Page 1



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Uncovering the most influential key mode in Jaguar’s history ls



X100 XK8



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How to change the XK8’s fuel pump


-mileage E-type XJ8 vs Audi A8 Losw incredible Series 1 has covered

Two lightweight V8 saloons – which would you choose?

Thi just 13,500 miles from new



Exploring Jaguar’s latest range of 2.0 engines

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FIRST WORD Kelsey Media, Cudham Tithe Barn, Berrys Hill Cudham, Kent TN16 3AG


Editor: Paul Walton Sub editor: Laura Jones Executive editor: Jim Patten Technical editor: Ray Ingman Technical writer: Rob Hawkins Motorsport correspondent: Terry Dye Senior contributors: Richard Aucock, Richard Bremner, Craig Cheetham, Paul Skilleter, Paul Wager Photography: Michael Bailie, Stuart Collins, Chris Frosin, Chris Gage, Nick Gage, Roger Gage, Simon Hipperson


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Kelsey Media 2018 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties.

Ten, 20, 30 of the best “I suggest that it ought to be the top 15…” said Paul Skilleter when we were discussing the top ten Jaguars supplement in this issue. “No, make that 25… 30…” I think if Paul had had his way, this issue would be over several parts and I wouldn’t see my wife and kids until the winter. But, I understand where he’s coming from. Every model in the company’s long history is important for one or more reasons and so choosing a mere ten is like deciding which is my favourite child (although, it may be that that decision is not so tough; it’s the dog). I’m sure as you read this issue of Jaguar World, you’ll be shouting at the pages like a TV football supporter whose team isn’t doing exactly what they want. But, rest assured, if your favourite car isn’t part of our list it’s not because we don’t recognise its importance. The cars were chosen if they ticked more than one of our criteria, which included whether the car was a sales success, whether it was a technological or design breakthrough or if it made a The XK8, XJ6 S1 and E-type are just three of our top ten Jaguars. cultural impact. So, although See the complete list from page 41 there’s no denying the X350 generation of XJ8 we compare against the Audi A8 on p26 is important (being Jaguar’s first aluminium car of the modern age), its traditional styling didn’t break new ground and it’s one of the weakest-selling XJs in the model’s 50-year history. By comparison, not only is the F-PACE Jaguar’s first SUV, it’s also the company’s fastest-selling model. Obviously, it’s not a definitive list and, as I write this, I’m worrying whether the XJ-S convertible is more important than the Mk VII, and if the X308 has the edge over the SS 1… So, feel free to let us know what you think are the most important Jaguars and we’ll list them in Mailbox. I know it will be difficult, but please remember to stop at just ten.

Paul Walton Editor


Kelsey Publishing Ltd uses a multi-layered privacy notice, giving you brief details about how we would like to use your personal information. For full details, visit, or call 01959 543524. If you have any questions, please ask as submitting your details indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email or SMS. You can opt out at ANY time via email: or 01959 543524. Jaguar World is available for licensing worldwide. For more information, contact

Part of the Fast Car Entertainment Family


Craig compares our XJ8 4.2 to an Audi A8 (p26) and then with his own X300 XJ6 (p112)


The gorgeous front cover image of three of our ten important Jaguars is thanks to Michael

RICHARD HOLDSWORTH A new face to JW, Richard talks to Adelaide’s Lord Mayor about his love of Jaguars (p92)

Summer 2018 \ Jaguar World | 3



While both are left-field choices when it comes to V8 executive saloons from the early 2000s, we ask which is the better car – the X350 generation of XJ8 or the Audi A8?


Take a look at this amazing cosseted E-type S1 4.2-litre, which has covered just 13,500 miles Summer 2018

41 JAGUAR’S TOP TEN MOST IMPORTANT MODELS Find out which cars have had the biggest impact on Jaguar during its long history, and why

4 | Jaguar World / Summer 2018


Jaguar never made a left-hand drive SS 100 or C-type racer, but Suffolk Sportscars has now filled that gap. We drive both


Could the Sportbrake with allwheel drive be a match for an SUV off-road? We go green laning in a 240PS diesel



We talk to the Lord Mayor of Adelaide about his Jaguar 420G and passion for British cars


A track test of a highly modified XK8 that competes in the JEC’s Saloon & GT Championship


Get wise to the history and specifications of Jaguar’s latest diesel and petrol engines


78 92



Jaguar reveals the new XF 300 and a limited edition XJ to celebrate the model’s 50th anniversary

Paul Walton returns from Turin the scenic route, while Craig Cheetham’s XJ6 needs a get-me-home fix following its MOT test



News from April’s Jaguar Breakfast Club meeting, at Gaydon, and the JDC’s Jaguar meeting at RAF Cosford


Coverage from the opening round of the JEC’s 2018 Saloon & GT Championship, at Snetterton




We test a low-mileage XJ6 Series 1 with a manual gearbox that’s currently for sale at Classic & Sportscar Centre in Malton, North Yorkshire


How to fit a replacement fuel pump to the X100 generation of XK8

120 Q&A

Advice on converting a LHD XJR-S to RHD and an E-type with braking issues



Time to put our E-type project through the MOT


Products include new adjustable dampers for the X100 XK, and we review a new book about Jaguars in Belgium


What you need to know about specialist Terrys Jaguar Parts, in Michigan, USA

Market Place


Follow JW @JaguarWorldMag



Summer 2018 \ Jaguar World | 5





AGUAR MARKS 50 years of its flagship XJ luxury saloon with the launch of a new, special-edition model: the Jaguar XJ50. The car, which is available in both standard and long wheelbase with a 3.0-litre diesel (300PS) powertrain, was revealed at the Beijing Motor Show, and celebrates half-a-century of trademark performance, technology and luxury. Exterior updates for the XJ50 include Autobiography-style front and rear bumpers, which, together with the

6 | Jaguar World / Summer 2018

purposeful new 20in Venom wheels, its black front grille and unique badging to the rear and side vents, marks out the anniversary edition. Available on the striking colour palette are Fuji White, Santorini Black, Loire Blue and Rosello Red. Inside, the luxurious cabin features soft-grain diamond-quilted seats with an embossed leaper on the headrests and an XJ50 logo on the centre armrest. Unique intaglio branding and XJ50-badged illuminated treadplates, anodised gearshift paddles and bright metal pedals also

differentiate the anniversary edition. Ian Callum, Jaguar director of design, said, “Spanning half a century, the Jaguar XJ remains true to its heritage with a wonderful balance of beautiful design, intelligent performance and indulgent luxury that ensures it stands out from the crowd. “This is a car worth celebrating, and the XJ50 pays homage to a giant within the Jaguar brand that we believe is one of the world’s most stylish sporting saloons.” The XJ50 is available to order now, priced from £74,280 in the UK.



TOP: The XJ50’s interior features diamond-quilted leather; MIDDLE: XJ50-badged illuminated treadplates; BOTTOM: special XJ50 branding on the interior’s Riva Hoop

A new one-make championship for the newly designed Jaguar F-TYPE GT4 is targeting high-net-worth individuals with a minimum age of 50. The Series Elite Championship will offer more mature drivers the opportunity to compete on a level playing field. The turn-key race series is aiming to field a grid of 20 cars when it holds its inaugural event in autumn 2018. The plan is for a six doubleheader race championship in 2019. Said series director Graeme Glew, “Currently, there is no series that caters specifically for older drivers who want to compete at a high level with like-minded racers.” Drivers will be provided with all the relevant training, testing and race experience they need to participate in the new series, while their cars will be stored and prepared at a centralised team facility to allow drivers to fulfil their desire to go racing with minimal effort and fit it into their busy lifestyles. Series Elite will host its first race weekend at Brands Hatch, in Kent, on 27-28 October 2018, headlining a BARC race schedule. In 2019, the first full season of the Series Elite Championship will visit Silverstone, Donington, Brands Hatch and Rockingham in the UK, along with an international finale to be held at the end of the year.

Summer 2018 \ Jaguar World | 7

NEWS Sports authority

A new 300 Sport specification has joined the XE, XF and XF Sportbrake line-ups, which all feature unique exterior and interior design elements. While the XE is fitted exclusively with the 300PS 2.0-litre Ingenium petrol engine, the XF and XF Sportbrake are also available with Jaguar’s 300PS 3.0-litre TDV6 diesel. All 300 Sport models have unique Dark Satin Grey details, including the door mirror caps, rear spoiler and grille surround, along with 300 Sport badging on the front grille

XE hits the Landmark

Jaguar has revealed a special version of the XE, the Landmark Edition, which has unique design enhancements and a carefully chosen specification. The Landmark Edition is based on the R-Sport with the addition of unique 18in alloy wheels. The exterior features a Sport front bumper, body-coloured side sills and boot spoiler, and wears special Landmark badging on the side vents, while the side window surrounds, door mirror caps, grille surround and side vents are all finished in Gloss Black. The new model is available in a choice of three bold colours – Yulong White, Firenze Red and Santorini Black – and joins the 2019 model year line-up. The XE Landmark Edition also uses the R-Sport model as a starting point inside with luxurious leather upholstery, while unique Landmark-

8 | Jaguar World / Summer 2018

and bootlid. Distinctive 19in or 20in Satin Technical Grey finish wheels are exclusive to this special edition, as are 300 SPORTbranded brake calipers. Choices for the exterior colours are Yulong White, Indus Silver and Santorini Black (the XE is also available in Caldera Red), while yellow contrast stitching on the steering wheel, seats, door casings and armrest is among the special design accents inside. Other modifications include 300 Sport-branded treadplates, Sport carpet mats, badged steering wheel and embossed headrests.

branded treadplates identify the special edition model. Customers benefit from the most popular XE features fitted as standard, such as satellite navigation, xenon headlights and front and rear parking sensors. Jaguar Land Rover’s advanced Touch Pro system, with its 10in central touchscreen, provides simple and intuitive control of the infotainment settings.

The XE, XF and XF Sportbrake uses Jaguar’s advanced Touch Pro 10in touchscreen infotainment system as standard to enable its customers to stay more connected. Further design enhancements as standard across all three models include metal treadplates with Jaguar script (illuminated on XF derivatives, except 300 SPORT), chrome seat switches for all electric seats, premium carpet mats, bright metal pedals and a frameless autodimming infinity mirror.

OFFICE DISASTER Staff at Jaguar Drivers’ Club HQ in Luton got more than they bargained for when they returned to work after their Easter break. While they were enjoying the bank holiday, a header tank in the loft came adrift, sending water pouring through the ceilings into the main offices and eventually reaching the basement where it left a pool four inches deep. While ceilings and wall coverings are replaced, staff have been relocated to temporary accommodation. It will be about three months before they are back in residence. Company secretary Kathy Beech, who is involved in the clear up operations, gives assurances that it’s business as usual, although club members are asked to contact the club by e-mail rather than by telephone for the next few weeks. If you wish to contact the JDC, please email



FIA Formula E Championship Round 7, Rome

ANASONIC JAGUAR Racing was once again at the heart of the action as the team’s record of scoring points in each round of the 2017/18 FIA Formula E Championship continued in Rome. In a season of firsts, Mitch Evans delivered the team’s highest-ever starting position of third place, while teammate Nelson Piquet Jr started 13th on the grid. Both Nelson and Mitch made solid starts and efficiently managed their electric Jaguar’s energy. With the halfway point of the race approaching, Nelson pitted first for the team, but unfortunately encountered difficulties with his seatbelts as he pulled away from the garage, forcing him to retire. Explained Nelson, “The day started off well with fastest time in FP1. I was confident in the race as we know we have pace and efficiency, but today wasn’t our day: I had a seatbelt issue in the pit lane so had to stop to put them back on, which took too much time. “Mitch had a great race, but we can learn as a team from this one. Rome was an amazing event, the track was cool and the fans were passionate.”

After a successful car change on lap 16, Mitch found himself in the midst of a nail-biting battle for a podium position and possible win. While running as high as second, the Kiwi driver battled hard with Virgin driver Sam Bird for the win. On lap 29, Mitch attacked into turn nine, but as Bird defended the inside Mitch lost momentum, depleting his energy reserves. He eventually crossed the line in ninth. “I’m gutted, as we had a chance to win today,” said Mitch after the race. “Coming away with points for the team is positive, but we could have had a lot more, which is hard to take. I had my eyes on the prize, but well done to Sam.”

Round 8, Paris

A challenging weekend of racing in Paris saw Panasonic Jaguar Racing’s consistent record of scoring points in each round of the championship come to an end. Following a precautionary gearbox change, Mitch Evans was given a ten-place grid penalty, which meant that despite qualifying in 12th position he had to start the race at the back of the grid. The race team put in an extraordinary effort after

both cars suffered crashes in both practice sessions. Nelson Piquet Jr was unable to qualify ahead of the race and ultimately started 18th. After gaining two places at the start of the race, Mitch was caught in a firstlap incident, leading to an unscheduled nose change. After rejoining the race, he produced a strong display of race pace to bring his Jaguar I-TYPE 2 home in 15th. Nelson showed good energy management in the first half of the race, but, following his mandatory car change on lap 25, he again encountered issues with his seatbelts and was forced to retire for safety reasons. After thanking everyone for their efforts to get both cars on to the grid, team director James Barclay said, “Nelson’s accidents in practice and Mitch’s grid penalty really compromised our opportunity for more points. Nelson was making good progress in the race, but after a successful car change his belts became loose, which we need to investigate. “On Mitch’s side, after the first lap he drove with great pace, but was never really going to be able to catch up after the extra stop for a new nose cone.” Summer 2018 \ Jaguar World | 9



Jaguar Drivers’ Club X-TYPE Register meeting 29 April 2018 A

Mike Birtwistle brought this Daimler Sovereign to the event

Adrian Rhoden, driving his XJR, was part of the convoy that arrived at the venue

Thomas Naylor stands behind his XJ220, while Kevin Johns inspects the side of his XJ40 Prize winners on the day, from the left: Ron Booth’s X-TYPE, Jonny Swan and his S-TYPE, and the Super V8 of Alec Escolme

10 | Jaguar World / Summer 2018

100-car convoy driving to RAF Cosford for the third successive JDC’s X-TYPE Register meeting contributed to this special day, with vehicles coming from as far afield as Scotland and Cornwall. Despite the near-freezing temperatures and constant threat of rain, the turnout again exceeded expectations with well over 300 cars attending. Alongside modern cars, a good number of the classic and the exotic included Thomas Naylor’s XJ220, an XK 150 FHC, and Mike Birtwistle brought along a magnificent Series 1 Daimler Sovereign. Among the modified cars were two eyecatching XJ40s. One is a real credit to its owner, Kevin Johns. Despite being confined to a wheelchair for the last three years, Kevin still maintains the car to an incredibly high standard. Barrie Fairfield arrived in his well-known and distinctively marked XKR-S. Prizes were awarded by the JDC Registers to Ron Booth (best X-TYPE), Jonny Swan (best S-TYPE) and Alec Escolme (XJ Super V8).

RIGHT FROM TOP: Kevin Johns owns this modified XJ40; Barrie Fairfield’s distinctively marked XKR-S; John Bowen arrives in SNG Barratt’s recently acquired E-type Series 3 coupe


Jaguar Breakfast Meeting 7 April 2018


pril marked the second anniversary of the monthly Jaguar breakfast meetings at the British Motor Museum, Gaydon, and what a superb event it was with around 150 Jaguars on display. With sporting classics from the Mk 2 and E-type through to the most raucous modern-day F-TYPE and the imposing F-PACE, most models were on show to exhibit the remarkable pedigree of the marque. The breakfast meet, held on the first Saturday of the month, has grown to become the largest regular gathering of Jaguar cars in Britain. For further details visit:

Jaguar Super Saturday 23 June 2018


dd this date to your diary as Jaguar Super Saturday returns for its sixth year, which once again takes place at the free-to-enter Coventry Transport Museum. Last year, a record number of 90 impressive vehicles attended, which spanned some 93 years of truly iconic models, from the long and historic developments of Swallow, SS, Daimler and Jaguar motors up to the current range,

while new for this year is a themed section called Racing Jaguars. If the prospect of that isn’t enough to tempt you to attend, this fantastic museum venue (which covers Coventry’s bicycle, motorcycle and car industries from the earliest beginnings) is also the home of the renowned Jaguar Heritage selection of cars. The event can only accept a maximum of 90 cars for display, and applications for reserved places are already being taken.

They will be allocated on a first-come firstserved basis.

To apply, please email the event organiser Malcolm Humphries at malcolm.humphries@blueyonder. for details. This is not a concourse event and the abovementioned makes of cars of all ages and standard are welcome to apply.

Summer 2018 \ Jaguar World | 11


Toyo Tires/ Jaguar Saloon & GT Championship Rounds 1 and 2: Snetterton, 7-8 April, 2018 WORDS TERRY DYE (RACE ONE) & CHRIS CORFIELD (RACE TWO) PHOTOGRAPHY ROGER GAGE he first two races of the 20th JEC Racing season attracted a total of 21 entrants to the usual venue for the first race meeting of the year, Snetterton. The races were held on the 200 circuit, rather than the longer 300 version, which suits the big Jaguars because they avoid the tight bendy parts and instead get to blast down the long Bentley Straight. Rodney Frost, last year’s championship winner was quickest off the line, but James Ramm quickly passed to lead for the duration of the race. Although the leader was never challenged, this was by no means a dull race. Frost in the Class B car was passed by the more-modified Class D cars of Colin

Philpott and Adam Powderham, who had an almighty battle until the last lap. On this lap, Powderham inadvertently hit the kill switch and the subsequent hiccough left Philpott clear to take second. Behind these, Frost and the hardcharging Alasdair McGregor were neck and neck, the latter eventually passing on lap seven to take Class B. Gail Hill’s XJS and Chris Boon’s XK8 were never more than a few car lengths apart until Boon passed on lap ten and broke away, earning Drive of the Day in his first race in that car. As predicted, Class A was a real battle as Simon Dunford held off a fierce challenge from Simon Blunt throughout the race. Dickins was initially part of this battle until a spin at Murrays chicane dropped him back, to pit on Lap 10. Dave Bye’s immaculate XJ6 Coupe eventually passed Holt to take Class C.

Simon Dunford leads Simon Blunt

The winner of Class B, Alasdair McGregor

Colin Philpott’s XJS leads Adam Powderham’s XJR

Michael Holt finished third in Class B


RESULTS First Second Third

Overall winner was James Ramm


Class A

Class B

Class C

Class D

James Ramm Colin Philpott Adam Powderham

Simon Dunford Simon Blunt Paul Greenham

Alasdair McGregor Rodney Frost Michael Holt

Dave Bye Richard Coppock

James Ramm Colin Philpott Adam Powderham

12 | Jaguar World / Summer 2018


Bentley Straight

Race two

In a big contrast to race one, the rain made conditions very wet, which supplemented by the fuel and oil around the circuit make it extremely slippery – so much so that the race was started behind the safety car. This was the first JEC race to use a reverse grid, so the order of the first four saw Alasdair McGregor on pole alongside Adam Powderham, with Colin Philpot third, and winner of the first race, James Ramm, in fourth. After two steady laps behind the safety car the lights went out and the race began in earnest. McGregor in his X300 pulled ahead smoothly from the start. For the first couple of laps the order remained McGregor, Philpot, Ramm and Powderham, until a slight mistake dropped Powderham down the order. As had happened in Race One, James Ramm soon moved up the order, passing McGregor to take the lead, which he slowly extended to the end of the race with a wellcontrolled drive. Rodney Frost also drove an excellent race in his Class B XJS, slowly picking off Philpott and McGregor to finish a strong second. Further down the order, Dave Bye seemed to find some grip and moved up in his immaculate XJC 4.2 coupe to finish an excellent fifth. Michael Holt (X300) also had a good race in seventh.

Tom Robinson retired on lap six and Tim Morrant in a class B XJ6 suffered from very limited visibility after his windscreen wipers failed on lap two. Ian Drage (Class D XJS) won the Marshall’s Award of the Day – earning a big cheer for a massive and spectacular spin at the end of the start/finish straight. Thankfully, there was no damage and he quickly continued as if nothing had happened. There were good drives also from Class A’s Simon Dunford and Simon Blunt’s XJSs, who were close for the whole race. Chris Boon was in his new XK8, which again performed well straight out of the box. Overall, the drivers performed extremely well in testing conditions that were a bit of a challenge even for experienced drivers. Drive of the Day was a close call, but eventually went to Alisdair McGregor for overall performance and for putting in the fastest lap of the race against much more modified opposition. Newcomer Paul Greenham experienced everything in his first weekend, but drove well and learnt a lot about car control – loving every minute of both races. In the end, James Ramm incurred a ten-second penalty from the stewards for an early overtake at the start – but it made no difference to the result and he took a well-deserved double, and heads to the next round at Castle Combe looking like the man to beat this season.

Winner of Class A, Simon Dunford, leads Tim Morrant

RESULTS First Second Third

Ian Drage won the Marshall’s Award of the Day

Colin Philpott and Rodney Frost side-by-side

Chris Boon’s first race weekend in his XK8

Winner of Class C, Dave Bye, leads Michael Holt and Tom Robinson


Class A

Class B

Class C

Class D

James Ramm Rodney Frost Alasdair McGregor

Simon Dunford Simon Blunt Paul Greenham

Rodney Frost Alasdair McGregor Michael Holt

Dave Bye Richard Coppock

James Ramm Colin Philpott Adam Powderham

Summer 2018 \ Jaguar World | 13

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Real thing, after all?

I have been following with interest the debate about whether the Indianapolis X-TYPE featured in the March 2018 issue is a genuine model, due to the alloy wheels. I recall test-driving a used Indianapolis in 2004 before I bought my X-TYPE. It was the same colour as the featured car, which I think is Ultraviolet. The car also had an Indianapolis badge on the bootlid, otherwise it looked fairly much like a standard Sport model. The car was shod with Melbourne 18in alloys, which were in a terrible state for a two-year-old car. Living not far from Speke, in the West Midlands, I know quite a few people who

worked at the Jaguar plant. I was advised that while the Melbourne alloy wheel looked good it was not a very practical wheel to live with and there had been lots of complaints/ reliability issues with the wheel. Apart from being susceptible to curbing, there had been problems with it cracking and the metals separating due to the way it was made. I was informally advised that I might have been able to get the wheels fixed as a warranty item if I bought the car. The Melbourne alloys were expensive and hard to get hold of. I would suggest that someone has simply replaced the alloy wheels on the featured car (possibly under warranty) and replaced

them with a more reliable wheel, which looks just as good. Charles Goodall

Friends reunited

More space required

I live in New Zealand and have subscribed to your magazine for many years, always finding it informative and interesting, and look forward to receiving my copy every month. I am possibly an obsessive Jaguar owner, having had a succession of models stretching back to the Seventies, including XJ6s, Sovereigns and S-TYPES. I currently drive an F-TYPE S Coupe, which I purchased after trading an XKR I’d owned for eight years. My only complaint about the F-TYPE is that there is not enough room for occasional luggage. The space behind the seats in the XKR was ideal for soft travel bags and similar items, but there is no such area in the F-TYPE. I check your magazine every month for possible news about an F-TYPE 2+2, but to no avail. It is my hope that someone from Jaguar may read this letter and consider a redesigned model to provide this additional space. I am sure that such a decision would meet with favour from many F-TYPE owners. In the meantime, my wife and I have no option but to take her Audi when we are contemplating a trip of any duration, which is a pity as I would far prefer to be in the F-TYPE. Mark Wadham

16 | Jaguar World / Summer 2018

Having been a reader of every Jaguar World/Quarterly since the very beginning 30 years ago, I am delighted to see that my good friend Michael Quinn taking on a monthly column. Michael will add some fascinating content to the publication. I was also pleased to see my old XKR-S featured in the June 2018 edition. I had the Vortex alloy wheels re-coloured since I thought the darker shade suited the Ultimate Black paint better and was more subtle than the standard silver. I also fitted a Quaife limited slip differential and a lightened exhaust system to the car. Having had three previous Porsche 911 Carreras before, I was disappointed by the quality of the plastic interior, but was won over by the gorgeous shape and stance of the XKR-S. However, I soon found that despite my tweaks, the car remained very tail happy, so changed it for a Porsche 997 GTS which I have done 118,000 miles from new and still use as a daily driver. Fear not – I have kept the Jaguar faith and enjoy my F-TYPE Project 7 for sunny days and have been lucky enough to race my long nose D-type for over 25 years! Ben Eastick

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How not to buy an XJ6. Or XJ-S

A wallet-threatening-by-Jaguar was the experience related in last month’s column, the impending auction of an early XJ6 Series 1 4.2 short-wheelbase triggering dangerous excitement for me. Unable to resist the idea of buying the car, I went with a friend to Anglia Car Auctions’ viewing day, where there were an amazing number of low-mileage and mostly very original classics to be hammered away. Temptations included a 1,008-mile MGB GT, an 18,000-mile Volvo Amazon, a 757-mile (!) Austin Metro Vanden Plas (it attracted a staggering £11,872), a 4,151-mile Triumph Stag and several Jaguars and Daimlers among the 200-odd lots. It was the XJ6 we’d primarily come to see and get beneath the skin of. Or so we thought. But after a morning spent admiring some astonishingly well-preserved low-mileage machines, this Jaguar looked a bit tired. Which it had every right to, being a 1969 example with 69,000 miles behind it. That’s low mileage for a 49-year-old but together with the passage of time, enough to have the wood dash and door tops cracking with age, the leather resembling the cushions of an antique leather sofa and the flat paintwork suggesting a car in need of a lot of reviving. It was clearly sound with plenty of potential, but also a car that underlined the possible deceptiveness of photographs. Our deflation was short-lived, however, as another potential buy was spotted in a quiet corner of the auctioneer’s multiple halls. It was another early car, this time a 1976 XJ-S in Signal Red with Cinnamon upholstery. Its most striking feature, apart from its redness, was the vinyl roof skinning not only the roof, but also both sides of the flying buttresses, as well as the tops of the rear wings. This was a period attempt to disguise the most swoopingly distinctive feature of the XJ-S – the extravagant rear pillars, disliked by many. I thought the chromeedged vinyl looked nasty back in the day, and it’s no better now.

What the vinyl shrouded, though, was an amazingly sound early XJ-S carrying amazingly little rust (pressing the vinyl in key corrosion hot spots, such as the bottom corners of the rear screen, failed to produce tell-tale crunchings) and an indicated 28,000 miles. Which turned out to be correct, according to documentation that included the original handbook pack and several bills. Thumbing my way through this and discovering that it was a one-owner car made it much easier to overlook the fact that the injected V12 hadn’t been run for nearly two decades, as confirmed by the sickly sweet smells in the boot, a surefire sign of coagulating petrol. That would mean removing and cleaning the fuel tank, if not replacing it. And if someone had tried to start it, prompting the ingestion of lumpy fuel, the Lucas injection would have to come apart. Despite this, I found myself wanting this car more by the minute, especially as my friend, who’d initially passed it by, reckoned that it was far better than he’d thought. Our excitement escalated with the realisation that almost no one was looking at this car. The only problem was that neither of us could be there the following day for the auction itself. Instead, I decided I would try the world of phone bidding, placing a returnable £1,000 deposit and awaiting a call sometime the following afternoon. That, I can tell you, certainly adds a frisson of excitement to your day. My original thought was that I might get the car for around £7,000, but I was prepared to go higher – say to £9,500. That’s a lot for a nonrunning XJ-S, but how often do you come across one of the rare pre-HE models with one-owner-from-new, some history, minimal rust and a well-preserved cabin? This self-selling argument ran through my mind as I repeatedly bid, simply by saying ‘yes’ to the man on the phone. Fatally, I hesitated at my supposed limit, before recklessly powering onto £11,600. But that pause would have told my solitary combatant that I was unsure. He won the car, paying just over £12,000 with fees. A lot for a non-runner, but I can’t help thinking that he scored a good buy.


