Jaguar_World_Summer_2017

XK8: BEAUTIFULLYMODIFIED4.0 CONVERTIBLE 

SUMMER 2017 

THE WORLD’SBEST-SELLINGINDEPENDENT JAGUAR MAGAZINE 

SEE 

PAGE 

56 

WWW.JAGUAR-WORLD.COM 

XJ vs XF 

TRADITION OR FUTURE: WHICH OF THESE 

TWOGENERATIONS OF SALOON IS BEST? 

WORKSHOP 

InspectinganX100 

generation of XK8 

E-TYPE 

SERIES 2 

Fuel-injected for 

improved performance 

FACELIFT X-TYPE 

WHY IT’S BETTER THAN YOUTHINK 

NEWS 

Entry 

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announced 

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FIRSTWORD 

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Special moment 

I’vebeen messingaroundwith cars foraliving since1999, 

and with Jaguarsfulltimefrom2012, yet I’ve never witnessed 

anything as special as what happenedonMonday,April3,2017 

when 13 beautiful Jaguar sportscarsgatheredatthe picturesque 

Blyton Park circuitinLincolnshirefor our32-pagesupplement. 

Representing more than 80 yearsofthe company’shistory,it 

wasatruly momentous occasion, and oneI’ll neverforget. 

Severalthingsoccurredtomewhenthe carsstarted to arrive. 

First,how different they all looked. From thesimplicity of theSS100, 

theperfect proportions of 

theclassic XK range, the 

E-type’ssvelteness, and the 

grandioseofthe XJ-S, to the 

flamboyancy of the X100 

and X150 generationsofXK 

and the return to simplicity 

forthe F-TYPE,the cars 

Theincredible line-up of Jaguar sports 

cars forour 32-pagesupplement 

showed howJaguar’s style has 

constantly changed. Compare 

the sixgenerationsofPorsche 

911and they’d be allvariations on thesame theme. 

Then, Icalculated theircombinedvalue.Withthe classic XKsand 

E-type Series 1s all worthsix-figure sums, plusthe rising valuesofthe 

XJ-Ss andmodernXKs,it’s not outofthe realmsofreality to saythat 

together the13carsare worth£750,000. An intimidating thought. 

My worries eased, though, when Iremembered that herewere13ofthe 

finestsports carsevermade –and an empty track. Time to start driving. 

@Paul_W_Walton, Editor 

CONTRIBUTORS 

www.kelsey.co.uk 

ANTONY FRASER 

The supplement’s gorgeous front 

coverand the XK and E-type 

Series 1images inside aredown to 

this very talented photographer 

JIM PATTEN 

Who bettertocomparethe XK 

150Swith the E-type S1,plus the 

E-type S3 with the early XJ-S than 

our resident Jaguar historian? 

RICHARD BREMNER 

This experienced motoring 

journalist and Jaguar enthusiast 

had the enviable task of comparing 

the XK 120with the XK 140 

Summer 2017 \ Jaguar World |3

32 

THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE SUMMER 2017 

Summer 2017 

32 XJ2.7 VS XF 2.7 

The early 2000s wasan 

important time in Jaguar’s 

history.Although continuing the 

traditional XJ (albeit in updated 

X358 form), production of 

the first generation of XF –a 

modern, forward-looking 

car –had started. We assess 

whichisbetterbydriving a 

2.7-litrediesel version of both 

42 FACELIFTED X-TYPE 

So, youdon’t need the space 

that an X358 has to offer, 

but still admireits looks? The 

facelifted X-TYPE, whichtook 

manystyling cues from its larger 

sibling,could be the solution 

48 FUEL-INJECTED 

E-TYPE SERIES 2 

Jaguar restoration specialist 

Clayton Classics has fitted 

fuel-injection to an E-type 

Series 22+2,improving its 

performance. We driveit 

54 XE 2.0 250PS 

We test the new 2018MY XE with 

the 2.0 Ingenium petrol engine 

56 MODIFIED XK8 

CONVERTIBLE 

Find out how Jaguar 

Land Roverengineer Jack 

Palfrey has modified his 

early XK8 convertible 

intoaunique example 

66 ARTHUR 

WHITTAKER’S MK IV 

When the granddaughtersof 

Arthur Whittaker, Jaguar’s 

former deputy chairman, 

sawthat the Mk IV he had 

sold in 1950 wastobe 

auctioned, they had to see 

it. We speak to them about 

whythe car is so important 

72 THEINSIDER 

We talk to Jaguar’s chief 

engineer forsportscars, Erol 

Mustafa, about his long and 

successful career at the company 

and the new F-TYPE 2.0 

4|Jaguar World /Summer 2017

JUNE 2017 

THEWORLD’SBEST-SELLINGINDEPENDENTJAGUARMAGAZINE WWW.JAGUAR-WORLD.COM 

What makes these supercharged saloons 

so different, despitetheir similarities? 

Is this limited-edition XJ40 

the best model to buy? 

WORKSHOP 

servicing the X100’s 

braking system 

This hardworking coupe shrugs 

off long-distance journeys 

JUNE 2017 £4.75 

SEE 

PAGE 

60 

42 

48 

66 

56 

Regulars 

8 NEWS 

Jaguarreveals anew 2.0-litreversion of 

the F-TYPE and we have the first picture 

of the forthcomingXFSportbrake 

15 EVENTS 

Detailsofthe X-TYPE Register’s RAF 

Cosfordmeet and the Stratford Festival 

of Motoring 

18 MOTORSPORT 

All the actionfromthe first tworounds 

of the JEC’s Saloon&GT Championship, 

at Snetterton 

21 MAILBOX 

25 RICHARD BREMNER 

27 JIMPATTEN 

29 KEITH HELFET 

112 NEXTMONTH 

114 FINISHING LINES 

Workshop 

76 OUR JAGUARS 

Paul Walton uses his XK8 

foraphotoshoot in Ipswich, 

while Craig Cheetham’s 

X-TYPE fails the MOT 

80 YOUR JAGUAR 

Jaguar enthusiast Roger 

West talks about his 

2000 XKR convertible 

82 MODERN 

WORKSHOP 

Inspecting the timing 

chains of an X100 XK8 

with Tasker &Lacey 

86 Q&A 

Our experts answerquestions 

about whya1978 XJ-S won’t 

start, and whyanXFhas 

put itself intothe restrictive 

performancemode 

88 CLASSIC 

WORKSHOP 

At last, the interior 

is finally fittedtoour 

modified E-type coupe 

92 GEARBOX 

Find out about an interesting 

reversing light upgrade 

forcarssuchasthe Mk 2 

and XK 150, plus anew 

book about the D-type 

94 SPECIALIST 

It’s offtoCambridge to 

visit established sports car 

specialist, Wallis &Son 

Market Place 

98 INDEX FOR CARS 

FOR SALE/CLASSIFIED 

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@JaguarWorldMag 

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TO YOUR DOOR *see pages30-31 

XKR: INNOVATIVE MODIFICATIONS PRODUCED THIS SPECIAL XKR 

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XJ40 GOLD 

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NEWS 

IF YOUHAVEAJAGUAR-RELATED NEWS STORY, SEND IT TO JWM.ED@KELSEY.CO.UK 

New entry 2.0-litre 

F-TYPE with cuttingedge 

petrol power 

JAGUARISbroadening the appeal 

of the new F-TYPE by giving it its 

owndistinct character with the 

introduction of the state-of-the-art 

four-cylinder Ingenium petrol engine. 

Balanced with improved fuel efficiency 

and affordability,the F-TYPE experienceis 

moreaccessible than ever before. 

Poweredbythe advanced four-cylinder 

engine, Jaguar’s new model can accelerate 

from 0-60mph in only 5.4 seconds and 

achieveatop speed of 155mph. The 

turbocharged engine’s high maximum 

torque of 400Nm, generated from just 

1,500rpm, together with the eight-speed 

Quickshift transmission, deliversexceptional 

response throughout the revrange. 

Not only is the 300PS Ingenium engine 

the most powerful four-cylinder unit 

ever offered in aproduction Jaguar,it 

also generates the highest specific power 

output of anyengine in the F-TYPE range 

–150PS per litre–making this the most 

efficient F-TYPE in the range, with a16 

percent improvement in fuel economy 

over the 340PS V6, together with CO2 

emissions of just 163g/km on the 

European combined cycle. 

Ahost of advanced technologies enables 

the Ingenium engine to deliver this blend of 

high performanceand low fuel consumption. 

Neatly integrated intothe cylinder head is a 

state-of-the-art electrohydraulic valvetrain 

featuring patented control algorithms, 

developed in-house. This technology enables 

fully variable control of intakevalvelift 

foroptimum power,torque and efficiency 

throughout the engine’s operating range. 

The exhaust manifold is integrated into 

the cylinder head casting. Coolant flowing 

through ducts in the manifold reduces 

warm-up times and, therefore, reduces 

fuel consumption and emissions. The 

manifold is carefully matched to atwinscroll 

turbocharger.The design prevents 

exhaust gas pulsation interference, ensuring 

that the turbine wheel responds far 

morequickly:boost pressureisdelivered 

near-instantaneously,making turbo-lag 

almost non-existent, and providing the 

responsiveness so familiar to theF-TYPE 

driving experience. 

To ensurethe best possible launch 

performanceand transient response while 

still enabling the engine to develop its 

high-peak power output, the turbocharger 

features ceramic ball bearings. These 

deliver the lowest possible bearing friction, 

especially from cold starts. 

The 200-bar direct-injection system features 

centrally mounted fuel injectors. Together 

with optimised spray patterns, this technology 

helps to minimise fuel impingement on the 

cylinder walls and the piston crowns, improving 

efficiency and reducing emissions. 

The Ingenium engine contributes to an 

overall vehicle weight reduction of 52kg, 

while meticulous tuning of the chassis 

offersevengreater steering response, 

body control and ride comfort. Says Erol 

Mustafa, chief product engineer forJaguar 

sports cars, “Most of the weight reduction 

is over the front axle, making the car 

beautifully balanced and really agile to 

drive–asyou’d expect, the car is really at 

home on beautiful twisty roads. Couple 

that with afour-cylinder exhaust noteand 

this particular F-TYPE has acharacter all 

8|Jaguar World /Summer 2017

NEWS 

of its own. Iliketothink of it as the feisty 

younger brother of the V6 and V8 models.” 

The introduction of the four-cylinder 

does not mean that driverslose out on 

aural feedbackeither,because atuned 

activeexhaust is standardonentry-level 

F-TYPE models. 

The 2018 ModelYear F-TYPE also 

features several visual enhancements, 

including redesigned bumpersand optional 

full LED headlights. At therear,the fourcylinder 

model features aunique single 

tailpipe finisher to distinguishitfromthe 

twin central exhausts and quad outboard 

exhausts of the V6 and V8 models. 

Lightweight 18in wheels also identify the 

latest addition to the line-up, and help to 

minimise unsprung mass, contributing to 

the enhanced ride and handling. 

The changes to theF-TYPE’s interior – 

lightweight slimline seats, the TouchPro 

infotainment system and new chrome 

and aluminium trim finishers–heighten 

the driver-focused feel, while the sleek 

frameless rear-view mirror adds another 

contemporary touch. 


NEWS 

600,000 and counting 

Jaguar Land Roverhas reported record 

retail sales of 604,009 vehicles in the 

financial year,up16percent compared to 

last year,and exceeding 600,000 forthe 

first time in the company’s history.Jaguar is 

now Europe’s fastest-growing car brand. 

Andy Goss, Jaguar Land Rovergroup sales 

operations director,said, “These numbers 

set the seal on Jaguar Land Rover’s seventh 

successive year of sales growth by breaking 

through the 600,000 barrier. We continue 

to make encouraging gains in key markets 

suchasChina and North America, as well as 

seeing sustained customer demand forthe 

Jaguar F-PACE, Range RoverEvoque and 

Land RoverDiscovery Sport. 

“The last 12 months have seen the 

launchofthree completely new product 

lines, and successful growth across many of 

our existing products. Jaguar sales are still 

increasing strongly.” 

Retail sales for Jaguar werearecord 

172,848vehicles in thefinancialyear,up 

83percentcomparedtotheprevious 

year,primarilydrivenbythesuccessful 

introduction of the F-PACE and solid sales 

of the XE and XF.Retailsales in the fourth 

quarter were 53,972 vehicles, up 81 percent 

on the same quarter last year. 

Retail sales for JLR’s fourth quarter were 

179,509 vehicles, up 13 percent on the same 

quarter ayearago,and March sales reached 

90,838 units, up 21 percent on March 2016. 

Sales for JLR’s full financial year were 

up year-on-yearinChina(32%),North 

America (24%), the UK (16%) and Europe 

(13%), while sales in other overseas markets 

were down six percent. 

GAME ON FORXF 

SPORTBRAKE 

Jaguar has revealed the first glimpse of the 

desirable new XF Sportbrakeinanunusual 

location: Wimbledon’s iconic CentreCourt. 

The famously manicured surfaceserved 

as the canvasfor alarge-scale outline of the 

dynamic sports estate. 

Jaguar director of design, Ian Callum, 

watched as ground staff transformed 

the venue’s famous whitelines under 

the expert eyeofhead groundsman Neil 

Stubley.Hesaid, “With XF Sportbrake 

we’vecreated asilhouette whichsweeps 

towardsthe rear,almostintothe distance, 

and really gives the car asense of speed 

and sportiness. It will bring new levels of 

practicality to therange without sacrificing 

the dynamic design and agile handling our 

customersexpect.” Jaguar also revealed a 

single image of the car,looking down onto 

its roof. 

The XF Sportbrakewill join the awardwinning 

XF sports saloon in the Jaguar lineup 

when it goes on sale this summer. 

10 | Jaguar World /Summer 2017

NEWS 

Twin peaks 

Jaguar has done the unthinkable by first 

securing the World Car Design of the Year 

award, then lifting the big one –the overall 

World Car of the Year trophy. 

Afterscooping the prestigious titles at 

the 2017 World Car Awards –only the 

second vehicle to claim the historic double 

–the Jaguar F-PACE is now officially the 

best and most beautiful car in the world. 

To winthe trophies, the F-PACE had to 

take on –and beat –far bigger,wealthier 

European, Asian and North American 

rivals, yet75influential motoring 

journalists from 24 countries chose the 

F-PACE abovethe Audi Q5, Volkswagen 

Tiguan, Mercedes-Benz S-Class Cabriolet 

and Toyota C-HR. 

Ian Callum, director of design, Jaguar 

said, “The F-PACE is our first ever SUV,but 

it is clearly recognisable as aJaguar,and for 

it to winthe 2017 World Car of the Year 

trophyvindicates our decision to bring 

our unique design principles and dynamic 

qualities to anew sector of the market.” 

Adelighted Dr Ralf Speth, Jaguar Land 

F-PACE 

steals top 

braceofawards 

to mark Jaguar‘s 

overall success at 

the World Car 

Awards 

RoverCEO, added, “The F-PACE was 

designed and engineered as aperformance 

SUV with exceptional dynamics, everyday 

usability and bold design. Winning this 

awardendorses the talent and great 

work of our teams, who have delivered 

the world’s most practical sports car and 

Jaguar’s fastest-selling vehicle.” 

WOLVERHAMPTONFACTORY’S PETROL MILESTONE 

Jaguar Land Rover’s £1bn Engine 

Manufacturing Centre(EMC) is 

celebrating production of its first 

Ingenium petrol engine, whichwill debut 

in vehicles later in the summer. 

The fully flexible, state-of-the-art 

manufacturing plant that now serves 

JLR’s three UK vehicle plants has been 

hailed as the most significant new 

automotivemanufacturing facility in the 

UK in the last decade. 

Production of the 2.0-litrefourcylinder 

petrol Ingenium engine adds to 

its line-up, whichalsoincludes the ultralow 

emission 2.0-litre150PS, 163PS and 

240PS four-cylinder diesel engines. 

Trevor Leeks, EMC operations director, 

says, “The start of petrol production 

marks an important milestone forthe 

plant as we movetoproviding asuite of 

ultra-low emission, high-performance 

petrol and diesel engines to powerthe 

full Jaguar and Land Rovervehicle lineup. 

now and in the future. 

The start of petrol engine production 

reaffirms JLR’s strategic investment 

programme to build skills and capability 

in the UK. Of the 1,400 people workforce, 

morethan 80 percent livewithin tenmiles 

of the Wolverhampton plant, bringing 

opportunity and prosperity to the region. 

The EMC has also welcomed more 

than 50 apprentices and graduates, all 

on abespoke powertrain development 

programme designed to support the 

design, engineering and production of 

JLR advanced engine range. 

Sinceproduction of the Ingenium 

diesel engine began exactly twoyears 

ago, the EMC has built in excess of 

400,000engines. It has welcomed 

morethan 40,000 visitorsincluding 

three membersofthe Royalfamily, 20 

Government officials, including prime 

ministers, British cabinet ministers 

and local MPs and morethan 3,000 

children through its Education Business 

Partnership Centre. Morethan 85,000 

cups of teaand coffee have been 

consumed and 14,000 slices of the 

famous EMC flapjacks have been eaten. 

Trevor Leeks has taken3.6 million steps 

in his role as operations director,the 

equivalent of travelling to the moon 

and backseven times, and employees 

have given morethan 1,000 hoursof 

volunteering to local good causes. 

In averyshort time, the EMC has 

made its mark as the beating heart of 

JLR’s UK manufacturing operations. 

Summer 2017 \Jaguar World |11

NEWS 

Jaguar Classic Challenge 

Round 1–Donington, April 28-30, 2017 

AQUALITY grid of race-prepared 

pre-1966 racing machines 

and awho’s who of historic 

motorsport competitors 

ensured the first Jaguar Classic Challenge 

race of the 2017 season starred at the 

Donington Historic Festival. 

The thirdseason of the Jaguar Classic 

Challenge began in perfect conditions at the 

Leicestershirecircuit, with the frontrunners 

lockedincombat from the off. Championship 

newcomer Ben Short forced fellow E-type 

driver and pole-sitterGary Pearson to push 

on the ragged edge forthe first tenminutes 

of the 40-minuterace, beforePearson settled 

intoarhythm and pulled out a14-second 

lead to winthe 29-lap encounter. 

The mandatory Jaguar Classic Challenge 

pit stops served up their usual mix of 

drama, with Pearson and Short both opting 

to drivethe whole race solo. Short was 

taking part in his first proper historic meet, 

and subsequently wonthe Jaguar Classic 

Driver of the DayTrophyfor his close and 

clean racing throughout. He is one to watch 

forthe rest of theseason. 

Gary Pearson’s race-winning E-type 

Graeme and James Dodd completed the 

podium, the experienced father-and-son 

pairing racing in the Jaguar Classic Challenge 

forthe first time after recently buying 

their E-type. The duo’s impressivedebut 

performanceand strong racecraft is sureto 

be one of the stories of the 2017 season. 

Gary Pearson, race winner,said, “I am 

absolutely delighted to win what wasa 

great race and the perfect start to the 

season. Ipushed hardfor the opening laps, 

whichpaid dividends at the end. It was 

truly exciting racing against Ben Short; he 

is an excellent driver and is learning how to 

race E-types very quickly.Hewillnodoubt 

be athreat throughout the rest of the 

Jaguar Classic Challenge season.” 

TimHannig,director of Jaguar Land 

RoverClassic, said, “Thereweresome epic 

battles throughout the field. All our drivers 

put on athoroughly entertaining show for 

spectatorsand I’d liketocongratulateour 

topthree on asuperb result. 

“The strong field of driversshowshow 

prestigious the Jaguar Classic Challenge 

has become in its thirdseason. We look 

forwardtowelcoming yetanother fantastic 

line-up of historic Jaguar racing machines 

at the next race,the HSCC Legends of 

Brands Hatch Superprix,inJuly.” 

The XK 150ofChris Keith-Lucas in the pits 

Ben Eastickleavesthe pits in his D-type. He 

eventually finished in 12th place 

L-R: James and Graeme Dodd, race winnerGary 

Pearson, and Ben Short 


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EVENTS 

AROUNDUP OF ALL THE 

BESTJAGUAREVENTSBOTH 

AT HOME AND ABROAD 

JDC X-TYPE Register RAF Cosfordmeet April 23, 2017 

ANINCREDIBLE 231Jaguarsand 

around 650 people took part in 

this year’s RAF Cosfordmeeting, 

organised by theJaguar Drivers’ Club’s 

X-TYPE Register. 

Part of this free event is apoliceJaguar-led 

convoy fromthe nearby motorway service 

at junction four of the M54. Alwayspopular, 

around 75 carstookpart in the convoy. 

All varieties of Jaguar were present during 

the day, from abeautiful SS 1replica and 

JDC chairman Nic Drukker’s Mk V, through 

to apair of XJ220s. Therewereplenty of 

Mk 2s, E-types, and aMkXinattendance, 

plus moremodernmachinery suchasX350 

XJs, X100 XKs and X-TYPEs. With event 

sponsor SNG Barrattkindlydonating prizes, 

free raffle tickets were given to every Jaguar 

entering the siteonthe day. 

Damian Annan’s beautiful silver 

Sovereign wonBestX-TYPE of the Day, 

David Anderton with his stunning Mk X 

wonClassic of the Day, while John Southall 

and his immaculateMk2was awarded 

Jaguar of the Day. 

One of twoXJ220s that attended the RAF Cosford 

Jaguar meet 

X-TYPE Register chairman, Tony Shirley (left), hands 

Damian Annan his prizefor winning X-TYPE of the Day 

David Anderton (right) with his stunning Mk X 

wonClassic of theDay 

John Southall (right) and his immaculateMk2won Jaguar of the Day 

Ahighlight of theday wasanescortofJaguar policecarssuchasthis X-TYPE 

estate, owned by Mick Healey 


EVENTS 

XKECsouth-west meeting, April 22, 2017 

The South South West group of the XK Enthusiasts’ Club 

meet every fourth Saturdayatthe Fleet Air Arm Museum at 

Yeovilton. In April, the XKECmembersreceived avery special 

invitation to visit the RoyalNavyhistoric flight at its hangar next 

door.The historic flight displays include aircraft from previous 

eras, suchasaSecond World WarSwordfish and aSea Fury from 

the Korean War. 

Details of the XKECcan be found at www.xkec.co.uk 

StratfordFestival 

of Motoring, 

April 30-May1,2017 

Forthe fifth Stratford Festival of Motoring, 

Jaguar wasthe featured marque and alarge 

collection of models were on display. A 

little over 73 Jaguarswerebooked in for 

the Festival over the twodaysand, with the 

town centreclosed to traffic allowing cars 

to fill the town centre, Wood Street was 

reserved purely forJaguarsand Daimlers. 

Therewas good mixtureofJaguarson 

display, including plenty of E-types, Mk 

2s, XJSs, XK 120s and XK 150s, plus two 

high-quality replicas of the C- and D-type. 

The Jaguar Heritage Trust had twocarson 

display, its XJ220 and the F-TYPE RCoupé 

that wasusedbythe Bloodhound SSC 

team in 2015 to test the deployment of the 

rocket car’s parachute. 

Apopular highlight wasThe Vintage 

Mobile Cinema, also parked up in Wood 

Street, whichshowed Pathe newsfilms 

aboutStratford,plus the C-type, D-type 

and XJ220, all from the Jaguar Heritage 

archive. This wasfinished with ashort film 

clip of the Bloodhound car testing the 

parachute. 

Jaguar Heritage’s director,Martyn 

Hollingsworth, presented the Director’s 

Choiceaward to JoeSugden forhis 

beautifully restored and updated Mk 2, 

while The event’s main sponsor –Listers 

–pickedanXK120 DHC as its favourite 

Jaguar of the show. 

The Stratford Festival isn’t just about 

static displays, however,and therewere 

two90-minuterunsthat took participants 

out intothe beautiful Warwickshireand 

Cotswold countryside. 

Next year’s Stratford Festival of 

Motoring will held be on May 6-7,2018. 


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Of the sixty sizes we produce 

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185VR16 £169 (XK 120/140/150,Mk5, Mk7, Mk9) 

185VR15 £139 (E Type S1 S2 Mk2Stype) 

205/70VR15 £149 (S3 V12, XJ6, XJ12, XJS) 

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MOTORSPORT | JECRACING 

Toyo Tires/Watchdogapp.comJaguar 

Saloon&GTChampionship 

Snetterton, April 1and 2, 2017 

WORDS TERRYDYE 

PHOTOGRAPHY ROGERGAGE 

THE FIRSTtwo rounds of the 19th 

JECRacing season has attracted 

19 entrants, including three new 

drivers: Michael Holt (XJR), Simon 

Dunford(XJ-S), and TomRobinson from 

Swallows Independent Jaguar (XJR). 

The three-mile Snetterton 300 circuit is 

suited to the big Jaguarsand promised to 

be agreat opener to theyear’s competition. 

Carrying on their battles from 2016, 

Colin Philpottand James Ramm qualified 

on the front row, Philpottaconsiderable 

1.499 seconds ahead. Row2consisted of 

Rodney Frost and last year’s championship 

winner,Tom Butterfield, in the first 

saloon. StandardClass Awas led by the 

ever-improving Simon Blunt, followed by 

new boyMichael Holt, and NickWade 

–promising the usual big battle forclass 

honours. Adam Powderham, jumping from 

standardclass Atofully modified Class D 

in his new XJR, qualified ahead of Patrick 

Doyle’s fearsome 6.0-litreXJS. 

NickWade 

Race one 

An amazing first lap sawthe lead change 

three times. Philpottled off the line only to 

be passed by Ramm; Philpottreturned the 

favour beforebeing passed again. This battle 

continued forthe whole race,with the 

carsnomorethan inches apart, but Ramm 

expertly positioned his XJ-S to absorb 

tremendous pressuretotakethe win. 

Lateinthe race,Simon Dunfordbecame 

part of asandwichbetween thebattling 

leaderswhen he wasspectacularly passed 

on both sides exiting Palmer bend. 

Throughout the field, thereweresome 

mighty battles that ultimately ended with 

Chris Pizzala winning Driveofthe Dayfor 

holding off aclose, race-long challenge 

from Powderham in his supercharged car, 

while Dave Byesimilarly fought off astrong 

challenge from Guy Connew. 

Another exciting three-way battle 

between NickWade, Daniel Stewart and 

Michael Holt wassplit up when Stewart 

spun at Hamilton. 

The Doyle XJ-S wasdelayed due to 

fuel cut off being triggered during agear 

change. Derek Pearce found the cause of 

vibration that he had experienced during 

qualifying when the gearboxmounting 

collapsed, taking out the exhaust and, 

rather moreimportantly,the propshaft. 

Sadly,Robinsonwas pulled up forbeing 

toonoisy and had overnight work to rectify 

the problem forSunday’s race. 

Above:Chris Pizzala and Chris Boon 

arechased by Adam Powderham’s XJR 

DRIVE OF 

THE DAY 

CHRIS 

PIZZALA 

James Ramm (leading) and Colin Philpott 

Simon Blunt’s XJ-S is chased by an X300 

Daniel Stewart’s XJ-S is chased by Michael Holt’s XJ40 

Derek Pearce’s XK8 leads Simon Blunt’s XJ-S 

Dave Byeand Guy Connew’s XJ corner hard 


JECRACING | MOTORSPORT 

Dave Bye’s XJ leads the pack 

Roger Webster’s X300 

Race two 

Following considerable silencing work, the 

Robinson XJR wastested forthree laps and 

deemed quiet enough to start race two, 

whichwas good newsfor Tom, as it was 

his birthday. The Pearce XK8 wasanonstarter 

due to the previous day’s gearbox 

mounting problem. 

Race twocontinued in the same vein as 

Saturday, with Ramm leading Philpott’s 

flame-spitting XJ-S by inches. However, 

positions were reversed on lap two. 

Philpottfended Ramm until lap six, who 

then repassed to take the chequered flag 

by 0.3 of asecond, having survived ahairy 

slide at Oggies bend along the way. 

Connew led Byeand Frost until abig spin 

at Coramdropped him out of contention. 

Again, Pizzala and Powderham continued 

their Saturdaybattleasifattached to each 

other by ashort rope. Doyle had avery 

tardystart and fought his wayfrom11th to 

finish third, earning him the Driveofthe 

Dayaward. 

Stewart had acouple of dust-raising 

moments at tricky Oggies, and Blunt again 

took Class C. 

Atruly terrific start to the season. 

Rodney Frost’s XJ-S in the gravel 

Winner of Class C, Simon Blunt, leads PatrickDoyle 

DRIVE 

OF THE 

DAY 

PATRICK 

DOYLE 

Daniel Stewart’s dust raising moment at Oggies 

PatrickDoyle came from 11th to finish afine third 

Winner of race two, James Ramm, leads Colin Philpott 


2017 

CLASSIC EVENT 

CALENDAR 

VOLKSWORLD SHOW 

25TH -26THMARCH >SANDOWNPARK 

VOLKSWORLDSHOWS.COM 

LONDONTOEASTBOURNE JAGUAR RUN 

14TH MAY 

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13TH AUGUST >SANTA POD 

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SAVE 

THE 

DATE!

