Jaguar_World_Issue_186_July_2017

XKR PORTFOLIO: WHATMAKESTHIS LIMITED EDITION SPECIAL?
JULY2017
THE WORLD’SBEST-SELLINGINDEPENDENT JAGUAR MAGAZINE
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£3, 3,000 JAGUARS
From XK8 to XJR,seven cars
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WORKSHOP
Servicingthe XF 2.2diesel
NEWS
Jaguar unveils crazy
600PS XE Project 8
E-TYPE S2
This well-travelled
E-type has been all
over the world
DAIMLER 2.8
Was the smallest-engined XJ6 arare
failure, or simply misunderstood?
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FIRSTWORD
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Cheap but not cheerful
It waswhen Isat on the side of the road, our project XJ8 not going
anywhereafter its V8 had unexpectedly cut out on me, that Ibegan
to question the wisdom of buying a£3,000 Jaguar.Sure, thereare
plenty of examples out there, and not just X350s likeours. From
high-mileage XK8s to pristine S-TYPE V6s, useful X-TYPE estates to
powerful X300 XJRs, the classifieds arebrimming over with cheap
Jaguars. They might be worth afraction of their list new price(as a4.2
Sport, our car cost £55,000 in 2003), yet what makes them aJaguar –
mainly style, comfort and (when moving) performance–remains.
But do you really want to
be stranded on what wasthe
hottest dayofthe year so far?
When the AA man came
to my rescue, Iwas certain he
wouldn’t be able to diagnose
the problem, never mind fixit.
Obviously an electrical issue,
it would need full diagnostic
equipment; it wasnot something
to be sorted out on the side of a
busyroad. Iwas proved wrong.
Afterfollowing the power from the battery forwards, he discovered a
Our strickenXJ8,beforethe AA man not
onlyfoundthe problem,but also fixed it
loose wiregoing intothe main fuse boxunder the bonnet. An unusual
fault, it wasnot one that I(or he) had seen before. But could he fixit?
Although access wasn’t easy, after some pushing and pulling,the AA man
managed to get his ratchet under the fuse boxtotighten the wire. I’ve
never heardasound so sweet as when he turned the keyand the big V8
immediately sprung intolife, settling down to its distinctiveburble. The XJ8
then behaveditself forthe rest of my journey and has done ever since.
“£3k Jaguars?” Isaid to myself as Icruised effortlessly
up the A1.“Best-value carsthereare.”
@Paul_W_Walton,Editor
CONTRIBUTORS
www.kelsey.co.uk
CRAIG CHEETHAM
As the owner of an X300 XJ6,
who bettertowriteour feature
on £3,000 Jaguars? (p30)
JIM PATTEN
Our ExecutiveEditor has tracked
down the SS 100driven by
the lateIan Stewart (p60)
ROBHAWKINS
Want to know how to service an
XF 2.2 diesel? Our man in the
workshop shows how (p96)
July 2017 \ Jaguar World |3

THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
JULY2017
July 2017
30 £3,000 JAGUARS
From high-mileage XK8s to
pristine S-TYPEs, we look at
seven Jaguarsyou canbuy for
£3k, explaining whythey are
suchgreat value and what to
look forwhen buying one
46 E-TYPE S2
Pressed intoalifeofadventure,
this Series 2E-type tours
Europe, America and Africa.
We talk to the owner to
discover more
54 XF 2.0D AWD
We test thelatest XF 2.0d
with all-wheel driveonthis
year’s London-to-Eastbourne
Jaguar Run
60 SS 100
Former Ecurrie Ecosse driver
Ian Stewart began his sporting
career hill climbing an SS 100.
We examine the very same car
66
66 DAIMLER
SOVEREIGN 2.8
Daimler-badged examples of the
XK6 Series 1with the smaller
2.8-litreengine aresomething
of ararity.We’vetracked one
down and have driven it
74 XKR PORTFOLIO
Arriving in 2007,just twoyears
after the X150 first went on sale,
the Portfolio featured plenty of
extras to keep thecar fresh. Find
out what makes it special
80 FORMULA E
The Paris ePrix is the closest
Formula Eracetohome this
year,sowecross the Channel to
learn moreabout Jaguar’s entry
intothis exciting new sport
4|Jaguar World /July 2017

46
30
74
54
80
Regulars
6 NEWS
Jaguarreveals the 600PS XE Project 8,
and Jaguar Racing scores further points
at the Monacoround of the Formula E
Championship
12 EVENTS
Reviews of the London-to-Eastbourne
run and the RoyalWindsor Jaguar
Festival
16 MOTORSPORT
The JECSaloon &GTChampionship
heads to Thruxton in Hampshire
19 MAILBOX
23 RICHARD BREMNER
25 JIM PATTEN
27 KEITH HELFET
128 NEXT MONTH
130 FINISHING LINES
Workshop
90 OUR JAGUARS
RobHawkins takesthe project
XJ8 4.2 to Tasker &Lacyso
work can begin on returning it
to its former glory,while Paul
Walton’s XK8 receives new
brakediscs and pads
96 MODERN
WORKSHOP
Elite&PerformanceJags
showsyou howtoservicean
XF 2.2d
102 Q&A
Our experts advise on the
correct tyres foranS-type
and an XJ-S that won’t go
intogear
104 CLASSIC
WORKSHOP
It’s time to fit the door
rubberstoour E-type
coupe project
108 GEARBOX
Taking alook at new
E-type six-cylinder engine
frames, die-cast thermostat
housings, carbon fibre
wheels fornew Jaguars, and
abook about afamousXK
120that used to go racing
110 SPECIALIST
Find out what performance
parts specialist Denis Welch
Motorsport can do foryou
Market Place
114 INDEX FOR CARS
FOR SALE/CLASSIFIED
COUPON
116 JW FREE ADS
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*see pages28-29
July 2017 \ Jaguar World |5

NEWS
IF YOUHAVEAJAGUAR-RELATED NEWS STORY, SEND IT TO JWM.ED@KELSEY.CO.UK
XE SV Project 8at
6|Jaguar World /July 2017

NEWS
APROTOTYPE version of the
mostpowerful, agile and
extreme performanceJaguar
yet, with 600PS –yes, 600PS
–has undertaken its debut test at the
gruelling Nürburgring Nordschleife.
The totally bonkersXESVProject 8
saloon has the most highly tuned version
of JLR’s five-litresupercharged V8. It was
adorned with an exclusivecamouflage
created by SVODesign fortesting ahead
of its world debut at Goodwood Festival
of Speed in West Sussex on 30 June.
It followsthe F-TYPE Project 7in2014
to become the second collectors’ edition
vehicle from Jaguar Land Rover’s Special
Vehicle Operations (SVO). No morethan
300 cars, all hand-assembled at SVO’s
technical centreinCoventry,will be created.
John Edwards, managing director of
JLR Special Operations said, “The time
is right forSVO to producethe most
extreme performanceroadcar in the
history of Jaguar.The team is possessed
by the spirit of performanceand is
committedtocreating the most thrilling
driving experienceimaginable.
“The new XE SV Project 8takes
aerodynamics and performance
engineering to another level. It is conceived
forenthusiasts and the most discerning
collectorsand the pricefor suchan
extreme performancesports car available
in strictly limited numberswill reflect that.”
Full specification details forthe XE SV
Project 8will be revealed at www.Jaguar.
comon28June, 2017,two days ahead of
its Goodwood reveal.
Nürburgring
JLR ends year
on afinancial high
With astrong fourth quarter to
end the financial year,Jaguar Land
RoverAutomotiveplc demonstrates
encouraging demand forboth new
and established models in the period
to March 31,2017. Retail sales areata
record 604,009 vehicles, up 16 percent
on the previous year,led by the awardwinning
Jaguar F-PACE.
Retail sales were up year-on-year in
China (32 per cent), North America
(24 percent), the UK (16percent) and
Europe (13percent). Revenue forthe
full year was£24.3 billion, reflecting the
higher sales volumes.
Profit beforetax was£1.6b, up £53
million compared to last year,aswell as
£151mofrecoveries in 2016/17(related
to the 2015 Tianjinportexplosion).
JLR’s fourth quarter sawhigher
revenue of £7.3 billion, profit before
taxof£676m andEBIT (the difference
between operating revenues and
operating expenses) of £654m, with a
nine percent margin.
Said Dr Ralf Speth, JLR CEO,
“These solid results demonstrate
the appeal of our products and our
ability to deliver strong,profitable and
sustainable growth. We arecontinuing
to invest significantly in new models
and innovation, as shown by the allelectric
Jaguar I-PACE, reinforcing our
commitment to new technologies and
providing new and compelling customer
experiences.”
During the 2016-17financial year,
JLR invested over £3.4b, whichincludes
expenditureonthe construction of the
new £1b manufacturing plant in Nitra,
Slovakia, and the ongoing expansion of
its UK facilities.
In the 2017-18financial year Jaguar
Land Roverplans to invest over £4b
on expanding its product portfolio,
innovativetechnologies, research and
development and on increasing its
manufacturing capacity.
“Weremain committedtoour
ambitious growth plans despiteseasonal
variations in demand and global
economic challenges,” said Kenneth
Gregor,JLR chief financial officer.
July 2017 \ Jaguar World |7

NEWS
HELFET AND
RANDLE REUNITE
To announcetheir participation in the 25th
anniversary celebrations of the XJ220 at this
summer’s Silverstone Classic (28-30 July),
the car’s designer,Keith Helmet, and chief
engineer,Jim Randle, reunited at XJ220
specialist Don LawRacing in Staffordshire.
It wasthe first time the pair had visited
Don Law’s thriving enterprise, so it was
an emotional experiencefor allparties,
especially as therewerenofewer than
22 XJ220s in situ undergoing various
renovations, incredibly some with just
delivery mileage on their odometers.
“It’s absolutely extraordinary what Don
and his team aredoing,” enthused Randle.
“Tohavesomanycarshereisincredible.
They areclearly doing alovely job.”
Helfet echoed those sentiments. After
casting his eyes around the DLR workshop,
he said, “If anybody is maintaining the
legacy and the reputation of the 220, it’s
him. This is an eye-opener and is really
heart-warming forme.”
Law, who will be curating the record
displayand parade at Silverstone in July,
wasevery bit as thrilled to have such XJ220
royalty on his premises.
“It wasanabsoluteprivilege and honour
to have Jim and Keith visit us,” he says.
“The XJ220 is very muchtheir brainchild
–that the car is still so admired todayis
atrue tributetotheir incredible vision. I
know all the XJ220 ownersand enthusiasts
coming to theClassic will really treasure
their presenceatthe event. The car has
Smashing images of new Sportbrake
The clearest images yetofthe XF
Sportbrakewererevealed (ahead of its June
14 debut) when aspecially camouflaged
example wasusedtotakeformer British
tennis playerTim Henman to the remote
Bunabhainneadar Tennis Court on the
Scottish island of North Harris (wedon’t
know whyeither).
Jaguar says the car,combining traditional
Jaguar design and agility with aspacious
andpractical interior,will be the most
dynamic premium estatecar in the world.
Keith Helfet (left) with Jim Randle
an incredible story to tell and who better
to tell it than the twomen who made this
incredible project possible?”
Aquarter of adecade after it wasfirst
seen, the XJ220 is finally starting to be
respected by motoring aficionados and
serious collectorsalike.Pricesare rising fast
and the ultimateJaguar is starting,rightly,
to be acclaimed as one of the world’s
significant supercars.
“It does seem the world is rediscovering
the 220,” says Helfet. “I believethe special
anniversary parade at the Classic will not
only be avery memorable occasion, but
also amajor turning point in the 220’s
turbulent history.There’s still so much
interest and goodwill in the car.
“Looking back, it wasthe craziest, the
most heroic and even the silliest of projects.
However,25years on, I’m still very proud
of it.”
Randle is equally delighted that the
surviving membersofthe SaturdayClub, who
It certainly looks to be ahandsome
estate, whichfollowsonfromthe first
generation, agood-looking but practical car.
came together to work on the car,are being
invited to shareinthe celebrations, saying
“My memories areasmuchfor thepeople
involved as anything else. It was, forthem,
alifeexperienceand I’m surethey’d all be
very happy to know that, 25 yearson, the car
is still putting smiles on people’s faces. It’s
incredible how fast 25 yearshavepassed.”
● Read about Keith’s thoughts
of the dayonpage 27
JLR boss wins
Issigonis Trophy
Ralf Speth has been awarded the
covetedIssigonis Trophy, whichis
presented to theindividual who has
contributed the most to the health,
excellenceand competitiveness of
the European motor industry.
The CEO of Jaguar Land Roverwas
presented with the trophy(named
after the creator of the legendary
Mini) at the 2017 Autocar Awards
in Silverstone’s iconic Wing building
in recognition of his contribution
to JLR’s remarkable transformation
following the sale of the brands to
Tata Motorsin2008.
Together,the British luxury
marques constituteBritain’s largest
automotivemanufacturer: the
company’s three UK manufacturing
plants produced morethan 544,000
carsin2016.
Speth, who wasdelighted to
receivethe award, said, “This
awardissomething that Icannot
accept just on my own.Itisan
honour Iaccept on behalf of all
the incredible people who work
at Jaguar Land Rover. Together,
we have been on quiteajourney
over the last fewyears,rapidly
expanding our workforce,recruiting
and nurturing the best engineers
and focusing on innovation, design
and customer satisfaction.”
8|Jaguar World /July 2017

NEWS
Europeandebuttestsdrivers’metal
FIAFormulaEChampionship,Round5,Monaco,13May,2017
PANASONIC JAGUAR RACING
recorded its second consecutive
points finish at the FIA Formula
EMonacoePrix. DriversMitch
Evans and Adam Carroll survived atesting
battle throughout the race to finish in
P10and P14, scoring another valuable
championship point forthe British team.
Racing in the Mediterranean Principality,
Mitch andAdam succeeded in bringing both
carshome through an action-packedrace,
recording the team’s second consecutive
top-ten finish in only the fifth race since
Jaguarsreturn to international racing.
Said Adam, “It wasfun to be backracing
in Monaco. Ihavegreat memories of racing
hereand today’s race wasreally exciting.
Racing atechnical circuit likethis while
managing your energy and pacebringsits
own challenges.”
The pair of Jaguar I-TYPEs lined up on
the grid (Mitch P15; Adam P18) with an
aggressiveracestrategy to makethe most of
what wasanticipated to be afeisty first stint
on the famously challenging street circuit.
Towardsthe halfway point of the
race,the team took an opportunistic
strategy call. Following acompetitor
collision on track, Panasonic Jaguar Racing
reacted instantly to the incident, calling
both driversinearly to complete their
mandatory pit stops.
The safety car wasdeployedasthe
Jaguar duo entered the pitlane, resulting in
the New Zealander Mitch Evans re-joining
the action directly behind the safety car,
one lap down from the driverswho pitted
later.Hewas eventually wavedpast the
safety car,but had to use valuable energy
to re-join the pack, whichimpacted on his
ability to push towardsthe end of the race.
Said Mitch after the race,“Ireally love
racing in Monaco. We madeupsome
places in the race and came away again
with valuable points forthe second race in
arow –weare makingsolid progress.It’s
greattodrivefor ateamthat isn’t afraid to
take advantage of opportunities when they
occur.Ithink it showsrealracing spirit. We
aremaking important gains in manyareas
and Iwanttoplaymypart in continuing
that momentum now.”
James Barclay, team director forJaguar
Racing,said, “Tomakeour European debut
and scorepoints in our first ever Monaco
ePrix is special. It wasanother great
learning opportunity to refine how we
approachour race strategy –fromour onelap
pacetoour energy management.
“Wewereabit conservativeinqualifying
with Mitch,and Adam had some contact
on his qualifying lap, so we started alittle
further backthan we would have liked, but
we went intothe race with an aggressive
strategy to take an early call on pit stops
if therewas an incident, and this is what
transpired. Unfortunately,the safety car
wasdeployedalittle sooner that we would
have liked and the gamble didn’t giveus
the gains we’d been hoping for. But, as
anew team, in our learning year,Ithink
it’s important that we try things likethis
when we can. We areheretoraceand I’m
very proud to come away with our second
consecutivepointsinJaguar’s fifth ePrix.”
● Read afull account of Jaguar
Racing’s entry in the Paris ePrix p80
July 2017 \ Jaguar World |9

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EVENTS
AROUNDUP OF ALL THE
BESTJAGUAREVENTSBOTH
AT HOME AND ABROAD
London-to-Eastbourne Jaguar Run 14 May, 2017
Inexcess of 180carsofall ages,
from an SS 100replica to the highly
modified F-TYPE called the Predator
owned by Paul Busbyfromtuning
specialists Viezu, took part in this, the
19th, Jaguar run.
The start point was once again the
beautiful Old Royal Naval College in
Greenwich where the cars lined the
magnificent Grand Square. After enjoying
acomplementary bacon roll sponsored
by David Manners, the cars set off on the
95-mile route, via the College’s Western
Gate, taking their participants through
the lush Kent and East Sussex countryside.
Midway, there was acoffee stop at the
Raystede Centre for Animal Welfare –
abeautiful 43-acre visitor attraction,
where rescue animals were on the lookout
for new owners among the visitors.
Ahighlight for many were the
spectacular views over the coast, including
the Seven Sisters chalk cliffs, as the route
went past Birling Gap and Beachy Head.
This year’s event ended at Eastbourne’s
Western Lawns, awell-manicured garden
in the town centre overlooking the
sea. With the sun shining, tosee so
many beautiful Jaguars insuch aperfect
setting was ajoy, and everyone we
spoke todeclared the new destination
venue asuccess.
The Jaguar Enthusiasts’ Club again
provided marshals to send everyone in
the right direction, while local specialist
and sponsor JAGtechnic (www.jagtechnic.
co.uk) had alarge stand on the lawns
with several cars for sale –including a
gorgeous 1973 XJ6 with just 43,000 miles
and a2008 X358 2.7TDVi Sovereign.
The company also displayed many ofthe
modifications and parts it offers, such as
modern satellite navigation and new floor
panels for the X100 XK8.
If you missed out on the event this
year, keep checking www.jaguarrun.co.uk
for details about next year’s run for
your diary.
Read about Paul Walton’s entry,driving
an XF 2.0d AWD, on page 54
Thomas Pegg arrives at the College in his XJ40 XJR
TimothyWells’ 1981 Suffolk Sportscar SS 100
The carsonceagain started from the Old Royal
NavalCollege in Greenwich
Mario Orsolin and friends had travelled all the way
from Treviso, Italy,intheir XJ6
The X100 XK8 convertibles of Doug Warren (left)
and Robin Bedford
James Williams leavesthe Grand Squareinhis XJ8 Sovereign
Geoff Hancockgives acheery wave as he makes his waytothe start in his 2006 XK
12 | Jaguar World /July 2017

EVENTS
Carsleave via the NavalCollege’s Western Gate
Jan Wakefield’s 2014 XKR convertible
The XJ40 Chasseur Stealth of ErnestWilliamson
AntonyFord’s2004XKR at speed
StevenCartledge’s E-type Series 1coupe
Ian Hancock’s fabulous C-type replica
One of the newest carsonthe run wasthis F-PACE
S, owned by Godfrey Lane
Allan Jones’ 1991 XJ12 Sovereign with Ludovic
Drillet’s 2004 X-TYPE 3.0
Yves Bosman droveall the wayfromBelgium for
the event in his 1969 XJ6 Series 1
David Telford’s XK8 in the Kent countryside
John Kick’s E-type Series 1roadster
Brian McNamara’s XF along the route
The finish forthe 2017 Jaguarrun wasEastbourne’s beautiful Western Lawns
The team from local Jaguar specialist JAGtechnic with the 1973 XJ6
July 2017 \Jaguar World |13

EVENTS
Royal Windsor
Jaguar Festival
6May,2017
Some 1,200 Jaguars kicked off this
summer of celebration in style, as
Windsor Castle opened its gates to
some of the world’s rarest and most
desirable models in Jaguar’s history for
the Royal Windsor Jaguar Festival, in
support of the Prince Philip Trust Fund.
Following an invitation from the
trust, the Jaguar Enthusiasts’ Club
organised the festival, which attracted
an estimated 6,500 visitors from across
the world, and cars from Germany,
Italy, Holland, France, Sweden and
Norway, aswell as owners from the US
and Canada.
The festival was supported by
Jaguar Classic, which debuted its neworiginal
XKSS, one of nine ‘lost’ XKSS
supercars itisbuilding to the correct
1957 specifications of those destroyed
in afire atJaguar’s Browns Lane
factory 60 years ago.
Other highlights –including
the sole 1966 5.0-litre V12 XJ13
from the Jaguar Heritage Trust
Collection, which was built as aLe
Mans 24-Hours contender –paraded
through the historic town of Windsor
and castle grounds.
Distinctive Jaguars adorned the Long
Walk in the grounds of Windsor Castle,
including one of the ten speciallysourced
base cars for Jaguar Classic’s
recently announced E-type Reborn
factory restoration programme, a
200mph F-TYPE SVR and aUnion Flagemblazoned
XK8 Convertible.
Tim Hannig, director of Jaguar Land
Rover Classic, said, “This is adream
event for us: we like nothing better
than spending time with fellow Jaguar
enthusiasts and discussing how we can
support them, so doing that at such
amagnificent venue as Windsor, for
charity, was ahuge privilege.”
14 | Jaguar World /July 2017

MOTORSPORT | JECRACING
Toyo Tires/Watchdogapp.comJaguar
Saloon&GTChampionship
Rounds3and 4: Thruxton, 22-23 April, 2017
WORDS TERRYDYE
PHOTOGRAPHY ROGERGAGE
WITH ITS2.4-mile lap, Thruxton
holds the highestaverage
lap speed foraUKcircuit
and is areal test forthe Jaguarsand
their drivers. The sitewas originally
constructed in 1942 as RAF Thruxton,
aWorld WarTwo airfield, home to
both the RAF and USAAF,and wasused
fortroop-carrying aircraft and gliders,
including operations during the D-Day
landings. It is still an activeairfield.
Colin Philpottand James Ramm
continued their battle from earlier rounds
at Snetterton, with Philpotttaking pole,
impressively just over twoseconds from
Ramm. Adam Powderham got to grips with
his new supercharged XJR to take third
and leading Class Dcar,joined on rowtwo
by Rodney Frost. The similar XJR of Tom
Robinson wasonrow four,inonlyhis third
race.Fastest Class A(standard) wasSimon
Blunt in his beautifully turned out XJS.
Race one
As the packstormed away fromthe start,
afast-starting Ramm took the lead and
he and Philpottweretobattle throughout
the race.Inanaudacious move, Philpott
passed approaching the chicane and held
Ramm off until the penultimatelap when
he straight-lined the chicane; to avoid
penalty,heallowed Ramm through.
Meanwhile, the chasing packentertained
with some very close racing all through the
field. Notable wasthe battle between the
Doyle 6.0-litreXJS, with RichardCoppock
in the 4.0-litreversion, glued to his tail.
Doyle wasflagged in on lap 12 with afluid
leak and Coppockcontinued to awellearned
Driveofthe Day. Race-long battles
included afour-car train of Holt (XJ40),
Blunt (XJS), Stewart (XJS) and Robinson
(XJR). However,Stewart spun on lap five
and Blunt went off on the chicane approach.
Michael Holt had an excellent class win
in only his thirdrace, while Sewell broke
his jinx with aclass third. Kevin Dickens
wasunlucky to runout of fuel after along
battle with Simon Dunford. In asmooth
drive, Rodney Frost took Class Band
Adam Powderham Class Dafter being
involved in the early dicewith the leaders.
Sadly,Robinsonwas pulled up forbeing
toonoisy and had overnight work to
rectify the problem forSunday’s race.
RESULTS –RACEONE
1st 2nd 3rd
Overall James Ramm Colin Philpott Rodney Frost
Class A Michael Holt NickWade Daniel Stewart
Class B Rodney Frost Colin Peach Dean Sewell
Class C James Ramm Colin Philpott RichardCoppock
Class D Adam Powderham TomRobinson
DRIVE OF
THE DAY
RICHARD
COPPOCK
RichardCoppock(XJS) and Dave Bye
Rodney Frost holds offAdam Powderham
AsidewaysAdam Powderham
TomRobinson is chased by Simon Blunt
Colin Peach
Colin Philpotis
pushed hardby
James Ramm
16 | Jaguar World /July 2017

JECRACING | MOTORSPORT
Race two
Sterling body repair work overnight
by Chris Boon (Covcats) and Laurence
Ball enabled Simon Blunt to make
the race.IfSaturday’s race wasclose,
then Sunday’s wasfantastic.
Colin Philpott’s superb qualifying
efforts were rewarded by leading Ramm
across the line by just 0.066 second
after another displayofclose racing
between the pair.Racing doesn’t get
muchcloser or moreexciting than this.
In his efforts to makeupfor
Saturday’s disappointment, Doyle got
sidewaysatthe Complex, but recovered
to continue thebattlewith Coppockand
eventually clawhis wayuptofourth,
behind Frost and leading Class D. This
involved negotiating arace-long battle
with Byeand Powderham. Bye, who is a
master of defensivedriving,leadatrain
of Frost and Powderham formanylaps.
Robinson spun at the Complex on
lap one, dropping to the backofthe
field, but produced Driveofthe Dayby
climbing to eight in the supercharged
XJR. Blunt, in the repaired XJS
powered through to finish third.
Wade reversed Saturday’s Class A
result by turning the tables on Holt.
Other personal Class Avictories
included Simon Dunford, who absorbed
the incredible two-race-long pressure
from Kevin Dickens in amanner that
belied his short race experience.
NickWadewins class A
TomRobinsonspins
Simon Blunt’s repaired XJS
DRIVE OF
THE DAY
TOM
ROBINSON
Simon Dunfordleads Kevin Dickens
RESULTS –RACETWO
1st 2nd 3rd
Overall Colin Philpott James Ramm Rodney Frost
Class A NickWade Michael Holt Simon Blunt
Class B Rodney Frost Dean Sewell
Class C Colin Philpott James Ramm Dave Bye
Class D PatrickDoyle Adam Powderham TomRobinson
James Ramm chases Colin Philpott
Kevin Dickens and Simon Dunford
PatrickDoyle leads Dave Bye
Winner of race two, Colin Philpott
July 2017 \Jaguar World |17