Summer 2018 \ Jaguar World | 19


Sir William Lyons THREE WEEKS after my grandfather’s 67th birthday A huge effort was put into noise with his own XJ6. in 1968, he launched what I consider to be his suppression and fine-tuning the ride, with Michael will be crowning achievement – the XJ6. Costing £7milllion new front suspension and mounting rubbers displaying his to develop, the project was started in late 1961 and all comprehensively tested. Sitting on its grandfather’s car at the Hampton Court headed by the Jaguar founder himself, with his specially designed low-profile Dunlop SP Palace Concours of trusted Fred Gardener helping him to create the form that he wanted. Sport tyres, the wheelarches looked full, Elegance in August You can clearly see the evolution of the lines from the earlier saloons creating both that fantastic wide stance and and, for me, it was as if they were all leading up to this shape. the handling to match. In 1969, Car magazine In 1968 he wrote, “In 1947, I visited the US described it as “astonishing” while Motor for the first time to explore the potential market said, “In its behaviour it gets closer to overall for Jaguar. I returned convinced that it was perfection than any other luxury car we have FROM THE AGE virtually unlimited provided the right type of tested, regardless of price.” Praise indeed. OF SEVEN I cars could be produced to supplement, rather And mission accomplished, perhaps. HAVE STRONG than compete with, the domestic products. The The car was launched in September 1968 intervening years have proved the accuracy of at the Royal Lancaster Hotel in London MEMORIES OF the original forecast… the USA has always been and my grandfather took a personal part MY PARENTS’ Jaguars’ principal overseas market, taking over in proceedings and its promotion. In a SERIES I: DARK 50 percent of our total exports. To all existing darkened basement, the headlights of three and potential clients, let me reassure them – cars driving in pierced the blackness. The BLUE WITH LIGHT if reassurance is necessary – that Jaguars are press and dealers were suitably wowed. BLUE INTERIOR in the American market to stay.” What this From the age of seven I have strong entailed was a colossal engineering effort to memories of my parents’ Series I: dark meet the ever-evolving Federal safety legislation and emission control blue with light blue interior and sourced from Mann Egerton in requirements, but the net outcome in XJ6 was a huge step forward in Cheltenham. It felt so effortless and never seemed to notice the hills. exceeding these targets. I recall demonstrating to grandpa that he had actually created a The engineering team was headed by the same trusty directors six-seater, because in a full car I could sit atop the lid of the central (Heynes, Knight, Jones) that had created all the previous marvels, but glovebox with my feet either side of the transmission tunnel. It’s a bit there was nothing wildly new (to Jaguar) under the skin: same old frightening to think of now, but they were different days, and I loved it engine, same independent rear suspension, disc brakes all round, etc, – it gave me a ring-side seat to what driving was all about. Apparently, but all improved – and this car was all about refinement, a word I would its eventual fate was that of many old Jaguars – my sister swears she claim it redefined. saw it going over the edge of a cliff in an episode of The Sweeney. MQ Summer 2018 \ Jaguar World | 21

Improving the breed

IN THE previous issue, I talked about how the XK 120 had been a massive step forward from what had come before, and how it was an absolute object of beauty and desire. It can be hard to improve on something that is good. Yet, showing how he developed as a designer, Sir William Lyons did it twice – first with the XK 140 in 1954 and then with the XK 150 three years after that. The 140 is not hugely different from the 120, but you can see Sir William refining some of the car’s details, such as the shape of the grille. The proportions were subtly improved, too, making the 140 an arguably better-looking car than the 120, which was not an easy thing to do. It has more visual width and, therefore, sits better on the road. A bigger step, though, was from the XK 140 to the XK 150. Whereas the 140 carried on the XK 120’s teardrop shapes of the front and rear fenders, with the XK 150 these lines were merged to create a single flowing Coke bottle shape. The biggest change was with the car’s proportions. First, the 150 has a wider track than the 140, while the broader grille and headlamps had been moved further outboard. The curved and single screen helped to give the car a much lower stance, and the way the body hugs the wheels makes it appear as if the car is being pulled down onto the ground.

The 150 also has magnificent front- and rear-end proportions. Because the body isn’t broken with the two different shapes, like the 120 and 140, it has more visual length and, in my opinion, that makes it the more beautiful of the three. The 150 also shows how Sir William was mapping out the themes for the saloons that followed. The Mk 2 and S-type were all clearly influenced by the XK 150 and share the same basic design themes. Perhaps more significantly, the cars illustrate how Sir William was growing in confidence, and in his abilities. In only a few years, he had become one of the world’s greatest car designers. Not only did the XK 150 set up the design language for his future saloons, but also its perfect proportions encapsulated what would soon become the essence of Jaguar, helping to put the company on the map and become a true challenger to rival Italian coachbuilders – or anywhere else in the world.


Keith Helfet was a Jaguar designer between 1978 and 2002. His most famous creations are the XJ41, XJ220, XK 180 and F-type concept, plus the design themes for the XK8. He currently runs his own design company

Summer 2018 \ Jaguar World | 23


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Saving weight and leading the technology race were the keys to success in the executive car market of the early 2000s, with both Jaguar and Audi taking a different approach to solve the same problem. Which was the better car – the XJ8 or A8?

Summer 2018 \ Jaguar World | 27




T THE reveal of the new XJ at the 2002 Paris Motor Show, Jaguar was keen to drive home the message that it was the most technologically advanced executive car on the market, with an innovative, lightweight, aerospace-inspired body structure. The car was a trendsetter, too, as proven by the fact that the company’s German rival, Audi, was already developing an entirely aluminium car of its own – the A8 ‘D3’, which would appear on the market the following year. The two cars represented a similar approach to a problem that blighted the executive car market at the time, as

28 | Jaguar World / Summer 2018

Jaguar’s chief body engineer, Mark White, explained to Jaguar World. “By the mid-to-late Nineties, we realised that cars were getting heavier and heavier,” he told us in a 2013 interview. “They were fat, dumb and happy, and the problem was affecting not just Jaguar but the whole car industry. Cars were gaining an average of 10kg a year, or around 70kg by the time it came for a replacement model.” The additional mass was a result of multiple demands – better quality, higher levels of standard equipment and greater mandatory safety requirements adding to what was expected in a luxury vehicle. Both the British and German brands turned to new manufacturing methods to

ensure their cars were lighter than before, yet didn’t skimp on the features that were in demand in what was the most discerning sector in the car industry. To illustrate the similarities and differences in their approach, and find out which was the better answer to the problem (and which, moreover, holds the most appeal today), we have brought V8-engined versions of both together in a modern context. Fifteen years on, are they’re each as desirable as they were back when they cost more than ten times the asking price today? Engineering-wise, both are fascinating cars. Jaguar’s answer to the question of mass reduction was to make the entire body



and primary structure of the new XJ out of aluminium, with aircraft-influenced riveted and bonded aluminium substructures fixed to an alloy shell. The body-in-white (essentially, the main vehicle structure) was a huge 40 percent lighter than that of the outgoing car, despite its larger dimensions. Indeed, there were 3,010 rivets in a standard XJ – more than a Land Rover Defender. Further mass reduction came in the form of cross beams and a steering column made from magnesium, while the bulkhead was attached to the shell by means of superstrong epoxy adhesive. The magnesium components added cost, but were 30 percent lighter again than aluminium. Overall, even in XJR format, the new

Both the British and German brands turned to new manufacturing methods to ensure their cars were lighter than before XJ was more than 200kg lighter than its smaller predecessor. It may have looked outwardly traditional, but the XJ was by far the most advanced car that Jaguar had ever created – something that was both a proud boast and also a major challenge for the brand’s marketing department. Jaguar’s then head of PR, Stuart Dyble, told us, “The new XJ was the first pioneer of Jaguar’s new monocoque aluminium architecture, drawing much from the aerospace industry with its bonded and riveted construction approach. Although Lotus had used a similar technique, Jaguar was the first to use it in this volume and in a saloon. I felt this breakthrough technology needed to be strongly communicated, especially as the car was recognisably a Jaguar saloon.” Indeed, while that traditional elegance was a selling point to some, it was also difficult to get buyers to understand that it was a thoroughly modern car under the skin. There was no such problem for Audi, whose A8 was the biggest in a model range of Russian doll-type cars, all similar in appearance but variable in size. Audi pioneered aluminium construction in executive cars: the first A8, and the Audi V8 that preceded it, featured the brand’s patented aluminium spaceframe, onto which all the outer panels were fixed. Where the second-generation A8 differed was in that all the outer body panels were aluminium,

too, although unlike the Jaguar the new A8 wasn’t notably lighter than its predecessor. It was, however, much bigger, yet the additional length and width of the new model added nothing to the overall mass. The key difference between the two cars’ construction is that while both had bodies that were mostly constructed from aluminium, the A8 featured a sports carstyle spaceframe onto which all the outer panels were affixed, while the XJ used a full aluminium monocoque, with the main shell including the roof, bulkheads, rear quarters, inner wings and crossmembers. Both were effective solutions, though – the Audi arguably simpler, but none the worse for it. Despite the similarities under the skin, the exterior of each vehicle took a significantly different styling direction. The XJ was unmistakably a Jaguar, arguably too much so. While it was longer, wider and stockier than the X300/X308 that it replaced, the X350-generation XJ maintained traditional styling cues, such as the fluted bonnet, quadruple headlamps, ornate chrome grille and curvaceous D-pillar. It was grand, stately and traditional, although it also featured a number of modern touches such as Xenon headlamps, a raised rear end and LED-style tail lamps. There were two themes to the XJ styling – traditional (found on the entry-level and SE models) and sport, as seen on the Sport and XJR. The latter featured less in the way of chrome detailing, mesh grilles and larger alloys, Summer 2018 \ Jaguar World | 29


XJ8vsA8 and was aimed at a younger demographic, where it was more of a direct rival to the A8. Audi’s approach was to create a car that was thoroughly aligned with the cut and thrust of the modern executive car park. It was bold and imposing, with a low-slung profile that made a significant feature of the wheels, which sat within fat arches that gave the car a wide and purposeful stance. It was sleek, mean and modern, with Audi’s double grille front-end (known colloquially as the Pischetsreider Beard after the-then Audi CEO’s rather symmetrical facial hair) and shared most of its styling cues with the smaller A4 and A6 models, including their curved flanks and deep front and rear bumpers. It was very much a lean and ultra-modern car of its time, albeit one that didn’t stand out in the same way that the XJ did. It was a paragon of German efficiency, and a much neater and tidier alternative to the controversial ‘flame-sided’ BMW 7-Series of the day. Viewed side-by-side, in a modern context, both remain handsome cars, though if anything the Audi has aged most significantly. It’s not immediately obvious, as the Jaguar actually looks like the older car of the two. But then, it always looked old-fashioned, even when new, and time has been kind to it for that very reason. It looks as much of an old-fashioned pastiche as it always did, whereas the A8 has been surpassed by successively modern

30 | Jaguar World / Summer 2018

interpretations of the model. The XJ’s replacement, on the other hand, was such a significant diversion from what went before that it’s impossible to compare the two – it makes us wonder if, 15 years hence, we’ll be suggesting it looks dated compared to the X350. Inside, a different story unfolds. The A8 introduced all sorts of new technology to the executive sector, including keyless entry, the multi-media interface, or MMI (a central control knob behind the gear selector, which the brand still uses today), and fingerprint starting. The XJ wasn’t left behind – it still had touch screen satellite navigation and air con controls, electric memory seats, an electronic hand brake and a heated windscreen and steering wheel, but the overall effect was far less avantgarde than that of the Audi. The traditional wood-and-leather cabin was pared back to black – or dark maple wood in sports models – but the XJ still felt traditional, indeed, a touch old-fashioned, inside. It’s an extremely pleasant cabin in which to spend time, but lacks the modern, tactile feel of the Audi. However, the Jaguar manages to feel the more inviting place to be. The A8 is neat, intuitively laid out and it all works beautifully, but its clinical efficiency is, in part, its downfall. The XJ, on the other hand, is ornate and fussy. Some of the secondary controls, such as the fog lamp switches and

duel filler release, appear to have been fired at the dashboard with a scattergun approach. Yet it only takes an hour or so to feel truly at home in the cabin – it’s supremely comfortable and feels special, somehow. The cabins may have been poles apart, but there were clear similarities between the XJ and A8 model ranges’ petrol engines, both line-ups kicking off with a V6 petrol unit – in the case of the XJ, a 240bhp 3.0 V6 Ford Duratec-derived powerplant coupled to a six-speed automatic transmission, and in the Audi’s case, a 3.0 V6 CVT with 210bhp.



Next up was a pair of V8s each. In the Jaguar corner, a 262bhp 3.5 and a 300bhp 4.2, and in the Audi corner, a 280bhp 3.7 and 335bhp 4.2-litre unit. All but the entrylevel 3.0 CVT base model came with Audi’s ‘quattro’ four-wheel-drive system, while the Jaguars were all rear-wheel drive. Audi also offered a sensational (if a little ludicrous) 6.0-litre W12 unit and three diesels from the outset, while it would be another three years before the XJ was available with derv-power. In the context of an early model comparison these are irrelevant, although the Audi diesels have a largely better reliability record.

So which is the best to drive? The Jaguar seems like it should be wallowy and boat-like when you first sit behind the wheel and take in the vast bonnet, high seating position and large glass area. Yet drive it with gusto, and the chassis of the 4.2-litre V8 model tested here feels taut even today, with gentle body roll and a wonderfully supple ride. One thing that Jaguar’s engineers were keen to maintain during its development was an incomparable ride quality that has long been one of the brand’s hallmarks, and remains so to this day.

The cabins may have been poles apart, but there were clear similarities between the XJ and A8 model ranges’ petrol engines

The steering feels fairly heavy for a 2003 car, though it’s never unwieldy, and the true joy of driving the XJ can be found in long, flowing curves, where no other car can offer quite the same balance of power and comfort. It’s a fine machine, and one that works brilliantly in this engine and trim combination. The A8, by contrast, feels claustrophobic – but not in a bad way. It envelops the driver far more than the Jaguar, and has a lower driving position and firmer, more supportive seats. The 3.7 V8 Quattro SE model tested here is a lively companion, despite being 20bhp bereft of power compared with the 4.2-litre Jaguar. Indeed, if anything, it feels sharper and more eager, with quicker throttle responses and far more communicative brakes. While the Jaguar requires a good shove on the middle pedal to scrub off speed, the A8’s brakes are strong and

Summer 2018 \ Jaguar World | 31


XJ8vsA8 instantly responsive. The steering is much quicker, too, although it lacks the feel of that of the Jaguar and is a little less settled in the straight-ahead position. The A8 handles superbly and feels much smaller than its external dimensions suggest, though the sports suspension and 19in alloys of our test car make it a far less cossetting place to be than the Jaguar. Arguably, though, a more exciting one. Both of these cars represent terrific bargains on the used market and are currently at the point where most people think of them as big old cars rather than classics. As a result, they’re as cheap as they’re ever likely to get – less than £3,000 will get you behind the wheel of an early example of either. Of the two, the X350 is probably the easiest to own. For all the German efficiency of the A8, it’s hard to escape the psychological notion that it’s a financial timebomb waiting to go off. It’ll probably run faultlessly for years, but when it does fail it’ll do so in a way that hurts your wallet. The X350, meanwhile, other than silly electrical faults that our example has

suffered from, has proven itself to be a reliable beast – at least in petrol form. Parts are less expensive; Jaguar specialists seem to be cheaper on the whole. Really, though, it comes down to what you want to live with. The A8 is a fantastic executive car that does exactly what it says on the tin. The Jaguar has far more obvious flaws, but is also a more characterful companion. And that, for many, is what will count the most. While there are obvious similarities between these two cars, it’s the brand-led differences that give them a very different presence on the market. The A8 is an interesting old exec – a car that offers so much more than your average £3,000£5,000 used car and is hugely beguiling as

a result. Go into it with your eyes open and accept that it won’t be cheap to run, and chances are you’ll be rewarded. The XJ, however, is a classic in waiting. It’s a car that appeals as much to those who enjoy modern creature comforts as it does to the traditional Jaguar lover. If anything, the twee styling and surplus of wood and leather that counted against it when new are what make it so charming today – and for a 21st century executive car, that’s a rare thing. It doesn’t win just because this is Jaguar World magazine, but because it’s a handsome and competent car that is unbeatable value for money. PW Thanks to: Chris Frampton at CF Vehicle Sales, Spondon, Derbys, for the loan of the A8 3.7 V8, which is currently for sale at £4,495 (

2005 A8 3.7 quattro SE

Engine 3,697cc V8 Power 280bhp Torque 266lb ft 0-60mph 7.1secs Top speed 155mpg Fuel economy 23mpg Price when new £53,095 Value now £5,000

2003 XJ8 4.2 Sport

Engine 4,196cc V8 Power 300bhp Torque 310lb ft 0-60mph 6.3secs Top speed 155mph Fuel economy 26mpg Price when new £54,070 Value now £5,000

32 | Jaguar World / Summer 2018

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Jaguar XF 5.0 V8 Supercharged XFR, R100 SPECIAL EDITION, FJAGSH 2011 £21,250 2011 brought the launch of a special edition XFR the R100 (because only 100 were made), with a swankier cabin, black exterior trim and dark grey 20in 'Draco' alloys with red brake calipers. This car also has the option sunroof, suede headlining, parking camera and Bower & Wilkins Premium Sound. 6 months warranty, 12 months MOT, Full dealership history, Clean bodywork, Interior - Clean Condition, Tyre condition Good, Black, So please do not delay and call us today to arrange a test drive of a quality used car from a family business selling cars for over 80 years. Specialising in Sports & Classics. Finance Available. Warranty Included with options to extend. Full Dealer Facilities including nationwide delivery available. Call today 01223 263911 to arrange a viewing, you won't be disappointed., Family Business Since 1937 Specialising in Sports & Classics, £21,250 p/x welcome

Jaguar XJ 4.2 Super (LWB) DOWNING STREET FLEET CAR !!!! 2004 £13,950 Registered new in September 2004. The car was originally registered to the Browns Lane Factory, and was a Downing street fleet car for 3 years. The vehicle has since had just 2 private owners and comes complete with all keys. 6 months warranty, 12 months MOT, Last serviced at 60,177 miles, Full service history, Excellent bodywork, Black Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Platinium, The car has a comprehensive service history with Jaguar and a specialist, with intervals of 9320m, 20311m, 34874m, 44779m, 51421m, 54453m and 60177 miles. Being a Super V8 makes this a very rare car with a lovely specification, that was in excess of £70000 when new. With the addition of the Political history this really is the Super V8 to buy! £13,950 p/x welcome

Jaguar XK8 4.2 Sport +Sports Seats 2005 £13,950 Full Jaguar history and body kit 6 months warranty, Next MOT due 24/02/2017, Last serviced on 09/02/2015 at 28,195 miles, Full dealership history, Excellent bodywork, Black Full leather interior - Excellent Condition, Tyre condition Good, Metallic Platinum, Here we have a beautifully presented XK8. The car was supplied new from Stratsone in Newcastle. The car has a very high build specification and has enjoyed brand servicing at intervals of 4870m, 10489m, 12781m, 16936m, 18914m, 20019m, 20945m, 24599m and 28195 miles. £13,950 p/x welcome

Jaguar XJ 4.2 V8 Super, 2 OWNER CAR! LOW MILEAGE,2004! £14,950 VERY HIGH SPEC CAR!!!! Here we have a glorious Jaguar XJ SUPER V8. Owned by the last keeper since 2006. Very low mileage for vehicle age. Cream leather interior married to a British Jaguar Racing Green metallic exterior. Rear DVD screens, Sat Nav, heated and memory Front and REAR seats,many options! 6 months warranty, 12 months MOT, Part service history, Clean bodywork, Beige Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Green, INTERIOR: Soft ivory leather with all seats having heating and memory. Complimented with the ‘R’ trim Burr Walnut Veneer dash finish this is truly a gorgeous place to drive or be driven. £14,950 p/x welcome

Jaguar XK8 4.0, 1 owner car only 13000 miles!! 1999 £18,950 What a rare car we have here!! This car was purchased new in May 1999 From what was Evans Halshaw Jaguar of Milton Keynes. The vehicle has then been maintained by this site at intervals of 2433m, 3848m, 4829m, 5827m, 6587m, 7550m, 8147m, 9075m, 10041m, 10710m, 11577m, 12303m. 6 months warranty, 12 months MOT, Last serviced at 13,517 miles, Full dealership history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Meteorite, The car is now available for sale with only 13834 miles on the clock. The condition of the car really has to be seen, and with such provenance this really is a car for the enthusiast. These Jaguars are getting huge press coverage as the future classic to buy, enjoy and watch appreciate. £18,950 p/x welcome

Jaguar XKR 4.0, Convertible, 2 owner car, Montreal Alloys! 2002 £14,950 Here we have a fantastic XKR Cabriolet. Registered new in April 2002 at Grange Jaguar, the car has since had 2 private owners. Revised metal lined engine. No expense spared on up keep. Finished in Platinum Silver with Champagne Montreal 20 inch alloys, this car looks fantastic. The car has been very well maintained with service intervals of 1951m, 4332m, 6135m, 7871m, 9540m, 16973m, 27327m, 34192m, 44551m and 51113 miles. With great history and lovely specification this will not be around long, a great future classic for the summer! £14,950 p/x welcome

So please do not delay and call us today to arrange a test drive of a quality used car from a family business selling cars for over 80 years. Specialising in Sports & Classics. Finance Available. Warranty Included with options to extend. Full Dealer Facilities 9%$58"9%< %3:9#%(9"> ">596>=& 36395315>* .355 :#"3& )4220 2/0+44 :# 3==3%<> 3 69>(9%<- &#8 (#%,: 1> "9;3!!#9%:>"*- 73'95& Business Since 1937 Specialising in Sports & Classics.

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HERE APPEARS to be a certain responsibility attached to owning a low-mileage vehicle, which decrees that increasing the odometer reading is an imprudent act. It is also fully understandable and, to some extent, we are all guilty of it. I know I am, as I own the ex-Michael Quinn/Syd Creamer Norton Commando, which I bought with 3,500 miles that now shows just 3,600. The owner (who wants to be known simply as “TC”) of this low-mileage 1965 E-type, has always enjoyed interesting cars, and indulged himself as soon as he was able. Once he had shed off the usual everyday introduction to motoring, he was into a new world: a Morgan Plus 4 was followed by a Plus 8, both of which

34 | Jaguar World / Summer 2018


he remembers with fondness. He wasn’t immune to the hot-hatch era, and began with a Ford Fiesta XR2 in 1979, followed by MGB GT and Ford Escort XR3i before moving onto VW Golfs, experiencing four GTis and a VR6. A growing family and business commitments (a successful dental practice he started 30 years ago) thwarted any further indulgence for a while, but then he was back with a series of Audis, including Audi TT, Audi Avant S4, RS4, RS5 and R8. He has also owned no less than ten Range Rovers, as well as his current favourite, a Porsche 911 C4S. It was in the early days of nearby JD Classics that TC fell for a 1973 Series 3 E-type. He ran this car for around six years but when, one day in 1997, he was told that there would be some imminent significant



Having covered just 13,485 miles from new, the biggest dilemma around this 1965 E-type is whether to significantly increase its mileage

expense, he found himself looking around the showrooms for an alternative. After a bit of number crunching with JD’s owner, Derek Hood, TC realised that he could own a Series 1 FHC E-type, rather than footing up the repair bills. But which to choose? Derek guided TC to a 3.8-litre open two-seater, finished in red. This absolutely mint example had the added charm of once being owned by former Beatle, George Harrison. As tempting as this was, TC was drawn to an opalescent dark green 4.2 fixedhead, with just 12,000 miles from new. Not only did he prefer this to the open car, it did not carry the £40,000 rock star/demi-god premium. TC and Derek struck up an immediate rapport, perhaps because both have a background in dentistry, and TC still

returns to Maldon with his E-type. Registered in America in 1965, this is an early version of the 4.2-litre car, which Jaguar badly needed to right the wrongs of the 3.8. Nobody could fault the underlying principle of the E-type when it was announced in 1961, but despite the fairly long gestation period there were some surprising oversights on the first cars. Some factors were restricted by costs, others held back by engineering development. It is known that the Kelsey Hayes brake booster kept costs down, as did the smaller of the available Dunlop brake calipers. The seats looked racy, but were not especially comfortable, especially those fitted to the open cars that had the steeple-shaped back, which would cut across its occupants’ shoulder blades. Summer 2018 \ Jaguar World | 35


The E-type remained cossetted in his garage, coming out for an occasional trip to the golf club Perhaps the biggest offence was the pre-warbased gearbox. Although named Moss, it was actually manufactured by Jaguar. Other cars used a similar gearbox, namely Jensen and Morgan. The four-speed gearbox had synchromesh on the upper three ratios only, and making a silent down-change into second was an art. While double-declutching wasn’t necessary, getting the revs just right was. It also helped to select second at low speed. First gear was a no-go zone and could only be engaged when stationary. There wasn’t even the space to house an overdrive offering a useful fifth gear. So, while Jaguar had the most advanced and futuristic car on the planet, it was dragged down by an historic box of cogs. I once heard it described as like having an architect-designed house with an outside WC.

36 | Jaguar World / Summer 2018

The cars’ owners didn’t mind too much, initially. They would even put up with the restricted seat adjustment. But as the cars became more plentiful, questions were asked. Jaguar was already well aware of these issues and had sought to find remedies, ideally ones that did not involve too much expense. For some reason, five-speed transmission thwarted the designers for years. Efforts had been made for the dozen lightweight E-types, but it was to no avail; the heavy ZF unit was an unsatisfactory alternative. However, the engineers did come up with a splendid four-speed all-synchromesh unit, one that would serve all models and be sufficiently robust in modified form to even handle the might of the V12, before finally being phased out on the XJ-S. A newfangled alternator made sure there would always be a sufficient charge for the electrical system. At last, here was a true supercar capable of longdistance touring, although it still wasn’t suitable for the taller driver (in fact, there is more room in an MGB). But, with its unique remote dual line servo system (the small calipers remained), better seats and that delicious gearbox, here was a car beyond reproach – for sub-six-foot drivers, at least. Performance remained unchanged from the 3.8-litre cars’, but the increased torque, coupled with the superior gearbox, offered a quicker drive in reallife conditions. External changes were so minimal

Owner TC specified upgraded JD Sport brakes

Under bonnet is exemplary, its 4.2litre engine barely run-in from new

that there was no difference in the silhouette: open headlights had yet to be imposed on the design (although they were more efficient). As we often find, cars with little use have virtually nothing to say. And this is no exception. It had two owners in California, neither of whom were too bothered about using their Jaguar. What is known is that this is an early 4.2-litre car, and they have subtle differences to the mainstream cars, albeit minimal. The brake and clutch pedal box is a case in point: once improved and changed, it remained with the E-type until the last Series 3. Another aspect of cars in low-key storage is that they do deteriorate. Not in a harsh sense, but the paint fades and rubber components and hydraulic seals decline. So, as fine as this fixedhead looked, a comprehensive programme of work was needed before it was marketed. Rather than risk covering the impurities of old paint, it was decided to strip it to the bare. There would be a considerable amount of dismantling needed anyway, as brake and clutch hydraulics were to be overhauled. It was found that the engine, gearbox and IRS were in fine fettle, as they should be with such low mileage, and all the chrome was perfect, too. TC was consulted for his input and, keen that his car should be safe, he opted for larger JD Sport calipers and competition wire wheels on 6in rims, shod with 205 VR 70 x 15 tyres. For longevity, he specified a stainless steel exhaust, to include a sixbranch manifold. This ‘not quite a restoration’ went

extremely well. All perishable items, such as coolant hoses, drive belts, and anything else that was date sensitive, were replaced. With such a good base to work from, it was always going to be straightforward enough, although, of course, nothing is that obvious. It is incredible how re-fitting a part that has not been altered still has its issues. However, experience in the workshop can make small work of this. Much attention went into detailing – although there was no need to rebuild the engine, the aluminium cam covers were polished and the engine refinished to appear better-than-new. The detailing wasn’t just under the bonnet, though. It extended beneath the car into areas not readily seen, such as the IRS. When TC collected his E-type he was overawed. I would love to be able to say that he and his wife pushed off to Tuscany for the perfect trip… but he had other cars for that. Instead, the E-type remained cossetted in his garage, coming out for an occasional trip to the golf club, a round trip of some 30 miles. Still, at least golf clubs do fit in the back, something impossible with the open two-seater. Despite its modest use, TC vigorously maintains his car and returns it to JD Classics for a service and MOT every year. It defies the well-known logic of laid-up cars becoming unreliable: in 20 years of ownership, it has started first time, every time, but TC does not ignore his E-type. However, on each visit to JD Classics, he gets a finger-wagging from the guys, pleading with TC to use it more.

