Welcome to
Xclusively Jaguar
For all things Jaguar - Across the globe
May 2010
Volume 2 - Issue 10
Cover picture: 1965 Jaguar S-type owned by Jaguar Heritage
Previously owned by Leslie Thurston (picture courtesy of Jaguar Heritage)
Welcome to the May 2010 issue of Xclusively Jaguar News. This month we have all our usual features, plus an interesting account about the Jaguar V12 and various Jaguar replica's, by Bill Hinte from Australia. Bill has also proposed a new register for these replica's. Michael Scott in the UK has proposed a register for the Jaguar XJR-S and Derek Haynes will focus on the Asprey 100 version in the USA. We have been advised of 2 safety warnings - one general, and one specific to Jaguar. We feature Ian Coolings pen-ultimate article on building a Jaguar library, while Mitch Verheyen gives us an insight into what was happening on the USA racing scene as Broadspeed were struggling in the UK, and Andy Harvey introduces us to his latest restoration project. We also have an insight into the lighter side of JEC Seminars, an amazing offer from Jaguar Cars, and a retrospective look at Nikosil. Finally, this month we have featured one article in French - why? Read on!
Special Offer from Jaguar!
Special Offer for owners of Jaguar XK8/R Convertibles |
Jaguar are now offering a special retail price of £3,000 inc. VAT on all XK8 hood kits. These are complete kits for replacing the XK8 hood and have been discounted from £4682, offering a saving of approximately £1600. Kits can be purchased from your local Jaguar dealer, who will also be able to provide you with a cost for fitting. |
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Find your local Jaguar Main Dealer
"Spike"
Esta-jane recently found a poor unfortunate Daimler Double Six Series 2 Coupe in a scrapyard near Coventry. She gave him the nick-name "Spike" due to his registration number, and made a few phone calls to see if it was financially viable to save the car, but it would seem that the answer is no! We were both saddened to think that such a fine and rare car has come to the end of its life, and the only thing we can do is pay tribute to it by adding it to Xclusively Jaguar News, Project Jaguar, and our newly formed XJCoupe Register, so at least it will have been officially recorded before it goes! The following downloadable pdf shows lots of pictures, so if you live near Coventry and think there may be any spares you can make use of, please contact Xclusively Jaguar for more details, although it is possible that the car may have been scrapped by now, unfortunately!
A Retrospective Look at Nikosil
Gus Glikas has a link from our Links page to his website, which features an auto repair page. Gus is keen to help anyone experiencing problems with a Jaguar, which is particularly useful if you live in the USA. His latest project is to take another retrospective look at Nikosil, as there are still many people, often new to the Jaguar market, who have been mislead and put off by rumours and past bad press. His findings have been published on the following links, and are worth reading, as they clarify which cars were affected. It is worth remembering, that all of the affected cars will now be 10 years plus in age, and there are many other factors to be taken into consideration which would affect wear and tear on the engine!
Typified by failure of an engine to start, Gus tells us what other possible problems may cause this situation, before blaming failure of the Nikosil coated bores!
A Word of Warning!
This month we have received 2 warnings - one is Jaguar related, and avoidable if you act in time, by referring to the article on "S-type Bonnet Latch Failure" featured below.
The other warning, very sadly, came as the result of an avoidable accident which could happen to anyone, with any car! It isn't the first time, and by the very nature of mankind, it wont be the last - but Don Baldry is determined that it won't happen to anyone reading this newsletter!
Don’t take that foolish risk! Says XJRS Lynx Eventer owner Don Baldry.
In his retirement Don is the London Region welfare officer for the Lighthouse Club, the construction industry charity. Just before the May holiday came a phone call telling of the case of a self employed specialist, a diamond driller, who that morning had had the life support machine turned off.
An accident on site, you might think. You’d be wrong. The fatal occurrence was in the man’s garage. A problem with his wife’s small car needed looking at, so a quick jack up and front wheels off.
Yes, there were axle stands in the garage, but ‘it’ll only take a minute’ - except the jack slipped!
His wife came back from the shops, wondered where he was, and found him, under the car, crushed.
The legacy of that ‘it’ll only take a minute’ is a mountain of grief and worry.
Remember these few words
NEVER, NEVER, NEVER, EVER TRUST A JACK !!!
