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 FIRST WORD

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Editor: Paul Wager paul.wager@kelsey.co.uk
Editor at Large: Paul Walton
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Paul Skilleter, Paul Walton
Photography: Michael Bailie, Stuart Collins, Antony Fraser

DESIGN
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Talk Media Sales I write this having just returned from the annual Classic Motor Show, an
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event which I suddenly realise I must have been attending in its various guises
AD PRODUCTION
Talk Media Sales for the best part of 25 years. Never mind coppers looking younger, nothing
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Head of print & design: Nick Bond hammers home the ageing process more than seeing cars you remember
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MANAGEMENT Familiarity also breeds a peculiar kind of contempt, meaning it takes
Managing Director: Phil Weeden
Publisher: Gareth Beesley something particularly unusual to grab my attention these days... and
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Retail Director: Steve Brown sadly, even the most beautifully presented E-Type won’t do it. In fact, this
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Events Manager: Kat Chappell year I was stopped in my tracks by the unexpected sight of a restored
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but two examples of the Alfa 6 – a car which must be all but extinct even
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Rest of World annual subscription price: £95.00 club stand right next to the XJ40 club, something which seemed somehow
CONTACT US appropriate, especially considering the blue-chip heritage both marques
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Overseas subscription orderline: 0044 (0) 1959 543 747 possess and the emotion they arouse. Many’s the road test of the latest Alfa
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CLASSIFIEDS On another more prosaic note, several readers have noted that the caption
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Tel: 0330 390 6555 CONTRIBUTORS
Kelsey Media 2023 © all rights reserved. Kelsey Media is a trading
name of Kelsey Publishing Ltd. Reproduction in whole or in part is
forbidden except with permission in writing from the publishers. Note
to contributors: articles submitted for consideration by the editor
must be the original work of the author and not previously published.
Where photographs are included, which are not the property of the
contributor, permission to reproduce them must have been obtained
from the owner of the copyright. The editor cannot guarantee a
personal response to all letters and emails received. The views
expressed in the magazine are not necessarily those of the Editor or
the Publisher. Kelsey Publishing Ltd accepts no liability for products
and services offered by third parties.
Kelsey Media takes your personal data very seriously.
For more information of our privacy policy, please visit
https://www.kelsey.co.uk/privacy-policy/. If at any point
you have any queries regarding Kelsey’s data policy you KEITH HELFET ROB HAWKINS PAUL WALTON
can email our Data Protection Officer at dpo@kelsey.co.uk. Former Jaguar designer Keith Rob gets busy making up Paul samples an amazingly original
recalls the emergence of the JD brake pipes and replacing E-Type and a rare example of the
Power surveys and their effect the glow-worm dash entry-level Series 3 XJ
on Jaguar’s US sales lighting in ’50s Jaguars
Part of the Fast Car
www.kelsey.co.uk Entertainment Family www.fastcar.co.uk

January 2024 \ Jaguar World | 3

 76
THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE
24 SERIES 3 RARITY
We sample the entry-level
Series 3 XJ6 in cloth-
trimmed manual spec.
32 S2 E-TYPE
They don’t come more
original than this 4.2-litre
Series 2 with just two owners
behind it, the last having
enjoyed it for 48 years.
42 S-TYPE R
January 2024
RESTORATION
Buying a 400bhp supercharged
Jaguar with an engine problem
takes a certain amount of
4 | Jaguar World / January 2024
nerve but in this case it’s
paid off handsomely.
52 MAKE YOUR V12
LAST FOREVER
Once described by Sir John
Egan as Jaguar’s ‘gentle giant’,
there’s no reason why your
V12 shouldn’t last indefinitely...
that is, if you treat it properly.
62 HISTORY
We rewind 40 years to Jaguar’s
first steps along the road to its
brief period of independence
between BL and Ford.
70 TECH: DAIMLER V8
Charting the life and times
of the first V8 engine to
be sold by Jaguar
76 BUYING AND
OWNING XF V8
Offering a great combination
of modern style and old-school
heft, the V8-engined XFs are
a sure-fire future classic.
We guide you through the maze
from basic V8 to fiery XFR-S.
 24
32

52

42
Regulars
6 NEWS
12 GEARBOX
17 PAUL WALTON
19 CRAIG CHEETHAM
21 KEITH HELFET
102 ARCHIVES
114 FINISHING LINES
Workshop
86 OUR JAGUARS
An ankle injury confines Walton to his
XK8 and Cheetham can’t resist another
bargain X-Type

90 BRAKE PIPE HOW-TO

DIY inspection and replacement

94 Q&A
F-Pace seats and diesel vibration

96 CLASSIC DASHBOARD
LIGHTING
LED bulb upgrades
62
Twitter: @JaguarWorldMag Facebook: JaguarWorldMonthly Instagram: jag.world

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January 2024 \ Jaguar World | 5

 NEWS

IF YOU HAVE A JAGUAR-RELATED NEWS

STORY, SEND IT TO JWM.ED@KELSEY.CO.UK

J
mar ng h d o
its pettrol-engiined
d sportts cars
with a special edition F-Type
which takes its name from
‘Project ZP’ which produced the first
race-winning early E-Types.
Unlike the special edition ‘ZP’ E-Types
e ly, F- p P l
be prodducedd in quanttity, butt remaiins a
firmly limited edition, with just 150 set to
be produced.
The spec includes Oulton Blue gloss with
two-tone red and black interior, or Crystal
Grey gloss with blue and black interior.
h will feature and-app w te ra ng
rounddells and
d whhite griille surround
ds. Gloss
black 20-inch wheels and special badging
are among other detail touches, with the
ZP offered in either convertible or coupe
but only with the supercharged V8 engine
and all-wheel drive.

6 | Jaguar World / January 2024

Scrappage struggles continue
London mayor Sadiq Khan’s £160 million scrappage scheme continues
to struggle to meet demand. Widespread reports in the daily
newspapers suggest the online processing system is not fit for
purpose and vehicle breakers have been overwhelmed with cars.
TfL says that it aims to process grant applications within 10 days,
but since London’s ULEZ was expanded to cover all boroughs on
August 29, motorists have been waiting four to eight weeks to
receive their £2000 grant cheques towards the cost of a ULEZ-
compliant car. Vehicles that do not meet emissions standards must
pay £12.50 per day if they are driven in London’s zone.
According to reports a significant number of motorists are seeing
their online applications rejected for various reasons, while breakers
are struggling with the volume of vehicles arriving at the crusher.
In an interview with Autocar, one vehicle breaker reported an 85
per cent increase in the number of vehicles it had received for

REIMAGINED
scrapping over the last few weeks: “We’re not alone, and I know
some breakers are struggling to issue Certificates of Destruction,”
said a spokesman. Once the breaker issues a Certificate it should
take a further 10 days for the grant cheque to be issued, but the
Guardian reports participants waiting for many weeks.
ROADSTER REVEALED
Jaguar E-Type specialist Helm, has revealed the second in
its string of unique reimagined Series 1 cars. The Helm
Roadster is car number two in a strictly limited run of just 20
vehicles and reinvents the iconic classic for the modern era.
It features handmade aluminum bodywork, bespoke modern
engineering and a Bill Amberg designed interior – Amberg
being an industry leader in bespoke leather products,
interiors and furniture.
This particular car, which is powered by a 300bhp 4.2-litre
engine, took over 6000 man hours to complete. It is said to be the
hardest project Helm has undertaken to date, calling for a number
of ‘firsts’ in terms of design, development and engineering. Find
out more about Helm at helm-motorcars.co.uk.

Swallows Opens New Workshop

Swallows Independent Jaguar Specialist
has opened its new workshop facility
at the firm’s Acacia Farm site in
Rooksbridge, Somerset, with the all-
new workshop adding an impressive
additional 5000sq.ft of workspace.
Six Ravaglioli two-post ramps, plus a
single sunken four post ramp with full
wheel alignment set-up, and full Jaguar
Land Rover Diagnostic suite make it one
of the largest and most sophisticated
specialist workshops outside of the main
JLR dealer network. The additional ramp
capacity brings Swallows to an impressive
total of 12 working bays and the new
workshop was officially opened with
an evening event for the local Jaguar
Enthusiasts’ Club Somerset region on
17th October with regional secretary
Bridget March performing the honours
and cutting the ribbon.
Director and business owner Gary
Robinson commented “After being so
long in the planning and such a huge
investment we are excited to see the
workshop open and up and running”.
Son and fellow director Tom Robinson
added, “This future-proofs the business
particularly with the uncertainty around
the main dealer network. We now have
one of the best independent facilities in
the country along with some of the best
trained staff available.”
The previous 2100sq.ft main workshop
will now house a dedicated facility for
Swallows Racing to build and maintain
Jaguar race cars for Swallows’ own racing
team along with competition cars, track
day cars, performance upgrades and
project builds for customers. Additionally,
Swallows are creating 1900sq.ft of
showroom space to display cars for its
growing car sales operation.
More information at
enquiries@swallows-jag.co.uk, enquiries@
swallowsracing.co.uk or 01934 750319

January 2024 \ Jaguar World | 7

 NEWS

‘Classic’ film stars
at NEC
The stars and cars of a new British
movie about a classic car show made
an appearance at the Lancaster
Insurance Classic Motor Show, held
at Birmingham’s NEC in November.
Classic tells the story of classic
car ownership and the life affirming
relationships and enjoyment this
hobby can give us. Due to start
filming this year, it is set at a classic
car show held in North Yorkshire and
is said to be a dark comedy featuring
a 1974 MG Midget, affectionately
called ‘Zoom’.
Actress Katherine Kelly, best known
for TV shows such as Coronation
Street, Mr Selfridge, and the ITV
drama The Long Shadow, plays Ruby
and serves as both an actor and
producer on the film. Tony Pitts directs
this new film alongside actress/
comedian Sally Phillips, star of the
Bridget Jones Trilogy. Ronni Ancona
(Last Tango in Halifax) also stars.
Auction expectations
New data from market expert Hagerty
suggests that sellers’ expectations when
selling their classic car at auction are too
high, and they need to be more realistic when
setting reserve prices. The gap between low
estimates – which generally align with reserve
prices – and the highest bids has reduced
by almost 10 per cent across six major UK
summer auctions in comparison with the
equivalent sales in 2022. There has also been
a significant reduction in the cars offered
with no reserve, indicating that fewer buyers
are willing to take the risk come sale time.
Of course, tricky times are not just
confined to the classic car market. There are
lots of economic pressures on everybody.
However, as Hagerty’s data reveals, the main
UK summer auctions have reflected that:
the sell-through rates at headline auctions
for Historics, Iconic (Silverstone), Gooding
& Company and Bonhams have dropped
from around 76 per cent in 2021 to 70 per
cent in 2022 and only 50 per cent in 2023.
Those four auction houses cover every aspect
of the market, from the very top, £1m-plus
collector zone, all the way down to the
affordable, sub-£10,000 enthusiast area.
The obvious conclusion to draw from
this data is that the market is slowing
significantly, but it’s not that simple. Hagerty
UK Price Guide tracks values over five
indices. Four of them – Hot Hatch, Classic,
Best of British, and FOTU (Festival of the
Unexceptional) – have all risen, but the Gold
Index, tracking blue-chip collector cars, has
fallen six points since its high in March 2023.
Over the past year, nearly half of all
vehicle values have remained static, 16 per
cent have come down, and 35 per cent
have increased. Overall, the total Hagerty
Condition 2 (Excellent) value has risen by 1.1
per cent. The indices show that more cars
have risen in value than dropped, but those
that have reduced in value tend to be the
more expensive ones. This has been backed
up by the results at the high-end auction
houses; Gooding & Company Hampton
Court sell-through rate of £100,000-plus
cars was just 39 per cent, and three of
Bonhams’ top five Revival lots did not sell.
That’s not to say its all doom and gloom
though. Gooding & Company set the record
for a production E-Type with a £911,250
sale of roadster chassis number 850004, the
first-ever E-Type sold, while in August Iconic
Auctioneers achieved £480,500 for a 1998
Subaru Impreza STi 22B owned new by the
late rally driver Colin McRae – a record not
only for the model, but also the marque.
The right cars are still selling well at the top
end, but otherwise things have slowed.
“Buyers are not sure what cars are worth,
so they are hesitating,” said Hagerty Price
Guide editor John Mayhead. “Sellers are
not willing to take a risk and offer at no
reserve. That suggests that many sellers
either have unrealistic expectations, or
don’t really need to sell at that moment.
Buyers are snapping up the really special
cars, and paying strongly for the privilege
of ownership, but they are sitting on their
hands when anything not quite right or
with a ‘story’ crosses the auction block.”
Interestingly, generational shifts also
likely to be a significant factor in estimating
values going forward. Over 60 per cent of
all Hagerty’s insurance clients worldwide
were born since 1965, and that has affected
which cars are going up in value. Analysis
of year-on year price guide changes for
each decade reveals drops for 1940s, ’50s
and ’60s vehicles, modest gains for the
’70s and ’80s models, a significant rise
for ’90s cars and a monumental 114 per
cent gain for those made in the 2000s.

CLASSIC CAR SHARING PLATFORM GROWS

Drive Co is aiming to create the world’s largest online classic car
sharing community following its acquisition of DriveShare, a peer-
to-peer car sharing platform. Drive Co already operated a group of
companies, including BookAclassic, Vinty and Small Car Big City,
and now it will bring everything under a single DriveShare brand.
Aiming to create the ‘complete package’ for classic car owners,
DriveShare will allow classic car owners to monetise their machines
for extra income by connecting them with fellow enthusiasts,
offering listed classics for rental so that customers get to experience
the thrill of driving iconic cars without the hassles of ownership.
Plans are afoot to streamline the existing classic car sharing
experience, relaunching under the DriveShare name in the coming
weeks, with all existing bookings honoured.
“At Drive Co, we are passionate about classic cars and
the ecosystem that surrounds them,” said Kent Mosbech,
CEO of Drive Co.
Visit driveshare.com for more information, or for UK readers
www.bookaclassic.co.uk.

8 | Jaguar World / January 2024

 NEWS

AROnline set to close

South West classic
auction expands
A new era is set to begin for one of
the UK’s longest established classic
auction houses, with the news that
South Western Vehicle Auctions
(SWVA) will be moving to a new
premises for the first time in its
52-year history. The firm’s Autumn
Classic Car Auction on October 27
was the last of its classic sales to
take place at its current Poole venue,
ahead of a move to a modern facility
15 minutes away.
The business was established as
long ago as 1971, moving into a
purpose-built site on Ringwood Road
that’s been its home ever since. For
13 of those years, SWVA has also
hosted classic auctions, with the
first taking place in January 2010.
They’ve continually impressed too,
consistently achieving incredible sale
rates of over 90 per cent.
The new site is in Holton Heath, to
the west of Poole near Wareham and
around 15 minutes by car from the
current venue.
There will be a slight change to
the classic auction schedule for
2024, with sales moving from their
current Friday slot to Thursday, still
starting at 10am. There will be four
classic sales in 2024, with the first
– the Winter Classic Car Auction
– taking place on February 1. The
Spring Auction will be on the last
Thursday in April, with the Summer
Auction on the last Thursday in July
and the Autumn Auction on the
last Thursday in October. For more
details, see swva.co.uk.
The classic car world – including fans of
Jaguar history – looks set to lose one of
its best resources, with the news that the
excellent AROnline website is set to close.
For more than two decades, the site has
reporting on and collated the history of
the British motor industry through the
prism of British Leyland and its successors,
but it’s now set to be wound down before
being closed next year.
Editor and creator Keith Adams has cited
time and financial pressures as factors, and
though the site carries advertising to cover
hosting costs, Keith doesn’t believe it’s of the
quality readers deserve. All the information
on the site, and the authors’ original content
copyright will revert to them. With so much
material, Keith reckons that it’s highly unlikely
it won’t be used elsewhere in the future, but
how that happens remains to be seen.
Breakdown cover rises
Drivers are being urged to shop around
after reports of an exponential growth
in the cost of breakdown cover. Renewal
prices for existing customers have
typically risen by as much as 30 per cent
this year, with some drivers asked to pay
as much as 77 per cent more than a new
customer for the exact same policy.
According to reports in the
mainstream news and on social media,
one of the worst offenders is the AA, the
UK’s best-known breakdown service.,
an experience mirrored by our own
colleague Simon Jackson, who also
received an AA renewal quote 30 per
cent higher than the previous year after
being with the AA for 24 years.
However, this issue is not unique
to the AA. Social media users took to
Twitter to complain at similar price hikes
The plan is to cease updates on the site
from the end of November and do a content
freeze from that point before it’s closed at
the beginning of 2024. In the meantime,
Keith plans to root more amazing content
out of the archives for readers to enjoy. Visit
the site at aronline.co.uk.
JLR Classic joins eBay
Jaguar Land Rover is the latest big name
to create an eBay parts and accessories
store. Following in the footsteps of
Ford, BMW, Toyota and others, the new
Official Land Rover Classic Parts and Jaguar
Classic Parts stores will offer more than
5000 items, all authentic.
Customers will be able to find everything
from a genuine period-correct E-Type
toolkit to an entire tail door assembly
for a 2007 Defender. The stores will be
operated out of the JLR Classic Works
facility in Coventry. Visit ebay.co.uk/str/
officialjaguarclassicparts to browse.
by the RAC, with reports of 65, 50 and
27 per cent rises in renewal costs. Back
in June we also reported on AutoAid
Breakdown implementing a new
£25 surcharge for providing roadside
assistance to vehicles over 10 years old.
In January 2022 a new law was
introduced banning insurers from
offering cheaper deals to new customers.
However, the ruling does not apply to
breakdown cover, meaning unsuspecting
loyal customers could be losing out.

10 | Jaguar World / January 2024

PRODUCTS AND SERVICES

Receiver drier
for XJ X300
SNG Barratt has
introduced an aftermarket
version of the receiver drier
bottle used in air-conditioning
systems on the XJ X300 (1995-
1997, 3.2- and 4.0-litre). It contains
a desiccant to absorb moisture and
a filter to trap dirt, so over time the
unit needs to be replaced. Priced at
£36.12 including VAT (part number
MMD7410AA*).

Stainless steel grille

XF door latches
Jaguar Spares North East is now stocking
brand-new door latches for the XF. Failure
of the latch is a common problem and we
followed independent specialist Horner and
Hudsons changing them on a 2014 model
in the March 2023 issue of JW. JSNE stocks
the latches for passive systems where a
locked door can be automatically unlocked
and opened providing the key fob is nearby.
Price: £69.50 inc VAT
Part numbers: Various. Search for XF door
latch on JSNE’s website
Tel: 07976 839609
Web: https://jaguarspares-northeast.co.uk
Manufactured in-house at Martin Robey,
this grille for the E-Type Series 3 is
constructed entirely from stainless steel
components, including the rods, tube
spacers, nuts and mounting brackets. It’s
available as the grille only for £108.44
including VAT, or a complete assembly
for £185.62 including VAT (10% discount
applicable to Privilege Card holders).
Scan the QR code for further details or
visit Martin Robey’s website and search for
the relevant part number listed there.
Part number(s): BD38844X (grille only);
BD38844 (grille assembly)
Tel: 024 7638 6903
Web: www.martinrobey.com

E-Type front wings

Martin Robey has relaunched its front wing assemblies
for the Series 1, 1.5 and 2 E-Type. The company has
created new tooling and jigs to be able to manufacture
these components in-house and says it has improved the
fitment of them. Prices range from £1653.43 to 1810.64
including VAT, but are almost £150 cheaper to Privilege
Card holders, which costs £25 per year. For further
details, scan the QR code shown here, or visit Martin
Robey’s website and search for E-Type front wing.