This XK120 hasa
particularlymenacing
stance, aided by 15"
wheels and wide rubber.
10 CLASSIC JAGUAR SUMMER 2016
WORDS: Ian S eabrook PIcS: Ian Seabrook and Paul SkIlleter
share his love ofJaguar, and
recently even appeared on
BBc's TopGear to recall his
famous 13-hour drive from coventry to
Geneva for the launch of the E-Type.
As someone who worked for Jaguar
from its early coventry days, through
British Motor Holdings and into
British Leyland, and then into anew,
independent life, Norman isuniquely
placed to tell us what it was like on the
inside. Few characters from this turbulent
period are still alive, and fewer still have
quite so much verve about them!
Norman is coventry born and bred,
and from the age ofseven, lived with
his grandparents. “They lived opposite
the Humber factory,” recalls Norman, “I
remember watching the workers arriving
in the mornings, all onpushbikes of
course –there were few motor cars then.”
This would have been in 1927, when
coventry was fast establishing itself as
Norman swiftly found himself making record attempts
for Jaguar,likehere at Jabbeke in Belgium.
Britain's motor city. “In those days, you
could always find work in another factory.
Unemployment didn't reallyexist.”
Unsurprisingly, Norman was keen to
try and get ajob at Humber, and he
did atthe age of 14, though he was
only there for six or seven months. “I
asked for an apprenticeship, but they
wouldn't give me one,” hesays. “I tried
at Armstrong Siddeley instead, though
you had to have your parents with you
then. That was aproblem, asmyfather
had recently died. However, the labour
manager said he would have aword with
Mr Siddeley. Ididn't hear anything for a
week, but then Igot aletter inviting me
for adiscussion with MrWoodruff the
labour manager. When Igot there, he
said 'I've had aword with Mr Siddeley.
Seeing as you've got the effrontery to
come and apply yourself, you're the type
of person we want, so you've got your
apprenticeship.' So, that's how Igot it.”
Norman certainly enjoyed his
apprenticeship, “It was awonderful
firm. By the age of 16, Iwas working
in chassis testing, and itwas 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 in1943, he became 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
Ayoung Norman on the streets of Coventry, Britain's motor city.
56 CLASSIC JAGUAR SUMMER 2016
WORDS: IAN S EABROOK
ignored the doubters and now owns
avery rare machine –anXK120
that's bursting with stories totell 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 tosee the bare
transmission tunnel. It's impossible to
replicate. It's only the passage of time
that makes acar look like this. Restoring
it would surely destroy the character.
But how did this left-hand drive
racer end upinthe English countryside
of Herefordshire? The story begins in
1953, when this car was shipped from
Coventry toMontreal, in Canada. It
had aclose-ratio gearbox, triple SU
carburettors and aeroscreens. The
PICS: CHRIS FROSIN
front bumper was removed, but the
rear bumperettes were left in place.
In those days, that was about as far
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 XK was 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
seem to have vanished. To get the car
working again, aMkII Moss gearbox
was fitted, complete with overdrive.
The transmission tunnel was modified
to suit, though with function very much
ahead of form in the implementation.
Astandard twin-carb manifold
was used toallow the engine tolive
again, and the bodywork was repaired
and resprayed. Its salvation was
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 inthe
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. Theyagreed,
though I'd have to stop 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 of twelve drivers, who worked
in three shifts around the clock. They
were ordinary drivers on ordinary public
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.
roads. Wehad routes inthe hills ofWales,
and inthe traffic ofBirmingham.”
Norman's first development job was
developing the disc brake. “They'd
already got it [installed] onanXK120.
Heynes showed me this new brake from
Dunlop. Iwent and had alook at it and
asked how they were getting onwith
it. They told methey'd almost finished
it, but asked ifI'd like to test it. Isaid
yes and took it to MIRA. Within three
laps, I'd burnt the pads out. Pedal on
the board, fluid boiling. Idrove it back,
carefully, saw Heynes and asked who'd
signed it off. It was achap from the
drawing office, who wasn't anengineer.”
Norman was invited to ameeting
with the chap from the drawing office.
“He was anice bloke, but when Isaid
I'd tried ten stops from 100mph, he
said he hadn't tried stopping from that
speed.” The project was then left with
Norman, who did some proper testing.
“I asked why they'd put it on the XK120
and not the C-Type. They'd just won at
Le Mans with it, sosurely fitting them
to the race car was agood idea. Icalled
Dunlop and they swapped the disc
brakes from the XK120 tothe C-Type
Testing one of the E-Type development
cars at MIRA in 1960. This track was
almost Norman's second home.
and that's what Iused for testing.”
Norman used Purton near
Wolverhampton rather than MIRA, to
maintain secrecy. He even ordered a
load of straw bales from alocal farmer
so he could build his own circuit. Not
that he had much time. “The old man
told mewehad just three weeks,” says
Norman ofcompany boss William Lyons.
The deadline was very real, as Norman
soon found himself as co-driver for
Stirling Moss atthe Mille Miglia race
of 1952. This was the first competitive
outing for the disc-braked C-Type.
“We had some fun in scrutineering,”
recalls Norman. “The Italian scrutineers
asked us, 'where are the brakes?'
They'd never seen anything like it.”
Spotting acompetitive opportunity,
Neubauer, the Mercedes-Benz team
manager demanded that the Jaguar be
disqualified. Count Maggi, who organised
the event, came over to calm things
down and allowed the car to race.
“The funny thing was, when Mercedes-
Benz brought their new 300SL Gullwing
intoscrutineering, the scrutineers
said 'but where is the door?' Count
Maggi had to come and sort things »
CLASSIC JAGUAR SUMMER 2016 57
fthe launch and ultimate success
of the c-Type proved the capability
of Jaguar’s engineers (and hinted
at the company’s motor sport
ambitions), the D-Type moved things
on once again thanks to its genuinely
ground-breaking design. As with the
D-Type’s predecessor, much ofthe
credit for that belonged toMalcolm
Sayer, the former aeronautical engineer
who had spent World War iiworking
for the Bristol Aeroplane company,
moved to iraq in 1948 and returned
to the UKatthe start ofthe 1950s.
By 1951, Sayer was employed by
Jaguar, his most famous creation being
the headline-grabbing e-Type that
arrived adecade later. But it was his
earlier work with competition Jaguars
that first showed his raw talent when
WorDS: Paul Guinness picS: JaGuar
it came to automotive engineering,
with the D-Type in particular being a
real game-changer thanks to its use
of aeronautical-inspired techniques.
Sayer worked aspart of atalented
team headed upbyWilliam heynes,
who had joined Jaguar (then still known
as SS cars Ltd) way back in1935. in
the early post-war years, however,
and with the Jaguar name now inuse,
heynes persuaded company founder
and chairman William Lyons that an
in-house engine was required toreplace
the units previously bought in from
the Standard Motor company. The two
men also agreed that Jaguar’s push
upmarket would benefit from being
involved in international motor sport,
which would guarantee publicity and
help to make Jaguar ahousehold name.
Both strategies worked, of course,
with the XK120 proving itself on
the race track. Meanwhile, its morefocussed
competition replacement,
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.
amonocoque tub created using
mostly sheets ofmagnesium alloy.
But the shape ofthe cockpit was
44 CLASSIC JAGUAR SUMMER 2016
Series III
makeover
included smart
newtail lamps.
WORDS AND PICS: IAN S EABROOK
direction in which Jaguar wanted togo.
But, the trauma of the 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 on an E-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 XJhallmark.
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
70 CLASSIC JAGUAR SUMMER 2016
just as important asits construction
method, with its elliptical design and
compact size resulting inmaximum
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 of the 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 toMalcolm 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 toreduce drag.
For maximum aerodynamic efficiency,
it was decided thatthe D-Type
should be lower and shorter than its
predecessor, to not only enable the
car to achieve ahigher top speed than
the C-Type but also to improve its
cornering capability. Most ofthe 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 ofwork 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
prototype D-Type revealed atop speed
of 178 mph (almost 30mph faster
than the C-Type), which meant that
Sayer’s calculations were spot on.
This shot,and the header,are of Ecurie
Ecosse'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. It has
often been likened to an aircraft on four
wheels. Applying techniques learned
during aircraft work inthe war, Heynes
and his team, by now unrivalled inthe
British motor industry, designed acar
of largely monocoque construction.”
In afurther tribute to Malcolm Sayer,
Porter explained: “There is awellknown
saying in motoring circles that
'if itlooks right, it probably isright'.
There can be no better example of that
principle than the legendary D-Type.
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 at Le Mans.”
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
block, larger valves and triple Weber
carburettors, all of which contributed
to anenhanced output of 250bhp
for the initial 3.4-litre version. »
CLASSIC JAGUAR SUMMER 2016 45
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 in the previous issue
of Classic Jaguar, the arrival ofJohn
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 give that
'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 »
CLASSIC JAGUAR SUMMER 2016 71
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XK120RACECAR
NOT A
MUSEUM
PIECE
When restoration seems to be the
order of theday,it'srefreshingtofind
acar thatproudly wearsits age. This
race-prepared XK120 is onesuch
car, andit'sall thebetterfor it.
ttakes bravery toignore pleas to
restore acar. Some people just
find it almost acriminal act not to
Ihave acar made to look shiny and
perfect. Thankfully, Sean Singleton
is not amongst them. In fact, hehas
HISTORY
The D-Type STory
'ANAIRCRAFTON
FOUR WHEELS'
Oneofthe most distinctive race cardesigns ever hadafascinating
development. We uncover thehistory,the failures andthe fantastic
victoriesofthisremarkable aero-inspiredracer.
i
STYLING THE D-TYPE
it all began with the D-Type’s cockpit,
MECHANICAL MAKE-UP
Perhaps inevitably, the mechanical
100%PURE
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JAGUAR MEN
NORMAN DEWIS
PROFILE
JAGUAR XJ6 SERIES III
64 YEARS AN
AMBASSADOR
NormanDewis maybe96yearsold,but he showsno
sign of losinghis enthusiasm forJaguar,eventhough he
retired from thefirm in 1985.
estill travels the world to
H
INVITED TO JAGUAR
This was inNovember 1951, though
HOME BYTHE SEA
ThisXJ6hasspentitsentirelifeinSouthampton.
Thanks to theattention of owner Stephen Hayman, it has
neversuffered as aresultofcoastal life.
he XJ6 Series III is the XJ
that should never have
existed. Designs existed for a
Treplacement for the XJ6 Series
II even before that model had gone on
sale –drawings from 1972 showed the
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PROBLEMS
Rather than increase sales, the new car
NORMANDEWIS
JAGUAR’SAMBASSADOR
XJ6OWNED32YEARS
SERIESIIIPRIZEWINNER
XK120RACER
SHABBYCHICCHARM
PLUS:D-TYPEHISTORY● WIREWHEEL TECH ● THE V12 STORY
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LETTERS
FAXUS: 01733557235 (FAO Editor, Jaguar World)EMAIL US: jwm.ed@kelsey.co.uk OR VIA FACEBOOK: Facebook/JaguarWorldMonthly
LETTER OF THE MONTH
“Has our love affair with the diesel
engine come to an end?” asked
Paul Walton about the 2018MY XE
petrol [see JW, Summer 2017,p54].
Don’t tar usall with that claimed
love affair because Ihave absolutely
hated diesel engines since first
becoming aware oftheir awful,
stinking, obnoxious-sounding
presence asachild in taxis, vans,
tractors and buses.
Ihavealwaysviewed the engine
of acar as the most important
component, the source of its
character,the source of my
pleasure–it should be great to
look at, featurebrilliant engineering
and makewonderful, exciting and
soulful sounds, even if relatively
quiet.
It should be an aural delight to
lower the windowstohear it better
through atunnel, or echoing back
from countryside dry stone walls.
This is something that the diesel
engine has never been able to
provide. To me, they are incapable
of making wonderful sounds, their
oily clamouring sounds soulless,
dead, and offends me on acellular
level. Diesel convertibles leave me
utterly dumbfounded.
EverywhereIgothe air is filled
with the charmless clatterand
appalling stink of adiesel engine.
They seem to be all anyone chooses,
their thickstenchfilling the air.
Ifeel surethat with modern
technology manufacturerswill be
able to reachdiesel levels of fuel
economywith petrol engines and
we willall be the betterfor it,
especially our earsand noses.
(Atleast Ihavenot ranted about all
the human health implications.)
Maybe car designerswill also begin
to rediscover aesthetic engine design
oncemore. While Iwill never tireof
lifting the bonnet on my X308 XJR,
therewill NEVER be aday when
anyone leaps out of their house to
spend quality time gazing wistfully
at three squarefeetofrelatively
featureless molded blackplastic.
Whyhaveengineersand designers
totally given up on the engine?
Call me old fashioned, but diesels
makefor extremely boring and
irrelevant photos in car magazines.
Brian Ward
July 2017 \Jaguar World |19

LETTERS
Knowledge upgrade
As along-term owner of an XJ40, I
thought it wastime to upgrade my
knowledge on the marque, especially
the newer models. So Idecided on a
subscription to JW to help me in my
quest forenlightenment and to help
me understand the really important
questions, suchaswhat is the difference
between an X308 and an X350?
Have Ibeen enlightened? Yes, I
haveactually.The magazine is an
informativeread with the right mix of
prose and spec to describe and inform,
writtenbyenthusiasts. Boxticked.
This month’s (June 2017)was an
excellent read, and now that Ihave
warmed to thestyle of themagazine
(it took afew issues), Iwill be
renewing my subscription.
However –thereisalwaysa
however –with the XJ40 Gold article
in the same issue, the car didn’t have
green badges but blackand gold, and
thereweren’t afew options as stated,
but many. And it
didn’t have just
twointerior colour
choices, but three
–magnolia wasa
cost option.
DonJones
Special edition
I’d just liketosay how muchIenjoyedthe summer issue. Yetagain, it is afantastic
mix of carsthat formecertainly hit the spot. Firstly,the facelifted X-TYPE,
acar Ihavejust bought myself. Mine is also a2.2d but with the automatic
transmission and is my thirdX-TYPE. Ihavetoagree it is the best of the bunch.
Then the X358 XJ and the XF,two carsIwould liketoown in the futurewhile
my wife’s dream car is the Caesium Blue XE whichlooked gorgeous as did Jack
Palfrey’s modified XK8. Finally,astory Iwas hoping youwould cover–Arthur
Whittaker’s Mk IV saloon. It’s so pleasing to see the car with his family again.
All this and Ihaven’t even started reading the sports car supplement yet!
Andy Green
Don found the June
2017 issue of Jaguar
World to be an
excellent read
TWITTER
YE NOT
Juliet Fairbairn @Julietfairbairn
Can’t wait for #ParisEPrix to watch @
mitchevans_ and @AdamCarroll47
do their thing for @JaguarRacing
#JaguarElectrifies
Spoton
As the proud owner of an XJR (X308) formorethan 15 years, Iwould liketo
congratulateyou on your article comparing one to the S-TYPE R[see JW,June 2017,
p30] issue and the description of this fabulous car.
Ithink yougot the essenceofthis model spot on; well done! Even after manyyears,
Istill enjoyevery single drivewithmycar and think the combination of the sleek
elegance, the cosy interior,the handling,refinement and performanceofthis model is
very hardtobeat. Thereisjust asmall glitch in the article –the XJR derivatives were
fittedwith aMercedes-Benz five-speed gearboxand not the ZF (because of the higher
torque of the supercharged engine).
Crackonwith your exciting Jaguar World publication.
Jean-FrançoisRaoult
The Speed Demon @SpeedDemon250
The 600 HP #Jaguar XE SV Project 8
will be limited to just 300 units when
produced. This is Jaguar’s answer to the
#BMW M4 GTS.
Thabiso Ndlovu @Pride_Preezy
Iwant to work hard enough to afford @
Jaguar F-PACE; that’s dreamwork!
Paul Baker @maidbloke
I’ll bet @Queen_UK hasn’t seen anything
like itbefore: hundreds of Jaguar cars on
The Long Walk, Windsor today
JAGtechnic @JAGtechnic
Great day today in Eastbourne for the
London-to-Eastbourne Jaguar Run
Follow JW @JagWorldMag
20 | Jaguar World /July 2017

CLASSIC SHOWCASE is offering fine, SELECT Jaguar examples.
1966 E-Type FHC VIN: 1E31442
Rotisserie Restored
1952 XK-120 OTS VIN: 671514
Low Original Miles
1967 E-Type OTS VIN: 1E13274
30k miles since new
1962 Mark II Sedan VIN: 177884
Comprehensive Restoration, A/C, 5 speed
1962 E-Type OTS VIN: 876751
California Black Plate Early Example
1952 XK-120 FHC VIN: 680326
Show-Driver, Award-Winner
1963 E-Type OTS VIN: 879320 1962 Mark II Sedan VIN: P218990BW
Restored Show-Driver
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from 1998 to 2011
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Forecasting classics
EYEING UP an XFR in alocal car dealer reminded
me that, as brilliant as this rocket of asaloon is, it
has been months, maybe even ayear, sinceIsaw one
on the road. These machines must be rare, but how
rare? I took a look on Jaguar’s Approved Used
website, and found two. Autotrader had 35 of these 510PS milemashers,
and three of the gloriously excessive 543PS XFR-S
version. Pistonheads, where you might expect to find more of
these potent beasts, fielded just 22, none of
which was an R-S, and several also appeared on
Autotrader.
So this is an uncommon car, asadelve into
the ‘How Many Left?’ website swiftly reveals.
If you haven’t discovered this site already, you
might want to set aside half-an-hour-or-so for
the moment when you do. It does, as its name
suggests, record the numbersofcarslicensed for
UK roads, the numbersonSORN, and those with
aStatutory Off Road Notification. It uses DVLA
data and is inevitably less than 100 percent
accurate, but it certainly gives you agood idea
of the remaining numbers ofaparticular breed of car. Itnot
only provides brand and model numbers, but data onindividual
derivatives, too.
And what it reveals is that therewereonly 1,261XFRs registered
in the UK at its peak –the second quarter of 2015 –and that this
number shrunk slightly to 1,215 atthe end of 2016, although 22
were on SORN. At thispoint, therewere93,596 XFs on UK roads,
and 868 on SORN, although that includes some of the latest
model. But, the upshot is that the XFR represents between one
and two percent of all XFs sold. So it’s
rare,eventhough it’s not that old. There
are more E-types on SORN (1,729) than
there are XFRs, and four times as many
Es that are licensed.
The 543PS XFR-S is still harder to spot, there being just 144,
with two onSORN. On numbers alone, this car is surely going to
be aclassic, never mind its brilliance inthe first place. The same
must go for the lesser (but only slightly)
510PS XFR, whose S-TYPE Rpredecessor is
beginning to head towards the endangered
list, incidentally, with 98 on the road and
11 off it.
XJRs are more plentiful, although the
data does not enable you toaccurately split
the early six cylindersfromthe V8s, and the
X350 alloy-bodied XJ V8s from the earlier
steel-shelled models. But, in total, there
are currently 2,631 licensed, and 1,099 on
SORN.
Of course, saloons aren’t as glamorous as
coupes, and morepeople by the daywant crossovers, whichiswhy
most of Jaguar’s hot, supercharged saloons are not as plentiful as
might be expected, despite their excellence. But, it’s sleepers like
this that sometimes become highly desired –and valuable with it.
So, if youwant to get ahead of the game, I’d suggest looking out
for anXFR-S. They’re not cheap at around £37k-plus, but they’re
still on the way down and certainly look like value when you
consider their 186mph(!) top speed and the scope for scorching
to 62mph in 4.4 seconds.
IF YOU WANT
TO GET AHEAD
OF THE GAME,
I’D SUGGEST
LOOKING OUT
FOR ANXFR-S
With just 144
currently on the road,
the 186mph XFR-S is a
futurecollector’s car
July 2017 \Jaguar World |23

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Researching the researchers
MUCH OF my life is spent researching various
features, so Iamalways intrigued by the meticulous
unearthing of information made by owners oftheir
cars. One suchperson –RogerLearmonth, owner of
the SS 100 onpage 60 –has carefully researched
eachofhis eclectic collection, often disproving anecdotal evidence
enhancing his cars. For Roger only the truth
matters; heenjoys the thrill of the chase and
beams at any small nugget of information.
With the SS 100, he was fortunate enough
to have a large history file passed on by
the late Barrie Foster and, using this
information, he could take it astep further.
He found Kennie Baird, was responsible for
much of the information about the car at
Bo’ness, including sourcing afilm clip showing
the SS 100inaction.
Where Roger discovered that a previous
owner was deceased, he contacted the
family and was rewarded by agood number
of photographs, some shown in our feature.
Roger then tracked down Geoff Roe, the
restorer of 39090 in the Seventies, who has since become agood
friend. Indeed, when Geoff participated in the 2008 London-
HE ENJOYS
THE THRILL
OF THE CHASE
AND BEAMS
AT ANY SMALL
NUGGET OF
INFORMATION
to-Brighton Veteran Car Run, he sought
out Roger and presented him with afolder of
the restoration.
But perhaps the real coup was todiscover
Noel Bean, the second owner, who at 98 was
Period racing
modifications on
the CE TruettSS
100atJDClassics
still alert, despite various illnesses. The four-page letter spoke of
great affection about the SS 100, and included
details of his other Jaguars.
Research like this doesn’t always pay off,
though, as Roger discovered when trying to
trace the car’s first owner – all records at
Rossleigh Jaguar had been destroyed.
This car also raises another question about
how it should be restored. Today’s practice
is to recreate the day of manufacture. But
then, that is to deny acolourful life. Should
the restoration have arrested the racing
modifications in time? This wasn’t an issue for
Roger as the car had already been restored.
But I am reminded of the much-modified
CE Truett SS100. This car was restored to
standard in later years, but has since been
returned to its racing format by JD Classics. Methinks another
visit is due.
July 2017 \Jaguar World |25

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Meeting old friends
IN FEBRUARY this year, Ireceived acall from the
organisers ofthe Silverstone Classic to say they
wanted to celebrate the 25th anniversary of the
XJ220 production car and did Iwant to be apart of
it? Isaid yes straight away. The 220, like all of my
endeavours atJaguar, ispart of apast life, but I’m still proud of
the car.
Built afterhours bythe famous ‘Saturday morning club,’ like
all behind-the-scenes skunkwork projects it was
driven by enthusiasm and passion –which soon
applied itself to the third-party suppliers, who
also began volunteering their services for free.
In the end, the car became heroic by being
extremely ambitious and by becoming the fastest
production car at Jaguar.
However, like many ofmydesigns, when the
design of aproduction car was finished, Imoved
on –soevents like these are nice reminders of
what an interesting project it wasand that the car
really was (and still is) something special.
To publicise the Silverstone Classic, an event
was organised in late May. Jim Randle, Jaguar’s
former chief engineer and the man who, in 1987,
first thought of aJaguar Group Bcar to take on Porsche, and
myself were to meet journalists at Don LawRacing in Staffordshire.
Don and his team has become the centre for everything XJ220;
he deals in them, he fixes them and his son, Justin, races them.
Together, they’re very much the curators ofXJ220’s heritage and
of the car’s image.
It was anextraordinary day, starting with Jim meeting me at my
house so we could drive toDon’s place together. Although we’ve
TO SEE ALL
OF THESE
XJ220S
WASLIKE
MEETING AN
OLD FRIEND
stayed in touch, after all these years it
was good to have aproper catch-up and
reminisce about the car.
When we arrived, there were more
XJ220s together than Ihad ever seen,
Keith (centre) with
Jim Randle (left)
and Don Lawfrom
Don LawRacing
including at the factory at Bloxham. There was ahuge array of
different varieties, too. People forget that as well as the production
car there were also the cars made for racing, plus the prototypes,
and Don has even modified one with a V12,
which was the original concept from 1988.
To see all of these XJ220s together was like
meeting an old friend. It was fantastic that after
so many years ofbeing maligned for not being as
per our original concept, interest in the XJ220
has been resurrected and the car rediscovered.
It has become abigger part of motoring history,
not just Jaguar’s, than we ever thought it would.
It was especially satisfying for Jim to see his
brainchild still alive.
It was anemotional event, and also aheartwarming
one to see this little bit of Jaguar’s
history doing very well and more popular than
ever –and not just in museums, but with owners
and enthusiasts alike.
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
July 2017 \Jaguar World |27

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BUYING
£3K JAGUARS
£3K KINGS
We look at seven different ways that three grand
can bring a pre-loved Jaguar into your life
One of the great joys of Jaguar ownership is that it is inclusive, regardless of budget. From
£100,000-plus restored E-types to shabby X- and S-TYPEs for well under a grand, you can
buy into the heritage of one of the most evocative brands in automotive history at almost
any level. You’d be surprised at what you can get for your money, too, because £3,000 is all it
takes to get behind the wheel of a multitude of presentable and usable Jaguars, sporting or
sensible. From the very best examples of Jaguar’s early 21st century saloons to some of the
sportier models from the 20th century, you can pick up interesting cars for the same price as
a tired Vauxhall Astra – and which would you rather have? Here, we’ve put together seven
very different, but equally tempting, Jaguars that you can find within a £3k budget.
30 | Jaguar World / July 2017

July 2017 \Jaguar World |31
WORDS CRAIG CHEETHAM
PHOTOGRAPHY PAUL WALTON AND AS CREDITED

BUYING
£3K JAGUARS
XK8 4.0
The XK8 comes of age this year, being 21 years old, and the great news is
that the model, built under project code X100, has never been cheaper
he XK8 was a pivotal car in
Jaguar’s history. For almost
T three decades, the company had
been puzzling over how to
succeed the iconic E-type. The XJ-S, of
course, was its direct replacement, but had
much more of a grand tourer nature than
that of an out-and-out sports car.
The new XK needed to pay homage to
the icon while at the same time still be the
first entirely new car to be launched under
Ford ownership – the X300 XJ6 was both
an evolution of the XJ40 and was also
down the line of development before Ford
arrived on the scene.
The XK wasn’t entirely new, however.
Part of the floorpan was essentially a
modified version of that from the XJS. It
was, the first car to benefit from Jaguar’s
new AJ-V8 engine, built in the Ford engine
plant at Bridgend, South Wales.
The new engine was a 4.0-litre unit
featuring variable cam timing and Nikasilcoated
aluminium bores, which developed
290bhp. At the time, it produced the best
power-per-litre of any sports car in its class.
In terms of styling, the exterior team
led by Geoff Lawson and Fergus Pollock
(and using a design theme by Keith Helfet),
PHOTOGRAPHY SIMON HIPPERSON
32 | Jaguar World /July 2017

