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Xclusively Jaguar
For all things Jaguar - Across the globe
February 2010
Volume 2 - Issue 7
Cover picture: Tiggy ventures out into the snow!
As you can see from the cover picture, we finally had some snow in Devon, and Tiggy ventured tentatively forth! We have had some amazing pictures of "Jaguars in the Snow" but please keep the pictures coming - the more we have, the more interesting our selection of Christmas cards!
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10,000 miles in an S-type
"W479 LDN" is featured once again in the S-type Forum (page 41) of the February issue of Jaguar Enthusiasts Club magazine. This is the fourth part in a series about the S-type which I used to own. Affectionately known as "LDN" she is currently for sale at "Fenny Bridges Garage" near Exeter in Devon.
A Small E-type Miracle
by Don Baldry
As well as being a ‘Jaguar Enthusiast’ I am also an active member of “The Lighthouse Club”. The club is not, as it would seem, an appreciation society for maritime beacons, but a social and charitable organisation for anyone in, or associated with, the construction industry. Yes, it is difficult to associate the name with the membership, but try this:
1956. Few street lights. After ‘closing time’. The sea front at Whitley Bay, where the only illumination came from St. Mary’s Light. A gathering of ‘mellow’ construction people from all over the U.K. who had been attending a Ministry of Works conference near Newcastle. They were determined to form a club. What to call it? Why not ‘The Lighthouse Club’.
Fifty years later that ‘mellow gathering’ has an international spread, but from my experience, ‘mellow’ remains a constant.
Here in the U.K. members raise money to help construction workers and their families hit by accident or illness. All voluntary stuff and so 95% of the £800,000 raised in 2008 went as aid. Some of that money came from our Lighthouse Run, an easy going jaunt from John O’ Groats to Land’s End. And thereby hangs a Jaguar tale.
Among the cars was a 1962 E-type owned by Mike McGrath. Mike’s co-driver was Alex Trigg (a.k.a. Trigger, naturally enough). They both work for Speedy Hire, a company which gives active support to the Club and our Fund. Along with all the entrants, Mike and Alex were concerned by reports of 80 mph winds in the far North, but by the morning of the off, winds at J O’ G were no more than a stiff breeze. However, with the breeze came the occasional flurry of snow, sleet and driving rain. This combination might well have been a terminal problem for our heroic E-type! As Mike and Alex drove westward across the top of Scotland, the weather got to the electrics, and by 2 pm they had only one light functioning on dipped beam – even for construction people, a somewhat nerve racking state of affairs!
By this time Mrs. Trigger was scouring the internet in the hope of picking up parts en-route. Glasgow was a remote possibility, but getting there before closing was doubtful, as was the likelihood of parts being in stock. Retirement looked imminent, but what they didn’t know as they battled on, was that they were about to be part of a small miracle! Stopping for fuel, 30 miles North of Fort William, they were discussing their plight when a local chap suggested that a small local workshop ‘might be able to help’. It didn’t sound hopeful, nonetheless anything was worth a try. They followed directions and five minutes later turned off the road, through a time warp, and into a workshop that was signed WEST_ EN _ GAR__ E. Mike got out of the car and approached the two fitters (who turned out to be owner and son). His ridiculously optimistic question was: “Have you got a sealed beam unit for a ’62 E-type?” And the truly astounding reply was: “Och aye, reckon we’ve got something out back”.
True to the spirit of Highland hospitality, owner and son dropped everything to get the E-type’s electrics sorted. Son disappeared ‘out back’ and dad set about removing light bezels, checking power etc.etc. all to a reassuring commentary: “Don’t worry boys, we’ll soon have this fixed” and which included the all time classic line: “I used to pull a lot of birds in one of these when I was younger!”
Meanwhile, son returned from out back with a new sealed beam still in its, now somewhat grubby, 40 year old carton. As the new unit went in and some very necessary waterproofing was applied, Mike and Alex explained what they were doing so far from home; what the run was about and the charity it served. Half an hour later, with a full complement of lights, our heroes were set to leave. Mike reached for his wallet. “It’s for charity y’say? Then there’s no charge. Take it as our donation to your Lighthouse Club’.
We are going to hold the fifth Lighthouse Run from John O’Groats to Lands End, this year, on the 9th to 11th October 2010. Our organizer, Tony Green, can’t promise any miracles, but he can promise a lot of easy going fun, excellent, (but these days certainly not ‘mellow’) company, and a very worthwhile cause!
If you’re interested, we’ve kept Lighthouse Run 2008 on screen. It’s at the bottom of our News Flash page at www.lighthouseclub.org
All of the profits, from this sponsored run, will go directly to the Benevolent Fund. The format is that we assemble at The Sea View Hotel John O'Groats on Saturday 9th October for registration, leaving early on Sunday 10th. The drive will go through what has been described as the most beautiful and spectacular scenery in Britain, down to an overnight stop in Bowness on Windermere. The next day we will go through Wales and the West Country to Lands End, where we will have a Gala dinner and prize giving. The route will be revealed in stages at the various check points so you will not be able to plan ahead and obviously you will have the unpredictable British weather to contend with. It will be a hard drive, but all in the company of like minded people, and whatever happens, it will be a drive to remember and an achievement to be proud of. Overnight accommodation for Lighthouse Club members will be paid for by the Club, but non members will be expected to pay for themselves (£50 per person dinner bed and breakfast) and there will be an entry fee of £150 per car to cover the cost of overalls, decals, refreshments at the check points etc
Interested parties should contact Tony on 01823 481111 or via email tonymgreen@fsmail.net when entry forms will be sent. I can assure everyone that the goodwill, fellowship, camaraderie and banter will be in the traditional Lighthouse Club manner, so please help us make this a success, bearing in mind that ALL the profits will go to the Benevolent Fund .
Answers to recent enquiries from readers of Xclusively Jaguar News
2. Jaguar VIN Codes
Due to receiving a large number of queries regarding Jaguar Vehicle Identification Numbers, I have produced several tables on deciphering Jaguar VIN's. There are still a lot to do, and the ones produced so far, cover the XJ40, XJ-S, X300, X350 and X200.
More will follow in due course. If you have any comments or questions regarding these, please do not hesitate to contact Xclusively Jaguar
3. Replacement Jaguar Handbooks
If your Jaguar is less than 10 years old, you should be able to purchase new replacement copies of the handbook, or other associated literature, by following the link below.