LETTERS 

FAXUS: 01733557235 (FAO Editor, Jaguar World)EMAIL US: jwm.ed@kelsey.co.uk OR VIA FACEBOOK: Facebook/JaguarWorldMonthly 

LETTER OF THE MONTH 

Iwas delighted to read Paul Wager’s 

back-to-backroad test of the 

Daimler 250 V8 against aRover 3.5 

Litre, not least because Iamalso a 

keen Roverenthusiast, particularly 

the big P5 models –although that 

wasn’t alwaysthe case. 

However,Iwas alittle surprised 

by Paul’s choiceofthe small Daimler 

saloon as apotential P5 rival; most 

of the period road tests Ihaveread 

seem to favour the 420/Sovereign 

as Browns Lane’s natural challenger 

to the P5B. 

As aschoolboyinthe mid- 

Seventies, Istill clearly remember 

afriend’s father deliberating over 

whether he should buy a(used) 

Rover3.5 Litreorasecondhand 

Daimler Sovereign 2.8. Irecall he 

test-drovethe Roverone Saturday 

morning,and then the Daimler the 

following weekend. Iwas then given 

the full debrief by his enthusiastic 

son at school on Mondaymorning. 

Being the motoring authority, 

which–as12year olds –weso 

obviously were,myfriend and Isoon 

concluded that it would be best to 

go forthe Daimler: by then, the P5’s 

styling waspositively archaic while 

the Daimler came with bags of street 

cred (being little morethan athinlydisguised 

XJ6). Not only that, but this 

particular Daimler sported amanual/ 

overdrivegearbox, whereas the Rover 

wasasluggardly automatic. 

To us, it seemed likeaforegone 

conclusion, only my friend’sdad 

then confounded us both by buying 

aVolvo164 instead. 

John Parker 


LETTERS 

XJ-great 

Congratulations on buying 

the XJ8 4.2 Sport for Jaguar 

World’s project car.Iused to 

own the same model, and my car 

featured on your pages when the 

magazine asked forphotos of 

Jaguarstowing caravans. Iowned 

mine forfiveyears, whichisthe 

longest Ihaveeverkept acar,and 

Iloved every minuteofit–even 

when it misbehaved. 

Alot of people think that these 

carsare expensivetomaintain 

and arenot DIY friendly,but 

that is not the case. Mine only 

went intoagarage twiceduring 

the time Iowned it, onceunder 

warranty foratorque convertor, 

and oncefor wheelbearings as 

Ididn’t have timetodothem 

myself due to doing some work 

on my house. Ishould have done 

them myself, though, as Iended 

up going to the so-called Jaguar 

specialist to show them how to 

get it apart. 

As forpeople thinking that 

parts areexpensive, that is 

another myth. With alittle bit 

of shopping about, youcan pick 

most things up at areasonable 

cost.Ifound that some parts are 

acrossover from the S-TYPE, 

and work out cheaper because 

they don’t have the XJ name in 

front of them. Second-hand rear 

ABS wheel sensorslisted forthe 

S-TYPE spring to mind. These 

were half the priceofthose listed 

forthe XJ, but carried the same 

part number. 

Ilook forwardtoreading about 

your XJ in futureissues. Being 

Jaguar-less at the moment, I 

intend to buy another as aproject 

futureclassic sometime. It will 

probably be an XJ, either an X308 

or X350. Icould be persuaded by 

an XK, but Iwill just have to wait 

and see when the time comes. 

Clive Hutton 

Priceconfusion 

What is going on? With the introduction of the new Ingenium petrol engine forXE 

and XF thereseems to be a£4,745anomaly.XE, XF and F-PACE diesels areall priced 

consistently,withXFonly £325 morethan XE and F-PACE afurther £2,350 more, 

after allowing forthe different specification of headlights, wheels and split folding 

rear seats. 

But the 200 petrol XE is £4,270 less than the 180diesel and the 200 petrol XF 

is £475 morethan the 180diesel. Jaguar has alwayspredicted that diesel would be 

morepopular than petrol forits new generation models, but the present government 

has subsequently gone anti-diesel due to emissions. 

Has Jaguar got off on the wrong foot by being tooslow in developing its Ingenium 

petrol engine, whichitstill doesn’t offer on F-PACE? 

John Roe 

(Owner of one of the earlypetrol XEs, whichisbrilliant) 

TWITTER 

YE NOT 

Khethelo @Lord_Maphz 

Jaguar E-type Series 1. Enzo Ferrari 

described this one as “the most beautiful 

car ever made.” 

Lord Rambo @RyanWJBCFC 

Ilove the look of the new F-TYPE 2.0 BUT 

Ihate that rear exhaust. Looks like the 

old crappy Boxster #OhDearJag 

Safety first 

Idohope RichardBremner 

had some axle stands or other 

protection when he wasworkingon 

the rear suspension in the car park 

[see JW June 2017,p23]. Having 

treated anumber of patients who 

have had the misfortune to have a 

car fall from atrolley jack, Idread to 

think of the potential consequences 

had his trolley jackfailed. 

John Gray (Retired neurosurgeon) 

KDoubleU_ @kdoubleu_ 

Confirmed: Iwant aJaguar FTYPE 

Nicholas Azerty @NicholasAzerty 

Iwoke upthis morning and saw that the 

world car of the year is Jaguar F-PACE. 

Well done #Jaguar! #WCOTY #FPACE 

clutchandgo_za @clutchandgo_za 

The Jaguar F-PACE is crowned World 

Car of the Year. Yes, an SUV. Isittime 

for motoring enthusiasts to change their 

tune? @jaguarsa #WCOTY 

Follow JW @JagWorldMag 


From low mileage, low owner, excellent history originals to better than brand 

new restorations and re-engineered modernisations, Miles Classic is committed to 

bringing new levels of detail, fit and finish to the Jaguar XJ and Daimler Sovereign. 

Specialising in concourse restorations of the XJ coupe, we combine the 

very best in quality with value for money to deliver a personalised 

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This XK120 hasa 

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stance, aided by 15" 

wheels and wide rubber. 

10 CLASSIC JAGUAR SUMMER 2016 

WORDS: IAN S EABROOK PICS: IAN SEABROOK AND PAUL SKILLETER 

Britain's motor city. “In those days, you 

share his love ofJaguar, and could always find work in another factory. 

recently even appeared on Unemployment didn't really exist.” 

BBC's TopGear torecall his Unsurprisingly, Norman was keen to 

famous 13-hour drive from Coventry to try and get ajob at Humber, and he 

Geneva for the launch of the E-Type. did atthe age of14, though he was 

As someone who worked for Jaguar only there for six or seven months. “I 

from its early Coventry days, through asked for an apprenticeship, but they 

British Motor Holdings and into 

wouldn't give me one,” hesays. “I tried 

British Leyland, and then into anew, at Armstrong Siddeley instead, though 

independent life, Norman isuniquely you had to have your parents with you 

placed to tell us what it was like onthe then. That was aproblem, asmyfather 

inside. Few characters from this turbulent had recently died. However, the labour 

period are still alive, and fewer still have manager said he would have aword with 

quite so much verve about them! 

Mr Siddeley. Ididn't hear anything for a 

Norman is Coventry born and bred, week, but then Igot aletter inviting me 

and from the age of seven, lived with for adiscussion with Mr Woodruff the 

his grandparents. “They lived opposite labour manager. When Igot there, he 

the Humber factory,” recalls Norman, “I said 'I've had aword with Mr Siddeley. 

remember watching the workers arriving Seeing as you've got the effrontery to 

in the mornings, all onpushbikes of come and apply yourself, you're the type 

course –there were few motor cars then.” of person we want, so you've got your 

This would have been in 1927, when apprenticeship.' So, that's how Igot it.” 

Coventry was fast establishing itself as Norman certainly enjoyed his 

apprenticeship, “It was awonderful 

firm. By the age of 16, Iwas working 

in chassis testing, and it was noticed 

that Ihad abit of atalent for it.” 

Norman learnt todrive at Armstrong 

Siddeley, where chassis would have 

awooden scuttle and seat attached, 

and abig box placed onthe rear of the 

chassis to add the weight of abody. 

The Second World War saw Norman 

join the RAF, but when he was invalided 

out in 1943, hebecame an air inspector. 

“I'd head up to Lea-Francis, where they 

made throttle bodies for the Stirling 

Bomber. I'd give the stamp of approval 

if Iwas happy. After the war, Iwas 

invited to join Lea-Francis, because 

they were going back into cars. Ihad full 

control of the testing.” This was apretty 

remarkable achievement for someone 

who was still only 26 years of age. “I 

loved the job. Ihad my own office and 

secretary, and two guys working under 

me. We considered that the Lea-Francis 

Norman swiftly found himself making record attempts 

Ayoung Norman on the streets of Coventry, Britain's motorcity. 

for Jaguar,like here at Jabbeke in Belgium. 


WORDS: IAN S EABROOK 

ignored the doubters and now owns 

avery rare machine –anXK120 

that's bursting with stories to tell and 

which lets you know ofits 63 year 

age with plenty ofadvertisement. 

Take the paintwork. It's awful, with 

cracks all over the body, and large 

pieces where the paint ismissing 

entirely. Then there's the remarkable 

interior, which has leather astough 

as overdone steak and holes inthe 

carpet that allow you to see the bare 

PICS: CHRIS FROSIN 

front bumper was removed, but the 

rear bumperettes were left in place. 

In those days, that was about asfar 

as race preparation went. Cars were 

driven to meetings, thrashed around 

for abit, and then driven home. 

This car wasn't raced very much, 

because it had arather major accident 

in 1954. The owner apparently had 

aC-orD-Type to play with by this 

point, so the XKwas sold to its second 

owner, who merely parked itupina 

barn. It sat there until 1988, when 

the third owner found it. Herepaired 

the bodywork, but was forced to 

make some alterations. The closeratio 

gearbox was removed, and the 

triple-carburettors and their manifold 

transmission tunnel. It's impossible to seem to have vanished. To get the car 

replicate. It's only the passage of time working again, aMkII Moss gearbox 

that makes acar look like this. Restoring was fitted, complete with overdrive. 

it would surely destroy the character. The transmission tunnel was modified 

But how did this left-hand drive 

to suit, though with function very much 

racer end upinthe English countryside ahead ofform inthe implementation. 

of Herefordshire? The story begins in Astandard twin-carb manifold 

1953, when this car was shipped from was used to allow the engine tolive 

Coventry toMontreal, in Canada. It again, and the bodywork was repaired 

had aclose-ratio gearbox, triple SU and resprayed. Its salvation was 

carburettors and aeroscreens. The 

short-lived though, and after just » 

C L A S S I C J A G U A R S U M M E R 2 0 1 6 11 

cars were better built than Jaguar's, 

though we couldn't compete with them 

on price. Igot awarning in 1951 from 

my friend Jack Ridley, who was head of 

sales at Lea-Francis. He told me that 

sales weren't good, and suggested I 

speak to his friend Bill Heynes, who was 

the director of engineering at Jaguar.” 

In the meantime, Norman had built 

his own Formula 500 race car, which 

had earned him alittle publicity in the 

Coventry Evening Telegraph. Norman was 

offered the role of Chief Development 

Test Engineer. “The money wasn't very 

good though, soIsaid they'd have to 

pay me£2amonth more. They agreed, 

though I'd have tostop racing my own 

Formula 500 car. Iwas only allowed to 

race for Jaguar. Ididn't mind too much, 

because racing was very expensive!” 

Norman asked to start atJaguar 

in January, to enable him to 

finish everything properly at Lea- 

Francis. Lea-Francis subsequently 

had to call the receivers in. 

Norman started at the old factory at 

Holbrooks, but moved to Browns Lane 

in March. “At Holbrooks, the buildings 

were good, but the interiors were awful. 

There were old wooden floors with holes 

in, but Browns Lane was abrand new 

factory, and the offices were beautiful. 

That was agood move for Jaguar.” 

There were very few documented test 

procedures at Jaguar, so Norman had to 

put anentirely new system of working 

in place. “I said that Iwanted totake 

the first three cars off the production 

line, and put 50,000 miles onthem for 

aproper shakedown test. Later, Ihad 

ateam oftwelve drivers, who worked 

in three shifts around the clock. They 

In 1953, Norman set aproduction car 

speed record at Jabbeke –over170mph. 

Right: Norman(left of engine cover) and 

friends tinker with his 500cc race car. 

Testing one of the E-Type development 

cars at MIRA in 1960. This track was 

almost Norman's second home. 

roads. We had routes inthe hills of Wales, and that's what Iused for testing.” 

and inthe traffic ofBirmingham.” 

Norman used Purton near 

Norman's first development job was Wolverhampton rather than MIRA, to 

developing the disc brake. “They'd 

maintain secrecy. Heeven ordered a 

already got it [installed] onanXK120. load of straw bales from alocal farmer 

Heynes showed me this new brake from so he could build his own circuit. Not 

Dunlop. Iwent and had alook at it and that he had much time. “The old man 

asked how they were getting onwith told me we had just three weeks,” says 

it. They told methey'd almost finished Norman ofcompany boss William Lyons. 

it, but asked ifI'd like to test it. Isaid The deadline was very real, as Norman 

yes and took it to MIRA. Within three soon found himself as co-driver for 

laps, I'd burnt the pads out. Pedal on Stirling Moss atthe Mille Miglia race 

the board, fluid boiling. Idrove it back, of 1952. This was the first competitive 

carefully, saw Heynes and asked who'd outing for the disc-braked C-Type. 

signed it off. It was achap from the 

“We had some fun inscrutineering,” 

drawing office, who wasn't anengineer.” recalls Norman. “The Italian scrutineers 

Norman was invited to ameeting asked us, 'where are the brakes?' 

with the chap from the drawing office. They'd never seen anything like it.” 

“He was anice bloke, but when Isaid Spotting acompetitive opportunity, 

I'd tried ten stops from 100mph, he Neubauer, the Mercedes-Benz team 

said he hadn't tried stopping from that manager demanded that the Jaguar be 

speed.” The project was then left with disqualified. Count Maggi, who organised 

Norman, who did some proper testing. the event, came over to calm things 

“I asked why they'd put it on the XK120 down and allowed the car torace. 

and not the C-Type. They'd just won at “The funny thing was, when Mercedes- 

Le Mans with it, sosurely fitting them Benz brought their new 300SL Gullwing 

to the race car was agood idea. Icalled intoscrutineering, the scrutineers 

Dunlop and they swapped the disc 

said 'but where is the door?' Count 

were ordinary drivers onordinary public brakes from the XK120 tothe C-Type Maggi had to come and sort things » 

CLASSIC JAGUAR SUMMER 2016 57 

WORDS: PAUL GUINNESS PICS: JAGUAR 

fthe launch and ultimate success it came to automotive engineering, 

Both strategies worked, of course, 

of the C-Type proved the capability with the D-Type in particular being a with the XK120 proving itself on 

of Jaguar’s engineers (and hinted real game-changer thanks to its use the race track. Meanwhile, its morefocussed 

competition replacement, 

at the company’s motor sport 

of aeronautical-inspired techniques. 

the C-Type of 1951-53, went on to be 

amajor success, twice winning the 

Le Mans 24 Hours. But if the C-Type 

was aclever and innovative design 

(employing alightweight tubular chassis 

that combined inherent strength 

with real weight-saving benefits), its 

replacement of 1954 would prove to 

be another leap forward for Jaguar. 

ambitions), the D-Type moved things Sayer worked aspart of atalented 

on once again thanks to its genuinely team headed upbyWilliam Heynes, 

ground-breaking design. As with the who had joined Jaguar (then still known 

D-Type’s predecessor, much ofthe as SS Cars Ltd) way back in1935. In 

credit for that belonged toMalcolm the early post-war years, however, 

Sayer, the former aeronautical engineer and with the Jaguar name now in use, 

who had spent World War IIworking Heynes persuaded company founder 

for the Bristol Aeroplane Company, and chairman William Lyons that an 

moved to Iraq in 1948 and returned in-house engine was required to replace 

to the UKatthe start ofthe 1950s. the units previously bought in from 

By 1951, Sayer was employed by the Standard Motor Company. The two 

Jaguar, his most famous creation being men also agreed that Jaguar’s push 

the headline-grabbing E-Type that upmarket would benefit from being 

arrived adecade later. But it was his involved in international motor sport, 

earlier work with competition Jaguars which would guarantee publicity and 

that first showed his raw talent when help to make Jaguar ahousehold name. 

amonocoque tub created using 

mostly sheets ofmagnesium alloy. 

But the shape of the cockpit was 


Series III 

makeover 

included smart 

new tail lamps. 

WORDS AND PICS: IAN S EABROOK 

direction in which Jaguar wanted togo. 

But, the trauma ofthe British Leyland 

years meant development funds were 

not there. Existing designs, whether they 

were the original Mini, Land Rover, Range 

Rover or Jaguar's XJ6, were simply left to 

struggle on as best they could. Jaguar's 

limited development budget would have 

to focus onanE-Type replacement. 

Saloons were simply not apriority. 

By 1977, XJ sales were dropping, but 

anew car was still years away. Italian 

styling house Pininfarina was therefore 

tasked with giving the XJ asimple, costeffective 

makeover, while changes were 

also made to the running gear. Pininfarina 

managed the trick of raising the rear 

roofline without corrupting the enticing 

sleekness that was atrue XJ hallmark. 

Rear passenger accommodation 

was improved dramatically, and the 

enlarged glass area made the interior 

feel more airy wherever you sat. 

The 4.2-litre XK engine masked its age 

by gained fuel injection, which was by 

now standard onthe XJ12 too. Only the 


just as important asits construction 

method, with its elliptical design and 

compact size resulting in maximum 

rigidity and impressive aerodynamics. 

Ahead of this central monocoque tub 

was atubular subframe that housed 

the D-Type’s engine, steering and front 

suspension. The rear suspension was 

attached directly to the rear bulkhead 

by four trailing arms, with atransverse 

torsion bar providing springing and an 

A-bracket offering lateral support. The 

D-Type’s large one-piece bonnet hinged 

forward (like the C-Type’s), while the rear 

bodywork was completely removable. 

The D-Type was one of the first 

racing cars of its type touse such an 

advanced moncoque-type structure, 

employing stressed-skin engineering 

that incorporated the framework 

with riveted aluminum body panels, 

thereby forming asingle rigid structure. 

As with the C-Type, both the front 

and rear panels ofthe car remained 

unstressed and were easily removable 

for repairs, although the D-Type’s 

overall design was inevitably more 

advanced than its predecessor’s. 

Thanks to Malcolm Sayer’s 

background in the aircraft industry, 

aerodynamics played acrucial role 

in the design of the D-Type, the 

aim being to make it an even more 

‘slippery’ shape than its predecessor. 

Sayer knew that aerodynamics were 

as important to any racing car’s top 

speed asoutright power, and thus set 

about creating the most streamlined 

competition car ofits generation. Even 

the underside of the D-Type had to 

be as smooth as possible toensure 

free-flow of air and to reduce drag. 

For maximum aerodynamic efficiency, 

it was decided that the D-Type 

should belower and shorter than its 

predecessor, tonot only enable the 

car toachieve ahigher top speed than 

the C-Type but also toimprove its 

cornering capability. Most of the form 

for the car came from mathematical 

computation, thanks to Sayer’s previous 

aircraft design experience. He devised 

aprocess that included slide rule and 

seven-figure log tables for working 

out the formulae for complex curves; it 

was the kind of work now undertaken 

by specialist Computer Aided Design 

(CAD) software, yet Sayer worked it 

out mathematically and to great effect. 

Indeed, initial tests of an unpainted 

This shot,and the header,are of Ecurie 

Eco se's 1957 Le Mans wi ner,driven 

by RonFlockhart and Ivor Bueb. 

In his 1988 book, Jaguar (published by 

Sidgwick &Jackson), Philip Porter wrote: 

“The D-Type was more sophisticated 

in construction than the C-Type and 

aerodynamically more efficient, and for 

many people it has become simply the 

classic sports racing car of all time. Ithas 

often been likened to an aircraft on four 

wheels. Applying techniques learned 

during aircraft work in the war, Heynes 

and his team, by now unrivalled in the 

British motor industry, designed acar 

of largely monocoque construction.” 

In afurther tribute to Malcolm Sayer, 

Porter explained: “There is awellknown 

saying inmotoring circles that 

1956 saw the D-Type's 

second Le Mans victory, 

though by Ecurie Eco se 

rather than Jaguar itself. 

The body was the work ofSayer, 

who later adopted the famous fin for 

high-speed stability atLeMans.” 

differences between the D-Type and 

its predecessor weren’t as great as 

the design and construction changes, 

with the newcomer retaining the 

brilliantly successful XK powerplant, 

albeit linked to abrand new gearbox. 

Changes had been made tothe engine, 

including the adoption of arevised 

prototype D-Type revealed atop speed 

block, larger valves and triple Weber 

of 178 mph (almost 30mph faster 

'if it looks right, it probably isright'. carburettors, all of which contributed 

than the C-Type), which meant that There can be no better example of that to an enhanced output of 250bhp 

Sayer’s calculations were spot on. 

principle than the legendary D-Type. for the initial 3.4-litre version. » 


3.4 retained carburettors. Anew fivespeed 

gearbox, the ubiquitous Leyland 

Transmissions 77 (LT77), became available 

–agearbox also fitted to the Rover SD1, 

Triumph TR7 and later versions of the 

Land Rover andRange Rover. Most XJs 

would continue touse the Borg Warner 

65 three-speed automatic, nonetheless. 

NEWCAR,SAME 

at first suffered adrastic drop, thanks 

to the Iran-Iraq war and simply terrible 

build quality. 1979 saw fewer than 

15,000 Jaguars sold, the fewest for 

almost 22 years. Industrial relationships 

were at an all-time low, and components 

supplied to the factory were often 

not fit for purpose. It was abrilliantly 

engineered car, ruined byexecution, 

and warranty costs were far higher 

than pretty much any other British 

Leyland car. This wasn't what buyers 

of asporting, luxury vehicle wanted. 

As we covered inthe previous issue 

of Classic Jaguar, the arrival of John 

Egan would see areversal in Jaguar's 

fortunes, albeit not everyone embraced 

his changes readily. Asfar as the XJ was 

concerned, the Series III would finally 

Jaguar disguised it well, but that's 1948's 

XK engine tweaked for the 1980s. 

Engine baystickers 

help givethat 

'asnew' feel. 

get the chance to shine, and prove 

that it was rather more worthy than 

its emergency interim nature might 

suggest. Quality went up, and sodid 

sales. From just 12,263 six-cylinder XJs 

in 1980, Jaguar managed to sell over 

20,000 by 1983, peaking at27,260 in 

1985, by which time the XJ40 was hotly 

anticipated. Over 97,000 XJ6s were the 

4.2 version, in'basic' form. The Sovereign 

and Daimler versions were available for 

those who wanted alittle more luxury. 

Early Series IIIs have become rather 

rare. That's partly down topoor sales, 

but mostly due to issues with paint, 

combined with low values. Jaguar » 


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ttakes bravery toignore pleas to 

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HISTORY 

THE D-TYPE STORY 

'ANAIRCRAFT ON 

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Oneofthe most distinctive race cardesigns ever hadafascinating 

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STYLING THE D-TYPE 

It all began with the D-Type’s cockpit, 

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This was inNovember 1951, though 

HOME BYTHE SEA 

ThisXJ6hasspentitsentirelifeinSouthampton. 

Thanks to theattention of owner Stephen Hayman, it has 

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he XJ6 Series III is the XJ 

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Brochures 

IT’S Ahabit Ibegan when Iwas akid, and one that 

I’ve sporadically pursued ever since. The result is the 

ownership of atiny slice ofhistory seen through 

idealised eyes, although this tiny slice weighs several 

tens of kilos, maybe more. 

I'm talking about car brochures, which still have an allure 43 

yearsafter my firststicky-fingered haul wasgathered from the Earls 

Court Motor Show in 1974.Istill have them, most featuring popular 

family carsofthe day, manypictured on the drivewaysoffresh-built 

housing estates surrounded by grinning model families preparing 

foranactiveday out. Or if it wasanexecutive 

model, ahighly attractivesecretary presenting 

awide-lapelled middle manager with his brief 

case and asmile, possibly suggestive. 

Jaguar brochures were usually acut above 

this, if no less clichéd. XJs on the gravel 

driveways ofBritish country piles, women in 

furs –this was the life, apparently. Anartful 

exception wasthe large-format XJ-S brochure 

collected afew years later depicting the road 

trip of aglamorous couple. 

The clothes, the social aspirations, the 

modest features crowed over by brochure 

copy writers –reclining front seats, asunvisor ticket pocket, a 

coin tray – can momentarily evoke an era, besides providing 

entertainment. 

Youcan still get paper brochures even today, despite the advent 

of the internet and the brilliance ofcar configurators. Youcan also 

download abrochure inthe form of apdf, which isquicker, greener 

and avoids the storage challenges created surprisingly rapidly if you 

choose the physical version. Either way, you must surrender your 

contact details, not unreasonably,whichwill almost certainly trigger 

aphonecall from an eager sales person to 

whom you must explain that you’re not 

about to buy acar. 

That said, I’ve quite often found myself 

drawn tothe possibility of purchase when the brochure arrives, the 

(usually) beautifully crafted images and prose performing asurprisingly 

effectivejob of inducing temptation. Whichisthe point, of course. So 

while car manufacturerscontinue to offer them Iwill occasionally add 

moretomycollection, both paper and pdf, although the virtual variety 

doesn’t have quitethe draw despitetheir convenience. 

Idon't look at these things often – 

although they'resometimes useful as fact 

sheets for motoring hacks –but they're 

quite agood reference ifyou're restoring 

acar.Mostly,though, Ienjoythem forthe 

nostalgia, which increases very pleasingly 

with age. They’realso useful if you’vegot 

the brochure for the car that you dream 

of owning. That would be an F-TYPE in 

my case, for which I’ve just downloaded 

the latest, rather impressive 118-page 

brochure. Particularly fine is the image 

on page two, which shows atrail of head 

and tail lights illuminating aswitchbackmountain pass in an attempt, 

likely to be successful, to trigger some mind’s eye fantasising about 

whereyou could take your F-TYPE. 

Reality might strike when you download the specification and 

price guide that comes with this catalogue, which provides another 

33 pages of reading. Still, youmight be in with moreofachancenow, 

because both brochures provide detail on the latest and (slightly) 

more affordable four-cylinder version. Or you can dream on, armed 

with facts. 

MOSTLY IENJOY 

THEM FOR THE 

NOSTALGIA, 

WHICH INCREASES 

VERY PLEASINGLY 

WITH AGE 

One of Richard's own 

treasured brochures 

forthe E-type Series 3 


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First in line 

WITH OUR big, Jaguar sports car supplement in 

this issue, my thoughts drifted back tothe very 

beginnings of not only Jaguar, but its rivals BMW, 

too. Most readerswill know that Jaguar began with 

sidecars, trading under the Swallow name. When it 

came to four wheels, it based its exuberant design, with 

flamboyant colour schemes, firmly on the 

humble Austin 7from 1927. Few may realise 

that BMW followed the same route with its 

first-ever car. Itwas initially marketed in 1927 

by Automobilwerk Eisenach under the Dixi 

name – and called the DA-1 3/15 (DA = 

Deutsche Ausfuhrung, orGerman Version) – 

but, in 1928, it was bought by BMW. BMW 

retained the name, badging the cars asBMW 

Dixi until aname change in 1929, when it 

simply became the BMW 3/15 DA-2. 

Swallow bought in the Austin Seven as a 

rolling chassis (no body or accoutrements). 

With afew out-riggers tothe chassis, Swallow 

fastened its attractive Art Deco-inspired body 

with arounded radiator grille, retaining the 

original Austin running gear. Itwas in 1928 that (Sir) William 

Lyons secured adeal with Henlys for 500 cars, forging along-lived 

relationship. 

In Germany, things went along in a similar vein with an 

agreement made between Automobilwerk Eisenach and Austin, 

HISTORICALLY, 

THERE 

WERE MANY 

PARALLELS 

BETWEEN 

JAGUAR 

AND BMW 

where cars would be built on virtual kits 

supplied by Austin. After around 100 kits had 

been delivered, the Dixi became an officially 

recognised makeinits own right. LikeSwallow, 

everything mechanical remained pure Austin 

Jaguar and BMW 

started lifeon 

Austin Sevens, as 

Swallowand Dixi 

Seven, but it was constructed with the steering on the left and all 

nuts, bolts and various fasteners were metric. 

Of course, Swallow went on to become S.S. 

and then Jaguar, producing awonderful range 

of fascinating cars. Although sporting in style, 

the early S.S. cars were nomore than tourers, 

and, apart from a one-off built by William 

Walmsey, sports cars inched in with the sidevalve 

S.S.90, evolving into the SS 100. 

Historically, there were many parallels 

between Jaguar and BMW, with the SS 100 

facing the BMW 328, said to be part of the 

inspiration for the XK 120. 

In the Fifties, when Jaguar had its powerful 

XK range, BMW entered the scene with the 

exotic V8 507. Hugely expensive, production 

just cleared 250 units for BMW, unlike the 

thousands of XKs produced. 