Xclusivement Jaguar France!
We have one article this month which is featured in French. This is something we would like to encourage from our French speaking readers, and expand on. We already have something for next month!
We do not think that anyone should be prevented from enjoying or participating in our newsletter just because of a language barrier! Google Translate is an invaluable tool in this respect, but there is nothing quite like the genuine item!
Vous êtes invités à contribuer des articles en français pour la publication dans
"Xclusively Jaguar News" - merci à Francis Viellet pour l'histoire de votre Daimler Century.
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JEC S-type Seminar - the lighter side of Seminars!
Please note that a full report on the seminar will appear in "The Jaguar Enthusiast" in due course.
Now, here's an interesting theory:
"Do owners begin to take on the charactistics of their cars after a certain period of ownership?"
Rob Jenner (JEC XJ Forum Co-ordinator) certainly seems to fit the bill - seen at the recent JEC S-type Seminar sporting a rather dashing 'tache in harmony with his Daimler Super V8 !!!
Is this unique - or part of a growing trend?
Mike Horlor, Rob Jenner and Mike Kennedy at last months JEC S-type Seminar
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Closer investigation of the Jaguar Enthusiasts Club S-type Seminar reveals much tom-foolery, before the more serious aspects of the day began, along with the 4 stages in Jaguar S-type diagnostics, not previously appreciated by an XJ owner - namely.............. |
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Bewildered |
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Bored |
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Horrified |
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Enlightened !!! |
From the archives!
Brands Hatch Track Day - February 2008
Paul Hands made his return to the track, trying out the ex-Matt Wallace V12 XJS,
pictured here behind Richard Crossley - both hotly persued by an old Ford !!!
Pictured below is the meticulously engineered V12 XJ-S initially built and raced by
the late Matt Wallace, which in Feb 2008, when this event took place, was for sale.
Pictures and information courtesy of Dave Robbie, Jagracing
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
New XJ6 and XJ12 Catalogues FREE to readers of Xclusively Jaguar News
SC Parts are proud to announce that their new XJ6 and XJ12 parts catalogues are now available.
These incredibly detailed catalogues are approximately 1000 pages each,
and are an absolute must have for any Jaguar /Daimler XJ6/12 owner.
The really good news is that although they will normally retail at £10.00 each,
by contacting Xclusively Jaguar you can obtain one free of charge, for a limited period.
This is a short-term offer from one of our main sponsors SC Parts
and will be
followed by others,so make sure you read the newsletter every month, and
if you have not signed up for our free monthly e-newsletter – do so today,
TO AVOID MISSING FUTURE XCLUSIVELY JAGUAR READER ONLY OFFERS!
Check out SC Parts own website for details of other great offers!
Building a Jaguar Library – Part 4
This month, Ian Cooling looks at some Jaguar books published abroad.
In the earlier articles in this series, I have introduced the principal themes that might reflect in any systematic collection of books focussing on the Jaguar marque and expanded briefly on a number of those themes. This month, I have homed in on Jaguar books published abroad.
This is, in fact, one of the richest themes of all those I have introduced so far. Writers and publishers based outside UK have a take on Jaguar that overlaps with, but differs from our own. By definition, countries other than UK are customers rather than producers (though there have been some overseas assembly operations, notably that in South Africa in the 1960s). This means that a brochure collector, for example, will be able to establish quite sizeable sub-collections from Jaguar’s overseas markets and books published in those countries can guide such sub-collections.
Photography in books published overseas can also be a revelation. You will be able to break free from the pages of Browns Lane press photography that grace the less imaginative UK books. You can also see many photos of Jaguars in competition that have never been published in UK before. France is an obvious example, with Le Mans, Reims, Montlhery, etc. but Jaguar’s competitive life in Australia is a fascinating story in its own right. Also, as I mentioned last month, American engineers and drivers played a crucial role in keeping the flame of Jaguar’s competitive endeavour burning during the dark years of the 1970s and the early 1980s.
Over now to the photographs and their captions for the rest of the story. This will be the last such article in the series. It will close next month with my own selection of the “Top Ten” Jaguar books.