For Jaguars over 10 years old, Jaguar Heritage should always be your first port of call. Failing this, ebay is a good source of Jaguar handbooks, and other Jaguar literature. If these routes fail, please contact Xclusively Jaguar and/or place a free advert on our "Parts and Automobilia" page.
For future quick reference, the information above, will appear on our "Facts and Information" page.
Inspired by Jaguar!
Esta-jane found this website, and I am always amazed by the Jaguar virtual designs, and go back periodically to see if anything new has been added! Here is CWW’s fantasy concept Jaguar design collection for you to ponder!
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Jaguar S-type Estate It appears from this picture that the S-type shape would have leant itself well to the lines of an estate car! |
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Jaguar XJ Coupe (X350) Another design which lends itself well to the original shape and is remininiscent of the earlier concept XJ40 Coupe designed by Jaguar themselves, but never put into production. |
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Jaguar XJ Estate (X350) For those of us who craved the versatility of an X-type estate, but without giving up our XJ! (In 1990 Jaguar produced an XJ40 estate concept, which never went into production) |
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Jaguar X-type 2010 Facelift Perhaps this is what would have been the new face of the X-type if it had not been taken out of production at the end of 2009? |
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Jaguar XF Cabrio Fancy an XF - but with the roof taken off? |
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Jaguar XF Estate Or perhaps you fancy an XF, but with just a little more room? |
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Jaguar XJ Cabrio (X350) This is the "Daimler Corsica" concept re-cycled in the guise of an X350! |
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Jaguar X-type Convertible .........and finally, if you cannot run to the expense of the full-blown XJ Cabrio, how about an X-type convertible (based on the "real" X-type, rather than the concept above) the 4wd Sport version may have made an interesting addition to the X-type line-up! |
So, there you have it, a few ideas for when you get bored with your current Jaguar,
and feel like chopping it about a bit!
Something to add to your "Favourites" list!
Latest News from
Nick Johannessen reviews the Hyper XJ-S
Hyper Transformations are the experts in optical and performance tuning for Jaguar cars. Their three best known distinctive body styling packages are evolutions of the classic XJS grand tourer, enhancing its appearance and aerodynamics with front and rear spoilers and side skirts. The Mark 1 version has spoilers fitting under the bumpers and like the Mark 2 which has over-bumper spoilers, can be supplied for self-assembly of professionally engineered.
The Mark 3 wide-body conversion is the exception that requires skilled workshop engineering. The Mk2 transformation adds four inches to the rear width and three inches to the front, allowing 11 inch and 8 inch rim wheels.
A further modification is to the rear side windows which extend 5 1/2 inches to improve visibility and impart an even leaner lower looking profile.
Underlying the head turning styling are mechanical modifications that radically enhance the cars handling and performance. These address transmission and exhaust emissions to increase horsepower without the need of engine modifications. The exclusive Hyperdrive gearbox gives the driver manual change of three gears without using a clutch, and through torque improvements delivers more power to the road. The Hyper handcrafted stainless steel exhaust and manifold system releases in excess of 50 more bhp. Suspension, steering and brakes are uprated to match.
The spoilers incorporate specific functional features. Air intakes in the front can house fog and spot lamps and behind them the flow is channeled onto the brakes for extra cooling and if required over a secondary oil cooling unit for the gearbox. The rear spoiler has modules for the statutory rear fog lights required for driving on British roads, Mouldings are made from high-quality impact-resistant fibre-glass and bumper cavities are filled with expanding polyurethane foam for increased rigidity. These blend into the cars styling with no break of visual continuity.
Front and rear wing extensions for the wide bodied version are engineered in steel.
Interiors can also be upgraded with body contoured seats in leather or a choice of fabrics, sports steering wheels and other trim choices. A variety of wide rimmed wheels - including a Hyper designed split-rim special - with low profile tyres round off the performance and the styling.
Similar tranformations can be applied to all other Jaguar XJ models.
Information courtesy of Nick Johannessen - JagWeb 1998
Need help with a Jaguar problem? Then phone Paul outside normal working hours on 01494-711531, referring to Xclusively Jaguar, as he has very kindly offered his advice to anyone who reads the Xclusively Jaguar newsletter.
Hyper Register – do you own one or know someone who does?
Send a picture and lets see how many we can find!
View Hyper Register
Latest News from SC Parts
For February 2010 ONLY
SC Parts are offering
10% discount on ALL parts!
To claim this offer:
Please email Robin Moore at robin@scparts.co.uk or phone him on the “Jaguar” line (01293 847202)
remembering to quote Xclusively Jaguar
Check out SC Parts own website for details of other great offers!
BUILDING A JAGUAR LIBRARY – PART 1
Ian Cooling explores some of the principal themes
A collection of books by former company PR, Andrew Whyte
Many Jaguar owners will have bought a book or two about the marque or their own cars. However, few will have systematically built on these early volumes to create a wide-ranging and comprehensive Jaguar library. From my own experience in doing so, I can vouch both for the collector’s satisfaction in watching the shelves fill up, and also for the way my own knowledge of the company, the cars and the people who made, drove and owned them has been hugely increased by reading my books – not just collecting them!
In this article, I outline some of the key themes that will feature in most libraries like this. Next month, I shall dig a little deeper and have a look at some more specialised aspects that can be explored within such a library and which will be of interest to both the Jaguar fan and the bibliophile.
The Company
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All these books focus on the trials and tribulations of running Jaguar! |
An early acquisition for most such collections will be one of the standard histories of the marque as a whole. Two favourites are Andrew Whyte’s “Jaguar – The History of a Great British Car”. First published in 1980 and since up-dated, a particular feature of this book is the way Andrew focussed as much on the people as the cars. While writing the book, he was still employed by Jaguar and knew many of the pensioners who moved to Coventry in the late 1920s when the company relocated from Blackpool. Inevitably, the Grim Reaper’s scythe has cut deeply into their ranks, so this book remains a unique record of their contribution.
Another standard is Lord Montagu’s “Jaguar – A Biography”. Lord Montagu has been the driving force behind the National Motor Museum at Beaulieu. The core of the original set of exhibits was his father’s collection of classic cars and the Museum is located on the family estate. Against this background, Lord Montagu was an obvious choice when Jaguar were looking to commission an author to write a history of the marque to celebrate the 25th anniversary of the launch of the SS Jaguar at the 1935 Motor Show and the 60th anniversary of the launch of Swallow Sidecars in 1920. Ably assisted in his researches by Michael Sedgewick, Curator of the NMM, Lord Montagu’s book remains a standard that has been regularly up-dated by a series of experienced Jaguar authors.