Fixedhead E-type’s massive rear load area

Summer 2018 \ Jaguar World | 37


RIGHT: This 4.2litre pedal box was used for about a year, then changed in October 1965 to use an improved master cylinder

The day is mixed – overcast, but with the occasional burst of sun from behind the clouds. TC’s opalescent dark-green E-type brings its own light, looking splendid, but when the sun does shine, the deep lustre of the paint twinkles under its rays. It comes as no surprise that this car is totally immaculate in every respect. It is spotless under the bonnet, the only signs of use being some discolouring on the exhaust manifolds. Inside, only the Moto-Lita steering wheel marks any change from standard, from the original radio to the fixed seat belts. The finish on all areas is showroom

38 | Jaguar World / Summer 2018

fresh, and the switches have no side-to-side movement, a good sign. Even changing the gearlever gaiter from the rather strange plastic finish to leather was resisted, and the original has been retained. Time to take to the road and drive to the WW1 airfield at Stowe Maries. An event precludes entry into the airfield, but, being on a site of natural interest, the surrounding area is a good alternative. The car feels as an E-type should, responding well to the slightest input from the throttle. But it is in the way the car reacts through the corners or over irregular surfaces that impresses most, with neither a rattle nor a squeak anywhere. This is one wellcomposed car. Obviously, we didn’t travel too far, but the 15 miles or so were enough to get the measure of this E-type. We could all sit from the sidelines with our own advice to pile on the miles, but then this car would become just another E-type instead of the wellpreserved example that it is. No one is pretending that it is a time warp, never-been-touched example; the work at JD Classics gives the lie to that. However, it has been recommissioned with great empathy, ensuring that everything remains just as Jaguar intended. I jokingly suggested that TC should buy himself another E-type, one that he could use and enjoy, but he already has that base covered. And, despite the attractive offers he gets from JD Classics each year, he has no intention of selling the Jaguar. It puts a smile on his face. JP


JAGUAR XK150 S 3.8 DHC This XK150 S is 1 of just 69 produced by Jaguar in right hand drive. This extremely rare example still retains totally original interior including irreplaceable original carpets and leather seats. The paint was renewed (to the factory original Mist Grey) during a sensitive and partial restoration in 2004 which also involved a professional engine overhaul. Supplied with full history and a comprehensive photo album detailing the restoration work. All Numbers Match the vehicle’s factory data sheet. Maintained by JD Classics for the last 7 years.



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Good looks, good to drive and extremely competent no wonder Jaguar’s first SUV has become its fastest-selling model AGUAR TO produce an SUV? It didn’t seem to make sense when the car was revealed at the 2015 Frankfurt motor show. The company is more synonymous with luxury saloons and fast sports cars, while off-roaders were the domain of its sister company, Land Rover, so why stand on its toes? Yet, ironically, the F-PACE has become Jaguar’s fastestselling car, cementing its place on our list. One of the reasons for its success is its appearance. Retaining the svelteness of the Ian Callum-designed generation of Jaguars, the F-PACE’s stylish lines and handsome proportions did away with the bulk of most off-roaders. Yet it is still practical offering the kind of interior space SUV customers crave, and was the first Jaguar to have the wristband activity key as

an option, which keeps the ignition key safe while you go kayaking, windsurfing or paddling. The F-PACE is also one of the best-built Jaguars this side of an XJ, and many of the complaints that have dogged the XE since it went on sale – mainly poorquality plastics and the feeling it was built to a price – do not apply here. Of course, a Jaguar wouldn’t be a Jaguar, regardless of shape, if it weren’t good to drive, and the F-PACE ticks this box, too. The secret here is the new D4 aluminium platform (also used for the XE and XF). Lightweight, yet stiff, it helps to transform the SUV into a credible performer, as does the F-TYPE-sourced sophisticated integral-link rear suspension and configurable-dynamics system, which allow the driver to change the settings for the throttle response, transmission and steering. Whatever the engine choice, from the 2.0 diesel



with 180PS to the forthcoming SVR version with its 5.0 supercharged V8, the F-PACE is a credible sports car that can rival an F-TYPE on a country road. The 2.0-litre petrol with 250PS featured here is the perfect compromise between performance and economy. It can reach 62mph in just 6.8 seconds, delivers its power smoothly and keenly, and returns a credible 38mpg. Plus, there’s an enjoyable fruity bark from the exhaust when accelerating hard. Although it’s doubtful most F-PACE owners will take their cars off-road, it can handle that, too. It has a torque-on-demand, all-wheel-drive system

that features the advanced, in-house control system: intelligent driveline dynamics – IDD preserves rearwheel-drive agility and handling character, but can seamlessly transfer torque to the front wheels to exploit the performance benefits of extra traction on all surfaces and in all weathers. It also has the adaptive surface response, which identifies the type of surface the car is on and then optimises mapping of the powertrain and dynamic stability control system. Although it’s no Land Rover Discovery, these systems do transform the F-PACE into a credible off-roader. As a company famed for its beautiful sports cars and luxury saloons, it was a big gamble to enter the crowded SUV market, but, as the F-PACE proves, it was a risk that paid off.

The F-PACE featured here is a 2.0 S that has the 250PS version of Jaguar’s four-cylinder petrol engine


MK VII Jaguar’s first all-new saloon set the standards for future models and helped to secure the brand’s position in America

LTHOUGH THE Mk VII wasn’t technologically advanced, it laid down the foundations for future Jaguar saloons, as well as give the company a foothold in the important American market. Designed by Jaguar’s founder and chairman, (Sir) William Lyons, part of the Mk VII’s appeal was its good looks. In spite of being Jaguar’s first saloon to feature an enveloped body style, Lyons managed to blend in recognisable features from the previous Mk V, such as the curve of the roof and three-quarter panel, while the upright grille was still recognisable, even though it was slimmer and integrated into the nose. The Mk VII might have been designed primarily for the States, but Lyons was not influenced by American cars. Consequently, the Mk VII remained the epitome of British style and understatement, free of excessive chrome embellishments. Beneath the curvy body was



Jaguar’s new chassis (also used for the Mk V, and as a cut-down version in the XK 120). Inside, the Mk VII set new standards for interior room. The rear occupants had an extra three inches of legroom over the Mk V and, since running boards had been dispatched, there was an extra five inches of width, too. The boot was also vast: at 4ft long, it was comparable with the huge trunks of American cars. As per previous Jaguar saloons, it featured a luxury interior, including polished wood veneer on the dashboard and door cappings, while the seats were upholstered in soft leather. However, the Mk VII was more than a luxury saloon. Fitted with Jaguar’s powerful 3.4-litre XK unit, it had a top speed of 100mph, a huge figure for the time; a typical family car, such as the Morris Minor MM, could barely reach 65mph. Its size didn’t make it an obvious racing car, but speed and excellent handling led the Mk VII to become a popular choice in touring car racing, with the likes of Stirling Moss

and Mike Hawthorn enjoying great success. A Mk VII even won the 1956 Monte Carlo rally. Yet even with its many attributes, the Mk VII was fabulous value. When it went on sale in 1950, it was priced at just £998, before tax, the same as the outgoing Mk V. Little wonder the press were impressed with Jaguar’s new car. The American Road & Track magazine reported in its October 1952 issue, “When you look the car over carefully, and compare its dollar-for-dollar value with anything else on the market – foreign or domestic – you are bound to admit that Jaguar gives you a lot for your money.” Its combination of speed, low price and spacious interior meant the Mk VII sold particularly well in the States – of the 31k examples produced, a high percentage went to North America, helping to establish the marque there arguably even more than the XK 120. The Mk VII gave way to the VIII in 1956 and the IX two years after that, both developments of the original car, demonstrating how perfect it was from the start.

This 1955 Mk VII was once the property of HM Queen Elizabeth the Queen Mother. It was updated for her with features from the Mk VIII/IX models, such as the one-piece windscreen

SS 1

With its long bonnet and low-slung looks, William Lyons’ first car as a manufacturer defined his future designs

HE SS 1 was born from Lyon’s frustration at having to design cars around other companies’ chassis, especially to achieve the fashionable long, low look of the time. The position of their engines and suspension lent themselves to a more upright, sit-up-and-beg style of car that didn’t suit Lyon’s flair for style. So, in 1930, he commissioned a chassis from Rubery Owen, a specialist engineering works based in the West Midlands. The new frame was U-shaped in section and its main features were directed forwards, to help Lyons achieve the lowest bodyline possible. The result was a low-slung handsome two-door coupe that had a large bonnet with a stylish radiator grille set well back between the front wheels that




ended in a small passenger compartment with two doors. After its debut at the 1931 motor show at Olympia, Automobile Engineer magazine described the car as, “A very attractive car that is […] in advance of the times.” The straight-six engine, transmission and suspension (sourced from the Standard Motor Company) would fit Rubery Owen’s new frame and fit the running gear, including the axles, before delivering the rolling chassis to Swallow’s Coventry factory. This allowed Lyons’ company to effectively carry on being a coachbuilder even though the new car was in its own name. As a keen rider, Lyons was an enthusiast of the Brough SS range of motorcycles, and that inspired his choice of name for his new car: SS 1. Said Lyons, years later, “There was much speculation as to whether the

letters stood for Standard Swallow or Swallow Special. It was never resolved.” The press testing the car were very complimentary: The Motor, in its January 26, 1932 issue, said, “At the wheel, one is reminded very much of a racing car, for the very long and shapely bonnet suggests immense power and [the] lowness of build of the complete car gives it an instinctive feeling of security.” The car became the mainstay of SS’ production throughout the early Thirties, as an open four-seater tourer, a drophead coupe and the beautiful Airline with a sloping tail were all added to the range. The car was eventually dropped in 1936 for SS’ new range of ‘Jaguar’ models, but it had cemented both the company and Lyons’ pre-war reputation for manufacturing handsome, well-built and refined automobiles.

The SS 1’s long, low and sleek lines would come to exemplify all of William Lyons’ future designs

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X100 XK8


After 21 years of the XJ-S, the XK8 was a return to form and kept Jaguar relevant for the Nineties and beyond

HE CAT is back, proclaimed early sales literature for the XK8. The sentiment was clear – after years of the angular XJ-S Jaguar was going back to its roots, back to the curves of its past. Sure enough, the car – designed by Keith Helfet and Fergus Pollock – had plenty of references to the E-type, including the oval grille, covered headlights, and humps over the wheelarches. But, unlike the XJ-S, which was initially only available as a coupe, the XK8 was a coupe and convertible from the outset. It was a wise move. The open car went on to outsell the closed.

Under the bonnet there was a brand new 4.0 V8. Designed by Jaguar and built at Ford’s Bridgend factory, it would become central to Jaguar’s success for the next two decades. With 290bhp, it made the car as quick as it looked: 60mph took 5.2 seconds and it topped out at 155mph. The performance didn’t end there, though, because a supercharged version – the XKR – was revealed in 1998. With an extra 80bhp, its performance was harder than the 4.0, making it Jaguar’s first genuine supercar since the XJ220. While the engine was new, the platform wasn’t. Albeit modified, part of the chassis was the same as the XJ-S’, although most drivers wouldn’t know because it felt sharp, yet supple, and offered a comfortable ride. The interior was as lavishly

Coming off the assembly line on May 27, 2005, this XKR 4.2-S is the final X100 produced and is part of the Jaguar Daimler Heritage collection of historic vehicles


upholstered as the XJ-S but, unlike its forebear, the interior’s design was simpler, cleaner and better built. Classic looks and modern performance made the car an instant success. In 1997, its first full year of production, 14,929 were sold – in excess of 9,000 more than the XJ-S sold in 1995. Jaguar’s financial recovery in the mid-to-late Nineties was, in part, due to this car. A further powerhike arrived in 2002 with the introduction of the 4.2-litre. The normally aspirated engine now had 300bhp and the XKR 100 even more, making it one of the most powerful production cars to come from Jaguar. The car received a minor facelift around the same time, which helped to keep its classic looks relevant for the mid-2000s. Importantly, the late XKR 4.2, with its big 20in alloy wheels and a subtle yet aggressive body kit to match its blistering performance, was the origins of Jaguar’s harder, more performance-orientated cars that it is known for today, such as the F-TYPE SVR. The car seen here is the final X100 to leave the assembly line. A 4.2 XKR, it’s the 91,406th produced, and was gifted to the Jaguar Heritage Trust where it still resides. For a car that was built when the first YouTube video was uploaded (it left Browns Lane on

27 May 2005), it is surprising how modern it feels. Sure the clumsily laid out dashboard looks dated, but the way it delivers its performance never goes out of style: it only takes a gentle squeeze of the throttle for the big 4.2 to push me back into the tight Recaro seats with startling force. Plus, it sounds great. The whine of the supercharger over the growl of the V8 is sadly missing from today’s supercharged cars. Finally, low and wide with a mean presence, the body kit of the 2002 facelift adds a little muscularity to its otherwise feminine curves. Little wonder the X100 remains as popular today as when it was new – the cat really was back and, this time, it didn’t go away.



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2.4 SALOON As well as Jaguar’s first monocoque design, the 2.4 also marked the company’s entrance into the compact saloon market


F ALL the cars on our list, the 2.4 perhaps broke the biggest ground. It wasn’t just Jaguar’s first compact saloon, it was the first to have a monocoque construction and the company’s first modern car.

By the mid-Fifties, and with the rise of the middle classes, Jaguar needed a smaller car for buyers looking for a good-quality saloon who neither wanted the space, nor could afford, the larger Mk VII. With economy an important factor, the main method chosen to achieve this was a unitary (monocoque) construction rather than a heavy body-


on-frame, as per the Mk VII. Jaguar wasn’t the first to use this method – that was the Citroën Traction Avant, from 1934 – but it was one of the first British manufacturers to do so. With no separate chassis, the car looked lower and sportier than rival saloons, yet it was still built in the traditional way, such as for the Rover P4. Its exterior design followed that of the XK 120 and its prominent oval grille, large headlights and soft curves resulted in a handsome four-door saloon. A new, smaller version of the XK unit was to be found under the bonnet. While a 2.0-litre version (designed in the late Forties at the same time as the 3.4) had been considered, the idea was dropped for the same reasons it had been in 1948, mainly a lack of power and refinement. So a new 2,483cc version of the straight-six was developed, producing 112bhp. The same bore was retained, but the crank throw was reduced to give a shorter stroke of 76.5mm instead of 106mm. When he car made its debut in 1955, the entry model was priced at just £1,269 (a Lancia Aurelia B20

saloon cost £3,173), yet the interior was still lavishly upholstered with veneer and leather. It was also surprisingly roomy for a small saloon – the width of the rear bench was similar to the Mk VII’s, and it had the same amount of headroom. The 2.4 was also a fine performer thanks to new front and rear suspension, lightweight architecture and accurate steering. However, some people complained that the 2.4 wasn’t fast enough (although 100mph was attainable – a high speed for the midFifties), so, in 1957 a 3.4-litre XK version became available, transforming the car into the first sports saloon and a highly successful racing car. A little over 37,000 2.4 and 3.4s were produced in four years, an impressive figure for a small manufacturer such as Jaguar during the Fifties. Yet the 2.4 should be remembered more as the car that laid down parameters for all of Jaguar’s future saloons, mainly good looks, good performance and good value.

With its monocoque construction, the 2.4 was Jaguar’s first compact saloon, and sold well to the upcoming middle classes




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As Jaguar’s first all-new design in 20 years, the XF was an important step in the company’s recent resurgence

HE XF’S importance on Jaguar’s fortunes cannot be underestimated. Stuck in a retro-design rut that wasn’t going anywhere, the saloon returned Jaguar to the fresh, new designs it was once renowned for. It set the tone and lay down the foundations for future models, including those still in production. It’s not such a huge leap to say that without the XF we wouldn’t have the XJ, F-TYPE or even the F-PACE. Although the design was new, what lay below wasn’t. Running out of time and money to develop an all-new aluminium chassis, Jaguar’s engineers were forced to reuse the S-TYPE’s Ford-sourced DEW architecture. However, as anyone who has driven a 4.2 R will tell you, dynamically it was excellent, albeit the interior packaging was poor, with little room in the rear. Yet the chassis was a fine basis for a new beginning.



Ever since Ian Callum joined Jaguar in 1999 he wanted to move Jaguar in a new direction. His X150 XK from 2005 was a good first start but, as a twodoor coupe, it was clearly a development of the X100. What he wanted was an all-new car, a bold step that shied away from the past to leave the retro phase behind. As Wayne Burgess told us in the February 2013 issue, “From the moment Ian walked through the door in Jaguar Design, he was very clear that he had no interest in retro design. He felt, as did the existing team, that there was no value in taking design inspiration from the past.” Producing an S-TYPE Series 2 was never on the cards. From the outset, the sketches Jaguar’s design team showed parent Ford were substantially different from the outgoing car. “Never in the design process did we produced a model that looked anything like the S-TYPE,” continued Wayne. “They were all variations around the modern coupe-like Jaguar.”


Although Jaguar needed to use the S-TYPE’s Fordsourced DEW architecture, the rest was totally new. In fact, it was the first all-new design since the XJ40 some 20 years earlier, but even that had had similar proportions to the XJ6 Series 3. The XF’s eventual design featured a striking coupe-like profile and a large square grille at the front, said to have been inspired by the XJ Series 2 – a subtle nod to the past. Inside, the past was ousted. Gone were the clunky buttons and dated design of the S-TYPE and XJ, replaced with a contemporary layout with flushfitting switches and a cleaner overall design. Callum’s team added some playful touches, too, such as a starter button that pulsates red and air vents that rotate when the engine is started. With the same choice of engines as the S-TYPE – including the 2.7-litre diesel and 4.2-litre V8 in both normally aspirated and supercharged form – the XF was great to drive too, especially the SV8, which feature the latter. It wasn’t badged an R, but was as good as one, offering blistering performance. With 60mph reached in a mere 5.1 seconds, it put the car firmly in BMW M5 territory. When the XFR did arrive in 2009, it had Jaguar’s new 5,000cc V8, which

resulted in 510PS when supercharged. Its 20in alloys, deeper front valance and rear spoiler gave the car the tougher, meaner appearance that would come to define Jaguar’s new image, most notably the 550PS XFR-S from 2013. At the other end of the scale, the XF was the first car since the X-TYPE to be produced with economy in mind. The 2.2-litre diesel returned an impressive 52.3mpg, a massive improvement on the 3.0 diesel from 2009. Although not as refined as the smooth V6, the 2.2 was still a decent performer and could reach 60mph in 9.8 seconds. Jaguar’s first executive estate was based on the XF, too – the 2012 Sportbrake. It had not been part of the original model programme, but was still a handsome estate that featured class-leading loading abilities. With modern design and many variants, it’s not surprising that the XF became one of Jaguar’s bestselling executive saloons of the modern age: 202,678 were sold between 2009 and 2016 (sales figures for 2007 and 2008 aren’t available) before it was replaced by the current model. The XF was not just important due to its new design, but on a commercial level, too.

The car illustrated is the first production XF to leave the Castle Bromwich assembly line. An SV8 in Vapour Grey, it was built on 26 November, 2007 and today forms part of the Jaguar Daimler Heritage Trust




Sir William Lyons’ first car was an early example of his famous flair for design, which helped to make the company so famous T’S NOT too much of an exaggeration to say that without the Austin Seven Swallow there would be no Jaguar; it was the success of William Lyons’ first car that prompted his company’s move to Coventry. Lyons and his business partner, William Walmsley, had been building a handsome, aluminium sidecar (the Swallow – originally designed by Walmsley) in Blackpool since 1922, which became popular with motorcyclists wanting a stylish and sporty sidecarriage. However, both were aware that the birth of the reliable yet diminutive Austin Seven – a clear rival to the motorbike-andsidecar combination – would affect sales. The Seven, like all cars of the time, featured a separate frame chassis on which the body was dropped, thus allowing outside specialists to create their own. So, Lyons and Walmsley decided to enter coachbuilding and create their own, which would be a cheap, but fashionable, car: the Austin Seven Swallow. Lyons was not a draughtsman, and he designed his Seven as he would all his cars by guiding an experienced tinsmith to put his ideas into metal, in this case, the experienced Cyril Holland (Cyril became instrumental in Swallow’s early cars after moving from the West Midlands in 1927). The result of their work was an extremely pretty two-seater, which featured a bowl tail and rounded radiator grille cowl. Inside, the standard dashboard had Swallow’s mahogany version, and Lyons added more luxurious seats. At £175, when the car went on sale in May 1927 it was a mere £30 more than Austin’s own Seven Tourer Type AD, and partly responsible for the car’s reasonable success. A major breakthrough in Jaguar’s history came later in the same year when Lyons drove an example 250 miles to London (itself an impressive feat) for a meeting with Frank Hough and Bertie Henly, partners of the new dealership Henlys. Impressed by the little car, the pair immediately ordered 500 cars – including a saloon, which they saw as essential.


This Austin Seven Swallow is the oldest known saloon and is part of the Jaguar Heritage Trust collection

Production was increased to 12 cars a week, but it was soon obvious that Swallow’s current factory wasn’t big enough to meet the order. In fact, Blackpool’s train station became clogged with Austin Seven chassis that Swallow’s factory didn’t have room to accommodate. The workforce did the best it could, retrieving the chassis in an unconventional manner. “Why we didn’t run into trouble with the police I will never know,” said Lyons years later, “for we brought them away from the station by hooking together six at a time and towing them behind a car, even at peak traffic hours.” Just as pressing as space was the shortage of skilled labour. Blackpool was hardly a hotbed of coachbuilding talent and, although Lyons had already employed some workers from the West Midlands, he knew he needed more. So, in 1928, he took the monumental decision to move his burgeoning company to Coventry, finding a suitable factory in Foleshill, a few miles north of the town centre. The move was completed by November 1928 and, with that, Jaguar’s long and fruitful association with Coventry and the West Midlands was established, an association that continues to the present day. The extra room and increased workshop saw production improve, but it took hard work. “It was a most exciting time,” Lyons later said. “We worked from 8 o’clock in the morning until 11 or 12 o’clock at night as we tried to raise production from 12 a week to 50 within three months.” In late 1928, Swallow added a Seven saloon to its range, which was again designed by Lyons guiding Cyril Holland. With its low-slung looks and the bright two-tone colour schemes, it was a far cry from the Austin’s upright standard model. Production of the Austin Seven Swallow finished in 1931, when Lyons moved into car manufacturing with the SS 1. Around 4,000 examples of the Seven Swallow were produced, an incredible figure for a small coachbuilder and testament to Lyons’ skill as a designer and businessman. While those skills would see him create some of the finest cars in the history of the automobile, it started with the diminutive Austin Seven Swallow.


XJ6 SERIES 1 Beautiful to look at and fabulous to drive, the XJ6 set a new standard for Jaguar’s saloons. And still does OTHING ABOUT the original XJ6 from 1968 was new. The 4.2-litre engine had been around since 1964, the independent rear suspension was first seen in 1961, and the classic quad headlights and square grille treatment came from the Mk X and was reused for the 420. Yet when everything was brought together for the XJ6, it created the finest saloon in the world. Designed by Sir William Lyons (his final car before he retired in 1972) and based on an early E-type 2+2 study from 1962, the XJ6 was much smaller than the ponderous Mk X and had better proportions than the 420, even though it shared many design cues with both. Its delicate, simple detailing, such as the slim chrome bumpers and body-coded steel wheels, heightened its sense of understated style. Thanks to its slim pillars, the glass area offered excellent visibility for the time, while the interior was

clearly laid out with a row of black-and-white Smiths dials and rocker switches. However, that was not what made the car such a standout – it was how it drove. With 245bhp from the 4.2-litre XK engine (there was a 2.8, too, but with 180bhp it was never popular), performance was excellent. Its 0-60mph time of 8.8 seconds made it fast for the period and it could cruise all day comfortably at 70mph. What’s more, with the chassis designed by Jaguar’s chief vehicle engineer, Bob Knight, the ride was perfect and set the standard for all saloons. It was both supple enough to absorb bumps instead of transmitting them into the cabin, while at the same time being stiff enough to hustle the car round a corner without the feeling you might float away, as in the larger and softer Mk X. The car was highly applauded when it went on sale in 1968. “We believe that in its behavior it gets closer to overall perfection than any other car we have yet tested, regardless of price,” reported Motor magazine in its May 1969 issue. “If not faultless, it is impossible

The Sable Brown XJ6 4.2 featured is a 1969 example that was owned by Sir William Lyons and today is part of the Jaguar Daimler Heritage Trust


to charge it with any significant criticisms, but even when judged by absolute standards, and its tally of top marks makes impressive reading.” Driving the Sable Brown example featured here (a car Sir William Lyons’ used for several years after choosing it randomly off the production line, and which today forms part of the Jaguar Heritage Trust collection) it’s clear that all the XJ6’s applauds are still true. While the car is an early 1969 example, it feels surprisingly modern. The large glass areas give excellent visibility, more than other cars from the era, and the ease in which it delivers its power is to modern standards. The ride is as first-class as ever, gliding over our uneven road surfaces with ease. There are only two areas in which it feels dated: on a warm and sunny day the interior can become unbearably hot, the large glass areas letting in more light than a Spanish vegetable greenhouse, and the steering is over-assisted by today’s standards, although it is accurate. Ten minutes with the car exemplifies why it set the standards for all future Jaguar saloons and why Jaguar was able to extend its life long after most cars would have been replaced. The Series 1 gave way to the 2 in 1973, addressing some of its few issues, such as better ventilation. With its all-new replacement – the XJ40 – behind schedule, the car was given a major facelift by Pininfarina resulting in the Series 3 from 1979, which, in V12 form, lasted until the early Nineties. Although markedly old-fashioned by then, what made the original XJ6 so perfect in 1968, mainly a subtle style, first-class ride and excellent performance, was still highly desirable.