12 | Jaguar World / January 2024

 Classic Car Insurance
the Goodwood Way

I T ’ S A PA S S I O N W E S H A R E

From the moment we fall in love with the joy of motoring,

to owning the models we dreamt of as children, our relationship
with cars shifts gear as life unfolds. No matter where you are on
the journey, you can rely on Goodwood Classic Solutions to
take care of quotes and policies, leaving you to enjoy the ride.
Because Goodwood understands that insuring a classic car is about 01243 913333
more than just cover; it’s about protecting your lifelong passion. goodwood.com/insurance

Goodwood Classic Solutions is a trading name of Herts Insurance Consultants Ltd. Herts Insurance Consultants Ltd are authorised and regulated by the Financial Conduct Authority under registration 309073
PRODUCTS AND SERVICES
Fir tree studs return
Essential for securing panels and trim on
an XJ XJ40 and X300, these fir tree-shaped
trim studs were discontinued in 2022, but
SNG Barratt has now reintroduced them.
Priiced
d att £1.5
57 incllud
ding VAT each
h (partt
number AFU4137J*).
SNG Barratt Sales Office UK
Tel: 01746 765432
www.sngbarratt.com
Sales.uk@sngbarratt.com
Sales Office USA
Tel: +1 800 452 4787 (toll free)
Sales.usa@sngbarratt.com
Sales Office France
Tel: +33 (0)385201420
Sales.fr@sngbarratt.com
Ratchet set
New from Sealey is this set of three
ratchet drives for ¼”, 3/8” and
½” sockets. With 90 teeth inside
each ratchet mechanism, only 4° of
movement is needed before you can
continue tightening or loosening a
fastening. Plus, there’s a handy button
14 | Jaguar World / January 2024
Bluetooth battery monitor
It’s the time of year when ageing of the parked car.
batteries suddenly make themselves Available from Machine Mart stores,
known and many of the modern the device retails at £28.79 and is
Jaguars are particularly susceptible to compatible with most types of car
current drain when parked for more battery including AGM units in stop-
than a few days. start systems.
It won’t miraculously rejuvenate a
time-expired battery but Clarke’s new Price: £28.79 inc VAT
Bluetooth Battery Monitor might just Part number: CBBT1
help you avoid a non-start disaster on Web: www.machinemart.cco.uk
a frosty morning. The simple device
attaches to the battery terminals and
can then be paireed to your phone,
using an app available for both Apple
and Android to provide informattion
on battery power, temperature and
voltage with a reading taken every
two minutes.
Usefully, it can
send you an alarm
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 What’s wrong with Jaguar?
THE MANY positive announcements from Aston
Martin throughout 2023 reveal the terrible state
Jaguar now finds itself in. Not only did the fellow
Gaydon-based company unveil its new DB12 coupe in
May, followed by the Volante version three months
later, but in October it was revealed that from 2025 onwards the
Valkyrie supercar will compete in the Hypercar class of the World
Endurance Championship. Add its many successes in Formula 1
throughout the season and the other British car company was barely
out of the press.
Jaguar’s only big news by comparison was
the recent introduction of the F-Type ZP edition JAGUAR NEEDS
that was inspired by two famous racing E-Types. TO REMIND THE
Admittedly it’s an interesting concept but by
being based on cars six decades old it’s hardly
WORLD NOT ONLY
going to give the company many headlines. THAT IT’S STILL
But that’s often been Jaguar’s problem; AROUND BUT
while most manufacturers look forward, it’s
often been too concerned about its past. THAT ITS CARS
Although as we’ve reported many times ARE STILL WORTH
before, this is a transitional period for Jaguar INVESTING IN
as it prepares a series of Gerry McGovern-
designed, more upmarket electric vehicles
that should be revealed soon, it almost feels as if the company
has given up.
Even though it still has a full range of traditional internal combustion
models plus one EV on the books, I can’t remember seeing an advert
for any, either in print, online or social media. Admittedly some of
these cars are getting long in the tooth – the F-Type and XE especially
– but it’s as if Jaguar is embarrassed by them.
Yet it shouldn’t be. The F-Pace might no longer be class-leading
compared to other, more recent SUVs but after driving one to
Scotland and back earlier this year, in terms of looks, comfort and
performance, it’s still up there.
This lack of media traction must be leading to many on the outside
assuming that Jaguar is no longer around.
The company’s current Formula E effort – amazingly about to
enter its eighth season – certainly isn’t making much of an impact
compared to Aston’s F1 team. Admittedly I don’t follow the electric-
only sport as religiously I do Grand Prix or endurance racing, but
even so I was surprised to learn during my research for this column
that Jaguar Racing finished second in the 2022-23 championship.
Plus thanks seven podiums (including four overall victories) its long-
term driver, Mitch Evans (pictured), was a strong third. Combined,
this is Jaguar’s best result in international motorsport since Jaguar
drivers Teo Fabi and Derek Warwick were
first and second in the 1991 World Sportscar
Championship while the TWR-run outfit also
took the team crown. Yet as far as I know,
little was made about this recent success and
so I doubt many of you diehard enthusiasts
reading this will realise it either.
I’m sure when McGovern’s new EV vehicles
finally reach production (said to be in 2025 but
with little information about them so far, so
who knows?) there will be plenty of attention
around them. And, just as it did with the
XK120 and C-Type 70 years earlier, Jaguar will
no doubt make the connection between them
and the racing cars. But until then it needs to remind the world not
that it’s still around but that its cars are still worth investing in.
From an F-Type support car for the Sky cycling team on the 2014
Tour de France to an E-Pace that in 2017 completed a dramatic barrel
roll, Jaguar has traditionally been excellent at publicity events. In this
age of YouTube clips and WhatsApp-friendly memes, it needs some
new stunts to remind us that not only is the company still here but
what it’s capable of.
An F-Type on the treacherous Pike’s Peak hill climb maybe or
breaking the land speed record for towing a caravan with an F-Pace
SVR are just two that spring to mind.
Because as much as Jaguar’s past is worth celebrating, it also needs
to tell the world it has both a strong present and an exciting future. PW
January 2024 \ Jaguar World | 17
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 The next classic Jaguar sports car?
I remember the launch of Jaguar’s second-generation
‘new’ XK very well. At the time I was working in the
press and marketing team at General Motors, and the
X150 stole many column inches from the Vauxhall/
Opel Astra TwinTop that we were whipping the hanky
off across the hall.
While GM’s bosses were seething at being comprehensively
upstaged, I was intrigued by the sharply styled new Jaguar. A
mini-Aston Martin with an edgy new styling approach, it was a
far cry from the XK8 it replaced. With its hunched arches and
sinewy curves, the 1990s XK was a handsome brute, but also a very
traditional one.
Fergus Pollock’s masterpiece was one of the finest-looking
Jaguars in a generation, so the new model had big shoes to fill. And
whilst it was undeniably a handsome car, I wasn’t convinced.
In some respects, it was just too modern. Even as a child in the
1980s, my fondness for Jaguars was stoked by their old-fashioned
styling. Jaguar was a company that did retro before retro was
cool, and it did it with such style and panache that it managed to
market curvaceous saloons and sports cars while everyone else was
making wedges and squares.
The new XK was (to a 28-year-old me in 2005, at least)
a little bit too ‘everyone else’. It was a lovely sports car, but
an indifferent Jaguar. It was also marketed differently, too.
Instead of the press releases celebrating its heritage and its
‘Jaguarness’, the media blurb zeroed in on its pedestrian
protection, under-bonnet airbags, digital touchscreens and rotary
gear selectors. This was the mid-2000s. The dawn of a digital
revolution that would transform in-car technology, but at the same
time dilute some brand identity.
But that was over 18 years ago, and while I still tend to be a bit
of a late adopter where technology is concerned, I accept that
touchscreens and centrally controlled vehicle settings are no longer
new-fangled, and that the systems inside an X150 XK are generally
quite clunky compared with the latest and greatest. That’s fine. As
a rule, they all still work and the built-in obsolescence I feared they
might have hasn’t affected the XK’s evolution from modern sports
car to neo-classic.
Because, like it or not, I have to accept that it’s on the verge of
being a classic where the X150 now currently sits, in the same way
that I have evolved during its lifetime from being a young man to
being middle-aged. And that, you see, is what fires nostalgia.
Today, a lot of people buying X150s are my age. Folk who wanted
one in their late twenties but couldn’t afford one, and who now
can, by virtue of their incomes increasing and X150s depreciating
towards a convergence of affordability. Indeed, were it not for the
need to ferry a family around, I’d consider one myself – especially
one of the later ones with the 5.0-litre V8, which is one of the
smoothest yet most wonderful-sounding engines ever made.
There’s also a need to consider that the not-so-new XK, as it is
now, does what older Jaguars traditionally do as well, and go rusty.
The bodies may be aluminium and thus suffer no more than surface
oxidisation, but some of the older and more well-used examples
have been known to suffer from subframe corrosion, whilst inside
the cabins can start to look tired and the leather start sto crack. In
other words, they’re gaining a patina.
Yet unlike many modern classics, the XK is still a reasonably easy
car to maintain, and the support of a huge network of independent
Jaguar specialists also means they’re not horrendously expensive
to run. As second cars to be used and enjoyed by enthusiasts,
they represent terrific value, and they’re at an age now where the
depreciation curve has slowed sufficiently for them to even make
sense as ‘something to hold on to’. All the auguries are there to
suggest a future life as a bona fide classic, helped in no small part
by the Jaguar badge.
And then there’s the styling. I was wrong. The X150 is a beautiful
car, and when I look at it today and consider how it has aged, I see
a lot more ‘Jaguar’ in it than I did when it was new.
Perhaps my ambivalence towards the company’s current designs
will also evolve as the cars age, but I’m not convinced that I’ll ever
feel nostalgic towards an E-Pace or F-Pace. As ever, though, I’m
happy to be proven wrong. CC
January 2024 \ Jaguar World | 19
 We share your passiо
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mail@aldridge.co.uk • www.aldridge.co.uk

SUPPLIERS OF CLASSIC INTERIOR TRIM

 Working with JD Power
I’VE MENTIONED before in previous columns about
how in the early Eighties the XJ41 project had been
assessed by potential customers who then gave
important feedback; what’s called a car clinic (pictured
here). As with most of Jaguar’s clinics, this was carried
out by an American market research company, JD Power.
JD Power was founded in 1968 by James Power III who had
previously worked in advertising and was later involved with customer
research for Ford. Power began by asking owners about the various
attributes of their cars, enabling his company to gather significant
amounts of data about what was good and what was bad about them.
By the Nineties JD Power had
become the matrix used throughout
America for customer satisfaction. A
company’s prospects were defined JD POWER GOT MORE
by its position in JD Power’s annual
survey and what gave this credibility
OF AN IN-DEPTH
was that it was all done on real PICTURE OF BUYING
customer experiences. TARGETS THAN ANY
Although not as well known in the
UK, the importance and influence of OTHER MARKET
JD Power’s market research in America RESEARCH COMPANY
(which at the time was Jaguar’s largest
market) cannot be overlooked.
PREVIOUSLY
What was always interesting and
different about JD Power’s research groups was that instead of
getting young people with clipboards to ask the questions, all of their
interviewers were of the same demographic as the people they were
interviewing. This was very clever since it made people much more
relaxed and therefore they became much more forthcoming about
their views than if they were filling out a simple questionnaire.
As a result of this, JD Power got more of an in depth picture of
buying targets than any other market research company in the past.
Jaguar’s design team experienced this first-hand in the mid
Nineties when JD Power was in charge of some early market
research for the X200 project (later called the S-Type) that was held
in Orange County, California.
Although it could be quite a brash place, since most people in the
area had plenty of money it was also where luxury items were sold and
therefore was important to companies like Jaguar.
There was also an Orange County subculture which, by starting
lots of trends, became influential in California and the USA as a
whole. What made JD Power so powerful was that it had identified,
documented and analysed those trends way before its competition.
One of its most astonishing findings was the impact Lexus had on
the luxury car market during the Eighties and Nineties which had
started in Orange County.
Speaking to the women who were doing these interviews during
the X200 clinic was fascinating because they were part of that set and
gave a real insight into what was ‘in’ at the time.
Up until then we had seen our only real competition to be
Mercedes-Benz and BMW. Then in
1989 Lexus came onto market and
quickly became a fashion item in
Orange County especially.
I remember asking one of the
women taking part, “What about
Mercedes or BMW?” and she
replied, “On no, they’re no longer
cool. In our circle of friends we call
them BM-trouble-U.” We had such
a chuckle about that at Jaguar since
due to its younger and sportier image,
BMW was starting to conquer parts of
the luxury car market that had been
previously held by us and Mercedes.
The secret of JD Power’s success was always wanting to fully
understand the market and how it worked which it achieved either
by clinics or customer surveys. Some of these were quantitative that
resulted in numbers but most were qualitative which got to the root
of how a company or car was viewed by consumers.
Since Jaguar’s chairman, Sir John Egan, relied on JD Power’s quality
surveys throughout the Eighties they became an important part of the
company’s rebirth and how it became much more customer focused
than ever before. But I’ll talk more about that in the next issue.
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
January 2024 \ Jaguar World | 21
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 CLASSIC DRIVE

ENTRY LEVEL

24 | Jaguar World / January 2024

January 2024 \ Jaguar World | 25
CLASSIC DRIVE
XJ6 SERIES 3
HANKS TO the
T
traditionally luxurious
interior and 3.4-litre XK
engine of the 1950 MkVII,
Jaguar’s large saloons
soon earned a reputation
for being both powerful and comfortable.
And although their design and technology
would change considerably over the next
30 years, this reputation didn’t. Even in
1979 Jaguar’s new flagship, the XJ Series
3, remained largely true to its richly
appointed predecessors. As a brochure
for the car from the time says, “Leather
upholstery, the mark of utter luxury.”
Yet not every example of the Series
3 can be described as such since a tiny
handful could even be called basic.
Once Jaguar had consolidated its
complicated range of saloons in the late
1960s, reducing the 240/340, S-Type, 420
After over 13,000 of the 2.8-litres had been
produced the engine was quietly dropped
26 | Jaguar World / January 2024
and 420G to just one model – the XJ6 –
it meant the new car had to meet every
demand. And so from the outset as well as
the 4.2-litre version of the XK straight six
there was also a cheaper 2.8-litre model.
Although it produced 180bhp, the car’s
performance was still gutless, taking almost
13 seconds to reach 60mph. It was probably
this, together with a well-earned reputation
for piston failure which explains why after
over 13,000 of the 2.8-litres had been
produced the engine was quietly dropped
a short time before the original XJ6 gave
way to the Series 2 facelift in 1973.
But Jaguar’s management always
understood the importance of a smaller-
engined XJ6 since it would expand both
the car and the company’s range. And so
in 1975 it reintroduced a familiar sized
version of the XK unit, the 3.4-litre which
had first seen in 1948 and discontinued
20 years later. But although Jaguar used
the same 83 x 106mm bore and stroke
as the original, it was in the strengthened
and improved version of the 4.2’s block.
Together with twin SU HS8 carburettors,
this new 3.4-litre produced 160bhp (DIN),
which was in fact more than the older 340
engine which was quoted using the less
accurate SAE standard. It was available
with either a three-speed automatic or
a four-speed manual transmission.
When the XJ was refreshed for its
third and final time in 1979, the 3.4 was
carried over. But whereas the 4.2-litre
now had fuel injection which saw its
power increase from 170 to 205bhp,
the 3.4 stuck with the carbs, meaning its
output remained the same at 160bhp.
Although good enough for the mid-1970s,
this lack of progress saw the XJ6 3.4 quickly
fall behind the competition.
January 2024 \ Jaguar World | 27
CLASSIC DRIVE
XJ6 SERIES 3

This was Car magazine’s judgement in its

May 1983 issue when it compared an XJ6
3.4 with a Mercedes Benz 280SE whose
2.8-litre straight six produced 25bhp more.
“Once the cars are underway, the
Jaguar lags consistently behind. By
modern standards, its time of 11.7 sec
to 60mph is not quick; hardly the stuff
of which Jaguar legends are made.”
Some things had moved on though,
since in 1978 Jaguar had introduced the
option of a new five-speed transmission
for both versions of the straight six
engine. It had originally been designed by
Triumph and later used across Leyland’s
portfolio of brands including Rover but
before it could be used by Jaguar its
engineers needed to modify the unit with
a stronger layshaft and better bearings
to reduce noise plus design a new casing
and linkage to enable it to fit the XJ.
Viewed and marketed as Jaguar’s entry

Unlike the 4.2 model it didn’t receive

leather upholstery as standard

28 | Jaguar World / January 2024


saloon and only available in XJ6 trim, the
3.4 was seldom sumptuously appointed.
Unlike the 4.2 model, it didn’t receive
leather upholstery as standard although this
could be ordered as an expensive option.
The seats were instead covered in velour
which was replaced by tweed in 1986.
But this came at a price since other than
its economy – which by the Eighties was
beginning to look poor compared to its
rivals – the main raison d’etre of the XJ6
Series 3 3.4 was its relative affordability.
When the car went on sale in early 1979
it cost £11,189 which although a few
hundred pounds more than its Series 2
predecessor was over a grand less than its
4.2 sibling and £4k less than the XJ12.
By 1983 this had risen to £13,951 which
was important since unlike the 4.2 it remained
under the UK’s £14,000 company car tax
bracket. The 3.4 might have been Jaguar’s
entry model yet no matter the engine any
XJ6 would have made a more desirable
company car than a top-of-the-range Ford
Granada 2.8 Ghia X or Opel Senator 3.0
both of which were similarly priced.
It was no doubt this attractiveness to the
corporate market which explains why the
XJ6 3.4 continued until the end of the six-
Manual box is the secret to
providing the entry-level XJ
with decent performance
cylinder Series 3 in 1987. As a more basic
type of XJ6, it also set the standard for
the entry-level version of its replacement,
the 2.9-litre XJ40 which was also available
with cloth trim and even plastic hubcaps.
It’s not known how many of the 133,00
Series 3s produced left Browns Lane with
the 3.4-litre, a manual transmission and
cloth trim but the general consensus is
not many. Check the small ads and I’ll
wager the only one you’ll find is this 1983
example in Tudor White currently for sale
at Classic & Sportscar Centre in Malton
making it something of a rare survivor.
It might be the entry XJ6 but by looking
little different from the 4.2 or V12 models
it retains all the elegance of the Series 3.
Thanks to the first owner specifying the
optional Kent alloys over the standard
CLASSIC DRIVE
XJ6 SERIES 3
steel rims, only the discreet 3.4 badge
on the boot lid sets the exterior apart
from the more upmarket versions.
But on first glance the interior appears
more basic than the Morris Ital which would
have still shared showroom space in BL
dealers back in ’83. Thankfully there’s still
veneer covering the dashboard which stops
the cabin’s total plummet to mediocrity.
Yet there’s no denying the bright orange
upholstery would have given Jaguar’s more
traditional clientele a massive coronary.
With this car covering a mere 65,000
miles and said to be in an original condition
the velour shows remarkable little signs of
wear. Considering the low values of the 3.4
over the years and the many which were
scrapped when their more valued 4.2 and
V12 siblings were saved, it truly is a survivor.
January 2024 \ Jaguar World | 29
 Forget what the critics and your own
preconceptions might say – on the move,
the 3.4-litre offers plenty of performance.
Eager, free-revving and responsive, the
engine needs little persuasion to deliver
its power and it rolls along smoothly and
with little encouragement. Not blisteringly
fast, admittedly, but if speed is your priority
then buy a much later XJR. Neither does it
sound unrefined, though, and even when
pushed hard remains relatively quiet.
Since the example that road tester at
Car magazine was so critical of 40 years
ago was fitted with an automatic, the
improved performance of this one is no
doubt due to the manual gearbox. Not
only do the ratios suit the engine but the
ability to hold the revs for longer means
I can wring out a little more performance
30 | Jaguar World / January 2024
than I would with the three speed Borg
Warner automatic Jaguar was using at
the time. Plus it might have come from
elsewhere within the Leyland empire
but it’s sweet to use with surprisingly
smooth and accurate changes.
Add the Series 3’s always supple ride
that absorbs any roughness in the road like
a sponge would with water and it makes
the 3.4-litre XJ6 as pleasant to drive as
those with leather seats or a larger engine.
The XJ6 3.4 might have been the entry
level model but in my view it’s just as
comfortable and there therefore as desirable
as any of its more luxurious predecessors. PW
Thanks to: Classic & Sportscar Centre,
Malton, (www.classicandsportscar.ltd.
uk) where the car is currently for sale
 £39,995 £79,995 £41,995 £59,995