The Cars
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A themed collection of books focusing on the Jaguar E-type (XK-E) |
Books on the cars we own are other early arrivals on the bookshelf. Over time, most of the significant Jaguars have had books written about them. The E Type in its various incarnations leads the pack. From Philip Porter’s magisterial offering “Jaguar E Type – The Definitive History” to a number of rather thin paperback “pot-boilers”, the range is huge. The Mark 1 and Mark 2 have had a similarly generous coverage. Sometimes a single book stands supreme in respect of one Jaguar or a related family of Jaguars. Philip’s book on the XJ220 had a relatively short print run and is already commanding serious prices at auction. This is in no little way due to the superb combination of Philip’s well-crafted words and the photography of Peter Burn, who was seconded from the staff of Motor & Autocar for the duration of the project.
Another giant of a book, in several ways, comes from Australia: “The Jaguar XK in Australia” by John Elmgreen & Terry McGrath is a definitive book that has a place on any Jaguar book-collector’s shelf. The product of over 14 years of scholarly research in Australia and the Company records in UK, plus input from a huge range of XK owners and drivers from across the world, this book stands alone in the XK group.
There are two types of books to beware of in respect of individual cars: first, the Company-sponsored volume published at the time of the launch. These are often little more than an extension of the work of the marketing department. Rarely are they critical, rarely do they even cover the development of the car in any depth. Of course, they are usually embellished with some very fine photographs of the car and if you own one of those cars and, in full awareness of the weaknesses of the book, you would still like one to go with the car, go ahead – or wait a couple of years and buy it at less than half-price!
The other book to steer clear of is the pot-boiler. Produced by a publisher within a “set” or because they haven’t published a “new” book on Jaguar for a while. These books are usually little more than collections of re-written magazine articles and company press photos, with no significant new research at all. If you suspect a book you are looking at is one of these, flick through the photos and if you recognise many of them, return the book to the book-seller’s shelf or the autojumble table.
The People
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Four different editions of Duncan Hamilton's glorious memoire "Touch Wood" |
This is a fascinating theme that is not often explored. The books take a little more finding than those on the cars, but the search is well-worth it. As with all the themes I explore in this article, there are a number of sub-themes: you can look for books on the people who build the cars, who managed the company or who drove the cars, especially competitively. Another personal favourite is “My Jaguar and I” books: individual owners’ stories of the trials, tribulations and triumphs of Jaguar ownership.
As I say above, Andrew Whyte’s book “Jaguar – A Great British Car” stands alone in the way he has drawn on the knowledge and experience of the Swallow and SS Cars generation in building the cars. The post-war generation have been much better served. Books like Paul Skilleter’s “Norman Dewis of Jaguar – Developing the Legend” and Peter Wilson’s “Cat out of the Bag” a unique book about the work of Jaguar’s Competition Department 1961-1966, are making sure that the modern record is complete before the Grim Reaper sets about that generation too (but slowly please – that includes me!).
A particularly interesting group of books in this theme is those on the racing drivers. These were the men who drove the cars and themselves to the limits. Their stories are all the richer because they all drove other cars as well as Jaguar and some of their comparisons make for interesting and thought-provoking reading. Two stars in this group are Duncan Hamilton’s “Touch Wood”. A classic of motor racing in the fifties when there was still fun to be had. Picture the scene at Le Mans: two drivers, thoroughly down in the dumps having been told that their car had failed scrutineering and been disqualified, decide to drown their sorrows at a local hostelry. A while later, an urgent message arrives from the pits that the appeal had been successful and they were on again. Several gallons of coffee later, the first driver set off – and the pair of them went on to win! Can you imagine that happening today? Truly the stuff of legends.
Another driving hero of that era was Mike Hawthorn, Britain’s first World Champion. Mike’s life and works are celebrated in a milestone book “Mike Hawthorn – Golden Boy” jointly authored by Paul Skilleter and Tony Bailey. This meticulously-researched book is exceptional in the way it also looks at Mike Hawthorn, the man as well as the driver. The photographs are also quite special, many never seen before. The genesis of this book is quite interesting too. It arose out of a Hawthorn tribute website set up by IT guru Tony Bailey. Reviewing the huge number of memories and reminiscences posted on the site, Tony agreed with Paul Skilleter that there was a book in all that. And there certainly was – the first edition sold out within a few months!
The Publishers
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A selection of Brooklands reprints of Jaguar articles |
This is dipping into the more specialist areas I shall be examining next month, but by way of a pre-view, it is a good collecting group to feature the Jaguar books of single publishers and see how they have developed their offering over the years. Have they gone in for “sets” and “potboilers”? Have they taken the plunge with deeply-researched, well-illustrated hard-back books that might take several years to recoup the original investment? Or have they (or their accountants) gone the softback route with poor print quality and glued rather than stitched bindings, but knowing they only need to sell a few hundred to cover their costs and move into profit? Points to ponder!
Ian Cooling has produced a unique and informative book entitled "Jaguar Collectibles"
which can be ordered direct from his website.
A Diary of NINE XJ40's!
by Jonathan Wynham and Esta-jane Mace
Esta
So, how did your new year kick off?
Mine kicked off the way I intend for it to carry on...full of Jaguars!
It started off with the nice little addition of my new Majestic boot badges and then a road trip to the Heritage Museum at Gaydon in Warwickshire on the 2nd day of the New Year!
Jonathan
After a bit of chatting on our forum we decided it was about time that we all met up and show the world that the XJ40 is still loved. We considered having a New Years Day meet, but it was decided we would have a better turn out if we went for another day. So we went for the 2nd of January. We decided to have the meet at the Heritage Motor Centre at Gaydon, which seemed a good location.
As the HMC were expecting a busy day, It was agreed that members of the XJ40 forum would meet at the local petrol station at an agreed time and from there we would drive up to the Museum in convoy and all park together.
I woke up early to find my XJ40 frozen solid and covered in snow! I struggled to get it to open, the central locking opened every door but the drivers door, as the lock was frozen up too.