French Books
This group of books published in France illustrate quite well the variety that is available. For example, “Fantastiques Jaguar” at top left is a superb photo-essay celebrating the key cars in Jaguar’s history. The quality of the photography is quite outstanding as are the production standards of the book itself. High-quality paper is used throughout and the book is enclosed in its own slip-case for protection. The image you see in this photo is the outside of the slip-case.
Another book worthy of special mention is “Les Metamorphoses du Jaguar” on the far right. The author is ex-paratrooper and film star, Roland Urban, who built a quite exceptional collection of Jaguars with special bodywork. Some were one-offs by famous coachbuilders, others were created by their owners – eccentric might be a kind word to describe them! Roland’s book is unique in its comprehensive coverage of these cars across the world. Not easy to find outside France, but one that certainly earns its place in any Jaguar library.
Swiss Books
This trio of books were published in Switzerland and all feature Jaguars to one degree or another. The only one to deal exclusively with Jaguar is the small paperback on the left with its striking image of the Series 1 XJ grille. This is by renowned Swiss motoring writer Roger Gloor and is a very competent and well-written review of the company’s history. “Emil Frey – Autobiographie” in the centre, is the story of the man who was Sir William Lyon’s first overseas agent, importing Swallow sidecars into Switzerland in the 1920s. The company he founded is now one of the largest family-owned car distributors in Europe. They have agencies for many other cars than Jaguar and an indication of the size and scale of the operation is the fact that they own 51% of Jaguar Deutschland!
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“Schweizer Automobile” on the right is a gold mine of history and photography of a little-known byway of the Jaguar story. A very substantial number of pre- and immediately post-war Jaguar saloons were re-bodied by Swiss coachbuilders. In some cases, the bodywork was built on specially-imported chassis. With very few exceptions, these were extremely elegant designs complemented by high-grade craftsmanship in the making of the bodies and the internal fittings and upholstery. |
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“Jaguar XK 120 – Anatomie eines Kultobjekts” is a labour of love by Swiss XK specialist Urs Schmid. It has detailed and highly authentic text accompanied by superb photography. This is usually of Urs’ own XK 120s, which have a very high and validated level of originality. The best illustration I can give of scrupulous attention to detail shown in the production of this book is that Urs commissioned a special one-off production run of the Rexine covering originally used for XK 120 upholstery facing and general trim. This material was then used to bind the book and the accompanying slip-case. And the good news is that an English edition has now been published. A cliché I know, but this really is a “must-have” for both the Jaguar bibliophile and the XK 120 owner. |
Australian Books
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Like France and the United States (which I mentioned last month), Australia is blessed with a fascinating Jaguar story of its own and talented authors to tell that story. The three books illustrated here show this well. The first is “Behind the Wheel” by author/driver David McKay. David was a force to be reckoned with on the Australian motor racing scene in the late 1950s and early 1960s along with other Jaguar-mounted drivers as Bob Jane and Bill Pitt. He had success at state and national level with his best result being his victory in the inaugural Australian Touring Car Championship in 1960, driving his Mark 1, dubbed “the Grey Pussy”. This book, published in Sydney in 1960, holds a similar place in a Jaguar library for the Australian scene to Duncan Hamilton’s “Touch Wood” for the European scene. |
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The second Australian book I have chosen is representative of the many written about the Bathurst 1000 race. This is one of the great touring car races of the world and the pinnacle of Australian motor sport. Founded in 1960 and originally run over 500 miles, it was lengthened to 1000 kilometres in the early 1970s. Over the eight-year period 1985 to 1992, the race was run under Group A rules and the inaugural race under those rules was won by a TWR XJS driven by Australian driver John Goss and the German, Armin Hahne. Barry Naismith’s book “Bathurst 1985/86” celebrates that great win. |
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My third choice is a book that set new standards of scholarship and research when it first appeared in 1985 and continues to do so today. Jointly-authored by John Elmgreen and Terry McGrath, “The Jaguar XK in Australia” is the result of some 14 years’ research in Australia and Jaguar records in the UK, plus other input from XK owners and enthusiasts from across the world. The large format of the book (“folio” in book-trade terms) gives the authors excellent scope for an ‘open’ layout of the text and photos, which they use to the full. The book had a print run of only 1000 and copies now change hands at over £500, especially if they still have the leaf-green dust-wrapper as shown here and which is often missing due to the very short turn-in. A tiny number (probably not more than 10), were fully-bound in dark green leather with an XK 120 radiator badge set into the front cover. You can expect to pay closer to £1000 for one of these should a copy appear on the open market. |
Ian Cooling has produced a unique and informative book entitled "Jaguar Collectibles"
which can be ordered direct from his website.