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XK 120

Jaguar’s first post-war sports car gave the young company some much-needed publicity LTHOUGH THE Mk VII outsold the XK 120, it’s the sports car that gets the number two spot in our list due to the impact it had on Jaguar’s image in the early years. When it was revealed in 1948, it showed to the world that not only had Jaguar survived the war, but that it was here to stay. Incredibly, it was a car that should never have been built but for Lyon’s desire to showcase his new engine. By the late Forties, the newly named company – Jaguar (from its pre-war range of cars) – saw its future in luxury saloons, and as soon as hostilities ended it

started to develop a new model, the eventual Mk VII. It was going to be displayed at the 1948 British Motor Show – the first motor show since 1939 – but development fell behind schedule (it wouldn’t reach production until 1950). However, its chassis and engine, Jaguar’s new XK unit, were ready. The company introduced a stop-gap saloon – the Mk V – to feature the new chassis, although the car retained a pre-war engine and body design. William Lyons was passionate that he wanted to announce the new straight-six engine at the show in a modern body, so Jaguar developed a new sports car during the summer of 1948 (based on a cut-down version of the same chassis) purely to showcase the 3.4 XK engine.



Originally produced from aluminum, its handsome curves and 120mph top speed stunned the crowds at its debut at Earls Courts. Alongside other new cars at the show – such as the Land Rover and Morris Minor – it looked like a space ship had landed. There was no disputing the car’s abilities, proven the following May when Jaguar’s test driver, Ron ‘Soapy’ Sutton, reached 132.6mph in a standard example on Belgium’s long concrete motorway near Jabbeke. It was an unheard of figure for a production car at the time. Its speed and good looks secured its status as the car to be seen in during the late Forties and early Fifties, with the likes of Clark Gable and Humphrey Bogart owning one, which led to the company becoming internationally famous far faster than had it revealed only the Mk VII, even though the latter sold in larger numbers. To further raise the car’s profile, six worksprepared examples of the XK 120 were handed over to six specially chosen drivers to compete at

a variety of events and disciplines. None received more exposure than Ian Appleyard after his successes in the Alpine Rally driving his cream car, registered NUB 120. When a young Stirling Moss won the Tourist Trophy at a rain-soaked Dundrod in Northern Ireland in 1950, driving Tommy Wisdom’s car, Lyons decided it was time to officially enter motor sport sport. The XK 120C (later known as the C-type) reached even further heights, winning Le Mans twice – in 1951 and 1953. When a handsome fixedhead coupe and a drophead coupe joined the open-two-seater to further boosted the car’s appeal, Jaguar started a series of open and closed cars that would last until the XJ-S (it was initially a coupe only), and which continues today with the F-TYPE. As the model that laid down foundations for future Jaguar sports cars and raised the company’s profile when it was needed most, the XK 120 is a standout car in Jaguar’s long history. Only one car had a bigger impact on Jaguar’s fortunes and its image.

This red XK 120 opentwo-seater is an early steel bodied example, first registered in November 1950


XK 140

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XK 120

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1 E-TYPE SERIES 1 The E-type was a perfect sports car, one that came to define both the company and the decade



Produced in February 1961, this green convertible, registration 77RW, is the first production E-type open two-seater

T COULDN’T really be anything else, could it? Easily Jaguar’s most famous model in its 96-year history, the E-type has come to characterise the company, the sports car genre as a whole, and the swinging Sixties. Even now, the E-type continues to be chosen for advertising purposes and is regularly driven by the protagonist in films, all of which continue to raise Jaguar’s profile more than any of today’s models. The most obvious reason it became so famous is its stunning looks. The work of Jaguar’s genius aerodynamicist Malcolm Sayer, who drew on his experience designing the all-conquering C- and D-types, its long bonnet, glass-covered headlights, elegant nose and beautifully tapered rump were like nothing else at its reveal to an astonished audience at the 1961 Geneva show. They were more used to such contemporary sports cars as the comparatively cumbersome Aston Martin DB4. Not even the Italians were producing anything with such delicate lines, and Enzo Ferrari famously described the E-type as, “The most beautiful car in the world.” The car still looks amazing 57 years after it went on sale; it just hasn’t dated in the way you’d expect a car reaching six decades. The other reason the car made such as impact at the time was its performance. Powered initially by Jaguar’s 3.8-litre XK engine, the E-type had a claimed top speed of 150mph (although that was only proven when magazines tested a mildly modified coupe). Even so, it was a speed most cars could only dream of, and those that could were more expensive. When the car went on sale in the spring of 1961 at £2,160, it was an incredible £1,840 less than the DB4, fuelling the E-type’s legend.

Is it any surprise that the company couldn’t keep up with demand? At launch, Jaguar anticipated production figures of around 100 cars per week, a figure that turned out to be totally wrong. Jaguar had to increase its workforce in order to meet the orders that came flooding in, and was soon making 150 cars a week. In its first full year, 6,295 E-types were produced. The car offered fabulous handling for the era – it was lightweight, due to its monocoque construction, and used Jaguar’s independent rear suspension, and front suspension developed from the D-type’s. Consequently, it had instant success as a racing car when, in its very first race at Oulton Park, Grand Prix driver Graham Hill won against stiff opposition from Aston Martin and Ferrari. Its stunning appearance meant that, like the XK 120 before it, the E-type quickly became the car to be seen in. In the early part of the Sixties, famous owners included Adam Faith, Frank Sinatra, Roy Orbison, George Best, Tony Curtis, George Harrison, John Barry, Johnny Holliday, Princess Grace, Charlton Heston and John Leyton, to name just a few. Even the British royalty bought into the E-type legend with the Duke of Kent owning a coupe. Such famous names advertised the E-type’s desirability and reputation, as did its appearance on the front cover of Dave Clark Five’s 1965 album, Catch Us If You Can, and its many starring roles in films. Its most famous appearances were in How to Steal a Million and the Italian Job. Of course, it wasn’t perfect, the biggest complaint being the lack of footwell space, which Jaguar rectified in June 1962 using a revised floorpan that not only allowed for more space in the footwell itself, but also featured a recess in the vertical section behind the seats so that the seat could slide further back. Ironically, the earlier ‘flat floor’ examples are now worth more than the later 3.8 examples with the issues resolved. A restored convertible from 1961/1962 is currently worth in excess of £200,000. Although the car lost a little of its aesthetic appeal following its 1968 facelift (the front lights lost their glass cover and the rear lights were relocated to below the bumper) and again in 1971 when it became larger and V12 powered, it never lost its allure. Almost as many Series 3 open-two-seaters were sold as the early 3.8 model. When production of the E-type ended in 1975, 72,529 had been built. Although much fewer than the 115,330 XJ-Ss that would be produced or the 90,374 X100 XK8s, the car continues to have an immeasurable impact on Jaguar’s image.

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By the left Customer demand has prompted Suffolk Sportscars to do something Jaguar never did â&#x20AC;&#x201C; build left-hand-drive SS 100s and C-types




fter years of driving and photographing the original cars, it is odd to see the steering wheel as if on a reverse print on a SS 100 and C-type. I had seen both cars in lefthand-drive format in build at Suffolk Sportscars, but trying the cars for the first time on the road is an unusual experience. Just as surprising is the way the mind soon adopts the unusual feature as perfectly normal. Suffolk Sportscars was born in 1995, when Roger Williams took over an SS 100 project from Terry Rowing’s company TRAC, of Colchester. Roger’s fascination for historic cars had flourished during his 27 years running a Ford dealership in Suffolk where, answering to nobody but himself, he had restored a good number, including two Lister Jaguars that he raced for 11 years. When he took on the SS 100, he stayed true to its original dimensions to create a correct copy; indeed, many of the peripheral components, such as windscreens, are interchangeable with the original. Rigid attention to visual detail was an important factor for Roger and instruments and switchgear were vital factors to get right. The chassis, however, was constructed to accept XJ6 components, suitably engineered to the correct dimensions of the SS 100. To date, more than 350 examples have been supplied, well in excess of Jaguar’s production total of 314. Five years later, in 2010, the Suffolk C-type followed after four years of development,

Vintage steamer trunk is a stylish way to carry luggage

80 | Jaguar World / Summer 2018

replicating the 1951 Le Mans cars. Since then, development has evolved and customer input can dictate a variety of choices, including a production body or 1953 Le Mans lightweight. Power can be produced by standard or modified engine, of 3.4, 3.8 or 4.2 litres, with SU carburettors or triple Webers. The choices are endless. Some opt for a specific car from a chosen period or race, while for others it is a very personal choice; like the SS 100, options are limited only by the imagination. Fancy an automatic gearbox or power steering (all seen on the Suffolk SS 100)? It can be applied to a C-type. Luggage space is always at a premium and although the SS 100 does have a useful luggage rack, Suffolk Sportscars has located period luggage trunks to mount on the rack. Many owners keep soft bags inside these trunks for ease of use. The C-type, of course, is a different beast and liberating space isn’t so easy, but using the void inside the sills and doors helps considerably. Another option is the removable ‘back pack’ for the car, which sits on the rear bodywork atop a special pad to protect the paint. A few years ago, a steady trickle of customers began asking about converting the SS 100 to left-hand drive. This proved easy enough for Suffolk Sportscars in its impressive engineering facilities, but when similar enquiries were made about left-hand drive C-types, it was felt that the time had come to offer the steering wheel on either side of

An SS 100 follows the C-type; both are composed at speed

LEFT: This customer has specified a Moto-Lita steering wheel. Gorgeous instruments are period blue-oncream with SS markings RIGHT: Like the C-type, the SS 100 is also propelled by 4.2 litres, but on a pair of HIF SU carburettors

the car. In this way, it could be engineered from inception, with the chassis and other components made specifically for left- or right-hand drive. It proved a resounding success and filled an obvious need. The market is changing, too. Whereas, back in the Nineties, self-build cars were very popular, customers now prefer a factorybuilt car, especially with the C-type. While GRP (a mouldable polyester resin reinforced with glass fibres) construction is standard on the SS 100, Suffolk now also offers full aluminium SS 100s, too – its first example will be delivered to Arizona later this year. For their C-type, owners can choose GRP with alloy composite or full aluminium bodywork. Factory-built alloy C-types have almost become de rigueur. Judging by the numbers of C-types of all varieties leaving the Suffolk Sportscars’ workshops, Jaguar’s total production of 54 will soon be eclipsed. Since Roger Williams’ son, Fraser, joined the company in 2011 following his own apprenticeship working in the classic car industry, Suffolk Sportscars is now on its third generation of motor engineers (Roger’s father, Christopher, started his

apprenticeship in 1917 and went onto become a director at WH Johnson. Jaguar World has known Suffolk Sportscars since its inception, and TRAC before then, and Fraser has kindly invited us for a drive of both SS 100 and C-type in left-hand-drive format. Both cars look absolutely amazing in the cold Suffolk winter sun. The C-type is a factory-built aluminium car, based around the 1953 Le Manswinning car, finished in British Racing Green. From the front, the tripod headlights attract my attention first, before my eyes sweep up to the purposeful air-scoop, which feeds the cold-air box serving a set of triple 45 DCOE Weber carburettors. Looking down the left-hand – and now driver’s – side, the correct exhaust box nestles below the door. Apparently, a lot of work has gone into keeping the exhaust heat at bay. This is, after all, a car for pleasure, not to win Le Mans. Blockley tyres dress the 16in wire wheels, finished in silver enamel. At the rear, a stiffener strip runs down the rear panel, used in period to give some rigidity to the

lightweight aluminium. Like the original, a period Lucas numberplate light is used to illuminate the roundel. Also as per the original, the rear axle is live and has a Powr-Lok differential. Front suspension is by torsion bar, accurately recreating the original vehicle’s driving experience. Bare necessities adorn the interior, dominated by a period-correct threespoke steering wheel. Instruments and switchgear are sufficient, with the 160mph speedometer and right-to-left sweep revcounter ahead of the driver. There is little in the way of creature comforts, although heatresistant materials are used where necessary. The stubby gearlever controls a Jaguar all-synchromesh gearbox with overdrive; the operating switch is secreted in the lefthand door panel. Two external catches secure the bonnet, front flipped to reveal the engine bay. Nestling in an authentic-looking tubular frame, this engine is a 4.2-litre engine, which, on triple Weber carburettors, is built to a mild tune of 250bhp. The correct-style exhaust manifolds and system are stainless steel. The dynamo is there for appearance Summer 2018 \ Jaguar World | 81


C-type driver sits on the left

LEFT: C-type is 4.2-litre on triple Weber 45 DCOE carburettors, producing a healthy 250bhp RIGHT: Mirrored from the right, the C-type dash replicates the original right-hand drive

but, in reality, there is an internal alternator. Closer examination, especially around the pedal mounts, shows that the chassis is bespoke-built for left-hand drive. Attention to detail abounds, with the correct RF95 voltage regulator (now used to channel wiring), fuse box and period horn. The radiator is aluminium and dampers are adjustable. The SS 100 continues the theme of authenticity coupled with modern, easy-tolive-with components, also with a chassis built specifically for left-hand drive. With a body finished in Champagne Silver with Oxblood leather interior, it encapsulates everything that was Thirties’ Jaguar. The heavily chromed radiator grille and QK596 headlights are direct replacements of the original and will interchange with a genuine SS 100’s. Sitting low, with a long, multi-louvred bonnet, the SS 100 was a particularly rakish car in period, when most would have towered above. This car has a four-spoke Moto-Lita steering wheel, and the dash is covered in the same Oxblood leather as the seats. The specially made instruments are blue-on-silver, all with the correct SS markings. Behind the fold-flat windscreen there is a pair of aero-screens for that ultimate wind-in-the-hair experience. One interesting upgrade is the heated pleated seats, while the steering is electrically assisted. Like the C-type, there are modern brakes to suit modern driving conditions. Beneath the alligator bonnet is a late82 | Jaguar World / Summer 2018

model 4.2-litre engine, fitted with a pair of HIF (horizontal integral float chamber) SU carburettors – better suited to the style of the car. The gearbox is the well-respected Jaguar all-synchromesh unit with overdrive, driving to an XJ6-based independent rear suspension (IRS). Again, Blockley tyres have been favoured, on specially built wire wheels of the correct 18in diameter. This SS 100 is finished with a large steamer trunk, carried on the rear luggage rack. Bespoke Suffolk Sportscars bags fit inside the trunk. I try the SS 100 first and am delighted with the heated seat, given the prevailing low ambient temperature on the day. Functions such as starting the engine and moving the gearlever are carried out with the right hand, of course, and I look over the bonnet as if a passenger albeit I am in control. With Fraser driving the C-type ahead, we set out into the Suffolk lanes, hugging the kerb. I chuckle inwardly because the SS 100 has no trouble keeping up with the C-type, a statement I never thought I would make. Of course, the C-type is quicker, but with similar power units and the IRS making up for the deficiency of the large, narrow tyres, the 100 is a capable machine. The electric power steering is efficient, controls are light and, with a responsive engine, it is a pleasure to drive. All the hard work of the original car has been eradicated, leaving the style to be relished.

We reach the fabulous spot of Snape Maltings and we swap cars so I am now driving the C-type. This is quite a different beast. It’s quick and purposeful. I’m sitting low in the chassis, and windblast is eased as the aero-screen takes the brunt of it (a low windscreen is available for greater protection). I’m in the left-hand-drive groove now and care little about the position. I revel in the handling, even the hop, skip and jump as the live axle hits a series of potholes and irregular road surfaces. For me, it just adds to the experience. The Webers bark as the engine inhales air, the exhaust howls as it exits, processed by combustion. Roger drives the SS 100 back to base while I continue along the dual carriageway, engaging overdrive as speed picks up. I plant my foot on the pedal and the car flies. It’s stable, too, although goggles might have been advisable. Back at Suffolk Sportscars, I reflect on the two cars now sitting on the drive. It is clear that the company has responded to a market need – if a car is being built from scratch then why not make it convenient for the destination? Far more countries drive on the right, so with East Anglian common sense prevailing, left-hand-drive Suffolks are now a reality. JP Thanks to: Suffolk Sportscars (tel: +44 (0)7967 339424;



Rough rider Can a Sportbrake with all-wheel drive rival an SUV when it comes to off-roading? We take a 2.0-litre diesel green laning to find out

XF Sportbrake R-Sport 2.0 240PS Engine 1,999cc, 4cyl Power 240PS Torque 500nm 0-60mph 6.4secs Max speed 150mph Economy 48.7mpg Transmission 8-spd auto List price £42,435

84 | Jaguar World / Summer 2018



T FEELS totally wrong to be doing this. Like completing an extreme assault course in a beautiful handmade linen suit or transporting a famous grand master painting by moped, it’s not natural to leave the safe confines of the tarmac in a £40k XF Sportbrake and turn onto a track so wet it can only be described as ‘mushy’. Like juggling chainsaws or wrestling a bear, this won’t end well. Or will it? The car might appear to be as capable on the rough stuff as Graham Norton, but don’t let its delicate persona deceive you, because beneath its handsome lines lies an all-wheel-drive system that, on


paper, should be as capable as the F-PACE’s. To find out whether the Sportbrake AWD is a suitable alternative for an SUV, I plan to take a 2.0-litre diesel example green laning. On the road, all-wheel drive assists grip, something manufacturers have known since the Sixties when Jensen produced the first road car with four-wheel drive: the FF. And sure enough, this Sportbrake with 240PS feels confident and stable through the corners despite today’s torrential conditions, thanks to Jaguar’s intelligent driveline dynamics (IDD uses sensors to actively predict rear-wheel slip and redistribute torque to prevent loss of traction). So, the car cuts through bends with efficiency, aided

by the standard air suspension that keeps the car level at all times. Sales of diesel engines might have dropped dramatically over the previous 12 months, but this 240PS 2.0-litre is smooth and refined, delivering its power easily yet quietly, resulting in 60mph in a little over six seconds. Time, though, to see how it handles an uneven surface – and I know the perfect place: a series of public bridalways in the Cambridgeshire countryside. Don’t let the flatness deceive you. Although there’s a lack of serious undulations (important since the Sportbrake doesn’t have an increased ride height), as a result of the snow followed by the torrential rain we


Summer 2018 \ Jaguar World | 85



experienced in February, March and most of April (isn’t living in the UK fun?), these tracks are sodden. As soon as the front wheels meet the wet turf, I can feel them slither and slide as the road tyres hunt for grip, and I struggle to keep the car pointing in a straight line. Looking at the ominous and very deep dyke to my left, excuses I could give to Jaguar as to why one of its beautiful Sportbrakes is covered in stinky river weed – and a bad tempered duck is nesting in the glovebox – creep into my thoughts. And the car really is beautiful. With its perfect proportions, Ian Callum’s team of designers has created a gorgeous

86 | Jaguar World / Summer 2018

profile that’s even prettier than the first generation of Sportbrake. This Ceasium Blue version is particularly handsome, as the metallic colour suits the car’s long lines and contrasts perfectly with the 20in five-split spoke alloys in gloss dark grey (a £2,095 option). As an R-Sport, it is fitted with a subtle bodykit comprising of a sports front bumper, side sills and a boot-mounted spoiler that give the car a racier edge than cheaper models. It seems a shame to get such a stunning automobile messed up on this wet and muddy track. Oops, too late. With the conditions getting worse, I stop to activate the car’s all-surface

progress control (ASPC). Fitted as standard to Sportbrakes with the eight-speed automatic ’box, ASPC is a low-speed cruise control system used in conditions where there’s little grip – it helps the car to pull away safely from a standstill up to 19mph. I can now control the speed using the cruise control switchgear, negating the need to touch the pedals. With the system managing both the power and traction aids to exploit the limited grip, it leaves me to focus solely on steering the vehicle. Although it’s not as complex at Land Rover’s all-terrain progress control, which adjusts the car’s many systems for different conditions, it still



With the system managing both the power and traction aids to exploit the limited grip, it leaves me to focus solely on steering the vehicle

works. I’m able to confidently trundle along despite the slippery conditions, the IDD instantly transferring power to whichever wheel needs it most. Eventually, the wet grass gives way to an uneven farmer’s track. Although it has a solid surface, it’s below a layer of thick, black mud. As a farmer passes me in his tractor, its huge field-fresh rear tyres deposit a further coating of thick sludge, I can tell by his startled expression that the last thing he expected to see in the middle of nowhere was an executive estate shod with tyres less suited to off-roading than flippers. Or maybe it was the brief glimpse of the sun we just experienced that surprised him. With the mud hiding deep potholes that could damage those gorgeous alloy wheels, I activate the 360-degree surround camera, the same system Land Rover uses. It’s operated and viewed via the touchscreen, so, with cameras in both wing mirrors looking downwards as well as those located in the front grille and rear bumper looking fore and aft, I can navigate my way along the uneven track with reasonable confidence that I’m not about to rip off an appendage. If the car had a higher ride height, I’d be less worried, but that is where an SUV beats an estate. But, it wouldn’t be too difficult for Jaguar to make the air suspension rise on demand, creating an estate-based SUV in the same mould as the Audi A6 Allroad

or Mercedes-Benz E-Class All-Terrain. Just a thought, Jaguar, just a thought. After a couple of miles rolling slowly along, the car’s instinctive all-wheeldrive system allowing me to slither and slide through the mud, I reach the end of the track. The alloys are going to need a commercial jet wash if they’re ever to be clean again. I’m tempted to step out and enjoy the view, but two things stop me. Firstly, it’s raining. I might be roughing it off-road, but I’m no Ray Mears. Secondly, I don’t want to transfer mud back into the cabin. The interior of the XF is a particularly pleasant place to be. Well built and nicely laid out, it would be a shame to sully the interior as I have the exterior. The cabin’s ambiance is helped by the huge 1.6m2 panoramic roof (a £1,125 option) that lets in more light than a Norman Foster-designed office building. Add the practical boot – 565 litres with the rear seats in place – and the XF’s interior is close to perfect, hence why I don’t want to make it dirty. But then, the Sportbrake as a whole is close to perfect. Good looking, good to drive and with a spacious interior, it has all I could need from a car. Add in its surprisingly good abilities off-road and it’s a genuine rival to the F-PACE. So it’s a shame, then, that barely anyone will discover this. Whereas the international SUV market grew by 19.5 percent in 2017, executive saloons (including estates) fell by 13 percent (source: Jato). This is why Jaguar now has two SUVs (three if you include the forthcoming I-PACE), but just one estate. Those who do buck the trend and buy a Sportbrake in all-wheel-drive form will be rewarded with a highly accomplished car that has the capability of being whatever you want it to be. SUV, fun road car or practical load-lugger, the Sportbrake AWD can do it all. PW Summer 2018 \ Jaguar World | 87



Engine ma


88 | Jaguar World / Summer 2018

We take a closer look at the technology behind Jaguarâ&#x20AC;&#x2122;s ingenious and important Ingenium engine range



nagement I

NGENIUM. It’s the word we increasingly use when talking about new Jaguar engines, and, in time, it’s going to be the staple of any classic Jaguar discussion. While perhaps not quite the equal of the XK or AJ V8 units in terms of rousing our heart rates, it is probably Jaguar’s most important engine line since the iconic XK. Jaguar Land Rover has even built a brand new factory to assemble it. So, let’s take a deep dive into the ever-expanding world of Ingenium. It was four years ago, back in summer 2014, when Jaguar first began showcasing details of the new Ingenium engine range. Described as a family of compact, lightweight, low-emission turbo petrol and diesel engines, they were fully designed and engineered in-house by Jaguar

Land Rover engineers, an undertaking it had not had the privilege of doing for decades. Production began at the new Wolverhampton factory in early 2015. The arrival of Ingenium means Jaguar no longer has to buy engines from Ford, saving itself a fortune. It was goodbye to the 2.2-litre turbodiesel and goodbye to the 2.0-litre turbo petrol (although very early XEs did still use it – could they be rare collectible curios in future?). It also gave the firm a future-proofed range of Euro 6 emissions-compliant motors. Ingenium is the name for the family of engines, not one particular variant. So, although the diesel came first, with petrol following from spring 2017, all are known as Ingeniums – petrols are codenamed AJ200 and diesels are coded AJ200D. Just as the names are similar, so are “many common

internal components and calibration strategies,” says technical design director Dr Wolfgang Ziebart. That reduces capacity, boosts quality and simplifies manufacturing. That wasn’t the only benefit of taking engine production in-house, though. “Engineering and manufacturing our own engines improves our ability to react to changes in demand and changes in legislation and competitive technologies.” On sale in showrooms now, the two current Ingenium powerplants are both 2.0-litre engines, sharing the same bore, stroke and cylinder spacing. Oh, and 500cc cylinder capacity, making them 1,999cc motors. Apparently, 500cc is the optimum cylinder size for peak efficiency, so all Ingeniums are built around it. The firm willingly admits that the core design is configurable and flexible enough

The 300PS version of Jaguar's 2.0 Ingenium petrol engine (left) is a brillant match for the F-TYPE

Summer 2018 \ Jaguar World | 89



for “smaller or larger engines to quickly and efficiently be developed to meet future regulatory and competitive requirements”. Logic thus suggests a mooted future three-cylinder version would be a 1.5-litre (possibly part of a hybrid driveline), while a straight-six could be a 3.0-litre motor. There has even been talk of a five-cylinder version, which would be a 2.5-litre. And, although it’s unlikely Jaguar would use this, it could be a very ‘authentic’ engine for a future Land Rover Defender… Part of the design brief was for the engines to be easily used in transverse and longitudinal configurations, driving the front, rear or all four wheels. Futureproofing for electrified hybrid drive systems was important, as was easily accepting advanced engine technologies not yet fully developed – such as new boosting systems, valvetrain technology and so on. Both petrol and diesel Ingenium engines use an aluminium block and head, with cast iron cylinder liners. The DOHC units have a chain-driven cam (with a design simplified to facilitate modular application), with bore and stroke of 83mm x 92.3mm. In both units, the base blocks are extremely stiff to facilitate higher power outputs, but, despite this, they also weigh up to 80kg less than the engines they replaced. JLR director of powertrain Ron Lee relished the opportunity to lead the Ingenium engine design team. “We had the rare opportunity to start the project with a clean sheet of paper,” he says. “We weren’t locked into any of the usual restrictions that force engineering compromises because we had no existing