Jaguar F-Type 3.0 V6 R-Dynamic Coupe Jaguar F-Type 5.0 V8 R Coupe 2dr
1966 Jaguar E Type S1 4.2 UK Car 1972 Jaguar E Type Series 3 UK Car
17,000 miles 2016, 31,500 miles

£54,995 £99,995 £39,995 £37,995

Ford Lotus Cortina Jaguar E-Type V12 Roadster Jaguar XKR-S 5.0 V8 Coupe Jaguar F-Type 5.0 V8 R Coupe 2dr 2015
1964 (B) 1973, 75,000 miles 2011 46,000 Miles

£33,995 £42,995 £30,995 £124,995

Jaguar F-Type 2.0i GPF R-Dynamic Coupe Jaguar F-Type 2.0i R-Dynamic Convertible Jaguar XK5.0 V8 Portfolio Convertible Jaguar E-Type Series 1 3.8 Fixed Head Coupe
2018, 36,300 miles 2020, 7,000 Miles 2010, 11,500 miles 1962, 1,000 miles

£24,995 £21,995 £29,995 £36,995

Jaguar XKR4.2 V8 Convertible Petrol Auto Aston Martin DB7 3.2 Volante Aston Martin DB7 5.9 Volante Bentley Continental 6.0 GT Supersports
Euro 4, 2008, 35,000 Miles 1999, 42,000 miles 2003, 58,999 miles Coupe Petrol Automatic, 2010, 39,500 Miles

£17,995 £19,995 £32,995 £17,995

Jaguar XKR 4.2 S Convertible Jaguar XKR-S4.2 S Coupe Jaguar F-Type 5.0 V8 S Convertible, Jaguar XK8 4.2 Convertible 2004,
2005 2006, 75,000 miles 2013, 34,000 miles 75,000 Miles

£14,995 £13,995 £19,995 £13,995

Jaguar XK 4.2 V8 Convertible Jaguar S-Type 4.2 V8 R Saloon 4dr Petrol Jaguar XJR 4.0 100 Limited Edition Saloon Jaguar XJR 4.2 V8 Saloon, 2007
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 OWNER’S STORY

32 | Jaguar World / January 2024

W O R D S & P H O T O G R A P H Y P A U L W A LT O N

January 2024 \ Jaguar World | 33

OWNER’S STORY
E-TYPE SERIES 2
HEN THE current owner
W
bought this E-Type Series 2
open-two-seater, Harold
Wilson was half way
through his second
premiership, Rod Stewart was at the top
of the hit parade with Sailing, Jensen
Motors had just entered receivership and
the Ford Cortina was the UK’s best-selling
car. In other words, a long time ago.
“Why keep it for so long?” he says when
I ask him the same question. “150mph,
20mpg (not bad then!), an airline style of
cockpit and all wrapped up in what Enzo
Ferrari once called, ‘The mostt beautiful
car in the world’. So wh wou uldn’t ou?”
ha is b 1 2 4i
s -
ua
a f
introduced. Registered VRX186H in October
the same year, the first owner was a Mr
A G Butler from Henley-on-Thames.
Apparently Mr Butler used the car
mainly for driving to Scotland and
back meaning by September 1971 the
mileometer in the speedo was reading
a little under 29,000 miles and was
up to 60,000 just four years later.
When Mr Butler sold the white E-Type
in mid 1975 to a dealer, he would later
come to regret it. “He loved the car,” the
man who eventually bought it tells me.
“H
He later asked if he could buy it back
but I replied (very niceely) that a ‘buy
back’ o ti was not on the table.”
y th n E-Ty h e n e - e he kep pt a diary about th
i l s r n
. ac
“My father had one of the last Jaguar
XK150 3.8S convertibles and I had
previously owned several sports cars
including an Austin Healey 3000 and
Triumph TR3,” he tells me. “But I’d always
wanted the rakishly beautiful and very
fast E-Type ever since it had come out.”
His time finally arrived in the autumn of
1975 when the recent fuel crisis had forced
down prices of sports cars and the white
E-Type Series 2 was now affordable. “I paid
£1400 for it!” he says gleefully. Considering
an entry-level Ford Cortina 1300 two-
door was around the same price, it made
the Jaguar fanntastic value for money.
When the second own r bou t
r
5 e col te
snapshot of the condition of a by
now six-year-old Jaguar E-Type.
“Call to original owner re car’s
history,” he writes. “Regularly serviced.
Paintwork absolutely original. Mileage
absolutely genuine. One small dent
in nearside wing. Repaired by beating
out. Clutch, water pump and cylinder
head gasket replaced in August 1974.
Only needed shock absorbers to be
replaced, otherwise in perfect condition.
V. small patch of surface rust on off-
side sill and rear nearside wing.”
The entry finishes with Mr Butler
being concerned it should have a
good home. “He emphasised it been
mollycoddled throughout its life.”
For the first 12 years the second owner
drove the car at every opportunity.
He tells me one of his favourite
memories is, “Driving on fast country
roads with the top down, radio on
and my wife in the passenger seat.”
He also used the car to tour Scotland
twice plus he and a friend once drove
down London’s Victoria Embankment
with two young budding singers perched
on the back belting out opera arias. “It
wouldn’t be allowed these days,” he says
ruefully. “Probably wasn’t then either.”
January 2024 \ Jaguar World | 35
OWNER’S STORY
E-TYPE SERIES 2
This heavy use saw the mileage
increase almost as quickly as when
Mr Butler owned it; by June 1976 it
was up to 64,763 and in September
1977 it was over 73,500. It crossed the
100k-mile mark in late 1981 and just
three years later it was up to 115,336.
The mileage eventually slowed in
the late Eighties when a change of flats
meant he had to give up the garage where
he’d previously parked the car. And so
for several years the E-Type was stored
at his father-in-law’s house in Sussex.
“Sadly,” he continues, “it became a bit
of a ‘good weather’ car from then on.”
It’s only now, 48 years after he first bought
it, that the current and still second owner
has decided to sell the white E-Tyype througgh
- pi
36 | Jaguar World / January 2024
of receipts that go back to October 1969
since they not only reveal the two owners’
affection for the car but how it’s been
meticulously maintained in that time.
From annual servicing during the
mid-1970s by the famous London-based
Jaguar specialist, R C Creamer & Son
Ltd, to a major mechanical overhaul in
2012 which included engine specialist
Sigma Engineering rebuilding the 4.2-
litre XK unit in 2012, there’s little this car
hasn’t had done to it over the years. And
although the paint is thought to be largely
original, the nose was resprayed in 2021.
The result is a handsome and
authentically original example that
admittedly won’t win many concours yet
the handful of minor imp perfections (such as
re
realistic proposition now as when
the second owner first bought it.
When I open the door and clamber over
the wide sill, the interior feels well-presented
and comfortable, the worn wooden-rimmed
steering wheel offering an attractive patina.
I’m not a fan of the modern radio in the
centre console, though, and wish it still had
the eight-track cassette player the second
owner notes he fitted not long after he
bought the E-Type. He also writes that
three weeks later he bought five eight-track
tapes and I can imagine the excitement he
must have felt the first time he slipped one
of the bulky cartridges – Rod Stewart’s
Atlantic Crossing maybe? – into the slot and
went for a drive with the music blaring.
Thee maainteenancee lavisheed on thee caar
thr
’
 OWNER’S STORY
E-TYPE SERIES 2

January 2024 \ Jaguar World | 37

 Requiring little persuasion to deliver
its power, as I gently squeeze the throttle
the former RAF base where Bicester
Heritage is located soon becomes filled
with the XK unit’s familiar meaty growl.
The four-speed box is precise and
accurate, the gear lever slotting into
place as a smoothly and easily as a
key would in a well-oiled lock. And
finally, with perfectly weighted and
accurate steering plus plenty of grip,
the E-Type can be cornered surprisingly
quickly for a car that was produced
towards the end of Harold Wilson’s
first tenure as British prime minster.
With its open headlights and larger
rear light clusters the Series 2 has
long been criticised for losing a little
38 | Jaguar World / January 2024
of the original’s purity. But judging
by the ability and character of this
1969 example these later examples
of E-Type remain the quintessential
British sports car and I understood
why the second owner never sold it.
It’s doubtful the next will keep the
car for the length of 11 prime ministers;
that requires a level of dedication rarely
seen even for a Jaguar enthusiast.
But due to its good looks, excellent
performance and unique character, few
would blame them if they did. JP
Thanks to: Hangar 136 where the
car is currently for sale (www.
hanger136.com/020 4548 4375)
ORDER ON LINE www.stevefermorgallery.co.uk
CALL: 07966 179854 or MAIL: enquiries@stevefermorgallery .co.uk

38 ORM
MSIDE WAY HOLMETHORP
PE IND. EST. RE
EDHILL SURR
REY RH
H1 2LW email: mail@surreyjjagcentre.co.uk ww
ww.surreyjjagcentre.co.uk
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42 | Jaguar World / January 2024
R E S T O R AT I O N

January 2024 \ Jaguar World | 43

RESTORATION
S-TYPE
F IT hasn’t got a
I
supercharged V8, I’m not
interested,” jokes Neville
Hobbs as we ponder his
triple-Jaguar garage which
includes an X100 XKR, an X150 XKR and
the S-Type R you see here.
It’s a fitting conclusion to a Jaguar
ownership experience which began in
the ’80s behind the wheel of an XJ-S
V12, but which took a diversion into
BMW ownership during the following
decade. Until, that is, a customer
arrived one day in the then-new Jaguar
S-Type and Neville was intrigued.
Within the year, he’d been lured back
to Jaguar courtesy of an 18-month old
S-Type in 3.0 V6 manual flavour which
those in the know will appreciate as a
thoroughly underrated car. It’s fair to say
Neville liked the S-Type, yet when it came
to replacement time some 100,000 miles
later, he found the bold new style of the
XF wasn’t really his cup of tea. After a brief
diversion with an Evoque, he hit upon a
solution which was to source the highest-
44 | Jaguar World / January 2024
spec S-Type he could find – which naturally
meant an upgrade to the 400bhp R model.
Having found a suitable example on
a certain online auction site, Neville
reckoned it was a good £7500-worth,
so was duly gratified when a cheeky
last-minute bid netted the car for just
£6100, meaning there was a fair bit
left in the kitty for general tidying.
Which turned out to be a good thing.
The car had been advertised – very
honestly as Neville says – as having the
EML light glowing with the associated
code suggesting it needed a replacement
catalytic converter. Knowing the car
was already on its second pair of cats
at nine years old, the vendor admitted
he wanted to move it on before the
looming MoT required the work.
“Can’t be that bad... can it?” thought
Neville but with at least one spare Jaguar
on the premises he was able to take his time
to get to the bottom of the issue before
simply throwing costly parts at the car.
Much head-scratching followed,
but the knowledge that a previous
owner had suffered from an unusual
fuel contamination problem
gave a useful head start.
If you’ve not heard of Hydrocarbon
Utilising Micro Organisms (and we
hadn’t) then they’re much as the
name describes: a bacteria which lives
on the fuel system, thrives on petrol
and eventually gums everything up.
The story goes that a previous
owner had unwittingly filled up
with contaminated fuel and that
the partially blocked fuel lines had
caused intermittent backfires and
other problems which had essentially
wrecked the internals of the catalyst.
The first solution had been to replace
the catalytic converters but when this
didn’t cure the problem, the bacterial
diagnosis was arrived at and the fuel
system was cleaned out from tank to
injectors. Naturally, having replaced
the catalytic converters once, the car’s
owner at the time was reluctant to
cough up for this expensive job a second
time and so had moved the car on.
 XXXXXX
S-TYPE

Having taken his time to work through

the symptoms, Neville eventually
discovered that each catalytic converter
is composed of two sections, one dealing
with nitrogen oxides and the other the
carbon monoxide and hydrocarbons. Since
the MoT test equipment showed the
CO and HC emissions were fine, Neville
concluded that it was the NO component
which had failed – which was useful to
know, but still rendered the part scrap.
Luckily just one catalyst had failed, so
that was replaced and the light hasn’t
come back on since. Sorting the issue
naturally restored the car to its full
400bhp potential and as a welcome

January 2024 \ Jaguar World | 45

RESTORATION
S-TYPE
The conclusion was
a distorted hub
bonus the surplus catalytic converter
netted a handy £500 in scrap value.
With the car back to full performance,
another problem immediately manifested
itself: a steering wheel wobble under
braking. Initially a damaged wheel was
discovered and this was sent away for
straightening which improved the issue but
didn’t cure it. At which point a replacement
Vulcan alloy was fitted, but the problem
persisted. Once you’ve worked through
the obvious issues like wheel balance and
alignment but failed to solve the problem,
vibration like this can be fiendishly tricky
to diagnose and Neville admits to trying
pretty much everything including brake
discs, wheel bearings and track rod ends.
The answer came unexpectedly one day
when out of curiosity he rotated one of
the brake discs 180 degrees and discovered
that this made the problem worse. The
conclusion was a distorted hub which
was duly replaced and the problem was
solved. The repaired wheel then went into
the boot to replace the space saver and
the S-Type R was back up to full health.
46 | Jaguar World / January 2024
By this stage, Neville had treated the
car to a cosmetic tidying which included
repainting the bumpers and sills and it
was looking pretty smart, at which point
he decided to enter a concours d’elegance
competition. These are an art form all of
their own, with competitors at top level
getting up at the crack of dawn to clean
tyre treads with toothbrushes and even
trailering their cars to events. Even so, after
a thorough clean-up, Neville reckoned
his renovated R was up there with the
better S-Types, but was dismayed when
his 72,000-mile car lost out to a 20,000-
mile example – although since he missed
out on victory by just a single point we
reckon he can be pretty pleased with that.
Having been restored to its former glory,
the car doesn’t sit around being polished
though and Neville recently took it on a
trip to the South of France. “Why don’t I
drive this more?” he asked himself as the
R purred down the autoroute returning
28mpg, although his question is answered
by our British winter roads. These days
the S-Type R is an increasingly rare beast

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RESTORATION
S-TYPE

and in the interests of preservation Neville Other jobs have included refitting the A preference for the traditional
takes it off the road for the winter months leaper on the bonnet which had been Jaguar style was after all what informed
where it sits in the garage next to his 1999 fitted by a previous owner. A little digging his decision to buy the S-Type in
XKR which is another Jaguar best kept through the car’s history revealed that a the first place and also extended to
away from road salt. His winter transport is former owner had been a (presumably fairly the replacement of the R’s original
both unexpected and inspired: a 2009 XKR senior) police officer, something confirmed brushed aluminium dash trims with the
convertible which thanks to its aluminium by wiring still in the car for a two-way wood veneers from an SE-spec car.
construction is less affected by winter use. radio. Apparently the leaper was fitted For now, Neville reports that the
The strategy of keeping the car out of the and then removed when law enforcement car is very much a keeper and as
winter weather has obviously worked, since colleagues questioned its legality, but having you can see from our photos it’s
he hasn’t needed the spare subframe he found the holes under the bonnet badge, certainly one of the best S-Type Rs
bought ‘just in case’ when he first acquired Neville chose to refit the leaper, clearly you’re likely to come across. Away
the car. “it cost me £60,” he laughs. “It’s enjoying the controversy it generates. from a concours field, that is. JP
probably worth nearer £600 now...”
Like most of us who stare into a
computer screen for a large part of the
working day, Neville enjoys working on
his own cars and happily took on the
challenge of replacing the ‘valley pipe’
which is the coolant pipe running down
the centre of the vee. A straightforward job
on the regular V8, it’s a time-consuming
operation on the supercharged cars because
the supercharger needs lifting away for
access. Neville reports that the task took
a couple of days, but was otherwise quite
feasible for an enthusiastic DIY owner.

48 | Jaguar World / January 2024

January 2024 \ Jaguar World | 49
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V12 TIPS

Longevity
We discuss how to make your
Jaguar V12 last forever
WO R D S PAU L WAG E R

N HIS autobiography of his

I
time at the helm of Jaguar,
Sir John Egan described the
Jaguar V12 as the
company’s ‘gentle giant’
which is a neat way to sum up the iconic
powerplant. With its inherently good
balance, a chain-driven single cam per
bank, two-valve per cylinder layout and a
conservative power output it’s an under-
stressed unit which in theory should be
capable of supreme longevity.
There’s no denying however that a
12-cylinder internal combustion engine is
a complex entity and no matter how good
the fundamental design may be, there’s
massive scope for drama once it’s squeezed
into an engine bay and plumbed into
cooling, lubrication and fuelling systems.
In the E-Type with its fully opening
nose cone, the V12 seems relatively
approachable for the enthusiastic DIY
owner – it’s all pretty familiar, although
there’s a lot more of it. In the tighter
confines of the XJ-S bodyshell though,
and festooned with injection and air
conditioning plumbing, things are rather
more daunting for the home mechanic,
with barely a hand’s width around the
installation. It’s this which perhaps results in
the less than perfect maintenance record of
so many examples, but talk to the experts
and they’re generally agreed that with
the right care, attention and knowledge,
the Jaguar V12 can be a trouble-free
proposition even in old age.

52 | Jaguar World / January 2024

Sponsored by

January 2024 \ Jaguar World | 53

V12 TIPS

LEFT: Check the operation of the main cooling fan

and its viscous coupling.