July 2017 \Jaguar World |33
XK84.0
createdacarthatpaidrecognisabletribute
totheE-type,whichwasvisibleinthecar’s
curvaceousflanks,humpedrearquarters
andaroundthebonnetareaespecially–the
E-types’distinctivecentralhumpbeingan
immediatelyobviousinfluence.
Theywererewardedwithamodelthat
wasaninstanthit,becomingthefastestsellingJaguarsportscarofalltime,while
winningplauditsfromthemotoringmedia
fordisplayingallthetraditionalhallmarks
ofaproperJaguarsportscar–notbadfor
acarthat,inessence,wasderivedfroma
platformfirstusedfortheXJ6Series1.
Bothcoupeandconvertiblemodelswere
offered,althoughwitha£3kbudgetyou’ll
struggletoattainthelatterunlessyouwant
abrokenonetofixupasaproject.However,
£3,000XK8coupesdoexist,andifyoushop
aroundcarefullyyou’veafightingchanceof
findingahalf-decentone.
Sure,it’llbeanolderexample,most
probablyonaPorRplate,and,aswith
anycarover20yearsold,themost
criticalcheckyoushouldmakeshouldbe
ofthebodycondition.Althoughmuch
hardierthantheXJSintermsofcorrosion
resistance,theXK8can–anddoes–rot.
Ofevengreaterconcernisthattheyhide
itwell,too,andacarthatlooksoutwardly
presentablecouldwellbehidingsome
horrorsunderneath.
Therearwheelarchesandtrailingedges
ofthesillsarethemostcommongrot
areas,andatthispricelevelyou’llstruggle
tofindonethat’scompletelyfreeofrust
here.Offarmoresignificance,though,is
thefrontendofthecar,asthelowerpart
ofthebulkhead,innerwingsandfront
floorpanscanrotoutbadly,alongwiththe
mountingpointsforthefrontsubframe.Be
extravigilantwheninspectingtheseareas,
asthoroughrepairswillprobablycostmore
thanthevalueofthecar.
Mechanically,they’reprettytough,
thoughtheearlyV8engineswereprone
toborewearcausedbytheNikasilliners
wearingthrough.Mostexampleshave
hadthisfaultrectifiedbynow–they’dbe
unlikelytohavelastedthislongotherwise–
andpost-2000carsaren’taffectedatall.
However,there’sonebugbearthataffects
allAJ-V8engines,andthat’sprematurewear
tothetimingchaintensioners.Thefirstgenerationtensionersweremadeofplastic
andthiscandeteriorateandcrackwithage,
withcatastrophicresultsifthetimingchain
jumpsloose.
Checktheservicehistorycarefullyor
asktheownerifthetensionershavebeen
replaced.Ifso,thenyou’llhavealotoffun
fornotalotofoutlay,providingyoudon’t
mindafewcosmeticblemishes.
Thenewenginewasa4.0-
litreunitfeaturingvariable
camtimingandNikasilcoatedaluminiumbores,
whichdeveloped290bhp.
Atthetime,itproduced
thebestpower-per-litreof
anysportscarinitsclass

BUYING
£3K JAGUARS
X300 XJR 4.0
Traditional looks coupled to relatively modern dynamics make the
X300 a big hit if you’re looking for a classic car that’s easy to own
fter years of sitting in banger
territory, the X300 generation of
A XJ saloon is starting to lift itself
out of the doldrums, with a
significant increase in classic interest in
recent months.
The X300 was a huge success for Jaguar,
and the first model to be launched under
Ford ownership. Based on the bodyshell
of the XJ40, the model was primarily a
reskin, retaining the dashboard, roof, doors
and glass area of the previous car, but with
improvements to the suspension, brakes
and steering. It also had a much broader
model range, including Sport models aimed
at attracting a younger buyer.
Although interest is on the up, there’s
still a reasonably plentiful supply of X300s,
and that means you can pick them up
relatively cheaply. Indeed, unless you’re
looking at something very special, from a
marque specialist, you’ve got most of the
market to go at.
And in those circumstances, why not
stretch yourself? The ultimate X300 was
the supercharged XJR, which took the
4.0-litre version of the proven AJ-16 sixcylinder
engine and mated it to an Eaton
M90 supercharger.
With 328bhp on tap, the XJR was
capable of 0-60mph in just 5.9 seconds
with manual gearbox, or 6.6 seconds with
the four-speed Getrag automatic. They’re
absolutely thrilling to drive, creating a
mechanical soundtrack that’s almost
as rewarding as the out-and-out grunt.
Throw in the X300’s already sublime
ride and handling and you have a terrific
performance saloon that was more than
34 | Jaguar World /July 2017

X300XJR4.0
amatchforaBMWM5,butwithmorein
thewayofclass.
You’reunlikelytofindanexampleas
goodastheoneinourpicturesfora
£3,000budget,butwefoundatleastfour
XJRsunderthe£3kbarrierduringthe
courseofresearchingthisfeature,andall
werebright,cleanexamplesthatwereup
andrunning,withhealthyMOTs.
Mechanically,thesix-cylinderX300sare
renownedfortheirreliability;supercharged
ornot.Theunitsrarelygospectacularly
wrong,althoughsomeofthecoolantpipes
aremetalandcancorrodeifthecorrect
mixtureofwaterandanti-freezeisn’tused
–whichcanleadtothecarlosingwaterand
overheating–sokeepaneyeonthelevels.
Otherwise,theX300’sbiggestenemy
isrust.Theydon’trotasbadlyasXJ40s,
buttheydotendtogoindifferentplaces,
despitebeingbasedonthesamebody
shell. Rust in the rear arches is common,
though not insurmountable, as is rust to
the sills and the lower edges of the front
wings, a common mud trap that wasn’t
helped by Jaguar using foam to increase
the soundproofing around the inner wing
because it can trap moisture and cause the
panel to rot from the inside out. Indeed,
this is often removed during repairs to
prevent the problem from recurring.
Mechanically,the sixcylinder
X300sare
renowned fortheir reliability,
supercharged or not
That said, providing the underside
of the car is in good order, cosmetics
shouldn’t necessarily put you off if they
can be dealt with later. What should,
though, is any sign of anything other than
surface corrosion on the rear suspension
mounting areas, the front bulkhead or
the windscreen surrounds, all of which
indicate a much more involved and
complicated repair is afoot. Likewise, if
the front footwells are wet, there’s a very
good chance something is awry with the
bulkhead or A-pillars.
Sadly, you can no longer reasonably
expect a truly immaculate XJR on this
kind of budget (the XJR under-a-grand
ship sailed about four years ago), so buy
carefully, check the MOT history online
for signs of previous welding or corrosion
failures, and put the car’s overall
structural condition ahead of all else.
July 2017 \Jaguar World |35

BUYING
£3K JAGUARS
X350 XJ8
With the oldest examples now over 14 years old, the aluminium and
technologically advanced X350 offers great value for money
t may have looked outwardly
traditional, but the X308’s
I replacement, known internally as
the X350 and publically as either
the XJ6 or XJ8 depending on engine
choice, was a massively more
technologically advanced car, which
brought in new manufacturing techniques
and the most advanced electrical systems
that Jaguar had ever used.
Developed with no expense spared,
the X350 did away with traditional steel
construction and instead used an extruded
and bonded aluminium monocoque as
the main body structure, to which various
modular components were attached.
When fitted with the 3.0-litre V6 engine
carried over from the S-TYPE, the result
of the new manufacturing process was
a car that weighed less than 1,600kg –
comparable to most family hatchbacks on
the market at the time. It was 40 percent
lighter than its predecessor, and 60 percent
stiffer.
Jaguar was so proud of the
manufacturing process that when the new
XJ debuted at the 2002 Paris Motor Show
it was shown completely naked – a polished
aluminium show car with no paint, which
was one of the show’s big crowd-pullers.
Today, with the oldest examples over 14
years old, the X350 is cheaper than ever.
We’ve seen 3.0-litre V6 XJ6 examples for
sale from as little as £1,650 – and that’s an
astonishing amount of car for the money.
But with X350s being this inexpensive,
unless you do enough miles to benefit from
the V6 model’s impressive fuel economy
of over 30mpg, then you may as well push
36 | Jaguar World /July 2017

July 2017 \Jaguar World |37
X350XJ
XJ84.2
theboatoutandgofortheV8.Ignoring
thesuperchargedXJRandDaimlerSuper
V8models,whicharecurrentlyoutside
thescopeofa£3kbudget(althoughXJRs
aregettingclose…),therewere3.5-and
4.2-litrepowerplantsbasedontheAJ
V8enginefromtheX308,butbothhad
slightlylargercapacities.
Inbothcases,theengineshavebeen
extremelyreliable,withtheteething
problemsoftheearlierAJV8sironedout.
Indeed,forseveralyearsinsuccession,the
XJrangewasinthetopthreecarsinthe
annualJDPowerreliabilityandsatisfaction
survey,suchwas(andis)itsdependability.
Itwould,ofcourse,beunreasonableto
expectacarthat’sfastapproachingits15th
birthdaytobecompletelyfault-free,andin
thecaseoftheX350thereareoneortwo
faultsstartingtorevealthemselves.
Oneofthemorecommonproblemsis
failureofthesuspensionairbags,whichlose
pressureovertimeandcanleak.Theparts
toreplacethemarenotcheap–£300-
£400–but,ontheplusside,they’reaquick
andrelativelyeasyparttoreplace,witha
specialistfamiliartothemodelbeingable
toswapthemoverinlessthananhour.
X350sarealsopronetoelectricalfaults,
usuallydowntopoorearthsinthebody
electricalcircuit.Sometimes,cleaning
theearthpointscanmendthem,but
occasionallyit’stheentirebodyprocessor
modulethathaspackedupandtheseare
anexpensivepartfromJaguarataround
£500,thoughspecialistbreakersdosell
tested,usedexamplesforaround£100if
that’sagambleyou’rehappytotake.
OneofthemajorbenefitsoftheX350,
though,isthatitsaluminiumconstruction
meansitdoesn’tsufferfromcorrosionin
thesamewayasJaguarsofold.It’snot
uncommontoseeblistersorreactionson
theveryedgesofpanels,whichleadto
paintdamageorspiderycracksinthepaint
underthelacquer,butthere’snoriskofthe
rampantcorrosionthatisknowntoaffect
previousgenerationsofXJ.
TheX350didawaywith
traditionalsteelconstruction
andinsteadusedan
ext
xtrudedandbonded
aluminiummonocoque

BUYING
£3K JAGUARS
X-TYPE 2.0/2.2d
Of our seven £3,000 choices, this one is probably the mostsensible and
appropriate if you’re looking for a Jaguar you can use every day
aunched in 2001, theX-TYPE
wasone of the most strategic
L carsinFord’s plans forJaguar
because it marked its entry into
the busy‘compactexecutive’ sector of the
car market, dominated by the BMW
3-Series and Audi A4.
Unfortunately, the X-TYPE’s gestation
was quite a difficult one, with the brand
nervously moving away from rear-wheel
drive for the first time. In doing so, it
didn’t want to compromise the notion of
‘Jaguarness’, so when the car first appeared
it was petrol and four-wheel drive only.
It also shared some of its underpinnings
with the Ford Mondeo, though the notion
that it was based entirely on the Mondeo
platform is a fallacy oft trotted out by lazy
motoring journalists.
In reality, the X-TYPE’s underside has a lot
more in common with the Mondeo estate
than the hatchback, but with completely
different suspension and transmission and a
unique-to-the-Jaguar driveline, along with a
chassis set-up entirely developed by Jaguar’s
own engineers.
In styling terms, the X-TYPE saloon had
the look of a mini-XJ, making it instantly
identifiable as a Jaguar, although Sport models
were aimed at a more youthful customer and
came with a less traditional interior.
OnceJaguar settled intothe notion that
theworld wasreadyfor afront-wheel drive
Jaguar,itquietly launched a2.1-litreversion of
the V6 model with FWD only.Nobody really
realised, or cared, so in 2003 Jaguar decided
to shake things up a bit more with the launch
of adiesel model, whichatlast gavethe
company a foothold in the fleet market – a
move it should have made much sooner.
The oil burners used Ford’s TDCi
engines, as found in the Mondeo, Focus
and (whisper it…) Transit, with a choice
of two capacities – 2.0- and 2.2-litre. The
smaller unit has 127bhp on tap and the
larger one 148bhp, with both units giving
admirable mid-range performance.
In many respects, these are the pick
of the X-TYPE range, for while the
V6-powered models, especially in 3.0-litre
flavour, are tremendous to drive, they’re
also thirstier and expensive to run and
in 2003 Jaguar decided
to shakethings up abit
more with the launch
of a diesel model
insure. The downside, depending on your
preference, isthat thepre-facelift models
that aremostlikely to come within the
£3k budget were available with asixspeed
manual gearboxonly. An autowas
added for the last two years of production,
coupled to the 2.2-litreengine, but you’re
only likely to find a high-mileage example
within budget at this price.
For a modern common rail diesel, the
Ford unit is fairly reliable, the biggest
mechanical foible being wear to the dual
mass flywheel – a £500-plus fix, so listen
out for a wavering humming noise at idle
or when the clutch pedal is depressed.
Other than that, the X-TYPE’s biggest
failing is rust. Unfortunately, one thing it
definitely inherited from contemporary
Fords was theabilitytocorrode, while the
plastic cover sills weren’t sealed off around
the sills themselves, creating a nasty trap
for muck and moisture. It’s quite common
foranX-TYPE to look terrific up top, but
be seriously corroded underneath, so make
sure you checkany potential purchase
carefully. Then, when youdofindagood
one, have it comprehensively undersealed.
Do that and you’ll have an extremely
capable, comfortable and economical
family car, with the added bonusofJaguar
styling,performanceand handling.
38 | Jaguar World /July 2017

BUYING
£3K JAGUARS
X308 XJ8 3.2
Although beset with early reliability problems when launched in 1997,
agood X308 is arguably the lasttrue traditional Jaguar saloon
isually,there’s little to choose
between the X300 and the X308,
V but despitetheir very similar
outwardappearance, the two
carshaveconsiderably different characters.
The X308, whichwas theinternal
codename forthe first V8-engined XJ, was
the car that the 1994 X300 should have
been at the time of its birth. But, with Ford
putting pressureonJaguar to renew its
ageing model range (whichatthe time of
the Ford takeover in 1990 consisted of just
twomodels),the restyled bodywork was
put intoproduction beforethe arrival of
the new powertrain, along with arevised
cabin, new front suspension and some very
subtle exterior changes.
Although plagued with reliability
problems early on, caused by worn Nikasil
cylinder linings and prematuretiming
chain tensioner failures, awell-sorted X308
is, today, acharming car to own and, in
manyways, is thought of as the last proper
traditional Jaguar saloon. What’s more,
thereare hundreds to choose from within a
budget of £3,000, meaning youcan afford
to be choosy.
First up, there’s achoiceoftwo engines,
3.2 or 4.0 (coincidentally the same
capacities as the X300), while the only
models that will be inaccessible within
budget arethe supercharged XJR and
Daimler Super V8.
Of the twopowerplants,the 3.2 is more
than adequateand is probably the better
option forregular use. It came in either
base XJ8, Sport (aimed at younger buyers)
or fleet-friendly Executivetrim levels, while
an SE variant wasadded in 2002, arunout
version of the 3.2 with atrim level closer to
that of the 4.0 Sovereign.
Meanwhile, 4.0-litreengines were fitted
to XJ8, Sovereign and (rare) Daimler Eight
models. When new,the pricedifference
between the 3.2 Sport and 4.0 Sovereign
wasaround £9,500, whereas todaythe
differenceisamere£200-£300. For
that reason alone, if youcan find agood
Sovereign within budget (and they areout
there), it’s worth hunting one down.
Equally,though, a3.2 Sport or Executive
is afinecar and averyrewarding vehicle
to buy forlessthan £3,000. Forthat, you’ll
find agreat car privately in the small ads,
or,for aslightly larger investment you’ll get
the benefit of dealer back-up.
Mechanically,the X308 requires the
same checks as the XK8, with whichit
shares its engine. The biggest area of
concern is the timing chain tensioners.
If there’s aknocking or rattling from
the engine at idle, the tensionersneeds
Thereare hundreds to
choose from within abudget
of £3,000,meaning you
can affordtobechoosy
changing –fast–or you’ll be faced with a
muchmoresubstantial bill.
As per the X300, with whichthe X308
shares most of its bodywork, thereare
several rust traps in the bodywork, and
early X308s tend to be more rotprone
than the X300s beforethem. Whether
this is down to achange in metal quality
or the fact that Jaguar changed the front
suspension to incorporatemorehidden
rust traps within the inner wings is up for
discussion, but it seems that post-2000 cars
aremuchbetterthan the early examples.
So whychoose one over an X300?
Well, the X308 is amoreagile, sharper
and morelively car to drive. Thereare
reasons forchoosing either –the V8s are
the betterdrivers’carsbysome margin,
but the six-cylindersare morereliable,
have asmoother ride and enjoyamore
traditionally classic cabin aura.
40 | Jaguar World /July 2017

08/16
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OIL FILTER EBC9658 £5.40 EBC9658 £5.40 EBC9658 £5.40
AIR FILTER EAC9828 £23.22 EBC1084 £15.48 EBC1084 £15.48
FUEL FILTER C2C35417 £6.25 C2C35417 £6.25 C2C35417 £6.25
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WIPER ARM FROM £14.76 FROM £14.76 FROM £14.76
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DRIVE BELTAIR PUMP EAC6335 £7.85 EAC6335 £7.85 NAB4705AA £6.48
DRIVE BELT EAC1323 £7.80 EAC1323 £7.80
DRIVE BELTFAN C43070 £5.94 C43070 £5.94
FUEL INJECTORS FROM £51.83 EBC2409 £323.14 EBC2409 £323.14
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RECEIVER DRIER MHD7410AB £73.44 MHD7410AB £73.44 MHD7410AB £73.44
FRONT BRAKE PADS FROM £17.83 FROM £17.83 FROM £17.83
REAR BRAKE PADS FROM £12.65 FROM £12.65 FROM £12.65
HAND BRAKE SHOES JLM2209 £42.85 JLM2209 £42.85 JLM2209 £42.85
FRONT DISCS JLM776 £30.00 JLM776 £30.00 JLM776 £30.00
REAR DISCS FROM £16.72 FROM £16.72 FROM £16.72
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A.R.B LINK ASSY C46186K £13.80 C46186K £13.80 C46186K £13.80
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REAR CRADLE MTG FROM £11.14 FROM £11.14 FROM £11.14
RADIUS ARMS C41831 £67.20 C41831 £67.20 FROM £67.20
LOWER W/BONE BUSH C8673 £2.34 C8673 £2.34 C8673 £2.34
TOPW/BONE BUSH CAC9295 £8.70 CAC9295 £8.70 CAC9295 £8.70
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LOWER BALL JOINT JLM11860 £10.44 JLM11860 £10.44 JLM11860 £10.44
FRTW/BEARING KIT JLM258 £13.08 JLM258 £13.08 JLM258 £13.08
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Contactuson01635 300 30 foraFREE information pack or visit www.kwecars.com

BUYING
£3K JAGUARS
XJS 4.0
For our budget, to buy into the timeless elegance that the XJS offers
you’ll probably be looking at a 4.0-litre, six-cylinder example
here was a time, not so long ago,
when £3,000 would give you a
T choice of XJS, from an early V12
coupe to a late 4.0 convertible,
with all flavours in between.
Those days, though, have gone, and the
very best XJSsarenow selling for prices
well into fivefigures –solet that be a
major caveat before you ventureforth into
the classifieds with£3,000tospend.
That’s the bad news. The good news is
that £3,000 XJSs still exist and, a bit like
buying anold property,the values of good
examples are significantly higher than
projects, meaning that if you’re canny and
good at doing repairs yourself, you’ll always
beabletorecoup your collateral.
And there are many reasons to choose
an XJS, not least the fact that its distinctive
looks, criticised from some quarters when
the car was new, have aged sensationally
well. It may not have the lithe, delicate lines
of the E-type that preceded it, but the XJS’s
wide, low-slung bonnet, flying buttresses and
With£3,000,youare
lookingataten-yearwindow
between1983and1993
rotund flanks have a timeless elegance that
has come into its own as the car has aged.
So, what type of XJS will you get for this
budget? Well, unless you’re brave, we’d
steer clear of a V12. If you can afford to
run one, you can probably afford to buy a
betteronethan £3k will muster,unlessyour
ambition is to take on arestoration project
forthe fun of it, in whichcase they areout
there. Butdon’t expect to pickupanything
that’s immediately usable.
For under £3k, you’ll be looking at a
six-cylinder example. The first six-pot XJS
joined the line-up in 1983 and came with
the AJ6 engine from the XJ40 saloon,
while the 1991 facelift brought in the 4.0-
litre (also from the XJ40),along with a
modernised cabin, body-coloured trim and
new darkened rear lamp lenses.
The 4.0-litre AJ6 engine was replaced by
the 4.0 AJ-16 in 1994 to coincide with the
launch of the new X300 saloon, and these
are the most reliable variants of XJS, but
tend to bemoreexpensiveasaresult.
With £3,000, then, you’re looking at
about a ten-year window between 1983
and 1993, and although the 4.0-litres are
the better cars to drive, if you’re looking for
an XJS to use, then you should focus much
more on what kind of condition it’s in than
what’s under the bonnet.
Realistically, whatever you buy at this
price level will be a bit tired. However, there
are quite a few examples around, especially
in places like London, where they’ve never
ventured onto a salty motorway, that are
scruffy around the edges but sound where
it matters; finding a car like that is the
objective you need to set yourself when you
go looking. Gradually improving acar that
has batteredpanels, missing trim and worn
seats will be substantially easier than taking
on awelding marathon, after all.
And corrosion, as with many old Jaguars,
is your biggest enemy here. You’ll be
lucky to findacar that’s completely rust
free, but the key areas to check are the
bottoms of the front wings, rear wheelarch
lips, front and rear jacking points and, on
facelifted cars, the front scuttlepanel and
windscreen surround, which appear to be
more rust prone than on earlier cars for
some inexplicable reason.
XJSs are also very sensitive to wear in
the suspension joints, which can give a
clunky ride – but it’s amazing how much
they can be transformed with a new set
of bushes.
So is a £3k XJS a good idea? Put simply,
probably not. But for those brief, glorious
moments where you thread it through
the streets, hands on the delicate, narrow
steering wheel as you stare across a vast
plain of bonnet before you, you’ll never
have looked more suave. And that, alone,
may be reason enough to tempt you.
PHOTOGRAPHY CHRIS FROSIN
42 | Jaguar World /July 2017

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BUYING
£3K JAGUARS
S-TYPE 3.0 V6
Launched in 1998, this mid-sizeexecutive-class S-TYPE is currently
one of the cheapestwaysintoJaguar ownership
OT’d examples of the S-TYPE are
available from as little as afew
M hundred pounds, although you
won’t end up with anything
particularly special; up your budget to £3,000
and youcan pickupavery nicecar indeed.
The original S-TYPE echoed the retrostyling
trends of the time by taking design
cues from its Sixties forebear of the same
name, as well as the Mk 2. The choiceof
distinctiveovalgrille, twin headlamps and
drooping rear end were directly driven by
the brand’s heritage, and although it was
aimed at the smaller mid-sizeexecutive
class –adirect rival to theBMW 5-Series
and the Mercedes E-Class –the S-TYPE
wasn’t much smaller than the XJ saloon.
Indeed, it wasjust 20cm shorter and had a
larger,morepractical, passenger area.
Under the skin, it wasbased on aFord
platform that would also underpin the
parent company’s luxury Lincoln LS in
the States. This wasamovethat upset
the Jaguar purists, but at thesame time
afforded the brand the opportunity to
develop the car at a much-reduced price.
What’s more, the finished product showed
that enthusiasts had been worrying
unnecessarily – the S-TYPE had a good ride,
perfectly capable handling,and asteering
feel that had been refined by Jaguar’s
own engineerstogiveconsiderably better
feedbackthan the American chassis tune.
Wherethe car did come in forcriticism
wasits interior quality –the plasticky
steering wheel, Ford-derived switchgear
and fairly cheap-feeling leather detracts
from the exterior’s promise.
On a£3,000 budget, a
petrol-enginedversion of
this generation of S-TYPE
is well within your grasp
These were criticisms that Jaguar took
on board, with avastly improved cabin
from late2001-onwards, based on similar
design themes to the new X-TYPE, and a
more comprehensive facelift (along with
the arrival of diesel engines) from 2003.
The final facelifted models were also more
technologically advanced, with features such
as an electronic parking brake and a haptic
touchscreen, whichdelivered kinaesthetic
feedbacktothe driver’s fingers.
On a£3,000 budget, apetrol-engined
version of this generation of S-TYPE is
well within your grasp, and should be in
extremely tidy condition. They’realso much
betterrustproofed than the early S-TYPEs,
whichare prone to sill and floorpan
corrosion if not properly looked after.
The 3.0-litreV6isthe one to go forunless
youcover abig mileage, as it’s far more
reliable than the 2.7 TDV6 diesel. The engine
comes from Ford’s DURATECengine family,
but don’t let this put youoff. The 240bhp
unit is torquey and responsive, and has an
excellent reliability record.The best option is
to seekout apre-2006 SE model, as this is the
best combination in terms of running costs
and specification –anything registered from
March 2006 onwardsissubject to amore
punitivelevel of road taxof£535 per annum,
as opposed to £305 ayearfor earlier models.
That said, the last-of-the-line Spirit models
were well equipped and came with the
S-TYPE R-style alloys, so if you’relooking for
an occasional-use car that you only tax for a
few months a year, it has quite a bit going for
it. You’ll struggle to get one at £3,000 unless
you buy privately, but they are out there.
44 | Jaguar World /July 2017

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OWNER’S STORY
WELL
TRAVELLED
Afternine yearsoflethargic ownership, this Series 2E-type was
catapulted intoaheady period of international travel
WORDS & P HOTOGRAPHY JIM PATTEN
TRAVEL PICTURES MARTYN OLDROYD
46 | Jaguar World /July 2017

MARTYN OLDROYD’S
passion fortravelling by
Jaguar wassparked in
1948, when he recalls the
family driving through
Franceintheir Mk V.
His father,George, wasvery mucha
Jaguar man –heknew (Sir) William Lyons
from the Blackpool days –and left alasting
Jaguar impression on Martyn as he grew up
in afamily steeped in the product. Therehad
been an S.S.1, S.S.90 and XK 120, all the way
through to aSeries 3E-type 2+2. Martyn
vividly recalls the Jaguarsbeing craned onto
ships until the convenienceofthe driveon
ferries gave access to Europe. When he
became old enough to drive,hehad to serve
his time graduating through various cars–
the closest to aJaguar being a1964 Daimler
SP250. But he and his wife, Liz, did have fun
in those pre-regulation days.
Once, when they were driving the
Daimler through France, as they often did,
he waspushing the Daimler flat out near
Avignon with aPorsche following hard,
but unable to pass. When Martyn stopped
forfuel, so did the Porsche; the driver was
anxious to see this strange car that had
been travelling so fast.
When their son wasborn, he came along
too, carried in alaundry basket nestling in
the small backseat. He soon grew out of
that, though, and something practical was
needed. So, in 1970, Martyn handed his
‘Dart’ over to Liz and he bought ayearold
XJ6. That Daimler is still in the family,
having been rebuilt twice, and is probably
due another.The XJ6, although adored by
Martyn, succumbed to rust after about six
yearsand had to go.
Martyn went through the usual routine
of family,business and lifeingeneral, until
he reached the point of being semi-retired
and the lureofawinter project beckoned.
In 1992, afriend on the fringes of the
motor industry managed to convince
Martyn to buy a1969Series 2E-type
fixedhead, imported from the US. But
this wasn’t arust-free dry-statecar; this
example came with rusted floor pans (there
wasnone) and morebeside. The friend
reckoned it would be an easysix months to
get the E-type on the road. The reality was
four years.
July 2017 \Jaguar World |47