90 | Jaguar World / Summer 2018

production machinery that would dictate design parameters, no carryover engine architectures to utilise and no existing factory to modify.” Hartwig Busch is a principal engineer at Jaguar Land Rover. He tells us that reducing internal friction was a key goal for the engineers, and that a 17 percent reduction here compared to the old Ford diesel was achieved via multiple means. For example, roller bearings are used on the cam and balancer shafts, rather than machined-in bearing surfaces. “These are inherently lower friction than hydropneumatics, so need less lubricating oil – and it also means the oil pump uses less drive power,” says Busch. Computer-controlled variable oil pumps allow the exact demand to be tailored according to engine load and temperature. There is a split cooling circuit, which allows the engine to warm up faster on cold days, reducing emissions, with the happy by-product of also warming up the cabin more quickly. The water pumps are computer-controlled as well. “We fit a low-friction piston ring pack. As the Ingenium has such a stiff aluminium block, cylinder distortion is minimised, even under load, so the piston ring tangential loads are lower. And the crank is offset from the cylinder bore, which reduces side forces on the expansion stroke, resulting in less friction – particularly at higher loads.” That’s not it for the clever design work,

continues Busch. “We use new combustion system thermodynamics for efficiency, and a variable geometry turbo to maximise response and boost torque at low engine speeds.” At launch, the diesel’s turbo produced class-leading torque for a singlestage turbo 2.0-litre engine, he said. Since launch, the promised rollout of extra technology has given the diesel a further lift, up to a hefty 240hp, courtesy of a sequential twin-turbo system. Direct injection fuel pressure is also increased, from 1,800 bar to a mammoth 2,200 bar. The leap over the older engines is


enormous: this is a diesel with as much power as the old turbo petrol – but one that also averages nearly 49mpg, eveen in the big F-PACE. Remarkable. Although the petrol engine range is now growing, the diesel Ingenium line rem mains the higher-volume motor – and with so much talk about diesel emissions at the moment, Busch tells us in detail why the Euro 6 Ingenium diesel is anything bu ut a ‘dirty diesel’. There are two emissionscleansing strategies at work, he explaains: the first, a ‘clean diesel’ oxidation catalyst, removes 80 percent of carbo on monoxide and hydrocarbon emission ns. The second process is called Selecttive Catalytic Reduction, or SCR. An AdBlue urea fluid is injected into the exhaust stream, which then enters the SCR catalyst to reduce NOx emissions – the nitrogen oxides that are most relevant for air pollution – by more than 50 percent, and also eliminates 90 percent of particulates. “Then, downstream of the SCR, we have the EGR – exhaust gas recirculation – system, which we use to lower the combustion temperature in the

engine, suppressing the production of NOx emissions at sourrce,, while also further minimising particulates.” That’s what you call a virtuous circle. Not that the Ingenium petrol engine is short on technology – that’s how, in ultimate 300bhp guise, it’s able to deliver 25 percent more power than the Ford 2.0-litre engine it replaced. Its twin-scroll turbos use ceramic ball bearings – for, yes, friction reduction and efficiency – and its exhaust manifold is fully integrated (a JLR first). It has direct fuel injection, at a


pressure of 200 bar, and JLR also uses a fully variable electrohydraulic valvetrain, called UniAir (by supplier Schlaeffler). Instead of fixed settings, this allows valves to be actively controlled on cycles, enabling engineers to design in clever strategies for valvetrain operation. For example, during the stop-start cycle, the engine can be instantly switched off, without having to wait for a certain point in the combustion cycle – and then instantly restarted, even if the engine is still in its shutd down mode. It does this without vibrattion, too. The engineers also claim that such precise valve control allows them to delliveer instant torque on demand, without the neeed to excessively retard the ignition, hus harm engine efficiency. The and th control algorithms, developed in-house, are so clever JLR has patented them. Thaat’s a reassuringly exhaustive array of tecchnology for an engine family that’s goingg to form the heart of Jaguar products in thee future. Jaguar doesn’t plan to stop there,, either. “Inggenium will be able to accept new advances in fuel, turbocharging, emissions, performance and electrification tech hnologies when they are ready and accesssible to be deployed,” adds Lee. Futuree Jaguar hybrids will be built around Ingenium engines. The Ford-built 3.0-litre V6 wiill almost certainly be replaced by a 3.0-litre Ingenium. And why not think bigggerr still – could an electrified 3.0-litre Ingenium be a planet-friendly answer to the looming need to find a 5.0-litre V8 replacement? “Ingenium has been developed as a modular family of powerful, efficient and refined all-aluminium petrol and diesel engines,” says JLR engineering director, Nick Rogers. The story is just beginning: here’s hoping it develops into the modern equivalent of XK – a truly great line of future-proofed engines. RA


Ingenium is Jaguar Land Rover’s first self-built high-volume engine in decades. And when you make it yourself rather than getting Ford to make it for you, there arises the need to, well, actually have somewhere to make it. Cue a new £500million, 100,000 square-metre engine production behemoth next to the M54 motorway near Wolverhampton. You can’t miss it: a special junction has even been built to better serve the plant. Called the Jaguar Land Rover Engine Manufacturing Centre, or EMC, it was opened in 2014 by Her Majesty The Queen and the Duke of Edinburgh. The first wing to open was the diesel production plant, with the petrol Ingenium line following later. Last year, it became the most productive engine facility in the UK, with 305,907 engines rolling off the line; the target of employing 1,400 people has long since been passed. As has the footprint of the plant. With a third wing in development, it will eventually span over 200,000 square metres (that’s two million square feet). Total investment will tip £1billion – and remember, as Ingenium is a modular engine that can theoretically shrink to three cylinders and grow to six cylinders, it remains to be seen what else may be built in that upcoming third element. And, indeed, what the fruits of JLR’s £40million investment in the powertrain engineering facility at Whitley will be.

Summer 2018 \ Jaguar World | 91




Martin Haese, Adelaide’s Lord Mayor, has owned a variety of Jaguars including his current 420G. We track him down to find out more

92 | Jaguar World / Summer 2018


I When Martin finally bought his 420G, it had covered just 43,000

N THE motorsport capital of Australia, Adelaide, there are more historic vehicles per capita than anywhere else in the nation. It holds a three-day carnival of motorsport, the Adelaide 500, and the magical Adelaide Motorsport Festival a four-day event in Adelaide’s Victoria Park. It is here, on the southeastern fringe of this most English of Australian cities, where I’m meeting Martin Haese. He’s a Beatles fan, a British car fanatic with a cherished Jaguar 420G sitting on his drive, and the city’s Lord Mayor. The motorsport festival currently taking place in this city attracts vehicles worth in excess of 60million Aussie Dollars (around £33million). It takes in a three-day rally in the beautiful Adelaide Hills and a track event featuring everything from historic cars to recent F1 cars, which attracts former

F1 drivers who once excelled around the former Adelaide Grand Prix street circuit. Add in a street party that sees the cars driven in convoy through the town, waiters setting up pavement cafe tables, bands playing and Adelaide is in full party mode; this is the Mardi Gras of the motoring world. And much of this is down to the exuberant enthusiasm of its Lord Mayor, Martin Haese. “Why are you so drawn to motorsports?” I ask him. Predictably, the answer lies in Martin’s youth. He tells me, “After my first car, a Humber Super Snipe, I was unable to resist motors and motoring from that moment onwards.” Although his “quirky” big Super Snipe didn’t last long and was replaced by a more “sensible” Morris Minor that he kept for four years because it was “nippy, Summer 2018 \ Jaguar World | 93


economical and easy to maintain,” he says. Perhaps it was a testament to his business acumen, which has stood him in good stead; he set up a chain of 17 fashion shops in Adelaide and Melbourne, which now employs more than 220 people and has a turnover of AUD$25 million. The attributes of the big Super Snipe and tiny Morris Minor kick-started an admiration for British cars. Although he has also owned foreign forms of transport as diverse as Lancias, Mercedes-Benz, Volkswagens, BMWs and a Lambretta motor scooter, British has always been best for Martin, which has seen him owning a Triumph Stag, Rolls-Royce Silver Cloud, Vanden Plas Princess 1100, various Jaguars and a Jensen Interceptor, the latter of which is still in the garage. “I’ve always had a fascination with British cars. I admire British automotive design, style and – of course – the engineering.” Sitting in the Adelaide sunshine, the Lord Mayor admits he was also drawn to the culture, fashion, design and music of the Sixties. “I just missed the Beatles coming to Adelaide. I was born in 1965 and the Beatles received a tumultuous reception

94 | Jaguar World / Summer 2018

one year earlier from 300,000 fans, the largest crowd to welcome the Fab Four anywhere abroad or back home in the UK.” Martin has owned four Jaguars. The first was a 1985 XJ6 Series 3 Sovereign, bought in 1995 with low-mileage that was previously used by a doctor – who lavished attention on it. Martin found the car’s quiet ambience and exceptional handling much to his liking, saying, “The XJ6 is a low-slung car, it has formidable suspension and is very The Lord Mayor enjoys driving the big Jaguar, which offers both space and comfort. Simple dashboard is burr walnut

quiet.” While still owning the XJ6, Martin bought a 1985 XJS-C, which he describes as, “A true grand tourer.” Then, there came a second XJ-S. “It was a 1993 4.0-litre model that was better to drive with much tighter handling. I enjoyed this car very much.” While these cars have since been sold, the individual model that holds his affections is his 420G, which came to Australia in 1967 when it was bought by a farmer on South Australia’s Kangaroo Island. South Australia has a dry climate, and life on Kangaroo Island is kind to cars, which kept the Jaguar in pristine condition. Although Australia is a huge country, distance doesn’t count when you are a motoring enthusiast and certainly not for a Jaguar fan. Martin had known of this car for some time, and when it ended up in a car showroom in Adelaide in 2003, Martin made an offer… which was promptly rejected. The man who gazumped him was an experienced car mechanic who Martin knew well, Geoff Mockford. Geoff had co-founded Sovereign Autos, a Jaguar and Land Rover specialist in Adelaide. Sovereign Autos had

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The next time the 420G came up for sale, in 2016, the regal Jaguar he had tracked for so long was finally his serviced all of Martin’s previous Jaguars and Geoff looked after the 420G well. When he parted with it, Martin again kept track. Its third owner turned out to be a well-known presenter on local radio station 5AA, Jeremy Cordeaux, and something of an avid car collector. The next time the 420G came up for sale, in 2016, Martin was finally able to step in, and the regal Jaguar 420G he had tracked for so long was finally his. The car had covered a mere 43,000 miles. Such is the pressure on the Lord Mayor’s diary that the 420G doesn’t get out on the road that often, so the opportunity for me to climb behind the wheel was taken up with enthusiasm.

The car glides to a halt outside the gates to Victoria Park to the scream of yesteryear’s F1 cars in the background at the Adelaide Motorsport Festival. I climb in beside Martin and we are soon cocooned in its quiet ambience.

96 | Jaguar World / Summer 2018

The interior is perfect, just simple instrumentation set in burr walnut and no seat belts. “Belts were not part of this particular car’s original specification and they have never been fitted,” Martin tells me. Due to the age of the vehicle, they are not needed by law in South Australia.” He adds, “Plus, I am a very safe driver.” Adelaide’s roads are free from potholes, and, because the Jaguar conveys no road noise, I can understand why the 420G became the standard transport for mayors from many parts of the world. “The 420G is a pleasure to drive,” says Martin, asking, “And doesn’t it ride well?” I agree it does, and sit back to enjoy the big Jaguar’s space and comfort. “Being Lord Mayor is more than a job,” he tells me, “It is almost total immersion; it’s a life.” The residents of Adelaide must come first, and that, at times, means sidelining other interests. I’m just pleased that he managed to find time to bring his beautiful Jaguar 420G to Adelaide’s Motorsport Festival. JP

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T LOOKS like an XK8, is called an XK8 and yet it’s like no XK8 I’ve driven before. But then, this one is no longer a typical example of Jaguar’s luxury grand tourer. This is a fully developed racing car that has competed in the Jaguar Enthusiasts’ Club’s Saloon & GT Championship for the last two seasons. As the first XK8 to reach the series, it has taken plenty of hard work and some ingenuity to transform this once-luxury GT into an awesome racing car. To experience the change from luxury GT to race machine, I’m testing the car on the long straights and tricky corners of Snetterton circuit in a windy Norfolk.


98 | Jaguar World / Summer 2018

We take to the tra racing ca ck at Sne r that ha tterton in s compet an XK8 ed for se in the JEC veral sea Saloon & sons GT Cham pionship












Summer 2018 \ Jaguar World | 99


The test might be on a beautiful sunny day, but it’s windy – welcome to Snetterton, possibly the breeziest place known to man, its bare, empty scenery betraying the fact that it started life as a World War Two RAF base. The first race held here was in 1953, when the circuit quickly became part of the club racing scene. It rose to further prominence when Team Lotus, which had moved to nearby Hethel in 1966, used the track to test its Formula One cars. Many planned track days had to be cancelled earlier this year due to the terrible weather the UK experienced in February and March, including the Jaguar Enthusiast Clubs’ in February (when I originally planned to drive this car, which explains why it didn’t appear in the May 2018 issue as advertised). This means the paddock is busy with a huge assortment of cars ranging from tiny Caterham 7s and classic Minis to powerful BMWs. Despite the variety, the XK8 easily stands out the most. Low, wide and orange (more about that in a minute), it’s a very different beast from a standard XK8. It may share the same sinuous curves, but that’s where the similarities end. Its black alloys, matt black bonnet with its huge vent and simple mesh grille conspire to give it a more menacing appearance, despite the colour striving instead to make it look like a giant Tic Tac.

Ah yes, that colour. In 2016, owner Derek Pearce asked Tom Lenthall, the Berkshire-based specialist who was building it, to spray the car in dark blue to match his other racing car, a Mk 2. However, wanting the car to stand out on a crowded grid, Tom painted it bright orange instead, a shade that’s now laughingly referred to as Derek Pearce Racing Blue. The idea of creating a racing XK8 was Tom’s. He has been preparing Derek’s racing cars for several years and one of them was the Mk 2 that Derek had been competing in since 1982. But, by 2015, it no longer suited the modern, super-sticky tyres that cars now wear in the Saloon & GT Championship. “The tyres are too modern for a car made in the Sixties,” Derek explains. “To drive a Mk 2, you need to slide it around the corners, but the rubber gripped too much and it wouldn’t break away. So I said to Tom that we had to do something else.” The obvious choice would have been to build an XJS. As a popular club racer, performance parts are readily available, plus Derek won the 2005 championship driving a V12. However, Tom wanted something more modern and so suggested an XK8, the first example to be entered in the series. It wouldn’t be easy, though: they faced a stiff challenge made more difficult because the car would be in

Another concern was an exploding propshaft at Castle Combe

100 | Jaguar World / Summer 2018

ABOVE: The interior bares no relation to a standard XK8; basic, stripped out and without comfort, it is now entirely functional ABOVE RIGHT: The switches used for the exciting starting procedure RIGHT: The tall gear lever for the manual ’box

Class D for fully modified cars. Says Tom, “Whereas with the XJS you get everything off the shelf – bushes, dampers etc – we had to start from scratch with the XK8.” A solid example with a blown engine was sourced from one of Tom’s customers. He stripped it and squeezed a roll cage (adapted from an XJS) into the cabin. The JEC set a weight limit of 1,500kg, plus driver, for the car’s first season in 2016, which was 300kg less than a standard car (it was subsequently reduced by the JEC to 1,350kg for 2018). Consequently, Tom and Derek had to keep it trimmed down. Although an early 1996 car, Tom built a 4.2-litre normally aspirated engine (the supercharged V8 isn’t permitted in the series) from spare parts sourced from his workshop, plus cylinder heads and camshafts from XK8 tuning parts specialists Badcat Upgrades (www. It is something of a bitsa engine, but it still produces around 370bhp and Tom reckons there’s more to come. The exhaust manifolds are also from Badcat Upgrades, while the rest of the system is one of Tom’s own. With no suitable adjustable coil-over shock absorbers available for the XK8, Tom developed his own, which are manufactured by British manufacturer Nitron. These R1 dampers, suitable for both road and track use, are now available through Tom’s company (see Gearbox, p126). At the rear, Tom specified Powerflex Black Series polyurethane bushes. Although primarily designed for competition, they still offer a little give because, as Tom says, “If you lock it down too much and make it too stiff that’s when things start breaking.” Summer 2018 \ Jaguar World | 101

I’ve strapped myself into a bright orange rocket and lit the fuse The front was trickier to set up. “When it was lowered, the camber of the wheels came right in – and there’s insufficient adjustment on an XK8. So, I had some special bushes made with offset holes that allowed me to adjust them and pull the wheels out. As the mounts that hold the subframe in place were then machined from solid aluminium billet, there’s no movement at the front at all.” Under the JEC’s rules, any standard gearbox from a production Jaguar is allowed so, due to its strength, Tom chose the ZF 6HP six-speed manual from an S-TYPE 2.7-litre diesel. Finally, the braking system consists of an AP kit that was originally available for the XK8 in the Nineties from Jaguar tuning specialist Paramount. “I got lucky,” admits Tom, “and bought three rotten XK8s that had this AP kit fitted and used one for Derek’s car.” The car was ready for the start of the 2016 season and was immediately quick – Derek finished a fine secondin-class at the first race at Snetterton. He found the car a little unpredictable, though, so Tom designed a wider rear anti roll bar attached to the outer ends of the wishbones, and that has calmed the rear down through corners. Another concern was an exploding propshaft at Castle Combe. It used the original rubber coupling from the S-TYPE gearbox, which turned out not to be 102 | Jaguar World / Summer 2018


strong enough for the XK8, even though it hadn’t been a problem when Tom had used the same ‘box for other racing cars. A purpose-made coupling replaced it, one that was bigger and stronger. “It’s all part of the fun of doing this car,” declares Tom. With the track open, it’s time for me to discover whether it’s fun to drive, too. s I swing open the door, it seems to flex in my hand, which doesn’t calm my growing apprehension – all the door strengthening and heavy winder mechanism has been removed to leave just the thin steel shell, the result of Tom putting the car on a strict diet to meet its 1,350kg limit. The interior has undergone an even greater transformation. The entire dashboard has been removed, replaced by steel and carbon fibre panels to mount the basic switches onto, while the dial pack is now a single competition digital unit. With the carpets removed and the seats replaced by tight racing versions, the metamorphosis from luxury grand tourer to racing car is complete. When I tighten the six-point harness it’s clear there is a lack of sound deadening making the cabin noisy – the clasps and buckles clang against the steel floor. Secured tightly in place, it’s time to start the V8. So exciting is the ignition procedure that if the test were to end here, I’d still be happy; I feel like a Spitfire pilot. I begin by turning on the two fuel pumps before flicking up the red cover for the ignition switch and pushing the switch up. Finally, I press the starter button and the big V8 noisily bursts into life, before settling down to a throaty hum. I navigate my way through the crowds. Many stop to stare as I pass (I hope because of the car’s


ABOVE LEFT: The engine might have been built using parts found in Tom Lenthall’s workshop, but it still pumps out a healthy 370bhp


good looks rather than anything worrying, such as a loose wheel) and drive down the pit lane. When the marshals give me the thumbs up (phew, no wheel hanging off), I enter the track. Nothing is coming up behind me, so I put my foot down and the engine immediately responds, the V8’s growl filling the cabin. As I race towards the first corner, Riches, the acceleration feels strong and confident, more so than in a standard XK8 no matter the engine variation. At the 100m board, the brakes instantly scrub off speed before I turn into the corner. With its limited body roll thanks to the adjustable dampers at their stiffest setting, I enter the bend carrying more speed than I expect and hence exit fast, ready for the following short straight, where I’m again impressed at how easily the car accelerates. Reaching the next corner – the tight right-hand bend, Montreal – I need to brake harder. The beefedup AP kit is so effective that if it weren’t for the harness keeping me tightly in place I’d leave nose prints on the screen. The car might weigh 300kg less than the standard car, but its remaining bulk is obvious, lacking the nimbleness of, for example, the lightweight Caterham 7 now nipping at my heels. So, I forcefully throw the car into the corner. Admittedly, due to

104 | Jaguar World / Summer 2018

not knowing the circuit, my racing line is like a Salvador Dali painting (strange), but thanks to the engine’s huge amounts of torque I don’t need to change down. Even in third, there is enough grunt to accelerate cleanly out of the hairpin. Sourced from the humble S-TYPE, the manual gearbox lacks the short, sharp throws of a unit designed specifically for competition, yet it’s still accurate and reasonably fast, aiding velocity between curves. The tauter suspension means the car is much quicker through corners than my standard 4.0 example at home, but I struggle to find the perfect line through the tricky infield section (the tight Agostini, Hamilton and Oggies bends), and that allows the much nimbler Caterhams to catch up again. But when I exit the fast Williams curve onto the long Bentley Straight and push the throttle as hard as I dare, the big V8 immediately delivers its acceleration in a delicious instant burst, reducing the little sports cars to specks in my mirror. I’ve driven plenty of fast cars in my time, from the unique XJ13 to the F-TYPE SVR, but none have the sheer brute force of this racing XK8. I’ve strapped myself into a bright orange rocket and lit the fuse. The experience is intensified by the engine, which is producing the most animistic growl I’ve ever heard from a Jaguar V8, filling the cabin.

ABOVE: As seen here at Murrays, thanks to the adaptable suspension set to firm, the XK8 corners flat with little body roll

JAGUAR V8 PERFORMANCE UPGRADES These high end ‘BADCAT’ power enhancing upgrades are installed on the Pearce Racing XK8

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Driving this car is akin to juggling flaming tennis balls – there’s so much going on that I don’t get a spare moment to relax, except to throw a peak at the digital readout to discover I’m travelling at a tremendous 120mph, the fastest speed I’ve reached in an XK8. When I brake for Brundle, a sharp left immediately followed by Nelson, an immediate left, the Caterhams are soon back buzzing around me. I do the decent thing and let them pass. At the Bombhole – the circuit’s famous long righthander with an abundance of camber – I take the corner flat out which, due to the huge forces that have been created by the high speed trying to push me off course, makes it quite the experience. After the long right curve that is Coram, I stamp hard on the brakes, change down to second and throw the big car into Murrays, the final sharp left-hander that leads onto the start/finish straight. With the pedal to the floor, I must look like an orange blur to spectators on the pit wall as I whiz past at a tremendous speed to start another lap. As I begin to learn the track, as well as understand more about the car, it’s a thrilling moment to realise my speed is increasing, especially through the corners. The XK8 isn’t an easy car to master due to its performance and size, but when I manage to get the right line, correct gear and perfect speed, it’s more rewarding than anything else I’ve driven on a track. A few more incredible laps in the XK8 later and I pull safely into the pit lane. Of course, I’m disappointed that my time with the car is over, but also glad it’s still in one piece, and not a dented smoking wreck at the end of the Bombhole. How Derek manages to control the car at full speed while

sharing the track with 30 other equally large and powerful cars is beyond me. When I hand the XK8 back to Derek, I express surprise that he hasn’t repeated his 2005 championshipwinning success with the car – despite promising finishes over the last couple of years, he hasn’t managed to string enough together to make a challenge for the crown. Sadly, a few days later, at Snetterton, he fails to finish at the first two races of the season, yet both he and Tom are determined to make the car a winner in 2018. After driving it, I’m sure they can. The orange car is no longer immediately recognisable as an XK8. Raw power and an aggressive personality have replaced the restrained performance and subtle appearance the model is renowned for, but one important characteristic of the standard car remains: fun. PW

Thanks to: Derek Pearce and Tom Lenthall (tel: 0118 973 1614;

I must look like an orange blur to the spectators 106 | Jaguar World / Summer 2018




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


Paul Walton takes the scenic way back from Turin in the F-TYPE, and Craig Cheetham’s XJ6 takes the MOT test

114 One you can buy

116 Modern Workshop

120 Q&A

122 Classic Workshop

126 Gearbox

128 Specialist

We give our judgement on an XJ6 Series 1 4.2 manual that’s currently for sale

After solving a battery issue, it’s time to take our E-type project for its MOT test

Looking at the tricky procedure of replacing an XK8 4.0’s fuel pump

Products include aluminium water pumps for the E-type, and XK8 adjustable dampers

Your questions about converting a LHD XJS to RHD and an E-type with braking issues

We look at the history of Terrys Jaguar Parts, in Michigan, a company that can trace its history back to 1976



2018 F-TYPE 2.0 R-Dynamic

Despite disaster – and a Fiat Punto – striking in Turin, Paul is still able to take the scenic way home through the Alps


CLIMB OUT with a sense of dread: dreading the sight of the F-TYPE’s rear bumper that is no doubt on the floor, and dreading the inevitable phone call I’ll have to make to Jaguar’s press office that will start with, “Know how F-TYPEs usually have two bumpers…?” Annoyingly, with my final shoot of my trip – the Pininfarina XJ Spider [see JW, June 2018, p52] – in the bag, and having survived the melee that is Turin’s traffic for two days, this event happens at the final junction before I have change to join the comparative safety of the autostrada and start the return journey to the UK. The culprit of the incident was the driver of a blue Fiat Punto who, judging by the speed in which he approached the F-TYPE’s rear end, obviously hadn’t realised that I had stopped for a red light. Growing ever larger in my mirror, I knew he was going to hit long before he did. The resultant impact was hard enough to shove the white convertible forward a foot or two, hence my apprehension. Yet when I inspect the damage, I’m amazed to find there is none; the bumper is, thankfully, still in place and looks intact. The only wounds I can find are an inch long scratch to the left of the bumper and a small graze on the black valance below. Incredibly, despite being in the centre of the impact, the reversing camera even works, although the lens looks cracked. But even this turns out to be blue paint, which later rubs away to leave a perfect image on the interior screen. Although I feel like I’ve just kicked a kitten, I’m impressed by how the car has withstood the impact. Seeing that the English car is not damaged, the Punto’s driver simply shrugs his shoulders, climbs back into his car and disappears into the Turin traffic. I, too, continue my journey, happy to see the rear wing deploy on cue when I reach 60mph. Although I’d driven to Turin via Switzerland, I decide to take the faster, more direct French route past Lyon and Dijon to get home. With the sun shining and the temperature a brisk five degrees, I lower the roof, turn on the optional heated seats and gun the 2.0 petrol, enjoying its easily accessible 295lb ft of torque as I pick off slower vehicles. An hour after leaving Turin, the Alps begin to dominate the view, their snow-

110 | Jaguar World / Summer 2018

covered tops contrasting beautifully against the deep blue sky. The crisp white peaks remind me of meringues –or perhaps ice cream. Or perhaps I’m just hungry. Either way, it’s a majestic sight. After delving through the heart of the mountains, passing through endless tunnels, I eventually reach what I assume to be the Italian/French border. I offer my passport to the lady in the booth, who looks at the little burgundy book as if it’s covered in anthrax, before saying, “Quarantacinque euro.” Fortyfive euros? Although I was indeed on

the border, I’d reached the Fréjus Road Tunnel that passes beneath the Col du Fréjus in the Cottian Alps, between Modane in France and Bardonecchia in Italy, and need to pay for the pleasure. At 8.1 miles – making it the tenth longest tunnel in the world – it works out at a whopping 5.60 euros a mile. That’s even more expensive than the Dartford Crossing, but I guess its cost of two million Francs in the late Seventies has to be recouped somehow. My mood is only lightened by the bark from the exhaust sounding even fruitier inside the tunnel.


The result of Paul paying 45 euros

The E70 motorway gives fabulous views of the snow-topped Alps in the distance

Paul finally makes it onto the Eurotunnel carriage, ten hours after leaving Turin

The entrance to the Fréjus Road Tunnel that runs beneath the Col du Fréjus

Refuelling the F-TYPE for the second time, a few miles south of Calais

As I slowly descend back to sea level, the beautiful snowy scenery is replaced with harsh rocky landscapes. As there is little traffic, I soon reach Lyon and turn onto the A31 to start the long slog north. Although this is the fourth day of my trip, I never get bored of the car’s acceleration.

Not as hard as the bonkers 575PS SVR, this 2.0-litre version with 300PS is still fast, but comfortably so, making the F-TYPE finally feel like the sports car it always should have been. France rolls endlessly by, the now flat and featureless scenery decidedly dull

compared to the Alps. Yet I’m making good time and reach Reims by 6pm. I had originally planned to stay overnight in the French town, but decide to push on and get home. Although the F-TYPE’s interior is tight and lacks storage space, the seats and driving position is comfortable for long journeys like this. With the 2.0-litre engine returning a disappointing 30mpg, I have to refuel at Dijon and will again a few miles south of Calais, eventually reaching the Eurotunnel terminal at 10pm, 800 miles and ten hours after leaving Turin. Following the 150mile drive through the UK – the worst part of any transcontinental journey – I exit the A1(M) for my village outside Peterborough a little before midnight. As a sign of the car’s continuing appeal, despite travelling for the best part of 13 hours, as I enter the roundabout I use the steering wheel mounted paddles to change the eight-speed automatic ‘box down a couple of gears and take a racier line. I reach home exhausted yet feeling elated, both by the journey and for getting the car home largely in one piece, albeit with some extra Fiat blue.