It’s a simple task to prevent this by

Having specialised in the XJ-S for many
years, KWE is more familiar with the
engine than most, so we sat down with the
company’s Chris Knowles to find out how
to make your Jaguar V12 last forever.
COOLING
In theory, there’s no reason why the XJ-S
should suffer from any cooling issues: the
system was designed and tested to run
both in Arctic and desert conditions with a
radiator big enough to run the car in Death
Valley, meaning that in theory the British
climate shouldn’t be a struggle.
As Chris points out though, the reality
is that the system may have been entirely
adequate as designed, but there isn’t much
additional margin, meaning that age and
indifferent maintenance can quickly cause
issues – and a hot summer’s day on a
stationary M25 with the air conditioning
working hard can often be the final straw.
As a result it’s the cooling system which
in practical terms is the engine’s Achilles’
Heel and Chris emphasises the need to start
with the basics. And it doesn’t get much
more basic than the coolant itself.
Like most engines, the aluminium V12
relies on the anti-corrosive properties
of coolant to prevent internal corrosion
which over time can cause a gradual drop
in efficiency. Waterways, pipes and the
radiator itself will eventually silt up and
clog entirely, causing havoc which can be
expensive and complex to remedy.
checking the concentration of the coolant
using a basic hand-held tester which can
be bought for just a few pounds and
you might be surprised how low the
concentration is.
Frequent topping up with plain water
will eventually dilute the coolant, while
the fluid itself has a finite life and should
be changed completely every few years.
Clearly then, proper maintenance is the
key to keeping the insides of the engine
and cooling system pristine and working as
designed.
On the subject of changing the coolant,
Chris has an interesting observation on the
subject of the pinky-red OAT coolant used
in modern cars. Mixing traditional glycol
coolant and OAT creates a khaki-coloured
sludge, but it’s perfectly feasible to flush
the system through and refill with OAT.
Over many years of testing, KWE hasn’t
experienced any ill-effects from doing this
and has concluded that the modern coolant
is perfectly compatible with the Jaguar

LEFT: A lack of
correct coolant can
mean the system
silts up. Particularly
vulnerable is the
pipe from the
expansion tank,
running into a small-
diameter steel pipe
which can clog up.

RIGHT: Similarly, this

bleed pipe above
the radiator can
block up, meaning
the radiator can’t be
filled completely or
the air bled out.

54 | Jaguar World / January 2024

 Sponsored by

LEFT: Blocked
expansion pipework
can cause the
coolant to be
lost through the
pressure cap.

BELOW LEFT:
Mechanical ignition
advance inside the
distributor can seize.

RIGHT: Ignition
amplifier will suffer
if the engine runs
too hot but can
be relocated. if it
fails, the engine
won’t run.

V12, the main bonus being that its effective
lifespan seems far longer.
Naturally it goes without saying that
if you do find yourself needing to top
up the coolant frequently, the correct
solution is to solve the leak rather than
carry on diluting it with plain water – or
at the very least, top it up with the correct
concentration of coolant.
Assuming the system is filled with the
correct coolant, the next step is to ensure
the external elements of the cooling
system are up to scratch and the critical
components are the radiator and its
cooling fan.
Damage to the radiator might be
obvious, but even a pristine-looking part
can be clogged to a point where its cooling
capacity is noticeably reduced. Hair seems
to be a common factor, perhaps explained
by it not dissolving as readily as other
airborne debris, but it’s worth gently
cleaning the fins with a soft brush, even
though it’s hard to access.
The radiator also needs a flow of cool air
through it and when the car is stationary, it’s
the fan which provides this – except when
it doesn’t. Like many car makers in this era,
Jaguar used a viscous coupling to drive the
cooling fan, which is effectively a heat-driven
clutch. Essentially the fluid-filled unit allows
the pulley to spin freely at lower temperatures
while the fan remains stationary but as things
heat up, the clutch eventually starts to drive
and the fan blades begin to turn.
The correct
solution is to
solve the leak
This solution avoids the noise and power
losses from permanently driving the fan
and also doesn’t require the space of the
bulky electric motors which were the
only type available at the time. Over time
though, the frequent heating and cooling
cycles take their toll and the fan begins to
engage later and later before the clutch
eventually fails entirely.
At this point the smaller auxiliary fan – a
conventional electric unit – should step
in to help out, but in many cases, years of
inactivity while the main fan does all the
work will often mean its bearings are seized.
With the engine off for safety, a simple
check is to spin it by hand, but the viscous
coupling is harder to assess until the gauge
starts to creep past its usual position, at
which point opening the bonnet will reveal
whether the fan is turning or not.
The simple solution is to fit a new
viscous coupling before it becomes an
issue – they will generally need a
sharp clout to free them off, but it’s a

January 2024 \ Jaguar World | 55

Sponsored by

The non-waterproofed Lucas connectors can cause all sorts of issues. Relays are especially vulnerable to corrosion on their terminals

straightforward DIY task. However, at KWE

they suggest a more elegant long-term
solution is to replace it with an electric
fan. Modern designs use a space-saving
‘pancake’ motor which takes up less
space than the viscous coupling and an
electric unit can be controlled rather more
precisely, providing cooling air when you
most need it – at low speeds.
On the subject of remedial work for
cars which have already been neglected,
KWE advises two small but crucial further
checks. The first is the pipe from the
expansion tank under the bonnet which
leads to an ‘atmospheric expansion tank’,
basically an overflow hidden inside the
nearside front wing.
As the cooling system pressurises, the
fluid can expand into this vessel and is Relays are
then sucked back in as it cools, but if lax particularly
maintenance has allowed a build-up of vulnerable.
silt this crucial pipe can become blocked,
especially its smaller-diameter steel portion.
The result is that the system starts to
pressurise and eventually the liquid is will either allow too much coolant to One of the most simple issues on the
vented through the pressure cap rather go through the bypass route and result pre-Marelli engines can be a seized advance
than into the expansion vessel. in overheating or will never allow mechanism in the distributor, something
Obviously in this case the coolant the engine to warm up properly. The which can be caused by the grease drying
can’t be sucked back in when the engine wrong thermostat can often be fitted out over the years. The mechanism can
cools, the result being that the coolant in an attempt to disguise another more seize in any position from fully advanced to
level drops... causing a vicious cycle of fundamental problem, so if you suspect fully retarded, with a further complication
overheating and coolant loss. In many the thermostat isn’t working properly then introduced when someone then tries
cases a ‘witness mark’ will explain what has simply replace it. to adjust the timing to compensate –
happened, but on cars running plain water Neglect the cooling system at your peril: especially if the system then starts to
this won’t be so obvious, leaving owners serious and repeated overheating can cause function again.
scratching their heads as they chase non- the valve seats to drop out and heads to On the same subject, the vacuum
existent leaks. warp, which will involve a whole lot more advance module in the vee of the engine
There’s a similar small-bore steel pipe cost than a bottle of coolant. can get massively hot and its operating
running above the radiator at the front of bellows fail.
the engine bay which when blocked will It’s simple if rather fiddly to pop the
prevent the cooling system from being bled IGNITION top off the distributor and check that the
properly, the result being airlocks which Even a car with a cooling system in first- advance plate moves freely and on engines
will cause odd intermittent overheating class order can run warm when all 12 with vacuum advance, check the timing
problems and hot spots as they travel cylinders are running hotter than designed advances with engine speed.
round the system. and the ignition system on the V12 has Over the V12’s life, evolving emissions
One small part which can have a big been the subject of much discussion over regulations, especially in the US market,
effect is a thermostat, which if stuck the years. required ever more complex control of

56 | Jaguar World / January 2024

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The oil pressure

sender isn’t easy
to access. Don’t
ignore a flashing
warning light.

ignition timing and as a result, the engine flash briefly during sharp cornering. At this
sprouted a forest of vacuum pipes. Not point it’s a handy early warning rather than SNAKE OIL
only does this introduce a number of cause for panic, but many owners see the We’ve heard of owners
locations for a potential air leak, but means brief flicker of the light and assume it’s an of V12 Jaguars being
the systems are often incorrectly plumbed electrical fault, so ignore it. pointed towards things
in when technicians unfamiliar with the As Chris explains, the oil pressure like waterless coolant
engine have worked on them. This has the warning light and its operating switch is in as a solution to an
unwelcome effect of running the ignition fact one of the most reliable systems on the elusive cooling problem
consistently too far retarded which will cause car and you ignore that brief flash at your but regardless of the
it to run hot as well as impact driveability. peril. Stop and check the dipstick and you effectiveness or otherwise
may avoid disaster. of these products, it
Conversely, the pressure sender which doesn’t address the basic
OIL drives the dashboard gauge isn’t known to cause of the problem. In
Clearly an engine run low on oil won’t last be terribly reliable so if the gauge seems fact, in perfect working
very long and although the V12 doesn’t erratic, fit a new one. order the Jaguar V12
have any particular Achilles’ Heel in its Meanwhile, Chris advises not to panic if should keep its cool
lubrication system, the reputation of Lucas the oil pressure seems on the low side: as without needing anything
electrics does it no favours. little as 10psi at hot idle can be acceptable, other than the originally
As Chris explains, if the oil level has but do start to worry if it drops off the specified coolant.
been run low, the warning light will often gauge.

ELECTRICAL
They may not impact on the longevity of
the unit, but electrical issues can certainly
impact on your enjoyment of your V12
Jaguar as well as leaving you stranded.
As we photograph the underbonnet
components of an XJ-S, Chris points out
one of the car’s real weaknesses: the non-
waterproof Lucas connectors. It seems
strange in this era of sealed multi plugs,
but back in the ’70s they were used for
everything from lighting to injectors and
over the decades the unprotected terminals
have corroded to the point where they
have become excessively resistive.
KWE’s solution is to painstakingly clean the
terminals and reassemble with waterproof
electrical grease, advising that everything
with a blade or bullet terminal can corrode,
Seized injectors are common when cars have stood for a long period. the relays being particularly vulnerable.

58 | Jaguar World / January 2024

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The problem can be avoided by

lengthening the wiring to the amplifier and
mounting it in a cooler location ahead of
the radiator.
On late model cars, fuelling problems
can shorten the life of the oxygen sensor,
making it worthwhile having the CO
emissions checked.
On the subject of fuelling, the E10
(10%) ethanol blend currently dispensed
by regular pumps requires compatible
pipework and it’s a sensible precaution to
replace the rubber lines in the system with
modern ethanol-compatible material.
The Super pump grade currently contains
a lower proportion of ethanol and is a better
bet for older cars, but if you do have to use
the E10 blend then take care if the car is to be
laid-up for lengthy periods – either use the
E5 (5%) Super Unleaded pump for the final
pre-storage fill or use a stabilising additive.
Fuel cooler is
essential in
hot weather.
VERDICT
Making your Jaguar V12 last the distance
is a complex subject but one thing which is
clearly crucial is maintenance: keep on top
of this and the cooling, oil and fuel systems
will all be working as they were designed to.
Even if you’re a competent DIY-minded

If you do have to use the owner then a very simple piece of

preventative work is to take the car every
so often to a specialist for them to assess
E10 blend than take care if the car. At KWE they don’t even charge
for this kind of thing and it’s amazing how
the car is to be laid up people who work with a particular model
every day can instantly spot the symptoms
of potential trouble on the horizon. PW
Meanwhile, an engine which runs but ignition amplifier. This Lucas AB14 unit
does so poorly and with a sooty exhaust is on pre-HE engines is sensitive to heat and
often a clue that the coolant sensor feeding so an engine running too hot may cause
the ECU has failed – something which isn’t intermittent failure which will in turn shut THANKS
connected to any dashboard gauge and so off the injectors. To Chris Knowles at KWE
often goes unnoticed. for sharing his many years
of experience with the
Jaguar V12.
FUELLING www.kwecars.co.uk
Poor running can also be caused by seized
injectors – especially on cars which have
sat unused for long periods. It’s possible to
use a strategically positioned screwdriver
or a stethoscope to listen for the tell-tale
chattering of the injectors operating and
inactive ones can often be reawakened with
a smart tap. A fuel system cleaner additive
can also help out.
If not, then removal, cleaning and
calibration of the injectors is needed, and
many performance car specialists will have
the necessary kit.
The injectors require a trigger signal
to operate, which is received from the

60 | Jaguar World / January 2024

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 HISTORY

Independence Day
We wind back 40 years and revisit Jaguar’s first
steps towards independence from British Leyland
WO R D S PAU L WAG E R

62 | Jaguar World / January 2024

 HE MEDIA loves an

T
anniversary and in the car
magazine business we’re no
different, which explains the
reams of copy devoted to
Jaguar’s XK sports cars which first arrived
on the scene 75 years ago. This month
however also marks another anniversary
for the Jaguar brand, which in many ways
is just as significant: 40 years ago, a
company called Jaguar Cars Ltd published
its first set of accounts.
Nothing odd in that you might think,
The first XJ40 prototypes were running before the privatisation programme began
although surely this wouldn’t have
been the first posted accounts for a
company which started in the car business
100 years ago. Well, yes... and no.
Jaguar Cars Ltd had been incorporated
just the previous year and that set of
accounts posted in December 1983 was the
first step on the road to the company leaving
government ownership as it escaped the
clutches of the British Leyland juggernaut
lumbering towards eventual oblivion.
For the first time since 1966, the business
of making Jaguars was commercially
separated from the rest of the organisation
and the Jaguar board, headed by Sir
John Egan, was steaming ahead with
their plans to privatise the company.
It hadn’t been an easy ride to get to
this position though, since the position
of BL and its chairman Michael Edwardes
was that selling off the profitable
bits – in reality only Jaguar and Land
Rover – would weaken the remaining
brands which were the volume sellers. The rush for Jaguar shares in August 1983
The Thatcher government, on
the other hand, was keen to see
BL raise some capital for itself as a was valid for five years, something which As a result the now-legendary decision was
condition of further investment. it appears was quietly noted in Detroit. made to delay the launch of the XJ40, which
As Egan relates in his autobiography Initially the biggest potential stumbling would then become the first model to be
Saving Jaguar, in 1983 he discovered block was not a financial one but an launched by the newly independent Jaguar.
out of the blue that General Motors engineering issue. The much-delayed The prospectus for the sale was prepared
was interested in acquiring Jaguar, but XJ40 had been due to launch in 1984, by Hill Samuel and makes for fascinating
having spent time at GM previously but management was well aware reading, particularly the practicalities.
he wasn’t a fan of the American that dealing with a privatisation and Egan is scathing in his book about the
giant’s short-term approach. a critical new model launch simply poor quality of the BL-supplied bodyshells
After a meeting with the GM top couldn’t be done simultaneously. but clearly in the short term Jaguar was
brass, Egan relates that he came to a
crucial realisation that as long as Jaguar
remained part of BL, government THE GOLDEN SHARE
pressure meant it was at risk of being The capital of the new company was to include a single Special Rights
sold off to an unsuitable bidder. Redeemable Share of £1 which could be held “only by the Secretary of
The alternative was to privatise the State for Trade and Industry or his successors or another Minister of the
company via an initial public offering. Crown or any person acting on behalf of the Crown.”
The flotation was set for the following This ‘Special Share’ gave the holder the right to veto any change in the
year and in a similar vein to the British company’s Articles involving shareholding, any proposal for the voluntary
Telecom sale which would happen later, winding up of the company or any disposal of significant assets – deemed
the government retained a ‘Golden to be anything representing more than 25 per cent of the total assets or
Share’, this being a holding with special contributing more than 25 per cent of profits.
voting rights which meant the consent of Clearly it’s the last point which is crucial, since it meant the government
the holder was required for a change of had the right to veto a sale of the company.
company ownership. The Golden Share

January 2024 \ Jaguar World | 63

HISTORY

compelled to carry on using them as

a supplier, as noted in the prospectus,
which details a contract between Jaguar
Cars and Austin Rover to supply body
pressings, the agreement subject to
three years’ notice on either side.
Other supply contracts included BL’s
computer subsidiary, Istel which was to
continue providing computer services
and software in the short term. Similarly,
Jaguar was contracted with BL Technology
for R&D work for a year from the sale.
Egan was more positive about Unipart
continuing to provide Jaguar’s spare parts
operation, inside knowledge from his own
time at Unipart revealing that this was a
more cost-efficient solution than bringing The 100,000th XJ40 was produced just as Ford
the parts distribution in house. As part appeared on the horizon
of the contract, Unipart was required
to refurbish its warehouse at Baginton free from BL in other ways. The company
near Coventry for the business, for which had initially wanted to retain a 25 per cent
Jaguar would contribute £600,000. stake in Jaguar – something opposed by
The prospectus also reassured investors Egan on the grounds of the interference
that Jaguar would be taking on the it could generate – but it’s thought that
international distribution of its own cars Margaret Thatcher intervened personally
from December 1984 – a task which had and the eventual announcement was that
previously been performed by Austin 100 per cent of Jaguar was to be floated.
Rover, and in Egan’s view very badly. Jaguar Plc came into being on July
Intriguingly, a similar arrangement 3, 1984 and the offer for 180,000,000 Egan pictured at the XJ40 launch
was already in place for North America, ordinary shares priced at 165p per share
but the terms of the flotation involved as eventually eight times oversubscribed
Jaguar’s US subsidiary Jaguar Inc taking by the August 3 deadline. After Egan 1986: XJ40
responsibility not only for Jaguar cars, but rang the bell on the trading floor of the The privatisation of the company had
for Austin, Rover, Triumph and MG models Stock Exchange on the first day’s trading, given even more breathing space to the
previously sold in the USA and Canada. Jaguar was on its own for the first time already delayed XJ40 programme but even
Jaguar was also finding it hard to cut itself since 1966. What would the future hold? then one of the first questions addressed