Then, of course, Jaguar faced BMW onthe circuits; the mighty 

XJ12 5.3C threatened the legendary BMW 3.0-litre coupes, and 

later the XJS took on the 635 CSi. Both companies, it seems, have 

come along way from the people’s car of 1927. 


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Designing sports cars 

SPORTS CARS have been a big part of Jaguar’s 

history sincethe beginning,although the approachin 

designing them has changed dramatically over the 

last 80 years. When Jaguar’s forebear –S.S. –started 

to producecarsinthe Thirties, it waseasytolengthen 

or shorten achassis, and an engine could be placed anywhereonit. 

In the Seventies, monocoques (where the car’s body is part of its 

structure) started to became more 

popular so it wasnolonger easytomove 

the engine and people around in relation 

to the wheels, or change the chassis’ 

length. 

Traditional sports cars are frontengined 

and rear-wheel drive, with the 

engine positioned to give a50:50 weight 

distribution (in other words, the same 

weight on the front wheels as on the 

back). The reason for this is because 

when the mass of the engine is at the 

front, under acceleration its weight is 

transferred backwards resulting in 

improved traction on the rear wheels. 

Another way to achieve 50:50 weight 

distribution is to place the occupants in 

front of the rear axle, resulting in along bonnet likethe E-type’s. 

When Jaguar started to design cars around monocoques, its 

sports carswerederived from saloons that, due to needing alarger 

cabin forinterior space, rarely had 50:50 weight distribution. When 

we were developing the XJ41inthe Eighties –itself derived from the 

XJ40 platform –itwasn’t going to have perfect weight distribution, 

but engineer TomJones came up with the idea of inverting the front 

INVERTING THE 

FRONT WISHBONES, 

WHICH PUSHED 

THE FRONT 

WHEELS FORWARD, 

RESULTED IN AN 

ALMOST PERFECT 

50:50 WEIGHT 

DISTRIBUTION 

wishbones, which pushed the front wheels forward, resulting in an 

almost perfect 50:50 weight distribution. 

The rest of the XJ41’s structure was more difficult to change. 

For example, there was acrash structure inthe front of the car 

comprising of tubes either side of the engine. Modifying those 

would have totally altered the structural integrity of the car so were, 

therefore, best left alone. This means that, structurally, sports cars 

and saloons have different requirements 

and it is now moredifficult to base sports 

carsonashortened saloon chassis. 

Unlike saloons, sports cars also often 

have open and closed versions and the 

proportions and balance dramatically 

change when there’s no roof. On both 

XJ41 and XK projects, I designed the 

convertible and coupe simultaneously to 

optimise both. When creating abalanced 

look with only awindscreen above the 

waistline (compared to the visual weight 

of acoupe) it is difficult for neither to 

appear compromised. The E-type 2+2 is 

agood example of this not working well. 

Yet, the 2+2 aside, Jaguar has always 

been good at making the proportions for 

its sports cars, even those based on saloons, look right. 

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 



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Opposites 

TWIN TEST 

di 

Although on sale at the same time, the X358 generation of XJ 

and the first XF were from different eras. Tenyearson, we drive 

a2.7-litrediesel version of both to see whichhas the edge 

W O R D S P A U L W A L T O N 

P H O T O G R A P H Y M I C H A E L B A I L I E 

HOSE WHO report on technology 

say that 2007 was a very important 

year for its future. Not only did 

the first generation of iPod go on sale, but 

Facebook became part of our everyday life, 

reaching 100,000 business pages by the end 

of the year. The Amazon Kindle e-reader 

also made its debut, changing how we buy 

and read books. 

By a strange quirk of fate, 2007 was an 

equally important year for Jaguar’s future, 

since it was the year the first XF was unveiled. 

As the company’s first all-new design in a 

generation, it set the tone for all forthcoming 

models and its impact is felt today. 

This was also the year that the XJ received a 

major facelift, resulting in the X358 generation 

of the saloon. As the final model to bear a 

resemblance to the original XJ6, this was the 

start of Jaguar removing the shackles of its retro 

phase as it began to leave its past behind. 

Even though one was harking to the past and 

the other clearly pointing to Jaguar’s future, 

the two were on sale together for a short 

time, creating an awkward juxtaposition in the 

company’s salesrooms. 

Ten years on, we explore why this happened 

and, like comparing using an iPhone to using a 

cassette player, we drive a 2.7-litre diesel example 

of each of these milestone Jaguars. 


stract 

Summer 2017 \ Jaguar World | 33

TWIN TEST 

X358 XJ vs XF 

CONCEPT 8 

Many ofthe X358’s design cues, such as the side air vents, 

were taken from aone-off X350-based concept car called 

the Concept 8. Devised by Jaguar’s Advanced Design Studio 

under the watchful eye ofIan Callum, the Concept 8was a 

long-wheelbase model with asupercharged 4.2-litre V8engine 

and was unveiled at the New York Motor Show in2004. Other 

changes over astandard X350 included 21in wheels, aspecial 

panoramic roof and, inside, there was afull-length walnutcovered 

console and warm LED lighting. Although the majority 

of these changes didn’t make ittothe production X358, it 

showed Callum’s vision for the car. 

IanCallum knew he wanted to makechangesto 

Jaguar’s design from the moment he started as design 

director in 1999. 

“I decided we had to go backtobasics,” he explains in 

NickHull’s book, Jaguar Design – A Story of Style.“Go 

backtothe values of what Iremembered Jaguar to be 

and what they were to the likes of [Sir William] Lyons 

and [Malcolm] Sayer. Stop worrying about wherewe 

were todaybecause wherewewerewith the X350 and 

X400 [the internal codenames forthe then-current XJ 

and S-TYPE] wasfrankly abit depressing.” So he arranged 

apresentation of awhole range of saloon cars(Mk V, 

Mk VII, Mk X, Mk 2, XJ6 Series 1and X350), brought in 

Jaguar’s executivecommittee, then walked around each 

car and explained what was‘Jaguar’about it. 

“Weall agreed they were Jaguars, yetthey were all 

different. Ironically,here’s this XJ6 of 1968 and here’s the 

new model for2002; whichare the most similar? Eachof 

the othersinthe lineup were just fiveorsix yearsapart, 

until the last two. They’re35years apart.” Ian added that 

if Jaguar continued on this line, the companycould have 

come to an end. “Atthat point, the pennydropped,and 

the doorsopenedslightly formetotry new ideas.” 

The car industry,though, is likeanoil tanker: impossible 

to makeinstant changes in direction, something Ian knew 

all toowell. “When Istarted at Jaguar,” he explained 

during a2009interview,“Ilooked at what wasaround me: 

the designers, the studio, the people, the cars, the facilities. 

Younever start from scratch in these situations. Idecided 

then and therethat it would take fiveyears to start the 

change –Imean the perception outside the company– 

and tenyearstocompleteit.” 

So by the time Ian joined Jaguar,the X-TYPE’s 

development wasabout finished and the design of the 

X350 wasalready signed off, acar Jaguar’s then parent 

company, Ford,wanted to remain as traditional looking 

as its X308 forebear,despite it being the company’s first 

car to be manufactured from aluminium. 

Ian’s first chancetochange things didn’t arriveuntil the 

X150 generation of XK in 2005. But, while its design was 

crisper and with moreangular lines than what it replaced, 

its proportions were still similar.Plus, it shared the familiar 

oval grille and Perspex-covered headlights of earlier cars. It 

wasn’t until the first XF –the X250 –that Ian and his team 

in the design studio could makemoresignificant changes. 

Herewas acar that, despitesharing the same floorpan 

as the outgoing S-TYPE, looked likenoJaguar before 

it. Gone were its predecessor’s oval grille and twin 

headlight, and the quad hooded lights and rectangular 

grille of the XJ and X-TYPE. Instead, it wasanall-new 


TWIN TEST 

X358 XJ vs XF 

THE XJ RECEIVED A MAJOR 

FACELIFT, RESULTING IN 

THE X358 GENERATION OF 

THE SALOON 


TWIN TEST 

X358 XJ vs XF 

“I TOOK ALL THE VALUES 

OF THE MK 2 AND 

TRANSLATED THEM INTO 

THE 21ST CENTURY” 


TWIN TEST 

X358 XJ vs XF 

design that introduced asquarer grille (still seen on 

Jaguar’s current range of cars), plus large, single-piece 

headlights. The overall design wasalso different sinceits 

proportions were close to those of the XK coupe. 

It wasahuge change in Jaguar’s design direction; the 

most important sincethe angular XJ40 of 1986. Ian, 

though, still reckoned the car had some connections with 

the past, saying in a2009interview,“When we designed 

the XF,wedidn’t think of it as replacing the S-TYPE. Not 

because Idismissed the S-TYPE, but because Isaw the XF 

as being the new Mk 2, whichisacar Iloved as ateenager. 

Itook all the values of the Mk 2and translated them into 

the 21st century.Therewas nothing in between.” 

The car has become one of Ian’s favourites. “It marked 

ahuge turning point and fundamentally changed the face 

of Jaguar.Wewerevery passionatetopush this forward, 

in spiteofthe resistance. The new visual language helped 

re-imagine classic Jaguar as urban cool veering away from 

its retroand conservativeimage.” 

The only problem wasthat the new car made the thencurrent 

XJ and X-TYPE appear old-fashioned –yet neither 

were due to be replaced (if at all) forseveral years. 

The solution wastogiveboth carsarefresh to help 

them match Jaguar’s new design language (you can 

read about the updated X-TYPE on page 42). Trying to 

combine new and old wasn’t easy, as RichardCarter, 

Jaguar’s studio manager,explained in our October 2014 

issue. “The biggest challenge, Ithink, wastoharmonise 

the sharper morecontemporary design intent with 

the rather soft surfacedevelopment of the aluminium 

bodyshell. X350 wasone of the first all-aluminiumbodied 

cars, and alimitation of the aluminium pressing 

technology at the time resulted in excessively large 

corner radii to thebody panels.” 

The eventual facelift comprised of anew, 

narrower,body-coloured radiator surround with a 

wide-spaced chrome mesh similar to the XF’s. Both 

bumperswerealso deeper and morepronounced, 

plus therewerenew vertical air vents in the front 

wing (first seen on the RD6 concept of 2003 

and already used on the XK to givecarsavisual 

connection) and the boot lid featured afull-width 

numberplatefinisher with Jaguar’s script, chromed 

on all models except the XJR and Sport Premium. 

Said Richardin2014, “The design intent wastogiveit 

asportier,moremuscular and contemporary appearance 

within the limitations of amid-cycle freshening. The air 

in-takegrilles were accentuated with chrome bezels and 

made moreprominent, with greater emphasis on the 

front centrelower intake. This deepened the appearance 

of the front end, giving the car the moremuscular 

stance. The front and rear bumpersweregiven acleaner, 

moremodern, surfacetreatment with simpler more 

faceted forms and tighter corner radii.” 

Although the changes were small and didn’t require 

anymodifications to the aluminium body (other than 

the vents in the front wings), they had amajor impact 

on the car’s image. The car –known internally by Jaguar 

as the X358 –put the model on amoremodern and 

contemporary path than early X350s had been and 

although it didn’t exactly match the new XF,neither did 

it look toodifferent either.Ian’s description of the car in 

2007 wasthat it combined the beauty of the traditional 

with the confidenceofthe present. 

The facelifted XJ arrived in early 2007,afew months 

beforethe XF,whichwentonsale in early 2008. With 

X351(the X358’s replacement) not going on sale until 

2009, it meant the X358 and XF were on sale side-byside 

foracouple of years, whichhad amassiveimpact 

on the XJ’s sales. Just 2,211 were sold in Europe in 2008 

and 1,266 the following year,compared to 17,923and 

16,485 XFs during the same period. 


TWIN TEST 

X358 XJ vs XF 

2008 XJ 

2.7 TDVi 

Sovereign 

Engine: 

2,722ccV6 

Power: 

204bhp 

Torque: 

321lb ft 

0-60mph: 

7.8secs 

Max speed: 

141mph 

Transmission: 

6-spd auto 

Economy: 

35mpg 

Pricenew: 

£51,542 

Value now: 

£8,500-£9,000 

Yetdespitetheir differences, the twowerestill 

connected mechanically,sincethey shared the same range 

of engines, including the 4.2-litreV8inboth supercharged 

and unsupercharged forms (the former used forthe XJR 

and XF SV8), plus the 3.0 V6 petrol. 

To find out how these twovery different carsfromthe 

same period in Jaguar’s history compare, I’m about to drive 

examples fittedwith the popular 204bhp 2.7-litrediesel. 

The twocarsgatheredhere–aLiquid Silver XJ 

2.7 TDVi Sovereign from 2008, and a2009XF 

2.7 Luxury in Vapour Grey –show how 

handsome eachisinits own way: the XJ with its classic 

shape but contemporary grille and detailing,its size 

giving it real presence(perhapsmorethan the XF), and 

the sleeker new car with its shorter,coupe-liketail 

making the classic three-boxdesign (bonnet, roof, boot) 

less obvious than on the bigger car’s. 

Ironically,Ithink the XJ has aged betterthan the XF. 

Maybe it’s because the XJ has atimeless design, while 

the XF followed trends that will alwayslook out of date 

at some point. Put the old XF next to acurrent model 

and it will look old; put an X358 next to acurrent XJ and 

it will still look stylish. 

Climbing intothe XJ, Iamgreeted with an interior so 

traditional I’m surprised it doesn’t call me sir.Ahuge slab 

of veneer dominates the dash, whichalthough is to the 

same design as our own 2003 XJ8 4.2 Sport, looks better 

built and constructed from nicer materials: the wood, for 

example, is shinier,the leather thicker, and Ican’t imagine 

that it looks muchdifferent from when its first executive 

owner took delivery almost adecade ago. 

If there’s one thing that will never go out of style, it’s 

comfort. The car’s wide, soft seats will still do the job 

20 yearsfromnow.This car,along-wheelbase version, is 

125mm longer than the standardmodel,and sincethe 

front seats of the facelift models have resculptured backs, 

rear legroom is generous. If the XF is aprivatejet, then 

this is your 747. 

As atop-spec Sovereign, the car has every conceivable 

extraasstandard, including sat-navand DVDchanger, 

with rear screens in the front headrests. Thereiseven 

arear control panel in the armrest to controlthe 

entertainment system. 

From the moment Itouch the pedal Ican feel the car’s 

true personality shining through. It might look likea 

luxury limousine, but it’s actually asports saloon, helped 

in no small waybyits aluminium construction. 

Although larger than the XF,byweighing in at just 

1,658kg (3,657lb), the car’s 0-62mph time of 7.9seconds 

(7.8 in the short-wheelbase) is almost identical to the 

XF’s time of 7.7. But it’s morethan just afigure. The way 

the XJ deliversits power is moredramatic and exciting 

–it’s moreeager to accelerateharder than the XF.Some 

heavier saloons can take ages forpower to transfer to 

the rear wheels, but this Jaguar accelerates the moment 

it’s asked: its 50mph to 80mph acceleration is awesome, 

storming forwardwith aconfidenceand swiftness usually 

reserved forsportscars. 

The ride quality is magical; IamAladdin, in ahardcharging 

super car riding on acushion of air (these big 

carscame with air suspension as standard). Sincethis 

also provided adaptivedamping,evenunder the most 

extreme of conditions the interior remains calm and 

relaxed. When it comes to comfort, there’s still no better 

ride than the previous generation of XJ. 

But don’t go thinking it’s soggy to driveand moreakin 

to something our American cousins would build –the 

suspension still has the ability to biteintoacorner.Bends 

become moments to be savoured in the XJ, moresothan 

in anyother large executivecar I’veeverdriven. Turn in, 

foot down and, as the power surge hits the rear wheels, 

Iskate round on the edge of adhesion, the adaptive 

suspension helping to keep all four wheels planted firmly 

on the asphalt. It’s never anything other than composed, 

stable and –evenatthe limit –graceful. 

In terms of performance, speed and comfort, Ican’t 

feel muchofadifferencebetween this car and the XJ 

3.0 Portfolio Itested in the June 2017 issue, even though 

they areten yearsapart. Yetwhile that car had alist price 

of £80,000, a2008XJ2.7 DSovereign like this one, with 

sensible miles, is still valued at less than £10k. So, how 

does it comparetothe smaller XF? 


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TWIN TEST 

X358 XJ vs XF 

2009 XF 

2.7 Luxury 

Engine: 

2,722ccV6 

Power: 

204bhp 

Torque: 

321lb ft 

0-60mph: 

7.7secs 

Max speed: 

143mph 

Transmission: 

6-spd auto 

Economy: 

37.6mpg 

Pricenew: 

£33,500 

Value now: 

£5,500-£6,000 

It wasn’t only theXF’sexterior that wasabig step 

forwardfor Jaguar,sowas thecar’s interior design. 

Gone arethe big,clumsybuttons of the XJ and 

S-TYPE, replaced by new flush-fitting controls. Thereare 

fewerofthem, too. Then, thereisthe gear selector; the 

XJ’s traditional stickhas been replaced with ahidden dial. 

All of this made the XF’s interior cleaner and simpler 

to usethan the larger car’s. Plus, while this example still 

has veneer (other materials were available), there’s less 

of it and the fascia in front of the passenger is aluminium. 

It makes the XF’s cabin look and feel alot moremodern 

than the XJ’s, although I’m not so sureit’s as well built 

–the plastics aren’t as thick, the wood not as shiny. But, 

in 2008, aLuxury model likethis cost £33,500, £18k less 

than the Sovereign. This pricedifferenceisstill apparent 

todaytoo –whereas the XJ I’vejusttested is now worth 

between £8,500 to £9,000, this XF is £3,000 less. 

Ihavedriven plenty of XFs in my time, but it’s still 

exciting to watchall four air vents slowly rotate forward 

and the gear selector rise seamlessly out of the gearbox 

tunnel. Jaguar has used the same gear selector forevery 

saloon since, but Ican still remember my amazement 

when Isaw it rise up forthe fist time. 

With the same 204bhp as the XJ, the XF 2.7 is 

certainly no slouch. Squeezethe accelerator pedal even 

afraction, and the forceofits 320lb ft of torque propels 

it easily and cleanly.The six-speed automatic ’boxreacts 

so smoothly and accurately that changes can hardly be 

felt. While the official figures show it will reach62mph 

in 7.8seconds,itdoesn’t feel as dramatic as the numbers 

suggest. The reason forthat is the engine is very relaxed 

–at80mph in topthe V6 is spinning at just 2,000rpm, 

making it avery calm and effortless cruiser. 

The ride is alittle soft, but that’s not to sayitshirks 

away from acorner.There’s plenty of grip, and even when 

really nailing it through aseries of A-bends (whichyou can, 

thanks to theeasyaccess to power and nicely weighted 

steering), with controlled body roll it’s never anything 

other than completely composed. Yet, based on the same 

steel chassis as the S-TYPE, and even with some aluminium 

panels, the XF still weighs 200kg morethan the XJ –and 

that affects how its drives. It lacks the litheness and the 

agility of the larger car,despite the smaller footprint. 

Of course, most of these carswill be used as motorway 

hacks and hereit’s simply brilliant. Smooth and supple, 

it glides along the asphalt, utterly unfazed by uneven 

surfaces. It’s not as graceful as the XJ, perhaps, but it’s 

still one of the most comfortable ways to get from Ato 

Bthis side of that privatejet. It’s an economical one too, 

returning an average of 37.6mpg,aslightly betterfigure 

than the XJ 2.7’s still-excellent 35mpg. 

Both are brilliant cars intheir own right: the XJ 

for its breeding and performance, the XF for being a 

fabulous first stab at abrand new kind of Jaguar. IfIhad 

to choose one, I’d go for the XJ. Okay, it didn’t change 

the face ofJaguar in the same way the XF did, but its 

classic design and incredible performance for abig car, 

matched with contemporary updates, still make itas 

appealing as an iPhone. 

C-XF 

For the 2007 Detroit Motor Show, to test the water ofits new design 

Jaguar unveiled the C-XF. Although with its 21in alloys, narrow LED 

headlights and cunningly hidden door handles it was obviously ashow 

car, itisnow apparent that the overall outline and detailing –such as 

the grille –were identical to the eventual XF’s. There had been previous 

concept cars (such as the R-Coupe and RD-6), yet this was the first 

obvious sign that Jaguar’s design language was about to change. 

“One thing should be abundantly clear whenever people are discussing 

Jaguar design: Jaguars should be seen as modern cars,” asserted Ian Callum 

at the time, “and in the future, people will appreciate them for that.” 


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MODEL PROFILE 


COMPACT 

SOLUTION 

WORDS CRAIG CHEETHAM PHOTOGRAPHY PAUL WALTON 

Do youadmirethe look of the X358 XJ, but 

don’t need acar that big? Then, the facelifted 

X-TYPE, whichtook manystyling cues from its 

larger sibling,might be your answer 


MODEL PROFILE 


AFTER SEVEN yearson 

the market, it wasquite 

clear that Jaguar wasn’t 

going to achieveits initial 

target of 100,000 units a 

year forthe X-TYPE, despitethe fact 

that its compact executivecontender 

had oncebeen parent companyFord’s 

great whitehope forthe brand. 

Forits final incarnation, then, it changed 

the direction of the model completely 

–aslightly ironic moveconsidering that 

it wasbyfar thebestX-TYPEyet. 

Thereare numerous reasons forthe 

model’s slower than expected initial 

sales. It had apainfully protracted launch 

that sawthe model range start lifewith 

aV6petrol engine only,inamarket that 

–inEurope at least –was commanded 

by fleet buyers, whereeconomyand 

low emissions were essential. 

Then, therewas thestyling,which 

wasneat but abit tootraditional. 

Jaguar’s desperateattempts to distance 

itself from the Ford Mondeo-sourced 

platform of the car wasadecision that 

led the company’s marketing team 

so far away from it that it made them 

appear embarrassed of what wasone of 

the best chassis of its sizeinthe day. 

The build quality,too, had fallen victim 

to Ford’s cost-cutting. Whereas old XJs 

soldiered on with tight-fitting trim and 

durable interior fabrics, the X-TYPE began 

to blot its copybook: warped door cards, 

rattly plastics and jammed storage cubbies 

being just some of the common faults. 

Yet, despiteall this, the X-TYPE really 

wasn’t abad car,and as Jaguar slowly 

took on boardwhat the market wanted 

(too slowly,inmanyrespects) it evolved 

intoone that suited buyer demands much 


MODEL PROFILE 


ABOVE: With front wheel drive, the X-TYPE offers fabulous handling 

better. First, asmaller-capacity V6 was 

introduced. The 2,099ccunit (initially 

badged as a2.0-litre despitebeing closer 

to 2.1) wascoupled to afront-wheel-drive 

powertrain –something that Jaguar was 

initially reluctant to adopt. Yet, when the 

first front-wheel-driveJaguar appeared, 

sales pickeduprather than slowed down. 

Then came the estate, followed by a 

2.2-litrediesel equipped with the same 

engine as (whisper it) the Ford Transit. 

Aheavily revised range in 2005 saw 

pricing and trim changes, too, that finally 

brought the X-TYPE intoline with German 

competition, but the slow introduction 

of suchmodelswas toolittle, toolate. 

Jaguar wascommittedtobuilding the 

X-TYPE forseveral moreyears. Indeed, 

beforeFord’sPremier AutomotiveGroup 

sold off the company(along with Land 

Rover) to Tata later in 2008, the plan was 

to keep theX-TYPE in production at the 

company’s Halewood plant, Merseyside, 

until 2011.Assuch,arevision that wasmuch 

moresignificant than afacelift wasneeded, 

to notonlycapitalise on the opportunities 

presented by European fleet markets, but 

also on the growing number of privatesales 

in developing markets suchasRussia and 

Turkey.Bythe time the Tata-owned Jaguar 

Land Roverwas established, the X-TYPE 

facelift development wasalready complete, 

so although Tata would ultimately decide to 

pull forwardthe end of X-TYPE production 

to 2009,those carsfromthe last two 

yearsofproduction were by far the best. 

The facelifted X-TYPE wasfirst shown 

at the Canary Wharf Motor Expo in June 

2007,but it would be nine months before 

the new model appeared in showrooms. 

Therewereover500 revisions to the new 

car,chiefamong them being anew six-speed 

automatic transmission forthe diesel variant. 

The new gearboxfeatured asequential shift 

function and waseffectively atest bed for 

the transmission, whichwould also go into 

the new XF.Itwas thefirst time that adiesel 

autocombination, whichhad been available 

on all the X-TYPE’s keyGerman rivals 

forseveral years, wasfittedtothe small 

Jaguar,and it helped to give the car further 

traction in the critical fleet market. It was 

The materials used forthe facelifted 

X-TYPE's interior areofabetterquality 

than earlier models 

aterrific combination, too, with excellent 

performanceand refinement: 0-60mph was 

achievable in 8.7 seconds, while atop speed 

of 134mph and CO2rating of 159g/km 

were competitivewith the car’s core rivals. 

Additional powertrains included the 

existing 2.0-litrediesel, plus the carryover 

V6 petrol engines that had been part of 

the X-TYPE line-up since2001. In the UK, 

however,onlythe 3.0-litrewas offered 

due to revised road taxregulations, 

whichmade petrol models prohibitively 

expensivetotax and only really attractive 

in the most upmarket trim level. 


MODEL PROFILE 


This example has the 2.2-litredieselengine 18in Proteus wheels standardonthe Sport Premium The dials aresimilar to those used in the S-TYPE 

Wherethe model differed most 

significantly wasinJaguar’s marketing 

approach. Mindful that it had perhaps tried 

the wrong tack when the model wasnew, 

and that the X-TYPE wasbythen an older 

model with alimited appeal in the market, 

Jaguar took on amuchmoresubdued, 

but targeted, direction in talking to its 

customers. In essence, the X-TYPE became 

very muchamini-XJ, with afocus on the 

moreluxuriously appointed models in the 

range rather than being all about the Sport 

variants, whichhad been the major thrust 

of the original car’s launchcampaign. 

The style of the brochures and marketing 

materials changed, too. Muchmoresubtle 

coloursand classical photographygave 

the car an upmarket aura, as if Jaguar 

had identified that an X-TYPE would be 

the perfect car foratraditional XJ buyer 

looking to downsize, especially in the wake 

of the introduction of the XF and the end 

of S-TYPE production. The rather striking 

XF was, after all, abold step forwards in 

styling terms, and wouldn’t be foreveryone 

coming out of an X308 or X350-type XJ. 

Although Jaguar couldn’t affordto 

change the tooling forthe steel shell, by 

changing the plastic exterior mouldings 

the X-TYPE wasmade to look morelikeits 

bigger brother,the X358 XJ, whichhad been 

launched earlier in 2007.Mostprominent 

wasawider mesh grille (featuring aGrowler 

badge) instead of the fluted original, 

while wider,deeperbumpers gave it the 

appearanceofalarger car from both 

front and rear.The sill mouldings were 

revised, too–atwo-fold improvement 

as not only did they enhancethe styling, 

but they allowed Jaguar to plug up the 

gap between the plastic moulding and the 

body sill, whichithad started to identify 

as acorrosion trap on the earlier models. 

Additional chrome details on the boot 

lid, Jaguar insignia on the front wings, new 

alloywheels and integrated turn signals in 

the door mirrorscompleted the exterior 

styling,whichcame with anew range of 

exterior coloursand the removal of the 

bright blue and solid redhues that had 

previously been offered on Sport models. 

Inside, the option of new Rosewood and 

Piano Blackinterior inserts complemented 

the existing Burr Walnut and Carbon 

Fibre, and the choiceofseattrims was 

also revised. Entry-level Classic trim now 

had half-leather trim as standard, while 

SE, Sport Premium and Sovereign variants 

received full leather,withaluxury option 

of soft-grain leather seat facings and 

distinctivediamond-stitch insets on SE 

and Sovereign, in the style of aBentley. 

Therewerethree standardcolour trim 

choices –Barley,Ivory or Warm Charcoal 

(beige, cream or dark grey), while the 

special-order soft grain trim could also 

be chosen in anew colour line called 

Spice–abrick redhue that worked best 

with blackordarkgreyexterior finishes. 

Summer mer 

2017 

\Jaguar a 

u ar 

World |45

MODEL PROFILE 


Other changes included new black-backed 

dials similar to theS-TYPE’s replacing 

dark green, and tungsten detailing for 

the instrument bezels, air vents, centre 

console and steering wheel spokes. 

Therewas also awaveofnew technology 

features. Integrated Bluetooth with pairing 

foruptofivedevices wasabig boost for 

the business user,while touchscreen sat-nav 

wasstandardised across the range, along 

with anew DAB-compatible radio receiver 

that worked in both DABand FM format. 

Front and rear parking sensorscompleted 

the new tech,with smaller,morediscreet 

and moreaccuratesensorsatboth ends. 

Keen pricing also gave the X-TYPE alift, 

especially at aretail level whereJaguar 

didn’t have to do battle with the big fleet 

managersand their expected discounts. 

The 2.2 diesel autoClassic, forexample, 

waspriced at £23,750 and wascomparably 

betterequipped than most BMWor 

Audi models at the same pricelevel. 