OWNER’S STORY
JAGUAR E-TYPE
Afrustrated engineer,Martyn was
determined to do as muchofthe work
himself as possible and confesses that it
wasasteep learning curve. He did most
of the welding,asteering conversion
from left- to right-hand drive, and the
mechanical work, plus, he wasn’t fazed by
tackling the interior.
Being aUSSeries 2, the E-type was
fittedwith twin Strombergcarburettors,
whichhad to go.Martyn rather fancied a
set of triple Webersand, with these fitted,
the car hit the road. But not forlong. It
wasn’t running very well and Martyn had
been frustrated by the poor after-market
parts, reckoning it would be bettertouse
decent second-hand components. But he
did manage to get it running to atolerable
level, while improving it over time.
When the family moved to Guernsey
in 1997,the E-type came with them, quite
the longest journey it had ever made in
their hands. Not muchhappened until
2000, when some friends suggested they
join them on aEuropean tour.Martyn and
Liz agreed and they set off on the Jaguar
World Tour to theItalian Lakes. It wasa
gentle introduction, involving adrive to
Calais and boarding aspecially chartered
train to Italy,christened by everyone as
TheVon Ryan’s Express. Martyn was
gratified that their car did the trip without
issue, and, as well as having had agreat
holiday, he had valued meeting so many
knowledgeable people. Their inspiration led
to aperiod of improving the E-type.
With growing confidence, Martyn and
Liz went on at least one organised tour
eachyear. In that time, only one problem
occurred –awheel bearing brokeuponthe
waytoReims, France. The E-type wastaken
to aRenault garage, wherethey were kind
enough to allow Martyn to work on the
car himself. The new bearings were sent by
overnight delivery and the car wasupand
running again within 24 hours.
Awarethat the car could be better,
Martyn sent it to WatJag foraseries
of upgrades and improvements, spread
over afew years. Reasoning that as it
wasaSeries 2fixedhead with aleft- to
right-hand conversion therewas no real
intrinsic value attached, he had no qualms
about straying from original specification.
They wanted their car fortouring and it
had to be comfortable, reliable and with
adecent load area so that it could take
all the luggage they needed. With that
in mind, WatJag carried out afullengine
rebuild to include abig-valvecylinder head
with Series 3XJ6 injection camshafts,
lightweight 9:1 compression pistons, a
modern rear crankshaft seal conversion,
spin-on oil filter and a123 distributor.The
gearboxwas swapped foraBorgWarner
T5, with the fifth gear offering a25percent
overdrivereduction,perfect forthose
long drives. Foreaseofparking,anM&C
Wilkinson power steering conversion was
fitted, whichMartyn reckons is precise
and works very well. The suspension
has been improved with Spax adjustable
dampersand uprated front torsion bars. No
improvement wasneeded on the brakes,
though, as the model already had excellent
three-pot front brakecalipers. Stainless
steel six-inchwirewheels with Toyo tyres
completethe picture.
It made sense to Martyn that he acquired
astablematefor the fixedhead so that at
least one of them would be on the road,
and so he bought aSeries 3E-type open
ABOVE: Good handling is
part of theadventure
OPPOSITE PAGE,
BOTTOM: Engine has a
big-valvecylinder head
that packs apunch
48 | Jaguar World /July 2017

OWNER’S STORY
JAGUAR E-TYPE
Towardsthe end of 2016,Martyn and
Liz signed up forSarah Dowding’s Classic
Travelling South Africa tour to drivethe
stunning Garden RoutefromCape Town
along the coast to Port Elizabeth. From
there, the routewent backtoCape Town,
taking in the mountain ridges, and visiting
three safari parks along the way. This trip
wasfor classiccarsingeneral, but Jaguars
were well represented and included twoXK
120s, an XK 140, twoXK150s, an XJSand
aSeries 3E-type. Martyn and Liz had no
trouble at all in their fixedhead, although
they faced challenges along the gravel roads
leading to thesafari parks as the exhaust
system took abashing on the irregular
surfaces. Generally,the roads were clear
and empty with very little traffic barring
their way. South Africa has alwaysbeen
agood market forJaguar and this was
reflected in the huge and friendly interest
shown in the cars.
two-seater.This, too, waspushed into
action and became muchtravelled, going
as far as Argentina and Australia. With
the emphasis on touring,the V12engine
is now fuel injected with an Emerald
engine management system and has been
completely reliable. Having driven that car,I
can vouchfor its abilities. Touring duties are
now shared between six- and 12-cylinder
cars, working on alternateyears.
In 2008, the Series 2wentonits longest
trip to date,the Route66journey from
Chicago to Santa Monica. That was
another great and successful drivewith
no breakdowns –until they arrived at
SantaMonicapier,just after the tour had
ended, when the ignition switch literally
brokeapart in Martyn’s hands. It waseasy
enough to hot wirethe switch as therewas
only three wires. However,another tour
participant wandered over to seewhat
wasgoing on; unbelievably,hehad aspare
switch with him.
About six or seven yearsago,Martyn
decided that it wastime forthe bodywork
to be done properly and so it returned to
WatJag oncemorefor afullshell rebuild,
aiming forabetterstandardthan backin
1992. It had anew bonnet, and proper
repair panels replaced all the previous
repair patches. Martyn wasabsolutely
delighted with the results.
Moretourscame and went, but Martyn
wasbecomingincreasingly frustrated with
the Weber carburettors.They worked well
enough, but they were never anygood at
low speed and the induction noise became
toomuchofanirritant, especially on long
trips. They were changed forasecond set,
but improvements were minimal. Then,
in 2016,Martyn decided to fit aset of the
original triple two-inchSUcarburettors
from the SU CarburettorCompany.There
arestill afew issues getting the perfect
set-up forthe slightly modified engine,
but it is betternow than it has ever been,
with the engine running very smooth. But
then, acar likethis is never finished, there
is alwayssomething new to fit or arecently
introduced upgrade to improvethe car’s
abilities while touring.
Imeet up with Martyn just before the car
is to be shipped off to South Africa. The
E-type is at CL Classics for four-wheel
alignment. Martyn has made the right
decision with this car –itisperfect for
his use. The standard three-pot front
calipers asfitted tothe Series 2are very
efficient and, along with the intelligent
upgrades, he has apotent mix of reliability,
performance and the ability to munch
through the miles.
It all looks good on paper,and now it’s
my turntocheckitout in the real world.
It has that air of awell-travelled car,and
by that Idon’t mean worn out. This car has
done the miles and looks betterfor it.For
once, the virtues of the Series 1purity are
as insignificant as they areunsuitable for
the job in hand. There’s alarge oval mouth
at the front of the bonnet on this car,which
July 2017 \Jaguar World |49

OWNER’S STORY
JAGUAR E-TYPE
During our short drive,
we revel in bursts of
acceleration
MAIN IMAGE: Driving into
the African horizon in 2016
BELOW: Mid-point on
Route66in2008
Fabulous scenery near
Cape Town
is perfect fordirecting cooling air over the
much-improved radiator.The headlights,
unencumbered by restrictiveglass covers,
areclear of diffusion and offer abright
spread of light.
Inside, it is very comfortable, and the
rocker switches easy tooperate. With
the ignition key now on the steering
column, where inmost markets it doubles
as asteering lock, no separate button
is needed to start the engine, which is
in good shape and sounds eager. The
gearbox, too, feels smooth. On the road,
there isplenty of power and, during
our short drive, we revel inbursts of
acceleration. We’re blessed with some
quiet roads with enough twists and turns
to get the most out of this car’s revisions.
Ialmost don’t want to like the power
steering, but it does agreat job, especially
in tight parking.
Knowing that Martyn and Liz are
shipping the car out in just days, my driveis
ashort one, but it is enough to know that
this car will givethem everything they want
in South Africa.
We now know that Martyn and Liz’s trip
went very well, although the clutch release
bearing fell apart not long after getting back.
So, the E-type is backwith WatJag fora
completereplacement. That means engine
and gearboxare out of the car onceagain. To
Martyn and Liz, this is asmall pricetopay.
Their E-type has travelled the miles with a
small number of resultant problems, none of
whichhavestopped the car finishing atour.
That’s an impressiverecord. Hopefully,itmay
well inspireotherstodothe same.
50 | Jaguar World /July 2017

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WORDS & P HOTOGRAPHY PAUL WALTON
EASY
OPTION
Following his disastrous 2016 Jaguar
Run, at this year’s event, Paul
Walton decides to makelifeeasier
by entering justone, easy-to-drive
car: the XF 2.0d with all-wheel drive
IN THE September 2016 issue, at the end of
my Our Jaguars piece on the Jaguar Run, I
said, “Next year, I’m keeping it simple.”
Readers with a good memory will remember
that I had entered two cars: my own XK8, driven
by yours truly, and an F-PACE that I had on test,
which my wife took charge of. With two cars to
navigate the busy roads to Brighton and two kids
to keep happy, it wasn’t the easiest of days and
I promised myself that this year there would be
just one car and, more importantly, no children.
But what car? With our project XJ8 out of
action during the weekend of the event and my
XK8 still to have its brakes fitted [see p90 and
p93, respectively], I decided on a new model.
Desiring an easy drive, a supercharged R model
was out of the question; they’re about as relaxing
to drive as riding a rodeo cow. Having tested both
the XJ and XE recently [see JW, June 2017, p80,
and Summer 2017, p54, respectively], I figured an
XF with the 2.0 diesel engine plus all-wheel drive
would offer the more relaxing and less stimulating
drive I was looking for. How wrong was I?
But that’s to come. The day begins with a pleasant
and unsurprising drive along the M11 towards the
south-east of London and the Old Royal Naval
College, the start for this year’s run. Despite leaving
home at 6.30am and arriving a little before 8am,
the College’s Grand Square is already filling with
Jaguars. It might be in its 19th year and the finish
has been moved from Brighton to Eastbourne for
2017, but the Jaguar Run remains as popular as ever,
as proven by the 180 Jaguars present. These range
from a fun-looking C-type replica to several new
models, including an F-PACE, a few F-TYPEs and my
XF. Together, they make a spectacular sight, especially
54 | Jaguar World /July 2017

July 2017 \Jaguar World |55

MODERN DRIVE
XF 2.0D AWD
ITHINK IT’S THE
PRETTIEST OF JAGUAR’S THREE
SALOONS, WITH BETTER PROPORTIONS
with the Old RoyalNaval College as the backdrop.
Located in Greenwichonthe banks of the River
Thames, and with the O2 Arena in sight, the Old
RoyalNaval College wasthe siteofGreenwichPalace,
the birthplaceofTudor queens Mary Iand Elizabeth
I. It wasdemolished in 1694 to makeway forthe
RoyalHospital forSeamen, whichwas designed
by acclaimed architect Christopher Wren and built
between 1696 and 1712.In1873, the buildings were
transformed intoatraining establishment forthe
RoyalNavy. Today, they areaWorld Heritage Site
and have been described by the United Nations
Educational, Scientific and Cultural Organisation
(UNESCO) as, “The finest and most dramatically
sited architectural and landscape ensemble in the
British Isles.” Obviously,they haven’t seen my office
with its impressivecollection of moldy coffee cups.
Afterstrolling around admiring carsfor an
hour,Idecide to makeastart, driving through
the college’s beautiful West Gateintothe busy
London traffic. This is the thirdtime the Jaguar
Runhas been wavedoff from the College,
so as Ifollow the A206 towardsthe A2, this
time Idon’t become lost as Ileave the city.
With the dual carriageway reached, Istretch
out in the XF’s spacious interior.I’m feeling
pleased by my choiceofvehicle. It might not be
as exciting as other carsI’veusedfor previous
runs (including an XK8 convertible with full
Union Jacklivery,acopy of the car used in the
1999 Austin Powers movie, plus the final XJ12
Coupe from 1977), but it’s still very handsome.
Thanks to the XF being 176mm shorter than
the standardXJ, but 282mm longer than the XE,
Ithink it’s the prettiest of Jaguar’s three saloons,
with betterproportions –helped by along,
elegant tail that alwaysreminds me of the X150
generation of XKs. The optional 20in Venom
ABOVE: Overlooking
the River Thames at
the Old Royal Naval
College
BELOW:The XF next
to the Thames with
the O2 Arena in the
background
Diamond Turned alloys heighten the car’s good
looks, but then they should, costingahefty £2,050.
The 2.0-litrediesel is smooth and, offering
180PS (177bhp), progress is easybecause the fourcylinder
unit requires little work to deliver its power.
Just agentlesqueezeofthe throttle pedal causes
the eight-speed automatic transmission to kick
down, resulting in asharp stab of acceleration.
This example is the mid-range R-Sport trim and,
as we allknow when ordering wine at arestaurant,
midrange is best. Yes, the C-type replica is arguably
morefun than my diesel XF,but when Jaguar’s famed
aerodynamicist Malcolm Sayerwas designing the
original in the Fifties, he didn’t include manyluxuries
suchasair conditioning,sat-nav, leather upholstery,
afabulous stereo or even proper windows.
Following an hour-long traffic jam on the A2,
the result of an accident, Ileave the motorway
56 | Jaguar World /July 2017

MODERNDRIVE
XF 2.0D AWD
I’d have asked forbetter4Greception or ‘freecakeTuesdays’,but
eachtotheir own, Iguess.
Ihavetomiss the mid-way stop point at
Raystede Centrefor Animal Welfaredue to
time constraints so drivepassed on the B2191, a
long,straightroad known locally as the Broyle,
named after amain area of common land within
the parish of Ringmer.Ithen take aleft onto
smaller roads and wiggle my waythrough the
beautiful lush countryside, passing the entrance
forGlynde Place, an Elizabethan manor house.
Eventually,Iturn left ontothe A27towards
Eastbourne and, on this wider road, Ican put my
foot down abit more,the XF’s 2.0 diesel responding
instantly,yet remaining whisper quiet even under
heavier acceleration. The ride is comfortable,
too, absorbing bumps in the road easily,while
not transmitting undulations backintothe cabin.
Okay, it’s not as exciting as some of the other
carsonthe run, but it is averyrefined one.
At the village of East Dean, Iturn right towards
Birling Gap, acoastal hamlet with aprettysandand-shingle
beachthat offersperfect viewsof
the Seven Sisters, aseries of chalk cliffsfamed for
their whiteness as aresult of constant erosion:
up to ametreayear. In fact, the erosion is so
bad here, that Birling Gap itself will soon no
longer exist because all the houses need to be
demolished beforethey fall intothe sea. And
that’s agreat pity sinceit’s very pretty.Ican think
of bettercandidates to crash intothe sea.
All fascinating stuff, but I’m moreinterested in
the inviting road in front of me. With long straights
and sweeping bends, Istart to regret not bringing
asportscar.OrdoI?This XF has four-wheel drive,
don’t forget, whichhas ahuge impact on its handling
abilities. In normal driving,all theengine’s torque
is sent to therear axle, but as soon as the car’s
The entrancetoGlynde
PlaceinEast Sussex
and delvedeepintothe Kent countryside on
the A227. Ipass through beautiful little villages,
suchasMeopham, wherethere’s agameof
crickettaking placeonthe green, overlooked
by an old windmill. It’s suchatypically English
sight, I’m expecting to see JWMTurnerbusy
painting in the corner,angrily gesticulating for
the whitesaloon to stop blocking his view.
Icross intoEast Sussex at the village of
Lamberhurst beforedriving through Wadhurst,
wherethereisamarket every Saturdaythanks to
Henry III granting aCharter in 1253. Personally,
ABOVE FROM TOP:
Paul leavesthe Old
Royal NavalCollege
through the beautiful
West Gate;
With its cricketmatch
and windmill, Meopham
is atraditional
English village;
Deep in the Kent
countryside, L2E
entrant Paul Sinnott
drives past in his 1995
XJS convertible
July 2017 \Jaguar World |57

MODERN DRIVE
XF 2.0D AWD
IPUT MY FOOT DOWN AND THE ENGINE RESPONDS
INSTANTLY, DELIVERING ITS 317LB FT OF TORQUE
TO PROPEL ME EFFORTLESSLY OUT OF THE BEND
intelligent driveline dynamics (IDD) predicts that
the rear axle is approaching the limit of available
traction, torque is transferred to the front axle.
So, on the fast road at Beachy Head –asection
of the East Sussex coastline wherethe highest chalk
sea cliff in Britain rises to 162m (531ft) abovesea
level –Ipush harder,immediately causing all four
wheels to start gripping the road surface. Ican
hardly feel the change, although Idonoticethat
the car has become morestableand composed,
encouraging me to take cornersalittle faster than
in arear-wheel model. The electric power steering,
standardonall Jaguars, is perfectly weighted and
well-balanced, enabling me to carveupcornerswith
the efficiency and accuracy of asurgeon’s blade.
The two-litrediesel engine is aperfect match for
the car’s handling abilities. So far on the journey,
it has been smooth and refined, but here, on these
winding roads on the outskirts of Eastbourne, if
offersinstant torque forfastacceleration out of
corners. From astandstill, the car can reach60mph
in just 7.9seconds, but it’s the mid-range punch
that impresses me the most. Afterbraking for
the entrancetoacorner and using the steeringwheel-mounted
paddles to change down acouple
of gears, Iput my foot down andthe engine
TOP: The routetakes
in beautiful viewsover
the South Downs
ABOVE LEFT:
Eastbourne from the
Beachy Head road
RIGHT:Made it! Paul
drives intoWestern
Lawns and the Londonto-Eastbourne
finish
2017 XF SPORT
2.0D AWD
Engine: 1,999cc4cyl
Power: 180PS
(177bhp)
Torque: 317lb ft
0-60mph: 7.9secs
Max speed: 136mph
Transmission:
8-spd auto
Economy: 57.7mpg
List price: £38,650
Priceastested:
£48,995
responds instantly,delivering its 317lb ft of torque
to propel me effortlessly out of the bend.
Further along Beachy Head road I’m rewarded
with magnificent viewsofEastbourne, framed by
perfect sunnyconditions; from this perspective,
the sea and sky become the same shade of deep
blue. Iturn right ontoUpper Duke’s Drive, which
becomes King Edward’s Parade and, in the distance,
Ican see the hundreds of Jaguarsgatheredon
the town’s Western Lawns. It’s atremendous
sight, as good as the one at the Old RoyalNaval
College afew hoursearlier.Who knowswhat the
seventh DukeofDevonshire, who created muchof
Eastbourne’s seafront and whose statue is in the
centreofthe lawns, would makeofitall.Maybe
that he preferred X100 XK8s over X150 XKs?
Afterturning right ontothe manicured grass, I’m
navigated intoplacebyamarshal from the Jaguar
Enthusiasts’ Club. I’vemade it and, unlikelast year,
I’vedone it without asingle problem. Perfect.
Something else that’s perfect is the XF that
brought me here. Thanks to its style, comfort
and abilities, it’s clearly one of the most
accomplished carsthat Jaguar has ever made.
58 | Jaguar World /July 2017

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HISTORY
SS 100
AUDACIOUS
BEGINNINGS
Ian Stewart, the lastsurviving member of Ecurie
Ecosse, began his competition career in the Scottish
hills. This SS 100was part of his learning curve
WORDS & P HOTOGRAPHY JIM PATTEN
PERIOD PHOTOGRAPHS THE ROGER L EARMONTH COLLECTION
WHEN, IN 1951,David
Murray’s national
pride inspired him
to form amotor
racing team formed
entirely of Scots, Ian Stewart was
one of the first to join. He used his
ownXK120 as ateamcar,whichwas
part of the requirements set down
by Murray.Suchwas Stewart’s speed
that he waslater selected by Jaguar to
race one of its new C-type Jaguars.
Born intoafarming family,Stewart was
enthralled by his mother’s MG TA;his
interest wasfirmly speed-related, much
to his father’s chagrin. The underage lad
honed his skills under the tutorage of
older school friends and, as soon as he
wasofanage,hestarted entering rallies
and hill climbs in MG sports cars. Then,
he met with hill climb aceNoel Bean, who
had been campaigning his SS 100; when
the opportunity came to buy ahalf share,
he grasped it without asecond thought.
As the current owner of chassis
number 39090, Roger Learmonth has
gone to extraordinary lengths to trace
its history and, with luckonhis side, has
been able to exchange communications
with several previous owners.
Registered SY 6684,itwas despatched
on 29, November 1938, through Rossleigh
in Edinburgh. Thereare no recordsofthe
first owner,though, who paid apremium
forthe whitecar to have asilverinterior.
Barry Foster,asubsequent owner,
mentioned that AMiller wasthe custodian
from 1938 until 1939, and Noel Bean for
the following tenyears, but his statement
cannot be confirmed. However,itisknown
that aJMiller,driving an unidentified SS
100, wonhis class at the Bo’ness hill climb
in May1939, andthat the Jwas amistake
and should have been an A. Even so, there
is nothing to place39090 at the event.
60 | Jaguar World /July 2017

HISTORY
SS 100
TOP: Ian Stewart at SnakeBend, Bo’ness, June
1950 MIDDLE: CourtyardbendBo’ness, June 1950,
Millar driving BOTTOM: Winfield, October 1951,
and Glen Millar is flanked by an Ian Hopper special
(left) and XK 120
It seems that the car wasbadly
stored during World WarTwo.
By an incredible pieceofluck, Roger
discovered Noel Bean’s address. Despite
being 98, and having suffered anumber
of strokes and losing his eyesight,
Noel replied to Roger’s letter. He was
delighted to hear that his old car had
survived. Afterreturning from services
with the RoyalEngineers, Noel bought
the car for£300fromatrawlerman; the
car suffering from neglect. He fitteda
new exhaust system with copper pipes,
and the car waspressed intoaction.
Bean wasamechanical and civil engineer
and, at the time, wasTarmac’s technical
chief in Scotland. He used the SS 100for
site visits, and coveredmorethan 45,000
miles in it during his ownership. He recalls
an incident when he took up abet involving
a125-mile drivefromEdinburgh to
Sunderland: at aset of lights in Newcastle,
he followed acar through the redsignal,
only to discover that it wasanunmarked
policevehicle. Achaseensued as Bean
drovepast, but it wasanunequal struggle.
Noel collected his reward forthe bet after
ajourney time of one hour 58 minutes.
When motor racing resumedafter the
hostilities, Noel entered the Kinneil hill
climb at Bo’ness in May1946, posting the
fastest time of the day. Noel would remove
the wings to race and then replacethem
again forthe road. It is ameasureofthe
thoroughness of Learmonth’s investigations
that he discovered aprogramme and
short 8mm film clip of the event. Bean
continued his assault on Bo’ness and was
to claim class wins until the heavy brigade
arrived, suchasGeorge Abecassis in his
quickBugatti. By then, Ian Stewart had
entered the frame, the youngster being
just marginally off Bean’s pace–44.4
seconds against Noel’s 44.2. Ian convinced
Bean to sell his shareofthe car in 1949.
July 2017 \Jaguar World |61

HISTORY
SS 100
ABOVE: The 3½-litreengine has proved very
reliable over the years BELOW: Fabulous
instrument layout. Steering manette has been
altered to include indicators
Stewart converted the SS to asimilar
specification to Old No.8 (SS works car
18008), fitting abronzed cylinder head,
cycle wings and an interesting boat-tailed
back. It remained in this stateuntil the
restoration in the Seventies. Noel must
have been avery quickdriverasthe pair
shared the car forthe 1950 season, when
Bean wasalwaysmarginally quicker.
Stewart, though, wasafter bigger game
and, later that year,bought aHealey
Silverstone, entering it in Scotland’s first
motor race at Winfield in October.In
1951,hebought his XK 120and joined
Ecurie Ecosse. Things went well for
Stewart as he graduated to aC-type,
gaining works drives and winning races.
Allofthis wasagainst his father’s wishes,
whichcaused alife-long rift. He had a
big accident in 1954 while racing at an
invitation event in Argentina. His father
just happened to be in the country buying
cattle, but refused to watchhis son race.
Overtaking aslow Porsche, that then tried
to overtake an even slower competitor,
Stewart managed to avoid impact with
it, but instead collided with the barrier
and brokehis collar bone (unbelievably,
his father wasthen cabled on boardship
to saythat Ian had died). When the dust
had settled, Ian wastold in no uncertain
terms that he should giveupmotor racing
to concentrateonthe family business.
As Stewart moved ontothe Healey,the
SS wassold to Glen Millar,who kept 39090
foraround 20 years. Millar also took it to
Bo’ness, recording abesttime of 44.925
seconds. Glen, too, used the 100asa
road car and apictureexists of it carrying
L-plates as MrsMillar learnt to drive. In July
1951,Millar entered araceatthe Winfield
circuit, wonbyacertain Ian Stewart driving
an XK 120. Glen gave up racing in 1953
when his first son wasborn, and SY 6684
wasput intostorage forthe next 18 years.
(Glen’s son, Grant, not only supplied
muchofthe information and photographs,
but also presented Roger with atrophy
awarded to his father forwinning his
class at Bo’ness in September 1951.)
The car waseventually sold for£500
as anon-runner to Bob Alexander in
ABOVE: Class winner trophytoGRMiller
(incorrectly spelt), Bo’ness, September 1951
1971.Moreluck, as aletterfromRoger
reached Alexander’s widow,who passed
it ontoher son, Stuart. Apparently,the
SS wasstill running in the stripped-out
boat-tailed backasusedbyStewart. Bob
wasagreat vintage car enthusiast who
also had a4.5-litre Lagonda and a1930
straight-eight Delage. It seems that he,
too, competed at hill climbs in the SS.
In 1974,Michael Gray bought the car,
intending to restoreitbacktoits original
specification. He also had aset of genuine
wings, believed to have come from Fisher’s
Garage, whereJackFisher undertook the
conversion forIan Stewart, and, as Fisher
wasn’t one to throwthings away,these
wings could even have been from 39090.
The restoration work wasentrusted
to Geoff Roe, of Cliff Walk Services in
Nottingham. Ownership wastransferred
to Barrie Foster beforeits completion,
and he took akeeninterest, overseeing
the restoration to concoursstandard, and
winning afew trophies along the way.
As akeen member of the Jaguar
Drivers’ Club, Barrie used his car whenever
possible and wasn’t shyinits promotion:
SY 6684 appeared in afull-page advert
forVarta Batteries as well as in another ad
promoting the new XJ-S. In 1981,heand
the SS were part of theSilverstone British
Grand Prix parade. SY 6684 wasevenused
forpromoting aplastic model produced
by Revel. Barrie used the SS extensively,
62 | Jaguar World /July 2017