The mountain’s white peaks contrast against the deep blue sky


Eurotunnel ( Summer 2018 \ Jaguar World | 111



1995 Jaguar XJ6 3.2 Sport

Could Craig fall out of love with his XJ6 after driving Jaguar World’s X350 back-to-back, and why does he need a cable tie get-you-home repair?


RIVING THE Jaguar World X350 over to Derbyshire for this issue’s twin test with the Audi A8 was a special treat for me. I know it’s only a matter of time before one of the alloybodied models is added to my Jaguar CV. It’s a car I’ve adored ever since it came out, and I was lucky enough to drive them regularly when they were new. I maintain that, to this day, there is no car more comfortable or as satisfying to own, and as they get ever more affordable the temptation to buy grows greater by the day. I met up with Jaguar World’s editor, Paul Walton, to travel over to the shoot together, so was able to drive the X350 back-to-back with my own XJ saloon, my trusty X300 3.2 Sport, which has just marked four years in my ownership. For someone who changes his cars as often as his socks, the fact that the turquoise terror and I have stayed together for such a long period shows how much affection I have for the old thing, and driving it across the Cambridgeshire backroads only served to remind me why I love it. Comfy, quick without being unruly, and still one of the most striking shapes on the road; it’s easy to see why the X300 is evolving into a bona fide classic car. Among the things I like about it are its ability to mix it perfectly well with modern traffic conditions, but getting back into it after 150 miles in the X350 was a peculiar experience. All of a sudden, it felt heavy, oldfashioned and less of a polished performer. I won’t say it was a disappointment, as I thoroughly expected the X350 to feel like a

112 | Jaguar World / Summer 2018

car that was a couple of generations newer, but it did prove to me just how far Jaguar’s engineers had come when they launched the aluminium-bodied XJ in 2002. It feels so much lighter and more agile, despite being a far bigger car than the X300. After five miles in M357 MHM, I was soon converted back to its charms. I love this car, and I always will, but my experience suggests that my X300 should go from daily-driver duties to more occasional use, and I should reconsider my strategy of buying old bangers to run through the winter and saving my nice cars for the summer months and their unsalted roads. An X350 is the perfect winter warmer as it won’t rot away and will still provide the enjoyment, grace and comfort I get from my cherished classic. So, here’s my commitment. I’m going to put a bit of money aside each month and, within the next 12 months, I will be the owner of an X350, quite probably a 3.0litre six-cylinder model that won’t hurt too much at the pumps. Speaking of running costs, I had to take the trusty XJ for its MOT this month as well. Although we covered 4,500 miles together last year without fault, waiting for the call from the test centre is always a nerve-wracking experience. I’m delighted to report, then, that the X300 yet again aced the test without a single advisory. I’m a firm believer in maintaining cars properly, but you can’t spot everything, and the fact that my 124,000-mile 23-year-old Jaguar has never had an MOT advisory in the time I’ve owned it shows it’s a good one.

Like all old cars, though, it decided to remind me it wasn’t bulletproof. No sooner had the ink dried on the test certificate than I was greeted by an atrocious scraping noise after going over a speed hump. The windscreen washer bottle had decided that 23 years of use was enough and a plastic mounting had sheared off. So, like all home mechanics, I turned to my trusty bag of cable ties for a get-you-home fix. I’ve a new washer bottle on order, but for now my lashed-up repair is holding firm.

Craig’s car outside the garage after successfully passing the MOT with a clean sheet

The windscreen washer water bottle held in place with a cable tie after it fell off



1966 E-type open two-seater

The open E-type is despatched for a new hood at MCT Restorations

Mick Turley removes the hood frame, ready for powder coating


t’s been a tough time for our resilient Bilko. Judging by the number of wellwishers, regular readers will know that he recently broke a wrist. Now, he is recovering from a hernia operation, so, once again, we’ll wish him well. Fortunately, this happened at a time when our updated fixedhead was having an MOT, but he is already straining at the leash, desperate to get back into the garage. In the meantime, I managed to visit MCT Restorations (02476 371110), where Mick Turley is fitting a new hood to our open E-type, which was fitted in 1999 and still keeps the water out. Although it could be re-used as the back window remains clear and the rest of the hood is very sound, it has pulled above the door windows and there is some wear above one of the hood sticks. While we do look after our car and are extremely fussy about its well-being, that doesn’t stop us using it to the full and we’ve driven well over 40,000 miles. Before starting on the hood, it is vital to make sure the hood frame is a perfect fit and operates correctly. Mick spends many hours fettling frames and, in many cases, has his work cut out. Some of the situations he mentions are awful, with bent hood sticks, rust and damage. Get the frame operating correctly and the hood material

will stand a chance. MCT now extends the front of the hood frame so that it covers more of the windscreen top chrome, an added defence against inclement weather. The hood is made up using original Jaguar patterns. In many cases, it has to be adapted to compensate for dodgy frames, but ours, of course (tongue in cheek), is

perfect. When the hood is ready, it takes MCT around five hours to fit, although the full job runs to many days. This could well be the third hood that Mick has fitted to our car. He was at Jaguar when the car was made, although he was probably too young to be on the front line at the time.

It’s been on our E-type since 1999, but it’s more vanity that forces its replacement

The hood webbing is beginning to fray

MCT extends the front of the hood canopy to cover more of the windscreen chrome

Various sections of hood material laid out for assembly Summer 2018 \ Jaguar World | 113


Jaguar XJ6 Year: 1972 Price: £17,995 Mileage: 57,000 Contact: Classic & Sportscar

Centre, Malton, North Yorkshire Tel: 01944 758000



RIGINALITY IS a prized commodity in the world of classic cars, which bodes very well for this Warwick Grey XJ6, with its sub-57,000-mile odometer, full history and service record and entirely unmolested bodywork and interior. What’s more, it’s the most desirable XJ6 variant – a 4.2-litre car with the manual gearbox. However, delving into that comprehensive record reveals that in 1986 the car had a different engine fitted, plus an entirely different gearbox, nonoriginal brakes and an altered final drive. The key is that this XJ6 did not start life as a 4.2-litre car. When it was delivered to its first owner by Lex Mead in Cardiff in 1972 it was a 2.8-litre model, albeit a rather high-spec one, with most of the optional equipment fitted, other than the automatic transmission. History will bear out that the 2.8litre variant of the XK6 engine was not Jaguar’s finest, being prone to suffering failed pistons and valves. This XJ was no exception. The first owner used the car infrequently, but still needed a new engine fitting under warranty. That second engine failed in 1986 with the car registering just 40,000 fully-serviced miles. The owner then paid for a Jaguar main dealer to fit a 4.2 engine. And, because it was an official job, the car was rebuilt to completely authentic 4.2-spec, including not just the engine, but a new gearbox with revised ratios, uprated brakes and the taller final drive. 114 | Jaguar World / Summer 2018

Since the new drivetrain was fitted, the car has covered just 17,000 miles. The original owner finally parted with the car in 2000, selling it to a friend who had the paintwork rubbed down and refreshed, although not taken back to bare metal. Before its recent arrival at the Classic & Sportscar Centre, the XJ6 visited a classic Jaguar specialist where it had its carburettors cleaned, a new water pump, coolant hoses and steering rack and a stainless steel exhaust system. At the same time, it also had new headlining and carpets fitted, plus fresh windscreen seals. The result is a strikingly well-presented car that appears to be exactly what it is – a low-mileage example that has never been restored, but has been very well cared for and had replacement parts and repairs as and when needed. This honesty is immediately appealing in itself, even without taking into account how the Jaguar drives. When I tested the car, it had just driven to the Malton showroom from West Yorkshire and was wearing a thin layer of road grime on its lower flanks. There is a manual choke in place of the troublesome electric automatic device and the big XK fires up without issue, showing strong oil pressure and a good charge. It immediately impresses with its smoothness and silence – even healthy XK6 engines can develop rattles, taps and knocks in old age – but, of course, this unit is barely run in. In manual form, the XJ’s gearbox has a long but smooth action. The overdrive

slipped in and out of action unobtrusively, allowing the engine to run at just under 2,500rpm at 60mph, and it reaches that speed in an entirely unflustered fashion. This is a 46-year-old classic that can not only pull out into 60mph traffic from a standing start, but can do so with a huge amount of performance in reserve both for acceleration and cruising. The ride and handling are superb, both in the sense that this XJ6 is clearly in perfect condition, as well as a comparative sense. But, what really stands out is the noise, or rather the lack of it. The loudest noise is from the cabin fan. Even rushing along at more than 50mph with the windows down and propelled by a big straight-six, there is almost no mechanical noise and very little breeze. I can hear the tyres deforming over the tarmac. Only when you move the slick gearlever into third, press the throttle into the carpet and let the engine sing past around 3,500rpm does it really make its presence felt. It was this total, allencompassing refinement that wowed the world when the XJ6 was launched and it is still a salutary lesson for many cars today. Not only is it a lovely car to drive, but it is in the best possible condition – not some unsullied, hyper-original example that should be in a museum, but a car that has been kept in a very similar condition by unstinting care and only light use. You could use this XJ6 a lot, through all sorts of weather and on any journey, without guilt and with a huge amount of pleasure.

Butlin & Sons Classic Cars

Jaguar E-Type Specialists ● ● ● ● ● ●

Full or part restorations Roadster Conversions Full Bodyshell sandblasting Bodywork/paintwork/accident repairs Servicing, repairs and engine tuning Engine rebuilds and mechanical overhauls ● Upgrades / fast road conversions /track day preparation


For anything E-Type please contact us first Swadlincote Derbyshire DE11 0AN

01283 212417 ENGINE COVER FOR 5.3 LITRE V12

er Summ e ric Sale P 5 £79.9 plus p&p

Engine Cover for 5.3 litre V12 fuel injection series 3 models (1979 - 1991). Will fit XJS V12, XJ12, Sovereign V12 or Daimler Double Six. Aluminium with a polished finish, with black gloss motives. The Cover has nicely well rounded sides and really improves the appearance of this engine and prevents dirt and other items dropping down inside. Supplied complete with screws and fitting instructions.

Contact : D. Almond Ltd. Email: Tel: +44 (0)1707 654788

independent Jaguar trained master technicians

JAGUAR CLASSIC INTERIOR TRIM SPECIALISTS COMPLETE INTERIOR RESTORATIONS TO CONCOURS STANDARD, BY EX-FACTORY CRAFTSMEN We also supply a comprehensive Range of Interior Kits to the same exacting standards, numerous Concours and Champion Winners to our credit. Over 100 years combined experience retriming Classic Cars. Visitors welcome. Contact: Eric Suffolk Tel: 02476 381429 Fax: 02476 350765 Address: Kelsey Close, Attleborough Fields Industrial Estate, Nuneaton, Warwickshire CV11 6RS E-mail:

> Jaguar Extended Warranty Approved Repairer > Jaguar Diagnostic Testing & Repairs > Jaguar Service Inspections & MOT > Bespoke Vehicle Builds & Restorations > Suspension Geometry Alignment > Jaguar Parts Department > Classic & Modern Jaguar’s > Secure Vehicle Storage > Vehicle Valeting & Detailing > On-Line Service Price Calculator > FREE Jaguar Courtesy Cars

Call us on 0333 666 1950 or visit for further information 11&12 White Knight Business Park, Hammonds Drive, Eastbourne, East Sussex. BN23 6PW

Butlin & Sons Classic Cars

Jaguar E-Type Specialists ● ● ● ● ● ●

Full or part restorations Roadster Conversions Full Bodyshell sandblasting Bodywork/paintwork/accident repairs Servicing, repairs and engine tuning Engine rebuilds and mechanical overhauls ● Upgrades / fast road conversions /track day preparation


For anything E-Type please contact us first Swadlincote Derbyshire DE11 0AN

01283 212417 ENGINE COVER FOR 5.3 LITRE V12

er Summ e ric Sale P 5 £79.9 plus p&p

Engine Cover for 5.3 litre V12 fuel injection series 3 models (1979 - 1991). Will fit XJS V12, XJ12, Sovereign V12 or Daimler Double Six. Aluminium with a polished finish, with black gloss motives. The Cover has nicely well rounded sides and really improves the appearance of this engine and prevents dirt and other items dropping down inside. Supplied complete with screws and fitting instructions.

Contact : D. Almond Ltd. Email: Tel: +44 (0)1707 654788

independent Jaguar trained master technicians

JAGUAR CLASSIC INTERIOR TRIM SPECIALISTS COMPLETE INTERIOR RESTORATIONS TO CONCOURS STANDARD, BY EX-FACTORY CRAFTSMEN We also supply a comprehensive Range of Interior Kits to the same exacting standards, numerous Concours and Champion Winners to our credit. Over 100 years combined experience retriming Classic Cars. Visitors welcome. Contact: Eric Suffolk Tel: 02476 381429 Fax: 02476 350765 Address: Kelsey Close, Attleborough Fields Industrial Estate, Nuneaton, Warwickshire CV11 6RS E-mail:

> Jaguar Extended Warranty Approved Repairer > Jaguar Diagnostic Testing & Repairs > Jaguar Service Inspections & MOT > Bespoke Vehicle Builds & Restorations > Suspension Geometry Alignment > Jaguar Parts Department > Classic & Modern Jaguar’s > Secure Vehicle Storage > Vehicle Valeting & Detailing > On-Line Service Price Calculator > FREE Jaguar Courtesy Cars

Call us on 0333 666 1950 or visit for further information 11&12 White Knight Business Park, Hammonds Drive, Eastbourne, East Sussex. BN23 6PW



David Manners Group

Fuel pump renewal Renewing the fuel pump on an XK8 X100 isn’t a straightforward job. Luckily, Nene Jag Specialists is on hand W O R D S A N D P H OTO G R A P H Y R O B H AW K I N S


EGULAR READERS may remember Paul Walton’s XK8 breaking down in the Netherlands on his way to the Nürburgring. The fuel pump had failed, leaving the car stranded and immobile. Thankfully, the AA returned the car to the UK to be repaired, so he didn’t have to pay an estimated 800 euros to have it fixed by a Dutch Jaguar specialist. Once back home, Nene Jag Specialists of Peterborough were able to renew the fuel pump using parts supplied by David Manners Group. We have taken step-bystep photographs to show you what is involved. It highlights some of the typical problems that can arise when renewing a component on a Jaguar. We had assumed that the faulty fuel pump on Paul’s XK8 was original; being 116 | Jaguar World / Summer 2018

mounted inside the fuel tank we were not able to inspect it until the tank had been removed. However, when we do, we discover a non-genuine fuel pump (with a different connector plug), which means that the genuine fuel pump from David Manners Group can’t be fitted. There are two solutions to this problem. The first is to change the sender unit, at £96.11+VAT (£115.33), which includes the correct wiring to be able to connect a genuine fuel pump. The second, cheaper, solution is to buy a non-genuine fuel pump from David Manners Group, which will include a suitable connector plug and even a gauze filter – they would cost an extra £15.50+VAT (£18.60) if buying a genuine pump – all for a bargain £57.50+VAT (£69). We choose this option, and, as you’ll see from the photographs, the non-genuine plug connector that had been fitted was a match for the new non-genuine fuel pump.

991 Wolverhampton Road Oldbury B69 4RJ Tel: 0121 544 4040 Website:

Nene Jag Specialists

8 Harvester Way Peterborough PE1 5UT Tel: 01733 349042 Website:


■ ■ ■ ■ ■ ■ ■ ■ ■

Fuel pipe release tools Fuel pressure meter Pliers Screwdrivers Spanners/sockets 7mm, 13mm Syphon kit Torch Torx bits: T30, T40 Two-post ramp


Genuine fuel pump: £175.26+VAT (£210.31); part no C2N3866 Genuine fuel pump gauze filter £15.50+VAT (18.60); part no NJB6091AA Non-genuine fuel pump kit (including filter and wiring adapter) £57.50+VAT (£69); part no C2N3866/1*



1 This is the offending item that caused the XK8 to break down in The Netherlands and need transporting home. Renewing a failed fuel pump isn’t a straightforward job because it requires the fuel tank to be removed

4 A long metal ventilation pipe is routed across the top of the fuel tank. Clive detaches the rubber hose that is connected to it, which will allow the steel pipe to remain with the tank when it’s removed

7 There are two drain pipes for the filler neck and flap, with pipework routed inside the boot and through the floor. The ends need to be detached to make it easier to remove the fuel tank

2 Clive at Nene Jag Specialists begins by removing the spare wheel and the trim panels inside the boot, which are secured with a few plastic plugs, but are mainly held in place by their shape

5 The fuel filler neck is part of the tank, so the end of it needs to be released from behind the fuel filler flap. First, three Torx T30 screws are undone, then a metal plate and mesh filter are removed

8 The wiring loom routed underneath the fuel tank can get caught and dragged when removing the fuel tank, so Clive prefers to detach it and move it down. It’s secured to the bodywork with a series of plastic plugs

3 He disconnects and removes the battery, then traces back the wiring that is routed to the top of the fuel tank (for the fuel sender and pump) and detaches a multi-plug. This will leave some wiring on the tank when it’s removed

6 Clive releases the rubber surround that helps to locate the end of the filler neck to the bodywork of the XK8. The fuel tank can’t be removed yet, but releasing the rubber will make it easier later

9 There are two tank straps holding the fuel tank in position. They are secured at the base with either a T40 or 13mm headed bolt. Once undone, the tank straps cannot be removed, but are left hanging with room to lift the fuel tank out

10 The hardest part of renewing a fuel pump is detaching the two fuel pipes from the bottom front edge of the fuel tank. They can only be accessed from underneath the XK8 and require a special tool and long screwdriver to release them Summer 2018 \ Jaguar World | 117





With a thick sheet draped over the bumper and rear slam panel, Clive releases the filler neck from the bodywork and pulls this side of the tank around to lift it out. Space is very tight and care must be taken to avoid dragging any wiring

Eventually, with the tank ready to remove, Rob Hawkins gets a chance to do something (other than take photos). Although Clive has syphoned the fuel out of the tank, it is still quite heavy to lift out, especially on your own


1 With the fuel tank removed, we can see the two fuel pipes protruding into the boot, and the small release tool on the left pipe. Clive pushes the ends of the pipes out of the boot so that they arenâ&#x20AC;&#x2122;t fouled when refitting the fuel tank

4 The mounting flange on the top of the fuel tank has to be unscrewed to renew the fuel pump inside. Nene Jag uses a special tool for this (made by Laser Tools). Once slackened, it is undone by hand 118 | Jaguar World / Summer 2018

2 We retrieve the small release tool for the fuel pipes, which is lodged inside one of the holes in the fuel tank. This is easier to do once the tank has been removed

5 With the flange released, it is carefully lifted up and manoeuvred around the end of the breather hose. On the underside, Clive detaches the electrical plug for the fuel level sender. The flange can be put aside for later

3 An electrical plug for the wiring to the fuel level sender and the fuel pump, which is on top of the fuel tank, needs to be detached, as does a rubber hose for a vent pipe (secured with a metal spring clip)

6 The fuel feed pipe from the top of the fuel pump to the outlet inside the fuel tank is detached at the fuel pump (it doesnâ&#x20AC;&#x2122;t need to be removed from the fuel tank). The pipe is secured with a Jubilee clip


7 The fuel pump (inside the fuel tank) is secured with a metal cage and a single 7mm bolt. A socket, universal joint and extension for a ¼in ratchet is useful to carefully undo the bolt and retrieve it

10 Clive at Nene Jags also tests the fuel pump to make sure it is definitely faulty. He connects it to the vehicle’s battery and has a container ready to catch any fuel. The pump refuses to work

13 Clive carefully lowers the new fuel pump inside the fuel tank and secures it with the original 7mm bolt. The fuel pipe is reconnected, the wiring and flange refitted and fully tightened

16 With the fuel tank in position, we refit its tank straps and reconnect the electrical plugs, along with the breather and drain pipes. Clive pours some fuel into the tank and refits and connects the battery

8 The fuel pump can now be removed, along with the wiring on the top and gauze at the bottom. Although we had syphoned the petrol out, some remains, so we put the fuel pump on a tray and wipe up the fuel spills

11 After releasing the cage and rubber covers for the old fuel pump, we realise we have a problem as the new fuel pump from David Manners requires an OE plug connector and ours has been modified. OE plugs can only be bought as part of a fuel sender

14 The fuel tank is refitted in reverse order to its removal, manoeuvring the right side of the tank inside the boot first. We keep a close eye on the wiring and connectors to make sure they don’t get caught

17 After reconnecting the fuel pipes underneath the XK8, Clive attaches a fuel pressure gauge to the fuel pressure line in the engine bay (this uses a Schrader valve attachment), switches on the ignition and checks the gauge. We have fuel pressure

9 We discover that the old fuel pump isn’t a Jaguar item and the wiring has been modified for a nonOE plug. Wondering if the wiring is faulty instead of the pump, we test it with a five-amp headlight bulb. It is okay

12 Luckily, David Manners Group also stocks cheaper, non-genuine fuel pumps with a new plug connector and gauze, so we can at least fit a working pump. The replacement fuel pump’s connector is the same as our old one. We assemble the replacement fuel pump with its rubber covers, cage and gauze

15 Once the fuel tank is inside the boot, Clive also clambers in to make sure it is pushed fully into position. This can be backbreaking work, so finding a position to stand or sit that doesn’t cause injury is important

18 Clive starts the engine and leaves it to run, then arms himself with a torch, raises the XK8 on his ramp and checks underneath for fuel leaks. He gives the car a test-drive before checking underneath again Summer 2018 \ Jaguar World | 119


Jaguar World's technical advice service Edited by Ray Ingman


XJS RHD conversion


I have recently purchased a lowmileage, left-hand drive, 1993 XJ-RS from France and had it re-imported to my home in England. It is in totally corrosion-free condition with an unmarked interior – far superior to anything I have seen for sale in GB. My question is: how easy is it for me to convert it to right-hand drive? I am quite mechanically and electrically adept, and enjoy a challenge. I intend to

keep the car indefinitely, so cost (within reason) is not a deciding factor. Simon Ashley


Your project is entirely feasible. Unlike many lesser, high-volume marques, Jaguar has always built non-handed body shells possessing symmetrical apertures and bracketry. However, while converting E-types and Mk 2s is relatively straightforward,

Courtesy of Sealey Products (; 01284 757500), the sender of each issue’s Star Question will be the envy of their friends when they receive an aluminium adjustable-focus 3w LED torch (worth £28.74 Inc. VAT). The ‘LED020’ produces an extremely bright white light with an output of 110 lumens – count them! The illumination pattern can be altered from spotlight to wide area with a simple twisting action of the head and a three-function on/off push-button provides full, half and blinking light possibilities. All this is contained within a lightweight aluminium housing and is powered three AAA batteries (not included).

120 | Jaguar World / Summer 2018

you should not underestimate the complexity and sheer volume of componentry needed to achieve your desire. Along with the obvious steering rack and dashboard assembly, the parts requirement list includes the complete internal behind-dash wiring loom, numerous blanking plates and brackets, throttle pedal assembly and cable, door-mounted seat/window switches and brake/steering pipework. Happily, the wiring loom swap is quite simple due to the presence of multiple plugs in the A-posts and transmission tunnel area. However, the ABS loom is one-piece front to rear with no handy intermediate joining connectors. Therefore, it may be worth re-routing the existing LHD loom through the left-hand A-post. We suggest, if space allows, that the simplest solution is to purchase a damaged/corroded example of a similar year to your model – it does not have to be an RS as the differing Marelli/Zytec engine management systems are standalone. This will allow an orderly interchange of components, as you will effectively have a life-sized workshop manual. This path is also likely to be cost effective (even profit making) as with the resurgence of XJS popularity there is a burgeoning marketplace for the surplus second-hand spare parts. You may also be able to recoup some of the cost by selling the resultant LHD conversion kit via our own JW classified ads or the usual online auction sites. Alternatively, a trawl of specialised dismantlers may reveal a source that will allow you to remove all the required parts personally. Go armed with a camera, notepad and masking tape to copiously record every possible detail of the installation, with particular reference to connector positions and pipe and wiring runs.


Going racing


I noticed the ARDS test special offer at Goodwood in the April issue of JW [p95]. After spectating for many years, I have decided to take the plunge and enter club motorsport – definitely in a Jaguar, probably an XJ-S. I’ve attended the Goodwood Revival meeting for many years, and the idea of killing two birds with one stone greatly appeals to me. Like many other people, my bucket list includes driving around this iconic circuit. Other than contacting Goodwood, what else do I need to do to obtain a racing licence? Adrian Drew


The Goodwood course we mentioned, and those provided at other race circuits, usually assumes you have a degree of previous trackday experience. It is too much to launch yourself for the first time into the unfamiliar environment of a racetrack in test conditions. Contact the Motor Sport Association (01753 765000; to obtain a starter pack, called Go Racing,

which currently costs £104 (inc VAT and postage). It contains a licence application form and an instructional DVD that includes a copy of the Blue Book manual, which contains all you need to know (and a lot you don’t) about the rules, regulations and requirements of motor racing. If you are over 18, you just need your GP or specialist practitioners – such as Motor Racing Medics (01293 822036; www. – to provide a basic medical; details of its requirements are contained on the application form. Part of the ARDS test is a written test paper (mostly multiple choice), and the knowledge you need to pass is largely contained within the DVD. For safety reasons, 100 percent knowledge of flag signals is mandatory. Regarding the on-track test, it is a common misconception that you have to demonstrate prodigious speed. This is untrue – the tester will be looking for consistent, safe driving, demonstrating total awareness of circuit traffic and confident car control. Adherence to the correct racing lines will be expected, and will be demonstrated to you as part of the course.

E-type brake delay


My 1969 Series 2 E-type is suffering from a delay in the brakes releasing – they hold on for a short period after my foot is taken off the brake pedal. It is particularly noticeable when coasting up to a set of traffic lights, or following a downhill brake application. I have had the front calipers replaced with reconditioned units and the system subsequently bled to no effect. The master cylinder and servo were rebuilt a couple of years ago. Any ideas? I’ve run out of them. Nigel Gibbins


The post-3.8 E-types and 420/Sovereign ranges share an unusual early dual-line Lockheed braking system. A simple check to find the problem area is to reverse up to a mirror and observe the brake lights. With the exception of the Series 3 V12 model, they are activated by a hydraulic pressure switch. Therefore, if they extinguish immediately the pedal is released, sticking calipers are indicated. In your case, as the fronts have been changed it is possible the problem is with the somewhat inaccessible inboard rears, or the flexible brake hoses are collapsing internally and acting as one-way valves. To check this, grasp each hose in your hand and note any excessive swelling when pressure is applied, a sure sign of weakening hoses. Replacement with stainless, braided Aeroquip-style hoses will confer a marked improvement in pedal feel over new standard components. A delay in the lights going out would point to a master cylinder or servo fault. While you have had them rebuilt, it is possible an error has been made in positioning the hydraulic seals or, more likely, the reaction valve diaphragm has been displaced, allowing an air leak in the servo control system. The reaction valve is the white plastic assembly fitted to the end of the master cylinder, located on the pedal box. Should all the foregoing be in order, it is possible that silicone brake fluid has been employed in the system in the past. For some reason, this set-up is very sensitive to this type of fluid – it is believed that it results in the slight softening and swelling of the seals, causing the symptoms you are experiencing. Unfortunately, draining, flushing and re-bleeding with Dot 4 fluid rarely affects a cure. Another total strip down and resealing will be required.