In manyrespects, then, the final 

incarnation of the X-TYPE wasactually 

the car it should have been all along, 

and it’s hardnot to see the last-of-theline 

cars–with their mix of engine and 

transmission choices and either saloon 

or estatebody styles –asamissed 

opportunity.Had Jaguar not rushed into 

launching the X-TYPE in 2001, and had 

instead spent abit moretime refining 

the model line-up to be competitivewith 

what the rest of Europe had to offer,it 

could well have enjoyedgreater sales. 

In the event, what rolled off the 

Halewood production line forthe last 

twoyearsofX-TYPE production before 

being stymied ahead of schedule, was 

an extremely capable, pleasant and 

engaging car to drive, with all the 

prestige appeal of an XJ, and alevel of 

choiceand quality beyond that which 

the X-TYPE had previously offered. The 

facelift mayhavecame toolatetosave 

the X-TYPE, but it wasafine car and 

remains so foranyone wanting amini-XJ. 

Thanks to:Owner of the X-TYPE 

2.2 Sport Premium featured 

here, Phil Allsop 

2008 X-TYPE Sport 

Premium 2.2 

Engine: 2,198cc 4cyl 

Power: 153bhp 

Torque: 266lb ft 

0-60mph: 8.5secs 

Max speed: 137mph 

Transmission: 6-spd man 

Economy: 47.1mpg 

Price new: £28,000 

Value now: £4,500 

BEHIND THE WHEEL OF A2008 X-TYPE 2.2 

It’s amazing how afew small 

changes can make abig 

difference. The steel body of 

this 2008 X-TYPE is the same 

as the earlier models, but its 

narrower, squarer radiator 

surround, the chrome mesh 

grille, larger bumpers and 

improved detailing create amore 

contemporary look of the time, 

even though its classic quad 

headlight treatment remains 

the same. Since the X-TYPE 

always had fabulous proportions 

anyway, itmakes this late 

example avery handsome car. 

The interior, although also 

similar in design to pre-2007 

cars, is improved by better 

detailing and materials, giving it 

the same high-quality ambience 

as the XJ tested overleaf. One 

big difference, of course, is that 

the X-TYPE’s dash is covered 

in carbon fibre (standard on 

the Sport Premium). While we 

take such modern materials for 

granted in today’s Jaguar, this 

would have been ahuge step 

for acompany that built its 

reputation on the traditionalism 

of wood and leather –although 

there is still plenty of the 

latter, and Iespecially like 

the cream, diamond-stitched 

hide covering the seats. 

This is a2.2-litre diesel 

version, with 153bhp, and 

the engine feels eager and 

responsive. It only takes the 

slightest touch of the throttle 

for it to respond, propelling the 

car forward crisply and without 

hesitation. Yet itcan still pull 

away smoothly at low speeds 

and in alow gear, thanks to the 

huge amount of torque –266lb 

ft. It is quiet even under heavy 

acceleration, with only alittle 

unwanted engine noise making 

its way into the cabin. The sixspeed 

manual gearbox is quick 

and accurate, having the short 

shifts that Jaguar’s current 

manual ’box sadly misses. 

The lack of body roll means 

the car remains composed at all 

times so corners can be taken 

surprisingly quickly, aided by the 

confidence that front-wheel drive 

brings, plus the firm accuracy of 

the steering. As aSport Premium 

model, the suspension is a 

little harder than the Sovereign 

specification, but it’s not 

unpleasant and still rides easily 

over bumps. It does miss out on 

the visual razzmatazz and engine 

grunt of amodern supercharged 

model, but the X-TYPE is still 

atrue sports saloon and this 

gorgeous example, with just 80k 

miles, represents alot of car 

for its current value of £4,500. 

It might be adecade old and 

amodel that survived for just 

12 months, but as aresult 

of the sensible modifications 

that Jaguar made in 2007 

the facelifted X-TYPE still 

has much to offer anyone 

wanting acompact saloon 

with the look and feel of a 

bigger one. Paul Walton 

The facelift X-TYPE received afull length signaturepanel 

The facelifted X-TYPE’s squarer radiator grille 

Part of the 2007 facelift wasimproved detailing 


E-Conic Cars Ltd 

(Moss Jaguar) 

Web: www.e-conic.net 

Email: angus.moss@e-conic.net 

Telephone: 0752 8811808 

Whether your EType needs aservice, re-awakening from a 

long period of slumber, MOT, conversion from Left Hand to 

Right Hand drive or aFull Restoration to ahigh standard, our 

small, experienced team are waiting to help. 

Starting in 1976, we have assisted numerous customers with 

sourcing and buying their ETypes. We can also carry out a 

full appraisal on any potential purchase. 

We are passionate enthusiasts who can advise on what 

upgrades suit each model and source the best parts from all 

the major suppliers. 

To arrange aworkshop tour, just call us on 0752 8811808 or email on the address above. 

RECHROMING 

As rechromers for many of the top 

Jaguar restoration companies and 

having many top concours cars carrying 

our workweknowwecan provide the 

service yourequire 

ADAM HOWELL 

Est 1986 

CROFT STREET WALSALL, 

WEST MIDLANDS WS2 8JR 

JAGUAR CHROME 

SPECIALIST REPAIRS 

Your Jaguar 

grilles stripped 

and rebuilt 

with new 

vanes 

BLAST CLEANING 

Forall those unplated parts such as 

carburettor bodies 

NEW TRIM 

We haveremanufactured anumber of Jaguar trims 

POLISHING 

Aluminium rocker covers and carburettor 

dash pots etc. 

REPAIRS 

Carried out on all those damaged bumpers 

and overiders etc. 

Tel: 01922 649992 

Fax: 01922 624405 

sales@acfhowell.com

MODIFIED 


Full potential 

Restoration specialistClayton Classics has 

fittedmodern fuel injection intoa1969 E-type 

Series 22+2 foracrisper andmorereliable 

performance. We experienceitfor ourselves 

WORDS & P HOTOGRAPHY PAUL WALTON 

CONTINUOUS EFFORT–not 

strength or intelligence–is 

the keytounlocking our 

potential,” said Winston 

Churchill. This is certainly 

true of manyspecialists as they striveto 

improvethe classic XK engine. 

Although the 4.2-litreversion produces 

ahealthy190bhp, unless perfectly set up 

the engine never showsits true potential, 

hencewhy it’s still being developed 

and modified long after production of 

the unit has come to an end. The latest 

improvement favoured by ownersis 

electronic fuel injection, amodification 

Clayton Classics has started to offer. 

“Itturns it intoanamazing,flexible 

engine,” says Clayton’s managing director, 

Geoff Insley,“and it really is astepforward 

in terms of performance.” 

Geoff and Clayton’s Dean Allsop 

decided to offer fuel injection as part of a 

comprehensivelist of modifications acouple 

of yearsago,but knowing that it’s not an 

easysystem to install, they wanted their own 

car to trial it on rather than acustomer’s. 

Says Geoff, “My view wasthat whatever 

problems we’d encounter we would need 

to understand them –and the best wayto 

do that wasinstall it and then run the car. 

We couldn’t just install it and sell the car.” 

The car chosen wasanAmericanspecification 

E-type Series 22+2 automatic 

that Geoff had previously bought at auction. 

Already in good condition, Geoff figured 

that it just needed agentle recommissioning 

rather than acompleterestoration. “It had 

areally sound body and nicepaint,” he 

explains. “Not to our standardmaybe, but 

good enough.” Afterpurchase, Clayton’s 

engineersrebuilt the engine, converted the 

car to right-hand driveand went through 

the suspension, fitting Koni dampers. 

Aesthetically, the car waskept standard, 

although the standardwirewheels have 

been swapped forversions that arewider 

and have alarger diameter. 

Due to problems sourcing amore 

modern five-speed manual, the automatic 

wasreplaced by astandardfour-speedunit. 

As an experiment, Clayton’s technicians 

swapped the standardexport axle fora 

higher ratio, 2:88 rear axle. 

Jaguar itself began fitting Lucas’ 

L-Jetronic fuel injection to the 4.2 in 

the lateSeventies and Geoff says they 

considered adopting the same set-up, but 

quickly dismissed it due to its crudeness. 


MODIFIED 

E-TYPE SERIES 2

MODIFIED 


“It’s an old-fashioned system and we 

decided that if we were going to do it, we’d 

do it properly and bring it up-to-date.” 

With plenty of specialists producing fuel 

injection systems forclassic cars, Geoff 

and Dean were able to pickand choose 

the parts that worked forthem. Their final 

set-up includes aMangoletsi manifold and 

throttle mechanism, Jenveythrottle bodies 

and Boschinjectorsand an ECUfrom 

Emerald. Of course, it’s one thing fitting 

all of this, it’s another making it work, but 

Geoff says Emerald’s Dave Walker wasvery 

helpful with Clayton’s technicians in their 

efforts to get the system set up correctly. 

“Wecalled him afew times to discuss 

problems. He would often send us another 

engine map via email and say, ‘Try that.’ 

We’d download it ontothe ECU, take the car 

foradrive and tell him what we thought.” 

Following acouple of yearsoftrial and 

error,the car and the fuel injection system 

areready,and Geoff is incredibly pleased 

with the results. “Beforefuel injection, 

thanks to the 2:88 axle, first gear wasvery 

long,second wasfor accelerating,thirdwas 

foraround town, while fourth wasgreat for 

cruising on amotorway,although it struggled 

at low speed. Now we’veadded fuel 

injection, the car picks up with no coughing, 

and trundles along at 800rpm. But put your 

foot down and it will still pull away.” 

Geoff is so takenbyhow the car 

drives that he’s considering using it fora 

European touring holiday, citing the extra 

room the 2+2 gives over his standard 

E-type Series 1coupe as abonus. Geoff 

then offersmethe chancetodrivethe car 

–not around mainland Europe, but rather 

Coventry’s slightly less glamorous ring road. 

It’s takenawhile, but the E-type Series 

22+2 is no longer considered the ugly 

duckling of the range. Admittedly,its 

proportions aren’t quiteasperfect as the 

standardcoupe’s, but Clayton’s burgundy 

example still looks fabulous, especially on 

its slightly wider-than-standardwirewheels 

that help with both its looks and stance. 

Geoff says almost apologetically that the 

interior hasn’t been restored. “It’s not bad 

enough to take it out and replace, but it’s a 

dark redcar with ablack interior so it looks 

slightly gloomy.” 

Ithink it looks betterfor that sinceit 

retains the patina only originality brings. Yes, 

the blackleather and vinyl upholstery area 

bit worn hereand there, but alittle distress 


Peter 

by appointment 

JarvisViewing 

Gildenhill Place,Gildenhill Road, Swanley,Kent BR8 7PD England 

Tel: 01322 669081 Mob: 07836 250222 •Website: www.peterjarvis.net 

Jaguar E Type 1970 Roadster finished in 

totally unmarked gleaming Primrose Yellow 

with Black hide interior, headrests, tinted 

glass, stereo system, sparkling chrome wire 

wheels, whiteband tyres, spare and tools 

unused, only two owners from new, lots of 

bills and history, original hand book and old 

MoTs, lots of valuation certificates, never 

seen rain, partial restoration by ourselves to 

bring this car to the highest of standards,this 

car must be seen for its condition, the 

ultimate in ETypes, £115,750 

Jaguar EType 1969 2+2 left drive, finished in the original mirror finish of gleaming unmarked masons black, with light 

beige hide interior,headrests, reclining seats, sparkling chrome wire wheels, manual transmission, power steering,Jaguar 

fitted triple Webber dco 40 carburetors, with six branch manifold,lots ofhistory, handbook, only 500 miles since the best 

restoration we have ever seen, complete with all tools, recent concours winner, and winner of many shows, trophies to go 

with car,this is averyrare and special EType. The original colour scheme is breathtaking,alsocomes with everything itemized 

from the previous owner. This is the best 2+2 we have ever seen, more detailed pictures onour website. £125,750 

Jaguar SS 100 built in 1968 by thefamous Birchfield 

coach builders inhand crafted aluminum, based on 

the 1936 SS 100. These cars are very rare only 

22 were made, this is number 12. These cars have 

tripled inprice in last few years,mostly because of 

the investment side ofit, plus they drive beautifully. 

Hardly ever come up for sale although wehave had 

6ofthese master pieces. Finished in gleamingblack 

withmatching hide interior piped in red, with matching 

carpets, headrests, walnut veneer dashboard, power 

steering, manual with over drive, anodized wire 

wheels, large chrome head lights with chrome mesh 

protectors, twin spots, 4.2.litre, 4pot vented discs, 

all weather equipment, proberlythe finest coachbuilt 

repro in the world, these cars are just breathtaking, 

must be seen.Excellent value. £85,750. 

Jaguar EType 3.8 series 11962 LHD Roadster. Finished in gleaming 

Carmen red with as new black hide interior with the bright aluminum dash 

and centre consul, CD stereo system, brand new sparkling chrome wire 

wheels and tyres, spare wheel unused, complete with all tools and hood 

cover, the whole car looks new. This breathtaking icon has been totally 

restored from front to back by avery well known man in the Jaguar world. 

And has only covered afew hundred miles since. Comes complete with 

handbook also the amazing historyfile of the restoration. Achance to own 

proberly the finest of ETypes and asuperb investment. £157,500. 

Jaguar EType V12 1971 2+2 LHD finished 

in British Racing Green with superb black 

hide interior, headrests, air conditioning, 

power steering, chrome wire wheels, drives 

excellent, lots of maintenance invoices, only 

two owners, alwaysgaraged,not concoursbut 

avery genuine car to drive, gift one for the 

enthusiast, at only £48,750. 

Jaguar EType V12 roadster 1973 This EType 

must be one of the best inthe world,easily 

mistaken for new. Finished in unmarked 

gleaming black with cherry red hide interior, 

headrests,sparkling chrome wire wheels, with 

white band tyres, spare wheel unused, power 

steering,manual transmission, stereo system, 

tinted glass, drives like new, box file full of 

history, thousands spent to bring this car to 

its like new condition, ifyou want the very very 

best this is it. Just breathtaking. More pics on 

our website.Afine investment. £165,750. 

Jaguar EType V12 Roadster 1973/4 

Finished in gleaming Old English 

White with as new black hide interior, 

headrests, original radio/cassette and 

manual transmission, power steering, 

as new sparkling chrome wire wheels, 

spare wheel unused, only 36,000 miles 

from new, virtually one owner from new, 

good history, original paper work and 

handbook, very rare to find a car in 

this unique condition, never seen rain, 

£15,750 

Jaguar EType V12 Roadster 1973 finished 

in the period Primrose Yellow, as new 

black hide interior, black hood cover, and 

black hood, headrests, CD stereo system, 

automatic, power steering, new chrome 

wire wheels and whiteband tyres, spare 

wheel never used, complete with all tools, 

only 58,000 miles from new, original factory 

handbook, recent invoices to bring this car 

to mint condition, this EType drives superb 

and is just stunning. £125,750. More pics 

on our website. 

Jaguar EType 1965 4.2 FHC Finished 

in British Racing Green with Beige hide 

interior, Sunroof, Radio, Upgrades, engine 

by Forward Engineering, Coopercraft 

brakes, this unmolested car has only 

15,000miles from newand looks onlytwo 

years old. Achance in alifetime to own 

avery rare EType, which has mellowed 

to an amazing condition. This car isjust 

remarkable,£165,500 

Jaguar EType 1970 left hand drive 2+2 

finishedinopalescentsilver blue,withsuperb 

matching hide interior,overmats, headrests, 

original stereo,manual transmission, power 

steering, air conditioning, chrome wire 

wheels,42,000 miles from new, two owners, 

invoices, original handbook, service book, 

excellent example. £59,750. 

Jaguar EType 4.2 Series 2 Roadster 

1970 finished in Primrose Yellow 

with Black hide interior, headrests, 

stereo system, manual transmission, 

sparkling chrome wire wheels, zero 

miles since nut and bolt restoration, 

lots of bills, magnificent throughout, 

£120,750 

WANTED URGENTLY-THE TYPEOFCARS ABOVE! 

Jaguar EType V12 1973/4 roadster, finished in totally 

unmarked signal red with superb black hide interior,- 

headrests,tinted glass,stereo system,over mats,power 

steering,manual transmission,as new sparkling chrome 

wire wheels,with new white band tyres,complete with all 

tools,lots of recent invoices,original handbook,been stored 

in amuseum for many years,only covered 37,000 miles 

from new, and only two owners,never seen rain,drives like 

new,this EType is just magnificent through out.£145,500.

MODIFIED 


gives it morecharacter, likeanold, battered 

briefcase. Besides, it’s the view from the 

driver’s seat that matters,and after seeing 

the gorgeous wood-rimmed steering wheel, 

it’s the huge white-on-blackSmiths dials in 

front me that Inoticenext beforelooking 

down that long,voluptuous bonnet. It’s here 

Ithink that, despitethe 2+2 being 9in longer 

than the standardcar resulting in the twotiny 

seats behind me, this is still an E-type with a 

performancetomatch.It’s athrilling moment. 

And Ihaven’t even turned the keyyet. 

WhenIdo, the classic 4.2-litrestraightsix 

starts in aheartbeat, the engine’s gruff 

noteontickoversounding as steady as a 

metronome. Isnickthe long gear stickinto 

first and release the clutch,and already know 

the car’s performanceisgoing to be cleaner 

than normal. Instead of fluffing and coughing 

likesome classic carsI’vedriven, with its 

electronic fuel injection the performanceis 

smooth and, importantly,reliable. 

Just likeamoderncar,Iknow exactly 

how fast the car will go depending on how 

far Ipush the throttle pedal. So, with an 

empty dual carriageway ahead of me, I 

squeezethe pedal harder,resulting in an 

instant and crisp burst of acceleration, the 

excitement of whichisfurther heightened 

by the XK engine’s distinctiveexhaust note. 

It’s not only enhanced performancethat 

fuel injection offers; it’s the reliability of its 

power delivery.After braking slightly fora 

roundabout, slicking the four-speed ’box 

intothirdand then second, Ienter back 

ontothe carriageway. The car accelerates 

the classic 4.2-litre straight-six starts 

in aheartbeat, the engine’s gruff 

note on tickover sounding as steady 

as ametronome 

in exactly the same manner as it did earlier 

and would continue to do so all day. 

The new Koni shockabsorbersand fatter 

tyres mean the car’s handling is as reliable 

as its performance. And, with plenty of 

grip, little body roll and, importantly,the 

ability to perfectly balancethe throttle 

through abend, Ican carry plenty of speed 

intoacorner beforeblasting out. 

All of this makes Clayton’s Series 2great 

fun to driveand is easily the best set up 

E-type I’veeverdriven. Clayton Classics 

now offersfuelinjection as part of its 

modification package. Geoff tells me about 

one of his customer’s car to illustratewhat’s 

possible, “He wanted to do trackdaysin 

his E-type, so we gave his car twodifferent 

maps. He simply flicks aswitchfor his track 

daymap then flicks it backtodrivehome.” 

It has takenplenty of effort by the 

Clayton team, but an E-type youcan 

comfortably use forboth road and track 

showsthe full potential of both the car and 

fuel injection. 

Thanks to: Clayton Classics (02476 691916; www.claytonclassics.co.uk). 

The E-type Series 2isnow available for demonstrations 


Our most innovative car to date.. 

Classic styling meets state of the art 

technology in our latest restoration; fully 

modernised fuel injection, uprated brakes, 

adjustable front & rear suspension, 

5 speed gearbox, air conditioning, LED 

lighting and modern fuse board. 

+44 2476 691916 

info@claytonclassics.co.uk 

claytonclassics.co.uk 

The ultimate E Type Roadster is now 

available for test drive

First drive 

XE 2.0 i4 250PS 

P E R F E C T T I M I N G 

With current controversy surrounding diesel engines, 

Jaguar’s new Ingenium 2.0-litrepetrolunit couldn’t have arrived 

at abettertime. We driveanXEwiththe 250PSversion 

WORDS 

PAUL WALTON 

PHOTOGRAPHY 

JAGUAR 

HAS OUR loveaffair with the diesel 

engine come to an end? With growing 

concerns about the amount of harmful 

emissions that diesels produce, sales 

arefalling in the UK. According to 

the Society of Motor Manufacturersand Traders, 

78,778diesel carsweresold in January 2017, a 

drop of 4.3 percent on the same month lastyear. 

Petrols arenow outselling diesels, too: in 2016,the 

market wassplit 49 and 47.7 percent respectively. 

So it is with perfect timing that Jaguar is starting to 

produceits new four-cylinder Ingenium petrol engine 

at its class-leading Engine Manufacturing Centrein 

Wolverhampton. We’vehad the 2.0 Ingenium diesel 

foracouple of yearsnow,anengine Ilike, and these 

all-new petrol engines will directly replacethe existing 

–but old-fashioned –200PS and240PS units. 

Excluding the 300PS in the recently announced 

F-TYPE 2.0 (see News), thereare currently 

twounits –200PS or 250PS –available with the XE 

and XF; F-PACE has the 250PS unit only.I’ll be trying 

the 250PS engine in this XE, ahandsome Caesiu Blue 

R-Sport with all-wheel drive. 

As you’d expect from Jaguar,the new petrol 

units boast plenty of new technology,suchastwin 

scroll turbos to reduce lag,optimisepower output 

and efficiency.Itworkstoo. In the XE, both engines 

return 44.8mpg and emit just 144g/km (both 

improvements over the outgoing 2.0 engine). 

The differencebetween the200PS and250PS lies 

with their performances: at 155mph, the 250PS has a 

7mph faster topspeed than the 200, although at 6.3, 

it’s only 0.8 of asecond faster to reach60mph. Then, 

there’s the cost. At £35,645, the XE 250 R-Sport I’m 

about to test is £4k morethan the 200PS version. 

Both engines have continuously variable valve 

lift technology to improveair delivery,too, plus 

electrohydraulic valvecontrol forimproved flexibility. 


First drive 

XE 2.0 i4 250PS 

XE R-Sport 2.0 i4 

250PS AWD 

Engine 1,998cc4cyl 

Power 250PS 

Torque 270lb ft 

0-60mph 5.8secs 

Max speed 155mph 

Transmission 8-spd auto 

Economy 42.2mpg 

List price £35,645 

It’s clear from the moment Iaccelerateawayfor the 

first time that this is acrackingengine. It’s quiet: using 

an app on my smart phone it was75DBat50mph on 

an uneven A-road. As acomparison, on the same road, 

my XK8 4.0 –itself smooth and quiet –was 80DB. 

However,when Iburythe throttle, the result 

is asurprisingly racy and gruff exhaust note. At 

speed, when the turbos arealready spooled up and 

spinning,the eight-speed ’box(there’s no option 

foreitherofthe new 2.0-litrepetrols to have the 

company’s six-speed manual gearbox) kicks down 

immediately,resulting in apunchy and instant 

acceleration. Adownside of having so manygears, 

though, is that at low speeds the transmission can 

hunt around forthe right one, resulting in aslight 

pause beforethe engine finds the torque it was 

looking forand the car accelerates. 

Lightweight and compact, the new Ingenium 

petrol engine hasn’t upset the XE’s excellent 

handling and the car still feels composed and surefooted, 

the four-wheel driveaiding grip. However,at 

speeds on uneven roads, it can feel abit fidgety. 

The XE AWD250PS petrol isn’t as economical 

as the XE AWD180PS diesel (by18mpg), but it’s 

still cleaner and morepowerfulthan the outgoing 

petrol engines. If we really arefalling out of love 

with diesels, then perhaps it’s not just due to 

their environmental issues: maybe we prefer the 

smoothness and performanceofstart-of-the-art 

petrol engines suchasJaguar’s new Ingenium 2.0. 

POWER 

HIKE 

The XE S3.0 now has the 380PS 

V6 rather than the 340 version 

The other important news for the 2018MY 

is that the XE Snow gets the full 380PS 

V6 as fitted to the XF and F-TYPE S, 

rather than the entry 340PS. In acar the 

size of the XE, this has ahuge impact on 

its performance. 

Although the time taken to reach 

62mph has barely changed (from 5.1 to 

just 5.0 seconds), the explosive way in 

which the 380PS delivers its performance 

has. It only takes agentle squeeze of the 

throttle for the eight-speed automatic 

gearbox to kick down, resulting in ahard 

and sudden thrust of speed. It sounds 

fabulous, too. Not as loud as the F-TYPE 

V6, maybe, but the engine’s distinctive 

wail is still present. 

Despite dropping in alarger, heavier 

engine, Jaguar hasn’t affected the XE’s 

composed handling, while its direct 

steering responds to my every command. 

There’s nodenying that, at almost 

£50k, the XE S380PS is expensive for a 

compact saloon. But, if you judge acar by 

its performance rather than its cost, then 

it’s worth it. Just ordered aBMW M4? 

Then, you’ve bought the wrong car. 

XE S3.0 380PS 

Engine 2,995ccV6 

Power 380PS 

Torque 332lb ft 

0-62mph 5.0secs 

Max speed 155mph 

Transmission 8-spd auto 

Economy 34.9mpg 

List price £48,045 


MODIFIED 

XK8 CONVERTIBLE 

Busman’s 

holiday 

Programme engineer JackPalfrey works forJaguar 

Land Rover, so when he bought a1996 XK8, it wasn’t 

long beforehewas repairing and modifying it 

WORDS AND PHOTOGRAPHY ROB H AWKINS 


MODIFIED 



MODIFIED 


I’VE ALWAYS loved the X100, whether 

in XK8 or XKR trim, and alwaysdreamt 

of owning one,” says JackPalfrey.“Now 

that Ido, it is every bit as rewarding as 

Ithought it would be. Iget admiring 

looks from all sorts of people.” 

When 30-year-old Jacknoticed, in 2014, 

that the prices of XK8s had slumped, he 

started looking at several that were forsale. 

“Although Isaw anice2000MY, it was 

alittle out of my budget and not quiteto 

the spec Iwanted,”herecalls. “I also sawa 

completely rottencar that wasfulloffiller 

at aso-called specialist. 

Then he sawa1996convertible that 

tickedall theboxes, and whichhebought 

forabargain £4,500. It had covered 

122,000 miles, had been highly spec’d 

from new with awinterpack, which 

includes heated seats, heated door mirrors 

(including folding mirrors) and heated 

windscreen, plus headlight washers. 

“I got some history from the previous 

owner and afully stamped servicebook 

–the important bit,” he says. “I also got 

someone in JLR to have alook at the 

warranty history forme, whichIhave acopy 

of. Interestingly,ithad some gearboxissues 

early in its life, and at, 500 miles, it had a 

new gearboxfitteddue to an intermittent 

problem, and again twoyears later some 

gearboxcomplaints resulted in re-adjustment 

of the cable, and afilter and oil change.” 

Jackisproud to saythat his XK8 has 

never broken down and needed rescuing, 

but he has been forwardthinking and 

replaced the alternator,power-steering 

pump, oil cooler pipes, thermostat housing 

JackPalfrey 

and coolant header tank when they started 

to show signs of trouble. 

One repair took Jackseveral months 

to complete,though, because of the time 

takentosource thesecond-hand parts. 

The chrome finish on the headlight bezels 

(surrounds) and the reflectorswas starting 

to peel off, whichisacommon problem, 

and he managed to fix the defect at first 

with some chrome-effect spray paint. He 

also thought about painting the bezels 

black, as on the 2004-2006 XK8 X100, but 

decided to stickwith originality here. So, 

instead, he kept looking foraset of secondhand 

headlight units, whichneeded to 

include cut-outs forthe washers. 

Having found anearside headlight unit 

in good condition, he kept looking foran 

offside unit. “It had been well over ayear 

BELOW: The leather seats have been re-coloured to 

restoretheir original cream finish 

RIGHT: Early 4.0-litreV8has coveredmorethan 

126,000 miles. It has had anumber of ancillaries 

renewed, but wasotherwise reliable 


MODIFIED 


and Istill hadn’t sourcedone, when apair 

popped up on eBay,”herecalls. They cost 

abargain £40. “The pictures were unclear 

of their condition, but Itook apunt on 

them and bought both. Afew days later 

they arrived, and Iwas pleasantly surprised 

with them. They were alittle dirty and had 

some mud on, but were completeand in 

good condition.” 

Unfortunately,the replacement headlight 

units didn’t have the washersthat Jack 

needed, but he eventually pluckedupthe 

courage to dismantleone of them and his 

old offside headlight unit to see if he could 

assemble agood one. 

“I set about trying to prise the lens from 

the bezel on the new unit,” he explains. “I 

had aquickcheckonmypower wash lamp 

that Icould prise the lens off the bezel and, 

with minimal effort, the seal wasgiving way.” 

Although the lens on his old headlight 

unit could be removed, the lens on the 

replacement unit refused to come off. “I 

tried heating it, both with aheat gun and in 

the oven on low heat, but nothing helped 

to soften the sealant,” says Jack. “In the 

end, Itook the drastic decision to break the 

lens and removeitinpieces.” 