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HISTORY
SS 100
entering as manynon-competitive
events as possible –asapublican, it was
fitting that he should win the ‘Car of the
Run’ in the 1982 Beaujolais Run. But,
in 1987,hesoldittoRoy Highfield.
Royhardly used 39090, and finally
decided to sell it in 1995 to current owner
Roger.Wasting no time, Roger wassoon out
using his SS, beginning with the 1996 Claret
&Classics rally.After becoming hopelessly
lost, he waslater driving with some vigour
when he caught up and passed twoPorsche
356s at high speed. Later,one of the drivers,
awell-known journalist, chattedtoRoger
and said, “You don’t often see an SS 100
going flat out past apair of Porsches.”
Sincethen, the SS has been regularly
used and kept in good order.Rogerhas a
fascinating collection of cars, but the SS
100isone of his favourites. Therehave
been issues, but nothing that couldn’t
be fixed. In 1996, therewas adisturbing
steering wobble and, despitehaving the
wheels rebuilt and new tyres fitted, it
persisted, until afriend with amechanical
incline tightened the AndreHartford
friction shocks –and the job wasdone.
No morewobbles. Slight corrosion in
the running boards, some cracks in a
mudguard, axle alignment and arebuilt
radiator were all part of living with this car.
As if to celebratethe new millennium,
the SS wasrepainted, and the interior
retrimmed in red. Moremechanical
Bob Alexander at an unknown hill climb
ABOVE: Glen Millar leaves the start line at Bo’ness, June 1950
work involved an unleaded conversion
and electric cooling fan, while the
AndreHartford damperswererebuilt.
So muchfor alovely paint job, though:
on the 2000 Conquest rally,afull fuel
tank resulted in spillage, discolouring the
tank. It wasremoved and refinished.
One tremendous improvement wasto
fit aset of Blockley tyres. The weather
closed in shortly after they were fitted
and Roger wasforcedtodecide whether
to transport the car back, or drive. Roger
opted forasoaking. In his own words, he
drovelikeaman possessed but reckoned
the new tyres were arevelation.
With aprofessionalphotoshoot
imminent, Roger gave thecar abit of a
makeover,sorting out the chrome and
other items that were blemished. The
indicatorshavebeen afeatureonthis
car forsometime, but the control was
not to Roger’s liking. So, he sourceda
completemanette controlfromalate
Mk IV saloon and adapted it to fit.
Therehavebeen toomanyevents and
incidents to note, but Roger did appear
on the BBC newswhile he wasfixinga
wiring fault on arun,while the rest of
the tour participants were enjoying a
decent lunch. To Roger’s absolutedismay,
illness prevented him from reuniting
the car with Ian Stewart forthe 80th
anniversary of the Bo’ness Hill Climb.
Sadly,Ian passed away on March 19,2017.
I’vedriven, been apassenger and
poured over moreSS100sthan Ican
count. So, when afull- history car like
this presents itself, it is adelight. Given
that the restoration wassome 40 years
ago, the car’s condition is incredible:
the ownershavekept on topofthe car
and, in Learmonth’s hands, nothing
is left to chance. But, this is ararity in
that it has been driven and enjoyed
by most of its owners, on trackand
road, and it feels all the betterfor it.
Roger has no intention of changing that
and has recently secured aset of Luvax
four-bolt shocks. If youhappen to be on a
rally and awhiteSS100 comes past at full
chat, thereisastrong chancethat Roger
Learmonth will be behind the wheel.
64 | Jaguar World / July 2017

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Rare failure
With a luxurious interior, classy image,
but underpowered engine, the Daimler
Sovereign 2.8 was an intriguing, yet
ultimately unsuccessful combination
W O R D S & P H O T O G R A P H Y P A U L W A L T O N
66 | Jaguar World /July 2017

July 2017 \Jaguar World |67
AGUARHASN’Tsufferedmany
failuresinitslonghistory.
Producingtherightcarsatthe
righttime,apartfromoneor
twoexceptions,meantthat
enoughwerealwayssoldtowarrant
production.
AnexceptionwastheXJ62.8,especially
inDaimlertrim.Expensive,underpowered
andunreliable,salesofthissmaller-engined
luxurysaloonweresopoorthatthe
companypulledtheplugafterjustafew
yearsofproduction.
Initially,theintentionhadbeentooffer
theXJ6witha3.0-litreversionofJaguar’s
classicXKengine,but,whentestsshowed
thatitdidn’tofferenoughtorque,Jaguar’s
engineer’sexperimentedwiththeexisting
4.2.ItwasaperfectfitintheXJ6’sengine
baywidthwise,butthecamcoversonthe
tallerblockwouldn’tletthebonnetclose;
that’swhyproductioncarshaveabulge,
onewhichquicklybecameintegraltothe
car’scharacterandremainspartofJaguar’s
currentdesignlanguage.
Withthe4.2-litresolvingthe3.0’slack
oftorque,Jaguarwasabletodevelopa
smallerenginetocomeunderthe2.88-
litretaxceilingimposedbyanumberof
Europeancountries(andhadresultedin
suchcarsasthe2.0-litreFerrari208).
The2,792ccversionoftheXKenginewas
achievedbyshorteningitsbore/stroke
ratioto1.036:1.
Althoughitproducedjust180bhp,
65lessthanthe4.2-litre,the2.8’s
performancewasstillpromising.Incars
fittedwiththeBorgWarnerType35
three-speedautomaticgearbox,itreached
60mphin12.6secondsanditstopspeed
was113mph–fivesecondsand10mphless
thanthe4.2’sfigures,respectively.When
the2.8wentonsalein1968,at£1,797it
wasasubstantialamountforthetimebut
still£450lessthanthe4.2.

MODEL PROFILE
DAIMLER 2.8
TheXJ6 range was further extended
with the launchofthe Daimler version
ayearlater.Jaguar originally bought the
companyin1960 mainly forfactory space,
and its huge facility in Radford, tenmiles
north-west of Browns Lane, became Jaguar’s
main engine plant until the mid-Nineties.
Realising that the Daimler brand still had
the potential to widen Jaguar’s range –and,
therefore, market –the company’s compact
and sweet-revving 2.5-litreV8was dropped
intothe Mk 2tocreatethe V8 saloon.
This, though, wasthe last Daimler to be
mechanically different from the Jaguar it was
based upon. The next model, the Sovereign
from 1966, wassimply arebadged 420
saloon that wasnodifferent from the Jaguar
other than having aslightly higher level of
trim and astandardlimited slip differential.
It became the blueprint forall future
Daimlers, including the XJ6 version.
Twomonths after the Daimler Sovereign
finished production in August 1969, the
name wastransferred to the XJ6. As with the
car it replaced, mechanically it wasidentical
to theJaguar,with only Daimler’s famous
fluted grille and badging differentiating the
exterior.Inside, therewas wider pleating
to theseats, but without aerated sections,
longer diagonally-mounted door pulls and
armrests to the front doors, and the door
trim had aseparateblack-trimmed top
section. When the Sovereign went on sale
in October 1969, it wasavailable with either
the 2.8 or 4.2 engine and cost £2,336 and
£2,713 respectively –both being £400 more
than their Jaguar siblings.
However,Jaguar wassoworried about
its performancethat it never released one
to the UK press forroad tests. Germany’s
motoring press, being in one of the 2.8’s
keymarkets, did get hold of one though,
and Auto Motorund Sport compared aJaguar
against the BMW2800, Fiat 130, Mercedes-
Benz 280 SE and Opel Diplomat. Sadly,the
British car came off worse. Not only wasit
the most expensive, but it wasthe slowest
of the four,too. Only the car’s handling was
noted as superior to the opposition, with
the test stating,“In this, the Jaguar excels
and is wayahead of its competition; here,
it can makeupthe most points lost so far.
The suspension takesupall the unevenness
of the road in an excellent wayevenatslow
speeds making the Jaguar feel all softness.”
Despitethe car’s ride, the 2.8 wasnot a
success. Sales were slower than expected;
even in countries whereasmaller engine
resulted in cheaper taxand insurance,
buyersstill preferred the muchfaster4.2.
But therewas abigger problem –piston
failure. The cause waseventually discovered
to be residual metallic ash deposits that
built up on the combustion chamber,valve
and piston surfaces and caused detonation,
whichunder certain conditions would
burn through the piston. The cause of the
problem wastracedtothe exhaust valves
being tooclose to the pistons.
68 | Jaguar World /July 2017

MODEL PROFILE
DAIMLER 2.8
1971 Daimler
Sovereign 2.8 auto
Engine: 2,792ccstraight-six
Power: 180bhp
Torque: 182lb ft
0-60mph: 12.6 seconds
Max Speed: 113mph
Transmission: 3-spd auto
PriceNew: £2,336
Value Now: £13,000
The problem hadn’t materialised
during testing sinceitonlyhappened with
examples that had been driven slowly,
rather than thrashed (as they usually are)
in test cars. Although revised pistons were
fittedfromJune 1970, it wastoo little too
lateand UK sales of the 2.8 finished in
May1973(the 2.8 survived until 1974 for
export), some 12 months beforethe XJ6
Series 2went on sale. When it did, the
entry engine wasanew 3.4-litreversion
of the XK engine rather than the 2.8. As
aresult, the2.8 is one of the rarest XJ6s,
especially in Sovereign guise. Just 3,233
Daimlerswerebuilt, atinyfigurecompared
to 11,522 Jaguarswith the same engine.
So, when we heard of aSovereign 2.8
forsale, we had to try it forourselves to
see if it really wasthe failurethat history
suggests, or whether it is betterthan its
limited-production figures would imply.
Resplendent in its dark blue paint,
this 1971 example looks nothing
less than apristine XJ6 Series 1,
2.8 or not. It has the perfectly balanced
proportions all Series XJs have,accentuated
by delicateand not-too-flashydetailing.
It looks likeabeautifully cut Italian suit
–discreet, yetunmissable. Thereislittle
to differentiatethe car from the larger
4.2 model; only alarge 2.8 on the boot
signified the smaller engine (whichis
missing from this particular car).
The blacksteel wheels with the chrome
hub caps add to thecar’s ministerial image,
and although wirewheels were considered
forthe XJ6, and aset wastried on chief
engineer Bill Heynes’ car,thankfully they
were never offered as aproduction item.
Wire wheels would have damaged the car’s
image by making it appear morefrivolous.
The interior is the classic mix of wood,
leather and Bakeliteplastic that creates
the musty smell only carsmade in the
Sixties and Seventies can offer.The dash is
dominated by twohuge Smiths dials, while
to the left is arow of auxiliary clocks. Below
those arethe huge rocker switches. It
remains asimple, yetbeautiful, layout that
hasn’t been ‘improved’ by the introduction
of fewerswitches or multifunctional digital
screens seen in today’s cars. Interestingly,
other than the slightly betterquality of
leather,thereislittle differencefromthe
Jaguar and I’m at aloss to see whyitwas
more expensive. The veneer and switchgear
look and feel identical –for genuinely
bettermaterials, youneed the top-of-therange
Daimler Vanden Plas V12that, at
over £5k in 1972,reallywas acut above
the rest.
The 2.8 engine slowly churns intolife
when Iturn the key, eventually settling
down to asteady and constant thrum.
Fitted, likemost were,with BorgWarner’s
three-speed automatic gearbox, as Ipull
the slim T-bar-handled gear selector down
July 2017 \Jaguar World |69

MODEL PROFILE
DAIMLER 2.8
intodrive and release the brake, the car
moves away smoothly,needing little
encouragement to get the wheels moving.
It’s only when Isqueezethe throttle
pedal and nothing happens that Ibegin to
understand the car’s issues. Iknow that
the XJ6 Series 1was never intended to
be asports saloon and that even the 4.2’s
performanceislimited by today’s standards,
but in the 2.8 it’s non-existent. Ihavetopush
the throttle pedal down until I’m touching
carpet forthe ’boxtofinally kickdown, and,
judging by the increase of engine noise and
how everything shakes and juddersunder
acceleration, it’s not an experiencethe car
enjoys, so Iimmediately backoff.
What the 2.8 excels at instead is smooth
and unhurried motoring. Wafting through
the countryside at 50mph with one hand
on the smooth, slim wheel (the assisted
steering needs only asinglefingertip to
operate), Jaguar’s famed independent rear
suspension absorbs anybumps,asifthe car
is riding on acushion of marsh mallows.
Thereisn’t the power formorespirited
driving,but,had therebeen, its handling
would be perfect thanks to limited body
roll and excellent grip.
While the 2.8 wasnot asuccess from a
commercial point of view,the sales figures
only tell half the story.Gentle to drive,
with adesign that gets betterwithage,
when coupled to the Sovereign version’s
improved luxury and discreet image, the
Daimler 2.8 is anything but afailure.
THANKS TO:
Black &White Classics for allowing
us to try this fabulous car (01889 580 222;
www.blackandwhiteclassics.co.uk)
70 | Jaguar World /July 2017

BLACK AND
WHITE CLASSICS
WE SPECIALISE IN THE BUYING AND
SELLING OF CLASSIC CARS
AWarm Welcome to Black &White Classics
Black and White Classics are based in Rugeley, Staffordshire and
carry anexclusive selection of hand-picked classics to suit both new
entrants to the classic car world as well as avid seasoned collectors who are
maybe looking to extend their collection.
We have acombined 65 years experience within the classic car market and simply
love what we do! Our reputation is very dear to us and complete satisfaction for
our customers is of uppermost importance.
We would welcome aphone call from you to talk about your classic car
or one of our classic cars.
Why not visit our extensive showroom!
Viewing is by appointment, please call or email to arrange aviewing.
01889 580 222
enquiries@blackandwhiteclassics.co.uk

£29.52
£37.50
£40.50
£104.40
£21.23
£66.00
£16.14 £4.42
£30.60

£89.10
£8.82
£7.88
£18.90
£29.70
£63.00
£62.75
Prices subject to change
08/2016

WORDS & PHOTOGRAPHY PAUL WALTON
Arriving just two years after the standard
car was launched, the XKR Portfolio was the
first limited edition to be based on the X150
generation of XK. We ask if it is still special
BASED ON soon-to-be-replaced
outgoing models, featuring
options you don’t need and
bearing ugly, garish paint
schemes to attract the hoi
polloi, some limited editions aren’t
worth bothering with. The XKR Portfolio,
though, was different.
When it was revealed in 2007, the X150
generation of XK was still new, having gone
on sale only the year before. Available in
Celestial Black (or Liquid Silver in the UK
and Swiss markets), the car also featured a
highly desirable specification, some of which
would become standard on later models.
The exterior of the Portfolio (a name
first used in 2006 for a limited edition
XJ) differed from standard on account
of 20in polished Cremona five-spoke
alloy wheels and polished aluminium side
vents, rather than body-coloured as in the
XK or the standard XKR’s dull alloy. There
was also a reshaped front bumper with an
aluminium grille and foglight areas.
Mechanically, the car was unchanged,
featuring the same 420bhp supercharged
4.2-litre V8 (there wasn’t a normally
aspirated version), but it did feature new
brakes. Jaguar’s special vehicle operations
department had teamed up with British
2007 XKR 4.2
Portfolio
Engine 4,196cc V8 SC
Power 420bhp
Torque 413lb ft
0-60mph 4.9secs
Max speed 155mph
Transmission 6-spd auto
Price new £75,600
Value now £22,000
74 | Jaguar World / July 2017

July 2017 \Jaguar World |75

MODEL PROFILE
XKR PORTFOLIO
brakemanufacturer Alcon to develop the
most powerful system ever fittedtoa
production Jaguar,whichfeatured 400mm
front discs and 350mm rear discs. The
caliperswerepainted redand the R-brand
logo could be seen behind the wheels.
Inside, therewas anew veneer as
standard–Engine-Spun Alloy–although
Satin America Walnut remained an option.
Therewas also anew alloyand leathercoveredgearknob,
soft grab door handles,
contrast stitching throughout the cabin,
plus Portfolio tread plates on the doorsills.
Bigger news, though, were the new
stereo speakersbyUKmanufacturer
Bowers&Wilkins. The companyhad
already worked alongside Jaguar forthe
sound system in the C-XF concept car
(debuted at Detroit in January 2007), but
the XKR Portfolio wasthe first production
Jaguar to benefit from the relationship.
Taking Jaguar’s 525W Premium Audio
system with Dolby ProLogic II surround
sound as astarting point, Bowers&Wilkins
created aspeaker system specifically
designed forthe XKR’s cabin.
XKR Portfolio coupe wasunveiled at the
Genevamotorshow in March 2007.Inthe
UK, at £75,600, it cost £9,000 morethan
astandardXKR, while the £78k Portfolio
Convertible that followed in 2008 carried
a£6,000premium over the normal open
car.Just 600 limited edition XKR Portfolios
were produced, and only 60 were reserved
forthe UK, whichmakes it one of the rarest
Jaguarsofthe modern age. Little wonder
the carsare holding their values compared
to standardmodels–find a2007XKR
Portfolio 4.2 coupe and it will still be worth
£22,000, asimilar amount to the first 5.0-
litreXKs from 2009.
Tenyearsafter the Portfolio went on
sale, is it still special or just another limited
edition?
BOWERS &WILKINS CREATED A
SPEAKER SYSTEM SPECIFICALLY
DESIGNED FOR THE XKR’S CABIN
Although on the surfacethis 2007
Portfolio looks no different from astandard
XKR, on closer inspection, the aluminium
front grille, polished alloywheels and side
vents combine to givethe Portfolio ahigher
quality finish. The colour is intriguing: in
dull light, it looks plain black, but when the
sun shines the paint lives up to its name,
revealing tinyflecks of blue.
The turned aluminium veneer covering
the dash creates aclassic look to the
interior,likeanearly E-type’s, and again
contributes to the feeling that the car is
betterbuilt, as does the new gearknob and
the chrome gearlever surround.
The rest of the interior is the same as a
standardcar’s, which(sadly) includes the
cheap plastic satellitenavigation surround,
76 | Jaguar World /July 2017

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Keyless Start, SATNAV,Rear View Camera, 19” Artura Alloy Wheels, 47000miles .......................... £13995
2010 10 JAGUAR XF 3.0 DPREMIUM LUXURY AUTO 4DR SALOON Ultimate Black with Charcoal
Hide, SATNAV,Keyless Start, Heated Front Seats, Reverse Park Aid, 19” Carelia Alloys, 54,000 miles
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2010 10 JAGUAR XF 3.0 TDVI V6 LUXURY AUTO SALOON Liquid Silver with Barley Hide, Navigation
System, Front Park Control Rear View Camera, Keyless Start, 18” Venus Alloy Wheels, 38000miles, £13995
2009 59 JAGUAR XJ 2.7 TDVI EXECUTIVE AUTO SALOON Midnight Black with Barley Hide, SAT NAV,
Heated Front Seats, F/Rear Park Aid, Full size spare, 19” Carelia Alloys, 18,000 miles. .................. £15995
2009 59 JAGUAR X-TYPE 2.2 DSEAUTO 4DR SALOON, Ultimate Black with Barley Hide, SATNAV,Front/
Rear Park Aid, Heated Front Seats, 17” Barbados Alloy Wheels, 53,000 miles..................................£7995
2008 08 JAGUAR XF 2.7 TDVI LUXURY AUTO SALOON Pearl Grey with Warm Charcoal Hide, Keyless
Start, Privacy Glass, 19” Smoked Aquila Alloys, 90,000 miles ......................................................... £8995
2008 58 JAGUAR XKR 4.2 CONVERTIBLE Indigo Blue with IvoryHide, SATNAV,Keyless Start, Heated Front
Seats, Front/Rear Park Aid, 20” Alloy Wheels, 42,000 miles..........................................................£26995
2008 58 JAGUAR XJ 2.7 TDVI EXECUTIVE AUTO SALOON, Indigo Blue with Barley Hide, piped sable, 19”
Carelia Alloys, Heated Front/Rear Seats, 48,000 miles. ................................................................ £11995
2006 06 JAGUAR XK 4.2 COUPE AUTO Liquid Silver with Warm Charcoal Hide, SAT NAV,Adaptive Cruise
Control, Front/Rear Park Aid, 19” Carelia Alloys, 62000miles ....................................................... £14995
2006 06 JAGUAR XK 4.2 COUPE in Liquid Silver with Warm Charcoal Hide, SAT NAV,Heated Front Seats,
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MODEL PROFILE
XKR PORTFOLIO
whichisdisappointing fora£75k limited
edition sports car; how muchextrawould
it have cost forJaguar to replaceitwith a
betterquality material?
One area that does impresses, though,
is the Bowers&Wilkins speaker system,
whichboasts moreclarity than the standard
system, and, even with the volume turned to
the max, the depth of its bass is deeper than
that produced from most domestic stereos.
The car’s owner,David Lafferty,admitsthat
he and his wife, Susan, sometimes sit in the
car just to listen to theirCDs.
An even bettersound, though, is that
made by the V8 as it bursts intolifewhen
Ipress thered starter button. Adeepand
gravel-edged baritone growl, it’s the car’s
wayoflaying down its intention beforeit’s
even moved awheel.
The leather-clad gearknob fits perfectly
intomyhand; pulling the gearlever into
drive, all it takesisaslight twitch on the
throttle pedal forthe car to deliver an
instant, hardacceleration that feels modern
in its delivery and intensity.With ahuge
413lb ft of torque, acceleration from
50mph to 70mphisespecially breathtaking.
Afirm push on the throttle pedal rewards
with the six-speed ’boxinstantly kicking
down acouple of gearstoproducea
sudden –and addictive–rushofspeed.
While all that is enjoyable, the Portfolio
feels little different to drivefromastandard
XKR until Ineed to slow down, when I
discover wheresome of that £9k wasspent.
Ihad gently pushed the brakepedal with
the intention of scrubbing off only asmall
amount of speed foracorner,but the
unexpected speed and severity in whichthe
brakes reacted sawmesuddenly studying
the windscreen in close-up detail. The
Portfolio’s muchbigger discs, developed
by Jaguar and Alcon at the fearsome
Nürburgring,precipitatesharper,more
responsivebraking powerthan the brakes
of astandardXKR; Isoon learn Ican brakea
little later foracorner beforethrowing the
car –light and agile due to its aluminium
construction –intothe following bend.
The changes the Portfolio offered over
the standardXKR might have been small,
but they were significant, and, in some
cases –suchasthe Bowers&Wilkins
speakers–important forthe future. The
XKR became attractivetocustomerswho
weren’t looking forastandardcar,oreven
agood-value one as most end-of-the-line
limited editions are, making the already
desirable X150-generation XKR even more
so. And, tenyearson, it stillis.
Thanks to: Owner David Lafferty
Special thanks to: XK Enthusiasts’ Club (www.xkec.com)
78 | Jaguar World /July 2017

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80 | Jaguar World / July 2017

MOTORSPORT
Electric
avenue
We head to Paris forround six of the
current FIA Formula EChampionship
to learn moreabout this exciting new
sport and Jaguar’s entry
WORDS PAUL WALTON PHOTOGRAPHY PAUL WALTON & J AGUAR R ACING
July 2017 \Jaguar World |81

MOTORSPORT
FORMULA E
FIA president, Jean Todt, walking through
Paris. Formula E was partly his idea
WHEN IT comes to racing cars,
Ilikethem loud, fast and with
huge, powerful engines. To put
it simply,displacement is king.
Hencewhy,inSeptember 2015,
when Iwas expecting an announcement that
Jaguar wasgoing backtosports car racing
and Le Mans with the F-TYPE R, it waswith
some disappointment that Ihearditwas
entering the FIA Formula EChampionship
forthe 2016/17season, instead.
If you don’t know about Formula E, it’s an
international motorsport series for single-seater
racing cars organised by the FIA. It sounds
exciting and perfect for asuccessful company
like Jaguar, especially one with arich history in
motorsport. But, as its name suggests, Formula
Ecars are powered by electric engines –sothe
closest they get to cubic capacity is the drivers’
drinks bottles.
To givethe series some credit, even sinceits
first season in 2014/15, it has attracted big names
in motoring,including Renault, Audi and Citroën,
through its DS brand. The driversare first class, too,
boasting several from Formula 1suchasNelson
Piquet Jr,Sébastien Buemi and Lucas di Grassi. And
to illustratethe championship’s eco-friendliness, all
the races, from Hong Kong to New York, areheld on
city centrecircuits.
Forthe first twoseasons, therewas aLondon race,
but sadly this wasdropped for2016/17. However,
wanting to support Jaguar at least onceinits debut
season, I’vedecided to head to the race closest to
home, Paris, to learn moreabout theseries and try
to understand whyJaguar has decided to forego the
history of Le Mans and go milk float racing.
ABOVE: Adam
Carroll in
the number
47 I-TYPE.
Following
a short car
change, he
was given a
drive-through
penalty
82 | Jaguar World /July 2017

Instead of the thunderous roar thumping towards me
at the start of an F1 race, the sound is more akin to the
Formula Egrid playing host to aswarm of angry bees
MitchEvanspassingthemagnificentDômedesInvalides
Even beforeI’veseen anycars, I’m
impressed by the circuit. From every part
of the 1.93km course around Paris’ seventh
arrondissement, whichcontains museums
and monuments relating to France’s military
history,you can see the magnificent goldtopped
roof of the Dôme des Invalides. It
makes most circuits, suchasSilverstone, look
dull and soulless by comparison.
When Isee the carsfor the first time
during Saturdaymorning practice, Ihave
to acknowledge that they areexciting to
watch. Light, agile and twitchy, they look
likesmall Formula 1carsasthey bounce
over Paris’ uneven roads and, judging by
how hardthe driversare fighting to keep
them in astraightline, they aremorethan
milk floats. Proper racing carsthey maybe,
but they arequiet; the sound they produce
is exactly the same as the remotecontrol
car Iwas given formytenth birthday.
The twoJaguarsare striking –light grey
with turquoise stripes –whichisunsurprising
sinceJaguar’s chief designer,Ian Callum,
oversawthe livery.Although Jaguar calls its
carsthe I-TYPE, the chassis is actually the
Spark SRT01E thatwas designed and built by
Frenchracing car manufacturer Spark Racing
Technology.For the first Formula Eseason
in 2014/15, all teams had to use the same
electric engine developed by McLaren, the
battery system created by Williams Advanced
Engineering,and aHewland five-speed
gearbox. However,for the 2015/16, season,
teams were able to design and build their
own motor.Said Panasonic Jaguar Racing
director James Barclaybeforethe season
started, “They arethe bits youcan’t see, such
as the powertrain, whichispureJaguar.The
I-TYPE features arechargeable energy storage
system (RESS) that propels an electric motor
to produce the maximum output of 200kW,
whichequates to about 270bhp.”
Imakemyway aroundthe tracktothe pits,
aseries of huge marques on the Esplanade
des Invalides. Despitecarscoming in off
the track, the experienceisafar cry from
when Ivisited the Jaguar Racing F1 team
forthe 2003 British Grand Prix. Backthen,
with engine oil being changed and the cars
refuelled, the pits were hot, smelly and hectic.
By comparison, Jaguar’s Formula Emechanics
work with calm efficiency,checking the two
I-TYPE’s systems in the same wayanelectrical
engineer repairsyourtoaster.
Contrary to its Fifties heyday, Jaguar
has no racing department, so the current
team is all new.But it is not alone because
its technical partner is Williams F1,which
offersJaguar unrivalled experienceinfrontline
motorsport.
July 2017 \Jaguar World |83

