYNONYMOUS WITH LUXURY AND CLASS. AT THE HEART OF THIS VEHICLE’S ALLURE IS ITS POWERHOUSE: THE JAGUAR ENGINE.
This meticulously crafted machine propels the car, giving it that distinctive purr and roar that turns heads and ignites passions. Every Jaguar owner knows the exhilarating sensation of being behind the wheel, feeling the power and precision with which, the car moves. But, as with all marvels of engineering, this fine beast requires the utmost care and attention to maintain its glory.
The thrill of cruising down the highway, the envious glances from pedestrians, and the pride of ownership are just a few of the perks of having a Jaguar in your possession. Yet, this luxury comes with its set of responsibilities. Proper maintenance is paramount to ensure that the vehicle remains in pristine condition, delivers optimal performance, and provides unmatched safety.
This comprehensive guide will not only delve deep into the nuances of maintaining your Jaguar but will also offer insights into its regular and preventative maintenance, common repair challenges, and best places to get it serviced. Equipped with this knowledge, every Jaguar owner can ensure their prized possession runs smoothly for years, embodying the spirit of luxury and power.
Regularly Schedule Oil Changes
For any vehicle, and especially for a car with a Jaguar engine, regular oil changes are fundamental. The oil is the lifeblood of your vehicle, ensuring that everything runs smoothly. For a Jaguar, depending on the specific model and year, it’s recommended to change the oil according
to your servicing schedule. This keeps your engine in top shape and extends its lifespan. Synthetic oil is typically recommended for modern Jaguars, given its superior protection against wear, better performance in extreme temperatures, and longer intervals between changes. Always refer to your owner’s manual for specific oil type recommendations. Classic models – check your handbook. Ed.
Pay Attention to the Brakes
The brakes are as important as the Jaguar engine itself when it comes to safety. High-performance cars require high-performance brakes. Listen for any unusual noises, like squeaking or grinding. If you notice any, it’s time for a checkup. The lifespan of brake pads varies, but as a rule of thumb, it’s good to have them checked at least once a year or every 15 000 km. Regular inspections ensure safety and prevent costly rotor replacements down the line.
Tyre Maintenance
Your Jaguar’s tyres are the only contact it has with the road, making their condition critical. Regularly inspect them for any signs of wear, cracks, or damage. Ensure they are inflated to the recommended PSI, as indicated in your owner’s manual. Rotating the tires every 10 000 km will promote even tire wear, giving you better handling, improved gas mileage, and a longer tire lifespan. Back to front – not side to side. Ed. Alignment checks are also essential to ensure your Jaguar drives straight and smooth.
Keep It Clean
Yes, a shiny Jaguar is a beautiful Jaguar. But beyond aesthetics, cleaning your car both inside and out can prevent wear and potential damage. Dirt and grit can act as abrasives, wearing down surfaces and potentially leading to rust. Waxing your Jaguar not only keeps it gleaming but also offers a protective layer against the elements. Clean the interiors too, treating leather seats with care products to ensure they remain pristine.
Monitor Fluid Levels
Your Jaguar engine requires various fluids to function at its best. These include coolant, brake fluid, transmission fluid, and power steering fluid. Periodically check these levels, and top off or replace them as necessary. When checking the fluids, be on the lookout for any leaks or irregularities. Early detection can save you from hefty repair bills in the future.
Replace Air Filters
Both your engine and cabin air filters need regular replacements. A clogged engine air filter can impact the performance of your Jaguar engine, while a dirty cabin filter affects the air quality inside your car. Generally, it’s advisable to replace these filters according to your service manual. However, if you drive in dusty conditions, more frequent replacements might be needed.
Battery Maintenance: The Spark of Life
A dead battery can be quite the dampener. Regularly check your battery’s health, ensuring terminals are clean and corrosion-free. If your Jaguar remains stationary for extended periods, consider using a battery tender to keep it charged and ready to roar. If the battery is over three years old, consider having its performance tested to ensure it’s still holding a charge effectively.
Genuine Parts: Authenticity Above All
Your Jaguar deserves nothing but the best. Always opt for genuine parts for replacements. While they might be pricier, they guarantee compatibility and performance. Counterfeit or sub-standard parts can lead to reduced performance, compromise safety, and void warranties.
Scheduled Service: The Routine Checkup
Every car has its service schedule, and Jaguars are no exception. Adhere to the recommended service intervals as per in your car’s manual. This includes comprehensive checks, fluid replacements, and other necessary tweaks. Regular service not only extends your car’s lifespan but also ensures peak performance, making every drive an event to remember.
Your Jaguar is more than a mere mode of transport. It’s a sign of luxury, power, and elegance. By following these maintenance, repair, and service tips, you’re not just looking after a vehicle – you’re preserving a legacy. Happy driving!
Apex Engines
NB: This is fairly basic information for our wiser members, but may be a useful primer to some. Ed.
JAGUAR CLUB Contacts in South Africa
NORTHERN REGIONS Name Cell E-mail
Chairman Bob Brown 082 452 9308 bobbrown9989@gmail.com
Vice-Chairman Paul Olivier 082 578 5961 olivierp@jgafrika.com
This magazine, together with our website –www.jagclub.co.za – comprise the official voice of the Jaguar Club: Northern Regions.
Disclaimers
The views expressed herein, unless specifically originating from the committee as a whole, do not necessarily reflect those of the Club. The printing of any advertisements does not necessarily imply approval or recommendations by the Club, and no responsibility can be accepted for the quality of service supplied from our advertisers.
Advertising
If you wish to advertise in the Jaguar Magazine or need any information about rates or circulation, please contact the Editor.
Contributions
We welcome all contributions of any kind whether news, views or general information from both members and non-members. Wherever possible, please send any photographs or illustrations with your contribution by email to the Editor – brian@quaestior.com.
Contact us: Web: www.jagclub.co.za; Facebook: https://www.facebook.com/Jaguar-Club-NorthernRegions-JCNR-1628968814008477/; email: info@jagclub. co.za; snail mail: P O Box 68305, Bryanston 2021.
The Jaguar Club Northern Regions is an independent organisation of enthusiasts who own Jaguar vehicles ranging from the classics of the early Thirties to the modern Jaguars of the current day. The club originated in 1977 from informal gatherings of a small band of dedicated Jaguar owners in the Johannesburg area to an organisation now comprising many hundreds of individuals from all over Southern Africa. Our purpose is to further your enjoyment of all Jaguar and Daimler automobiles both by driving them and sharing information in our website, on Facebook and in this magazine.