Armed with his old lens (whichincluded 

the cut-out forthe washers) and a 

OTHER JOBS 

JACK HASDONE 

HAVE BEEN JUST 

AS INVOLVED AND 

CREATIVE. THE 

EXHAUSTTAILPIPES, 

FORINSTANCE, WERE 

DESIGNED BY HIM 

dismantled replacement headlight unit with 

agood reflector and bezel, he started to 

assemble the twotogether.“Iusedblack 

RTV(room temperaturevulcanising) to 

re-seal the lens to the bezel. This seemed to 

work well and also act as agood sealant to 

prevent wateringress.” 

Oncethe RTVhad fully dried, Jack 

looked at the lighting part of the unit, 

hoping he could use the backofit. Both 

units were different, so he resorted to 

stripping them and assembling one unit 

with as manyparts from the replacement 

unit as possible. 

Other jobs Jackhas done have been 

just as involved and creative. The exhaust 

tailpipes, forinstance, were designed by 

him. He explains, “I had access to some 

very sketchyCAD data,so, in my spare 

time, Imodelledupsomepipes in CAD and 

overlaid them to seehow they would fit. 

Aftersomeadjustments, Igot the pipe 

angles and lengths right, so set about 


MODIFIED 


finding asupplier forthe tailpipes, which 

eventually led me to acustom exhaust 

fabricator who made up the tailpipes. Given 

that the pipes only had twobends,finding 

someone to supply and bend twopipes in 

stainless steel wasn’t toomuchofanissue, 

or tooexpensive.” 

Jackalsowantedtoredesign and 

replacethe pipework that is routed over 

the rear driveshafts, but realised it wasa 

complex set of over-axle curves, and also 

that Adamesh had beaten him to it. So he 

ordered apair instead. 

Today, Jackpoints out to me the 

damage to the underside of the bonnet’s 

soundproofing,whichhesuspects is where 

the plastic inlet manifold (alloy-effect 

coating proved tooexpensiveduring 

pre-production costings) has fouled it. 

He also says that the wings and bonnet 

line arelower than the later XK8 X150 

model, whichhad to comply with safety 

regulations requiring agreater gap between 

the topofthe engine and the underside of 

the bonnet. 

Some aspects of the car have remained 

bewildering,suchasthe alloywheels. 

Jackinitially thought these were adealer 

option, but his boss (who wasinvolved in 

the development of the XK8) cannot recall 

having ever seen them. Afew days later, 

when Iwas at SwallowsIndependent Jaguar 

Specialist, one of the mechanics recognised 

the wheels as apopular set of BBS alloys 

fittedtoBMWs. The PCD (pitch circle 

diameter) on the BMWand XK8 is similar, 

so suchwheels can be swapped over and, as 

Jackhas done, Jaguar decals added to the 

centrecaps. Maybe this is the answer. 

Jackhas long been keen on repairing and 

modifying his own vehicles. “My parents 

bought me aMk1Golf Cabriolet to work 

on when Iwas in my teens to keep me out 

of trouble and Ilearnt alot on that –and 

even morewhen Iended up parting it out 

forspares as it had alot of body rot,” he says. 

BELOW LEFT: Dashboardisfinished in burr walnut 

BELOW RIGHT: Spotless bootcan swallowlotsof 

luggage, as well as this bag forthe hood cover 

Having learnt to driveinaMk3Vauxhall 

Cavalier,and consequently owning numerous 

Mk 3Astras, he returned to German 

cars, owning an Audi A6, an A4 Avant 

Quattroand another VW Golf Cabriolet, 

some of whichheresprayed and customised. 

“I’vetinkered with carsall my life,” he 

explains. “I got friendly with acustom 

painter in Somerset, just down the road from 

whereIlived, so anysparetime Ihad Ihelped 

him out, and we ended up painting alot of 

my vehicles. Ihelped out on some custom 

bodywork, whichIalso used on my A6.” 

Jack’s bodywork skills also helped him 

when he went to Bridgewater College 

and completed its foundation degree 

in Motorsport Technology,followedby 

the final year top-up at OxfordBrookes 

University.“From this, Ijoined Jaguar 

Land Roverasaserviceprocess validation 

engineer,” he says, whichinvolved working 

on full CAD renderings of vehicles in the 

development stages and carrying out 

serviceand repair work with virtual models 

of hand tools, and digital manikins to assess 


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MODIFIED 


THERE’S NODENYING THE FACT 

THAT JACK HAS GOT WELL AND 

TRULY STUCK INTO MAINTAINING 

AND LIGHTLY MODIFYING HIS XK8 

exactly how avehicle can be serviced and 

repaired, checking access to all fixings and 

raising issues. I’vesince moved on and I’m 

now responsible forthe serviceattribute 

forthe new Range RoverVelar.” 

Jack’s car painting and customising skills 

again came in useful on his XK8, especially 

forrespraying the bumpers, sills and the 

offside door and wing. “I have asmall garage 

Iuse forpainting,” he says. “It’s six feet 

wide so Ican’t get the car in, but Iuse it as a 

workshop. Ihaveacouple of paint guns and 

an air compressor,whichisabasic setup. I’m 

not apro,but can get agood finish.” 

Jackhad to put his mechanical skills to 

good use after atrip to Bournemouth with 

his wifelast summer,when he noticed 

apoolofliquid underneath the front of 

the car.After checking all the essential 

underbonnet fluids (engine oil, coolant, 

power steering and brakefluid), he 

remained puzzled as to the source of the 

leak. On the return journey home, the fluid 

loss turned intoaproblem when he floored 

the throttle pedal. 

“I got to about 3,000rpm in second gear 

and it jumped, the revs went up, then it 

re-engaged second, and it dawned on me; it 

wastransmission fluid,” he explains. “So Igot 

her up to speed, nursing her in higher gears 

and, fortunately,itwas aclear drivehome. 

Iwas hoping that therewas enough fluid 

to keep her going without causing damage. 

Iknew the system held tenlitres, although 

three aretaken in the torque converter.” 

Amile or so from home, the XK8 went 

intofailsafemodeand the five-speed ZF 

automatic gearboxremained in fourth gear, 

but Jackmanaged to makeitback. The next 

day, he topped up the gearboxtocheckfor 

leaks, cleaned anytransmission oil that had 

leaked out, and went forashort test drive 

beforepeering underneath. 

“With an inspection torch, Icould see 

fluid escaping from the rubber section 

of pipe to thecooler in the radiator,” he 

says. “It seemed the OEM crimps on the 

hydraulic pipes had failed.” 

Fixing the problem wasn’t asimple case 

of fitting new crimps, though. Instead, he 

had to removethe bonnet, the radiator fan 

shroud and power-steering pump. 

Jackhas also had to dealwith restoring 

several aspects of the interior of his XK8. 

The cream leather seats and upholstery were 

re-coloured, the burgundy suede door cards 

re-trimmed using material from afabric 

supplier (Jackused glue and plastic welding 

to fitthe new material), and the hood was 

revived with a£40 Renovocleaning,dye 

and proofing kit. “The latterdid take time,” 

he explains, “not so muchinthe actual 

undertaking,but the time needed fordrying in 

between stages. It’s doable over aweekend.” 

There’s no denying the fact that 

Jackhas got well and truly stuckinto 

maintaining and lightly modifying his 

XK8. It’s encouraging to seethat manyof 

the common problems on this car can be 

resolved, although having plenty of time is 

ABOVE: Jackrepaired the headlights himself, using 

second-hand donor units that cost £20 each 

BELOW: These 18in alloywheels arebelievedto 

have originallybeenfittedtoaBMW 

essential if you’rekeentokeep costs low. 

Jacktells me that although he doesn’t 

think his XK8 is quiteasmuchfun to drive 

as aLotus or MX-5 in terms of dynamics 

(the XK8 is heavy at around 1,850kg for 

the convertible), it is definitely amatch for 

the Audis, Volkswagens and Vauxhalls he 

has owned. 

“Also,” he adds, “it’s agreat GT cruiser 

and I’m looking forwardtotaking it on a 

road trip across Europe at some point.” 

Thanks to: The Manor 

Country House Hotel 

(www.themanorweston.com) 

near Bicester for the use of their 

grounds to photograph Jack’s XK8 


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5850 STADIUM DRIVE KALAMAZOO, MI 

ADIVISION OF 

IMPORTS

OWNERS’ STORY 

MK IV 


AFAMILY AFFAIR 

WORDS & P HOTOGRAPHY JIM PATTEN 

When Arthur 

Whittaker’s 

granddaughters 

learnt that his 

old car wasupfor 

auction, they knew 

they had to see it 

beforeitfell under 

the auctioneer’s 

gavel. We speak to 

them about whythe 

car means so much 

TALL began innocently 

enough over aChristmas 

I 

drinks party with the 

neighbours. Somebody 

mentioned an interestin 

old carsand Arthur’s 

granddaughter,Lucy,spokeofhis time at 

Jaguar.But it wasall in passing. Until, that 

is, she returned home and decided to 

carry out research that would have an 

impact on her and her sisters’lives. 

With the cold efficiency that only 

internet search engines possess, details 

flowed in about an auction featuring a 

restored Jaguar 3½-litresaloon –owned 

new by Jaguar’s Arthur Whittaker. 

Intrigued, Lucy spoketoher sister Sally 

about her discovery and they decided 

it would makeaniceday out to go to 

Brooklands in March and take in the 

auction at the same time. They were 

accompanied by Charlotte,the thirdof 

four sisters(Sarah couldn’t makeit). 

Prior to theauction,they had the chance 

to take along look at, and even sit in, their 

grandfather’s car.They knew then that 

the one factor they hadn’t bargained for 

wasemotion: they had to buy this Jaguar. 

None of them had ever found the need 

to attend an auction, let alone bid for 

something this significant. Knowledgeable 

buyerscompounded the situation, all 

fully awareoflot number 203. Said Lucy, 

“It wasanerve-wracking experience.” 

Keeping her bidding arm firmly by her 

side likeaseasoned campaigner,Lucy 

waited until the chancersfell away and 

only the serious buyerswereleft. Then, 

she joined the fray,her heart skipping 

abeateachtime she wasoutbid. Her 

dogged determination wonthe dayas 

her bid passed the estimated priceof 

£55,000-£65,000, and eventually the 

hammer fell on £69,440. Emotions of 

elation, nervousness and excitement all 

converged to bewilder their senses. 



MK IV 

What to do now,though? None of 

them had driven acar likethis before. 

Fortunately,itwas arranged that the 

car be transported to acollection area in 

Northampton, whereLucy’s husband, Mick, 

wasabletocollect it and take agentle drive 

to theirhome on the outskirts of Coventry. 

Mickhad measured and prepared the 

garage ahead of time so it wasready forthe 

Jaguar.Meanwhile, they all came to terms 

with their new acquisition and embarked 

on acampaign of research forboth car 

and, to some extent, their grandfather. 

As children, they had alwaysbeenferried 

around in Jaguars, and talk around the 

table wasforever about the ‘works’. 

Arthur Whittakerhad joined Swallow 

SidecarsatBlackpool in 1923 at the age 

of 17.AnapprenticetoImperial Garage, 

the work with Swallow wasinitially part 

time, as the company’s first salesman. He 

would ride his Granville Bradshaw-engined 

Matador motorcycle with Swallow sidecar 

all over the country as he introduced the 

trade to the new product from Blackpool. 

Lucy recalls her grandmother saying the 

family worried enormously about the 

young Arthur’s sales trips, whichwereoften 

forlong distances over some fairly bleak 

and hostile terrain, and undertaken in all 

weathers. The job wasn’t forhim, though, 

and, then full-time with Swallow,hesoon 

found his feet bound to thefactory. 

When Swallow had astand at the 

Olympia motor show,Whittakerwas the 

allocated salesman. By 1927,(Sir) William 

Lyons promoted Arthur to become 

his chief assistant on the business and 

serviceside, to whichheexcelled. An 

integral part of the company, he made 

the transition from Blackpool to Foleshill 

in 1928, as Swallow wasdesperate to 

expand, despitethe national depression. 

In 1935, with Lyons’ partner Walmsey 

(forever apain in his side) retired, anew 

companywas floated on the stockmarket: 

SS CarsLimited. Having proved his worth 

through sheer ability,Whittakerprogressed 

from salesman to general manager,before 

being appointed adirector of the new 

company, with Lyons as managing director. 

His flair forthe dramatic wascalled 

upon when he wasinvolved in the nowfamous 

1935 launchofthe first SS Jaguar 

in aMayfair hotel. Specially invited guests 

were askedtoestimatethe selling priceof 

the new car.Their average guess wasover 

£600 and yetthe actual pricewas just £385, 

largely due to Arthur’s legendary purchasing 

skills. Wartime activities then occupied the 

Jaguar factory,and, with nothing escaping 

Whittaker’s attention, he released the 

full story at the cessation of hostilities. 

Lyons held him in high regard, in part 

no doubt due to Arthur’sability to get the 

best pricewhen purchasing,yet stillremain 

on good terms with everyone. Respect is 

an oft-used word today, but it is something 

that Arthur received in abundance. Jaguar’s 



MK IV 

man in America, Jo Eerdmans, thought 

very highly of Arthur,singling him out as 

being especially decent and thorough. 

In 1961,the year of the E-type and 

Mk X, Whittakerwas appointed deputy 

chairman. He sawthe merger between 

Jaguar and BMC, but everything changed 

in 1968: Sir William Lyons announced 

that he would be relinquishing his status 

as managing director,although he would 

stay on as chairman and chief executive. 

With yearsofchain smoking telling on 

Whittaker, he also took the decision to 

step back, giving up his executiveposition 

butstaying on in anon-executiverole. By 

November,hefeltthe need to fully retire. 

His close friend William ‘Bill’ Heynes 

wrotetoLyons saying,“Thereisnodoubt 

the companyisbadly missing Mr Whittaker, 

who wasresponsible morethan anyone in 

the organisation forwelding the various 

departments intoasingle unit. He could, 

and did, discuss with all directorsthe various 

day-to-dayproblems without anypersonal 

aggrandisement, and wasvirtually the second 

step in the ladder,whichgavecohesion.” 

Arthur had almost tenyearsin 

retirement beforeemphysema took this 

most gentle man, passing away in 1977. 

Lucy recalls her grandpa as being 

very muchafamily man, fun to be with 

and alwayssmiling. Despitespending 

long hoursatJaguar,hemade sure 

that therewas time forthe family, 

with holidays often spent all together 

at Sandbanks in Dorset, wherehealso 

enjoyedsailing. Arthur’s wife, Mary, 

missed Blackpool, so they also made it a 

point to return whenever they could. 

Stories of his understated reactions are 

legendary,not the least in 1957 during 

the destructivefireatthe Jaguar factory. 

ABOVE: Interior materials were to Arthur Whittaker’s specification 

BELOW LEFT: Lucy (left) and Sarah with their grandfather’s Jaguar 

BELOW RIGHT: The 3½-litreengine remains as smooth as ever 

Apparently,having already arrived home 

fordinner alittle later than usual, he put 

his knifeand fork down and mentioned 

that he had to return to the works that 

evening. When his wifeasked if there 

wasany particular reason, he calmly 

announced, “The factory is on fire.” 

His position at Jaguar allowed anew 

Jaguar every twoyears. In another 

charming story,itissaid that the 

Whittaker’s had acolourful gardener called 

Charlie who, while Arthur and Mary were 

away,decided to ‘borrow’ Mary’s new 

Jaguar from the garage in their house 

on the Kenilworth Road. When their son 

Tony discovered it missing,hereported 

it as stolen and the policedulyarrived. 

Right on cue, as everyone stood milling 

about in the drivescratching their heads, 

Charlie swung the car intothe drivewith 

his girlfriend in tow, whom he had clearly 

been trying to impress. Having caught him 

red-handed, Tony felt he had no option 

but to fireCharlie thereand then. Later, 

recounting the story to his father,Arthur 

wasless than impressed exclaiming,“What 

the bloody hell did youdothat for? Ihave 

afactory full of cars, but good gardeners 

arelikegold dust.” That wasabout as angry 

as the even-tempered Arthur ever got. 

Fortunately,thereisahistory file with 

the Jaguar,and, along with other research, 


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MK IV 

atime line has been pieced together.Built 

latein1947, the car wasregistered new to 

Arthur WhittakerinJanuary 1948, when 

the retail pricewouldhavebeen £1,263. 

Lucy has aletterdated Christmas 1947 

sent from Arthur to Mary apologising 

fornot being able to source her more 

pairsofpost-war stockings and alluding 

to another special Christmas present that 

could only have been the 3½-litresaloon. 

Afterthe requisitetwo years, the Jaguar 

went to RJ Peabody beforebeing recorded 

again in 1955, owned by RegParley.In 

1970, it wassold to dealersHarris Bros, in 

Chippenham. It reappearsin1972onthe 

Isle of Wight in the hands of Anna Offert, 

and in Oxfordin1976with Charles Davies. 

In 1981,the first restoration work was 

started by David Priest, in Watford,who 

eventually moved to Edinburgh. Due 

to Priest’s subsequent ill health, David 

Davenport’s services were retained for 

the restoration, wherethe recordsshow 

that the engine had already been rebuilt. 

Davenport completed the restoration in 

2004 and recalls the car as being “a good 

one”, whichDavid Priest then collected from 

Bedfordshireand drovehome to Edinburgh. 

An MOTinJuly 2004 showsthe mileage 

as 61,346, believed to be genuine. 

Some four months later,RichardBurn 

took over the Jaguar,but the servicework 

wasstill carried out by David Davenport. The 

2009 MOTshowed the mileage at 62,503, 

when it wassold on to Owen Wynne in a 

deal brokered by Davenport, who had also 

been instrumental in the sale to Burn. 

Wynne maintained the car,and his 

infrequent use took the mileage to 63,749. 

Owen eventually consigned it to the 

auction in March 2017,when the sisters 

enter the picture. Mickhas diligently 

maintained records, including those first 

36 miles driven home from storage in 

Northampton. The family arejust getting 

intothe ways of older car motoring and 

aredetermined to take it out at every 

opportunity.Trips out areusually around 

50 miles-or-so and, today, thespeedometer 

reading has just tripped over 64,000. 

IarriveatLucy and Mick’s charming 

home and am delighted to findsister 

Sally also there. The family enthusiasm 

is as exciting as it is infectious. Idiscover 

that Arthur’s son Tony preferred lawto 

motor cars, but wasvery muchaware of 

his past and wrotehis memoirstoinclude 

recollections of the warfromaCoventry 

kid’s point of view.Later,hewas one of the 

gang of four founder membersofthe Green 

Party.Lucy is saddened that he wasnever to 

see the Jaguar,ashepassed away just ayear 

beforeitreturned to the family.Afamily 

photograph exists showing ateenage Tony 

and his father with the car; he would have 

been absolutely charmed to see it again. 

Finally,Iamprivileged to seethe 3½-litre 

Jaguar.The gentle hum of the engine eases 

the car out of the garage to reveal the most 

fabulous shape. Curving lines slowly come 

intosight beforethe crowning glory –huge 

Lucas headlights and aheavily chromed 

radiator grille. The car is simply magnificent. 

On the day, Iamcontent to ride in the 

passenger seat, aguest of the family rather 

than imposing myself as driver.Mickdrives, 

with Lucy and Sally comfortably seated in the 

luxuriant backseats. It’s acomfortable place 

to be,too,because Arthur specified the bestquality 

hide, offset by burr walnut veneer. 

Mickisreally getting the hang of the 

old Jaguar and is clearly enjoying himself. 

As we poreoverthe car while taking 

photographs, it becomes evident that 

this is asignificant survivor.Manyofthe 

detail parts remain, including the cigarette 

lighter and virtually the entiretoolkit, 

neatly residing inside the boot lid. 

Icould waxlyrically about the fine 

restoration, discussing the finer points, but 

Ipreferinstead to reflect on the lifeofa 

man who worked largely in the background, 

shunning the limelight, preferring to spend 

quality time with his family.Arthur Whittaker 

wasanunsung heroatJaguar,and all of us 

Jaguar ownersowe him an enormous debt 

of gratitude; his name should be mentioned 

in the same light as that of Lofty England, 

Bob Knight and his close friend Bill Heynes. 

Could therebemoreofafitting tribute 

than his Jaguar returning to the family 

fold, afamily that is determined to show 

the car at various events? To Lucy,Sally, 

Charlotte andSarah, we wishyou yearsof 

enjoyment with this car,whichwill, of course, 

change the path of your lives forever. 

ABOVE: Fabulous toolkit set in green baizeisvirtually complete BELOW LEFT: Arthur with nephew Billy 

on the waytoWembley MIDDLE: The same journey with his son Tony RIGHT: Arthur Whittaker(second 

left) in characteristic pose with forefinger on chin, smiling at astory from arelaxed Sir William Lyons at 

Arthur’s retirement dinner 


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THE 

INSIDER 

Erol 

Mustafa 

WORDS CRAIG CHEETHAM 

As the chief engineer 

for Jaguar sports cars, 

Erol Mustafa has the 

kind of job title that 

goes down well at 

dinner parties. But being 

the keeper of Jaguar’s 

DNA is atall order 


IWENT FROM BEING RESPONSIBLE FOR 

POWERTRAIN TO BEING IN CHARGE OF 

INTEGRATING ALL ELEMENTSOFTHE X150 

Weall want to make 

beautiful cars,” says 

Erol Mustafa, the 

man lucky enough to 

hold the job title of 

chief engineer,Jaguar sports cars, when 

talking about the relationship between 

the marque’s engineersand designers. 

In manycar companies, the relationship 

between the twoareas is fraught. 

The designersare seen as the ones 

with vision, and the engineersare 

the gatekeepers: the people who find 

reasons not to let the designers’ ideas 

in, rather than to interpret them. 

“We’revery luckyatJaguar to have 

acohesivebalance,” says Erol. “It’s all 

about the relationships. The designers 

have the vision and the engineers 

deliver that vision. It’s only as alast 

resort, if something would affect the 

car’s performanceorquality,that 

we’d push back. And that’s broadly 

understood among all of us.” 

Erol has been part of Jaguar’s 

engineering team sinceheleft university 

in 1995. “It wasaninteresting time,” he 

recalls. “Backthen, we had justtwo cars– 

the XJS, whichwas really quiteold, and the 

XJ, whichhad justbeen heavily revised.” 

Erol, however, began his career on the 

X100 –the codename forthe XK8 –as 

part of the engineering development team, 

beforemoving intoamoretechnical role, 

working on combustion systems forthe AJ 

V8 engine, as fittedtothe XK and the XJ8. 

But his major break waswith the 

second-generation XK, the X150, 

whichfirst appeared in 2005. 

“It wasatthat time that Iwas made 

vehicle engineering manager forsports 

cars,” he tells me. “I went from being 

responsible forpowertrain to being in 

charge of integrating all elements of 

the car –balance, ride, NVH [noise, 

vibration and harshness] and refinement 

to match the attributes we’d set out 

forthe X150 in the planning stage.” 

From there, Erol went on to become 

the engineering lead forthe F-TYPE, a 

role he held from the car’s inception to 

it going intoproduction in 2013,and 

one that subsequently took him into 

the position of chief product engineer, 

whichhehas held since2015. 

One of the biggestchallenges he 

has faced recently waslaunching 

the new 2.0-litreIngenium-engined 

F-TYPE, the brand’s first commercially 

available four-cylinder sports car. 

“With the F-TYPE, we have acar 

that has multiple characters,” he says. 

“Fromthe 200mph SVR at one end of 

the spectrum to the new 2.0-litreatthe 

other,the car wasnever acompromise. 

We won’t call the 2.0-litreanentry-level, 

because it is asports car developed 

in its ownright to givethe excellent 

performance, handling and character 

that areessential elements of the Jaguar 

DNA. This is increasingly important as 

we looktowardsfuturepowertrains, 

whichmay well be very different again. 

“Essentially,wehavetocapturethe 

Jaguar DNA and get it right. Heritage is 

hugely important, especially to abrand 

likeJaguar,but we needtorecognise it 

and use it to inspireusand stand true to 

what the brand means, while constantly 

looking at the future. We needtolook 

forwardmorethan we needtolook back.” 

So what, in Erol’s eyes, defines 

engineering as aconcept? 

“It’s all about balance,” he tells us. 

“Balancing requirements, specifications 

and properties to achieveatargeted 

outcome and makefeasible what the 

designersenvisage. We knowwhat 

the Jaguar DNA needs to be, and we 

work in harmonytoachieveit.” 


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HAMILTONS JAGUAR 

hamiltonsjaguar.com 

01733 551000 JAGUAR SALES 07850 825266 

Over the past 30 years I’ve sold all Jaguar &Daimler 

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JW's technical section wherewegive 

help, advice andguidance, making 

Jaguar ownershipthatlittle bit easier 

76 OUR 

JAGUARS 

Paul Walton uses his 

XK8 foraphotoshoot 

in Ipswichwhile 

Craig Cheetham says 

goodbyetohis X-TYPE 

80 Your Jaguar 

Jaguar enthusiast Roger West introduces us to 

his 2000 XKR convertible 

82 Modern Workshop 

Leeds specialist Tasker &Lacy explain what to 

look forwhen inspecting an X100 XK8 

86 Q&A 

Queries about an XJ12coupe not starting and an 

XF diesel in restrictiveperformancemode 

90 Classic Workshop 

The interior is finally refittedtoour E-type 

Series 1coupeproject 

94 Gearbox 

New products this month include aD-type book 

plus improved lighting forclassic Jaguars 

96 Specialist 

We take atrip to Cambridge to discover more 

about established sports car specialist, Wallis &Son

OUR JAGUARS | PAUL WALTON 

PAUL WALTON – EDITOR 

2000 XK8 4.0 

It’s been three weeks sincePaullasttook his XK8 out forarun. To putmatters right, 

he heads to Suffolk to meetthe winner of the SNG Barrattphotocompetition 

Paul’s XK8 and Martin Brazill’s 

E-type look good together 

I’VE BEEN having abusytime recently, 

the result of whichmeant my XK8 

didn’t turn awheel in morethan 

three weeks, and it wasn’t really my 

fault. Having so manycarstotestwas 

the main reason, starting with the XJ 

3.0 Autobiographyinthe previous 

issue, whichwas replaced by the F-TYPE 

V6 forthe sports car supplement. 

Then, there’s our new project car, 

an XK8 4.2 Sport. So manycarson 

the drivemeant Icouldn’t physically 

retrievemyXK8 out of the garage. 

However,with things returning to 

normal and my drivenow clear,itis 

time to get backonthe road. Atrip 

to Ipswichtoshoot the car belonging 

to the winner of parts specialist SNG 

Barratt’s 2016 photocompetition 

seems an ideal outing. Trying to start 

the car the daybeforethe event ends in 

failure. Even with my limited technical 

diagnostic abilities, Ican diagnose a 

flat battery.Sureenough, after Ijump 

it off my Nissan Pathfinder SUV,the 

Jaguar’s big V8 bursts, thankfully,into 

life. Aftera20-minutebattery-charging 

drive, the problem is resolved. 

The next day, Iset the satellite 

navigation on my phone (the car’s 

ancient system is useless) forthe 90-mile 

journey to Ipswichtomeet Martin 

Brazill. As the winner of SNG Barretts’ 

photocompetition, he has won£200 

worth of vouchersand aprofessional 

Paul jump-starts his XK8 

from his Nissan Pathfinder 

photoshoot of his car provided by Jaguar 

World.SoIhavearranged formagazine 

regular Michael Bailie to meet me 

outside Martin’s house to photograph 

his redE-type fixedhead coupe. 

The drivesouth alongthe A14 


PAUL WALTON |OUR JAGUARS 

Will new tyres improve the handling 

of Paul’s XK8? He thinks they will 

Winner of the 2016 SNG Barrattphoto 

competition, Martin Brazill, with his E-type S1 

to theSuffolk coast reminds me of 

just what afabulous car this is. Fast 

and comfortable, its 4.0-litreV8is 

surprisingly smooth compared to 

the XJ8’s 4.2. It might not have the 

same heavyweight punchasthe 

saloon (thereisadifferenceof10bhp) 

but it’s quieter,morerefined. 

One thing I’venoticed,though, is that 

the handling isn’t as sharp as other XK8s 

I’vedrivenrecently,whichisprobably 

due to the tyres. The car’s Flutealloysare 

currently shod in tyres made by apair of 

Chinese firms I’venever heardof–three 

matching and one odd –whichisclearly 

having anegativeeffect on how the car 

drives. Sincethe springs and dampers 

were changed last year,the poor quality 

of the tyres won’t allow the car’s true 

potential to shine through. It’s abit like 

asking Usain Bolt to run in the Olympics 

wearing apair of supermarket trainers. 

Twohourslater,IarriveatMartin’s 

house wherehis gorgeous red 

E-type fixedhead coupe is ready and 

waiting. A1964model,itisone of 

the final 3.8 coupes. He has owned it 

foradecade now,using it regularly, 

including forcontinental holidays. 

Martin’s winning photowas alow 

shot of his car,framed by bright green 

leavesinthe Suffolk countryside. Simple. 

SNG Barrettsaid of it, “Martin’s use 

of depth, composition, colour and 

light bagged him the topprize.” 

Martin’s car is handsome and a 

perfect example of the breed, yetIstill 

reckon my car looks good alongside. 