Double Takes
by Esta-jane Mace
KUH and Tiggy were both recently fixed up with headlamp protectors, in an attempt to save those precious XJ40 Sovereign/Daimler style headlamps, prompting the comment from KUH’s former owner that she should have gone to Specsavers! Well, in fact, in this instance we decided that Jaguar Heritage would be more appropriate, but thanks for the tip anyway, Brian!
As you will notice from the picture above, KUH's specs are very discreet, and hardly discernable. A definate must have for any fashion conscious XJ40! JLM11045 - Headlamp protectors are now discontinued.
Having got her new specs, KUH then decided to take up smoking for a hobby, which caused me a bit of a panic, as some of you are probably aware. This now seems to have settled down, but in the heat of the moment I was very tempted to exchange KUH for KOH – the very nice XJ40 which is currently listed on the For Sale page. What a coincidence finding a very similar looking XJ40 with a similar name! It is a very tempting prospect, so if KUH doesn’t kick the “smoking” habit pronto, my next article could be about KOH !!!
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Visit Esta-janes website for more XJ40 news, views and tips!
This month, Andy introduces us to his latest project, but before doing so, he looks back on
a
hapless pre HE XJ-S, which became known as “Lucky the Unfortunate” (of Mice and Men).
I acquired “Lucky” (registration number LKY) a few years ago, and was undecided as to restore, sell or dismantle for parts, but unfortunately something much smaller than me decided Lucky's fate!
Lucky had a resident mouse called 'Notsa' who made a nest in the RH rear silencer and was gassed within seconds of start up. Being pretty much dead it didn’t have the decency to crawl out. But every time I fired Lucky up this blessed mouse and the remnants of its nest started to smoke in a way which suggested engine trouble. Potential buyers came and went, put off by the thought of an engine rebuild. Only when I revved the engine past 5000rpm one day did the crispy culprit eject itself, along with its winter stash, but by then it was too late, all potential buyers had scarpered and Lucky was a dead car rolling!
The day of reckoning came, and having delivered the car with the V12 engine still in situ, the guy operating the crane at the scrapyard decided he wanted it separated from the body and picked the XJ-S up by its power plant, shaking it as a dog would shake a rat in its mouth, until the engine broke free! It was bad enough having to scrap a loved one, without being subjected to this callous display!
 Lucky's curtain call |
Lucky the Unfortunate |  A lasting tribute! |
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New Series - Part 1
Back in June 2009 whilst ploughing through the usual ebay waifs and strays I came across a nice looking V12 XJS in British Racing Green. The car looked reasonable from the photographs and it was being sold on behalf of the owner by a Jaguar specialist in South Wales. Apparently the cars elderly driver was bowling down the M4 when his mode of transport suddenly coughed, twitched, and fell silent, leaving the poor guy to glide over onto the hard shoulder in a state of indignation and blind panic. Enough was enough for the intrepid octogenarian, one quick phone call saw the car recovered by the garage and promptly put up for auction by the aforementioned proprietor. His description was factual and to the point, and being as it wasn’t his car that he was selling I decided that the description would be a fairly honest one to boot. ‘Virtually rot free car but a non runner due to a defunct ECU, plus many other ailments such as blowing exhaust manifold to down pipe joints and worn out suspension bushes etc’. I placed my bid, assured that the ‘rot free’ description was enough for me to buy the car without inspection, and if it wasn’t then I’d get my money back by breaking it anyway. The rest is history, the following Saturday I carried out a cross border raiding party and repatriated the sulking beast back to the east midlands. A quick once over confirmed the guy’s honesty plus all the usual niggles and gripes that are part and parcel of a 25 year old Jaguar. Putting these aside I was very pleased with my purchase, the car had a few faults but all seemed surmountable and at the end of the day it just looked superb, there it sat in the late evening sunshine, an absolute corker.