64 | Jaguar World / January 2024


WHAT'S IN A NAME?
It was late in the day when
in 1984 Jaguar management
discovered that they didn't
actually own the Jaguar name.
Investigation revealed that British
Leyland had allowed ownership
to lapse in the 1970s and the
name was owned by a sports
equipment maker in Pakistan.
Fortunately, approaches to the
company owner revealed that
although he didn't want to sell
the name, he was keen to sell the
company. A deal was reached,
including the owner staying on
to run the company as a Jaguar
subsidiary and the venture
proved to be profitable. Indeed,
the racing green sports bag
with the Jaguar logo eventually
became the best selling sports
bag in Britain.
Th
he ar board
d
t e of
pri isa n
after the share offer was whether the
project should be cancelled and the
firm start again. Prototypes had been
running since July 1981 but concerns had
been raised over refinement not only of
the car itself but of the AJ6 engine.
Luckily, the decision had been taken
to offer the new engine in the XJ-S from
1983, its lower sales volume providing
an opportunity to test the engine in the
market at lower production volumes.
It was a wise decision, since refinement
problems with the AJ6 were initially
significant. Curing the issues with
HISTORY
the six-cylinder XJ-S meant that by
the time the XJ40 was launched, the
AJ6 was acceptably smooth and the
experience also had a beneficial long-
term effect in that the engineering and
quality testing departments worked
more closely together in future.
The decision was taken to proceed with
the new car, but to put every effort into
quality and testing. Severing of ties with BL
had meant Jaguar installing its own body-
in white facility at Castle Bromwich which
meant that bodyshells could be produced
to a much higher quality than the Series 3
XJ and in June 1986 production began.
1986: Whitley
As we’ve seen, the privatisation agreement
saw Jaguar buying in engineering services
from BL in the short term, which in
practice meant using their testing facilities
and the test track at Gaydon but Egan
was keen to make Jaguar self-sufficient
when it came to engineering and R&D.
An ideal site presented itself in 1986
in the shape of the former Chrysler
Europe R&D centre in the Whit
of Coventry. When the failing Chrysler
Europe had been sold to PSA, future
Talbot models would be rebadged
Peugeots and so the firm had no use
for a UK development facility.
The Whitle gineering
centre was acquired in 1986
January 2024 \ Jaguar World | 65
 Despite Egan’s admission that there was
“almost a taste of failure in the air” when
he viewed the empty building the former
Chrysler site proved ideal, especially as
it came with useful things like planning
permission to run engine test cells 24
hours a day. A deal was done and the site
was given a striking transformation before
the engineering and styling departments
were moved in. It was a fitting premises
to reflect the fact that by now Jaguar
was spending £50m a year on R&D.
1988: XJ-S convertible
Having tested the water with the quick-
fix XJ-SC cabriolet in 1983, Jaguar finally
unveiled its own full convertible in 1988.
Developed by Karmann, it was an elegant
package which involved significant
engineering: some 150 bodyshell components
were altered over the coupe, but the
finished car was only some 100kg heavier.
The convertible immediately
revitalised the XJ-S and by extension
the Jaguar brand itself, especially in
the US market where it represented a
viable alternative to the Mercedes SL.
1989: Ford arrives
By 1986, the independent Jaguar had posted
£121m profit before tax which was a record for
a British-owned car maker, but management
was always conscious that the company was a
relative minnow in the automotive world. This
made it not only vulnerable to takeover bids as
the expiry of the government’s Golden Share
loomed closer, but meant buying power with
component suppliers was always less than ideal.
Indeed, Egan relates that German component
suppliers were charging Jaguar more for
the same component than their German
competitors buying in larger quantities.
Various avenues were explored,
including a proposal for a joint venture
with Toyota which would have seen Jaguar
benefit from Toyota’s buying power
while assisting the Japanese firm with
establishing a UK manufacturing operation.
In the end though, Jaguar’s independence
was brought to an end by an approach from
Ford of Europe chairman Alex Trotman,
who was undeterred by protestations
that Jaguar was not for sale. Egan recalls
his delightful comment “The Ford Motor
Company has seven and a half billion
dollars in the bank. Everything is for sale.”
Egan was very much opposed to the
idea of a takeover by Ford, considering
the firm an unsuitable custodian for the
Jaguar brand and potentially heralding
a return to the BL experience.
A joint-venture with General Motors
was discussed further, but as Ford
pressure intensified and the US company
made its intentions clear, the then Trade
Secretary Nicholas Ridley announced in
Parliament that the government would
be surrendering its Golden Share, thus
paving the way for more than 15 per
cent of Jaguar shares to be acquired.
In November 1989 Ford made a formal
offer to Jaguar’s UK and US shareholders
of £8.50 per share, valuing Jaguar at some
£1.6bn. On February 28, 1990 Jaguar
was removed from the London Stock
Exchange listing and a new era began.
Egan left the company soon after
and although some of his misgivings
proved correct, for the most part the
Ford era produced some of the best
Jaguars we’ve ever seen. One thing’s for
certain though: if the company hadn’t
prised itself away from British Leyland
it’s unlikely it would still exist today. PW

THE GOLDEN SHARE

The London Stock Exchange at the
time of the flotation
The capital of the new company was to include a single Special Rights
Redeemable Share of £1 which could be held “only by the Secretary of
State for Trade and Industry or his successors or another Minister of the
Crown or any person acting on behalf of the Crown.”
This ‘Special Share’ gave the holder the right to veto any change in the
company’s Articles involving shareholding, any proposal for the voluntary
winding up of the company or any disposal of significant assets – deemed
to be anything representing more than 25 per cent of the total assets or
contributing more than 25 per cent of profits.
Clearly it’s the last point which is crucial, since it meant the government
had the right to veto a sale of the company.

66 | Jaguar World / January 2024

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 TECH
The Turner V8
The life and times of Jaguar’s first V8 engine
t’s generally accepted that
I
the well-regarded AJ-V8
unveiled in the XK8 in 1996
marked the beginning of a
new era for Jaguar. Not only
was it a state-of-the-art powerplant, but
it also offered the crucial V8 format
needed to face up to German rivals BMW
and Mercedes, especially in the USA
where the V8 had long been a mainstay.
It wasn’t, however, Jaguar’s first V8
– or to put it more correctly, the first
to be marketed as a Jaguar powerplant,
that honour going to an engine design
which was acquired as something of an
orphan in the takeover of Daimler.
70 | Jaguar World / January 2024
WO R D S PAU L WAG E R
In typical William Lyons fashion, even
senior executives at Jaguar were largely
unaware of Lyons’ intention to acquire the
struggling Daimler concern, even Chief
Engineer Bill Heynes apparently hearing the
announcement on the morning radio news.
Lyons agreed a fee of £3,110,000 for
Daimler, but the prize wasn’t the firm’s
low-volume car-making business, rather
the 92,903sqm factory in the Radford
area of Coventry. In fact, the vehicle
making business made for rather dismal
assessment: Jaguar engineers discovered
that the V8-engined SP250 sports car
suffered from such chassis flex that pushing
down on the rear wing of the fibreglass
body made the door shuts open up 8mm,
while the car’s looks were challenging to
say the least. To cap it all, it was discovered
that the Daimler name hadn’t even been
registered in the important US market
and the newly introduced Majestic Major
was selling so slowly that it was being
made at the rate of ten cars a week.
Even Daimler’s once proud bus division
wasn’t doing well, having declined to
the point where it was making losses,
but there were two glimmers of hope:
the Ferret armoured car manufactured
under contract for the MoD was
profitable and the V8 powering the
SP250 and the Majestic was a gem.

Triumph Speed Twin engine was credited as part
of Turner’s inspiration
The engine is generally regarded as being
the work of Daimler’s boss at the time
of the sale, although it’s been suggested
that much of the detail design was the
work of his colleague Jack Wickes.
Turner may have been at the tiller when
Daimler was run into the ground, but much
of the financial mishap can be laid at the
feet of the extravagant tastes of former
chairman Bernard Docker and wife Norah,
who between them effectively bankrupted
the company during his time in charge. In
any case, Turner had an impeccable CV
when it came to the world of motorcycle
engineering, having designed the Ariel
Square Four and later becoming chief
designer and general manager of Triumph
motorcycles, before becoming head of
parent company BSA’s automotive division.
This included Daimler and one of his
first tasks was to design a V8 engine for a
proposed new saloon car. Unsurprisingly,
Turner drew on his experience with
motorcycle engines for much of the
TECH
inspiration, including an overhead valve than the car in which it debuted.
layout driven by pushrod, Usefully, this In many respects the iron block, alloy
allowed him to follow motorcycle practice in head design was very conventional for
the head design, notably the hemispherical the era, using two valves per cylinder
combustion chambers which had been and a single chain-driven camshaft,
employed by his Triumph Speed Twin engine. this mounted high up in the block to
Amusingly, it’s also been suggested keep the pushrod length short.
that Turner and Wickes also studied the The 90° vee layout allowed for compact
workshop manual and parts lists for the dimensions, the short 760mm block length
Cadillac V8 – clearly a complete Caddy meaning the five-bearing crankshaft was
engine was beyond the Daimler budget. commendably rigid, contributing to the
The Daimler engine wasn’t the first car smoothness for which the engine became
engine Turner had designed – he already known. Dynamo and water pump were
had the Riley Nine to his credit – but clearly driven by belt from the front of the
a V8 involved rather more complexity than unit, while the distributor was driven
a twin-cylinder bike motor. Nevertheless, from the camshaft. Fuelling was by twin
the result was held in far higher regard SUs and the polished alloy valve covers
MAJESTIC MkX
The 4.5-litre version of the V8 was also used in the Daimler Majestic Major,
which was a rare sight even in its heyday but which was a surprisingly rapid
vehicle for its size, thanks to the 220bhp of the bigger engine.
The Major would be discontinued in 1968, but there’s a delightful urban
rumour which suggests its engine was tried in the Jaguar MkX, where it
rocketed round the MIRA track at 133mph. It’s reckoned that a V8-engined
MkX didn’t make it to production purely because it was actually faster than
the 3.8-litre Jaguar-powered car, but the truth is probably more prosaic:
cash-strapped Daimler had only invested in tooling to produce the engine in
very low quantities. And in any case, Jaguar already had the 4.2-litre XK on
the way which would in fact be faster-accelerating than the V8 prototype.
in a cruel twist, the Majestic was replaced by the Daimler DS420
limousine, which was based on the Jaguar MkX and used the 4.2-litre XK.
January 2024 \ Jaguar World | 71
 TECH
The Daimler V8 on show at
the 1962 Motor SHow
meant the underbonnet appearance
compared well to Jaguar’s own XK.
Two different versions of the engine
were developed:2548cc and 4561cc,
although precious little production
economy was achieved through their
shared design features since the block
castings are in fact different.
In production
Although the brief which had originally
resulted in the V8 had been for a saloon
car, the V8 made its first public debut
at the New York motor show in April
1959 in the SP250 sports car. At the time
it still wore the proposed name Dart,
which was later changed to SP250 after
Chrysler pointed out that it had registered
The V8 engine in its first home, the Daimler SP250
72 | Jaguar World / January 2024
the name for its own Dodge Dart.
Its time to shine didn’t arrive until
after Lyons had swooped down to buy
Daimler, whereupon it was realised that the
smooth-running V8 engine offered an ideal
stepping stone between the breathless 2.4-
litre XK engine and the 3.4-litre version.
It also offered a less sporting option
for buyers not wanting the racy image
of the Jaguar Mk2 and so in 1962 the
Daimler V8 was born – or to give it
the correct title, Daimler 2.5 V8.
With 140bhp, the Daimler was usefully
faster than the entry-level 2.4-litre
Mk2 and gained the crinkled chrome
which would become a trademark of
Daimler-badged Jaguars. It’s often
assumed that the V8 was sold only in
automatic form but a handful of manual
cars were produced by the factory from
1967 and are highly prized today.
The V8 sold steadily and would even
make the transition from Mk2 to Jaguar
240/340, being renamed as the Daimler
V8-250 in 1967. When production ended
in 1969 some 17,620 had been produced.
It would also herald an era of range-
topping Jaguars carrying the Daimler
name which would continue until the
end of X350 production in 2010.
Daimler versions of the XJ weren’t
available in the US market however,
the range-topping cars wearing Vanden
Plas badging instead. The reason
was simple: that failure to register
the Daimler name back in the ’50s
had come back to haunt Jaguar.
Following the de-merger of
DaimlerChrysler, Jaguar attempted
to trademark the Daimler name for
use in the US market, but was refused
in 2009 by the United States Patent
and Trademark Office on the grounds
that it was primarily a surname.
This effectively meant the end for the
Daimler-badged Jaguars, with the final
Daimler – a Super V8 – now resident in
Jaguar’s own Heritage collection PW
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76 | Jaguar World / January 2024

H
AVING SPOKEN to
a few former Jaguar
engineers lately, it’s
obvious that the AJ-V8
engine represented a real
milestone for the company: a state-
of-the-art powerplant which could
stand comparison with the best of the
German and Japanese competition.
Making its debut in 4-litre form in
1996, the V8 would grow to 4.2 litres in
2002 and like most of Jaguar’s previous
powerplants would live a long life, being
replaced in 2009 by the similar but in
fact all-new 5-litre AJ-133 engine.
The striking style of the XF similarly
represented a new era at Jaguar, leaving
behind the traditional curves and
embracing an edgy new modernity and
although the majority of XFs would
run the twin-turbo diesel engine, it was
offered with both the 4.2 and 5-litre V8.
When the all-new aluminium ‘X260’
XF was launched in 2015, the V8 option
was conspicuously missing, petrol options
limited to the 2-litre Ingenium and 3-litre
V6 (itself derived from the V8). The
XJ kept its V8 option until the axe was
swung in 2019, but for those wanting
a more compact sports saloon, the XF
fitted the bill and was the bigger seller.
Even the earliest XFs still feel like a
very modern car though, with all the
V8 models offering credible pace even
by today’s standards. The range of
models can be confusing, but there’s
something for everyone – from the
stealth approach of the early V8 to
the bold aggression of the XFR-S.
HISTORY
One of the first models to be launched
under the design leadership of Ian
Callum, the XF was previewed as the C-XF
concept in early 2007 but was one of
those few motor show concepts to make
it to production relatively unchanged.
At launch in 2008 the engine range
included the 3-litre V6, the 2.7-litre
V6 diesel and the 4.2-litre V8 in either
normally aspirated 300bhp form marketed
simply as ‘V8’ in Premium Luxury trim or
420bhp supercharged guise badged as SV8.
In 2009 the original AJ-V8 was replaced
by the new 5-litre V8 which although
outwardly similar used an all-new cylinder
block and direct injection. Once again,
V8-engined XFs were offered both in
normally aspirated guises, marketed
as the V8 and in supercharged guise
wearing the reintroduced XFR name.
The power bump from the new engine
justified the return of the famous badge,
with the XFR now boasting 510bhp and
still keeping pace with its BMW M5
nemesis – by then in its controversial V10
incarnation which really hasn’t aged well.
Behind the scenes though, Jaguar’s
SVO division had been hard at work
and in 2012 the existence of the XFR-S
was confirmed. Using the same recipe
which created the XKR-S including its
550PS supercharged V8, the XFR-S is
essentially the XFR dialled up to 11, but
remains a supremely composed and
civilised road car which perfectly illustrates
the company’s engineering talents.
In 2011 a facelift was announced
which saw four-pot Ford engines added
in both diesel and petrol form, but the
V8 option happily remained – albeit in
supercharged form only. Styling changes
brought the production car closer to
the bold look of the original concept.
When the long-awaited estate –
Sportbrake in Jaguar-speak – was
announced in March 2012, it was
initially offered without the V8 engine,
but from 2014 it was offered in XFR-S
trim, in which form it represents pretty
much the ultimate XF of all time.
Sadly, the 190mph estate was
something of a swansong for the
original ‘X250’ generation of the
XF, as it would be replaced in 2015
by the all-new aluminium-bodied
car which would be notable for the
absence of a V8 engine in the range.
Despite that, there’s still a big choice
out there for someone looking to acquire
a V8-powered Jaguar which is modern
enough to avoid the age-related issues
of the X308 and X351 generations of
V8 Jaguar saloon. Early V8 cars in the
unassuming Premium Luxury trim start
at just £5000 for a presentable example,
with the XFR from £6000 and the XFR-S
still commanding a collector’s premium
and hovering around the £30,000 mark.
So what do you need to know?
January 2024 \ Jaguar World | 77
BUYING GUIDE
XF V8
BODY
Unlike its successor, the first-gen XF was
extensively based on the platform of the
S-Type and so used a steel monocoque.
Luckily, it seems to have avoided the spectre
of rusty sills, but corroded subframes
have become an issue as the cars have
aged. The rear seems to suffer first and
although it’s not a terminal problem it can
become an expensive job once labour is
factored in. Poke a torch under there when
inspecting a car for sale and for current
XF owners, cleaning and protecting the
subframe can make a big difference.
On the subject of corrosion, one small
but irritating issue is corroded fixings for
the battery clamps in the boot, which
are an MoT fail when they strip or shear.
Spray the threads with penetrating fluid
in summer before you’re struggling to fit
a new battery on a cold winter morning.
Water in the boot is a common complaint
and if left unnoticed can cause problems
with the electronic modules living there.
The cause is generally reckoned to be the
‘slam vents’ (they’re actually air extraction
vents) behind the bumper below the rear
lights which are a straightforward DIY
fix to remove and either replace or seal.
Problems with electrical items at the rear
can also be down to frayed wiring to the
boot area which can be hard to trace.
Water in the passenger footwell is
also a known problem, sometimes down
to badly fitted windscreens and other
times caused by blocked drains in the
scuttle area or a poor seal between the
pollen filter assembly and the body.
On the subject of water leaks, there’s
one cause of electrical problems which
doesn’t come under the heading of
bodywork but which has a more bizarre
cause: water travelling along the wiring
from the screenwash pump and level
sensor to the central body electrics
module and fusebox where it can slowly
cause havoc. The cure is to simply cut
the wires and insert a connector.
Headlamps use plastic lenses which
can become cloudy but are a satisfying
DIY proposition to restore, making a big
difference to the car’s appearance. Carefully
flat the lenses with fine wet and dry paper
before using a cutting compound and
then a wax polish to restore the shine.
Door locks are known to fail, early
signs being a door not locking/unlocking
from the remote fob. It’s sensible to
fix the problem before the lock motor
fails entirely as they often fail in the
locked position, but it’s straightforward
DIY and used motors are available.
While you’re working inside the doo or,
chec n
see
does ’
failin
par
E
By
litr

and problems were refreshingly few. The
coolant pippe runningg in the vee – or
the ‘valley’ - of the engine is known to
leak and shoul be replaced d er ight
ears but gets o ooked e
on the supercharged cars where the
sup
perchargger itself blocks the access.
Listen carefullyy to the supercharger and if
you hear a rattle or rumble from the ‘nose’
of th unit then budget for an overhaul
and have the work done before the excess
play in the unit damages the rotors or the
casing. You can buy a repair kit for the
bearings at around £150 or send the unit
away for an overhaul for under £400.
As for the 5-litre, the timing chain
tensioners can weaken, but chain noise
will alert you to the issue before it
becomes serious, while water pumps
can also rattle and then leak.
TRANSMISSION
All XFs are automatic, using the six-speed ZF
6HP for earlier cars and the eight-speed 8HP
for the post-facelift models which featured
‘Quickshift’ technology and the ability to
change non-sequentially when required. The
box needs an oil change at 30,000 miles and
a filter change (it’s part of the plastic sump)
is recommended every other oil service.
The differential has been known
to leak oil at the axle seals, but this
should be obvious from a quick
look under the back end.
Rather than a conventional mechanical
LSD, the XFR uses an active ‘E-Diff’
differential developed by GKN which uses
an ECU-controlled electric motor to operate
the locking of the differential and these can
fail. Fortunatelyy, it’s just the motor itself
which tends to fail and it can be replaced
with th he axle in situ once the exhaust
silencer and c ss b ce h en re oved.
January 2024 \ Jaguar World | 79
BUYING GUIDE
XF V8
If you hear a noise from the rear which
sounds like it might just be a tired wheel
bearing, be cautious as it may in fact be
a sign that the diff has been run low on
oil and the bearings have suffered.
INTERIOR
One of the XF’s design trademarks is the
dashboard vents which can be set to open
and close with the ignition, but the plastic
operating mechanism attached to them
can fail. The long-term fix is to set them
via the screen menu to stay open when the
car is turned off, thus ensuring they don’t
wear out. If one or more has failed, then
a used motor and vent is around £50. If
it’s just the plastic collar which has failed,
80 | Jaguar World / January 2024
then an improved repair part is around £11
per vent under part number C2Z31321.
BRAKES
It’s a conventional system, using sliding
calipers with the upgraded setup on the
5-litre models using a twin-piston design.
If the car pulls under braking or one wheel
seems hotter and more dirty with brake
dust than the other side, then suspect a
seized caliper. Seal kits are available but the
easiest replacement is a remanufactured
unit which comes in at under £150.
Jaguar specialists have found a number
of cars needing a replacement brake
servo, the clue being an unusually hard
pedal feel and the brakes dragging. A
used part is generally the solution.
SUSPENSION
The curved reaction arms at the front often
referred to as ‘banana arms’ can suffer
when the locating bushes wear, causing
imprecise handling and uneven tyre wear.
It’s a simple problem to solve though, with
a replacement arm including bushes at
around £90. A replacement lower arm is
similarly affordable at around £150, while
low-speed clonking over potholes and
speed bumps is likely to be the anti-roll
bar drop links which are around £20.
In traditional Jaguar fashion
worn rear wishbone bushes will
take the edge off the handling.
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BUYING GUIDE
XF V8