The E-type’s influenceonthe XK8 

is clear and the similarities of their 

curves makeitobvious, even to the 

uneducated, that they’refromthe same 

stable. However,his perfectly presented 

car puts mine, still coveredinathick 

layerofgarage dust, to shame. Imake 

amental notethat Imust clean it as 

soon as Iget home (but, of course, I 

know Iprobably won’t get time). 

With the shoot over and pleasantries 

complete, Imakemyway backalong 

the A14. Ikeeppromising myself to use 

the car more(otherwise it’s likeowning 

apainting by Monet and leaving it in 

the craterather than hanging it on the 

wall); anything less will be awaste. 

Still, arrangements arealready in 

placetohavethe brakediscs and pads 

changed in early May, whichyou’ll find 

out about in the next issue. Although 

the car passed its MOTlastyear, the 

tester did saythat the pads were down 

to 20 percent, so it is time to have 

them changed. I’ll probably get tyres 

sorted sooner rather than later,too. 

None of this will be cheap, so 

I’d betterget backtowork. 

BELOW: Photographer Michael Bailie shoots Martin’s car 

RIGHT: Martin’s winning shot in SNG Barratt’s 2016 photo competition 


OUR JAGUARS | JIM PATTEN 

JIM PATTEN – EXECUTIVE EDITOR 

1966 E-type OTS/1966 E-type fixedhead 

Jim makes the mostofthe sunnyweather to use his open E-type fora 

fete and an open day. Meanwhile, work continues on his coupe 

The ford in Bruiseyard was, 

fortunately, dry during our visit 

THE E-type is running so strongly 

that we aretaking anyexcuse for 

heading to thequiet countryside, 

thinking nothing of justleaving the car 

parked up in villages while we take a 

stroll. We can’t imagine anyharm coming 

to thecar in these idyllic locations. So, we 

had acouple of fabulous days justdriving 

the open E-type with the topdown, 

taking in the Framlingham spring fete, 

beforespending afew hoursinthe castle. 

Local villages likeBruiseyardalso had an 

appeal, not leastbecause of the vineyard. 

Radiator specialists NAR, at 

Northampton, had an open daytocelebrate 

50 yearsinthe cooling business, and Rob 

Goodwin asked if I’d bring the E-type 

along. It meant giving the car agood clean, 

whichIalwaysseem to be doing,but Ido 

tireofthe watermarks left on the polished 

cam covers after awash, as watergets in 

through the bonnet louvres. So, this time, I 

cut apieceofstiff plastic sheet big enough 

to coverthe engine and carburettors 

and the waterjust ranoff, leaving the 

engine unsullied. Ithen didn’t feel too 

bad about opening the bonnet, following 

the manyrequests at the open day. 

Work has started at MCT Restorations 

on our fixedhead E-type. The headlining 

is installed, the Dynamat suppression 

is in place and the A-post door rubbers 

are fitted, courtesy ofS&K Vintage 

Refinishing’s Martin Cooper. But there 

are still issues: the chrome plating Ihad 

carried out locally is way below par. It 

seems that the company can chrome, 

but cannot undertake any repairs to 

small blemishes. So, after some hot 

exchanges, Itook everything away to 

have it done again. Fortunately, Mick 

Turley uses atrusted company near 

Nuneaton, which has agreed to do a 

speedy turn-around. We look forward 

to more progress next month. 

Apieceofplastic over the 

engine while washingthe 

car stops waterstaining 

the polished aluminium 

Martin Cooper prepares 

to remove the E-type 

door ready to fit the 

door seals 


CRAIG CHEETHAM |OUR JAGUARS 

CRAIG CHEETHAM – SENIOR CONTRIBUTOR 

2001X-TYPE 2.5 SE 

Craig returns to the MOTtesting station, as this time his X-TYPE 

undergoes it annual inspection; will it be as successful as his XJ6? 

ABOVE: The biggest hole wasatthe rear of the 

offside sill, wherethe subframe mounting was 

clearly visible 

AFTER SINGING the praises of my 

XJ6 lastmonth forits flawless 

performanceinthe MOTtest, it 

is nowmyX-TYPE 2.5 SE’s turn. Ialready 

knowitwill need afew bits and pieces 

because the engine management light 

and ABS warning lamps areon, and my 

OBD reader has told me the problems 

relatetoanoxygen sensor issue and 

worn brakediscs. Neither areenough 

to condemn acar that has only cost 

me £500 to buy in the first place. 

Of greater concern, though, arethe 

bubbles of corrosion on the sills, which, 

oncethe MOTman crackedout his 

dreaded toffee hammer turn out to be 

muchmorethan just surfacerust. Indeed, 

at the trailing edge of one sill, the hammer 

reveals ahole big enough to fityour 

fist into, through whichyou can see the 

mounting points forthe rear subframe. 

The other side is better, butnot by 

much, and it soon apparent that the 

X-TYPE will need morethan just acouple 

of welded plates and some minor service 

items to achieveaclean ticket. Not only 

that, but it also fell down on dangerously 

corroded brakelines, front to rear. 

Sadly,the values of X-TYPEs aresolow at 

the moment that even afairly interesting 

and well-equipped early example suchas 

mine just isn’t worth throwing money at; 

even with mates’ ratescalled intoplay, the 

cheapest Ican get it through the test will be 

around £700. If it wasacherished car,that 

would be fine, but I’d bought the car purely 

to useasarunabout, and the mathematics 

of bangernomics dictatethat youcan get a 

perfectly roadworthycar forless than that. 

Plus, nobody wanted to buymyRover 

45, and it fared muchbetterthan the 

X-TYPE when Idropped it in foranMOT, 

coming out the other side with just the 

one advisory –for aslight exhaust blow 

around the flexi pipe. Simple economics 

dictate, then, that I’m backbehind the 

wheel of adutiful, but unsaleable, Roverfor 

my daily duties, while Ikeep my cherished 

fleet of classics (I have afew other cars, 

as well as my X300) in tip-top condition. 

The story does have ahappy ending, 

however.After the MOTfailure, Itook 

the X-TYPE to my off-road storage area, 

wherethe lads that do quiteafewofmy 

bodywork repairshaveaunit. One of them 

needed areplacement car and isn’t shy 

of wielding awelding gun, so adeal was 

agreed, and the X-TYPE will liveagain. I’m 

pleased about that, as it wasimmaculate 

inside, and deserved asecond chance. 

ABOVE: Front of the sills wasalso crusty,meaning 

extensivewelding repairswereneeded 

ABOVE: To add to the problems, the X-TYPE also 

failed on adangerously corroded brakepipe 

Would Ihaveanother? Yes, in a 

heartbeat; I’d lovea3.0 Sport. What I’ve 

learned from my short, but sweet, X-TYPE 

experienceisthat they’reterrifically 

rewarding carstodriveand fornot alot 

of outlay. But,boy,can they rust. 


YOUR JAGUARS 

ROGER WEST 

2000 XKR CONVERTIBLE 

Roger explains how 

achancesighting led 

to him buying a2000 

XKR convertible 

IHAVE ALWAYS been aJaguar fan, 

but had never been in asituation 

whereIcould affordone –until the 

dayIwas surfing the internet and 

sawanice2000 XKR forsale in Klosters, 

whichisanhour’s drivefromus. 

Ishowed the Jaguar to my wife. 

To my uttersurprise, she said, “We 

bettergoand have alook or I’ll never 

hear the end of it.” So we did.She was 

impressed with the car and we were 

able to buy it foranacceptable sum. 

With just 55,000km on the clockitlooked 

really nice, but Idecided to take it to a 

Jaguar dealer nearby to have new timing 

chains, tensioners, new thermostat and 

waterpump fitted. This cost 5,000 Swiss 

Francs but, as aresult, I’m happy to say 

my X100 is runninglikeasewing machine. 

Unless Itap the throttle, that is, when it 

turns intosomething muchmoreaggressive. 

We love driving it and my only 

complaint is that when Igiveitsome 

welly Ican only hear the wine of blowers 

and not the exhaust. That maybedown 

to my poor 72-year-old hearing. 

The Jaguar has had twoprevious owners, 

one being adoctor from Bern and the other 

aKLM pilot who, after getting his pension, 

spent alot of time on his yachtinthe South 

of France, wherethe Jaguar wasleft sitting 

in the hot sun. The previous owner had 

had the dash sill coveredinpseudo leather, 

whichshrunk in the heat to such an extent 

that it even squeezed out the dash speakers. 

Again, Ihad achat with the local 

dealer,who wasable to source another 

dash from an X100 it wasusing forparts. 

This car had 325,000km on the clock, 

but the dash wasasnew.Ialso bagged 

the internal rear-view mirror as mine 

wasn’t dipping. Ionly had to payfor the 

labour,whichIthought reasonable. 

My original dash had had asat-navthat 

wasn’t working and, even if it had been, 

it would apparently have been rubbish. 

The new dash has the three clocks in 

the middle and looks very muchnicer. 

At themoment, Ican’t think of anything 

that needs doing,exceptanoil and filter 

change of the transmission. Ihaveno 

reason fordoing this except forthe fact 

that the car is 17 yearsold and I’m sure 

the original oil is still in there. It changes 

gear as it should and I’d hatetoput a 

spanner in the works. Maybe someone 

can givemefeedback on that. 

We live 2,400ft up in the mountains of 

eastern Switzerland so the car is off the road 

forfourtofivemonths every winter because 

Idon’t want to drive it on wet, salty roads. 

As aresult,wehaveonly added another 

4,000km in the three yearswe’ve had it, so 

Ihope it will one daybecome acollector’s 

car,although thereare quiteafew available 

at reasonable prices on the net. However, 

even with the little we gettodrive, thereis 

no moreserene afeelingthan driving over 

mountain passes with the topdown in the 

sunshine, and getting the double benefit of 

driving asupercar in the fresh mountain air. 

TO SEE YOUR 

JAGUAR IN JW 

Please send approx 500words and a 

selection of photos, plus your contact 

details to:jwm.ed@kelsey.co.uk 


MCT Jaguar Restorations for interiors 

to concours 

Jaguar Parts, Maintenance and Restoration 

Old Mill, Dorfstrasse 36, CH-6265 Roggliswil (LU) 

fon +41 (0) 62754 19 29, fax +41 (0) 62 754 1980 

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Email: enquiries@westridingindependent.co.uk 

1951 Geneva Motor Show - 120 FHC, 1st in Class Pebble Beach 2014. 

Phone Mick or Chris Turley on 02476 371110 

email: mctjag@btconnect.com 

3Veasey Close, Attleborough Fields Ind. Est. Nuneaton, Warks. CV11 6RT 

Visit usonour website www.mctjag.co.uk 

> Jaguar Extended Warranty Approved Repairer 

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MODERNWORKSHOP 

Inspecting an XK8 

Afull servicehistory and lots of old MOTcertificates is reassuring when 

buyingaused Jaguar,but can problems be missed? Tasker &Lacy assesses 

Paul Walton’s XK8, whichhas afully stamped servicebook 

WORDS AND PHOTOGRAPHY 

ROB HAWKINS 

WHEN IT comes to buying a 

second-hand Jaguar,almost 

everyone is looking fora 

well-cared-for example 

with lowmileage and aclean bill of 

health at every MOTtest. Nowadays, you 

can checkthe MOThistory of avehicle 

online to find out whether it has ever 

failed, what it failed on and whether any 

advisories were issued. The servicebook 

and receipts provide the evidencethat a 

vehicle has been maintained, and many 

dealersand independent specialists store 

the information about avehicle, which 

lists everything that has been done to it, 

ranging from minor repairstorecalls. 

Paul Walton’s XK8 is a16-year-old X100 

model with amere77,418miles on the 

clockand aservicebook that has been 

meticulously stamped and kept up-to-date 

according to its mileage, so we arekeen 

to see if acar that looks good on paper is 

really that good in the flesh. 

We leave Paul’s XK8with independent 

Jaguar specialist Tasker &LacyofLeeds 

forawhole week to complete some 

other work, including renewing the 

suspension springs and shockabsorbersand 

rustproofing the bodywork. 

We also had the engine oil analysed 

by MillersOils. We were sent acontainer 

and prepaid envelope in whichtoreturn 

asampleofoil. The old engine oil in 

Paul’s XK8 should have been a5W30fully 

synthetic, but Millersconcluded it wasn’t 

and that it wasdefinitely in need of being 

changed. 

As you’ll see from the photographs over 

the following pages, we discover some 

minor oil and coolant leaks and tworusty 

brakepipes. We also had the opportunity 

to checkmanyofthe XK8’s weak spots, 

including the timing chain tensioners, 

corrosion and suspension bush wear. 

THANKS TO: 

Tasker &Lacy 

Wyther Lane, Leeds LS53BT 

Tel: 0113 2743362 

Website: www.taskerandlacy.co.uk 

MillersOils Limited 

HillsideOil Works, RastrickCommon 

Brighouse HD6 3DP 

Tel: 01484 713201 

Website: www.millersoils.co.uk 



COOLANT LEAK 

1 

2 

With the XK8onatwo-post ramp, the firstproblem Tasker &Lacy notice 

aretracesofacoolantleak(pink residue) on thegearboxdrain plug, 

whichistracedbacktothe thermostat housing 

The coolant pipe between theheadertankand thermostathousing 

shouldbeaJaguarpartmadefromplastic with shortrubberhoseends. 

The pipe on thisengineisafuel hose, whichisokayfor coolant,but a 

genuinepipeonlycosts around £40 

3 

4 

Pressuretesting the system helps to identify the cause of acoolant leak, so 

air is pumped in via the header tank up to one bar.While coolant doesn’t 

spurt out from the areas we’veidentified, we repair them while here 

Fitting anew,genuine coolant pipe between the header tank and thermostat 

housing adds peaceofmind. The fuel hose is sufficient forcoolant and it’s a 

tight fit, but it’s best to have the right part fittedifit’s available 

5 6 7 

The thermostathousing is secured with 

three 8mm bolts. As the gasket maybethe 

causeofthe leak,wedecide to renewit. Upon 

dismantling it, the seallookstobegood, butwe 

renew the paper gasket anyway 

We suspectthiscould be thecauseofthe 

coolant leak –the radiator tophosewhere 

it’s attached to the thermostat. Ajubilee clip 

hasbeenfittedinstead of aspring clip, and it’s 

slack. We decidetorenewit 

The coolantsystem has been partly drained, 

so we refill it with amixturethat hasalifespan 

of five years. The engineneeds to be runupto 

temperature and theheaterset to hottoallow 

anyair to escape 

AIR FILTER INSPECTION 

Accordingtothe servicerecords,the air filter waslast 

changedin2007 at 64,752miles.After releasing all 

themetal clips forthe air filterhousing’slid,the panel 

filterinsidecan be removed. When compared with 

anew airfilter,itdefinitely needs to be renewed 



ENGINE OIL 

1 2 3 

The engine oil waslast changed at 64k in 2007. 

We’renot sure what has been used, so we drain 

it out, collect asampleand sendittoMillersOils. 

We receiveareplywithinafew days to reveal the 

oil is notthe recommended 5W30 fully synthetic 

AMannengine oil filterhas been fitted, which 

is straightforwardtounscrew. Tasker &Lacy 

uses genuinefilters,and Mann is an OE supplier 

forJaguarsothere should be no issues with 

one of these 

Despite5W30 fully synthetic oil being recommended 

forthis XK8’s 4.0-litreV8engine, Tasker &Lacy 

oftenuses athicker, semi-synthetic 5W30 or 10W40 

oil forolder engines. However, as this engine has low 

mileage, we sticktothe recommended oil 

OIL LEAK 

1 

2 3 

Thereare traces of oil aroundthe engine sump 

thatlead allthe wayuptothe camshaft covers. 

Oil leaks via thecamshaft covergaskets are 

common, so we decidetorenew them with 

new,genuine parts 

The coolant header tank needs to be removed 

to access thenearside camshaft cover, so John 

at Tasker &Lacy drawsthe coolant from it, 

then removesits mounting boltsand movesit 

aside 

On the offsideofthe enginebay,the air filter 

housing and induction pipebetweenitand the 

throttle body need to be removedtoprovide 

betteraccess to theretaining bolts on the 

offside camshaft cover 

4 

5 6 

Eachcamshaft coverissecured with aseries 

of 10mm nutsand bolts. Some of these are 

awkwardtoaccess andtime consuming to 

undo. Aselection of ¼inextension barsand 

universal joints help here 

Six 7mmbolts along the centreofeachcamshaft 

coverneed to be undone to reveal the coil packs, 

whichare also secured with 7mm bolts.Once 

removed, there areanother two10mm bolts for 

the camshaft cover 

Afterdetaching breatherhosesand wiring 

plugs, thecamshaft covers can be removed. On 

theoffside, the dipstickissecured to theside of 

the coverand its attachmenthas to be broken 

to separateit 

7 

8 9 

With the camshaftcoversremoved, the condition 

of theenginecan be inspected. Thereare no signs 

of blacksludgy deposits, so oil changeshavebeen 

regularlyconducted. The topend of theengine 

appearstobeingood condition 

The timingchain tensioners arethe old plastic 

type (metal types arenow fitted). When closely 

inspected, theredonot appear to be any 

fractures, but they willneedtobereplacedin 

thefuture 

Genuine gaskets areusedtorefit thecamshaft 

covers.Eachgasket sits inside agrooveonthe 

underside of the coverand thereare holes in 

it forall the 10mm mounting bolts. It is quite 

awkwardtofit 



BRAKE INSPECTION 

1 

2 3 

The front brakediscs showminimal wear,but 

the padsare definitelyworn. There is enough 

material remaining(the minimumis1.5mm 

forthe MOTtest),but they will need to be 

renewed soon 

We have to remove therear calipers to change 

thesuspension springs and shockabsorbers, 

whichalsohelps withinspecting the discs 

andpads.The rear pads appear to be in good 

condition, with plenty of braking material 

remaining 

Oncethe rear calipershavebeen removed, we 

can measure thethickness of thediscs,and see 

there is very littlewear. Therearbrakesoften 

undergo avisual inspection during aservice, 

so this is agoodopportunity to inspectthema 

little moreclosely 

RUSTY BRAKE PIPES 

SUSPENSION WEAR 

The XK8iswell known forwear withinthe front upper 

inner wishbonebushes, which results in uneventyrewear 

andapoor ridequality.Plus,justlikemanyJaguars, it can 

sufferfromahollowrattleatthe rear,often caused by 

aworn, lowershockabsorber mounting bush. Paul was 

alreadyaware of ahollow rattle at the rear and,judgingby 

thewear marks on theinsideedges of thefront tyres, the 

wishbone bushes areworn.Fortunately,wealreadyplanto 

renew the coil springs and dampers with newcomponents 

from TheDavid Manners Group, andthis fixesthe rear-end 

rattle. As we need to remove thefront wishbonestorenew 

thesuspensioncomponents, we fitfour genuinebushes 

1 

The brakepipes were inspectedatthe previous 

MOTtest when they were alittle rusty but 

sufficient to pass. However, upon unclipping 

them (notallowedduring the MOT), we could 

spotdeeper corrosion hidden by the clips 

2 

Thereare twofront-to-rear brakepipes, whichare easy to access from 

underneath the car to renew.The job took less than an hour,after which 

the brakefluid wasrenewed and the brakes bled 


QUESTIONS AND ANSWERS 

Jaguar World's 

technical adviceservice 

Edited by RayIngman 

Two-cylinder XJ coupe 

QWhen Ilaid up my 1978, 

43,000-mile V12coupe some 

seven yearsago, the engine 

wasexceptionally smooth and quiet, 

and never failed to starteagerly on the 

first turn of the key. It wasfittedwith a 

Luminition ‘performance’ constant energy 

ignition conversion after the standard 

‘Opus’ system had inevitably failed. 

Now the time has come for 

recommissioning,the engine fails to 

start, appearing to ‘run’ on about 

twocylinderswhen assisted by the 

starter motor’s best efforts. 

Prior to this point, Ihad drained the fuel 

tanks, cleaned the nylon pick-up strainer 

filters, replaced the main inline fuel filter 

and refilled with Shell’s finest ‘V-power’ 

99 octane petrol. The engine oil and filter 

were changed, the plugs removed, and the 

engine cranked over to raise oil pressure 

and to ensurenovalves were stuckopen. 

Beforespark plug replacement, the 

compressions were checkedand found 

to be even at around 140psi on every 

cylinder.The fuel pump audibly runs and 

fuel pressureholds at 32psi –proving 

the return valves to be sound. 

Testing has confirmed that ahealthy 

ignition spark exists at every plug. As Ihave 

the three basics of afour-strokeengine 

(fuel sparks and compression), Iamata 

loss to know what to do next. Please help. 

Benjamin Calais 

AThis is arelatively common 

problem on aV12 S2 and pre-HE 

XJ-Ss employing the D-Jetronic 

fuel-injection system. The relatively 

crude green injectorsare prone to 

seizing,caused by the gum deposited 

by stale petrol and internal corrosion. 

With the ignition on, twisting the 

throttle turntable energises the injectors 

(mimicking the acceleration pump found 

on some forms of carburettor) and should 

result in an audible clickfromeachinjector. 

The sound can be amplified by the use of a 

stethoscope, or along screwdriver with one 

end pressed hardagainst your ear and the 

other end against eachinjector body in turn. 

Silenceindicates either an electrical 

fault or astuckinjector.Aplug-in Noid 

test light will checkthe former and is 

likely to confirm the latterfault. 

We suggestfilling the fuel filter with 

neat petrol injector cleaner,spinning the 

engine over to circulateitaround the fuel 

rail, and leaving it foracouple of days. Then, 

ask afriend to spin theengine over while 

administering sharp (and controlled) blows 

to thebodies of the affected injectors. Each 

cylinder chiming in will indicatesuccess; 

sometimes, subsequent engine heat will 

assist in freeing off the morereluctant units. 

If youwish to observethe operation of 

the injectors, it is possible to undo the two 

7/16in AF securing nuts per component, 

raise the completefuel rail assembly clear 

of the inlet manifolds, and turn the engine 

over on the starter motor.You should 

see afine, even spray pattern from each 

individual nozzle. Prior to this, it is essential 

that the ignition system is disconnected and 

that alarge fireextinguisher is to hand. 

Should this fail, we suggestseeing a 

specialist (wehaveexperienced very good 

servicefromthe intriguingly named Mr 

Injector (tel 07860 350390; mrinjectoruk@ 

gmail.com). The companyisparticularly 

familiar with the vagaries of early Jaguars, 

and can also supply the necessary hardware 

to completethe job, including the rubber 

injector seals, whichharden with age. 

Courtesy ofSealey Products (www.sealey.co.uk; 01284 757500), the sender of each issue’s Star Question will bethe envy of their 

friendswhen they receiveanaluminium adjustable-focus3wLED torch(worth £28.74Inc.VAT). The‘LED020’producesanextremely 

bright white light with an output of110 lumens –count them! The illumination pattern can be altered from spotlight to wide area 

with asimple twisting action of theheadand athree-function on/off push-buttonprovides full,half and blinking lightpossibilities. 

All this is contained within alightweight aluminium housing and is powered three AAA batteries (not included). 


QUESTIONS AND ANSWERS 

Whooshing XF 

QIhaveanXF3.0D 2011 model. While 

driving down the motorway,Iheard 

aloud popping noise, almost as if Qad atyreh deflated rapidly.The car then 

went intoRestricted Performancemode 

and therewas adistinct lackofpower. 

I’vehad the car in with alocal garage (but 

not Jaguar specialists) and am told that my 

car has afault code indicating airflow or 

turbo issues. Ican hear awhooshing noise 

when the engine is revved, but the garage 

can’t pinpoint the fault. Anyhelp please? 

AntonyRidge 

AWe have seen this problem before 

and experienced the very same 

popping and RP symptoms you 

relate. The most likely cause is that the 

intercooler has asplit on the offside 

(RH from the driver’s perspective) of 

its casing. As the air departs the turbo 

it has to go through the intercooler 

to be chilled beforeitpasses intothe 

engine. Anyair leak on this system 

will result in the aforesaid Restricted 

Performanceand fault codes relating 

to turbo issues being generated. 

The codes will not direct youtothe 

specific fault, as it is amechanical failure 

not an electrical issue. The best wayto 

find the source of anyleaks is to carry 

out asmoketest. To achievethis, remove 

the air filter box, fit pipes to theintake 

and pump smokein–anaerosol can 

be obtained from motor factorsfor this 

purpose. Anyleaks will henceshow visibly. 

XJ-S headtransplant 

QAftertwo head gasket failures 

on my 130k-mile3.6 XJ-S, 

Ihavediscovered that the 

head 

Qswarped. i In addition, the 

valveguides aredisplaying excessive 

wear.Afriend has offered me alowmileage 

4.0 X300 cylinder head for 

avery attractiveprice–free. 

Will this fit my car and arethereany 

performanceadvantages or disadvantages? 

Simon Turner 

AYes, it will fit. If youhave 

access to back issues, we 

coveredthis conversion in 

the June and July 2012 issues. 

The X300 AJ16engine wasdeveloped 

from the earlier AJ6 design and, 

therefore, shares manydesign parameters. 

Essentially,the conversion is purely a 

bolt-on job, but youwill need to use 

theX300 exhaust manifolds, which 

have adifferent manifold flange bolt 

pattern to theAJ6. Thereisnoproblem 

with the existing exhaust system as 

the downpipe flanges areidentical. 

Youwill also requirethe later top 

chain damper (toclear the revised 

cam cover) to blank off the existing oil 

filler tube assembly –the X300 cam 

coverhas an integral oil filler cap. 

As to performance, anyimprovement 

will be fairly imperceptible –the AJ16 

head’s design is moreefficient with better 

gas flow past the smaller diameter valve 

stems, but amoretangible improvement 

will be enjoyeddue to thebetteroverall 

condition of the replacement unit. 

Our technical experts are ready to give you help and advice onany problem. If your question is aparticularly complex one, it may take time to respond, and 

in some circumstances it may bebeyond our resources todoso. In this unlikely event, we will let you know. Please allow up to three months for aresponse via 

the magazine. Personal responses can be given, but at our discretion. Fax: (FAO Jaguar World Q&As): +44 (0)1959 541400 Email: jwm.questions@kelsey.co.uk 

Post (enclosing an SAE): Jaguar World Q&As, Kelsey Publishing Group, PO Box13, Westerham, Kent TN163WT,England. 

JW would like tothank Martin Pike ofClassic Engineering, (01992 788967) Kevin Brackley of 

Chiltern of Bovingdon (01442 832932) and TomLenthall of TomLenthall Ltd (01189731614) 


CLASSIC WORKSHOP 

It’s time to fit the 

headlining and Dynamat 

We areinthe trim shop with our upgraded E-type wherewe 

discover that it’s bestifthe work is carried out in aspecific order 

WORDS AND PHOTOGRAPHY 

JIMPATTEN 

ITISawelcome relief to be 

backwith our upgraded E-type 

fixedhead coupe oncemore. MCT 

Restorations is nowable to begin 

the full retrim, although thereare 

still one or twohold ups. The chrome 

plating carried out by alocal company 

proved less than satisfactory,sois 

being redone by aspecialisttrustedby 

Mickand Chris Turley. 

Ihad expected to fit the Dynamat noise 

and heat suppression before transporting 

the car to Nuneaton, but Mick soon put 

astop tothat. There isaset chain of 

events to follow, and the first in line is the 

headlining –clambering around inside 

the car over the Dynamat while fitting 

the headlining can destroy anything 

you’re wearing because the edges of 

Dynamat are sharp and the glue harsh. 

But these are the only penalties to pay for 

such afine product. So, we are fitting the 

headlining first, then the Dynamat, which 

will soon be covered bytrim and carpet, 

therefore minimising the need to clamber 

over the floor. 

As in most of these cases, we’re showing 

the procedure without the minute detail, 

but getting the headlining perfect is vital 

as everyone will notice wrinkles or apoor 

fit. With the headlining in place, attention 

is turned to the lower section of the car. 

From new, Jaguar secured the harness 

in place with sleeve-covered metal tags. 

Although efficient, the trace outline can 

always beseen through the sill covers, 

so MCT remove the tags and secure 

the harness in place with glue, which is 

actually more efficient anyway. However, 

that glorious paintwork has to be sanded 

back tomake akey for the glue when it 

comes to fitting the trim. 

Then work begins on fitting the 

Dynamat, aproduct proven to reduce road 

noise and vibration. It not only makes the 

cabin abetterenvironment forthe new 

sound system, but, with its secondary 

function of resisting heat, it will aid the 

efficiency of the air-conditioning. We’ve 

further improved heat management 

by using Zircoflex sheeting inside the 

transmission tunnel and on heat shields, 

and Zircoflex coating on the exhaust 

manifold and down pipes. It is now possible 

to putahand on the heat shield alongside 

the manifold without getting scorched. 

Dynamat has perfect qualities for 

bonding to the surface, but it must be 

clean and oil free. So, get in there first 

and prepare the surfaces. It is also vital to 

get the shape right by making atemplate 

from cardboard and then cutting the 

Dynamat to suit. MCT already has trim 

patterns, which are perfect for the job. 