Anybody want to buy a car?
Due to work commitments, and a small procession of unfortunate XJS’s which required dismantling, the car sat untouched and unloved until late February 2010. A spare ECU and charged battery were fitted and the engine coaxed into life……err, take me back to that warm day in June and leave me with my dreams. Smoke, noise, and shattered ego’s, the car ticked over at 3000rpm and belched smoke from the offside bank, it roared like a wounded beast from the blowing exhaust and leaked coolant, these were the good points. A quick test drive revealed the car steered like a Spanish galleon, the blowing exhaust became inaudible due to a howling differential and the auto box refused to change up at anything below 4000rpm, perfect.
So what’s the deal Ralph?
Beauty is in the eye of the beholder, the car still looks absolutely stunning, so just like an old fool enticed by a gold digging nymph I am blind to its faults and will hear nothing said against it. Anyway, putting all that rubbish aside, I have a lot of spare parts and a fair amount of hard earned knowledge; hopefully this will be enough to tame the dragon and get the nymph to do the cooking and cleaning.
Good points
The car is a virtually rot free and original example, this is 95% of the battle in my book. It’s a bit scabby around the rear sill flanges and is similarly affected on the rear lower quarters. Both doors have a couple of small bubbles which are yet to break through the paint and the offside front inner wing has the usual malaise on the double skinned section. The paint work is good and shiny and looks great when given just a quick wash. The interior is very good, no wear and tear, cracked veneer or sagging headliner, just the welcoming patina and smell of a maturing car, I could sleep in it (and nearly had to at one point, but that’s another story) All chrome work is spot on, as if it’s been renewed in the recent past. All this comes together with that BRG paintwork to make (in my eyes) a very special looking car, Long Lean Green n Mean, 100mph whilst standing still.
The bad bits
What bad bits? Sorry I don’t understand the question, no of course I’m not in denial and there’s nothing wrong with the car. Nothing that a few hours work won’t put right. Anyway, what’s for tea?
One smokey engine. The good news about this is that it doesn’t always smoke. Correct me if I’m wrong but worn rings, bores or valve seals don’t fix themselves overnight, if they smoke they’ll always smoke until repaired or scrapped. The engine oil is very thin and smells of petrol, maybe during the ECU malfunction the engine was over fuelled which then found its way into the sump. My plan is to clean out the engine breather, air filter housings and throttle bores then change the oil, blow the expense on the last one. Best case scenario is that my efforts will fix smoky Joe; worst case is to throw in another engine.
3000rpm tick over. This is more than likely caused by the infamous auxiliary air valve. This valve allows additional air into the engine to assist starting and warm up. It’s controlled by a wax filled bulb immersed in the engines coolant. As the coolant warms up the bulb expands and shuts the valve allowing just enough air through the pilot hole to maintain a steady tick over. That’s the plan, but as the years roll by the bulb gets tired and the valve gets sticky, resulting in more air than a warm engine needs and a massive tick over.
Somewhat indifferent steering. I think this is probably an accumulation of wear in the suspension upper wishbone and steering rack bushes. Jaguar steering racks are pretty sturdy things but are often let down by the 3 spongy bushes that mount the rack to the sub frame, three full turns to the left might just get you round that bend.
Blowing exhaust. It sounds like all the noise is coming from the dreaded manifold to down pipe joints. Situated fairly low down and in close proximity to the inner wings changing these is no picnic. The problem is compounded by the heat endured by the retaining nuts, well and truly seized is what they’ll be.
A very reluctant gearbox. I am hoping against hope that the reason the gearbox doesn’t like change is the vacuum actuated modulator on the right hand side. If this is faulty or the vacuum pipe is leaking then the box won’t change when it should. This is a very simple fix but I’ve always been under the impression that I was put on this earth to suffer, surely I could never be that lucky. The luckiest guy alive would find that the modulators diaphragm was porous, creating both a gearbox malfunction and a smoky engine in one fell swoop - no no this could never be!
One howling back end. Something is amiss in the rear sub frame area. It could be the diff itself, universal joints or wheel bearings I don’t really care and I haven’t got time for diagnostics. I have a spare rear sub frame in my pocket and I’m not afraid to use it. Due to my many exploits in Jaguar salvage I’m blessed in being able to remove a rear sub in a twinkling. A quick oil change for the replacement diff, check the brakes are free and hey presto, job done - lets hope so!