Jaguar Racing driver Mitch Evans in the pits.
He finished in a credible ninth place
MOTORSPORT
FORMULA E
The team is headed by James Barclay,
aformer South African racing driver who
joined Lotus Motorsport in 1999. He then
moved to Bentley wherehewas involved in
its 2003 Le Mans 24 Hourssuccess from a
marketing perspective. He spent 11 yearsat
the British companyand held roles including
head of marketing forAsia and later North
America. Barclayjoined Jaguar Land Rover
in 2012,becominggeneral manager of
brand partnerships ayear later,arole that
has included JLR’s involvement with the
Rugby World Cup, the America’s Cup with
Ben Ainslie Racing and the James Bond film
Spectre.Hewas appointed team director of
Panasonic Jaguar Racing in September 2015.
Jaguar Racing’s driversare aBrit, Adam
Carroll, and New Zealander Mitch Evans.
Adam first came to prominenceasatest driver
forBAR-Honda F1 beforegoing on to win
the A1GP World Championship title, and has
enjoyedrecent success in World Endurance
and European Le Mans Series. Teammate
Mitch startedkarting at the age of six and won
the New Zealand Grand Prix at 16.Mentored
by former F1 racerMark Webber,the young
driver wonthe 2012 GP3 title and came
second in class at Le Mans 2015.
Formula Eislimited to tenteams, which
means that Jaguar Racing wasonlyableto
join the championship this season due to
the Trulli team folding beforethe end of
the 2015/16championship. This, in effect,
gives Jaguar’s rivals atwo-year head start,
so the Jaguar team has had to work hardto
catch up; but it’s finally seeing results.
In the run-up to Paris, the team score
points in the twoprevious races, Mexico
and Monaco, and muchisexpected leading
up to the Frenchcapital race.But,although
Evans lines up acommendable ninth on the
grid, Carroll wasway down in 19th. Once
again, Iwonder whyJaguar is messing
around at the backofaFormula Egrid
when it could be fighting with Ford GTsand
Ferrari 488s at Le Mans.
The light bulbmomentarrives as I
am exploring the FormulaEvillage
anddiscoverthe I-PACE concepton
the Jaguar Racingstand. SinceJaguar has
confirmed this handsome and all-electricSUV
willenter productionby2018, FormulaEisthe
perfect platform to announcetothe world
that Jaguar is entering the growingelectric car
market. “By 2020, nearly half our range will
have electric or hybrid electricpowertrains,”
explains James Barclaybeforethe race.“So
from our point of view,that’s where we’re
going. So,absolutely,there’s aplan in place
[using Formula E] to communicatethat.”
Barclayalso reckons that Jaguar’s
involvement in Formula Ewill makethe
company’s electric models moredesirable,
because people will associatethem with
performance. “Fromaconsumer perspective,
when yousee technology that has been
developed in racing it’s clear that we’renot
just developing acar that’s fantastic on range,
it is also going to be great to driveand youwill
be able to push it in terms of performance.”
There’s another benefit too: racing
will help to speed up development of the
I-PACE’s electrical powertrain. Says Barclay,
“When we looked at our options fora
return to motorsport, Formula Ewas the
perfect fit. Electrification will form akey
part of Jaguar Land Rover’s futureroad-
84 | Jaguar World /July 2017

MIDNIGHT RUN
What better car for alate-night dash to Paris
for the Formula Erace than an F-TYPE SVR?
Sod’s law. There isnoother way to describe it. Having worked for
months to arrange aphotoshoot with an F-TYPE SVR and XJ220
(which you’ll see in afuture issue of JW), Iamasked if I’d like to
attend the Paris Formula Erace, which means leaving on the same
day. Rescheduling the shoot is not an option, so Idecide todrive
to Paris in the F-TYPE when Iamfinished. The big problem is that
the shoot is in Staffordshire, along way from the Channel Tunnel.
With the shoot over, Ieventually leave at 2pm and make myway
towards the Kent coast. At first my journey goes well, the M62 being
quiet enough to put my foot down. And, with this car, you really can.
The SVR’s V8offers 575PS, don’t forget, and in coupe form has atop
speed of 200mph. Eager and responsible, itonly takes aslight dab
of the throttle to result in chest-crushing acceleration.
By the time Ihit the M1, the traffic is awful and it doesn’t clear
on the M25 or the M20 either. SoIdon’t arrive atthe Channel
Tunnel terminal until 8pm. Finally, at9.30pm local time, Idrive off
the train and enter France. As the light is fading fast, Ipoint the
silver car south and start the 180-mile run to Paris on long, empty
motorways. Here, Ican open up the SVR further, using more ofits
huge performance.
When Ifinally reach the outskirts of Paris it’s midnight, yet
the city centre traffic remains as manic as ever. The F-TYPE’s
dramatic styling is not helping me either, since pedestrians and
drivers alike all strain to get abetter view. One driver even lowers
his window and produces the universal hand language to rev the
engine. Hecontinues on his way happy, if alittle deaf.
The roads near to my hotel are closed due to the race, so Idon’t
arrive until 1am. It’s been along, shattering day, but, thanks tothis
amazing car, afabulous one that I’d do again inaheartbeat.
car production plans –when we studied
the Formula Eset-up, it wasclear that our
R&D engineerswould be able to draw
from the technology powering Jaguar
Racing.” That intractable link between
motorsport and road-car technology has
alwaysinformed Jaguar.You only have to
cast your eyebackthrough the annals of its
glorious victories at Le Mans in the Fifties.
Jaguar Racing’s director,Craig Wilson,
also confirms that engineersfromthe
motorsport and automotivearmsare
actively sharing data, increasing the rate
of development. “Clearly,with Formula
Ewe’reracing,soit’s very competitive
in all areas, but specifically there’s abig
crossover [with automotive] in thermal
management,” he says. “There’s alot we
can do with softwareand algorithms, and
[in Formula E] we’relearning alot from
braking regeneration and simulations.
“The automotiveteam aregetting good
information forprotection systems around the
high-voltage electrics to make surewedon’t
cause anytrips or component failures from
areliability point of view.This information is
being given backtothe racing team.”
Jaguar Racing’s lateentry intoFormula E
benefits the road division’s work because the
development paceonboth sides is matched.
Getting the team ready forFormula E
has been “a very aggressive, heads-down
approach,” says Wilson. “I-PACEisgoing
through asimilar journey with adedicated
project team, so there’s definitely agood
understanding between the twoteams and
how to optimise the work.”
As Iwalkbacktothe grandstand at Turn
1ready to take my seat forthe race,itis
incredible how manyspectatorsthereare
forthis reasonably new sport. Plenty of
well-known faces areamong the crowd too,
including current FIA president and brains
behind the series, Jean Todt, plus former
F1 drivers(and Williams teammates) David
Coulthardand Damon Hill (who Iliterally
bump intoasthey look forthe start line). I
consider asking if they recall giving me their
autographs during atour of the Williams
factory in 1994, but they look busy.
It’s race time. Unlikemostother
series, thereisnowarm-up lap. The
driversline up on adummy grid
and slowly file intopositionfollowing a
BMWi8for the race start. The lackofnoise
is striking. Instead of the thunderous roar
thumping towardsmeatthe start of an F1
July 2017 \Jaguar World |85

MOTORSPORT
FORMULA E
Former F1 drivers David Coulthard and
Damon Hilllookforthestartline
race,the sound is moreakintothe Formula
Egridplaying host to aswarm of angry bees.
Yetit’s an impressivesightas20multicoloured
racing carssilently whoosh passed,
the treaded tyres making morecommotion
than the engines in their bid to find grip.
I’m astounded by their speed, too.
Formula Ecarscan each62mph in three
seconds and have atop speed of 140mph.
Slow by F1 standards, but that’s quick,
especially on anarrow street circuit. As the
carsenter Turn 1, competitionispalpable:
despitethe trackbeing narrow,noneofthe
driversgiveaninchand, after braking hard,
they only just squeezethrough the corner.
MoreusedtoF1’s longer circuits, where
it takesafew minutes forcarstoreappear,
I’m further surprised by how quickly the
packisinfront of me again –not even 30
seconds –making the racing moreexciting
forspectators. It is also easier to follow
than racesheld on long circuits, suchasthe
7km Spa-Francorchamps in Belgium.
The enthusiastic crowd can also get
directly involved, using FanBoost. Fans can
givetheir favouritedriveranextraspeed
boost by voting forthem online prior to
and during the opening six minutes of the
race.The three driverswith the most votes
receiveanadditional 100kJ of energy to be
used onceintheir second car.
Yes, second car.Sincethe batteries in
Formula E’s carsare currently unable to last
the distanceofa50-laprace(this is set to
change from next year), every team needs
to prepareanother car fortheir drivers.
During the race,drivers have to makea
mandatory pit stop to change cars, which
must take placeintheir own garage and
be observed by an FIA stewardtoensure
all safety equipment is correctly applied. A
minimum time period of 70 seconds is also
enforced–arulethat Jaguar driver Adam
Carroll falls foul of during his car change.
Likemanydrivers,Carroll takesadvantage
of the trackbeing under ayellow flag
following an accident involving Antonio
Felix da Costaand Lucas di Grassi by pitting
on lap 22. However,bytaking only 69
seconds to swapcars, he wasgiven adrivethrough
penalty,effectively ending his race.
He finished in 15th position.
“It’s been atough dayfor me,” he says
after the race.“This is the natureofsuch
acompetitivechampionship as Formula E.
I’m going to work really hardtocome back
stronger in the second half of the season.”
Carroll’s teammate, Evans, also has a
frustrating swapover. Afterrunning solidly in
eighth forthe first half of the race,Evans is in
the pits for25seconds morethan his rivals,
following what Barclaydescribes as, “an issue
with his second car.” Evans reentersthe race
waydown in 12th place. The New Zealander
then puts in amagnificent performance, even
out-braking the moreexperienced Formula
Eracer Stephane Sarrazin to take 11th. Then,
after di Grassi has another accident on lap
47 and Daniel Abt suffersaproblem on the
final lap afew cornersfromthe finish, Evans
is promoted to ninth –the thirdtime in
succession he has scored points, helping to
push the team to eighth in the championship.
“I am really happy to scorepoints for
the thirdraceinarow,”hesays, “and Iam
determined to continue to learn and race
hardinthe second half of the season.”
Even without the roar from large
combustion engines, the race wasstill
extremely exciting and, ultimately,that’s
all that matters.AsJaguar has done many
times in the past, Ibelieveitwill eventually
win, both on the trackand –with the
launchofthe I-PACE–onthe road, too.
86 | Jaguar World /July 2017

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Mawney Road Junction, Eastern Avenue, RomfordEssexRM7 7NS

THE SOURCE FOR YOUR PROJECT

JW's technical section wherewegive
help, advice andguidance,making
Jaguar ownershipthatlittle biteasier
90 OUR
JAGUARS
Leeds specialist Tasker
&Lacystartswork on
our Project XJ8, while
Paul Walton prepares
his XK8 foralong trip
94 Your Jaguar
Luis Vasconcelos tells us about his loveaffair
with his 2000 XKR convertible
96 Modern Workshop
Everything youneed to know to servicean
XF 2.2 diesel
102 Q&A
Our experts answeryourconcerns about the correct
tyres foranS-type and an XJS stuckinfirst gear
104 Classic Workshop
Preparing the internal door handles and
interior light of our E-type coupe project
108 Gearbox
E-type six-cylinder engine frames and anew
book on afamous XK 120are reviewed
110 Specialist
We head to Staffordshiretovisit performanceparts
specialist Denis WelchMotorsport

OUR JAGUARS | ROBHAWKINS
ROB HAWKINS – TECHNICAL WRITER
2003 XJ8 4.2
Robspends twoweeks with our XJ8, covers over 300miles and gets stuckinto
along listofrepairswith Tasker &Lacy,using parts supplied by SNG Barratt
ILOVE THE executivecarsthat were
onceunaffordable to me when new,
but arenow abargain after adecade or
moreofuse, while still aviable everyday
mode of transport. JW’s latestproject
car,a52-plateXJ8 with a4.2-litreV8
under the bonnet, is one suchexample.
Its odometer has only justhit asix-figure
sum, the leather interior hasn’t worn, the
aluminium bodywork is straight, although
the paintwork is alittle mismatched in
places, but this high-performancesaloon
cost amere£2,700. That’s roughly five
percent of its original pricetag,yet it’s
only 15 yearsold and can still leave most
modern diesels fordust.
When Itakeitawayfor acouple of
weeks and to carry out afew days’ worth
of repairsand servicing at independent
Jaguar specialist Tasker &LacyofLeeds
(0113274 3362 www.taskerandlacy.co.uk),
both myself and editor Paul Walton area
little nervous that Ihavetodrive nearly
125miles from Peterborough to Leeds, but
Ihavefaith. Moreimportantly,IhaveRAC
breakdown cover.
Paul has already told me that the
dashboardhas agreater assortment of
coloured lights than aChristmas tree, and
on the A1 heading north, the digital display
repeatedly warns me that thereisanair
suspension and ABS fault and that the
dynamic stability control (DSC) is inactive.
Consequently,the air suspension is running in
afail-safemode, whichIlater discover means
that the ride quality is alittle harsher than
expected, with less bodyroll and wallowing.
Having said that, Ihavenever driven acar
with air suspension up to this point, so Iam
actually having the time of my life.
The XJ8 parked on Rob’s driveway
at home; his neighboursare used to
seeing carscomeand go
SNG BarrattsourcesmanyOEspecification parts
forour XJ8 and has areliable next-daydelivery
service
Robgets stuckintohelping at Tasker &Lacy,even
breaking intoasweat undoing corroded fittings for
the inner wheelarch trims
90 | Jaguar World /July 2017

ROBHAWKINS |OUR JAGUARS
LEFT AND ABOVE: Buffing offthe new carnaubabased
waxfromFrost, whichhelps to protect
thepaintwork. We even buffed andpolished the
headlights backtolife
Paul suspects some of the suspension
bushes feels worn, but Ithink this lightweight
XJ8 is asurprisingly agile car that is morelike
my Mazda MX-5, with its positivesteering
and handling. Plus, the 4.2-litreV8adds to
the fun and can apparently propel this fourdoor
saloon from stationary to 60mph in a
little over six seconds –Iget nowherenear
this level of acceleration, but still grin from
ear to earwhenever Icautiously plant the
throttle pedal forovertaking manoeuvres.
So, Iaminitially impressed with aproject
car that has lots of obvious faults, which
means it can only get even betteroncethey
have been fixed.
At Tasker &Lacy, we spend acouple of
hourswith the car raised on atwo-post
ramp and the diagnostics plugged in. The
list of repairsand servicing requirements is
starting to look likeitwill fill an A4 pieceof
paper,but with anext-daydelivery option
on parts being supplied by SNG Barratt, we
arenot tooworried.
The list of problems includes the usual
suspects fora15-year-old Jaguar.All the
bottomshock absorber mounting bushes
have excessiveplay, along with the bushes
forthe rear lower arms and the front banana
arms. The rear discs have anoticeable lip
on the outer edge. Thereisasmall oil leak
from the gearboxaround wherethe wiring
is routed inside. The brakepipe across the
front of the engine bayiscorroded. The
diagnostics checkraises faults forthe air
suspension pump and offside rear ABS
sensor,whichcan hopefully be fixed with a
new pump and sensor.
Now armed with alist of parts to fix the
aforementioned problems and with service
items forthe engine and gearboxadded,
we call SNG Barratt. All the items arrivethe
next working day, readyfor us to spend a
whole four days on the XJ8. We inevitably
find moreproblems along the way, but
SNG areagain quicktorespond and its
next-daydelivery serviceprovesinvaluable
with our dismantled car on the ramp.
Iwon’t delvetoo deeply intothe repairs
and servicing sincethis can be coveredin
moredetail from the October 2017 issue
onwards. However,all the planned work is
done in time and stage one of the project
is complete. The car then has to be driven
to makesureall of theproblems we have
found arefixed.
All are, apart from the DSC fault, but
the ride quality is vastly improved with
the air suspension now working. Plus, the
servicing has made the engine and gearbox
smoother and possibly moreefficient –the
on-boardcomputer displays an average of
30mpg,although Icalculate28mpg after
refilling the tank.
On the return journey down the A1,the
gearboxoccasionally clonks and the DSC
lights appear on the dashboardfor asecond
or two. This only happens acouple of
times, so Iamconfident the problem isn’t
catastrophic. Ilook particularly red-faced,
though, when IarriveatPaul’s and offer
to take him out foradrive;the engine dies
and refuses to fire.
The dashboardtells me thereisagearbox
fault. Paul has seen this beforeand suggests
Iswitch off the ignition, lockand unlock
the doors, then to trystarting the engine.
It works, but then the engine dies asecond
time, so we abandon the XJ8 at his house and
Some of the manyOEparts ordered from SNG
Barratt. Prices arevery reasonable, making the XJ8
acost-effectivecar to serviceand repair
call Tasker &Lacy.Itis likely that the DSC
fault is caused by damage to thewiring loom
forthe ABS, whichcan result in agearbox
fault. (The problem waseventually diagnosed
as aloose wireintothe fuse box–see page 3.)
So, adisappointing end to my first
time with an XJ8, but one that has been
outweighed by the fun I’vehad driving
and seeing how straightforwardthis car is
to serviceand repair.I’ll be backfor more
driving and repairssoon.
● Parts forour project car have kindly
been provided by SNG Barratt. If you
have an XJ8 makesureyou get acopy
of SNG Barratt’s free parts catalogue,
available as ahardcopyordigital
download from www.sngbarratt.com
or tel: 01746765432
Jonathan Brooke (left) of Tasker &
Lacy guides Rob Hawkins through
the art of buffing paintwork
July 2017 \Jaguar World |91

OUR JAGUARS | JIM PATTEN
JIM PATTEN – EXECUTIVE EDITOR
1966 E-TYPE OPEN TWO-SEATER
It is MOTtime forJim’s open E-type, but first,
the smell of petrol needs tracing
WEARE giving our open E-type
alook over prior to ashort
trip to Franceand the yearly
MOT. Recently,therehas been aslight
whiff of fuel and, after checking the
various carburettorunions, Imanage to
trackitdowntoaleaking fuel filter bowl
seal. The new seals appear muchsmaller
than the originals, so it is with some care
that Ifit the replacement part, ensuring
that it is asnug fit. No moresmells,
so hopefully the job is agood one.
Ihaveapassenger with me forthe MOT
at CL Classics, ayoung lad called Jack
Joiner.At16, he is keen to be involved in
the old-car scene, whereweknow young
blood is desperately needed. Afterschool
is finished, he has work experiencewith
JD Classics with aview to afuturecareer.
In the meantime, he has been spending
time in the Pattenmotor house gathering
whatever experiencehecan from the
knowledgeable Bilkoand myself. So far,
he has been agenuine help and absolutely
loves the work. It is so refreshing to find a
lad this keen. Ihope it works out forhim.
The MOTisroutine enough.
Apparently,our brakes areexceptional
and the readings arefar betterthan
formanymoderncars. Given that we
have nothing morethan three-pot
calipersonthe front, Green Stuff pads
and aSeries 3servo, Iamreassured.
Gratefully,wehavebeenextended the
courtesyofusing the ramp afterwards,
whichisideal forgreasing the various
nipples. Jackdoes the honours,
achieving the full grease-up without
making amess. Our serviceroutine
is often phased over afew weeks,
doing aseries of jobs at the same time.
Following advicefromCastrol, we now
change the oil at the end of the season.
Bilko’s next task is to preparethe
E-type forthe ferry,and that includes
headlight dip convertors.
BELOW: Allroutine at the MOT; TOPRIGHT: Asmell of petrol is traced to aleaking fuel filter seal
CENTRE RIGHT: RichardWhitfield takescareful aim with the screen wash jets
BOTTOM RIGHT: JackJoiner greases the joints as he embarks on acareer with classic cars
92 | Jaguar World /July 2017

PAUL WALTON |OUR JAGUARS
PAUL WALTON – EDITOR
2000 XK8 4.0
With alengthyjourney in the pipeline, time is of the essenceto
preparePaul’s XK8 with new brakes, tyres and aservice
ABOVE: Nene Jag’s CliveKirton fits the new discs and pads TOPRIGHT: New discs and EBC pads, as
supplied by BritishParts CENTRE: As part of the car’s service, ClivepoursinMillersOils’ 5W 30
BELOW: The new Falken Azenis FK510 tyres fittedtothe XK8’s Flutealloys have made abig difference
THERE’S NOTHING likeleaving
everything to thelastminute
to spur me intoaction. So even
though I’vehad along journey planned
formonths (whichyou’ll read about next
month in our road trip special), there’s
only afew days left beforeIgo and the
XK8 still needs to be prepared.
First on my agenda is atrip to Nene Jags
Specialists in Peterborough forthe car to
be serviced and receivenew brakediscs and
pads. Although the car wasonlyserviced
12 months beforeand Ihaven’t covered
2,000 miles since, Ifigureitsensible to have
Nene’s CliveKirton checkoverthe car.I
supply good-quality 5W 30 lubricant from
MillersOils, whichispart of its Nanodrive
low-friction technology range that the
Yorkshire-based companysayscan improve
fuel economyand lower overall running
costsbyreducing friction. Ideal forwhat’s
to come.
Ialsoask Clivetochange the brakediscs
and pads. When the car passed its MOTlast
October therewerenoadvisories, but the
tester did saythe pads were down to just
20 percent –not good foraperformance
car weighing 1,700kg. Aftertalking to the
experienced sales staff at Jaguar specialist
British Parts, Iorder higher performance
EBC brakepads forimproved stopping
power,along with standarddiscs, all of
whicharrivejust acouple of days later.
When Ipickthe car up, Ican tell that the
brakes have been transformed. They are
sharper,stronger and moreprogressive,
perfect forasportscoupe likethe XK8.
What’s not perfect, though, arethe
tyres. Imentioned in the last issue that
the Flutealloysare still shod in the cheap
Chinese brands that were on the car when
Ibought it in 2014,whichhaveanegative
impact on the handling. It is time to sort
the rubber.
Aftermuchdeliberation, Ichoose a
set of Falken’s new performancetyre,
the Azenis FK510,whichwas launched
last year.According to Falken’s press
blurb, the tyre, “has ahigher negative
tread ratio combined with high-volume
circumferential grooves and rounded
shoulder contours. Numerous blade sipes
[small ‘cuts’ in the pattern blocks] optimise
the footprint in cornering and cut through
the waterfilm on the road surfacemore
effectively.” Personally,Ijustlikethe tread
pattern and because, at around £100 each,
aset of four won’t break the bank.
My local garage –Express Autocare
(01733 352352) –fitsand balances the
wheels, whichimproves both the ride and
grip, so Ican finally saygoodbyetothe
feeling of vagueness that has affected the
car ever sinceIbought it. There’s now less
road noise, too.
With the car now ready,all Ihavetodois
pack–whichI’llobviously leave to the day
beforeIgo.
Thanks to:MillersOils (tel: 01484 713201;
www.millersoils.co.uk/)
British Parts (tel: 01438 354810;
www.britishparts.co.uk)
Nene Jags Specialists (tel: 01733 349042;
www.nenejags.co.uk)
Falken Tyres(www.falkentyre.com)
July 2017 \Jaguar World |93

YOUR JAGUARS
LUÍS SENA VASCONCELOS
2000 XKR CONVERTIBLE
Luís explains whyhis
2000 XKR wasthe perfect
wedding car forhis son
Mypassion forJaguarsstarted
young. Ireceived my first onein
the early Sixties when Iwasn’t
even ateenager –itwasa
fabulous MatchboxMk2.Iran very excited
to my father,almostcrying,“Look father!
Look father! Ihavebeen given aJaguar!” to
whichmyfather replied, “Oh my boy, youare
lucky.Ihavedreamt of driving aJaguar all
my life, andyou have got yoursbeforeme.”
We have sinceowned several Jaguars,
and my son even learned to drive in one,
sitting on my knees in an X-TYPE estate,
and later our XF.But these were diesel
Jaguars, rational Jaguars, useful Jaguars–
not JaguarsIcould be passionateabout.
Then, twoyearsago when Iwas in
my early sixties, Ibought my latest
Jaguar –a2000 XKR convertible –as
abirthdaypresent to myself and as a
reward forall our children graduating
and having financial independence.
I’m not 100percent sureifIhave
done the right thing in buying this crazy
370bhp machine, but Idon’t care. When
I’m not working from MondaytoFriday,
this Jaguar is forpleasureand to enjoy.
And the XKR’s maintenancecosts are
reasonable and affordable (and far less than
the children studying in the university).
Last summer,mywifeand Iwerevery
happy when my sontold us he wasgetting
married. But therewas acondition –the
bride-to-be wanted the XKR forthe
ceremony. Iwas the happiest Jaguar
owner in the world. Iobviously agreed
and said I’m suremywifewould be able
to decorate the car properly forthe
wedding. And she did. With help from a
local flower shop hereinOporto, Portugal,
they succeeded in transforming this
aggressivesports Jaguar intoasweet and
charming,flowery and joyful wedding car.
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
94 | Jaguar World /July 2017

MCT Jaguar Restorations for interiors
PERFORMANCE ENHANCEMENTS,
ECU Testing, Upgrades &Repairs for
The JAGUAR V12.
INDUCTION &EXHAUST SYSTEMS
for all Etypes, XJS, XJ6 &XJ12.
Major website update featuring lots of
new technical and historical data:
www.jagweb.com/aj6eng
Phone/fax: 0044(0)1625 573556
Email: aj6engineering@ntlworld.com
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
to concours
Jaguar Parts, Maintenance and Restoration
Old Mill, Dorfstrasse 36, CH-6265 Roggliswil (LU)
fon +41 (0) 62 754 19 29, fax +41 (0) 62 754 1980
www.jaguarclassic.ch, info@jaguarclassic.ch

MODERNWORKSHOP
Jaguar XF 2.2D service
Elite&PerformanceJags shows us howitapproaches
servicing a2011JaguarXF2.2-litrediesel
WORDS AND PHOTOGRAPHY
ROB HAWKINS
THE SMALLEST-engined version of
the XF has a2.2-litrefour-cylinder
diesel, whichappearstohavea
morereliable reputation when
compared with the larger 2.7- and 3.0-litre
V6 variants. Today, we arevisiting Elite&
PerformanceJags wherethereare acouple
of 2.2D models in the workshops ready for
servicing,sowecan followits procedure
forrenewingoils and filters, checking
brakes and suspension, and completing a
fewrepairsatthe same time.
The rear-wheel driveXFisn’t aparticularly
sophisticated Jaguar when it comes to
general servicing. Underbonnet fluids are
straightforwardtocheck, and although the
oil filter is alittle fiddly to change, draining
the oil is easier; the air filter is accessible
and even the fuel filter is easytofind
(only awkwardtoprime in some cases).
Elsewhere, the brakes and suspension share
manysimilarities to the XJ, including an
electronic parking brake–whichmeans
the rear brakes must not be touched until
the parking brakehas been put intoservice
mode using diagnostic equipment. However,
forthe purposes of aDIY service, the rear
brakes can be visually inspected.
The following pages cover37in-depth
steps that follow Elite&PerformanceJags’
servicing of the XF 2.2D, whichhavebeen
divided intodifferent areas of the car: the
exterior,interior,oils and filters, underside,
suspension, and under-the-bonnet checks.
THANKS TO:
Elite&PerformanceJags
Units10&11
Derby Trading Estate
Stores Road
Derby DE214BE
Tel: 01332 265826
Website: www.eapj.com
XF 2.2D servicing: £245-£415
(including VAT, parts and labour)
DOING IT YOURSELF
Difficulty
Time required: 3-4 hours
On your own? Yes
TOOLS:
■ Allen keys: 6mm
■ Brakefluid tester
■ Hand pump
■ Light grease
■ Oil drain container
■ Pry bar
■ Spanners/sockets: 10mm-27mm
■ Torch
■ Torque wrench
■ Torx bits: T20
■ Trolley jackand axle stands
■ Two-post ramp or inspection pit
■ Tyre inflator
■ Tyre pressure gauge
96 | Jaguar World /July 2017