The protective cover on the Dynamat can 

then be removed, allowing it to be fitted 

in place. Trytoget it right first time as 

the bonding is very efficient. With the 

Dynamat in place, we’re ready to move on. 

ACKNOWLEDGEMENTS: 

Mick and Chris Turley at MCT 

Restorations, tel: 02476 371110 

Dynamat, www.dynamat.com 

UK distributor, Celsus, 

www.celsusice.co.uk 

Zircoflex, www.zircoflex.com 

NEXT MONTH: 

Fittingthe door rubbers 



HEADLINING 

1 2 3 

The main headlining had been fitted. Here, 

Micksmooths out the wrinkles 

Anyexcess material can nowbetrimmed off 

and removed 

Still glued in place, the overlap can nowbe 

eased offthe metal 

4 

Using MTC’s ownfabricated tool, the material 

is teased backbehind the metal lip 

6 

5 

In readiness forthe foam backing,glue is 

applied to the car first 

As the material is tuckedaway, anyextraexcess is trimmed off 

7 8 

9 

Here, the foam has been cut to sizeand glued 

in place 

Morefoam is added to thecorner section. Note 

that the door surround has already been trimmed 

in colour,ready to accept the headlining 

Theareaaround the interior light needs to be 

cut to allowthe feed wires access to the light 



10 

11 

12 

Edge beading is sewn intothe headlining 

material, ready to be pushed intothe body 

void at the edge of the headlining 

This part can be very difficult as the void 

gap varies in width –fitting can seem almost 

impossible at times 

Using the same tool (effectively athin, wide 

blade), the material is eased intoplacewhile 

under tension to avoid anywrinkles 

13 

14 

With the topofthe edge section fitted, the bottom follows.This hooks 

underneath. Again, it is vital that it is under tension 

Pulled and stretched, the headlining material is only pushed intoplace 

when the surfaceisabsolutely smooth 

15 

16 

Note how, in this corner section, the topand bottom curves arenow 

flawless 

The 2+2 replacement header rail wasaltered and fittedahead of time. 

Themirror is fitted; sun visorswill follow 



DYNAMAT 

1 2 3 

MCT removesthe tags securing the wiring 

along the inner sill. Onceoff, metal remnants 

arehammered flush 

Instead of using the tags, whichwouldshow 

through, the harness is glued in place 

The handbrakewarning light wiretagsare 

hidden beneath the centreconsole,sothese 

tags can be left in place 

4 5 

6 

By using its ownexisting carpet and trim 

patterns, MCT is able to cut the Dynamat 

perfectly to size 

Trial fit beforeremoving the protective 

backing to avoid having to adjust, because 

adhesivequalities areexcellent 

Thefirst areas to fit should be anyinaccessible 

sections –suchasthe upper footwell 

7 8 9 

Here, the transmission tunnel forwardsection 

hasbeen covered 

Take into account access holes, likethe 

gearboxoil filler plug. Cut asuitable hole in 

the Dynamat 

To cut the filler hole, leave the bung out and 

then cut through the Dynamat onceinplace 

10 11 12 

The Dynamat is nowinposition over the 

remainder of the transmission tunnel 

The remaining areas can be covered, to include 

the section behind the seats and floorpans 

Zircoflex sheeting fittedbeneath transmission 

tunnel cover[see Feb2017] 


PRODUCTSAND SERVICES 

Silicone air filter grommet for six-cylinder E-types, 

and stainless steel brakehoses 

SNG Barrattisthe exclusive 

supplier foranew and 

improved silicone air filter 

grommet, to suit all six-cylinder 

E-types. The amended design 

is longer lasting and far more 

durable than the original rubber 

type. Part number C17546S retails at 

£9.72/$12.96/FR€11.66/NL€11.76/ 

DE€11.57. 

Also new is an extensiverange of 

stainless steel brakehoses, which 

improvebraking performancewhile 

also being resistant to corrosion. 

The improved design allowshigher 

temperatures and longer life; rubber 

hoses expand under brakepedal 

pressure, whichisvirtually non-existent 

with the stainless-steel hose. 

Eachhose is pressuretested to 

4,200psi and exceeds DOTstandards. 

Burst pressureisahigh 12,550psi to 

13,500psi, meeting high-speed and 

high-temperaturerequirements, and 

temperatureresistanceisbetween 

-70°C to +260°C. 

Prices start at £12/$16/FR€14.40/ 

NL€14.52/DE€14.28. 

All prices include local tax. 

Gasket set forall-synchro 

gearboxand S3 E-type brake 

vacuum pipe 

M&C Wilkinson has introduced gasket sets 

forthe all-synchromesh gearbox. They are 

manufactured using acontrol-swell material 

that is designed to absorb oil and fill small 

imperfections in the sealing facewithout 

causing leakage. This material is also ideal 

forareas of low bolt load. Priceis£9.95. 

Part number C35530 is the Series 3 

E-type RHD brakevacuum pipe, as fitted 

between the brakevacuum tank and master 

cylinder,aswellasasecondpipe from the 

servotothe brakemaster cylinder.Supplied 

in pairs, they cost £35+VAT(£42).(£131.40). 

Tel: 01777 818061 

Website: www.mandcwilkinson.com 

Website: www.sngbarratt.com 

Sales OfficeUK 

01746765 432 

Sales.uk@sngbarratt.com 

Sales OfficeUSA 

+1 800 452 4787 (toll free) 

Sales.usa@sngbarratt.com 

Sales OfficeFrance 

+33 (0) 385201420 

Sales.fr@sngbarratt.com 

Sales OfficeHolland 

+31(0) 13 52 11 552 

Sales.nl@sngbarratt.com 

240 stainless steel 

exhaust system 

This stainless steel exhaust system to suit 

the 240 is anew line from David Manners 

and offerstremendous value formoney.Part 

number MEX006, including the basic fitting 

kit, costs £208.33+VAT (£41.66). 

Tel: 0121 544 4040 

Website: www.davidmanners.co.uk 

SS 100doorbuffers 

Swiss specialists Donni Classic Car has 

been restoring anumber of SS 100s. 

They usually requireanew ash frame, 

so new door buffershavetobefitted. 

Unhappy with those on the market, 

Donni Classic Car commissioned the 

original Widney crested containers 

forthe rubber buffers, along with the 

correct buffers. 

As well as perfect buffersand 

seat, some were rejected because 

the lettering was0.5mm toowide, 

although that does not prevent them 

from functioning correctly,and they 

areoffered at agood discount. 

Tel: (+41) 62 754 1929 

Website: www.jaguarclassic.ch 


PRODUCTSAND SERVICES 

Six-cylinder E-type heater matrix 

XKs Unlimited is manufacturing anew and improved six-cylinder E-type heater 

matrix. The original heater coreswereproduced using an old expanded-tube design 

and performed poorly due to little contact between the thin fins and the watertubes 

resulting in very low heat exchange efficiency. 

These modern coresare made with atube-and-fin design, whereseveral layers of 

folded aluminium fin aresandwiched between wide, flat tubes and then topped with 

header tanks. The entireassemblyisovenbrazedsoafar greater surfaceareaoffinsis 

welded to thetubes, resulting in muchhigher efficiency. 

While moreexpensivethan conventional replacements, it is said to be avastly 

superior part. Part number CO-17092 costs£105/€122/$129.95. 

Tel: (+011)805 544 7864 

Email: parts@xks.com 

Website: www.xks.com 

XK parts 

Coventry Auto Components has produced a 

number of new steering/suspension-related 

components, including the rare andawkwardto-find 

topcolumn spline section. CACpart 

number 4429 retails at £90+VAT (£108). All 

associated topcolumn parts arealso available. 

Continuing its range of castings, there 

is aheavy-duty version of the later XK 

120/140/150 anti-roll bar mount brackets. 

CACpart number 4096 is priced at 

£95+VAT (£114). 

Front bumpstop rebound rubberstosuit 

all models –CAC part number 4421–are 

£29.17+VAT (£35)each, while the torsion 

bar parts are(4105 long bolt) £81.82+VAT 

(£98.18); (4106trunnion) £12+VAT (£14.40), 

and (4107long nut) £12.59+VAT (£15.10). 

Tel: 02476 471217 

Website: www.covauto.com 

LED innovation 

The BetterCar Lighting Companyisconstantly 

exploring new ways to harness the power and flexibility 

of LED lighting. Its latest innovation is to upgrade the 

reversing light forcarssuchasthe Mk 2and XK 150. 

The company’s easy-to-fit conversion uses powerful 

LED lighting to truly improvethe flood of light, while 

also harnessing the previously unused spacebehind the 

lens to house an extrapair of redLED lights, whichcan 

be used as either brakelights or rear foglights, and is 

completewith aseparateswitch. 

The completekit, including comprehensive 

instructions, costs £124.99+VAT (£149.99). 

Tel: 0121 7737000 

Website: www.bettercarlighting.co.uk 

Book Review 

Author: Chas Parker 

Publisher: Haynes 

ISBN: 978-1-78521-078-5 

Price: £25 

Website: www.haynes.com 

Obviously this isn’t really a 

workshop manual, but rather a 

history of the D-type designed 

to look likeone,complete 

with aclassic cutaway of the 

car on the front cover. At 

160pages, it offersaprecise 

history from the D-type’s 

origins and development 

to design and anatomy. 

The car’s racing history is 

explored, and author Chas 

Parker (himself an experienced 

motorsport journalist) has 

spoken to those who know the 

car today, including specialist 

restorers, historic racing drivers 

and current owners. 

Addintothe mix the 

individual histories of the works 

carsand other notable chassis, 

and it makes acomplete 

account of Jaguar’s most 

famous racing car. 

Although there’s nothing 

new forthe connoisseur,it’s 

agreat entry-level read into 

the D-type’s history,and 

as abeautifully presented 

hardbound book with plenty 

of archiveand contemporary 

images of the car and the races, 

it is also good value, at just £25. 


SPECIALIST 

Wallis &Son Ltd 

Wallis &Son’s Elliot 

Wallis (front) and sales 

manager RichardEvans 

Full circle 

Wallis &Son turns the clockbackmorethan 

50 yearstoits Jaguar roots. We head to the company’s 

Cambridgeshirepremises to find out more 

WORDS & P HOTOGRAPHY PAUL WALTON 

Wallis and Son Ltd celebrates 

is 80th anniversary this 

year,having enjoyedalong 

and colourful history since 

1937.Asone of Cambridgeshire’s largest 

car specialists, it has been afranchised 

dealer foravariety of prestigious makes 

over the years. 

Elliot Wallis, the company’s current 

managing director and great grandson 

of its founder,tells me, “Wehad many 

dealerships, including Rolls-Royce,Lancia, 

Rover, Land Roverand Jaguar.” Now,the 

companyisaJaguar specialist onceagain, 

alwaysstocking avariety of good-quality 

used models. 

Wallis &Son Ltdbegan when Percy 

Wallis and his son, Geoffrey,started selling 

carsand motorbikes in and around the 

Cambridge area. Says Elliot, “They opened a 

garage called Cresswells in the Thirties, but 

soon opened other garages and businesses 

in Cambridge and Newmarket.” 

Percyhad been passionateabout anything 

with an engine sincehewas achild and, 

with his brother,Horace, he even built an 

aeroplane in his parents’ backgarden. 

In 1984, when Austin Roverwas in 

trouble, Wallis &Son dropped the 

franchise forthe British firm. The company 

then moved to its current location in 

Barton, apicturesque village on the 

outskirts of Cambridge, whereitopeneda 

petrol site, aused-car sales business and a 

repairsworkshop. The movewasn’tinitially 

popular with its long-standing customers, 

but it wasanecessity if the companywas 

to grow,animpossible task in the tight 

confines of Cambridge. Says Elliot, “In the 

old days, we didn’t carry the stockofcars 

we do now,plus therewas less traffic.” 

Geoffrey’s son, Nigel, took over the 

business around the same time as the 

move, and Elliot joined him in 1999 after an 

18-month stint with the local Jaguar main 

dealer.Elliot marks the fourth generation of 

the family to be in charge of the company, 

and works alongside his wife, Hannah, who 

is in charge of the firm’s human resources 

needs. Wallis &Son very muchremains a 

family business. 

The financial crash of the late2000s 

resulted in the companypulling out of the 

used-car market, to concentrateinstead on 

servicing large fleets of vehicles, including 

forthe Asda supermarket chain. When the 

UK’s financial status improved acouple of 


SPECIALIST 

Wallis &Son Ltd 

yearsago,Wallis &Son returned to selling 

used carsand Elliot employedanew sales 

manager,RichardEvans. Richardhad worked 

foraVolkswagen main dealer for13years, 

and waslooking foranew challenge. 

Richardexplains whythey have 

decided to specialise in Jaguar,“We really 

likethe brand, really likethe cars, and 

they’repopular in the Cambridge area.” 

He and Elliot also enjoyworkingwith 

Jaguar enthusiasts, too, finding them 

knowledgeable and easytodeal with. 

“Compared to some, Jaguar owners 

arestraightforward,” says Elliot. “They’re 

usually well educated about the cars, know 

what they want, and understand what to 

look for–meaning they will often buy cars 

unseen over the phone.” 

On the dayofmyvisit, although thereis 

avariety of prestige carsonthe forecourt, 

and agorgeous Ferrari 348 and aPorsche 

911convertible in the showroom, outside 

areavariety of Jaguar sports cars. There 

is afabulous selection of X100 and X150 

XKs. “The X150 is an incredible car for 

the money,” says Richard. “Wecurrently 

have an XKR just £25,000 –and I’d rather 

have that than manyotherssports carsin 

the same pricebracket.Ithas morepower, 

morespace inside and sounds nicer,too.” 

Richardwillonlystock the very best 

examples with low mileage and afullservice 

history,and all the carshereare below 

average mileage; he showsmeaone-owner 

1999 XK8 with just 13,000 miles. But it’s not 

just sports carsthat Richardisinterested in. 

“We’d liketoventureintosaloons,” he says. 

“XEs and XFs arevery good carsand Iknow 

the F-PACE is popular.” 

The sales department, though, is only one 

part of Wallis &Son’s operation; it also offers 

servicing,along with classic and wedding car 

hire, whichcame about by accident. 

“In 2010,when the Asda contract 

ceased through no fault of our own, I 

waswondering what to do with the yard. 

Around the same time, my father bought a 

Jensen Interceptor Series 3and aMk23.8, 

and Isuggested we rent them out. They 

don’t go out often because we’refussy 

about who we rent them to,but they earn 

enough to keep them ticking over.” Elliot 

has sinceadded moreJaguarstothe hire 

car fleet, including twoE-types, the Series 

1½ 2+2 coupe that appeared on the cover 

of our March 2017 issue and agorgeous 

Series 2convertible that Wallis &Son’s 

workshop restored over atwo-year period. 

Thereisalsoarange of classic Minis, 

modern saloons and SUVs. 

Wallis &Son’s clean servicedepartment 

is well specified and includes 12 ramps, and 

Autologic diagnostic equipment that is to 

main dealer level. So, along with servicing 

ABOVE: The sort of car Wallis &Son specialise in: 

an XK8 with just 13,000 miles 

modern cars, thanks to theexperienceof 

technician Dave Worsleyitalsolooks after 

classic models, too. Elliot tells me they have 

around tenE-types on the books, adding, 

“Dave is brilliant and truly understands the 

carsand their common pitfalls and issues. 

We oftenget people come backand say, 

‘It’s never run as niceasthis.’” 

The location might be different, but it’s 

clear from the gorgeous Jaguarsthat Wallis 

&Son stockand rent that the passion for 

the carsisthe same as it was80yearsago, 

and is set to continue. 

BELOW:The interior of the company’s former 

dealership in Cambridge’s city centre, takenin 

the mid-Seventies when the companyhad the 

franchise forBritish Leyland 

Wallis &Son’s well 

equipped and very 

clean workshop 

This gorgeous E-type Series 1½ 2+2 

is just one of the classic Jaguars 

that the companyhas forhire 

Wallis &Son 

Cavendish House, Cambridge Road 

Barton, Cambridgeshire CB23 7AW 

Tel: 01223 263911 

Website: www.wallisandson.co.uk 


Vicarage Modern Classics... 

The Vicarage concept of renewing, upgrading 

and revitalising their Jaguars with modern braking, 

power steering, automatic or manual gearboxes, 

fuel injection and a custom paint finish 

is unique. AVicarage car is not just 

for special occasions, but makes 

every occasion special. 

Please contact us for more information. 

Occassionally Vicarage used cars become available for sale. Please contact us for details. 

Vicarage Classic Parts... 

Below is only asmall selection of our manufactured parts. AFitting Service is available for all Rear Suspension 

and Power Steering Kits. Please telephone for our full colour brochure and price list. 

Power Steering Kit 

Available for XK120, XK140, XK150, 

E-Type’s and MkII’s. 

V12 EType Exchangge 

Carburetor kit 

Set of four 

Bonet insulation 

Available for XJ6’s S1toS3 

A/C Hose outlet cover, Horn ring 

cover, Dash Vents LH/RH 

Steering Cowls 

Upper and lower steering column cowl MkII’s 

Steering column cowl available for V12 

Unit 1, Modular Business Park, Four Ashes, Wolverhampton, WV10 7DE. 

Telephone: 01902 791816 or 791818 . Facsimile: 01902 791271 

Website: www.vicarage.co.uk . Email: sales@vicarage.co.uk

“A Family Run Business Specialising 

In The Motor Trade Since 1937” 

Jaguar XKR 4.2 S2dr Recaro sport seats, Brembo brakes, super 

sports suspension and 20inch wheels, Upgrades -Sports Seats 

Ivory Leather, XKR SPack, 6months warranty, Full dealership 

history, Excellent bodywork, White Full leather interior -Excellent 

Condition, Tyre condition Good, Standard Features -Climate 

Control, Cruise Control, Rear Parking Assist, Computer (Driver 

Information System), Upholstery Leather, Electric Windows (Front/ 

Rear), Telephone Equipment (Mobile Preparation), Alarm, Seats 

Electric (Driver/Passenger -Driver Memory), Alloy Wheels (20in), 

In Car Entertainment (CD Autochanger), Heated Front Windscreen 

with Rain-Sensing Wipers, Jaguar Alpine Premium Sound System, 

Metallic Paint. Metallic Satin Silver, Here we have afantastic 

low mileage example of Jaguars XKR. Mileage isonly 28,399 

miles. This vehicle was sold by Stratstone Jaguar in March 2006, 

making it one of the last of its kind. Finished in Satin Silver with 

ivory Recaro interior and 20 inch Sepang Alloys, the car truly is 

stunning. £32,995 

Jaguar XKR 4.2 2dr-1 owner and only 21000 miles Abeautiful 

example of the XKR! 6months warranty, Next MOT due 

03/12/2017, Last serviced on 04/12/2015 at 20,866 miles, Full 

dealership history, Excellent bodywork, White Full leather interior 

-Excellent Condition, Tyre condition Good, Pearlescent Midnight, 

Ivory Leather, Front Parking Assist, Wood/Lther Heated Steering 

Wheel and Wooden G/knob, Burr Walnut Veneer, Heated Front 

Windscreen, Keyless Entry, Satellite Navigation, Seats Heated 

(Driver/Passenger), Cruise Control, Parking Aid (Front/Rear), 

Climate Control, Seats Electric (Memory Driver/Passenger), In 

Car Entertainment (Radio/CD Autochanger/MP3), Computer 

(Driver Information System), Electric Windows (Front), Telephone 

Equipment (Mobile Preparation), Alloy Wheels (20in), Alarm, 

Heated Front Screen, Upholstery Leather, Cruise control, Electric 

door mirrors, Heated seats, Sports seats. £24,995 

Jaguar XK8 13834 miles 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 of2433m, 

3848m, 4829m, 5827m, 6587m, 7550m, 8147m, 9075m, 

10041m, 10710m, 11577m, 12303m. 6months warranty, 12 

months MOT, Last serviced at 13517 miles, Full dealership 

history, Excellent bodywork, Full leather interior -Excellent 

Condition, Tyre condition Excellent, Metallic Meteorite, els -Cast 

Alloy 8in fr/9in rear x18in 7Flute, CDAutochanger (6 discs), 

Mirror Pack, Climate Control, Alarm, Telephone Equipment 

(Fixed), Computer, Electric Windows (Front), Seats Electric 

(Driver), Traction control, Air Bag Driver,Air Bag Passenger, 

Air conditioning, Central Door Locking, Electric door mirrors, 

Electric windows, Power-Assisted Steering, Radio, Seat Height 

Adjustment. £21,995 

Jaguar XK8 4.2 2dr Full Jaguar history and body kit, Upgrades 

-Heated Front Windscreen with Rain-Sensing Wipers, Headlight 

Powerwash, Metallic Paint, Mirrors -Power Fold Back/ 

Electrochromic, Cast Alloy Wheels 19in Atlas, Xenon Headlights 

(with Auto Levelling/Powerwash), Adaptive Cruise Control with 

Forward Alert, Rear Parking Assist, 6months 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, 

Standard Features -Cruise Control, Climate Control, Computer 

(Driver Information System), Alarm, Upholstery Leather, In 

Car Entertainment (Radio/CD Autochanger), Electric Windows 

(Front). Metallic Platinum, Here we have abeautifully presented 

XK8. The car was supplied new from Stratsone in Newcastle. 

£18,995 

Jaguar XK 4.2 V8 2dr This XK was the first car Jaguar designed 

and built this Millennium. The All Aluminium XKisahugely 

updated car, yet maintaining the looks and feel of the original. 

6months warranty, 12months MOT, Last serviced at 36,020 

miles, Full dealership history, Excellent bodywork, White Full 

leather interior -Excellent Condition, Tyre condition Excellent, 

Metallic Liquid Silver. Ivory Trim, Heated Front Windscreen, 

Heated Wood and Leather Steering Wheel, Adaptive Cruise 

Control, Computer Active Technology Suspension (CATS), 

Power Foldback Electrochromatic Door Mirrors, Front Parking 

Assist with Touch-Screen Visual Aid, Traction control, Satellite 

navigation, Radio, Parking aid, Leather seats, Height adjustable 

drivers seat, Electric door mirrors, CD Player,Air conditioning, 

Airbags, Alloy wheels, Central locking, Electric windows, Heated 

seats, Immobiliser, Lumbar support, Power steering, Remote 

central locking. £20,995 

Jaguar XKR The car was delivered by H.A. Fox of Cheltenham 

in March 2003. The car has enjoyed comprehensive servicing, 

with intervals of 6356m, 10177m, 13143m, 16963m, 20798m, 

29343m, 31652m, 34589m, 37193m and 38382 miles. 6months 

warranty, 12months MOT, Last serviced on 24/02/2015 at 38,382 

miles, Full service history, Excellent bodywork, Ivory White 

Full leather interior -Excellent Condition, Tyre condition Good, 

Metallic Slate, Reverse Parking Aid, Reverse Parking Control, 

Warning Triangle, Ivory Colour Leather Trim, Adaptive Cruise 

Control, Metallic Paint, Sports Leather Contrast Seats, Cruise 

Control, Parking Aid (Rear), Seats Heated (Driver/Passenger), 

Climate Control, Upholstery Leather, Seats Electric (Driver/ 

Passenger), Computer (Driver Information System), Alarm, Alloy 

Wheels (18in), Electric Windows (Front). In Slate grey with ivory 

sports seats, this XKR really stands out. £18,995 

Jaguar XKR Here we have abeautifully looked after XKR. This 

car was registered new inOctober 2000 with Cambridge Jaguar, 

and has enjoyed 1owner since. The car has been serviced every 

year with the selling dealer, and this is reflected in the drive. 6 

months warranty, 12months MOT, Last serviced on 16/08/2016 

at 62,341 miles, Full dealership history, Excellent bodywork, Full 

leather interior -Excellent Condition, Tyre condition Excellent, 

Emerald, Finished in Emerald Green, with Oatmeal leather, 

the car is lovely to look at. Reverse Parking Aid, Heated Front 

Seats, First Aid Kit, adaptive damping (CATS), Electro-chromatic 

mirror pack, Powerfold mirrors, Heated Front Windscreen with 

Timer, Climate Control, Cruise Control, Computer,Alloy Wheels 

(18in), In Car Entertainment (CD Autochanger), Electric Windows 

(Front), Alarm, Seats Electric (Driver) £12,995 

Jaguar XK8 4.0 2dr This is alovely XK8 ready to use and enjoy! 

The car has been Enjoyed and cared for by 4owners since it 

was registered in October 1996 at Stratstone of Birmingham. 

The car has afully stamped up service book and documented 

history to support its 20 years use. 6months warranty, Next MOT 

due 13/06/2017, Last serviced on 29/04/2015 at 91,744 miles, 

Full service history, Good bodywork, Beige Full leather interior 

-Good Condition, Tyre condition Good, Metallic Sherwood, 

Cream Leather Trim, Harman Kardon CD audio pack, Paint 

Mica Metallic, Headlamp Wash, Heated Front Screen, Alloys: 

18inx8infront 9inrear, CDAutochanger (6 discs), Air Filtration, 

3x3 point rear seat belts, Air conditioning,Airbags, Alarm, Alloy 

wheels, CD Player, Central locking, Electric door mirrors, Electric 

windows, Height adjustable drivers seat, Immobiliser, Leather 

seats, Power steering, Radio, Remote central locking. £7,995 

So please do not delay and call us today to arrange atest drive of aquality used car from afamily 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 aviewing, you won’t be disappointed., Family 

Business Since 1937 Specialising in Sports &Classics. 

Cavendish House, Cambridge Road, Barton, Cambridgeshire, CB23 7AW 

01223 263911 sales@wallisandson.co.uk

Jaguar XK 5.0 Supercharged V8 Dynamic R2dr **WOW** 

20" Vortex Alloys, Speed Pack BodyKit, Jaguar Smart Key 

System with Keyless Entry, Rear View Camera, IvoryQuilted 

Recaro Seats, Xenon Headlights, Bowers and Wilkins Stereo, 

Super Performance Brakes, Red Brake Calipers, Suedecloth 

Headlining, Speed Limiter 174mph, Air conditioning, Heated 

seats, DAB Radio, Satellite navigation ..................... £45,995 

Jaguar XKR 5.0 Supercharged V8 2dr *SPEED 

PACK* 6months warranty,Full dealership 

history, Excellent bodywork, Interior -Excellent 

Condition, Tyre condition Excellent XKR Speed 

Pack, AlloyWheels-8.5J/9.5Jx20in Kalimnos 

Painted Fin., Adaptive Front Light./Dynam. 