VALUES
Entry ticket to the XF V8 club is
surprisingly affordable: just £5000
buys you a naturally aspirated V8
from a retail forecourt, with much
the same money also netting the
supercharged SV8. The 5-litre cars
start from around £6000 for the non-
supercharged model, with the XFR
running from £8000 for a 2009 model
still hovering under the 100,000 mark.
The XFR-S is a step up, with the
cheapest examples at £24,000 although
most are still well under 70,000
miles. As for the Sportbrake, they
seldom come up but when they do, be
prepared to pay for the privilege. PW

TECH SPECS
MODEL 4.2 V8 5.0 V8 4.2 V8 s/c XFR XFR-S
ENGINE 4196cc 5000cc 4196cc 5000cc 5000cc
MAX POWER 294bhp 380bhp 410bhp 510PS 550PS
MAX TORQUE 303lb.ft 380lb.ft 413lb.ft 461lb.ft 502lb.ft
MAX SPEED 155mph 155mph 155mph 155mph 186mph
0-60 MPH 6.2secs 5.5secs 5.1secs 4.7secs 4.6secs
LENGTH 4.9m 4.9m 4.9m 4.9m 4.9m
WIDTH 1.9m 1.9m 1.9m 1.9m 1.9m
WEIGHT 1749kg 1780kg 1780kg 1780kg 1780kg

82 | Jaguar World / January 2024

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86 Our Jaguars
An ankle injury confines Walton
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OUR JAGUARS | CRAIG CHEETHAM
CRAIG CHEETHAM – CONTRIBUTOR
2002 X-Type
Cheap Jaguars are like buses. At least they are for Craig
Y
OU WAIT ages for one and then
two come along at once... if
you read my last Our Jaguars
instalment, you’ll have seen that
I picked up a perfectly decent S-Type
for buttons. As such, the very last
thing I needed was another cheap
Jaguar in need of some minor TLC.
It goes without saying, then, that
that’s what I’ve bought. It sort of all
happened by accident. I was in my local
garage paying for an MoT I’d had done on
another car, and I happened to notice an
Bargain X-Type now has an MOT – and it’s a genuinely straight and tidy example
86 | Jaguar World / January 2024
early X-Type in the corner of the forecourt.
It didn’t escape the garage owner’s notice
either, as he’d deliberately kept it back for
me. Sometimes, I have to accept that my
reputation precedes me.
Anyway, the story goes like this.
AE02 MKC had been with its previous
owners since 2007. Some 16 years of faithful
service later, and it was an uneconomical
MoT repair too far. A sad ending for a car
they’d loved and spent a small fortune on
over the years, backed up by a folder of
service history.
Alas, a rotten offside sill, hopeless
handbrake and corroded brake pipe
meant that the 2023 test was a big bill
too many, especially given that a more
modern and frugal alternative to the
X-Type held some appeal.
That’s where I came in. Russ and Jo, the
X-Type’s long-term owners, really didn’t
want their long-term faithful servant going
to scrap, so a nominal amount of cash
changed hands if I committed to getting
it back on the road (£150, so below scrap
value) and I did a deal with the garage to
sort the rest out ‘between jobs’. It took
a few weeks of waiting for slots, but a
none-too-horrific bill later saw AE02 MKC
returned to the road, with a new driver’s
side sill and rear brakes. Not too horrendous
when you consider the car is fast-
approaching its 22nd birthday, and in my
view was well worth doing as early X-Types
are few and far between these days.
It’s a decent car, too. There are jobs to do,
of course, but it’s no basket case. The two
priorities are a new downstream lambda
sensor to knock out the engine management
light (luckily, being a pre-2003 model, that
alone isn’t an MoT fail) and perhaps even

Cabin is generally pretty tidy, with only some minor wear to the driver’s seat really showing its age
Mini-XJ dashboard is still a work of art, while SE spec means cruise control and power-fold mirrors, among
other highlights
more urgently I need to sort the air con
and heater controls, or lack thereof. The
screen is dead, meaning the fan and the
heater are too, and while I’m pretty sure
the fault will be nothing more sinister than
a broken connection or fuse it’s getting to
that chilly time of year where a lack of heat
is an issue. Remind me that I said it’d be
an easy fix when I’ve got the dashboard in
pieces, won’t you?
Less pressing are a poor paint repair
on the nearside rear wing, where the
lacquer has gone off, a baggy headlining
and an ashtray lid that needs wedging
shut. Mechanically, it’s fantastic – fast,
OUR JAGUARS | CRAIG CHEETHAM
Heater and air con control panel doesn’t even light
up, so we suspect the fault is electrical rather than
mechanical
EML is on due to downstream lambda sensor
failure, according to Craig’s code reader. Sub-82k
mileage is genuine
Paint on passenger rear wing isn’t great, but isn’t a
huge priority at the moment
smooth and responsive, with typically sharp
handling and no unpleasant transfer box or Headlining has dropped in a couple of places –
again, a non-priority job
transmission noises. It’s a well-maintained
car and it shows.
After I’ve worked my way through the
snag list, I don’t know what I’ll do with it.
My black 3.0 X-Type is still in the naughty
corner with an undiagnosed ECU fault,
and seeing as I enjoy driving the baby Jags
so much it may well become my new daily
– a task currently being performed by my
bargain S-Type. One or the other will have to
go, but both of them need fixing first.
Oh well, it’ll give me something to write 2.5 V6 runs really well, and there are no unpleasant
about at least! noises coming from the transmission or suspension
January 2024 \ Jaguar World | 87
 PAUL WALTON

PAUL WALTON – EDITOR-AT-LARGE

2000 XK8 4.0

88 | Jaguar World / January 2024


Parked in Stamford when Paul had lunch with his brother
Paul heads through one of Milton Keynes’ many
roundabouts on his way to Bicester Heritage
This means from having lunch with my
brother and his partner at his new house up
the road in Stamford to dropping my son
off at a Peterborough United football match
and even doing the ‘big shop’, for over
three weeks I used the car as my every day
transport. Who knows what people thought
as they saw me climb awkwardly out before
limping away from such an exciting-looking
sports car; no doubt that I’ve injured
myself while rock climbing or kick boxing.
By the second week in November
not only was there a brief break in the
horrendous rain but my ankle was strong
enough for my first shoot in almost a
month. So I headed over to Bicester
Heritage in Oxfordshire to shoot Hangar
136’s gorgeous two-owner E-type Series
2 that’s featured elsewhere in this issue.
Although the route from my house
outside Peterborough that takes me
through the roundabout-filled horror
that is Milton Keynes, as the first time I’d
covered any serious miles since coming
home from Dorset in early October (see
the previous issue) it’s still fantastic to
The XK8 was even used for the weekly ‘big shop’
when the big boot swallowed the many bags
The XK8 parked outside Peterborough Utd after Paul dropped his son off to watch a match
OUR JAGUARS | PAUL WALTON
put my good foot down once again and
feel the car’s strong, majestic power.
Although now close to a quarter of
century old, what I continue to love about
my XK8 is unlike me it doesn’t feel its
age. From the cup holders in the armrest
to the fantastic stereo, the powered
windows to the steering wheel mounted
audio controls, it has everything I need.
There’s even a ten-disc changer in the boot.
Admittedly since I stream music from my
iPhone via a Bluetooth transmitter in the
cigarette lighter I no longer have ten CDs,
but at least I could play them if I did.
If there’s one thing I wish it had,
though: cruise control especially at the
moment. Although an option when my
car was new, the first owner decided
to go for the Motorola phone in the
armrest plus satellite navigation instead.
Admittedly these were both cutting edge
technologies 25 years ago but since I
can’t get the mobile to work and the sat
nav is fiddly to input and extremely out
of date when I do, they’re as useful as a
fax machine or VHS recorder is today.
A few days later the XK8 whisked me
the 80 miles to Birmingham’s National
Exhibition Centre for the Classic Motor
Show where I limped around the many halls
like someone who’d injured themselves
in a rock climbing incident. Or at least
that’s what I told people who asked.
October might have ended poorly but
having a genuine reason for driving my XK8
so often means much like my ankle is now,
November was a huge improvement.
January 2024 \ Jaguar World | 89
WORKSHOP

Replacing brake pipes

Find out what’s involved in replacing corroded brake pipes on a Jaguar
WORDS & PHOTOGRAPHY ROB HAWKINS

T
HE DREADED sign of corrosion show them being replaced on a Jaguar
along a brake pipe cannot be XF and X-Type, highlighting some of the
ignored and if it has gone as common issues that can arise. Remember TOOLS
far as weakening the walls of that brakes are an essential part of a vehicle, ■ Abrasive paper or file
the pipe, it could result in a fluid leak, so if you are new to making pipes and ■ Brake bleeder
so it should be replaced. The work bleeding brakes seek a second opinion ■ Brake cleaner
involved in replacing such a brake pipe from a qualified mechanic on anything you ■ Brake pedal depressor or length
can be straightforward, if you are lucky do. And the same goes for anything you are of wood
enough to only have a section that’s unsure about. ■ Brake pipe cutter
easy to access. ■ Brake pipe flaring tool
This isn’t always the case, and brake pipes ■ Brake pipe spanner
are often tucked away around subframes, DOING IT YOURSELF ■ Penetrating fluid
so their complicated shape means they are
difficult to remove and equally difficult to
Difficulty ■ Screwdrivers
re-create when making a replacement. Time required: 2+ hours ■ Spanners
To provide an overview of what’s involved On your own? Yes ■ Vice
in replacing brake pipes, the following steps

90 | Jaguar World / January 2024

 1 2

Corroded brake pipes are sometimes not so easy to spot, such as the one This corroded brake pipe on an X-Type is hidden out of view near the rear
shown here on the underneath of an XK8, which was only fully visible suspension, but is potentially close to springing a leak. It’s awkward to
once it had been released from its plastic clips access, which makes it hard to replace

3 4
In contrast, this short rusty length of steel brake pipe is part of a Replacing a section of brake pipe by detaching it at either end is the
flexi-hose on the front brake of an XF. It needs replacing and involves easiest approach and doesn’t require any flared ends to be made in situ.
the removal of the entire flexi-hose to fit a new one First, spray penetrating fluid over any connections

5 6
Carefully try to undo the brake pipe nuts at the ends of the pipe being Using two open-ended spanners (one to undo the pipe nut and the other
replaced. Avoid twisting the brake pipe or connection that isn’t being to grip whatever it’s connected to) helps to reduce the risk of twisting
replaced – if it breaks it too will need replacing any connections, but not the brake pipe

7 8

And this is what happens if a perfectly good section of brake pipe Once a brake pipe connection has been fully undone, carefully separate
becomes twisted. The flexi-hose on the right is being replaced, but upon the two and have a cloth or container ready to collect any brake fluid
undoing the connection to the pipe, it twisted and sheared that leaks out. This fluid is corrosive to paintwork

January 2024 \ Jaguar World | 91

 9 10

The dripping brake pipe can be stopped using a brake pedal depressor or If the connection on the end of a brake pipe is difficult to access, or you
improvising with lengths of wood wedged between the brake pedal and only want to replace a small section of brake pipe, then cut through the
driver’s seat. Avoid pushing the pedal fully to the floor pipe with a pipe cutter in a place that’s easy to access

11 12
Cutting a brake pipe at a pipe connection that needs to be undone The length of brake pipe that needs to be replaced may be secured
enables a socket or ring spanner to be fitted over it, instead of having to with plastic clips. Carefully release the pipe from these clips to avoid
use an open-ended spanner that’s more likely to slip damaging them – the new pipe will need to be secured by them

13 14
When extracting the brake pipe, avoid bending it out of shape – you will Measure the length of pipe to be replaced. If it has several bends in it, use
need to use its shape to make a replacement pipe. However, it may have a length of string or wire to find out how long it is. Accuracy is essential
to be cut in two to extract it, or it may break – too much or too little may prove difficult to fit

15 16

Measure a new length of brake pipe, making sure you have the correct Tidy up the cut end of the brake pipe to help make it easier to create a
diameter of pipe, then carefully cut it with a pipe cutter. Avoid crushing flared end. Use abrasive paper or a file to clean the outside of it. Some
the pipe as you cut through it brake pipe cutters have a tool to clean the inside

92 | Jaguar World / January 2024

 WORKSHOP

17 18

If you are making a new brake pipe connection on the vehicle, the cut Check which type of pipe nuts need to be fitted, then feed them
end of the existing brake pipe will also need to be cleaned prior to over the replacement brake pipe along with any other items that are
making a flare. Abrasive paper, or even a flap wheel can help required, such as the rubber grommet shown here

19 20
Use a brake flaring tool to create the flared end in the brake pipe. If a flared end is being made in situ on the vehicle, this isn’t as easy as
Afterwards, check the flared end sits neatly inside its pipe nut to ensure using a flaring tool that can be secured in a vice. However, there are a
a flush fit and less risk of a brake fluid leak number of flaring tools available for this job

21 22
Once the ends have been flared for a replacement section of brake pipe, Use round objects to help bend the replacement brake pipe to shape.
it’s time to bend it to shape. Use the old brake pipe as a guide to create This will reduce the risk of kinking the brake pipe, which will restrict the
the same bends in the new one flow of brake fluid

23 24

Fit the new brake pipe onto the vehicle, carefully manoeuvring it into Finally, once the brake pipe has been fitted and secured, bleed the brakes.
position. It may help to bend it further to shape using something round, It may be necessary to bleed the entire braking system to remove the air
such as a socket. Secure the pipe connections inside the replacement brake pipe

January 2024 \ Jaguar World | 93

QUESTIONS AND ANSWERS
F-Pace seat upgrade
Q
I am a long-time subscriber and
look forward to each issue. I
have a 2017 F-Pace Prestige
with the V6 engine, which I find to be
awesome. My problem is, I swapped
out the original black interior for a red/
black version out of a 2019 S model.
The passenger power seat works fine,
but the driver’s seat won’t budge.
I have tried different seat modules
and switchpacks and have had two
authorised Jaguar dealers and a Jaguar
specialist shop look at it.
All stated it couldn’t be done
because the car was built for 10-way
seats, and the new seat is a 14-way
seat. I am quite handy electrically but
don’t want to damage anything. Also,
with the new seat, the airbag light is
on. Does this mean the airbags won’t
94 | Jaguar World / January 2024
Jaguar World's
technical advice service
work if needed? Incidentally, I am in
the USA.
Bob Bentley
A
Programming modern Jaguars
can be a nightmare. Because the
seats have airbags in them, load
sensors to inform the restraints module
of passenger weight, and position sensors
to inform of an occupant’s distance from
an airbag. They are as much a part of the
safety system of your car as the brakes
are. Therefore, you can understand the
reason the manufacturer doesn’t want
you ‘messing’ with the software!
Obviously, anything is possible in the
world of advanced technology – after
all, someone designed the systems in
the first place. However, this is a talent
way beyond the capabilities of most
Edited by Ray Ingman
dealers and independent specialists.
So first, you must find someone
who has ideally done this type of
modification before or is prepared to
spend the time to see it through.
It is possible that second hand
modules will not work on another
car, as they are often coded to their
original application. Most will only
accept the original modules or ‘like for
like’ factory replacements.
If the seats are identical in shape, a
professional trimmer could transfer
the covers from the replacement seats
to the frame of your original seat
to ensure a matching interior with
functional driver’s seat.
One thing we can say for sure is that
if the air bag light is on, the air bag will
not deploy –beware!