Our technical experts are ready to give you help and advice on any problem. If your question is a particularly complex one, it may take time to respond, and in some circumstances it may be beyond our resources to do so. In this unlikely event, we will let you know. Please allow up to three months for a response via the magazine. Personal responses can be given, but at our discretion. Fax: (FAO Jaguar World Q&As): +44 (0)1959 541400 Email: Post (enclosing an SAE): Jaguar World Q&As, Kelsey Publishing Group, PO Box 13, Westerham, Kent TN16 3WT, England.

Keith Parrington of JW would like to thank Martin Pike of Classic Engineering, (01992 788967) Xj Restorations (01323 720009) and Tom Lenthall of Tom Lenthall Ltd (0118 9731614) Summer 2018 \ Jaguar World | 121


Taking the test The E-type is ready for its MOT test, but first we have to solve a battery issue and get it to a test centre WO R D S & P H OTO G R A P H Y J I M PAT T E N


WASN’T HAPPY about driving our project E-type to CL Classics for its MOT. Although the car would have been entirely legal, I would have been on the road without registration plates, permissible while the UK registration paperwork goes through. The paperwork requires a current MOT certificate and, since I didn’t want this to hold up the procedure, we prepared the car with passing the test in mind, without any thought to niceties, such as the centre console, dash top or music. As I would have looked a bit of a rogue driving off from the village with various interior parts missing and no means of identifying the car, it was loaded onto the CL Classics trailer and taken by means I felt more comfortable with. I was extremely pleased and not a little impressed at the way our fuel-injected engine started. Given that it had been idle for some time, as soon as the systems were energised, the engine started from stone cold. Apparently, this has been an issue with some aftermarket injected cars. But, before we even reached this point, we had to fit a slave battery. I suspect we will ultimately go for an Optima, as used on our open car. At this stage, though, there is no access for much more than a motorcycle battery. I

122 | Jaguar World / Summer 2018

scanned the web trying to locate a battery small enough and with sufficient power to crank our 4.2-litre engine. There wasn’t anything really suitable. Then the brains of the outfit, our man John ‘Bilko’ Lawrence, came up with a simple solution: remove a section of the air-conditioning system. Bilko explained that the motor section is self-contained and secured by half-a-dozen screws. In the time it took to explain, he had removed the screws, unclipped the wiring multi-plug, and popped it on the shelf. For the time being, we are using a slave battery, a remarkable unit that is probably around seven years old, but has been used for every job imaginable. It certainly made short work of cranking over our engine. The MOT should have been a matter of routine, but I never take anything for granted. Richard Whitfield, the examiner, found a non-functioning brake light, oversize washers on the rear dampers, and pointed out a small leak at the diff’ cover, as well as a tiny section of engine black missed when painting the engine. Okay, the failure was a minor point and the other items were helpful, but it is precisely why an MOT on older vehicles is so important. A second pair of eyes cast over a car can pick up areas that a restorer might miss. CL Classics offers a vehicle roadworthy inspection for older cars that are exempt from the MOT.

The majority of the test was confirming the work we had already done, although Richard was kind enough to adjust the headlights using his beam-setting device. He recommended leaving the headlight covers off for now, which can be replaced once the car had been driven. By then, the suspension will have settled and he can make the final adjustment. The brake test was impressive, with the handbrake looking very good. Although having a bad reputation for poor performance, when set up correctly, the handbrake can be quite effective. We have a modified brake light switch from AJ Autocraft and, instead of the usual hydraulic switch, this operates directly on the brake pedal. A single wire runs from the switch into a junction, where it splits into two. One of the wires had dislodged. It was simply pushed back into place. The oversize damper washers will be replaced with something more suitable.


How to modify your classic Jaguar MOT carried out at CL Classics:



1 Battery access is almost impossible with the airconditioning unit in place



With three top screws and two at the side, the blower motor section of the air-conditioning is released

4 Now the motor section can be lifted away

The wiring is joined by a multi-plug and is easily pulled apart

5 Plenty of room to access the battery. A faithful slave unit is fitted here


1 No dash top or centre console – it isn’t needed for the MOT

2 Better Lighting Company LED driving lights cannot be missed and are okay

Summer 2018 \ Jaguar World | 123


3 Seatbelt mounts were fitted post-1966. If belts are fitted, they must conform. All mounts are checked for strength

6 As we were unable to align the headlights, Richard made the adjustment for us

4 Even when fitting reproduction steering column bushes, play can be in excess, warranting a failure. Our bush was specially made


It is important that brake hoses have an unhindered run and that caliper bolts are wired

11 Brake pipes should be secure, running without obstruction, while the exhaust mount must be stable

We expected our headlights to be out of alignment as we had no true way of setting them


With the car on the ramp, Richard is able to make a general inspection


124 | Jaguar World / Summer 2018


Here, Richard checks that all castellated nuts have split-pins

10 Richard places a lever beneath the front wheel to check for play in upper and lower ball-joints, as well as wheel bearings

12 The exhaust should be free of damage or corrosion and all joints have to be leak-free




Richard inspects the radius arm bushes for wear and checks that the retaining bolt is wired

15 With the car now up on the ramp, Richard is able to properly check all mounts and rubbers

The rear suspension is raised. What could go wrong?



Richard points out that the washers supplied with the dampers are too wide and could hamper adjustment. More advisory than fail

18 The rear wheel is rocked, checking for bearing play in the hub and fulcrum shaft

20 Fortunately, we find a dislodged wire beneath the carpet that explains the non-working brake light. A modified switch is used on this car

Again, for our information, Richard advises that oil is leaking from the differential cover gasket

19 This non-working brake light is a definite fail

21 Finally, the E-type is tested on the brake rollers. It returns impressive figures Summer 2018 \ Jaguar World | 125


E-type aluminium water pumps and headlight surround screws SNG Barratt has just introduced three new aluminium water pumps for six-cylinder E-types. Manufactured from LM6 aluminium, the pumps are supplied with their gaskets and offer a weight-saving advantage and improved longevity compared to cast iron pumps, which are also still available. Part numbers are: 3.8, C15694A 4.2, C25091A and C31144A for Series 2, and cost £105. Also available for the first time in stainless steel are headlight rim retaining screws, either slotted (3.8) or Phillips (4.2). They are made from grade A2 stainless, so will not tarnish or rust as the originals. Part number BD22780/4SS (3.8) costs £0.85 per

screw, and BD26675/4SS (4.2) is £0.60. Twelve are needed per car. Always grease the thread when fitting. Prices are plus local taxes Website: Sales Office UK 01746 765 432 Sales Office USA +1 800 452 4787 (toll free) Sales Office France +33 (0) 3 85 20 14 20 Sales Office Holland +31 (0) 13 52 11 552

E-type Allen key If you have an E-type you might find it missing its handbrake-adjuster Allen key. Although examples have turned up in some Series 1 4.2 toolkits (they were only used on the early cars), originals are rarely seen for sale. When they are, they can be expensive: one sold on an internet auction site for £160. To ease the situation, E-Conic Cars Ltd (Moss Jaguar) has produced a limited quantity of exact copies of the original, which cost £45+VAT (£54). Tel: 01462 623448 Website:

X300 straight-through h rear exhaust silencers You can now buy straight-through silencers to suit the X300 range from the David Manners Group. Part numbers NNA6784BC/ST (right hand) and NNA6785BC/ST (left hand) cost £65, inc VAT. Tel: 0121 544 4040 Website:

126 | Jaguar World / Summer 2018


Performance clutch Rob Beere Racing has introduced an all-billet, lug-drive, 9.5in performance clutch. It is fully FIA legal and comes with a roller-release bearing, ready to fit, and has two levels of torque capacity: 350/500 lb/ft. This UK-manufactured product is directly interchangeable with the original and costs £745+VAT (£894). Tel: 02476 473311 Website:

XJS petrol hose set Regularly inspecting your petrol hoses is vital, especially since all fuel now uses hose-damaging ethanol. If they are no longer flexible, they are due for immediate replacement. The extreme under-bonnet temperatures of an XJS have a nasty habit of cooking such parts (as well as wiring), yet this four-piece American-made ethanol-resistant hose kit from Californiabased Jaguar parts supplier XKs Unlimited can remedy this safety-critical situation. The kit of top-quality hoses includes CBC7979 (feed hose, inlet regulator); EAC9987 (feed hose, inlet regulator to rail); EAC9986 (return hose, rail to outlet regulator) and EAC7938 (returned hose, clamped to outlet regulator). Hoses are also available individually. Part number 03-2650 fits 1981-1991 XJ-S 5.3 V-12, VIN 105048 to 179739 and is £236/$327.99/ 270 (subject to currency fluctuations). Tel: (+011) 805-544-7864 Email: Website:

Adjustable coilover damper kit for X100 models If you are looking for adjustable coilover dampers for X100 models, the kit developed by Tom Lenthall Ltd and produced by UK shock absorber manufacturer Nitron, features dampers that are easily and fully adjustable for ride height and damper rate, even when on the car. There are two levels: either one-way adjustment or three-way – which is more aimed for track use. It is a direct fitment for the old units and, if your car has electronic CATS suspension, it can be deleted so that error messages do not flash up on the dashboard. Only available from Tom Lenthall Ltd, prices start from £2,550. Tel: 0118 973 1614 Website:


Jaguar en Belgique Author: Roland Urban Publisher: Autodrome Editions Website: Price: £39 ISBN: 978-2-910434-49-6 The author of this Belgium book, Roland Urban, was not only a wellknown stunt driver for films, he was also a founder of the French Jaguar Drivers’ Club. He acquired his first Jaguar – an XK 120 – in 1962, and later became friends with Joska Bourgeois, the remarkable woman so taken with the Jaguar SS that she pestered William Lyons to give her the Jaguar concession for Belgium after the war. Lyons affectionately referred to her as Madame Jaguar. Joska remained an enthusiastic marque advocate and distributor until 1976, when BL, intent on running its own European subsidiaries, took Jaguar away from her company Jaguar Cars Belgium. Joska died in 1994, but not before she had confided several boxes of documents to Roland Urban – although almost 20 years past before he began to sort through the thousands of photographs and papers. In Jaguar en Belgique, they now form a compelling record of post-war Jaguar history from a fresh perspective that will delight marque historians, especially its pictures of various specially commissioned coach-built one-offs. Jaguar en Belgique is largely pictorial and uses previously unseen archives but is, as yet, untranslated. However, the texts are short, so should largely be accessible to anyone who knows Jaguar and can muster a little of his or her school French.

Summer 2018 \ Jaguar World | 127

SPECIALIST Terry’s Jaguar Parts


It was 42 years ago that Bill Terry first began to specialise in E-type parts in America. Now bigger than ever, his company has expanded to cover most Jaguars, and is now a part of Engel Imports


ACK IN 1976, the classic car scene wasn’t as active as it is today. The oil crisis had killed off the likes of the Rover V8-powered MGB GT and was threatening the Jaguar V12. Possibly the most unlikely business to do well in America was one selling Jaguar parts. Yet, British car manufacturing had always persisted in selling sports cars across the Atlantic, despite needing to comply with stiffer crash-protection regulations by fitting large rubber bumpers, and toeing the line with emissions’ regulations by detuning many engines. So, Jaguar was never really going to fizzle away, especially with such a strong pedigree that boasted V12 engines to rub shoulders with American muscle car V8s. In 1976, Bill Terry set up Terry’s Jaguar Parts in Benton, Illinois, operating out of the basement of his home. The Terry family tree had a long association with the car market – Bill’s grandfather, William Terry, was the first Chevrolet dealer in Saint 128 | Jaguar World / Summer 2018


Louis at the beginning of the twentieth century. The business continued with sons and grandsons at the helm of a parts and machine shop. So, when Bill Terry started selling E-type parts, he knew what he was letting himself in for. He started the business like many semi-enthusiasts do – driven by the need to locate parts. Motorsport often goes hand-in-hand with parts suppliers who need to finance their semi-professional hobby. Bill wasn’t solely interested in selling parts. He loved – and still loves – the racing aspect of Jaguars, which is why he set up the business. Racing E-types was a passion of Bill’s and the Terry family. Over the years, they have supported a number of customers at events such as the Daytona Continental Historic Classic, the Atlanta Historic and the Texas World Speedway. They have also sponsored and driven a 1962 semi-lightweight XKE, which has participated in most major vintage race and/or concours competitions throughout the country over the past 20 years.

TOP: E-type race car shows that Bill Terry is more than a parts supplier. He has even developed his own products ABOVE: Bill Terry now runs TT Race Engines (, building competition engines for Historic race cars

During the late Seventies, Terry’s Jaguar Parts became known as the place for all your XK and E-type parts. Three years after Bill Terry started his parts business, another business called Engel Imports was established as a Jaguar, Triumph and MG dealer in Kalamazoo, Michigan. It started importing direct from the UK to offer more products and better prices, and eventually became established as a Jaguar main dealer, while still looking after customers with Austin Healeys, MGs and Triumphs, and carrying many parts for them. Bill Terry and Engel Imports worked together on many business ventures, and in 2010 Bill sold Terry’s Jaguar Parts to Engel Imports. This allowed Bill to pursue other business ventures and he now runs TT Race

SPECIALIST Terry’s Jaguar Parts

Engines (, building competition engines for Historic race cars. He has spent a good deal of time refining one of his most popular products – his Cat Claw cylinder head. This is a modified XK engine cylinder head with high-performance camshafts, springs and the option of different intake and exhaust valves based on the customer’s individual needs. He has designed a port and polish profile to get the very best out of the XK engine to complement other modifications to the head. Engel Imports and Terry’s Jaguar Parts now cater for the full range of Jaguars, including the more modern X100/150 generations of XK and even the XF. As a Jaguar main dealer, the company stocks and sources genuine parts as well as aftermarket and modified components, which are then shipped all over the world. The business that started in the basement of the family home is now housed in three warehouses that cover over 15,000 square feet. Consequently, there is the space to store thousands of parts. Bill has had some parts designed to his own specification, which are available The home of Engel Imports and Terry’s Jaguar Parts

ABOVE: Parts stores are full of stock, which is delivered all around the world BELOW: Inside Engel Imports and Terry’s Jaguar Parts, the office area is lined with Jaguar memorabilia

through Terry’s Jaguar Parts. Take the rear main seal upgrade that he engineered to replace the venerable rope seal used in Jaguar six-cylinder engines from 1948 through to 1987. He also designed a camshaft profile for that same engine that exploits the design characteristics of the XK engine to give increased torque and horsepower while retaining a smooth idle, making it a great choice for a hot street car. As well as performance parts, the company also offers competition machine shop services, ranging from balancing rotating components and porting a cylinder head, to tuning and testing an engine on a dynamometer. And it has an extensive range of parts and replacement panels to help restore many classic Jaguars. All these parts can be purchased online or over the telephone – there’s an extensive online and downloadable 171-page catalogue. Many people thought Jaguar’s days were numbered in the USA, especially after the oil crisis, but judging by the hive of activity at Terry’s Jaguar Parts and Engel Imports, anything to do with a Jaguar is far from over.

Terry’s Jaguar Parts

5775 Venture Park Dr Kalamazoo MI 49009, US Tel: (+1) 800-851-9438 Website:

Summer 2018 \ Jaguar World | 129





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Urgently wanted E-types and classic Jaguars in any condition. Will travel any distance. We pay more. PLEASE TEL: 01322 669081 or 07836 250222 Fax: 01322 662400 Email:

1969, 32,000 Miles, £99,995. Recent work carried out includes top half engine overhaul by the previous owner and recent expenditure of over £7,000 in the last twelve months including repainting the bonnet, replacing the front suspension bushes, anti-roll bar drop links, steering rack bushes, Lucas alternator, reconditioned radiator, a full service and replaced the tan leather seats. Please call 01798 874477 (T).


1973, 56,360 Miles, £89,995. This (now) right hand drive E Type we are informed is a matching numbers example and comes in its original Silver Grey exterior colour and blue interior as stated on the Heritage Certificate. The bumpers were replaced to UK-specification in 2016 along with the stainless steel wire wheels and its original whitewall tyres were replaced with correct period narrow-band radials. The radio is a refurbished period Blaupunkt with a USB connection. The steering rack and the windscreen are both new. Please call 01798 874477 (T).


WANTED! Jaguar E Type

Porsche 911


Aston Martin

1969, 84,252 Miles, £119,995. Striking E-Type presents beautifully inside and out; it has received the important ‘shakedown’ miles since the restoration and is a great looking example of the second generation E-Type. Supplied with a Jaguar Daimler Heritage Certificate and Certificate of Title from California. Please call 01798 874477 (T).


All quality classics considered Cars also sold on commission For good old-fashioned polite service Call Paul 07836 617916


1973, 84,000 Miles, £84,995. E-Type registration TLH 160M is finished in Pale Blue (Jag 507) with Dark Blue leather upholstery. This particular manual gearbox example registers 84000 miles which has been confirmed to us by the previous owner of 35 years and is supplied in outstanding condition with regard to its bodywork, paintwork, engine, transmission and interior following numerous upgrades and replacement of major parts. Please call 01798 874477 (T).

3 SERIES V12 ROASTER 1973, 6,000 Miles, £12,800. Hard top CWW, manual, award winner and just serviced and checked by Jaguar. Please call 01902 744264


1962, 102 Miles, £129,995. This stunning and early example from the second year of production is finished in its rare and original colour scheme of black with a black hide interior as confirmed by the accompanying Heritage Trust Certificate. The Heritage Trust certificate suggests that the engine block and head are matching numbers completing the originality of the car. In 2013-2014, the car underwent a comprehensive restoration bringing it to its current condition. Please call 01798 874477 (T).

1972, 62,000 Miles, £109,995. First registered in December 1972 this superb example of the Series 3 V12 Roadster was sold by us in August 2015 to its most recent keeper and repatriated to these shores in 1988 whereupon it was subsequently restored to a very high standard. Please call 01798 874477 (T).

1974, 50,000 Miles, £94,995. Rust free example, an exacting restoration was undertaken by the last American owner to the highest standards and with the added benefit of updated adjustable suspension, brakes and exhaust system. Power steering, an automatic gearbox, assisted brakes, ice cold airconditioning and the sports exhaust burble. Please call 01798 874477 (T). Summer 2018 / Jaguar World 133




1971, 2 Miles, £79,995. this coupe version has received much recent attention including a full engine rebuild and detail along with new exhaust manifolds, a replacement clutch, master cylinder and brake servo and the carburettors have been refurbished by Burlem Services. The car also benefits from new callipers, discs and brake lines, new fuel lines and pump, new wheels and tyres, a new Bell stainless steel exhaust system, new windscreen, windscreen wiper motor and wipers, new front lights (Halogen H4), and a new power steering rack. Please call 01798 874477 (T).

2006, 66,000 Miles, £6,990. Indigo blue, Mocca pipped champagne, huge spec, 1 owner. Hp finance facilities. Please call 0333 666 1950. Visit

SE 2.7 TDV6

2007, 80,000 Miles, £5,890. Emerald green, champagne, huge spec. 5Dr. Hp finance facilities. Please call 0333 666 1950. Visit

SE 2.2D


1971, 56,000 Miles, £74,995. Finished in immaculate pale primrose with tan leather trim and chrome wires. This very unique example is a original RHD UK car supplied by Henly’s of London. A UK developer who took the car to Saudi and used sparingly while working at the UK embassy in Saudi . It was then sold to another UK business man working in Saudi who kept it in Saudi until 1989 when he brought it back to the UK and has owned it ever since. Now only covered 56000 miles and comes with a large history file. Never been welded or rusty UK RHD car. Please call 01485 541526 (T)


2007, 53,000 Miles, £7,290. Emerald fire green, ivory, mahogany curl satin veneer, huge spec. Hp finance facilities. Please call 0333 666 1950. Visit 134 | Jaguar World /Summer 2018

2005, 49,000 Miles, £5,490. 1 Owner, Full Service History, Huge Spec. Visit for full details. 03336 661950 or 07955 673729.(T)

2009, 35,000 Miles, £7,490. 3 Owner, full service history, huge spec. Visit www. for full details. Please call 03336 661950 or 07955 673729. (T)



1999, 43,000 Miles, £1,575. Classic S-Type Jaguar Auto V6. Some history MoT October. Drives excellent, new battery and alternator tyres. Please call 07475 764835

XS 2.7 TDV6

2007, 48,000 Miles, £7,490. 1 Owner, Full Service History, Huge Spec. Visit for full details. 03336 661950 or 07955 673729.(T)

2007, 56,000 Miles, £5,000. 3 Owner, full service history, huge spec, sunroof. Visit for full details. Please call 0333 666 1950 or 07955 673729.


2007, 65,000 Miles, £4,800. 4 Owner, full service history, huge spec, sunroof. Visit www.jagtechnic. for full details. Please call 0333 666 1950 or 07955 673729.(T) 2013 (63) Jaguar XKR 5.0 Supercharged 2dr * 11000 MILES* Metallic Stratus, 3 owners, XKR Black Speed Pack, Reverse Park Camera with Guidance, Adaptive Front Light./Dynam. Pivot./Corner. Bowers and Wilkins 525W Surround Sound System, 7in Full Colour Touch-Screen Display, Alloy Wheels-8.5J/9.5Jx20in Nevis Painted Finish.............................................£43,995

2010 (10) Jaguar XKR 5.0 Supercharged 2dr *LOW MILEAGE FULL JAG HISTORY* 25,000mls Full leather interior, Metallic Ultimate, 2 owners, Alarm, Alloy Wheels (20in), Climate Control, Cruise Control, Electric Windows (Front), Heated Front Screen, Upholstery Leather............£32,995

2014 (64) Jaguar XK 5.0 V8 Supercharged Dynamic R 2dr 20,000 mls 6 months warranty, 12 months MOT, Full dealership history, Excellent bodywork, Interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate, ..........£42,995

2014 (64) Jaguar XK 5.0 V8 Supercharged Dynamic R 2dr 29,000mls 6 months warranty, 12 months MOT, Full dealership history, Excellent bodywork, Interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate, 20" Diamond cut Alloys, Ivory Trim Colour, Ivory Leather Recaro Seats ................................£42,995

2016 (16) Jaguar XJ 3.0 TD Portfolio (SWB) 4dr (start/stop) 17,000 mls Full dealership history, Excellent bodywork, Interior - Excellent Condition, Tyre condition Excellent, Metallic Radiance, 20" Venom Alloys, Navigation System - with HDD Mapping, RDS and Traffic Message Chanel/ Dynamic Route Guidance, Panoramic Glass Roof - Tilt/Slide Front Section with Electric Blinds, ...........................................£32,995

2014 (14) Jaguar XK 5.0 V8 Supercharged Dynamic R 2dr *BLACK PACK/SPEED PACK* 39,000mls 6 months warranty, Full service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate,...................................... £44,995

2009 (09) Jaguar XKR 5.0 Supercharged 2dr 58,000 mls *ADAPTIVE CRUISE CONTROL* 6 months warranty, 12 months MOT, Full service history, Full leather interior, Metallic Pearl Grey, Adaptive Cruise Control, Rich Oak, Active Front Lighting, Digital Audio Broadcasting (DAB) Radio Receiver, Heated Leather Steering Wheel, Satellite Navigation, Climate Control, Parking Aid (Front/Rear).............................. £27,995

2014 (63) Jaguar XK 5.0 V8 Portfolio 2dr 40,000mls 6 months warranty, Full service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate, ................................................... £30,995

2012 (62) Jaguar XK 5.0 V8 2dr #STUNNING 19,000mls 6 months warranty, Full service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Frost, .................................................... £30,995

2010 (10) Jaguar XKR 5.0 Supercharged 2dr 20,000 MILES FULL JAG HISTORY Grey, 2 owners, Alarm, Alloy Wheels (20in), Climate Control, Cruise Control, Electric Windows (Front), Heated Front Screen, In Car Entertainment (Radio/ CD/MP3/CD Autochanger), Upholstery Leather........................................ £32,995

2012 (61) Jaguar XKR 5.0 Supercharged 2dr HUGE SPEC/ ABSOLUTELY STUNNING 6 months warranty, Full service history, Excellent bodywork, Interior - Excellent Condition, Tyre condition Excellent, Red, 3 owners, Performance Active Exhaust , Quad Tailpipes, Black Speed Pack, Adaptive Front Lighting, ...................................... £27,995

2009 (09) Jaguar XK 5.0 V8 Portfolio 2dr *LOW MILEAGE/BIG SPEC* 28,000mls 6 months warranty, Full service history, Excellent bodywork, Interior - Excellent Condition, Tyre condition Excellent, Metallic Frost, Ivory Trim, Active Front Lighting, Digital Audio Broadcasting (DAB) Radio Receiver,...................................... £27,995

2011 (61) Jaguar XK 5.0 V8 Portfolio 2dr *2012 MODEL RECARO SEATS* 25,000mls 6 months warranty, Service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Lunar, ............. £28,995

2009 (09) Jaguar XKR 5.0 Supercharged 2dr Petrol, 40,000mls, 6 months warranty, Service history, Clean bodywork, Interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate, 3 owners, ................................... £25,995

2006 (06) Jaguar XKR 4.2 S 2dr *RECARO'S/ADAPTIVE CRUISE* Petrol, 69,000mls, 6 months warranty, Full service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Liquid,............. £22,995

2009 (59) Jaguar XKR 5.0 Supercharged 2dr 52,000mls 6 months warranty, Full dealership history, Excellent bodywork, Interior - Clean Condition, Tyre condition Excellent, Metallic Vapour, Ivory Seats with Warm Cha. Upper Ivory Stitching, 20in Kalimnos Alloy Wheels .................................................... £27,995

2011 (11) Jaguar XK 5.0 V8 Portfolio 2dr*2012 MODEL, GIANT SPEC* 46,000mls 6 months warranty, 12 months MOT, Full dealership history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate,......................... £24,995

2009 (59) Jaguar XKR 5.0 Supercharged 2dr 52,000 mls 6 months warranty, Full service history, Excellent bodywork, Interior - Excellent Condition, Tyre condition Excellent, Metallic Liquid, Satellite Navigation, Parking Aid (Front/Rear), Climate Control, Seats Heated (Driver/Passenger), Cruise Control, Seats Electric (Memory Driver/Passenger),........................ £24,995

2014 (63) Jaguar XJ 3.0 TD Portfolio (LWB) 4dr (start/stop) LONG WHEEL BASE 23,000mls 6 months warranty, Service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Midnight, .................................................... £26,995

2013 (63) Jaguar XKR 5.0 Supercharged 2dr 48,000 mls 6 months warranty, 12 months MOT, Full dealership history, Excellent bodywork, Part leather interior - Excellent Condition, Tyre condition Excellent, Metallic Black,................£37,995

2007 (07) Jaguar XKR 4.2 2dr *CHEAP ROAD TAX ONLY £295* 26,000mls 6 months warranty, Service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Liquid, Adaptive Cruise Control (ACC), Jaguar Premium Surround Sound, Satellite Navigation, .................................. £25,995

2007 (07) Jaguar XK 4.2 V8 2dr 28,000mls 6 months warranty, Service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Indigo, Ivory leather Interior, 19" Alloys ....................... £21,995

2011 (11) Jaguar XK 5.0 V8 2dr DEMO +1 OWNER FULL JAG HISTORY 50,000mls Full dealership history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Claret, 2 owners Digital Audio Broadcasting (DAB) Radio Receiver, Jaguar Premium Surround Sound System, Ivory Trim, ...................... £24,995

2011 (60) Jaguar XK 5.0 V8 Portfolio 2dr *DAB RADIO + ADAPTIVE LIGHTS* 37,000mls 6 months warranty, Full dealership history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Liquid, 2 owners, ....................................... £22,995

2011 (11) Jaguar XK 5.0 V8 Portfolio 2dr 55,000mls 6 months warranty, Full service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Liquid, Digital Audio Broadcasting (DAB) Radio Receiver, Alarm, Alloy Wheels (20in),...................... £21,995

Tel 01442 833311

Open Mon -Fri 9.30am- 6pm, Sat 9.30-5pm, Sunday by appointment Unit 1 and 2 INDEPENDENT BUSINESS PARK, MILL ROAD, STOKENCHURCH, HIGH WYCOMBE, BUCKINGHAMSHIRE, HP14 3TP JCT5 M40


2006, 82,800 miles, £4,250. Manual, fsh, amazing full cream leather interior, air con, 7in nav screen, climate control, cruise control. Looking for jaguars of all ages and models. Please call 01934 750319.