I had to climb in through the passenger door and pop the lock up to try to open it, but it wouldn’t budge, and I broke my inner door handle! My exit procedure for the car is now: Wind down window, Lean out, Open door from outside, Shut window, Get out!
After driving to the petrol station in Gaydon I found a couple of XJ40's parked up already, then everybody else turned up one by one!
Jonathan
It really was a spectacular sight to see, the final total of nine XJ40's parked on the petrol station forecourt - the owners must have thought they were about to hit it big time!
The convoy to the HMC was brilliant, looking in my mirrors all I could see was a row of XJ40's! We arrived at the HMC, and after speaking to the helpful marshall he found us a spot all on our own. We all parked up, nice and neatly in a line for the photo taking to begin!
We then decided to head towards the HMC itself for some hot drinks, as it was really cold outside. After most of us had a drink (unfortunately one member was side tracked by his sons who I believe had spotted the toys in the gift store) we had a bit of a chat about our cars and why we ended up with XJ40's. The general consensus was that you get a lot of car for your money and that they are exceptionally equipped compared to a lot of modern prestige cars.
We wandered off and had a look around the museum independently, and then met up later on and went on the guided tour around the HMC. The tour was quite informative, but led me to the conclusion that they need more Jaguars there! I'm trying to start an XJ40.com campaign to get them an XJ40, but everybody loves their cars that much they won't part with them!
Before everybody went we had a photo of some of the group next to the Jaguar F1, which seemed a fitting car to stand by!
After the comments of everyone who attended the meet (and those unable to attend), it has spurred us on to organise more meets, go to car shows and generally get ourselves a better presence.
For such a supposedly un-loved Jaguar, there seem to be an awful lot of us out there, with a lot of dedication to the cause and you can be sure to find us all chatting away in one place, www.xj40.com, So for help, technical advice, or to find out where we are going to be, come visit us.
Bring on the revolution……………………long live the XJ40
Visit Esta-janes website for more XJ40 news, views and tips!
The XJ-Saviour!
Andy Harvey continues the battle against rust!
Part Four: Where The XJS Rusts and Why
Sills
 Inner sill with outer removed |
Here we go then, chapter and verse on one of the main structural parts of an XJS. The sills sit along the bottom of the body shell running from the rear of the front wheel arch to the front of the rear wheel arch on either side of the car. They consist of an inner and an outer pressing, plus various internal bracings between the two. They support the floor pan, form part of the radius arm mount box section, create the base of the A and B posts and seat cross member. If a car was a house, then the sills would be the foundations. All these items were joined together at the factory using metal to metal flanges and spot welds; they all hated each other from the start and have been fighting for independence ever since. |
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As mentioned above, the sills begin and end at the wheel arches; here they are finished by quadrant shaped closing panels. These panels are in the direct line of anything that is thrown up by the wheels and are usually the first things to yield to the ravages of grit, salt and moisture retaining mud. The sills even have a handy little finishing flange just in front of these plates to retain even more of the evil stuff. Once the closing panels have been breached, water and salt can find their way into the sill’s internals and it all ends up as one sorry mess. This is why most XJS’s suffer sill rot at the two extremes, with the offside sill also taking a shot blasting from cars passing the other way.
If you’re lucky you can catch them before they pass the point of no return. To me, outer sill repairs are acceptable for the first 50mm from either end (i.e. from the finishing flange to the closing plate). After this things start to get complicated and many more panels adjoin the sill. If severe corrosion has advanced further than this you may be best to renew the complete outer pressing.
Looked at from the end, the inner and outer sills form a quadrant shape; hence the need for the same shaped closing plates. At the bottom of this quadrant three panels are joined together, inner and outer sill plus the outer edge of the floor pan. This joining is the lowest point of the sill and therefore water will naturally collect there and do its bit. (keep your drain holes clear!!) Rust will propagate throughout these three sections until there is little left of the original flanges and spot welds, seriously reducing the strength of the car in that area.
In reality there are two types of corrosion on an XJS sill. The battering from the wheels affects the first 150mm either end and is a relatively easy fix. The same goes for any light surface rust on the outer sill. This has normally propagated from stone chips and general abrasion, a bit of TLC will keep this in check. The real problem is when the sill has corroded from the inside out. This is far more serious, as the corrosion will have affected more than can be seen from the outside, as explained in the previous paragraph.
Front jacking points
These are located inboard of the sills at their leading edge and look to be integral to the floor pan. If you look closely they do sit a little lower than the pan itself and are finished with a locating lug which enables correct application of the Jaguar supplied scissor jack. If you could see inside the jacking points inverted mound you would notice that the locating lug continues upwards in the form of a small box section which is spot welded to two vertical sections of the inner wing and foot well. It’s this meeting of box and vertical sections that gives the jacking point its strength and allows the car to be raised from here.
Jacking point as it should look |
Jacking point structural internals |
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Unfortunately, due to the jacking point’s location, near to the front wheels spray pattern and in a low position on the car, it gets grit blasted from the outside and filled with water from within. A few years of this will see the structure in steady decline, the outer shell weakens and the lower inner box section departs. Once this occurs the jack will punch its way through, accompanied by the sound of disintegrating metal and a rusty pile on the floor.
If you’re viewing a prospective XJS purchase, take a close look at the jacking points. They should have clean lines with the locating lugs at 90º to the floor. If the lugs have taken on a jaunty angle or receded into the floor pan, then things are amiss. Ask the owner if he is willing to jack the car up using the original jack and jacking points. If he agrees and does so successfully it’s a promising sign that the car is in good shape.
Seat belt mounts (post 1986 cars)
Prior to 1986 the front passenger lower seat belt mounts were located on the inner sill, fairly high up and away from harm. After 1986 the lower mount was moved down to the outer edge of the floor, (as part of the 3 point seat belt modification) adjacent to the front seats rear mounting tower. The seatbelt retaining bolt passes through a hole in the floor and threads into a captive nut retained by a heavy gauge plate spot welded to the floors underside. The idea of this plate is to give the mount additional strength and stop the retaining nut being pulled straight through the floor in the event of an accident.
This arrangement works fine for the statutory first ten years of the cars life. What’s been happening in the mean time is that water has crept between the floor and the strengthening plate. This begins to corrode the two plates and with the floor panel being half the thickness of its so called assistant, it takes the biggest hit.