TDVi Harshness
Q
My X350 XJ has always been
a little noisy since I bought it
from a main dealer just many
years ago. It was MoT’d before I took
delivery and it passed with no advisory
notices – as indeed it has every year
since. I thought I was imagining
a problem that did not exist.
However, every road test and buyer’s
guide I read tells me the X350 diesel is
very smooth and quiet, to the extent
that cannot tell that it is a diesel. Mine
is certainly not noisy but at tickover
and when travelling at low speed
there is no mistaking the diesel engine
under the bonnet. The engine sounds
harsh at low speeds, and at tickover,
with a slight vibration which can be
felt through the steering wheel and
the brake pedal. That said, the engine
pulls smoothly, and runs evenly.
We recently travelled in a diesel VW
taxi on route to our holiday destination
and, at low speeds, it was quieter than my
Jaguar, so I do believe I have a problem!
A little online research suggests that
there may be a fault with the active
engine mounts. A main agent has
quoted over £1200 to change them
and the specialists I’ve spoken to are
unable to help so I’d like to look into
this myself. So, as to my questions:
Do you think my assumption that there
is a fault with the mounts is correct, or
can you suggest another possible cause
of the harshness? The manual speaks of
exhaust system neutralising, but I suspect
this is a red herring as the noise often
seems to get louder a couple of seconds
after starting which suggests to me that
something electrical may be involved.
Do you know of a way of testing these
mounts? (I have an AutoEnginuity PC
interface and am willing to invest in the
Jaguar enhancement if it would help)
The workshop manual suggests that
changing the mounts is easy but mentions
the use of a special tool to support the
engine, but is it possible to utilise a
jack or two to facilitate the change?
And finally, are there any issues with
using mounts from a breaker, or, as they
seem to be as common as hen’s teeth,
Send your technical questions to jwm.questions@kelsey.co.uk
JW would like to thank Martin Pike of Classic Engineering, (01992 788967)
Painting Classic Cars (01323 885123)
is it possible to replace them with a
non-active mount. Would those from an
S-Type 2.7 fit, and if so, would they be
any better than a faulty active mount?
Morris Stanley
A
Firstly, to consider your initial
suspicion, the engine mounts:
they do have a diagnostic facility,
so inevitably we advise code reading
before any other consideration.
The codes will only reveal an electronic
fault, but visual inspection will expose
leaking hydraulic oil caused by split
internal diaphragms. The mounts are only
operational between 600rpm and 900
rpm (they obtain a speed signal from the
ECU), so a simple test is to disconnect
and reconnect the mounts electrically to
detect any change in the quality of the
vibration you have perceived. Any variation
will indicate the mounts are working.
Jaguar specialists report that failure is
a rare occurrence, so if they need to be
replaced, second-hand units from the
likes of Eurojag (www.eurojag.com; 01325
722777) are a sensible alternative. There is
no viable non-active option, or indeed any
aftermarket source of supply. Active S-TYPE
mounts are identical to the X350 units.
To tackle the task yourself, we would
advise investing in an engine support
beam, which can be obtained economically
from suppliers like Sealey or Machine
and Tom Lenthall of Tom Lenthall Ltd (0118 9731614)
QUESTIONS AND ANSWERS
Mart and is a rather safer proposition
than balancing the engine on a jack
with the inherent risk of trapping your
hands beneath the powerplant!
It’s also worth inspecting the conventional
rear engine mount, which can degrade
due to gearbox oil leakage, allowing it to
transmit harshness through the bodyshell.
It is entirely possible that another malady
is either the source of, or contributing to,
your frustration. One of the more common
faults is the catalysts audibly ‘blowing’
exhaust gas on the (apparently) flexible
sections adjacent to the manifold and also
at the turbo flange. The noise can vary
with engine temperature, as the split can
open and close with heat expansion. The
‘apparent’ flexy section is in fact a solid,
gauze-covered expansion pipe, so leakage
will be evidenced by black soot staining
the outer gauze surface. Large splits
will allow fumes to enter the passenger
compartment; however, a blocked
pollen filter can mask this symptom.
It’s worth attempting welded repairs,
as new cats cost around £800 per side.
Also check for exhaust leakage on the
EGR pipework bridging the inlet and
exhaust manifolds. Finally, if still clutching
at straws – inspect the propshaft for
missing balance weights and check
the tyres both for balance and any
constructional irregularity, such as small
bulges on the tread or sidewall surfaces.
Keith Parrington of
January 2024 \ Jaguar World | 95
WORKSHOP
Fitting LED dashboard bulbs
Using upgrade kits from Better Car Lighting, we follow classic Jaguar
specialist Ken Jenkins changing some of the dashboard bulbs on a Mk8
WO R D S & P H OTO G R A P H Y
R O B H AW K I N S
T
HE DASHBOARD warning lights
and the bulbs that illuminate
the switches and instruments
in most classic Jaguars can be
upgraded for brighter LEDs without
spoiling the originality of the vehicle.
In many cases, the new LEDs are a
straightforward swap, requiring no
wiring modifications.
We asked independent classic Jaguar
specialist Ken Jenkins whether we could
upgrade some of the bulbs on his Mk8
using a couple of kits from Better Car
Lighting. This vehicle has been converted
to negative earth electrics, but still has a
dynamo to recharge the battery.
The following steps start with the
dashboard lighting, which is the simplest
upgrade. Typical of many classic Jaguars,
this lighting consists of four bulbs mounted
underneath the dashboard top. Each bulb
DOING IT YOURSELF
Difficulty
Time required: 2-3 hours
On your own? Yes
96 | Jaguar World / January 2024
has a blue-coloured cover, which can turn
opaque over time due to the heat from the
bulb. Fortunately, the LED upgrade kit from
BCL includes blue LEDs, so the covers are
no longer required.
Some dashboard lighting has a two-stage
dimmer switch, allowing two levels of
illumination. BCL includes a conversion for
this in the kit, which consists of replacing
the original resistors with a single one. In
our case, we didn’t have this two-stage
dimmer on the Mk8.
The warning lights that can be changed
to LEDs include those for the indicators,
ignition (it also illuminates if the battery
isn’t being recharged), main beam and
low fuel level. We’re covering the
warning lights for the indicators and
ignition, which both require the dashboard
fascia to be removed. BCL explain that
TOOLS
■ Bradawl
■ Contact cleaner
■ Long-nose and ordinary pliers
■ Multimeter
■ Penetrating fluid
■ Screwdrivers
replacing the ignition LED can switch
off the charging circuit because it’s a
common fault on standard vehicles if
this bulb fails. After fitting the LEDs, we
measured the voltage across the battery
with the engine running several times and
found it was being recharged. However,
it’s worthwhile following BCL’s advice and
fitting a resistor to the live wire for the
ignition warning light, which will help to
avoid this problem.
THANKS TO
Ken Jenkins Classic Jaguar
Specialist
Unit A
Holme House Farm
Owday Lane
Worksop S81 8DJ
01909 733209
www.ukjag.co.uk
Better Car Lighting
0121 773 7000
www.bettercarlighting.co.uk
Dashboard lighting BA9ES LEDs in ice blue
(eight LEDs with optional resistor): £71.99
including VAT (standard colours start at
£41.99 including VAT) Warning light LEDs:
£41.99 including VAT
 1 2
We decide to tackle the blue-coloured dashboard lighting first, which consists Ken Jenkins has a spare dashboard light unit in stock, so we can see how
of four Edison bulbs with blue covers fitted underneath the dashboard. The it works and how to fit the new LED bulbs from Better Car Lighting. They
blue covers can turn opaque and cost up to £20 each to replace have the same screw thread and look straightforward to fit

3 4

On the Mk8’s dashboard, the blue covers are a little awkward to remove. Some of the original bulbs are a little difficult to extract and in one case,
Some of them may not have been removed since they were originally fitted, the glass breaks, leaving the metal body behind. Luckily, there’s room to
but eventually the plastic body of each one can be gently twisted and released squeeze long-nose pliers in to help undo the remains

5 6
Each LED bulb is very straightforward to screw into its bulb holder on the The blue covers that were originally fitted over the standard bulbs do not
underside of the dashboard. The lighting must be switched off when fitting need to be refitted because the new LEDs will only glow ice blue. Those
these bulbs – they can get damaged if fitted with the lighting switched on covers sell for between £10 and £20 each second-hand

7 8

We test the new lighting by pulling out the switch labelled Panel LT to Looking underneath the dashboard, the blue LEDs can be seen. The
the right of the speedometer. The illumination is the correct colour and original map-reading light in the centre (shown in our photo) still works
sufficiently spread across the instruments and, in this case, lights up with the dashboard lighting

January 2024 \ Jaguar World | 97

 WARNING LIGHTS

9 10
The dashboard fascia needs to be removed to be able to replace the warning Ken’s apprentice Giulio carefully releases each switch cover, noting where
lights. We release all the covers for the switches. Using a bradawl, there’s a they were fitted to ensure they are refitted in the correct order. Ken
small pin to push in. It can be seen on the side of each switch cover warns that the covers are usually brittle and can easily break

11 12

Once all of the switch covers have been released, there are a couple of The dashboard fascia panel is now loose and can be carefully removed.
screws that need to be undone to release the dashboard fascia panel. These The cigarette lighter doesn’t need to be extracted and there’s no wiring
are located near the top corners of the panel and can be undone by hand attached to the panel, so it’s all straightforward

13 14
We can now see the instruments and a couple of warning light bulbs for We start with the indicator bulb, spraying penetrating fluid around it because
the indicators and the ignition/charging circuit. There’s also a small bulb it seems to be seized into the holder. Just like the dashboard bulbs, there’s
(main beam) inside the speedometer that can be changed for a blue LED the risk of the glass breaking and leaving the remains of the bulb behind

15 16
The indicator bulb still won’t budge, so we decide to remove the bulb We can’t fully remove the bulb holder because it’s attached by its wiring,
holder to be able to grip it. The bulb holder is secured with a couple of but we can pull it out a little to be able to hold it and try unscrewing the
flatblade screws, which are luckily easy to undo bulb. This helps and the old bulb is undone and removed

98 | Jaguar World / January 2024

 WORKSHOP

17 18
The replacement LED bulb from BCL has a green collar, so it’s easy to Moving on to the red ignition bulb, we’re not so fortunate undoing it and
identify inside the kit. After fitting it into the bulb holder, we switch on the glass part of the bulb breaks. There’s no space between the body of
the ignition and indicators to test it. The LED flashes green the bulb and the holder to grip the remains with long-nose pliers, but…

19 20

…technician Dan at Ken Jenkins comes to the rescue with a pair of long- The thread of the bulb holder looks clean, but we decide to spray a little
nose pliers, manoeuvring them inside the remains of the bulb, then contact cleaner inside. LEDs are more susceptible to bad earths and poor
forcing them out to unscrew the body of the bulb connections than the original bulbs

21 22
The LED with the red collar is carefully screwed into the bulb holder, then BCL recommends fitting a resistor to the red LED’s live connection because
we switch on the ignition to check it illuminates. Next, we run the engine it can switch off the charging circuit. We test the battery several times
and check it goes out to prove the battery is recharging with the engine running and it’s charging, but will follow BCL’s advice

23 24

We’ll need to fit that resistor but, for now, decide to reassemble the The switch covers are carefully refitted in their original positions. Notice
dashboard. First, we fit the fascia panel in position and test the two the small pin in our photo, which needs to be pushed in to allow the cover
warning lights with the original red and green covers fitted to be fitted, but also needs to be lined up with the hole in this cover

January 2024 \ Jaguar World | 99

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From the
archives
Snapshots from
Jaguar history
We wind the clock back to 1956 this month
with a shot first published in the Coventry
Telegraph showing Jaguar engines under
test. At this time, engine production
still took place at the Browns lane site,
although it would later be transferred to
the former Daimler facility at Radford.
Naturally, the engines in shot are XK units,
each having been attached to its gearbox
before being mounted on a Froude ‘water
brake’ dynamometer. Here an exhaust
extraction pipe was added as well as fuel
supply and an external oil pressure gauge,
with the engine plumbed into an external
radiator on the dynamometer, itself cooled
by a fan shrouded in mesh. Curiously, some
engines were run on petrol, but some were
run on town gas using a special carburettor.
Each engine was subject to a surprisingly
rigorous test: having first set the idle speed and
ignition timing, it was run for up to two hours
at 2000rpm before having the sump removed
and flushed out before refilling with fresh oil
and checked again. The full test took some
four hours and engines recording a maximum
power output below spec were rejected.
After a successful test, the engines
were sprayed with lanolin wax to
protect the decorative cam covers
during their onward transit to final car
assembly and then their first owner.
The test would later be reduced to
around 40 minutes in the 1970s, by which
time engine production had moved to
the former Daimler site at Radford.
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117303
JAGUAR XK8
1997, 66000 miles, £8,995. Jaguar XK8
convertible in excellent condition. FSH, MOT until
September 2023. Low mileage validated by MOT
and service record. Cream leather upholstery
in near perfect condition as is the bodywork.
No underbody corrosion. Located Lymington
Hampshire. Call 07766240841. Please call
07766240841, South East.
119179
OR FIND YOUR NEXT!
 Chiltern
Jaguar Specialists
Tel 01442 833311
Open Mon -Fri 9.30am- 6pm,
Sat 9.30-5pm, Sunday by appointment
Unit 1 and 2 Independent Business Park,
Mill Road, Stokenchurch, High Wycombe,
Buckinghamshire, HP14 3TP Jct5 M40

2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr
11,000 miles, 8" touch screen, Metallic paint, Heated front seats,
Bluetooth telephone connectivity, Auto high beam, InControl
remote premium, Lane departure warning system, Ambient interior
lighting, Rear, Rear parking aid, Front parking aid..................£35,995
2009 Jaguar XKR 5.0 V8 Convertible 2dr Petrol Auto Euro 5
(510 ps) 35,000 miles, 20in nevis alloy wheels, aluminium veneer,
cruise control & speed limiter, Dark oak veneer, hood- beige,
Leather steering wheel, R Performance Aerodynamic Pack, DAB
Digital radio....................................................................................£25,995
2010 Jaguar XK 5.0 V8 2dr Auto
74,000 miles, Bluetooth wireless phone connectivity, DAB
Digital radio, Jaguar 525W premium sound system, Clock, DVD
Satellite Navigation with 7" colour display
.................................................................................................. £17,995

2014 Jaguar F-Type 3.0 V6 S Auto Euro 5 (s/s) 2dr
20in alloy wheels - black tornado, premium leather with premium
leather interior, jaguar super performance braking system with red
calipers, Rain sensing windscreen wipers, Sports suspension, centre
console - dark hex aluminium with s graphic ...................................£39,995
2014 Jaguar XK 5.0 Supercharged V8 Dynamic R 2dr Auto
20in alloy wheels - vortex, Control, Adaptive restraint technology
system, seats - memory function with 3 settings - exterior mirrors and
steering column, telephone pre-wiring with universal Connector ........
............................................ £39,995
2005 Jaguar XKR 4.2 Supercharged 2dr Auto
Alarm, 18' Alloy Wheels, Climate Control, Driver Information System,
Cruise Control, Automatic Headlights/Wipers 'on', Reverse Parking Aid,
Twin Trip Computer, Xenon Headlights and Autolevelling
.......................................................................................................................£13,995

2006 Jaguar XK 4.2 V8 2dr Auto
72,000 miles, convertible, automatic, bluetooth wireless phone
connectivity, navigation system with touch screen, reverse
parking aid, speed sensitive power steering, body colour
bumpers......................................................................................£15,995
2008 Jaguar XKR 4.2 Supercharged V8 2dr Auto
Aerial integrated into rear boot spoiler, 10 way electric front
seats including lumbar support, Intrusion sensing and
inclination sensing, Body colour electric adjustable heated
door mirrors ................................................................................£19,995
2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto
reverse park camera with guidance, Bi-Xenon cornering headlamps
with auto levelling and pressure washers, Trip computer with
message system, 20in nevis alloy wheels, Leather steering wheel
with contrast stitching .. ................................................................. £23,995

2004 Jaguar XK8 4.2 2dr Auto
74,000 miles, Alarm alloy wheels (17in), Computer (driver
information system), Cruise Control, Electric windows (front/
rear), In-car entertainment (radio/cd autochanger), Upholstery
leather, Front cupholder .........................................................£14,995
2010 Jaguar XKR 4.2 V8 Auto 2dr
57,000 miles, Black Metallic, Ivory luxury leather, Electric windows
(front), Cruise control, Climate control, Adjustable steering column,
Air bag driver, Air bag passenger, Air bag side, Alarm, Central door
locking, Immobiliser, Keyless entry .............................................. £19,995
2013 Jaguar XK 5.0 V8 Portfolio 2dr Auto
46,000 miles, Automatic headlights + automatic windscreen
wipers, bowers and wilkins 525w surround sound system, electric
windows - front with one touch open and close-anti trap, Heated
front windscreen .......................................................................... £27,995

AA Approved
Dealer
All cars sold with:
• Full MOT
• Full Service
2009 Jaguar XK 5.0 V8 Portfolio Auto Euro 5 2dr 2018 Jaguar E-Pace 2.0d 5dr 2WD 2002 Jaguar XK8 4.0 2dr Auto
101,000 miles, 20in kalimnos alloy wheels, burr 50,000 miles, 17in alloy wheels, 2-zone climate Climate Control Trip Computer electric windows
• Pre-delivery inspection
walnut & leather steering wheel, DAB Digital radio, control, LED headlights & tail lights, Lane keep (front) seats electric (driver), Heated front screen 36 month parts and labour warranty
cruise control & speed limiter, Tyre repair kit assist, intrusion sensor, Voice control system with wood/leather steering wheel & gear knob classic available on all Jaguars
...........................................................................£10,995 5in display with instrument panel ................ £15,995 leather pack, Rear parking sensors ............ £12,995

www.chilternjag.co.uk
MOTORFREE ADS
JAGUAR XK8
2002, 124000 miles, £6,600. Well looked after
and maintained in great condition. Finished in
Zircon blue and ivory interior. Comprehensive
Jaguar service history. MoT Sept. 4 new tyres
and refurbished alloys. New radiator and
windscreen. Dinitrol corrosion protection.Please
call 07377329726, Wales.
119391
JAGUAR XJS
1986, £29,995. The car has been superbly
maintained and this is evident when driving. The
V12 engine is super smooth with excellent oil
pressure, the automatic gearbox feels perfect and
the car drives totally correct. Power, acceleration
and performance is something special and with its
cabriolet roof, is perfect for summer touring on the
Continent with reliability and high performance in a
classic shape. The XJS also presents in first class
order with excellent paintwork and bodywork, and
a lovely Grey leather upholstery. The Speedline
alloys and Black Cabriolet targa top hood are also
in very good order. This really is a true collectors
piece and with low mileage XJS cars really
pushing on in value, this quite unique car offers
collectors and Jaguar enthusiasts something very
special. Please call 01944 758000, Yorkshire and
the Humber. (T)
119315
FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!
JAGUAR XK120 JAGUAR XJ
2004, 63300 miles, £5,350. 3 litre V6 Petrol. A
£109,995. The original rebuilt engine is set up
perfectly and runs superbly with excellent oil fabulous car, automatic with sports mode. The
pressure, the five speed gearbox enhances the
driving experience and with improved brakes car is silky smooth, platinum silver beauty, with
and excellent road holding, the XK feels truly
full leather interior and wood capping’s. The car
outstanding on the road. The chassis is super
clean and well presented, the bodywork incredibly has alloy wheels, radio CD player and cassette
straight with a beautiful aged paint finishAlthough
many years on since rebuild, it looks very fresh, player. The air/con is ice cold making this a very
sharp and is without a fantastic example ideal for
nice place to pass the time away. The underbody
regular use. Coming with a Heritage Certificate,
handbook, rebuild photo record. Please call 01944 is extremely clean. The car has been fully serviced
758000, Yorkshire and the Humber. (T)
119331 and a new battery fitted. Please call 01491-
680286, South East.
JAGUAR XJ8 120854
JAGUAR XJ6
1997, 66000 miles, £11,950. Stunning August
1997 XK8 convertible, five owners FSH which
validates mileage as does the MOT history.
Immaculate bodywork with no corrosion following 2004, 104000 miles, £2,995. Car is sound and
minor restoration by specialist classic car restorer
2021. Serviced and MOT’d September 2022. runs well but needs a bit of TLC. An ideal car for
Cream leather upholstery unmarked, hood in
a Jaguar enthusiast. Please call 01756 748200,
as new condition, alloy wheels unmarked, boot
unmarked and spare wheel unused. Please call Yorkshire and the Humber.
07766240841, South East.
119180 120867
OR FIND YOUR NEXT!
JAGUAR XJ6 JAGUAR E-TYPE JAGUAR E-TYPE

1969, £59,995. Straight body with a beautiful paint

2004, 82000 miles, £8,000. Ex-VIP Royal
protection. Charles and Camilla wedding. Regular
service. No problems. MOT, D. Please call
07707015144, Scotland.
121019
finish, bright chrome and now an exceptional, first
class engine bay. The Beige leather upholstery
has delightfully aged and is lovely throughout and
the car drives superbly with an excellent strong 1962, 10009 miles, £169,995. Series 1 Roadster
fit engine holding impressive oil pressure. The
E-Type is smooth, powerful, is particularly quiet 3.8. Petrol, Manual, Old English White. Retaining
and handles, steers and brakes superbly having its original colour combination of Old English
had the more recent front-end refurbishment
work. This is a superb opportunity to purchase a White (Cream) with a contrasting biscuit interior
fabulous, tight driving E-Type ideal and capable of and black hood and hood bag. Please call 01798
long distance touring. Please call 01944 758000,
874477, South East. (T)
Yorkshire and the Humber. (T)
119336 116675

WIRE WHEELS
FOR
GROUP
CLASSIC JAGUARS
7.5% DISCOUNT ON THESE PARTS WITH OUR PRIVILEGE ACCOUNT - 12 MONTH MEMBERSHIP £20 UK / £25 NON-UK