2015, 7,800 miles, £22,995. We are pleased to bring to market a ‘face lift’ 2.0 XF giving 65 mpg. Finished in Ammonite Grey with dove gray leather. The car is like brand new having only covered 7800 miles, with one owner and full main dealer service history. All our prestige vehicles are hpi clear, supplied with a comprehensive 3 month ‘gold cover ‘ autoprotect national warranty and 12 months mot certificate. Please call 0114 221 9775 or email



2014, 29,000 Miles, £23,975. One Lady owner with a Full Jaguar Service History, last done at 25556 miles. The car has a Full Portfolio specification which includes Heated Electric Seats, Sat Nav, Reverse Camera,Boot Load Liner,Keyless Start / Entry,Blind Spot Monitoring and Upgraded Audio System. The car is in Exceptional condition, it runs and drives without fault and is a real driving pleasure. £23,975 Delivery and P/X possible, see more of our cars at or please call 01622 844608 or 07768 883858.(T)


2013, 12,800 Miles, £38,490. Italian Racing Red, charcoal bucket seats, premium leather, heated seats, dab, reverse camera, meridian, switchable exhaust, super performance red calliper brakes over £10,000 of factory fitted extra’s. Hp & pcp finance facilities. Please call 0333 666 1950. Visit

XE 2.0D 180 R-SPORT

2011, 62,000 Miles, £12,800. 4 Owner, full service history, huge spec. Visit www. Jagtechnic.Co.Uk for full details. Please call 0333 666 1950 or 07955 673729.


2013, 16,000 Miles, £25,990. 1 Owner, full service history, huge spec. Visit www. for full details. Please call 0333 666 1950 or 07955673729. (T)

XJ AND XJS 2016, 13,000 Miles, £20,999. Rhodium silver, ivory stitched warm charcoal, huge spec, 1 owner. Hp & pcp finance facilities. Please call 0333 666 1950. Visit


2010, 48,000 Miles, £13,000. 1 Owner. Full Service History, Huge Spec. Visit www. for full details. Please call 0333 666 1950 or 07955 673729.(T)



2013, 24,000 Miles, £14,499. Dark grey metallic with black leather seats, diesel, automatic, power steering, full leather seats, heated seats, electric windows, remote central locking, comes with 2 keys, factory fitted sat nav, air conditioning. This is an owner from new. Please phone for appointment first. Free delivery on selected vehicles can be arranged. Px possible, debit and credit cards taken. Please call 02380 766870 or 07545 703474. 136 | Jaguar World /Summer 2018

2014, 82,800 miles ,£14,995. Automatic, FSH, Amazing Full Black/Cream Leather interior, Air Con, 7in Nav Screen, Climate Control, Cruise Control, DRL, Heated Seats. Looking for jaguars of all ages and models. Please call 01934 750319.

2016, 17,000 Miles, £32,995. Full dealership history, excellent bodywork, interior and tyre condition is excellent. Metallic radiance. Please call 01442 833311 (T).



1989, 24,110 Miles, £26,000. 5.3 Litre V12. KWE Upgraded. Bodywork is rust free and the paintwork is in excellent condition. Interior leather, carpet, wood veneers are in immaculate condition, no tears, fading, cracking. Please call 01635 330 30 OR


1986, 89,000 miles, £11,995. Red with Magnolia interior, black hood in prestige condition with 8 stamps and MoT until 2019. Upgraded interior with electric seats and fitted with rear seats, stainless steel sports exhaust, history and lots of previous bills with lattice wheels. PX possible, debit and credit cards taken, please call 02380 766870 / 07545 703474

XJ6 3.0 V6

2003, 92, 500 Miles, £4,995. Auto, fsh, amazing full cream leather interior, air con, cd changer, climate control, cruise control. Looking for jaguars of all ages and models. Please call 01934 750319.


CELEBRATION COUPE 1994, 102,000 Miles, £11,000 ONO. FSH, MoT May 2018, rear suspension overhaul, refurbished alloys, New back exhaust and tail pipe finishers. Very good interior, New Pirelli tyres. Please call 07771 852703.


1996, 63,400 Miles, £27,950. New tyres, front wheels refurbished, new headlining. 19 service stamps, owned 14 years, kept in garage, 1 of the last 6 made, special edition, excellent condition. MOT August 2018 Please call 01425 619 250


1989, 44,000 Miles, £27,000. FSH, artic magnolia, piped blue. Crossbrace. Original paint. Stored in heated garage with no wet use. Please call 01425 672260

1971, 60,000 Miles, £17,995. Finished in immaculate Old English White with black hide. Only 2 owners from new, the last being a British Airways Captain who had the car in storage since 1982 after using it and maintaining it to a very high standard after purchasing it in 1975. Car is now fully recommissioned and ready for the road again Please call 01485 541526 (T)



1996, 111,000 Miles, £22.500. A very nice Jaguar XJS Celebration convertible AJ16 engine new timing chains, front suspension, brakes and windscreen. Sapphire Blue cream leather upholstery all in very good order any inspection. Please call 01460 53025

1993, 77,940 Miles, £23,900. KWE Upgraded. Bodywork is rust free and the paintwork is in excellent condition. Please call 01635 33030 or


2001, £3,500 ONO. Good condition, good engine and gearbox. MoT until October 2018, interior is good but slight wear on drivers seat, no knocks or clunks, all has been done and ready to go. Please call 07961 993779, Sunderland.

XJ8 4.0


1996, 93,000 Miles, $14,000. Gorgeous LHD 1996 Jaguar XJS convertible “celebration edition” in turquoise blue, 6-cylinder, 4.0 litre, tan interior. Everything works. No rust. No dents. Perfect. Comes with original top boot. Many more pictures available. Can arrange delivery to U.K. or elsewhere. Please call 202-841-5493, Virginia, America.

1989, 9,600 Miles, £49,999. One private owner from new. Full history, in red with full leather seats, piping in red, automatic, power steering, power hood in black, electric windows, also fitted with tyres and chrome wire wheels, air conditioning, this car is one of the best examples. Please phone for appointment first. Free delivery on selected vehicles can be arranged poa, px possible, debit and credit cards taken. Please call 02380 766870 / 07545 703474. (T)

89,000 Miles, £3,499. Automatic, power steering, electric windows, remote central locking, electric seats, abs, cd player and stereo, full leather seats, alloy wheels, alarm, air conditioning, walnut wood, air conditioning, electric seats, air bag, only 89,000 miles approx, comes with service history, also new mot to come. Free delivery on selected vehicles can be arranged poa, px possible, debit and credit cards taken. Please call 02380 766870 / 07545 703474. Summer 2018 / Jaguar World 137


2000, £1,999. Two Former keepers, MoT to 2019, comes with service history with old mot’s and lots of service bills, electric windows, electric seats, ABS brakes, stereo and CD player, air conditioning, alloy wheels plus more, private plate comes with this car. Please phone for appointment first, (phone only - no text or email). PX possible, debit and credit cards taken. Call 02380 766870 / 07545703474.


XJ X300 3.2 SPORT


1995, 51,500 miles, £3,995. Manual, fsh, amazing grey leather condition, air con, future classic, rare. Looking for jaguars of all ages and models. Please call 01934 750319.

2003, 68,000 Miles, £POA. Service history. Pacific blue and Ivory leather. 19 inch Apollo wheels. Sat nav. Only summer use since new. MOT + Service to Sept. 2018. Exceptional condition.. Selling due to lack of use Please call 01438 812738, Welwyn Herts.

XJR 4.0


1995, 107,000 Miles, £2,000. MOT until June 18. Engine rpm fluctuating at tick over and problem engaging gear. Please call 01597 840724

XJ40 3.6

1999, 110,000 miles, £3,975. Presented in Sapphire Blue with Oatmeal leather is in Very Good condition it has an excellent service history with 11 stamps in the service book, all Main Dealer and a wad of invoices for later work, it has just had a service and a new MoT. The car has the usual XJR spec with Headlamp washers and Powerfold mirrors as extras. The A/C has been overhauled and is running Ice Cold. Delivery possible and PX possible, see more of our cars at or please call 01622 844608 or 07768 883858.

2007, 87,000 Miles, £14,990. Ebony Black, Huge Spec, 3 Owners. HP Finance Facilities. Please call 0333 666 1950. Visit



1989, 58,500 miles, £3,995. Auto, FSH, Oat cloth interior, Future Classic, Amazing condition, A real time warp. Looking for jaguars of all ages and models. Please call 01934 750319.


1996, 101,000 miles, £3,975. Offered in Carnival Red with Oatmeal Leather, this Exceptional X300 (6 Cylinder) Sovereign has covered and has a very good 15 stamp service history, last done at 95065 in 2016. It will come with a new MOT Certificate. It has just had a new Headlining. Everything seems to work well, including the A/C System.The car has a Good specification which includes Powerfold Mirrors, Electric Memory Seats, Cruise Control and Alloy wheels with Good Tyres. Delivery possible and PX possible, see more of our cars at or please call 01622 844608 or 07768 883858

2011, 25,000 Miles, £28,995. 6 months warranty, full service history, excellent bodywork, full leather interior, excellent tyre condition, metallic Frost. Please call 01442 833311

XK 5.0 V8


£6,750. Fully MoT, FSH for the last 10 years. Please call 077618 86626. 138 | Jaguar World /Summer 2018

2005, 105,000 Miles, £11,955. The Final Edition XK8 4.2S Convertible. Silver with Black Leather and White Stitching. We are selling our XK8 due to the purchase of a XJR. Please call 07740 739048

2012, 19,000 Miles, £30,995. 6 months warranty, full service history, excellent bodywork, full leather interior, tyre condition excellent, metallic frost. Please call 01442 833311


enthusiasts’ club Sharing the Passion ha

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2010, 38,000 Miles, £27,995. 6 months warranty, full dealership history, excellent bodywork, full leather interior, excellent tyre condition, metallic Kyanite. Please call 01442 833311 (T). 2014, 29,000 Miles, £37,995. 6 months warranty, Last serviced at 29,000 miles, Full service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition New, Metallic Sratus. Please call 01442 833311 (T).

1998, 130,000 Miles, £6,750. Spectacular Phoenix Red. Enthusiast owned 14 years. Fully documented history. New factory fitted engine at 40K. Leather and headline restored. Underside waxed. New car makes for reluctant sale Please call 07976 362238




2013, 48,000 Miles, £37,995. 6 months warranty, 12 months MOT, Full dealership history, Excellent bodywork, Part leather interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate. Please call 01442 833311 (T).

XKR 5.0 SUPERCHARGED V8 COUPE 2014, 21,000 Miles, £32,995. 6 months warranty, full service history, excellent bodywork, full leather interior, excellent condition, excellent tyre condition, metallic Italian racing. Please call 01442 833311 (T).


2001, 77,000 Miles, £12,995 ONO. Red with black leather interior with new headlining. New set Pirelli P Zero tyres (2017. 2000 miles since). Supercharged. MOT until 6 February 2019. Please call 01522 524856


2012, 16,000 Miles, £34,990. 2 Owner, Full Service History, Huge Spec. Visit www. for full details. Please call 03336 661950 or 07955 673729


2014, 39,000, £44,995. Six months warranty, Full service history, Excellent bodywork, Full leather interior - Excellent Condition, Tyre condition Excellent, Metallic Ultimate, petrol, automatic. Please call 01442 833311, Herts. (T)

2007, 33,000 Miles, £17,000. Frost blue with barley leather interior. Wood veneer facia, 20’’ Senta alloys. Full spec including front/rear parking sensors, heated seats. Please call 01432 830596



2014, 20,000 Miles, £42,995. 6 Months warranty, full service history, excellent bodywork, interior, excellent condition, tyre condition excellent, metallic ultimate. Please call 01442 833311 (T).

2009, 52,000 Miles, £27,995. 6 months warranty, full dealership history, excellent bodywork, clean interior, clean condition, excellent tyre condition. Metallic Vapour. Please call 01442 833311 (T).

2010, 58,000 Miles, £31,995. 20 Inch kalimnos alloys, super performance brakes with red calipers, reverse park control, bowers and wilkins premium sound system, bluetooth, xenon headlights, headlamp powerwash, rain sensitive wipers, heated front windscreen, heated steering wheel, cd autochanger, satellite navigation, cruise control, electrically adjustable driver and front passenger heated and cooled seats with memory. Please call 01442 833311 (T). Summer 2018 / Jaguar World 141



PARTS FOR SALE 4 CONTINENTAL WINTER CONTACT TYRES £POA. TS 8108. 255/45/r18. Please call 07860 288432.


2007, 33,000 miles, £25,750. Frost Blue with a Blue hood and Ivory Leather, 3 owners plus an Impeccable Service History comprising of 9 Jaguar Main Dealer service stamps , last at 30977 miles in 2017. The car is in outstanding condition and drives without fault. It has Reverse parking sensors,Heated electric seats,Power Hood,Sat Nav and Refurbished alloy wheels with nearly new tyres. Both Keys are here along with the correct Book Packs and Registration Documents. Delivery possible and PX possible, see more of our cars at or please call 01622 844608 or 07768 883858.

1999, 94,500 Miles, £5,800. 3 owners; FSH; MOT March 2019; Alpine Green with Oatmeal leather interior; transferable third party warranty until 16/08/18; Last serviced March 2018; Well maintained. Please call 07884 492292, West Sussex.


£15 Each. In excellent condition and very good chrome. Old stock. Please call 01454 313768.

FOUR JAGUAR ALLOYS AND TYRES £250 ONO. Good five stubs. 205/55 ZR 16. Please call 01704 840068.



1999, £16,995. The sleek-looking Jaguar XK8 first broke cover at the 1996 Geneva Salon as a replacement for the ageing XJS. Designed in-house by Geoff Lawson, the newcomer (in common with the Aston Martin DB7) was based on a much modified XJS platform – the changes to which included the adoption of XJ40-type independent rear suspension. monster was available in closed or open guise and could hit 60mph in a whisker over five seconds and power quickly to the electronicallylimited top speed of 155mph. Finished in Metallic Blue, complemented by its Cream leather interior ‘T292 XVO’ has only covered 46,000 miles from new and has had just 3 previous keepers. Offered with original book pack, handbooks and service book, it is MOT’d into September 2018. Please call 01590 612999 (T)


1950, 1,000 Miles, £99,995. The example we have here is a very early ‘short hood’ model; chassis number 660355 was supplied new on 8 December 1950 by JE Bird Automobiles. When the car was restored it was updated to SE Specification - that is to say, converted to wire wheels, open rear arches a twin pipe stainless exhaust system and an updated cylinder head. The car was then fitted with an alternator and converted to twin 12V batteries and has the benefit of electronic ignition and the more reliable electronic fuel pump. Please call 01798 874477 (T).

£150. In original box and in excellent condition. Postage is free. Please call 07716 607984, Bucks.


2006, £50 + PandP. Front radiator grille. Still boxed and brand new. Please call 07860 494764.


CARS WANTED JAGUAR URGENTLY WANTED £WANTED. Any Jaguar wanted urgently. Any year, any condition whatsoever, we pay more than anyone, distance no object. Please call 01322 669081 or 07836 250222, Swanley, Kent.

JAGUAR OR DAIMLER XJS 1975-77, WANTED. 4.2 or 5.3. Must be in good condition with an up to date MoT. Please call 07724 213053.


1994, WANTED. Low miles or double 6/6 V12 in nice condition ‘’m’’ reg. Please call 07405 984755

JAGUAR XJR 2005, 35,600 miles, £21,995. Auto, FSH, Amazing White/Ivory Leather condition, Air Con, Future Classic, Special order Black/Bronze paint, Stunning and flawless car. Looking for jaguars of all ages and models. Please call 01934 750319. 142 | Jaguar World /Summer 2018

WANTED. In very good condition and low miles (No imports and pre turbo) 1994 ‘M’ plate. Please call 07405 984755

MANUAL CAR WANTED. With timing chain engine facing the old fashioned way (North/ South) with no electronics and long MoT. Please call 07555 176853.

£65. 3.6 range. Please call 07905 135288

JAGUAR VARIOUS PARTS £POA. Four roulette alloy wheels and 4 tyres. 2 Pirelli, P4000 almost new. 1 Dunlop sport 300. Was spare and did about 500 miles. 1 Pirelli P4000 but worn. Buyer collects. Please call 01822 820450, Devon.

JAGUAR 3.0 V6 PARTS 2001, £40 each. S type SI plate grille and CD autochanger. Please call 07779 929957.



2003-2009, £300. To new condition, 19’’ x 8 1/2 fitted with new Pirelli scorpion tyres. Ex XJ Sovereign 2007. Please call 07807 575904.



VARIOUS. Front rubber bib spoiler £60. Air con compressor £50. Oil cooler radiator £45, rear axle cradle £45 and jaguar tool kit £35. Please call 01787 377602.


£300. Genuine Jaguar part. Please call 07968 170363.


£18 for the set of four. 10 1/2 diameter. In sound undamaged condition, but tarnished. Could be used as is, but suitable for re-chroming, complete with original centres. Please call 02089 425151

JAGUAR D TYPE WATCH 1955, £POA. One of only fifty five made, contains a piece of the engine from the 1955 D Type at Le Mans, unique opportunity. Please call 01463 783738, Scotland.


1971, £POA. Engine overhauled plus a back axle, brake discs, prop shaft and other parts. Please call 07717 202003, Lincolnshire.

£70 + PandP. Never fitted stored no rust very near perfect. Please call 01636 822042.



£POA. MK2 front and rear bumpers. Mk2 rear fog rangers, MK2 polished cam covers. Door shells fully repaired rear spatts. Bootlid and bone. Tool box (complete) jag tools S type rear lights. Please call 07762 49332


1967, £875 For the pair. A pair of excellent condition front wings, difficult to find now. Easy to fit and not full of filler, like the usual rubbish. Requiring very little work unlike most out there. Please call 07764 681373


£200. Bought new for a XFS. They have only done 2,500 miles on holiday last winter. 8mm tread. Buyer collects. Please call 07717 773637, Berkshire.

STEERING WHEEL FOR JAGUAR £150 ONO. Genuine brand new black leather and dark wood. Please call 07934 857648


£125 ONO. For series 3 type Jaguar(red lenses) slight pitting on chrome. Please call 07711 110040.


1989, £250. Beige leather interior, seats, door cards, centre consol etc. Jaguar xj12 NOS centre exhaust pipes £50. Please call 01787 377602. 1970, £475. A pair of excellent condition front wings, difficult to find now. Easy to fit and not full of filler. Requires little work. Please call 07764 681373

XJS 1989, £250. Beige leather interior, seats, door cards, centre consol etc. Jaguar xj12 NOS centre exhaust pipes £50. Please call 01787 377602

£25. Original size 4 x 1.5 inch. As new from Jaguar. Please call 07527 635372 Summer 2018 / Jaguar World 143



Is this the UK’s most extensively modified XKR? We drive the 600bhp Badcat and look into the changes

F-TYPE Predator

With 650bhp, even by supercharged Jaguar standards this is an extreme F-TYPE R

XJ12 with fuel injection

We drive an XJ12 converted to fuel injection, a car Jaguar wanted to build from the outset

How to modify your Jaguar From speed to stops, spoilers to wheels, we explain how to upgrade your car sensibly and safely

PLUS: News, Events, JEC Motorsport, Workshop, Our Jaguars and much, much more. All in the July 2018 issue of Jaguar World, on sale Friday, 15 June 2018 Contents subject to change KELSEY MEDIA: INFORMATION STATEMENTS FOR MAGAZINES PRODUCT GIVEAWAYS/ COMPETITIONS

With regard to product giveaways, free prize draws and competitions operated by Kelsey Media, if any prize or other product is lost or damaged during the course of delivery to you, we will provide reasonable assistance in seeking to resolve the problem. However, it will not always be possible to obtain replacements for lost or damaged goods, and no financial compensation is payable by us where replacement goods cannot be provided.

144 | Jaguar World / Summer 2018


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DRIVING OUR ADS/ROAD TESTS Where we test a car or other vehicle that is currently for sale or owned by a third party, our report is intended to

provide general information of interest to our readers. It does not constitute a technical inspection report for the vehicle, and should not be relied upon as such. We cannot be held responsible for any inaccuracies in the report, including errors regarding condition or mileage. Readers who wish to purchase any vehicle should contact the owner direct and arrange for their own inspection of the vehicle.


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Finishing Lines

2004, Rocketsports Racing XKR, Trans-Am


HE XK might not make a natural racing car – see p98 – yet it was still incredibly successful in the Trans-Am Series during the early 2000s, although not everything was as it seemed below the surface. The Trans-American Sedan Championship held its first race on 25 March 1966 at Sebring International Raceway, in Florida. A manufacturers’ championship series for modified passenger saloons and coupes, it soon proved popular – with Ford, Chevrolet and Porsche dominating the series throughout the Sixties and Seventies. This stranglehold was only broken when Bob Tullius won the championship with an XJ-S in 1978. In the early Eighties, due to new weightto-engine displacement ratio rules, tubularframe cars (often based upon stock car chassis and clothed with a carbon fibre body that looked like a production car) began to appear, eventually becoming the standard for all Trans-Am Series competitors. In 2000, Rocketsports Racing (founded in 1985 by driver Paul Gentilozzi) entered a car that looked like the Jaguar XKR, but that was – below the surface – a tubular chassis, powered by a Ford Mustang 4.0 V8. The following year, Gentilozzi drove the car to his third Trans-Am title and delivered the coveted manufacturers’ championship title to Jaguar. In early 2002, Gentilozzi approached Jaguar Cars North America with a proposal to switch from the Ford engine to the Jaguar AJ-V8. He was given an enthusiastic reception. Although Jaguar was also

146 | Jaguar World / Summer 2018

competing in Formula 1, since Grand Prix only travelled to North America once a year it was seen as a European championship. “The TransAm Series is a perfect fit for Jaguar in the North American market,” said George Ayres, Jaguar North America’s then vice president of marketing. “It is the longest continuously running North American road racing series. The marque is once again delighted to be involved in road racing, where it has enjoyed great success in the past.” Gentilozzi added, “The last time a Jaguar engine competed in the Trans-Am Series was back in 1981. The return of Jaguar power is long overdue and welcomed by the Series. We’re proud to be a part of the continuing legacy that is Jaguar motorsports.” The engine was based on the same all-aluminium V8 that powered the XK8, but was developed by RSR’s race shop in Lansing, Michigan. The capacity was increased from 4.2 to 4.5 litres and, although the production AJ V8’s alloy cylinder block and heads were retained, a new heavy-duty crankshaft was fitted along with lightweight racing pistons and connecting rods. With its race-tuned AJ-V8 revving to more than 9,000rpm, the carbon fibre-bodied racing XKR was quick – it could reach 60mph in 3.2 seconds and had a top speed of 180mph. Looking resplendent in a green-and-silver livery featuring a prominent Jaguar leaper, three Rocketsports Racing XKRs were entered for the 2004 Trans-Am season, but only one, driven by experienced driver Tommy Kendall, had the Jaguar 4.5 V8. Quick out of the box,

at the first race of the season at Long Beach, California, Kendall took pole. “This is better than I could have imagined,” he exclaimed. The race was eventually won by team owner Gentilozzi in a Ford-engined XKR after he took the lead on the first corner. Despite being strong all season and regularly finishing in the points, it wasn’t until the eighth race of the racing, Road America, that Kendall finally took the chequered flag. After starting in 13th place, Kendall took the lead with five laps remaining, setting a new lap record of 2.09.115 around the 4.048-mile circuit as he did so. “The car was awesome under braking, so I could pass in most corners and it was fun to drive,” said Kendall after the race. “This is the first win for the Jaguar AJ V8 engine and a lot of thanks need to go to Jaguar for supporting the development programme. I am glad I could give them their first win.” Kendall backed this up with another victory at the final race of the season, at Laguna Seca. The win gave him 222 points, the same amount as Gentilozzi who had led all season. However, it was Rocketsports Racing’s owner who took the championship due to his five victories compared to Kendall’s two. Kendall’s performances had more than proved the potential of Jaguar’s V8 and, in 2005, Rocketsports Racing entered two 4.5litre XKRs for Gentilozzi and new signing Klaus Graf. With four wins, the German was eventually crowned champion. It was Jaguar’s first major success since winning the 1991 World Sportscar Championship.

Independent Classic Jaguar Spares Trading as Carlton Autos Ltd

From XK to XJ up to 1990


Front Coil Springs

Water Pumps

Heavy Duty MK2 3.4 / 3.8 Standard 2.4 / 240 / V8 XJ40 / X300 Non Sport NOT V12 Packers sold separately

Rear Coil Springs X308 XJ40 Non self Levelling

Gaz Shock Absorbers MK2 Front and Rear

E Type S1 4.2 FHC 1965 In Carmen red with light tan interior. This is a good UK car

E Type 6 Cyl Front & Rear, E Type V12 Front and Rear



XK140, Early XK150, Early MK1, MK7m MK8, MK9 Early, Late MK1, MK2, S Type, Late XK150, Late MK9, E Type 3.8, 3.8 MK10, E Type S1 4.2 E Type S2 4.2 V12 E Type and most other classic models

Our Water pumps are reconditioned in the UK. Exchange, or outright sale if available.

Hose kits available Please ring for prices

MK9, good car, fitted ZF 4 speed Auto, Old English White, Reg. No. G 2770 £35,000 X 300 3.2 Sport Auto, Flamenco Red, drives well, only 91,000 miles, R35 RPY £3000

Contact us on

01909 733209 email New website coming soon.

Unit A, Holme House Farm, Owday Lane, Worksop, Notts S81 8DJ Open Monday to Friday 9am - 5pm And Saturday Mornings, please ring before visiting. Recommended by the Jaguar Enthusiasts club.






+44 (0)1746 765432 . *Subject to availability, some exclusions apply. Pre-order items must be pre-paid and must be collected at XK70, Shelsley Walsh on 9th and 10th June only. Last date for pre-orders is Friday 8th June 2018. **Our brand new Classic XK parts catalogue launched June 2018. Limited edition XK70 front cover. PARTS & ACCESSORIES FOR


Jaguar world july 2018  

“I suggest that it ought to be the top 15…” said Paul Skilleter when we were discussing the top ten Jaguars supplement in this issue. “No, m...

Jaguar world july 2018  

“I suggest that it ought to be the top 15…” said Paul Skilleter when we were discussing the top ten Jaguars supplement in this issue. “No, m...