Here comes the sneaky bit. The critical part of the floor pan is covered on one side by the strengthening plate and the other by well secured carpet. It will rot away totally unseen until there is hardly any parent metal left. If it was put to the test in the event of an accident the chances are the sudden tension on the belt would pull the strengthening plate clean through the floor, rendering the belt useless when it is needed the most.
Seat belt mount strengthening plate |
Seat belt mount with plate removed |
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All is not lost however, fortunately the hidden part of the floor does not rot away in total secret, there are subtle signs of trouble if you know where to look. From underneath the car inspect the area around the strengthening plate with a bright light. Take a flat bladed wood chisel or scraper and remove the underseal for a good 25mm from around the plate. The first clue will be the condition of the underseal. If it’s dry and flakes off easily then the metal underneath is most probably corroded. Further probing with the scraper will reveal that the floor pan adjacent to the plate has suffered the most. Take a flat bladed screwdriver and press firmly on this part. Chances are it’ll go straight through. This is indicative that the floor pan behind the strengthening plate is in an advanced state of corrosion and needs to be repaired. It is possible, but not easy, to look under the carpet and view the seat belt mount from within the cabin. The most common sight is a scabby rusty mess where the floor pan has corroded and blistered around the mounts location.
Repairing a seat belt mount is a relatively easy, but somewhat lengthy process. But its well worth the trouble if you have an aversion to speed kissing steering wheels!
To receive this article (and others, including parts 1 to 3 of this series) as a pdf document with full-size pictures, please contact Xclusively Jaguar
Andy offers a used parts service for older Jaguars, as well as light restoration work, welding and advice.
I can personally recommend his used parts service.
Contact Andy via Xclusively Jaguar or direct, on: 07940 998199
Latest news from Mitch Verheyen
As everyone knows now where it started for me, I want to let everyone know now where it started for Broadspeed !
1975
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This was the year that Ralph Broad got the go ahead from Leyland to take an XJ Coupe, and turn it into a car they could race in the European Touring Car Championship. Ralph Broad, and his Broadspeed Preparation Company, who were well known for racing with the Mini's and Ford cars, set out to do so. |
This was also the year in which the energy crisis was hitting hard, and fuel efficiency was becoming more and more important - the days of the big luxury cars were numbered! The XJ12C project was an attempt of the Leyland management to increase sales. When the idea was first discussed by Ralph Broad and Leyland cars management, they had considered running the XJ-S, but the marketing men won, because they thought the XJ12 Coupe would look more like a performance touring car, and was closer to the public view of what a Jaguar looked like. So after this was decided, a coupe shell was quietly delivered from Coventry to the back door of Broadspeed's workshop at nearby Southam.
1976
In March, Leyland cars announced to the motor racing world that Jaguar would return to racing again, with the XJ 12 Coupe. It was to be "an all British effort" and right from the start they made it clear that the team was going out to win! Respected drivers, Derek Bell, David Hobbs, Andy Rouse and Steve Thompson would drive the powerful cars, so what could possibly go wrong ?
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Although the public was promised that Jaguar would race, the season started without them, due to technical difficulties in the development process. One of the biggest problems was the oil surge that would happen when braking, because in 1976 they could only use a wet sump. Then there were problems with the brakes and wheels! |
At last, a Jaguar was entered in September at Silverstone, because British Leyland wanted something back for the investment so far. Derek Bell put the XJ12 Coupe at pole position and he led on the first lap of the race itself, to the delight of the crowd, who had come to see the eagerly awaited "Big Cat". Not long after the start the handling began to deteriorate, due to the tyres, By lap nine, one of the tyres disintegrated! After he went to the pits and got a new tyre, he did twenty more laps and in the process he set a new Group 2 record!
Then David Hobbs took over ……………………………………
Only six laps later, the Jaguar was out of the race because it lost a wheel at Becketts Corner, when one of the driveshafts failed!
This would be the only outing for the 76 car, and the winter was used for further development. The winter had also left the team with two driver spots to fill. Hobbs and Thompson where replaced with John Fitzpatrick and Tim Schenken.
1977
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In March, two Jaguar XJ12 Coupe's reported to Monza. The cars looked completely different from the season before In their red, white and blue Leyland Motorsport colour scheme, new bodykit with rear spoiler and 19 inch wheels. Unlike the year before, there was no trace of Jaguar to be found on the car - every badge and logo was replaced with the Leyland logo! |
Underneath, the car had undergone many changes and the engine turned out about 560 bhp. Still the regulations would not allow the cars to have a dry sump system, and this turned out to be the biggest problem for these heavy cars. When, in mid 1977 they allowed the use of dry sump systems, Broadspeed tested it on one of the cars, but it was never fully developed before the cars were withdrawn from competition. The whole season was a learning curve for Broadspeed, and the cars were still under constant development. For every race changes were made, but the Leyland management were not impressed by the results, and a year after it's debut at Silverstone, Leyland announced that the cars would be withdrawn from competition.
Before judging, have a look at some of the statistics:
The cars competed in only eight events
They were in pole position in six of these events
They set a new Group 2 record
If you take into account that the cars were still in development, and if they had the chance to compete in the 78 season, they may have taken the title!
For Jaguar, the story is a painful one, and still the years that Jaguar was running under the Leyland flag, are years better forgotten for a lot of people!
The coupe's were forgotten about for a long time, but hopefully that will change now, because they are great cars, and should never be forgotten !
More about the specifics of the cars next month
Latest News from Xclusively Jaguar Registers
Jaguarsport XJR Register
XJ40 3.6 XJR SAJJPALH3AA583533
In response to my plea for the owner of the red XJ40 which flashed me near Horsham in November, to contact me, I received an email from the owner of a red XJ40 who was convinced that it was he who had flashed me! After an exchange of emails, it transpired that this was a Signal Red XJ40 XJR and so therefore could not have been the mystery XJ40, which was clearly a dark red (probably “Regency”) and definitely not in Jaguarsport regalia, which means of course, that he and I have both flashed another XJ40 near Horsham, so the mystery remains!
The owner of the Signal Red XJ40 XJR is Robert Hanks, and since I recently wrote about C10 XJR (another Signal Red XJ40 XJR) I thought it would be interesting to add a few words about Robert’s XJR to the newsletter.
Robert’s XJR is listed on Steve John’s XJR Register, and it is through this that he found Xclusively Jaguar and read about the Horsham XJ40!