Pivot./Corner.Lights, 174 mph Speed Limiter, 

Navigation with Route Guidance with Traffic 

Messaging Chanel .................................£39,995 

Jaguar XK 5.0 V8 Portfolio 2dr *2014* 6 

months warranty,Last serviced at 29,000 miles, 

Full service history, Excellent bodywork, Full leather 

interior -Excellent Condition, Tyre condition New, 

Metallic Sratus, IvoryLeather Interior,20" Kalimnos 

Alloys, Heated Front Windscreen, Rear View Camera, 

DAB Radio, Headlamp Powerwash,Front and Rear 

Park Aid .................................................... £39,995 

Jaguar XK 5.0 V8 2dr **I OWNER FJSH** 6months 

warranty,Full dealership history, Excellent bodywork, 

Full leather interior -Excellent Condition, Tyre condition 

Excellent, Metallic Winter Gold, Air conditioning, Airbags, 

Alarm, Central locking, Cruise control, Satellite navigation, 

Heated seats, DAB Radio, 18" Venus Wheels, Front and Rear 

Park Aid, Rain Sensetive Wipers, Traction control, CD Player, 

Headlamp Powerwash, Cashmere Leather Interior .. £32,995 

Jaguar XKR 5.0 Supercharged 2dr 6months 

warranty,Full service history, Excellent bodywork, 

Interior -Excellent Condition, Tyre condition 

Excellent, Suede Cloth Headlining, Heated Leather 

Steering Wheel, Bowers and Wilkins Music system, 

Heated/Cooled Seats Black......................... £31,995 

Jaguar XKR 5.0 Supercharged 2dr *FACELIFT 2012 

MODEL* 6months warranty,Full dealership history, 

Excellent bodywork, Full leather interior -Excellent 

Condition, Tyre condition Excellent, Metallic Lunar, 

Navigation with Route Guidance with Traffic Messaging 

Chanel, Cruise Control with Active Speed Limiter,Dual Zone 

Automatic Climate Control with Humidity Control, Touch 

Screen Monitor,Front and Rear Parking Aid with Touch 

Screen Visual Indicator ........................................... £30,995 


warranty,12months MOT,Full service history, 


Condition, Tyre condition Excellent, Metallic Ultimate, 

Electric Windows (Front), Rain Sensor, Heated/ 

Cooled seats, Bowers and Wilkins Stereo, Red Brake 

Calipers with Rlogo, Super Performance Brakes 

.................................................................. £30,995 


warranty,Full dealership history, Excellent 

bodywork, Interior -Excellent Condition, Tyre 

condition Excellent, Metallic STRATUS, Upholstery 

Leather,20" Nevis Alloys, Xenon Headlights, Heated/ 

cooled seats, Bowers and Wilkins music System, 

DAB Radio, Keyless Entry, Red Brake Callipers, 

Bluetooth..................................................£29,995 

Jaguar XK 5.0 V8 Portfolio 2dr *7JAGUAR SERVICES * 

IvorySeats with Oyster Cha. Upper IvoryStitching, Heated 

Leather Steering Wheel, Satellite Navigation, Active Ventilated 

Front Seats -Heated and Cooled, Seats Heated (Driver/ 

Passenger), Climate Control, Cruise Control, Parking Aid (Front/ 

Rear), Alarm, Rain Sensor,20in Kalimnos AlloyWheels, Heated 

Front Windscreen, Bowers and Wilkins Music System, Ivory 

Leather interior......................................................... £28,995 

Jaguar XK 5.0 V8 Portfolio 2dr *2012 MODEL, GIANT 

SPEC* 6months warranty,12months MOT,Full dealership 

history, Excellent bodywork, Full leather interior -Excellent 

Condition, Tyre condition Excellent, Navigation System with 

DVD Mapping, 7in Full Colour Touch-Screen Display,Active 

Ventilated Front Seats -Heated and Cooled, Automatic Climate 

Control with Humidity Control and Dual Zone Temperature 

Control for Driver and Front Passenger...................... £27,995 

Jaguar XK 5.0 V8 Portfolio 2dr 6months warranty,12 

months MOT,Full dealership history, Excellent bodywork, 

Interior -Excellent Condition, Tyre condition Excellent, 

Metallic Azure, Digital Audio Broadcasting (DAB) Radio 

Receiver,Heated Leather Steering Wheel, Satellite 

Navigation, Active Ventilated Front Seats -Heated and 

Cooled, Seats Heated (Driver/Passenger), Climate Control, 

Cruise Control, Parking Aid (Front/Rear),.................. £27,995 

Jaguar XKR 5.0 Supercharged 2dr Satellite 

Navigation, Climate Control, Parking Aid (Front/Rear), 

Seats Heated (Driver/Passenger), Cruise Control, 

Heated Front Screen, Electric Windows (Front), 

UpholsteryLeather,Rain Sensor,AlloyWheels (20in), 

In Car Entertainment (Radio/CD/MP3/CD Autochanger), 

Seats Electric (MemoryDriver/Passenger), Telephone 

Equipment (Bluetooth Interface), Alarm ............£26,995 

Jaguar XK 4.2 V8 60 2dr *LIMITED EDITION XK60* 

Keyless Entry, Satellite Navigation, Seats Heated (Driver/ 

Passenger/Rear), Parking Aid (Rear), Cruise Control, 

Climate Control, Heated seats, Height adjustable drivers 

seat, Aluminium JGate, Aluminium Pedals, Burr Walnut 

Dashboard, Black Power Hood, Bluetooth, XK 60 Bodykit, 

Leather Capped Gearknob, 20" Seta Alloys, IvoryLeather 

Interior,Black Mohair Power hood .....................£26,995 

Jaguar XK 5.0 V8 Portfolio 2dr *1 OWNER 

FJSH* Satellite Navigation, Active Ventilated Front 

Seats -Heated and Cooled, Cruise Control, Seats 

Heated (Driver/Passenger), Climate Control, Parking 

Aid (Front/Rear), 20in Kalimnos AlloyWheels, 

Heated Front Windscreen, Rain Sensor,AlloyWheels 

(20in), UpholsteryLeather,Electric Windows (Front), 

Telephone Equipment (Bluetooth Interface) .. £25,995 

Jaguar XKR 4.2 2dr *CHEAP ROAD TAXONLY 

£295* 6months warranty,Service history, Excellent 

bodywork, Full leather interior -Excellent Condition, 

Tyre condition Excellent, Metallic Liquid, In Car 

Entertainment (Radio/CD Autochanger/MP3), Paint 

Metallic, Seats Electric (MemoryDriver/Passenger), 

Telephone Equipment (Mobile Preparation), 20" 

Senta Alloys, Bluetooth ............................£25,995 


warranty,Full service history, Excellent bodywork, 

Interior -Excellent Condition, Tyre condition 

Excellent, Metallic Liquid, Heated Front Screen, 

Telephone Equipment (Bluetooth Interface), Electric 

Windows (Front), Rain Sensor,Warm Charcoal 

Leather stitched Cranberry, DAB Radio......£25,995 

Jaguar XKR 4.2 2dr PORTFOLIO LTDEDITION 6months 

warranty,12months MOT,Service history, Excellent 

bodywork, White Full leather interior -Excellent Condition, 

Tyre condition Excellent, Metallic Celestial, All cars are fully 

inspected, serviced and receive a6month AAwarranty, 

Satellite Navigation, Climate Control, Cruise Control, Parking 

Aid (Front/Rear), Seats Heated (Driver/Passenger), Alarm, 

Computer (DriverInformation System) .................... £24,995 

Jaguar XKR 5.0 Supercharged 2dr 6 

months warranty,Full dealership history, 

Excellent bodywork, Full leather interior - 

Excellent Condition, Tyre condition Excellent, 

Metallic Ultimate, Adaptive Front lighting, Air 

conditioning, CD Player,Power steering, Warm 

Charcoal Leather,Red Brake Calipers 

.........................................................£24,995 

Jaguar XKR 4.2 2dr Satellite Navigation, Parking 

Aid (Front/Rear), Climate Control, Cruise Control, 

Seats Heated (Driver/Passenger), Seats Electric 

(MemoryDriver/Passenger), Computer (Driver 

Information System), Electric Windows (Front), Alarm, 

Telephone Equipment (Mobile Preparation), Heated 

Front Screen, Warm Charcoal Leather,Burr Walnut 

dashboard, Black 20" Senta Alloys..............£23,995 

Jaguar XKR 4.2 2dr 6months warranty,Full 

dealership history, Excellent bodywork, Full leather 

interior -Excellent Condition, Tyre condition Excellent, 

Satellite Navigation, Parking Aid (Front/Rear), Climate 

Control, Seats Heated (Driver/Passenger), Cruise 

Control, Paint Metallic, Telephone Equipment (Mobile 

Preparation), Electric Windows (Front), Warm Charcoal 

Leather.Pearlescent Prism........................... £23,995 

Jaguar XKR 4.2 2dr *GIANT SPEC* 6months warranty, 

12 months MOT,Full service history, Excellent bodywork, 

Full leather interior -Excellent Condition, Tyre condition 

Excellent, Metallic Pearl, Active Front Lighting, Adaptive 

Cruise Control(ACC), Keyless Entry, IvoryLeather,Luxury 

Sports Interior,Heated Front Windscreen, Heated Leather 

Steering Wheel, Jaguar Premium Surround Sound, Burr 

Walnut Veneer,Front Parking Assist, .................£22,995 

Jaguar XKR 4.2 2dr *SUPERCHARGED* Full 

service history, Black Full leather interior,Satellite 

Navigation, Climate Control, Cruise Control, Parking 

Aid (Front/Rear), Seats Heated (Driver/Passenger), 

Alarm, Computer (Driver Information System), 

Electric Windows (Front), Heated Front Screen, In Car 

Entertainment (Radio/CD Autochanger/MP3), Seats 

Electric (MemoryDriver/Passenger) ............£22,995 

Jaguar XK 4.2V8602dr *LTD EDITION LOW MILEAGE* 

6months warranty,Full dealership history, Excellent 

bodywork, Interior -Excellent Condition, Tyre condition 

Excellent, Silver,XK60Anniversarybodystyling, Satellite 

Navigation, Cruise Control, Climate Control, Parking Aid 

(Rear), Seats Heated (Driver/Passenger/Rear), Upholstery 

Leather,InCar Entertainment (Radio/CD/MP3/CD 

Autochanger), Electric Windows (Front/Rear)........... £21,995 

Jaguar XJ 3.0 TD Portfolio 4dr Full service history, 


Condition, Tyre condition Excellent, Metallic Azurite, 

DAB Radio, Blind Spot Monitor,Jet Suedecloth 

Premium Headlining, IvoryLeather,Digital /Analogue 

Television, PrivacyGlass, Navigation System -with 

HDD Mapping, RDS and Traffic Message Chanel/ 

Dynamic Route Guidance,........................... £20,995 

Jaguar XKR 4.2 2dr *9JAGUAR SERVICES* 6months 

warranty,12months MOT,Full service history, Excellent 

bodywork, White Full leather interior -Excellent 

Condition, Tyre condition Excellent, Metallic Midnight, CD 

Player,Central locking, Electric windows, Heated seats, 

Power steering, Air conditioning, Remote central locking, 

Airbags, Satellite navigation, Bluetooth, Jaguar Premium 

Sound Music system, 20" Senta Alloys ............£19,995 

Chiltern Jaguar Specialists

J62-884 

J59-045 

J60-797 

J63-707 

1962 Jaguar Mark II 3.8 Sedan 

This 1962 Jaguar Mark II 3.8 Sedan is aspectacular example 

that was the recipient of ano-expense-spared, comprehensive 

bare-metal restoration by Jaguar experts at Classic Showcase. 

The car is in an attractive color combination of Opalescent 

Maroon over aTan interior, providing adistinctly elegant look 

to an already great style. Classic Showcase -Oceanside, 

California -www.classicshowcase.com -T:001 760 758 6100 

1959 Jaguar Mark IX 3.8 Sedan 

This very original, matching numbers 1959 Jaguar Mark 

IX has been well maintained and lovingly cared for by 

Jaguarprofessionals throughout its long term ownership. 

With its great history of being campaigned, it was 

appreciated by judges and spectators alike! 

Classic Showcase – Oceanside, California – 

www.classicshowcase.com –T:001 760 758 6100 

1960 Jaguar XK-150 3.8 DHC 

This Jaguar is currently undergoing acomprehensive 

restorationtoashow/driver level. The 3.8 engine model 

had a few distinct changes, amongst them asignificant 

difference in therear tail light fixtures. With an estimated 

completion date of spring 2015. 

‘Classic Showcase –Oceanside,California– 


1963 Jaguar Mark II 3.8 Sedan 

The ultimate iteration of the seminal Mark II model, this 3.8-liter 

overdrive-equipped example which has been very well cared for 

during its lifetime, exhibits many original finishes throughout. 

Fine, largely unrestored examples such as this are rarely coming 

up for sale today, making this opportunity all the more special. 

‘Classic Showcase –Oceanside, California – 


J77-600 

J74-055 

J71-974 

J67-000 

1977 Jaguar XJ6C Sports Coupe 

This British Racing Green XJ6C Sports Coupe is alovely and very original 

example, and avery straight and solid car in stock factory condition. This 

particular example features aunique Pillar-less Window post design, and while 

very sporty, the car has more than enough room to accommodate up to 5adults. 

Coming in abeautiful color combination of British Racing Green over aBiscuit 

interior and Black vinyl roof that is unique to this model Classic Showcase - 

Oceanside, California -www.classicshowcase.com -T:001 760 758 6100 

1974 Jaguar-XKE Series 3 V12 OTS (with hard top) 

Completed at Jaguar's Browns Lane factory in June of 1974, this 

exceedingly original E-Type Roadster is one of the final examples of the 

legendary model. Believed to have been delivered to the US when new, 

the car is equipped with left hand drive, and the end-of-the-line twelvecylinder 

power plant. Finished in the very fitting livery of silver metallic 

over red, this highlyoriginal Jaguar is believed to have covered just 

over 18,000 miles since new.Classic Showcase-Oceanside, California 

- www.classicshowcase.com - T:001760 758 6100 

1971 Jaguar XKE Series II V12 2+2 

Exceptionally preserved Series II V12 with an unbelievably 

low 8,480 original miles since new! Always well 

maintained and in agorgeouscolor combo of British 

Racing Green over biscuit, this XKE presents aunique 

opportunityfor the collector demanding originality. 

Classic Showcase -Oceanside, California 

-www.classicshowcase.com -T:001 760-758-6100 

1967 Series 14.2 OTS 

This stunning, matching numbers, original CA black plate 

1967 Jaguar XKE OTS was completed at the Jaguar factory 

on March 2nd, 1967 and was destined to the first owner, Mr. 

Cavon of Oakland, CA. Raised on the West Coast in California, 

and recently in Colorado, it has lived aluxurious life being 

well cared for and pampered in afew large collections. 

Classic showcase –Oceanside, California – 


J67-902 

J90-569 

J66-434 

J67-374 

1967 Jaguar SType 3.8 Sedan 

Nowisyour chance to have astylish and collectible Sedan that has all of the performance 

and comfort features collectors seek in aclassic Jaguar. This original single family 

owned since new SType Sedan is aSouthern California car with original Black Plates 

and quite asurvivor, full of great patina throughout; the Sedan has been well maintained 

and cared for throughout the course of its life, and comes equipped with an original and 

Jaguar factory-authorized Coolaire air conditioning system and owner’s manual. Classic 

Showcase -Oceanside, California -www.classicshowcase.com -T:0017607586100 

1990 Jaguar XJS V12 Coupe 

This Jaguar is in great condition, and is a truetime capsule 

of originality that drives like a dream. It comes dressed in 

its original, brilliant Signal Red, and sporting a Black leather 

interior. Mechanically sound, it was always maintained by 

local Jaguar specialists. The V-12Engine isvery 

powerful, 

silky smooth, and very 

quiet.Classic Showcase - Oceanside, 

California -www.classicshowcase.com -T:001 760 7586100 

1963 Jaguar-XKE Series 14.2 OTS 

This 1963 Series 1E-Type has recently benefitted from acomprehensive, professional restoration 

by Jaguar professionals. The matching-numbers car is presented in aspectacular color 

combination of White over Red, with aBlack convertible soft top. The E-Type has had over 

$200,000 worth of restoration work performed, and includes many new parts throughout; during 

the restoration process, the car was stripped to bare metal, metal finished, fitted, primered 

sealed,painted, wet sanded and buffed to the beautiful finish you see today. Classic 

Showcase -Oceanside, California -WWW.classicshowcase.com -T:001 760 758 6100 

420 GSedan 

This attractive 420 Gsedan is avery original California black plate car that is full of patina and complimented 

by what is believed to be single ownership by aNorthern California resident. The Motor magazine's October 

1966 issue referred to the 420 Gas"still one of the best looking large cars in the world today", and 

commented on the similarity of its new radiator grille to that of the 420...This particular example comes in a 

lively color combination of Opalescent Green over aBlack with wood trimmed interior, and runs very well as 

adaily driver, and features anumber of desirable features such as afactory-optional air conditioning system, 

aBlaupunkt stereo system, original owner’s manual and toolkit. While presently in good runningand driving 

order, Classic Showcase recommends afresh servicing along with very minor work performed onthe sedan to 

ensure an optimal driving experience. If you have been looking for agreat entry-level classic Jaguar as afun 

daily driver or one to restore at your own pace, then this 420 Gcold be just the Jaguar you are lookingfor! 

J76-140 

J51-751 

J65-570 

J77-003 

1976 Jaguar XJ6C 4.2 Liter Sports Coupe 

Exceptionally preserved and stylish XJ6 that has been brought back 

to life after 20 years in storage. Highly original with limited mileage, 

it has received afull servicing to the cooling &fuel systems, anew 

battery, tires, new hoses, new steering rack boot, front brake pads, 

front sway bar bushings, down link bushings, &engine mounts. 

Truly an original XJ6C. classic Showcase -Oceanside, California - 

www.classicshowcase.com -T:001 760 758 6100 

1951 Jaguar 'LT1' 3.4RoadsterRecreation 

The very special Roadster presented here is afaithful 

recreation of avery famous carthat is steeped in rich 

Jaguar automotivehistory.In1951, as William Lyons was 

preparing Jaguar’s upcoming C-Type model for entry at 

Le Mans, he ordered (3)XK-120 “Special Works” models 

as an insurancepolicyin the event the C-Type would not 

be ready intime for the upcoming Le Mans race. 

classic Showcase - Oceanside, California - 

www.classicshowcase.com - T:001 760 758 6100 

1965 Jaguar XKE Series I4.2 OTS 

It is not often that you find an E-Type with less than 

30,000 miles that is original as this car. This would be a 

spectacular car to perform apreservation restoration to or 

you can take it to ahigh level show car if you wish. 

Classic Showcase -Oceanside, California - 


1977 Jaguar XJ6L Series II 4.2 Sedan 

This well preserved and very stylish XJ6L is aSouthern 

California car since new, and has spent it's entire life in 

the Western region of the United States. 

Classic Showcase -Oceanside, California 


J62-245 

J52-514 

J52-326 

J67-193 

1962 Jaguar-Projects XKE Series 13.8OTS 

This car is for sale as aClassic Showcase restoration, equal to our driver/ 

show-driver/show restoration levels. Please see our restoration page for 

further information. We have found ahidden treasure, atruebarnfind. 

Now is your opportunity to bring this wonderful treasure aesthetically 

back to its prior glory days. This can be your next dream project to restore 

to all your specifications, and desires. classic Showcase -Oceanside, 

California -www.classicshowcase.com -T:001 760 758 6100 

J53-278 

1952 Jaguar XK-120 3.4 OTS 

This very stylish XK-120 roadster is astrikingly well-preserved example with 

agorgeous color combination, exuding thepure beauty and elegance that 

is most often associated with Jaguar's XK-120 models. This example has 

been driven ascant 18,197 miles since new, and brims with originality and 

patina throughout. Previously, the roadster was owned by 2 prominent Jaguar 

collectorswho always took great care in preserving the car, while driving it 

sparingly and keeping it's originality intact. 

classic showcase - Oceanside, California 

-www.classicshowcase.com - T: 001 760 758 6100 

J67-925 

1952 Jaguar XK-120 3.4 FHC 

This magnificently styled 1952 Jaguar XK-120 has lines and 

beauty way ahead of its time, begging to be driven and enjoyed. 

The Coupé is amatching-numbers car, elegantly presented in 

anexquisite color combination of Jaguar Dark Blue over aGrey 

leather interior. Benefiting from acomprehensive restoration by 

Jaguar professionals Classic Showcase -Oceanside, California 

-www.classicshowcase.com -T:001 760 758 6100 

J70-486 


This highly original, single-family owned Jaguar E-Type roadster 

was built in March of 1967, and was later dispatched to New York 

and then on to Southern California where it has been kept since. 

With only 62,069 original miles, it is numbers-matching, and 

retains its California Black Plates. The Roadster was the subject of 

arestoration performed by Jaguar Professionals, and presents in its 

truly original and stunning color combination of Opalescent Maroon, 

fit with abeautiful Black interior as stated in its JDHT Certificate. 

Classic showcase -Oceanside, California - 


J66-352 

1953 Jaguar XK-120 3.4 FHC 

This CA black plate, matching numbers XK-120 is avery original car that has been well 

preserved. It can be purchased “as is” for you to restore as you wish, or you can purchase it, and 

have Classic Showcase restore it to aShow Driver or Show level. It was originally British Racing 

Green, and it can be taken back to its original color combination during the restoration, if you 

like. It is very hard to find good original, unmolested cars coming with the original hoses, clamps, 

and panels still in place. The interior is also original, which is unusual to find on a car of this age. 

Classic Showcase - Oceanside, California - www.classicshowcase.com - T: 001 760 758 6100 

1967 Jaguar XKE Series I 4.2 OTS 

This one owner, all original, CA black plate 1967late 

Series IXKE shows fabulous patina. It has been stored for 

many years, is in its original color combination of Carmen 

red and black and has only 52,123 original miles. 

‘Classic Showcase – Oceanside, California – 

www.classicshowcase.com – T: 001 760 758 6100 


This unmolested 1970 E-Type Roadster is an attractive and exceptional 

stock example that is presented in aspectacular color combination of 

Silver and Black, complimented by a Black convertible top. The Roadster 

has received a professional restoration by Jaguar professionals, and 

features a number of new additions including a new exhaust system, 

new shocks, and a fully restored wooden steering wheel. 

Classic Showcase - Oceanside, California www.classicshowcase.com - T:001 760 758 6100 

1966 Jaguar-XKE Series I4.2 FHC 

It is not often that you find an original, unmolested, matching numbers XKE with an original interior. This 

fabulous color combination of golden sand and cinnamon, with long term ownership, has only traveled 

87,028 miles since new. This is acar that we intend to continue on with the preservation restoration. 

Wewill do all the mechanical services to makeitagood driver, and then it will be scheduled for 

paint, and afew remaining details attended to. Once completed, it will be a good contender for the 

preservation category in Jaguar Concours. It is a very difficult to find such a rare beauty in this condition. 

Classic Showcase - Oceanside, California - www.classicshowcase.com - T: 001 760 758 6100

Jaguar 

enthusiasts’club 

Sharing the Passion 

Getevenmoreenjoymentout of 

your Jaguar at the 

one stop 

community 

forclassic 

and modern Jaguars - JOIN TODAY 

MEMBERSHIP APPLICATION FORM 

FREEPOST to (BS-6705) Patchway,Bristol BS34 8PAortel: 0117 969 8186/fax: 0117 979 1863 

email: office@jec.org.uk or join online at www.jec.org.uk 

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BOOKSALE

ON SALE FRIDAY, 

JUNE 16,2017 

£3,000 JAGUARS 

Find out what makes seven Jaguars,all worth £3k, such 

great value and what to look forwhen buying one 

SS 100 

Former Ecurrie Ecosse driver Ian Stewart 

began his career hill climbing an SS 100. 

We examine his car 


Afteralifeofease, this E-type moved 

intoaworldofadventure, touring 

Europe, America and Africa 

XKR Portfolio 

We look at the history and improved 

specification of the limited edition XKR 

Portfolio from 2007 

PLUS: News, Events, JECmotorsport, Workshop, Our Jaguars, Your Jaguar and much, 

muchmore. All in the July 2017 issue of Jaguar World,onsale Friday, June 16,2017 

Contents subject to change www.jaguar-world.com 

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 

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course of delivery to you, we will provide 

reasonable assistance inseeking 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 byuswhere 

replacement goods cannot beprovided. 

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Readers wishing tocarry out any ofthe 

tasks outlined in technical or “step-bystep” 

features should ensure they have 

the necessary skills and equipment 

to do so safely. Kelsey Publishing 

accept no responsibility for any injury 

or damage incurred in the process of 

following one of these features. 

DRIVING OUR ADS/ROAD TESTS 

Where we test acar or other vehicle 

that iscurrently 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 atechnical 

inspection report for the vehicle, 

and should not be relied upon assuch. 

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inthe report, including errors 

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enquiries@swallows-jag.co.uk 

www.swallows-jag.co.uk 

tel: 0115 949 7211 

email: sales@autosparks.co.uk 

www.autosparks.co.uk 

P&KTHORNTON RESTORATIONS 

ESTABLISHED 1967 

CLASSIC JAGUAR SPECIALISTS 

Servicing, suspension, brake 

overhauls &upgrades, electrical 

work, rewires, full &part Retrims, 

Hoods, Sills ,restorations completed. 

XK-MK2-E TYPE 

Not VAT registered (No VAT) 

Tel: Nottingham 0115 926 2266 

www.thorntonrestorations.com 

ESSEX JAGUAR SPARES 

USED PARTS FROM 1990 TO LATEST MODELS 

MAIL ORDER WORLDWIDE 

SERVICING, REPAIRS, DIAGNOSTICS 

Jaguars Wanted, MoT Failures/Salvage 

INDEPENDENT JAGUAR SPECIALIST EST. 26 24 YRS 

01708 228150 

www.jaguardismantlers.co.uk 

CLASSIC CAR AUTOMATIC 

TRANSMISSIONS 

ALL CLASSIC CAR AUTOMATIC 

TRANSMISSIONS RECONDITIONED 

&SPARE PARTS SUPPLIED 

G. WHITEHOUSE AUTOS LTD. 

Tel: 0121 559 9800 

www.gwautos.com 

info@gwautos.com 

CLASSIC CAR AUTOMATIC CONVERSION 

Convert your classic car to 

Jaguar XJ40 four-speed automatic. 

KITS NOW AVAILABLE FOR MOST CARS 

Chiltern Jaguar Specialists 

www.chilternjag.co.uk 

• Bumper 68 Page Catalogue 

• Many new products added 

• Available in fully pageturnable 

‘e-book’ format 

The world’s largest recycler of 

Jaguars of all models 

1995 -current model 

Currently dismantling over 300 

Jaguars. We offer afull 

programme of reconditioned parts 

and avast range of used parts. 

01325 722777 

Fax: 01325 722778 dave@eurojag.com

Finishing Lines 

Williams Lyons,SS90, Blackpool, June 1935 

JAGUARFOUNDER William Lyons rarely 

competed in the carshecreated, despite 

being akeencompetitor on motorcycles 

in his youth. One of the rare occasions he 

did wasinlateJune 1935, at aBlackpool 

speed test. 

The car wasthe second SS 90 prototype – 

registration AVC477.Itdiffered from the first car 

(ARW395)byavertically mounted sparewheel at 

the rear,rather than arounded tail, and also because 

the radiator wasunusually badged SS 1and the car 

carried no SS 90 identification. 

The event wasthe SS Car Club’s first major rally 

after its formation the previous year,and washeld at 

Blackpool (SS’ home until 1928 when the company 

moved to Coventry). Although it wasnot officially 

entered –Lyons wasonlytheretodemonstratethe 

then-new sports car –hestill showed his prowess 

behind the wheel by setting the fastest time in the 

slalom test. At 64 seconds, he wasseven seconds 

faster than the nearest official competitor. 

This is the only known pictureofLyons at the 

event and, as can be seen, the Club’s members 

turned out in avariety of vehicles. In the background, 

thereisarareSS1Airline, twoorthree SS 1coupes 

and an SS 1saloon. 

Sadly,success on theday wasmarred forLyons 

afteritwas discovered that the Club’s treasurer had 

absconded with the funds collected at the meeting, 

leaving Lyons to foot the huge hotel bill. 

Despitethe sour ending to the event, it 

demonstrated what the companywas capable off, 

whichwas later confirmed by the faster SS 100and 

the long list of incredible sports carsthat followed. 


Tools 

• MK2, S Type, XJ, 420 Front Spring Compressor 

• XJ40, X300, X308 Front Spring Compressor 

• I.R.S E Type etc Rear Spring Compressor 

• X300, X308, Rear Spring Compressor 

• MK2, E Type, S Type (60’s) Hub Puller 

• Wire Wheel Adaptors, for the hub puller 

• X308, XK8, ABS Rotor Nut Socket 

• MK2, XK’s, 4HA Type, Half Shaft Removal Tool 

• V12 Head Removal Tool 

• S Type Hub Puller 1999> 

• V12 Cam Shaft Sprocket Retainer 

• V12 Cylinder Liner Retainers 

• Mid-Engine Stabilizer Tool, MK2, E Type etc 

• Diff Flange Puller Tool, most classic models 

• HD Thor Hammer, as used in garages for 

tightening wire wheels correctly 

• Torsion Bar Setting Gauge E Type S1, S2, S3 

• Cam Setting Plate XK Engines 

• Cam Setting Plate AJ6 & AJ16 

• Lower Shock Absorber & ARB Bush 

Compressor Tool XK120, XK140 XK150, MK7, 

8, 9 

• Timing Chain Adjuster XK Engines 

• Switch Ring Tool 

We Don’t Just Sell Tools. 

We Hire Tools Out Too! 

Spares 

• NGK - Black Plug Caps 

• NGK - Spark Plugs - BP5ES 

• HT Lead 

• Chrome Head Nuts 

• Chrome Cam Cover Nuts 

• Cylinder Head Studs 

• Gaskets & Gasket sets 

• UK Recon Water Pump MK2, XK’s, E Type etc 

• Differential bearings & seals 

• Fuel Filters, Oil Filters & Air Filters 

• Battery Tray and Cover - MK2, V8, S Type 

• Polybush Kits 

• Heavy Duty Road Springs & Packers - MK2 

• Brake Discs - Made in the UK 

• Mintex Brake Pads 

We have a large stock of hose for petrol, oil 

vacuum & brake fluid hose that does not “sweat” 

& damage paintwork. 

• Cotton Braided Vacuum Hose 3/8, 7.5mm & 

10mm 

• Heater Hose - 5/8” 

• Oil Hose 5/8” 

• Unleaded Fuel Hose 15.6mm 

• High Pressure Fuel Hose - 5.6mm & 9.5mm 

• Green Leaded & Unleaded Fuel Hose 3/16 & 1/4 

AND MUCH MUCH MORE! 

We have over 70 years’ experience, working on Classic Jaguars, and selling spares. Our family run business can help 

you with your classic jaguar problems. From sourcing parts, to engine rebuilds, Inspections, Servicing, Upgrades and 

Consignment Sales. We have a vast stock of New and Second hand components for the XK engine (from XK120 - XJ6 S3) 

www.ukjag.org.uk

GET YOUR 

FREE COPY 

TODAY* 

01746 765432 

sales.uk@sngbarratt.com 

PARTS & ACCESSORIES 

FOR 

CLASSIC & MODERN JAGUARS 

www.sngbarratt.com 

*Free with an order, otherwise a postage fee may apply. Please ask for more details.

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