MODERNWORKSHOP
EXTERIOR CHECKS
1
2
3
Check all doorscan be opened from both
the inside and outsideand can be locked.
Problems with sticking exterior handlesand
malfunctioning locks (latches) arecommon on
the XF
The alloy wheels are19indiameter. Thelarger
diameter wheelswith lowerprofiletyres are
moreprone to being scuffed againstkerb
edges. Checkthe wheel isn’t buckled, and also
checkthe inside rim
Inflatethe tyres to the recommended pressures.
There is alabel of recommended figures stuck
to thebottomofthe nearside B-post(openthe
door to seeit). Under 100mph, the pressures
range between 31psi and 34psi
4
5
6
Checkthe tread depth on the tyres, making sure
it is evenly worn and notaslow as the tread-wear
indicators(small blocks of rubber between the tread).
If it’s unevenly worn, this could be asign of worn
suspension bushes or incorrect wheel alignment
Visuallyinspect thebrakesthrough thespokes
of thewheels to checkthe condition of the
outer faceofthe brakediscand theouter brake
pad. We’ll be looking at brakeservicing on the
XF in moredepth soon
Checkfront and rear lights. The headlights are
secured with three 10mm bolts, accessed from
under the bonnet and behind the front wheelarch
trim. Pull the headlight unit forwardtoaccess the
bulbs. The rear bulbs requirethe boottrim to be
detached to access the backofthe light unit
UNDERSIDE INSPECTION
1 2
Raise the XF on atwo-post ramp or position it over apit. Remove theengine
undertray,whichmay be secured with amixtureof10mm and Torx bolts,
depending on whether the original fittings have broken or have been renewed
Using atorch,look underneath theenginebay at theturbo. Elitehas
found thatmost turbos arecoated in alittle oil residue,whichdoesn’t
appear to be aproblem
3 4
Inspectthe condition of the rubber boots on thesteeringrack. Look for
cracks in the rubber thatcould let dirt and waterintothe innertrack
rods,resulting in corrosion. Theseboots can be renewed
Carefully inspect the exhaust system, looking fordamaged fittings, corrosion
and perished rubber mounts. Look around the joints and silencersfor corrosion
and potential leaks. If possible, run the engine to seeifthereare anyleaks
July 2017 \Jaguar World |97

MODERNWORKSHOP
INTERIOR CHECKS
SUSPENSION CHECKS
1
Check that all motorised dashboard vents
open and close.They areknown to failand
cost around £150 each (Elitechargesaround
£250tosupplyand fit amotorised vent,which
involves dismantling part of thedashboard)
1
With the XF raised on atwo-post ramp or axle
stands, waggle eachfront road wheel at the
topand bottom andside-to-side.Thishelps to
detect playinthe wheel bearing andthe upper
wishbonebushes
2
Use apry bar to checkfor excessiveplayinthe
front bush forthe frontlower wishbone (also
known as the bananaarm, duetoits shape).
Wear is common on this arm’sbush, whichcan
berenewed
2
Ensureall seatbelts can be retracted,
fastenedand locked,especiallyany that are
rarely used. Test all functions on thefront
seats (particularlythe driver’s), which should
move forwards andback, and remain locked
in position to complywiththe MOTtest
3
Check thecondition of the frontstrut’s lowermounting bushusing apry bar.Excessiveplayinthis
bushcan result in asqueak from the frontend.The same bush can be tested on the rear struts
3
Look inside the bootfor waterinthe spare
wheel well.Any waterinherecan damage
thestop/start system that is installed next
to the vehicle’sbattery.Also, checkthe
battery is secure
4
At therear, use apry bar to checkthe bushesfor eachlower arm. The rearmost bush has aspherical
bearing, which is known to wear and squeak.The other bushesare rubber and can also wear
4
The pollenfilterislocatedinthe passenger
footwell.Unclip asection of trim, then
extract the pollen filter,swapthe plastic end
coverovertothe new one (making surethe
air flow arrows areinthe correctposition),
thenrefititand the trim
5
With anti-roll barsatthe frontand rear of the
XF,checkthe drop links aresecureand that
their ball-joints arenot worn by wagglingeach
one. Worn drop links canresult in aknocking
noise when drivingthe XF
6
Wagglethe rear wheels from toptobottom
and side-to-side to further test the suspension
bushes and to alsocheckthe wheel bearings.
Furthermore, thistest helpstocheckthe upper
wishbone bushes
98 | Jaguar World /July 2017

MODERNWORKSHOP
OIL AND FILTERS
1
2
3
Afterremoving theengine undertray (see
step 1ofundersideinspection), lookinsidethe
engine bayfor theoil filter, whichislocated on
thenearside of the engine. It requiresa27mm
sockettoundo its housing
Undoand remove theoil filterhousing,then
renewboththe filterinsideitand the rubber
O-ringonthe threadofthe housing (add asmear
of oil to theO-ringtoprevent it catchingand
tearing). Refit the housing,tightening it to 25Nm
Raise the XF so thereisenoughroom to drain
the engineoil underneath. With alarge, six-litre
container readytocatch theoil, undothe 13mm
sumpplug. Leaveitto drain forseveral minutes.
The sump plug can be reused twoorthree times
4
5
6
Afterrefitting the sumpplug, measureout and
pour5.8 litresof5W30 fullysynthetic oil (low
ash)intothe engine.Run the engine forafew
seconds to makesurethe oil pressurewarning
light doesn’t remain illuminated
Do notrun the engine again or switch on theignition
for15minutes. Then, switch on theignition and
operatethe controls forthe instrument displayuntil
areading appearsfor the engine oil level. If amessage
appearsreferring to thehandbook, allowmoretime
beforechecking the oil level. Topupifnecessary
The fuelfilter,accessed from under thebonnet,
shouldberenewed every twoyears.First, prise
offthe engine’s topcover,whichisclipped
intoposition on thetop of the engine,sois
straightforward to remove
7
8
9
The fuelfilter is located on the nearsideofthe
engine and is secured in positionwith three
6mm Allen keybolts.Undothem, although the
fuel filtercannot be removedyet becausethere
aresome fuel pipes to detach
Detachthe four fuel pipesfromthe topofthe
fuel filter,anelectrical plug at thetop and
another one at the bottom (liftthe fuel filter
up alittletoaccessthe bottom electrical plug)
Remove theold fuel filter and checkthat the new one is
identical. Remove theshort drainpipe from the old fuel
filter and transfer it ontothe new unit. Lowerthe fuel
filter intoposition, reconnect the electrical plugs, and
refit the 6mm Allen keybolts and the four fuel pipes
10
11
12
The new fuel filter needs to be primed before
starting the engine. Eliteuses ahand pump and
drawsfuel intoit. This can take several attempts, so
it’s worthwhile test-starting the engine afew times
afterwards to makesurethereare no air locks
The air filter is locatedinside aplastichousing
in theoffside front of theengine bay.First,
undo seven Torx T20screwstoremove the top
cover. Prise this up alittle and extract the old
air filter
Before fitting thenew air filter,makesureitis
thesame as theold one.Then, clean out any
debris from inside the housing,slide thenew
air filter intopositionand refit thetop cover
July 2017 \Jaguar World |99

MODERNWORKSHOP
UNDERBONNET CHECKS
1
Fill up thewindscreen washer bottle,whichis
located on theoffside rear of the engine bay.
Test the wipersand screen washerstomake
suretheyare correctly aimed at theglass and
that thereare no blockages
2
Thebrake fluid reservoir is nexttothe windscreenwasher bottle. TheXFuses DOT4brake fluid;
Elitehas found that this fluid lasts up to six yearsbeforeitneeds to be renewed (a brakefluid tester
is usedtocheckthe moisturecontentinthe fluid)
4
3
The coolant level can be checkedvia the expansion tank on the nearside of theengine bay. Elitefinds that
the pink-coloured G13coolant lasts foruptoten years, providing thereare no leaks or coolant issues
The powersteering fluidreservoir is located
close to the coolantexpansiontank. Shine a
torchontothe side of thereservoir to look
forthe levelmarkersand checkthe level.If
necessary, topupwithDexronIII
5
Spray lightgreaseoverthe twobonnetcatches
located along the front slam panel. This helps
to prevent the bonnet catches seizing in the
future. Light grease can alsobesprayed over
thehinges of thedoorand boot
6
Remove anyleavesordebrisfromthe scuttle panel cover, whichcould getdrawnintothe heater
and air conditioning system. There arealso drain holes at the rear cornersofthe enginebay that can
getblockedwith dirt, so checktheyare clear
RESETTING THE SERVICE LIGHT
Afterservicing the XF,the ServiceRequired
warning mayneed to be reset on the
instrument display. With the ignition
switched off, press and hold the rear foglight,
then switch on the ignition and release the
rear foglight button. Press and hold in the trip
meter button, then press and hold in the rear
foglight button(youshould be holding both
buttons now). Wait foraresetting service
message to appear on the instrument display,
but keep holding down the twobuttons until
aservicemode reset message is displayed.
100 | Jaguar World /July 2017

Leaping Cats Ltd.
XK 140
Complete one off. All aluminium body.
THE XK SPECIALISTS
Making
dreams
come
true
XK 120
Fast road design
Both cars havebeenuprated by:
Powersteering • 5speed gear box • Uprated disc brakes front &rear • Extended pedal boxwithdirect
servo • Bucket seats • Le Mans filler &aston cap.
Parts Panels Bespoke. www.leapingcats.co.uk
Tel02476 313139 Fax02476 643513 E-mail:leapingcats@btconnect.com
16 SCHOOLROAD, BULKINGTON,NR. NUNEATON, WARKSCV12 9JB
Bringing the dreamback to life.
Restoration, servicing, maintenance andrepairofClassic andHistoriccars
Whatever your dreamcar is..... Just enjoydrivingit!
UNIT 6, CASTLEHAM ROAD,STLEONARDS ON SEA, EAST SUSSEX, TN38 9NR
TEL:01424 234555 WWW.JUSTHISTORICCARS.CO.UK EMAIL:MELVINJUSTHISTORICCARS.CO.UK

QUESTIONS AND ANSWERS
Jaguar World's
technical adviceservice
Edited by RayIngman
S-typewheel removal
QIamrestoring my 1964 S-type.
It needs new tyres, as the existing
ones areoverten yearsold and
areshowing signs of cracking on the
sidewalls and the base of the tread.
Iwas able to removethe front two
wheels without problem. However,the
rear ones will not come off because there
is not enough room between the bottom
of the guard(wheelarch)and the tyre.
Ihad been led to believethat the
tyres on the car –185/70R1593t –are
correct, but am now wondering if they
are, in fact, incorrect. Surely,you should
be able to removeand replaceall tyres
without running the risk of damage to
the body of the car by using bruteforce
to get the tyreunder the guardsoyou
canbolt the wheel backon?
RonWilletts, Australia
AThe correct tyres are, in fact, the
higher 80 profile 185x15size.
They areavailable, suitably speed
rated, from Vredestein, Pirelli, Dunlop
and other sources.
If fitted, they will actually be more
difficult to removethan the 70 profile
examples on your car,due to theirlarger
outer diameter.
As standard, with the body fully raised,
either by use of the factory jacking points
or,moresafely,centrally underneath
the rear suspension crossmember, the
rear wishbones should attain full droop,
allowing the wheels to be withdrawn
from the studs or splined hubs.
Consequently,wesuspect that there
is aproblem with the shockabsorber
stroke–either because they were
obtained from another IRS variant (such
as E-type or XJ6) or areanaftermarket
replacement with incorrect specification.
The correct units areunique in
dimensions to theS-type, 420 and
Mk 10 ranges.
Your simplest solution will be to
withdraw thelower shockabsorber pivot
bar,whichpasses through the lower
wishbone. Its removal (facilitated by
undoing one of the hex nuts), will allow
the whole wishbone, hub and driveshaft
assembly to lower considerably –excess
movement will be restrained by the
associated radius arm. If required,
additional clearancecan be obtained by
deflating the tyre.
Onceremoved, checkthat the wheels
arethe five-inchwide, standardoffset
specification –six-inchwheels sourced
from an XJ6 or V12E-type maywell
be another cause of the problem. This
applies to both five-stud bolt-on and
wirewheels; in the lattercase, thereis
also the possibility of competition offset
wheels.
All of the foregoing presupposes
that the rear wheelarch (guard) panels
(whichare prone to corrosion) have not
been replaced with incorrectly fittedor
incorrect profile aftermarket panels.
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).
102 | Jaguar World /July 2017

QUESTIONS AND ANSWERS
X300 lock-in
QMy 1997 XJ6 (X300) with only 47,000 miles on the clock
is generally very reliable, but aproblem has developed.
When parking the car,with the gearshift in Pand the
handb
Qrake on, the door will not open using the interior handle. I
can only get out by using the fob.
Iwould appreciateany clues. Iam73and only use the car for
my shopping some fivemiles away,but worry that the fault
might develop and lockmeinthe car.
AnthonyBrown
AThe interior handle operates the latch via aBowden
cable, and sometimes one end becomes detached,
usually at the handle end. That can be remedied with
the inner door trim panel removed, and, if it is detached, we
suggest that youobtain anew clip, as aweakclip will let go
again in the future.
However,ifthe cable proves sound, it could be the door
latch itself or acommand problem with the body processor
module. When youpull the inner handle, the door latch should
operateregardless of whether it’s in the lockpositiononceyou
park. By using the fob, youare commanding the latch to open.
This proves that the relays and the body processor module are
working correctly and, therefore, the latch is to blame.
When youdrive away,the doorsgointoauto-lockmode, but
probably do not allow youtoopen them with the inner door
handle due to afaulty microswitch in the latch.Asyou operate
the inner handle, the microswitch should let the body processor
know that the handle is being operated, and unlockall the doors.
Low-geared XJ-S
QIrecently drovetothe local
newsagent to buy aNationalLottery
ticket(furthering my quest to buy an QE
Q), F-TYP but when Istarted the drivehome,
the car wasstuck in first gear.Imoved the
transmission selector through its range
(park and reversesuccessfully engaging) and
then tried coasting in neutral, to no avail.
Inext attempted the computer cureby
switching it off and on again… no change.
This problem emerged out of the blue.
The car is regularly used and had the
GM400 transmission rebuilt and anew
torque convertor fitted15k miles ago. Up
until now,ithas been smooth, responsive
and faultless. Do youhaveany ideas how to
restoremycar to that happy state?
RonSoutherton
AThe fact that youcan movethe
selector through its range of
detents probably indicates thereis
no fault in that system. It is possible that
asmall pieceofdebris or contamination
has chosen its moment to moveand
has blockedadrilling in the valveblock,
impeding gear shifting.
However,asimpler cause maybe
responsible. Adjacent to the throttle
turntable, on abracket attached to the
accelerator cable, thereisamicroswitch.Its
function is to electrically engage kickdown
at full throttle. These switches can either
break up, go out of adjustment or jam in
the on position. Disconnecting the wires
will return the gearboxtonormal change
points, pending replacement or adjustment
of the switch to re-enable kickdown.
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)
July 2017 \ Jaguar World |103

Retrimming our updated
E-type fixedhead
It’s time to tackle repairing internal fittings and
the feared job of gluing in the front door seals
WORDS AND PHOTOGRAPHY
JIMPATTEN
FITTING THE rubber door seals is
the mostdreaded job on anyclassic
restoration. We’veexperienced
situations wherethe backofthe seal
has to be trimmed back, while often the
profile is justwrong.So, we aretreading
with trepidation while the first part of the
sequencetakesplace.Itisstaged, too.
The doors have tobefitted while they
are trimmed, but, for the front seals to
be installed, the door has to be removed.
It doesn’t end there, either. The rest of
the seals cannot be put in place until the
inner cant rails are fitted. Ascrew passes
through the seal channel, rendering it
impossible to fit the seal until the inner
trim has been done.
Martin Cooper from S&KVintage
Refinishing was onhand to fit the seals,
while the rest of us ran for cover. In truth,
Martin was little troubled and certainly
did not need to trim the seals back. The
rubber was soft enough to cope with an
imperfection all E-types suffer from on
the channel, and even the clunky piece of
rubber that fits into avoid beneath the
screen upright went in okay.
One element Ihad overlooked was the
internal fittings. When we went through
the door handles and window winders,
they were not in good shape; nor were the
escutcheons.
Ihave enough handles kicking around
to find adecent set. Some of the chrome
plating done locally has been adisaster,
so that has held up things abit. But they
did get the interior light surround to a
good standard, which was something of a
surprise. We drilled out the rivets holding
the light backboard and lens-securing clip
in place before sending the surround off.
But the rivets are small: 1/ 16in. Fortunately,
Bilko has aircraft rivets of the right size
and the skills to close them down, too. But
we couldn’t transfer those skills over to
the rear door prop.
Unlike the 3.8 cars, the 4.2 prop pivots
in the centre toprevent the door from
blowing back onits hinges. With apivot
at each end and one in the centre, only
one end has aclevis pin, and the others
are rivets. We have slightly altered this by
fitting aclevis pin at each end and asmall
screw and nut in the centre. The assembly
had to be dismantled for re-chrome and,
for that, the rivets had to be cut. Naturally,
the job takes alot longer than it appears in
the feature. And it is easy toget wrong, as
Ifound out when Iwas hands on; however,
it was spotted and, after referencing the
parts book, it was put right.
NEXT MONTH:
We skipthe coupe, as we offeradviceon
preparing aclassic for atrip as part of
our touring special.
104 | Jaguar World /July 2017

CLASSIC WORKSHOP
1 2 3
Original door escutcheons(left) aremarked so
will be replaced with new from SNG Barratt
We’veoverhauledthe original interior light; here
the light backboard is being fittedwith a 1/ 16in rivet
REAR DOOR PROP
Using asmall ball-peen hammer,the rivet
securing the lens clip is peened over
4
LED bulbs areused forimproved lighting and,
being cool, will notmeltthe plastic lens during
operation
RIGHT/FARRIGHT:Alwaysuse theparts book
to aidassembly.JPdidn’t.Compare thefirst
assembly to theparts bookdiagram. The chrome
sectionshavebeen fitted the wrong wayaround
BELOW:Astepped rivet that secured the
chrome arm at the lowerend of the door prop
wascut forremoval,and has been replaced
by aclevis pin. Abush is fittedinthe double
spring washer to compensatefor the lackof
step in the clevis pin
1
2
3
4
5
Nowcorrectlyassembled, the clevis pin
passes through the arm, spring washer and
bush intothe bracket, and is held by washers
and split pin
Thechrome prop at thedoor end is secured
intothe bracketwith adouble spring washer
eachsideofthe bar and secured by clevis pin,
washer and split pin
Originally held by rivet, the centrepivot is now
secured by a2BA countersunk screw.Thread
lockisusedtoensurethe nut staysinplace
without being tootight
July 2017 \ Jaguar World |105

CLASSIC WORKSHOP
DOOR SEALS
1
2
3
Remove both doorsbyreleasingthe hinge on
the A-post
The lowerseal retainer is oftenproud. If the
rubbersare toohardthe sealwillnot fitproperly
The rubber seal is trial-fittedbeforegluing in
place
4
5
6
This chunky pieceofthe seal fits intothe
junction of thefront seal and windscreen upright
Adhesiveisapplied to the seal channel and the seal. It’s left to almost dry beforecontact is made
7
8
9
Aspatula is used to push the seal intoplace
and hold until set
The odd digit is needed to push the seal home
in the corner
Do notrelease thesealtoo soon or it will pull
away from the channel
10
11
12
Afterwhat seemed ages, the seal wasfinally
set intothe channel
This is the chunky section that fits in avoid
beneath the screen upright
Arrange the seal to makesureitfits before
making apermanent bond
106 | Jaguar World /July 2017

CLASSIC WORKSHOP
13
14
15
Oncehappy with the fit, apply glue to the seal
and the void in the screen upright
Apply pressuretothe seal intothe screen
upright void and hold until set
The door channel should be the easiest. Apply
glue to the channel and then the rubber
16
17
18
Oncethe glue has set, ease the seal intothe
channel
The same tedious approachofpushing the seal
in and holding until set is needed
Trim the seal, allowing enough spacefor the
door sill seal to fit
19
At thispoint, fitting the seals is put on hold while the
cant rails arefitted, but the doorscan be refitted
20
The door hinge is offeredintoplacebefore
being secured with bolts
21
Correct alignment is vital. Note top door
seal is left unfitted until the cant rails go in
July 2017 \ Jaguar World |107

PRODUCTSAND SERVICES
E-type six-cylinder engine frames
and new Series 3 parts catalogue
New engine frames for
six-cylinder E-types are
now available through
SNG Barratt. Stronger
than the originals, they are
manufactured using genuine
631Reynolds Tubing,asused
by Jaguar in the Sixties. They
arediffusion TIG welded
and coated in ahigh-quality
DuPont reaction primer.
Part numbersC15029
(right hand) and C15030
(left hand) arepriced for
eachside at £1,548/$2064/
FR€1,888.56/NL€1,904.30/
DE€1,872.82. All prices
include local tax.
Continuing to provide
customerswith the most
comprehensiveJaguar parts
catalogues, anew Series 3
E-type catalogue has been
released, whichcontains both
original equipment and new
and uprated parts forthe
V12engine. The catalogue
documents everything from
engine, fuel, clutch,gearbox
and propshaft to final drive,
steering,suspension, brakes
and road wheels, through to
body panels, body fittings,
electrical systems, lighting,
heating and air conditioner,
wash wipersand service
items, as well as lubricants
and cleaning products.
Featuring thousands
of parts, coveredin200
detailed illustrations,
the 296-page full-colour
catalogue is acomplete
resource guide forthe
Series 3E-type.
The catalogue is free
of charge with anyorder.
Customer registration
required.
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
Die-castthermostat
housings
California-based XKs Unlimited has
begun manufacturing twodie-cast
thermostat housings forpopular
Jaguar applications.
Unlikeincommon sand-cast
reproductions, die-casting is a
high-pressurecasting method that
produces dense castings (no air
bubbles) and asmoother surface
finish. The companyreportsthat is
parts have the crisp details of original
parts. Both arehighly polished.
Part number C12422 fits XK 150,
Mk 1, Mk 2, S-type and 3.8 E-type:
$44.95.
Part number C23233 fits 4.2 Series
1and 2E-type with SU carburettors:
$39.95.
Tel: (+011)805-544-7864
Email: parts@xks.com
Website: www.xks.com
E-type radio tower air
conditioning system
ClaytonClassics has developed, tested and enhanced
E-type air conditioning systems formorethan 20
yearsand has recently launched its most effective
system to date. The new evaporator is installed behind
the centreconsole, blowing air directly intothe car.
Aslightly modified centreconsole is provided
(untrimmed) with the kit; installed, it is almost
identical to theoriginal. The powerful system, suitable
forall climates, does result in the loss of radio and
ashtray space, although amodern radio can be fitted
elsewhere, possibly with aremotefascia.
Kits areavailable forall E-type derivatives; price
depends on specification. Afullinstallation serviceis
also available.
Tel: 02476 691916
Website: www.Claytonclassics.co.uk
108 | Jaguar World /July 2017

PRODUCTSAND SERVICES
Trigger disc kit for4.2 E-type
Webcon has just released acompletetrigger disc kit to suitthe 4.2 E-type, whichis
essential when fitting mapped ignition or afullengine management system.
Custom-made parts include atrigger disc, spacer and sensor mount, along with an
original-equipment manufacture-quality Magneti Marelli crank sensor.
Part number WTK006 retails at £203.45+VAT (£244.14).
Tel: +44 (0)1932 78710 Website: www.webcon.co.uk
Straight-cut gearsfor allsynchromesh
gearbox
Denis Welchhas introduced aset
of straight-cut gearstosuit anyallsynchromesh
gearbox, with or without
overdrive, whichhavebeen made
exclusively forthe company. Made from a
higher-grade steel, they arevibrodeburred
to offer asuperior finish.
Part number JGBS301costs £1,975.
Part number JGBS301C, the competition
version, costs£2,350.
Completegearboxesthat have been
fully rebuilt in-house with the straight-cut
gearsare also available, with or without
bellhousing. Alternatively,your own
gearboxcan be rebuilt.
Tel: 01543472244
Website: www.bighealey.co.uk
Carbon fibrewheels
Viezu now has carbon fibrewheels forthe
latest Jaguars, available in twodesigns,
whichcan be colour-matched to your car.
Carbon fibreisextremely strong yetup
to 40 percent lighter than original or most
aluminium wheels.
Viezu offersworldwidemail order.Price
on application.
Tel: 01789774444
Website: www.viezu.com
MkIVrear axle buffers
Worcester Classic Spares, specialists in
the larger classic Jaguar saloons, has just
introduced the rear axle bufferstosuit
the pre- and post-war Mk IV Jaguar of all
engine sizes.
Jaguar part number C.683 (Worcester
Classic Spares ref: S.95) is priced at £49 for
a pair.
Tel: 01905 821569
Website: www.worcesterclassicspares.com
BOOK REVIEW
Jaguar XK 120–
The remarkable
history of JWK 651
Authors: Chas Parker &Philip Porter
Publisher: Porter
ISBN: 978-1-907085-56-7
Price: £30
Website: www.porterpress.co.uk
Thanks to thefull and incredible history
of acertain Jaguar XK 120, authors
Philip Porter and Chas Parker have
produced an entirebook about one
individual car.
Built in 1950, the cream car –JWK
651–wasone of six competition cars
prepared by Jaguar forrespected racing
and rally drivers. Driver Leslie Johnson
used it to competeinthe major races
of the time (Mille Miglia, Le Mans,
Silverstone forthe one-hour production
race,the Tourist TrophyatDunrod), and
then set distancerecords at Montlhéry,
near Paris. To illustratethe car’s
versatility,Leslie then used JWK 651
to competeinthe 1952 Rally of Great
Britain, finishing acredible 16th.
AfterJohnson sold the car in 1952, it
had several owners, one who changed
the engine and modified the body and
interior.In1995, the sorry-looking XK
120was bought at auction by Hugh
Palmer,who trackeddown the original
parts and put JWK backtoits original
specification. The famous car is now
aregular on the trackonceagain,
competing at Goodwood Revival and
the Le Mans Classic, among others.
Eachofthe car’s main racesiscovered
and thereisachapter on JWK 651’s
subsequent history,and acolour
section showing the car as it is today.
Covering just one car has enabled
the authorstodelvedeeper intoits
finer details. Addinthe manyperiod
black-and-whiteimages of the car,
its driversand the races, and it is a
fabulous snapshot of asingle car’s
long and successful racing career.
Hardbound, with 128pages, it’s asnip
at £30.
July 2017 \ Jaguar World |109