Robert commented “It is rare to pass another XJ40 in good nick and I remember I flashed a red (Bordeaux/Burgundy colour) one coming in the opposite direction near my office which also appeared to be in good condition. I don’t usually bother if I see that an XJ40 has been run into the ground!”
Robert’s XJ40 XJR is the Series One 4 headlamp (3.6 litre) version, and therefore, the image of C10 XJR! It still has the original TWR Tax Disc Holder, the original TWR number plates, and also the rear TWR window sticker. He has recently had the 5 wheels refurbished with 5 new Pirelli P6000 tyres, which he points out, are the correct tyre, commissioned for the 3.6 XJR! He has also had the bodywork tidied-up, a full service, a new electric aerial. a new passenger side rear-view mirror (original was cracked), an air-con re-gas, "Rossini" dimpled and grooved ventilated brakes (front and rear) with "Red Stuff" brake pads, the car has been thoroughly waxoyled and various other little bits and pieces have also been done.
The Series One TWR Jaguarsport XJR has a lot of really unique aspects, especially with the non-chromed body kit and the non-chromed red on red tail lights, but with just enough chrome on the front without it being at all "bling bling".
Robert thinks that the chromed door window surrounds look really good with the Signal Red bodywork, and I have to agree! He also points out that the XJ40 rear light clusters could be either "Red" or "Smoked" and although many XJ40’s are Smoked, those fitted to his car are Red, and he feels that these look great on the Signal Red bodywork. Robert also prefers the earlier version of the Jaguarsport alloys and rear spoiler, as fitted to his car. He admits that the XJ40 XJR isn’t to everyone’s taste, but for him, it is a personal favourite. It sits lower than a normal XJ40, has less servo assisted steering and it is much more involving to drive and doesn't "lean over" on the corners! The Signal Red with Magnolia is, in his opinion, the most stunning colour combination of all and he is still absolutely thrilled to bits with this car!
Robert has promised me some photo’s of the car on the Côte d'Azur, in due course, so watch this space!
Pictures courtesy of Peter Courtney (former owner of F200 UHP)
International Jaguar XJ-S Cabriolet Register
XJ-SC SAJJNLCX4HC 138373
Henry Huxsel, from Canada, responded to my request for pictures of Jaguars in the snow and also sent me some more pictures and a short account of how he came to own his XJ-S Cabriolet.
One day working for one of my clients, I was asked to go down to the second level parking garage, to give an estimate on a construction job. I never go to the second level normally but that day I had to go. As I turned the corner, Voila - there she sat dusty and alone! I asked the parking attendent who owned the car? He told me Alan (the first owner) who also has been a client of mine for about 15 years or so. I ran upstairs to see him and ask him if she was for sale, and how much would he want for her. He told me no, not for sale, he had promised his son he would keep the batmobile for him when he gets older. For the next 5 years every time I had an invoice to give him I made a point to let him know I was still interested. Finally one morning he calls me 6:30 a.m. and says if I want the car to meet him at his office at 7:00 a.m. because he was moving his office and was told he had to move the car.
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Here are a couple of pictures as I found her, and with a little tender loving care and lots of cleaning products, the top picture shows how she looks today, and still with only 54,000 kilometres on the clock! Originally I was not in the market to purchase any car at that time, but hey, who cares!
Guy Salmon Jubilee Special
We also currently have for sale, on our sales pages, this rather special Limited Edition Jaguar XJ-S Cabriolet - one of those which was commissioned by Guy Salmon to celebrate their Jubilee year! Further details are available on our sales pages, or by contacting Xclusively Jaguar
Le Registre International des XKR Silverstone
XKR Silverstone SAJDA41B41P A11683
William Luzzi says he was lucky enough to have bought this car in October of 2009 as a second owner. He had it shipped to Chicago from Boston. A pharmaceutical CEO had previously owned it for 9 years and kept it immaculate. It's garaged in winter and has never seen snow. The car is in next to brand new condition, and it still even smells new. The interior is especially flawless, with almost no break-in/leather creases whatsoever on either front seat, and absolutely none in the back seats. The headliner, carpet, wood, doors, console, cupholders, dash, and anywhere else in the interior is perfect, and even the floor mats are in very good condition. It is an unbelievable car, having covered only 29,000 miles, and he feels that he is very fortunate to own it!
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Several new Jaguars have been added to the various registers over the last month, so please check them out, via the links below, if you are one of the people who has submitted details and pictures. If you are looking to buy a specific model, some of the cars on the registers are currently for sale, and these are indicated. If you own one of the models featured in our registers and would like to see your car added, please contact Xclusively Jaguar
 View Register |
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View Register |
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View Register |
Jaguar XJ-S Goes to Spain
by Brian Foster
Part Two
Brian picks up his story where we left him last month, in sight of Don Quixote’s Windmills, and leads us to his destination
The motorway then bypasses two large towns, Manzanares and Valdepenas, which we read in our hotel guide book, are important wine producing towns. We had intended to stop around this area for lunch, but as most of the hotels in the guide book were located on the north bound side of the motorway, we decided to stop near to Santa Cruz on the south bound carriageway. This turned out to be a wise choice as we found a very pleasant bar and Restaurant with the usual acres of parking. On alighting from the car, we both noticed a distinct rise in the temperature, due of course to our remorseless progress southward. Whilst ordering our lunch at the bar, we were rather disconcerted due to the rubbish lying on the floor adjacent to the bar. However, we were soon to learn that Spanish customers when eating at the bar wiped their fingers on paper napkins, and just dropped them onto the floor where they lay, until cleared up during the siesta period. We ate our lunch watching work being carried out to what looked like a new church on the other side of the road. Indeed, some years later we stopped at this same location to see the completed church. After Santa Cruz the scenery began to change as the motorway carriageways divide and follow their separate but parallel routes, often many hundreds of metres above each other through the most dramatic pine covered mountains of the Desfiladero de Despenaperros. The carriageways rejoin at Santa Elena and soon after at La Carolina there are more magnificent views of mountains to the south east. We next approached and bypassed Bailen, a town famous for its ceramic production, but unfortunately we could see little of this as we sped along the motorway towards our next landfall, Jaen.