7.5% Off* 7.5% Off* 7.5% Off*

SILVER PAINTED WIRE WHEELS CURLY HUB WIRE WHEELS FLAT HUB WIRE WHEELS
CURLY HUB OR FLAT HUB STAINLESS STEEL OR CHROME STAINLESS STEEL OR CHROME
Part Number Finish Size Hub Description
C14802SILVER Silver Painted 15 x 5 Curly Hub Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more
C14802 Chrome 15 x 5 Curly Hub Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more
C14802SS Stainless Steel 15 x 5 Curly Hub Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more
C14802/6SP Silver Painted 15 x 6 Curly Hub Competition or Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more
C14802/6 Chrome 15 x 6 Curly Hub Competition or Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more
C14802/6SS Stainless Steel 15 x 6 Curly Hub Competition or Jaguar E-Type / XKE Series 1 / MKI / MKII / S-Type / 420 & more
C14802/61/2 Chrome 15 x 6.5 Curly Hub Jaguar E-Type Series 1 / XKE
C14802/61/2SS Stainless Steel 15 x 6.5 Curly Hub Jaguar E-Type Series 1 / XKE
C28044SP Silver Painted 15 x 5 Flat - Easy Clean Jaguar E-Type / XKE / S-Type / 420 & more
C28044 Chrome 15 x 5 Flat - Easy Clean Jaguar E-Type / XKE Series I & II / S-Type / 420 & more
C28044SS Stainless Steel 15 x 5 Flat - Easy Clean Jaguar E-Type / XKE Series 2
C28044/61/2 Chrome 15 x 6.5 Flat - Easy Clean Jaguar E-Type / XKE Series 2
C28044/61/2S Stainless Steel 15 x 6.5 Flat - Easy Clean Jaguar E-Type / XKE Series 2
C28044AM/6SP Silver Painted 15 x 6 Flat - Easy Clean Jaguar E-Type / XKE Series 2
C28044AM/6 Chrome 15 x 6 Flat - Easy Clean Jaguar E-Type / XKE Series 2
C28044AM/6SS Stainless Steel 15 x 6 Flat - Easy Clean Jaguar E-Type / XKE Series 2
C33762 Chrome 15 x 6 Flat - Easy Clean Jaguar E-Type / XKE Series 3 V12
C33762/SS Stainless Steel 15 x 6 Flat - Easy Clean Jaguar E-Type / XKE Series 3 V12
XW5784C/3-TL Chrome 16 x 7 Flat - Easy Clean Jaguar E-Type / XKE Series 3 V12
BXW715 Chrome 15 x 6.5 Curly Hub Jaguar XJ-series (pre-1994)
C12436 Chrome 16 x 6 Flat - Easy Clean Jaguar XK120 XK140 XK150

www.martinrobey.com | info@martinrobey.co.uk | +44(0) 2476 386 903 | All prices include vat. All prices subject to change without prior notice | HP024-21-1

TO ADVERTISE VISIT: OR EMAIL:

WWW.MOTORFREEADS.CO.UK CARS@KELSEYCLASSIFIEDS.CO.UK
MOTORFREE ADS
JAGUAR S-TYPE
2001, 55000 miles, £2,500. Jaguar S Type in
blue. Registered 2001. Excellent condition. 12
months MOT. Full service history. Please call
07914389236, Yorkshire and the Humber.
119308
JAGUAR S-TYPE
2006, £8,495. Jaguar S type R. In grey, 77,500
miles from new; MOT till March 2023, full-service
history. A1 Condition. Please call 07914389236,
Yorkshire and the Humber.
117873
JAGUAR XJ6
1986, £5. Jaguar XJ6 and Sovereign Haynes
workshop manual. Postage not included. Please
call 01724840026, North East.
117842
FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!
JAGUAR XJS CONVERTIBLE
1995, 89000 miles, £10,995. 4 litre petrol,
automatic, in rose bronze with a cream leather
interior. Left hand drive. Full history new MOT,
Heritage Certificate. Drives beautifully, must be
seen. Please call 07931 360396, North West.
120893
JAGUAR S-TYPE
2006, 89000 miles, £2,500. 3.0 V6 XS Limited
Edition,black with black leather, 2 owners, low
mileage with Full Service History, MOT with
no advisories, excellent condition. Please call
07714263355, Scotland.
118993
JAGUAR S-TYPE
1965, £49,995. The underside is beautifully
presented and is exceptionally clean, the
bodywork and paintwork stunning with excellent
straight panels and a gleaming finish. Door fits
and gaps are top class, the body as good as you
could ever expect. The chrome is first class, the
engine bay and boot show standard with tools
and tool kit present. Please call 01944 758000,
Yorkshire and the Humber. (T)
119334
JAGUAR MK 10
POA. Jaguar Mk10/420G parts for sale. Doors,
bonnets, bootlids, fueltanks, interior parts,
seats, wood, ashtrays tables etc. Call with your
requirements. Please call 07931 360396, North
West.
117887
JAGUAR MK II
POA. An original 1962 Jaguar 3.4 manual overdrive
car in excellent all round condition restored 5 years
ago that has benefited from the dry South African
climate with a very sound body. The Mk 2 will be
arriving in the UK (Castle Donnington) in April this
year and road legal licensed and MOT inspected
for UK roads. Please call 027 835370441, East
Midlands.
117936
JAGUAR XJS
1989, £23,995. The Jaguar presents superbly
with a stunning paint finish, impressive brightwork
and an excellent straight bodyshell. The original
upholstery is impressive and is exceptional for
over 30 years old. Please call 01944 758000,
Yorkshire and the Humber. (T)
119361
OR FIND YOUR NEXT!
JAGUAR XK140
POA. A original RH hand classic, with a Jaguar
Heritage Certificate, detailed in the XK Southern
hemesphere book with a comprehensive history,
returning home to the UK (Castle Donnington) April
2023. Please call 027 835370441, East Midlands.
117935
JAGUAR 420 S-TYPE
1967, 72500 miles, £16,950. 4.2 L, 245bhp,
independent rear suspension, rare manual
transmission with overdrive, power steering,
opalescent silver-blue metallic, black leather,
factory wire wheels, factory radio with retractable
electric ariel, electric choke, engine rebuilt, recent
new clutch hydraulic system, partial stainless
steel exhaust, new downpipe, recent work to
carburetors, brakes and cooling system. Excellent
condition, once owned by a celebrity who featured
it in Classic Car magazine [copy included]. Please
call 07921 712289, Scotland.
121116
JAGUAR SOVEREIGN
2000, 164000 miles, £5,000. Grey Sovereign
XJ8, Excellent Condition, Brand New Battery, All
Black Leather Interior.The professional image
shown with the building behind it was at a Jaguar
Rally it is the same car for sale. Please call
07563739899, East of England.
117241
TO ADVERTISE VISIT:
WWW.MOTORFREEADS.CO.UK
JAGUAR 420G
1969, 13776 miles, £29,995. JAGUAR - 420 -
1969. Launched in 1966, the 420 was the final
incarnation of Jaguar’s amazingly successful
medium-sized saloon line that had commenced
way back in 1955 with the MK1. Possessing
superior handling and greater range.Please call
07795672702, Yorkshire and the Humber.
118692
JAGUAR S-TYPE
1969, £2,000. 3.4 automatic transmission needs
welding in the usual places. Tax and MOT exempt.
Black leather seats. Please call 07856 896019,
East Midlands.
121125
JAGUAR XK
2009, 81000 miles, £17,350. 2009, 59 plate, (first
reg Dec 2009), .5.0l, Convertible Portfolio. Azure
Blue metallic with Ivory hide. Figured ebony dash
wood trim.2 Previous owners. Full vehicle history.
MOT. Beautiful condition. Dry garaged.07724
492318. Please call 07724 492318, Scotland.
117783
OR EMAIL:
CARS@KELSEYCLASSIFIEDS.CO.UK
JAGUAR XKR
£29,500. XKR convertible 2005 white badge
carbon edition. UK original condition. Very low
mileage only 18600 miles from new. 12months
M.O.T when sale agreed. Please call 01513
272353, West Midlands.
117948
JAGUAR XJ6
1993, 96962 miles, £3,995. This car is in
excellent condition. The paint colour is metallic
oyster and has beige leather upholstery. Many
renewed parts: fuel tank, filter, new fuel pump
and wiring, new battery, new alternator, fuse
box, door locks, both sills with stone chip finish
are new. Headlining is also new. Please call
07999418267, North West.
121138
JAGUAR E-TYPE SERIES I
1967, £87,995. 4.2 FHC. This matching
numbers E-Type is in opalescent maroon with
black trim and whilst officially a Series 1 4.2
FHC, it is within the Series 1.5 chassis number
series explaining its open headlight bonnet.
Please call 01944 758000, Yorkshire and the
Humber. (T)
121206
MOTORFREE ADS
JAGUAR XK120
1953, £99,995. Cosmetic work includes new
wheels, £7500 of work with Suffolk and Turley
to include a full re-trim to include a new mohair
hood in 2006, various bodywork and paintwork
plus re-chroming to keep the car looking
incredibly sharp. Please call 01944 758000,
Yorkshire and the Humber. (T)
117292
JAGUAR MK II
1963, 4311 miles, £8,000. Jaguar MK II
3.8 1963. Custodian for 15 years. Upgrades:
complete professionally rebuilt engine. New
clutch. Kenlowe fan. Stainless Exhaust. Please
call : 07871924318. Please call 07871924318,
East of England.
120738
FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!
JAGUAR MK II
1968, 40400 miles, £27,500. This 1968 MK2,
Jaguar 340 Sports Saloon in British Racing
Green, was supplied new with Factory Fitted
Overdrive, Power Steering, Disc Brakes, Chrome
Wire Wheels and Heated Rear Window. Please
call 07980928072, South West.
120789
JAGUAR XK150
XK150. XK150S Roadster. This is a genuine “S”
with a “T” prefix chassis number, not an SE
model with triple carbs as many are. Excellent
car. Was LHD 3.4 is now a RHD 3.8 with the
correct cylinder head. This is a very correct car
with the original chassis, which has never been
damaged or welded. Please call 01909733209,
East Midlands.
116451
JAGUAR XK150
POA. XK150S 3.8 Fixed head coupe late car.
Genuine RHD car, a real time warp!! Chassis
number: T 825224 DN. Indigo Blue with Grey
Leather. Very original low mileage car. Matching
numbers, Has not been restored, but has been
resprayed to a very high standard. Please call
01909733209, East Midlands.
116453
JAGUAR MKII PAIR FRONT SEAT
FOAMS
1960, £80. New condition, never fi tted. Please
call 07709 619673, South East.
121233
JAGUAR E TYPE 4.2 SER II
CYLINDER HEAD
£475. With car shaft and valves. Please call
07835 463968, South East.
121051
JAGUAR SS100 FRANKLIN MINT
MODEL 1.24 SCALE
£195. Complete with all paperwork as originally
supplied. Superb condition with case, white in
colour. Please call 01204 397033, North West.
121103
OR FIND YOUR NEXT!
 keeping dreams
alive since 1984

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 ’50s STYLE AND
ON SALE
MODERN PACE
FRIDAY
Driving the XK150S
DEC 22

In the workshop
Classic drum brake tech
Ingenium engine service

Buying the late-model XJS 8000-mile S-Type

PLUS: News, Our Jaguars, Finishing Lines and much more.

February issue of Jaguar World on sale Friday December 22
Contents subject to change

112 | Jaguar World / January 2024

 Beverly Hills Car Club
ONE OF THE LARGEST DEALERS OF EUROPEAN AND AMERICAN CLASSIC CARS IN THE WORLD!
Looking for classic or luxury sports cars?
We buy and pick up from any USA Location Worldwide shipping

1961 Jaguar XK150 3.8 Liter Drophead Coupe
Jaguar XK150 3.8 Liter Drophead Coupe
Special Equipment featured with matching
QXPEHUVDQGÀQLVKHGLQ&RWVZROG%OXHZLWK
Red interior. For $108,500
1950 Jaguar Mark V Drophead Coupe
OHIWKDQGGULYH-DJXDU0DUN9'URSKHDG
&RXSH/LWHUÀQLVKHGLQ2OG(QJOLVK
:KLWHDQG%XUJXQG\LQWHULRUPHFKDQLFDOO\
sound. For $59,950
1964 Jaguar XKE Roadster Right-Hand Drive
H[WUHPHO\VRXJKWDIWHUULJKWKDQGGULYH
Jaguar XKE Roadster featured with
matching numbers and is available in Signal
5HGDQG%ODFNLQWHULRU For $135,000

1958 Jaguar XK150SE Fixed Head Coupe
Presenting this 1958 Jaguar XK150SE Fixed
+HDG&RXSHÀQLVKHGLQ3HDUO*UD\DQG5HG
LQWHULRU$PD]LQJ%ULWVKFODVVLFZKLFKLV
PHFKDQLFDOO\VRXQG For $67,500
1964 Jaguar XKE Series I Roadster
Presenting this 1964 Jaguar XKE Series
Roadster that is featured with matching
QXPEHUVDQGÀQLVKHGLQ5HGZLWK%ODFN
interior. For $98,500
1973 Jaguar XKE V12 Roadster
7KLV-DJXDU;.(95RDGVWHUIHDWXUHG
ZLWKDPDWFKLQJQXPEHUHQJLQHLVÀQLVKHGLQ
DFRORUVFKHPHRI2SDOHVFHQW'DUNDQG7DQ
interior. For $59,950

1965 Jaguar XKE Series I 4.2-Liter Roadster
4.2-Liter Roadster featured with matching
QXPEHUV -DJXDU+HULWDJH7UXVW&HUWLÀFDWH
,QFOXGHG DYDLODEOHLQDEXUJXQG\ZLQH5HGDQG
%ODFNLQWHULRU For $98,500
1976 Jaguar XJ12C Coupe
Presenting this exclusive 1976 Jaguar
;-&&RXSHÀQLVKHGLQ*UHHQVDQGZLWKD
Tan interior. 5HDG\WREHHQMR\HGDQGLVDOVR
PHFKDQLFDOO\VRXQG For $46,500
1958 Jaguar XK150S 3.4 Roadster
Presenting this left-hand-drive 1958 Jaguar
;.65RDGVWHUÀQLVKHGLQ&DUPHQ5HG
FRPELQHGZLWKD%ODFNLQWHULRUDQGD 3 1/2-liter
straight-six engine.
For $117,500

1968 Jaguar XKE Series 1.5 Fixed Head Coupe
Presenting this 1968 Jaguar XKE Series 1.5
)L[HG+HDG&RXSHZLWK:HEDVWRYLQ\OVXQURRI
DQGÀQLVKHGLQ2OG(QJOLVK:KLWHFRPELQHG
ZLWKD%ODFNLQWHULRU For $39,950
1974 Jaguar XKE V12 Roadster
Presenting this spectacular 1974 Jaguar XKE
95RDGVWHUÀQLVKHGLQ$]XUH%OXHJUDFHIXOO\
FRPSOHPHQWHGZLWKD*UH\LQWHULRU
For $69,950
1996 Jaguar XJS Convertible
7KLV-DJXDU;-6&RQYHUWLEOHLVÀQLVKHG
LQLWVIDFWRU\FRORU6SLQGULIW:KLWH 1'0 
complemented with a Coffee (SDC) interior and
wood veneer trim. For $12,750

Please check our website as we have cars being delivered daily to the showroom
ALEX MANOS, BEVERLY HILLS CAR CLUB 4576 1/2 Worth St., Los Angeles, CA 90063
T: +1 (310) 975-0272 https://www.beverlyhillscarclub.com E: sales@beverlyhillscarclub.com
 Ian Appleyard’s retirement from competitive rallying, 1953
T
HROUGHOUT THe early 1950s,
Ian Appleyard and his co-driving
wife Pat had been the team
to beat in European rallying.
But after several successes
– including a rare Coupe d’Or for not
dropping any points during three Alpine
Rallies in a row – they decided Lisbon in
November 1953 would be their last.
“By now Ian had to spend more
time at work and the rallying
faded,” explained Pat during a 2018
interview about their decision.
With Appleyard’s famous cream
aluminium-bodied XK120, the famous
NUB120, retired earlier in the year, he
used its replacement, a steel bodied model
registered RUB120 (chassis S661071) to
take his fifth and final Coupe des Alpes in
the Alpine Rally in July. But as an open-
two-seater, it didn’t meet the regulations
for Norway’s Viking Rally in September
that demanded all cars were a four-seater.
With victory enough to secure the
European Rally Championship in its
inaugural year, Appleyard came up with a
plan that should have secured its entry.
“Lofty England [Jaguar’s competitions
manager] and I dreamed up the idea of
removing the white two-seater sports
body from RUB120 and replacing it with a
dark green drophead coupe body,” wrote
Ian in letter published in the December
114 | Jaguar World / January 2024
1969 issue of the XK Bulletin. “We then
modified this body by cutting away as much
as possible behind the front seats and we
installed two very small seats in this place.”
Although the modified car passed
scrutineering, the president of Norway’s
automobile club said the XK120 would be
fastest car in the rally and no Norwegian
national could hope to win against
it. And so, as a ‘sporting Englishman’
would Ian use the MkVII he’d finished
with at Monte Carlo earlier in the year
instead that he also taken to Norway
just in case RUB120 wasn’t legal?
“Being a bit soft, I agreed to do this,”
continued Ian in 1969. “And we had to use
the very unsuitable MkVII which was far
too big for the narrow Norwegian roads.”
Ian was proved right since after passing
under a bridge he lost control and slithered
down a slope into a river. This would have
an important impact on the Appleyards’
chances of securing the championship.
Going into the Lisbon rally with one
victory, a second and two fifths, Ian and Pat
still lead the series but due to that crash in
Norway, their advantage over the German
driver Helmut Polensky in second was small.
Ian used RUB120 in Portugal, the
only time he competed with the car in
its new DHC format. Although being
much fresher than the old NUB120
which had covered a hard 50k miles,
neither Ian or Pat ever connected
with its replacement. “It never felt the
same,” she said in 2018. “It had a steel
body and didn’t behave as well and
somehow it lacked the character.”
Maybe it’s because of this that,
despite a spirited drive, Ian couldn’t
beat Polensky’s Porsche 356 in Lisbon.
Although second was still a fine way to
end his and Pat’s professional rallying
career, due to a complicated points
system that saw only the best four results
counting, the German was crowned
the first European Rally Champion.
Appleyard sold RUB120 to another
rally driver, Dennis Scott, soon after
who used it throughout 1954. Although
the Jaguar was apparently destroyed
during the Sixties, the original OTS
body was preserved by Jaguar and
years later fitted to an XK120 chassis.
Despite Ian competing in four more
rallies between 1955 and 1956 – including
a second place in the RAC with an XK140
DHC, registered VUB140 – these were
largely for fun. Too busy growing his
Leeds-based car dealership to commit to
any more, he never won the European
championship he richly deserved.
Yet the many successes Ian enjoyed
throughout the 1950s in his two
XK120s still make him one of Jaguar’s
most successful drivers of the era.
 XK120
Drophead

In black with red leather. Concours restoration a few

years ago, all synchro gearbox, Mick Turley hood and
interior, zip down glass rear window.

£150,000

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And Saturday Mornings, please ring before visiting.

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