SPECIALIST
Denis Welch
Motorsport
Denis WelchMotorsport’s
JeremyWelchwith Julian
Thomas’ championshipwinning
E-type
Completecontrol
From design to manufactureand general maintenancetoracecar
preparation, Denis WelchMotorsport offersthe completeservicefor E-type
owners. We head to its Staffordshireheadquarterstolearn more
WORDS & P HOTOGRAPHY PAUL WALTON
HANGING ON the wall in
Denis WelchMotorsport’s
reception at its Staffordshire
headquartersare three rows
of beautiful black-and-white
framed pictures. Takenacentury ago,
they showaworkshop belonging to
BrookeMarine, an engineering firm in
Lowestoft that oncebelonged to the
great grandfather of JeremyWelch, Denis
WelchMotorsport’s managing director
and son of the firm’s founder.
“I likethese pictures,” Jeremytells me
when Iarrive. “They show that they did
everything backthen, from design to
manufacturing. It’s what Iaspireto.” With
Denis WelchMotorsport designing all its
competition and performanceparts, as well
as producing manyonsite, plus preparing
road and racing cars, Ican tell he means it.
Jeremy’s father,Denis, washimself
an engineer and in 1977 moved to the
company’s current location –originally a
petrol station and general garage –where
he began to servicemoderncars, tractors
and horse boxes. It wasalso the family
home, and Jeremylived herefor agood
part of his childhood. The house, albeit
extended and now transformed into
offices, remains central to DWM’s activities.
However,Denis’ real passion wasfor
racing. Says Jeremy, “Hehad competed in the
Sixties, starting with aMini beforemoving
ontoaFord Anglia in Touring Carsand then a
Formula Atlantic single-seater.But, he packed
it all up when he moved to Staffordshire.”
In the early Eighties, Denis bought an
Austin-Healey.When he found that he
couldn’t buy competition parts forit, he
started making some himself. Thanks to
both his and the car’s speed, people started
asking if they could buy them, and Denis
eventually set up aparts department for
Austin-Healeys. When the burgeoning
companybecame moresuccessful,
Denis stopped servicing modern carsto
concentrateonpreparing other people’s
Healeys. Denis WelchMotorsport quickly
became synonymous with this classic brand,
and remains so to this day.
The companyfocused only on Healeys
until the lateNineties, when an existing
customer asked DWM to look after his
competition E-type. “Weweresurprised
to discover that we couldn’t get the same
quality of Jaguar products as we were
offering Healey owners,” says Jeremy. “No
one, forexample, wasoffering straight-cut
gearsorCosworth pistons forthe E-type.”
Because DWM wasalready producing
its own high-quality parts forthe Healey,
it had no problem in doing the same for
the E-type, although Austin-Healeys still
dominated the business.
Aturning point forthe companycame in
the early 2000s, when the same E-type was
110 | Jaguar World /July 2017

SPECIALIST
Denis Welch
Motorsport
sold to John Clark of the John Clark Motor
Group –and he employedprofessional
driver Gregor Fisken to race it.
Explains Jeremy, “Wehad produced our
first Jaguar parts catalogue in 2003, but
when the car started to win and word got
out about us; that’s when our Jaguar stock
became alarger part of the company.”
Jeremyput DWM’s success in the Jaguar
market down to quality and the simplicity
of its products. “ManyJaguar competitors
liketodothings differently,but ourparts
areinterchangeable, easy-to-use and legal
forcompetition.”
Another important stage in DWM’s
history came 12 yearsago,when Jeremy
took over from his father.Other than a
couple of periods elsewhere–including
at Formula 1engine manufacturer Judd
during the Eighties –hehad worked for
the companysinceateenager, and had
even created all the drawings forthe parts
the companyproduced. “I’d alwaysbeen
interested in engineering the design, and up
until recently we were still manufacturing
off pencil drawings I’d done at school.”
Looking to the futureand wanting to
improvethe quality of DWM’s products,
David Croftunder an E-type that DMWbuilt from
abareshell foranoverseas customer
one of the first changes Jeremymade was
to invest in CAD (computer-aided design).
Today, all DWM’s products, even the ones
Jeremystarted with apencil, aredesigned
with Autodesk Inventor –powerful
software forcreating3Ddigital prototypes.
“CAD ensures the same quality of every
part every time it’s produced,” he explains,
“because products made from prototype
samples can be different every time.”
Today, DWM has 10,500 CAD drawings
and models on file: afigureJeremyreckons
is unique in the classic performancepart
market. “The moredrawings youhave,
theeasier it is to makesureeverythingfits
together,whichisimportant sincewe’re
producing moreand moreperipheral
products, and CAD helps us to achievethat.”
Because Jeremywants to do as much
on siteaspossible, DWM has a3Dprinter
forprototypes, plus aCNC lathe that is
used forsmall batches.Larger volumes are
produced by outsourcedmachine shops,
but to Welch’s own specifications.
Jeremyreckons DWM has 270,000
items in stockatany one time, stored in
ahuge warehouse –amodern extension
adjoining the original house. “Our ethos is
Just some of the270,000 items that Denis Welch
Motorsport has in stock
to alwayskeepthe products on the shelves,
whichisrare; people want to go motor
racing tomorrow,and nobody else stocks
competition parts.” Customerscan order
products by speaking directly to oneof
DWM’s experienced sales advisorsusing
the parts hotline (01543 472244) or via an
online chat room on its website.
Parts areonlyone section of this busy
concern. Adjoining the main building is a
fully specified workshop whereracing cars
arebuilt and prepared forcustomers. These
arepredominantly Austin-Healeys and
Series 1E-types because that’s what Jeremy
knows(although he wasrecently persuaded
to take on aFordFalcon saloon).
“I’vegrown up with Healeys. Thereare
only three or four different models and I
know them intimately.Iwouldn’t want to
be put on the spot and asked questions
about XKs or Mk 2s when Iwouldn’t have
an answer.”
The most successful Jaguar that Denis
WelchMotorsport currently maintains
is Julian Thomas’ 1962 low-drag
E-type, whichisinthe workshop on the
dayofmyvisit, looking low and sleek next
to the old-fashioned Healeys alongside.
Thomas wonthe 2016 Jaguar Classic
Challenge with co-driver Calum Lockie
after coming first in an astounding four out
of fiveraces.
DWM also offerstrackside assistance,
transporting and preparing racing carsinits
huge, bright-red articulated lorry,whichhas
been converted intoamobile workshop.
DWM looks after afew road cars, too.
In front of Thomas’ racing car thereisa
beautiful E-type Series 1inroad trim that has
just been serviced and put through its MOT.
CompletewithDWM’s successful engine
shop, whichcan rebuild Jaguar and Healey
engines forroad or race use, and abodyshop
forrestorations and crash repairs, Jeremyis
close to achieving the goal he set himself:
to be totally self-sufficient, just as his great
grandfather had been acentury ago.
Cheryl Robson and JeremyWelchexamine a3D
printed oil transfer housing
ScottDobson in Denis WelchMotorsport’s
fabrication room
The CNC lathe that Denis WelchMotorsport uses
forproducing prototypes and small batches
DWM has its owndyno to test engines after
they’vebeenrebuilt
Denis Welch Motorsport
Sudbury Road, Yoxall
Burton on Trent
Staffordshire DE13 8NA
Tel: +44(0)1543 472214
Email: sales@bighealey.co.uk
Website: www.bighealey.co.uk
July 2017 \ Jaguar World |111

Specialists in the
restoration and repair
of Jaguar Marques
Show winning restoration
and paintwork -Classic and
prestige vehicle maintenance
Full MOT/Mechanical and
Servicing Facilities.
Roll Over Body Jigs.
Low Brake Spray Booth.
Accident and insurance repairs.
Steel and AlloyWelding/Lead
Loading.
Trimming, Chroming and
Plating service available.
Undersealing and Waxoiling.
We have WonNational Prizes.
We buy Classic Jaguar’s inany
condition
FIND US ON
FACEBOOK
From achip or ascratch toafull nut
and bolt rebuild –please call us or
e-mail on:-
Brewood Road, Coven,
Wolverhampton WV9 5DA
Tel: 01902 790320
FAX: 01902 791586
E-Mail: enquiries@
julesbodycraft.co.uk
www.julesbodycraft.co.uk
Sidney House, Beddington Farm Road, Croydon, Cr0 4Xb

Our Latest Jaguar E-Type
Performance Catalogue
Now Available
Our latest Jaguar E-Type Performance
catalogue from Denis Welch Motorsport
is here.
This new version sees the addition of
28 extra pages and hundreds of new
performance enhancing products for Jaguar
E-Type 6cylinder models, both road and
competition.
Racing and high performance enthusiasts
demand only the very best parts. We design and
manufacture ours to be ‘Better than Original’ but
without damaging the cars irreplaceable heritage.
Order Your Copy Today
Now 72 Pages with
Hundreds of New
Products
The price is right...
The quality is excellent...
The performance is legendary...
Youdeserve the best...
DENIS WELCH MOTORSPORT, YOXALL, BURTON ON TRENT, STAFFS DE13 8NA, ENGLAND

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 XKR 5.0 Supercharged 2dr 6months warranty,Full
dealership history, Excellent bodywork, Full leather interior
-Excellent Condition, Tyre condition Excellent, Metallic
Italian Racing, Adaptive Front Lighting, Speed Pack, Active
Front Lighting, 174 mph, Jet Jaguar Suedecloth Premium
Headlining, 20" Kasuga Alloys, Warm Cha. Seats with Warm
Cha. ........................................................................ £36,995
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
Jaguar XKR 5.0 Supercharged 2dr 6months
warranty,12months MOT,Full service history,
Excellent bodywork, Full leather interior -Excellent
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
.................................................................. £29,995
Jaguar XKR 5.0 Supercharged 2dr 6months
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 *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 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 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
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) .. £24,995
Jaguar XKR 5.0 Supercharged 2dr 6months
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......£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 Portfolio 2dr 6months warranty,Full
service history, Excellent bodywork, Full leather interior -
Excellent Condition, Tyre condition Excellent, Metallic Celestial,
Paint Metallic, Seats Electric (MemoryDriver/Passenger),
UpholsteryLeather,Adaptive Front Lighting, Tyre Pressure
Monitor,Keyless Entry, Aluminium JGate, Charcoal Leather
Seats ....................................................................... £22,995
Jaguar XKR 4.2 2dr PORTFOLIO LTD
EDITION 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 a6
month AAwarranty,................... £22,995
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 4.2 V8 60 2dr *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 XK 5.0 V8 Portfolio 2dr Full leather interior,
Metallic Pearl, Active Front Lighting, IvoryTrim,
Digital Audio Broadcasting (DAB) Radio Receiver,
Satellite Navigation, Active Ventilated Front Seats
-Heated and Cooled, Cruise Control, Seats Heated
(Driver/Passenger), Climate Control, Parking Aid
(Front/Rear), 20in Kalimnos AlloyWheels, .. £20,995
Jaguar XK 5.0 V8 Portfolio 2dr 6months warranty,
Full service history, Excellent bodywork, Full
leather interior -Excellent Condition, Tyre condition
Excellent, Metallic Ultimate, Satellite Navigation,
Active Ventilated Front Seats -Heated and Cooled,
Cruise Control, Seats Heated (Driver/Passenger),
Climate Control, 20in Kalimnos AlloyWheels,£20,995
Jaguar XKR 4.2 2dr FULL JAGUAR SERVICE HISTORY
6months warranty,12months MOT,Full dealership
history, Excellent bodywork, Full leather interior -
Excellent Condition, Tyre condition Excellent, Metallic
Ultimate, Active Front Lighting, Heated Front
Windscreen, Jaguar Premium Surround Sound, 20"
Senta Alloys, IvoryLeather,Airbags, CD Player,.£18,995
Chiltern Jaguar Specialists
Open Mon -Fri 9.30am- 6pm, Sat 9.30-5pm, Sunday by appointment

J A G U A R
owners
privilege card
80+ JAGUARS
IN STOCK
1962 JaguarE-Type Series1FHC, Black £139,995
1969 JaguarE-Type Series2Roadster, Black £119,995
1973 JaguarE-Type Series3Roadster,LavenderBlue, 84k £94,995
1971 JaguarE-Type SeriesIII 2+2,Old English White £59,995
2012 JaguarXKR 5.0 Convertible,Polaris White, 41k £37,995
NEW OFFER -NEW OFFER- NEW OFFER
to all Privilege Card Members from Jan 2011
10% DISCOUNT
from virtually all of our panel work
As Part ofthe continuing Expansion of the Range of Services being offered
to Jaguar and Jensen owners by Martin RobeyThe Owners “Privilege
Card” is now available World Wide to enable the purchasing of Spare Parts
to become even simpler and more cost effective atMartin Robey’s.
The “Privilege Card” will Guarantee aDiscount From the Current Retail
Purchase Price of virtually every One of the Thousands of Parts Stocked...
Here are some of the Main Benefits:
7.5% discount
ADiscount of 7.5% from the Current Retail Price of
Virtually every Part Stocked.
Further Discounts on Special Offers.
parts catalogues
Parts Catalogues Mailed Direct Periodically.
circulars
Martin Robey group News Circular Mailed direct Periodically.
Annual Membership
fee £20.00 +VAT.
(UK)
£25.00 +VAT.
(OVERSEAS)
Offer Subject to Status
and subject to the terms
and conditions of the
Martin Robey
“Privilege Card
Scheme”
J E N S E N
7 . 5%
DISCOUNT
DISCOUNT
2011 JaguarXKR 5.0 Coupe, Salsa Red,32k £31,995
2010 Jaguar XK Convertible, IndigoBlue, 22k £31,995
1995 Jaguar XJSCelebration Convertible,Turquoise,61k £28,995
2005 Jaguar XK8-S Convertible,Satin Silver,40k £25,995
2012 Jaguar XJ DV6Portfolio,LunarGrey, 56k £24,995
2007 Jaguar XKR Convertible, MidnightBlack,37k £23,995
2010 Jaguar XFR 5.0V8, Ultimate Black, 69k £22,995
2007 JaguarXKConvertible, EmeraldFireGreen, 54k £22,995
2005 JaguarXK8 -S Convertible, Frost Blue,52k , £22,995
2013 JaguarXFDV6 Premium Luxury,CarnelianRed,13k £19,995
2004 JaguarXKR Convertible, Midnight Black,66k £19,995
2007 JaguarXKConvertible, Black, 92k £17,995
2007 JaguarXKR Coupe, Indigo Blue,69k £17,995
1987 JaguarXJS CV12 TWREdition, Arctic Blue,75k £17,995
2004 JaguarXK8 Coupe, RadianceRed,74k £13,995
2011 JaguarXFSDLUXURYBlack,42k £13,995
1998 JaguarXK8 Convertible,MeteoriteSilver, 54k £10,995
2002 JaguarXK8 Coupe, Topaz,63k £10,995
2009 JaguarXFSPremiumLuxury, Emerald Fire,106k £9,995
2003 JaguarXK8 Coupe, WhiteOnyx, 97k £9,995
2006 JaguarXJTDVISovereign, SlateGrey, 68k £9,995
2009 JaguarX-TypeEst 2.2 Diesel Sovereign, Tektite Grey,82k £8,995
2009 JaguarX-TypeSport Premium 2.2D,Tektite Grey,49k £8,995
2003 JaguarXJR, MidnightBlack,115k £8,995
2000 JaguarXJSovereign V8, Platinum Silver,56k £7,995
2007 JaguarS-TypeXSV6, Indigo Blue,75k £5,995
1996 JaguarXK8 Coupe, SapphireBlue,120k £5,995
2006 JaguarX-Type2.0 DSE, Indigo Blue,54k £4,995
ALL YOU HAVETO
DO TO JOIN THE
SCHEME IS CONTACT
CUSTOMER SERVICE ON
CALL +44 (0) 24 7638 6903
FAX +44 (0) 24 7634 5302
Email.Info@martinrobey.co.uk
www.martinrobey.com
Forfurther details on anyvehicle from our
full stock of 80 cars please contact:
01798 874477
www.arunltd.com
Arun Sales &ServiceCentre
CodmoreHill Garage,Stane Street, Pulborough, West Sussex RH201BQ

J62-884
J59-045
J67-098
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 forby
Jaguarprofessionalsthroughout its long term ownership.
With its greathistory of being campaigned, it was
appreciatedbyjudges and spectators alike!
Classic Showcase – Oceanside, California –
www.classicshowcase.com –T:001 760 758 6100
1967 Jaguar-XKE Series 14.2 OTS
The beauty offered here has been restored by aJaguar collector several years
ago, and it presents very well today. We have freshened it up for its new home,
and recently rebuilt its correct series engine. The original matching numbers
block will accompanyitupon the purchase. It has less than 100 test miles on
theengine since the work was completed. Classic Showcase also did quite a bit
ofservice work, and improvements, to an already nice car. Classic Showcase -
Oceanside, California -www.classicshowcase.com -T:001 760 758 6100
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 –
www.classicshowcase.com –T:001 760 758 6100
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 agorgeous colorcombo of British
Racing Green over biscuit, this XKE presents aunique
opportunity for thecollector 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 –
www.classicshowcase.com –T:001 760 758 6100
J58-401
J90-569
J66-434
J87-508
1958 Jaguar XK-150 S3.4 OTS
This spectacular example of an XK-150 SRoadster has won first place in (2) JCNAsanctioned
Concours events, including the 2016 Mexico City Concours de Elegance -where
it won Best of Show. In addition, the Roadster was driven in parade laps by renowned British
F1racing driver Jolyon Palmer at the 2016 Mexico City Grand Prix. This incredible example
has been comprehensively restored by Jaguar professionals and comes in aspectacular
color combination of Claret over aRed trimmed interior with Black top. Classic Showcase -
Oceanside, California -www.classicshowcase.com -T:001 760 758 6100
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 worthofrestoration work performed, and includes many new partsthroughout; 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
1987 Jaguar XJ-SC Cabriolet
It is very rare to ever find acar that looks like it did the day that it left the showroom floor.
Here is your opportunity to own one of the most spectacular, original examples in the world
today, with very limited ownership. This beauty was meticulously maintained by its 1st owner,
who kept the top in excellent condition, the wood gleaming, rear window clear as day, and the
Doeskin leather interior soft and supple, with almost no wear. Being aV12 it offers asmooth,
and fun ride. It was regularly serviced, and logged down since 1987. Classic Showcase -
Oceanside, California -www.classicshowcase.com -T:001 760 758 6100
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' 3.4 Roadster Recreation
The very special Roadster presented here is afaithful
recreation of avery famous carthat is steeped in rich
Jaguar automotivehistory.In1951, as WilliamLyons 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 wouldnot
be ready intimefortheupcoming Le Mans race.
classic Showcase - Oceanside, Californiawww.classicshowcase.com
- T:001 760 758 6100
1965 Jaguar XKE Series I4.2 OTS
It is notoften that youfind an E-Typewithlessthan
30,000 miles that is original as this car. This would be a
spectacular car to perform apreservation restoration to or
you cantake it to ahigh level show car if you wish.
Classic Showcase -Oceanside, Californiawww.classicshowcase.com-T:001
760 758 6100
1977 Jaguar XJ6L Series II4.2 Sedan
This well preserved and very stylish XJ6L is aSouthern
California car sincenew,and hasspent it's entire life in
the Western region of the United States.
ClassicShowcase-Oceanside, California
www.classicshowcase.com -T:001 760758 6100
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
collectors who 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
1967 Jaguar-XKE Series 14.2 OTS
This highly original,single-family owned Jaguar E-Type roadster
was buil ltinMarch of 1967, and was later dispatchedd toNew 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 presentsinits
truly original and stunning color combination of Opalescent Maroon,
fit with abeautiful Black interior as stated in its JDHT Certificate.
Classic showcase -Oceanside, California -
www.classicshowcase.com -T:001 760 758 6100
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 isvery 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 oneowner, all original, CA black plate 1967late
Series IXKE shows fabulous patina. It has been stored for
many years,isinits 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
1970 Jaguar-XKE Series 24.2 OTS
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 steeringwheel.
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

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BOOK
CLUB
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DISCOUNT FOR
JAGUAR WORLD
MAGAZINE
SUBSCRIBERS
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NOW WHILE
STOCKS LAST!
IWOULD LIKE TO ORDER THE FOLLOWING BOOK/S:
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6 Jaguar XJ6 Series 1-3 £14.95 QTY: £
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ON SALE FRIDAY,
14 JULY, 2017
ROAD
TRIP
SPECIAL
XK8 TO THE ’RING
We kickoff our road trip special by attempting to take an XK8 to themost
famous circuit in the world: Germany’s notorious Nürburgring
XJS through Manhattan
We take the final XJS cabriolet imported
intoAmerica foradrivethrough New
York’s busystreets
X300 to Blackpool
Forthe 95th anniversary of Swallow
Sidecars, we head to where it started –
Blackpool –inanXJ6
XJ6 Series3through Denmark
We use an XJ6 that oncebelonged to
the Danish Queen Mother to explore
the Danish island of Samsø
PLUS: News, Events, Motorsport, Hands on, Our Jaguars, Your Jaguar and much
more, all in the August 2017 issue of Jaguar World,onsale Friday, 14 July,2017
Contents subject to change www.jaguar-world.com
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the problem. However, it will not always
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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
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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.
We cannot be held responsible for any inaccuracies
inthe report, including errors
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who wish topurchase any vehicle should
contact the owner direct and arrange for
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128 | Jaguar World /July 2017

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
Eddie Irvine, Monaco Grand Prix, 2001
THE RECENT MonacoePrix (see
News) marks the first time a
works-prepared Jaguar has
competed at the Principality
since2004. Other than aoneoff
sports car race in 1952, the Monaco
Grand Prix has predominately been for
single-seaters, aformula that Jaguar has
limited experiencein, whichmeans that
the British companyhasn’t enjoyedthe
same level of success thereascompared to
at Le Mans.The highestfinish forJaguar
at the circuit (so far) remains athird, by
Eddie Irvine in 2001. It wasalso one of the
bestfinishes forthe team in four seasons.
Muchwas expected of Jaguar Racing
when it entered F1 at the start of the 2000
season. Formed following Ford’s purchase of
the Stewart Grand Prix team in 1999, which
had wona GrandPrixearlier in the same
season, manythought the green carswould
continue this success. This wasn’t thecase
and Jaguar driversEddie Irvine –fresh from
finishing second in the 1999 championship
forFerrari –and JohnnyHerbert both
struggled all season, the best result being
Irvine’s fourth at Monaco.
Despitenew management in the form of
American racing legend Bobby Rahal, the
following season proved no better, with
Irvine and his teammates (Luciano Burti, and
his replacement PedrodelaRosa),either
retiring or finishing out of the points in the
first six races.
The team arrived at Monacowithaseries
of aerodynamic improvements to theJaguar
R2, including anew floor,diffuser,rear crash
structureand wing. Irvine described the
changes as, “By far the biggest development
Ihaveeverexperienced in F1.” With a
better-handling car,Irvine –who loved
the tight confines of the Monacocircuit –
qualified atremendous sixth, the team’s best
performancesince the FrenchGrand Prix the
previous year.
At thestart of therace, Williams-BMW
driver Juan Pablo Montoya passed Irvine
on the first corner,but crashed at the tricky
swimming pool section on lap three, thereby
promoting the Jaguar driver to fifth. With
second-placed Mika Hakkinen retiring
due to suspension failureonlap 15,and
Ralf Schumacher falling foul of hydraulic
problems with just 20 laps to go, Irvine
suddenly found himself in third. Admittedly,
he wasover40seconds behind race leader
Michael Schumacher in his Ferrari, but with
the former world champion BAR-Honda
driver Jacques Villenuevejust three seconds
behind and closing,Irvine showed why
Jaguar Racing waspaying him awhopping
£21million over three yearsbykeeping the
Canadian at baylong enough to take Jaguar
Racing’s first podium.
It wasafabulous performanceand hinted
at what wastocome, although team boss
Rahal wascautious not to blow Irvine’s
result out of proportion.
“The magnitude of the task ahead of
us cannot be overstated enough,” the
American said after the race,“and the
challenge now is to turn this maiden podium
intoconsistency.Jaguar Racing is not hereto
makeupthe numbers. Our long-term goal is
to win the world championship. That takes
time, resources, stability and consistency.
Nevertheless, it is just reward forthe work
everyone has put in.”
Rahal wasright to play down Irvine’s
finish because the rest of the season wasa
bitterdisappointment: therewereonly three
morepoint-scoring positions and none on
the podium. Following twomorelacklustre
seasons –the sole highlight being another
thirdbyIrvine at Monza in 2002 –Jaguar
Racing’s Formula 1team wasfinally sold to
RedBullatthe end of 2004.
130 | Jaguar World /July 2017

TOOLS
Front Spring Compressor for the following;
MK2, SType, XJ, XJS -JD6H
XJ40, X300, X308 -JD115
Rear Spring compressor
Crank Seal Sizing Tool
V8 Timing Tool Set
HubPuller, with or withoutWireWheels
MK2, E Type, SType (1960’s)
ABS Rotor NutSocket -X308, XK8
Half Shaft Remover Tool -MK2, XK’setc
V12 Head Remover Tool
AND MORE...
WHILE STOCKS LAST
TOPQUALITYSPRINGS, OE MANUFACTURER
-JLM 12164 XJ 40 FRONT£100.00 A PAIR.
-JLM 657 XJ 40 REAR, NON SELF
LEVELLING, £80.00 A PAIR.
-XR8 11174STYPEREARNOACD,
£80.00 A PAIR.
-XR8 35294 /XR8 11168 STYPEFRONT,
£110.00 A PAIR.
-XR8 35296 /XR8 11170 STYPE
FRONT£110.00 A PAIR.
-XJ8 11172 STYPEFRONT£110.00 A PAIR.
MANY MORE, XTYPEETC.
X300 -Manual 4.0 LitreSport
(1994)
This car has just had afull respray inits original
colour,SapphireBlue
The seats are 1/2 leather in grey.This car is fitted
with XK8wheels &PZero245-50-ZR17tyres.
Yellow Bilsteinshock absorbers. The ignition
is advanced by 5degrees. Sports rear exhaust
section. Solid flywheel now,not dual mass.
3.77:1 powerlock diff
CD Stacker in the boot.
Long MOTTest, due 17/5/18
Drives and handles well, quite fast.
178197 miles on the clock.
Please call for more details.
£5750.00
We have over70years’ experience, working on Classic Jaguars, and selling spares. Our family run business can help
you with your classic jaguar problems. From sourcing parts, to enginerebuilds, Inspections, Servicing, Upgrades and
Consignment Sales. We have avast stockofNew andSecond hand components forthe 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
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*Free with an order, otherwise a postage fee may apply. Please ask for more details.