Once again we sped through a land of olive trees stretching as far as the eye could see, laid out with meticulous military precision and divided into squares of apposing line patterns. There are 4.7 million acres of olive trees under cultivation in Spain, 75% of which are in Andalusia. Spain produces 36% of the world’s olive oil. We soon negotiated the complex motorway junctions east of Jaen, where the N323, the 316 and the 321 converge and proceed towards the Sierra de Lucena. These motorway junctions in Spain come up very quickly, and do not have the long lead in carriageway markings so well defined in the UK, therefore if one is not alert, it is easy to miss the dividing line split and realize only too late that one is on the wrong side of the no go hatched area. As we climbed once again into the mountains we were diverted left off of the motorway which was closed, and onto a secondary road for some 16 Km’s. It is interesting to note here that where road works take place in Spain, all associated traffic signs and road markings are in yellow. We found this practice to be a very good visual safety measure. The diversion eventually led us into a deep ravine and back onto the motorway, and much to our surprise we found ourselves approaching the Santa Lucia Hotel near Campillo de Arenas, one of three hotels we had chosen for this area from the guide book.
The Speedo log now read 400 miles (643Km’s) from Bilbao and 700 miles (1127 Kms) from East Yorkshire. The hotel looked very much like the guide photograph, with a large parking area to the front, a restaurant and covered parking for about a dozen cars. We decided to book in and were allocated a room on the first floor overlooking the front car park. I went back to put our car under cover from the hot sun, and to load our luggage into the lift. Pushing the 1st floor button I arrived on the 3rd floor! Back down to the ground floor I went, tried again with the same result. I tried the second floor button. That took me to the basement! Right it must be the button for the 3rd floor, pressed it and there we were on the 1st floor! Simple really, but was this a warning of things to come?
We had a beautiful room, but the sun streamed straight in through the balcony window. Right, pull the reflective curtains and switch on the air-con. Big surprise the a/c did not work. We then realized that the hotel lay in a bowl like amphitheatre, with sheer rock cliffs both front and back of the hotel; an ideal sun trap for containing the afternoon sun and heat for the night ahead. An added problem was the motorway that ran past the hotel in this bowl like amphitheatre, amplifying the sound of all HGV traffic when changing gear throughout the night. It soon dawned on us, that this was a 24 hour restaurant.
At about 8.30pm, we descended to the restaurant dining room and were escorted to a suitable table. As we sat down I noticed that there were several male customers already eating, but all seated with their backs to us as they watched a television screen. After a few seconds my eyes focussed on the TV set, which was some distance away and behind Dorothy. I suddenly realized that there was a hard core porn film showing, certainly not conducive to eating a meal, although the Spanish truck drivers seemed pretty relaxed about it. Do not look around, I whispered to my wife. Naturally she asked, “Why not?” Just then the head waiter came in and realizing that there was now a lady in the restaurant, strode over to the TV set and promptly switched it off, to accompanying howls of protested “Como, que pasa” from half a dozen truckers! I later learned that this type of programme is regularly transmitted by TV Stations in Spain.
When we had finished our dinner and returned to our room, we noticed the car park was almost full of HGV trucks and the drivers were setting up their sleeping bags in the cabs. Most of these trucks stayed over night, the drivers relaying signals to each other using a system of morse code on their horns, whilst below our window a stray dog howled in unison in the early hours. There were however some bonuses - the XJS was under cover for the night, and dust free in the morning. We had a splendid meal in the restaurant, and the hotel was very clean, such as we had become accustomed in Spain. But we learned that it does pay to examine and anticipate all possible problems prior to booking into a hotel overnight.
The next morning after an early breakfast, we re-joined the motorway heading south again towards Granada. As previously mentioned, whenever we alighted from the car, the temperatures were a little higher than the previous day, whereas when we left the fog behind at Bilbao the temperature was really comfortable, but now the daily increase was becoming more and more uncomfortable. But of course we were far inland, away from the cooling sea breezes we expected to find once we arrived on the Costa del Sol. Anyway, I certainly thanked my foresight in having the Jaguar’s air-conditioning re-commissioned before we left the UK. On we cruised, the XJ-S purring quietly and relentlessly along. What little engine noise penetrated the cabin was drowned by the sound of the climate control fan and my thoughts once again drifted away.
I had purchased this Jaguar from a second hand dealer some 6 years ago, having spotted her for sale on a forecourt in Castleford, motoring as I was to and fro to York every weekend. At the time I was unfortunately quite ignorant of the many reliably maintained Jaguar cars for sale via various enthusiasts clubs. I paid £10,000 for the car, and learned the hard way. I believe I have spent as much again in major parts replacement and maintenance, and still it demanded constant expenditure, but amazingly this did not seem to distract from the pleasure I experienced in driving her. This trip in particular made it all worth while. The body work, finished in Regency Red, was in immaculate condition, despite it’s 120,000 recorded miles, and 12 birthdays! The interior was also in a similar excellent condition, even the rugs on the floor were almost as good as when new. However, before leaving the UK I had advertised the car in three consecutive monthly Jaguar Driver magazines, Classic Cars and on the internet, all of which failed to solicit one single enquiry. I therefore decided to take the XJ-S to Spain, not knowing what else to do, other than give it away. The XJ-S is a 3.6 1989/90 coupe, with enhanced features such as 1991 steering wheel with air bag and lattice alloys.
My thoughts returned to the present as I looked down the long streamlined bonnet to the iconic leaping Jaguar pointing the way, but my thoughts soon drifted off again, this time to New South Wales in Australia, where Norman Crowfoot, a fellow Jaguar enthusiast remarked on seeing a photograph of my car, that the Jaguar mascot did not belong on the XJ-S. He was right of course, but a purist. The cat was there when I purchased the car, but I never understood why the cat had been omitted from this model by Jaguar cars. Norman had a fantastic collection of every Jaguar model manufactured since WW2, all of which he had rescued almost from scrap. These cars were all re-furbished by himself and ably assisted his wife. I later had the privilege of writing an article about his collection, which was printed in The Jaguar Drivers’ Magazine in the UK in October 1999.
A sudden traffic build up brought me back to reality and I realized we were fast approaching a complex of junctions forming the Granada bypass. It was just at this moment when we saw directly in front of us the magnificent snow covered peaks of the Sierra Nevada where the highest peaks are snow covered throughout the year. We soon linked with the A29 just clipping Santafe and its airport, and for the first time on this long journey we were heading due west. The car compass thought something was wrong as it rotated somewhat hesitantly, if not reluctantly to the west. Along this motorway we raced, with place names such as Loja flashing by, followed by Puerto de la Pedrizas and then on to a southerly route for Malaga, descending from a height of approximately 2000 feet (780m) The road now became quite steep with hairpin bends linking a series of tunnels, and dramatically emerging into the suburbs of Malaga. And then, as if by magic, way down below us we saw the deep blue streak of the Mediterranean Sea. A sudden feeling of accomplishment swept over both of us as we contemplated our car journey from East Yorkshire, the cruise from Portsmouth to Bilbao, and the long drive down the Iberian peninsular and back almost to the very same location we left only 4 weeks ago by jet aircraft. So much had been packed into those four weeks.
“Just consider” I said to Dorothy, “We looked at this very scene on the return trip from Gibraltar, when I had pointed out from the aircraft the snow capped peaks of the Sierra Nevada.” “Yes, it seems much longer than four weeks” she replied. Just then, way below us and in the far distance along the coast line reared the sentinel like Rock of Gibraltar. Dear old Gibraltar where we lived and worked 30 years ago, bringing up our young children, and a location to which we had returned many times on holiday over the years. Some time before our two years residency on the “Rock” General Franco, the Spanish dictator had closed Spain’s border with Gibraltar. Consequently the population was once again under siege as they had been in the 18th century. Because of this situation, I had never visited Spain and this view we now enjoyed of Gibraltar was unique to us both, although we had seen Gibraltar occasionally from the air.
After by-passing Malaga we stopped for lunch on the N340 at an immaculate restaurant in the mountains enjoying a pleasant ‘Tapas’ meal. But soon we were off once again on the final leg of this exciting but tiring journey. We by-passed Torremolinos, Marbella, San Pedro and most of Estepona, and to our frustration drove past the urbanization wherein we were purchasing a town house, but could not stop because the purchase papers could not be finalized for another week or so. We were now travelling west again along the dreaded coast road towards La Linea Gibraltar and Algeciras, looking carefully for a suitable hotel where we could stay for a week or so until our house was ready for occupation. This coast road, (N340) being a single carriageway, was notorious for having the worst death rate in Spain, due the huge volume of incessant traffic travelling both ways for almost 24 hours a day. The situation was made much worse due to the vast numbers of Moroccan workers travelling back to Morocco from various countries were they worked all over Europe for the summer holidays, and also for Ramadan. These travelling workers are mostly funnelled into and along this coast road, this being the only direct route to Algeciras where they board fast ferries to Morocco. However, it was rumoured that the EU was funding a scheme to widen this road into a dual carriageway, and a relief motorway is to be built further in land.
We learned that this mass movement starts in June continuing right through until August, and then again, the reverse direction, as the Moroccons return to their work locations in late August and September. The Moroccan vehicles can be clearly identified by their enormous loads lashed to car and bus roofs, some towing trailers similarly overloaded, and topped by bicycles, beds, even kitchen sinks and covered with blue plastic sheeting. With suspension systems almost grounded under the weight these ancient vehicles grind along in convoys, often at only walking pace.
As we crawled along entrapped in such a convoy, I suddenly spotted a pleasant modern looking hotel on our side of the road, so I pulled in and Dorothy soon established that there were vacancies We booked in straight away. The Hotel was named Piedra Paloma. (Stone Dove, after a huge dove shaped rock on the beach) We found this hotel to be an excellent friendly family run business, with clean comfortable air conditioned rooms, an attractive restaurant with a wide ranging menu for all tastes. The food also proved to be first class.
A few days later our Springer Spaniel arrived by air in Gibraltar none the worst for her journey and flight. Much to our relief the hotel had already agreed to allow us to keep her in the hotel. Unfortunately dogs are very often not welcome in hotels in Spain.
A final reading of the car trip meter indicated we had travelled a total 990 miles (1593 Kms) since we left our old home in East Yorkshire, and 690 miles (1110 Km) from the ferry at Bilbao. The old Jaguar certainly excelled herself having travelled this distance, and in such high temperatures during the latter half of the journey, without any serious problems other than a jammed side window motor. The later frustrations in trying to sort out this problem were yet to come, following a tentative visit to the local Jaguar Agents in San Pedrow, but that is another convoluted story recorded elsewhere.
Xclusively Jaguar..........across the globe
Here are some of the Jaguar owners who have contacted Xclusively Jaguar for help, or just to share their thoughts and experiences on all things Jaguar. If you are a business, or an individual, who is able to help with any of the problems mentioned, please contact Xclusively Jaguar and we will put you in touch with the owners of these cars.
| SINGAPORE Langkat Chairuddin |
Two 1994 3.2 XJ40's both in Morocco Red with Magnolia hide |
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| Langkat is new to Jaguar ownership, but very keen to learn. He calls his 2 identical XJ40's Robson and Ronnie - he has rescued them after they were both abandoned due to running problems, and is slowly re-building them. He welcomes any advice or contact with other XJ40 owners and will be keeping us informed of progress, with a full report and lots of pictures to follow, in due course. |  |
| TEXAS, USA Dennis Fitzgerald |
1989 3.6 XJ40 Sovereign |
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| Dennis has owned this stunner for 16 years, and maintained it himself regardless of expense. He has covered 130,000 miles and developed a real relationship with the car! Built when “passive” seatbelts were fitted to USA spec XJ40's, Dennis comment's “So you haven't had the perverse pleasure of driving in a Jaguar with "passive" (and I use the term loosely) seat belts. Every time someone gets in the passenger seat they start fiddling to buckle up and when they see that "flying seat belt" coming at them it's always ....."What the %^&$" !!!” |  |
| VALENCIA, SPAIN Carlos |
Jaguar XJ-S HE Convertible |
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| Carlos is looking for a replacement set of rear boxes, with twin tail-pipes, similar to those already fitted to his XJ-S. |  |
| ALBERTA, CANADA Donna Campbell |
Jaguar XJ-S Coupe |
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| Donna is having trouble finding decent exhaust pipes for her XJ-S Coupe, and fancies the idea of fitting side-pipes, as she has always liked the look and sound of these. She seeks advice on finding them and fitting them. |  |
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Please contact Letitia at Xclusively Jaguar, if you:-1. Have anything advertised in this newsletter or the accompanying website and wish to make any amendments.
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Letitia Mace
www.xclusively-jaguar.co.uk
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Copyright © 2009 2010 Xclusively Jaguar