Over the next few months, Andy will reveal how the plan unfolds. As usual, a pdf version of all articles will be available to anyone who has a dragon of their own to tame!
To receive this article (and others, including all previous parts of this series, and the last) 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
Mitch Verheyen presents..........
1977 was the year Broadspeed was forced to stop with the XJ coupe project, and although it wasn’t a good publicity stunt for Leyland, elsewhere in the world it was a whole different story. Since 1974 there were two teams racing Jaguar E-types in the USA, and with success! One was Huffaker Engineering, and the other was Group 44
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Group 44 who operated from Herndon, Virginia, not far from Dulles airport near Washington, constructed a car for the 1974 season to campaign against Porsche and GM with their Corvettes. This provided a means for British Leyland USA to boost the sales of the V12 E-type, that was suffering under the American safety and emissions legislations. |
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Huffaker Engineering from California, also built an E-type, for the same purpose. But they both started off in their own regional champion-ship. Huffaker, in the Western Division, with Lee Mueller as their driver, and Group 44, with Bob Tullius in the North eastern Division. |
Both teams had lots of racing experience, with British Leyland products. Huffaker raced the Merle Brennan racing E-type in the mid sixties, and Tullius started his racing career with Triumph cars. For Leyland the perfect teams to promote the V12 E-type in the B production series, in 1974.
Both teams had prepared and tested their cars in secret, and on their first outing they where a big shock for the competition. Mueller finished first and Tullius was comfortably in first place, when his gearlever broke. The Corvettes found competition they didn’t reckon with. After both teams had dominated in their own region, they finally met up at Road Atlanta. Bob Tullius took pole position for this race, and Lee Mueller second. After leading the race for a while, in this formation, Mueller fell back, due to a puncture. One of the Corvettes, they had not encountered before, as it was racing in the Mid Western Division, put pressure on Tullius, which resulted in extensive tire wear for the E-type. Tullius lost the race by only 0.8 seconds, losing the national championship, but taking the regional championship.
1975 was a different story for both teams. When they started for the national B-production final, Lee Mueller took pole position, only seconds ahead of Bob Tullius. Two E-types again at the front of the starting grid, accompanied by an XJS as the pace car, that was driven by Phil Hill. But soon after the start Mueller broke down with a broken diff, so Tullius had to fight it out on his own against the Corvettes and Porsches. He won, also setting the fastest lap time, and taking home his fifth national championship. It was also the thirteenth national championship for Group 44.
1975 would be the last year the V12 E-type raced, because Jaguar (Leyland) had introduced the new XJS. Both E-types where sold, the huffaker car resides in the USA, and the Tullius E-type ended up at the Jaguar Daimler Heritage Trust. Comparing both cars to the production E-type is not that hard, as they had so many rules and regulations against them. The front suspension was fairly stock, as were the brakes, they did change the torsion bars for heavy duty ones, and the sway bar, but the rest was left untouched. On the rear they changed the shock absorbers, and the ride height, to get the car a bit closer to the road. They also added an adjustable sway bar, and vented brake disks. The engine was basically stock, other than porting and polishing of the heads, a changed oil pick up, different camshafts, and some other minor changes. The flywheel was replaced by an aluminum one together with a heavy duty clutch. The only change to the gearbox was the gear lever. Changes to the body were, the flared arches, that covered the 15 inch Minilite wheels, they replaced the windscreen with a more aerodynamic one, and they added a roll bar that was bolted to the body and the rear axle cage.
Personally, I encountered the car (also known as XJR-1) a few years back, when I was at the JDHT to have a look at the Broadspeed car. At that time it had just come back from Le Mans, and had broken a half shaft. I had a real close look at the car and the rear suspension in particular. The blocks on top of the cage are the mounting points of the roll cage.
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People may think at this point “what is the link between Group 44 and Broadspeed?“ - other than the solution Group 44 had for the oil surge, which had broken a lot of engines in the Broadspeed cars - that link will be revealed next month!
Jumping forward in Jaguar history, Mitch very recently encountered a Jaguar which was yet to come in the story of Jaguar Racing..............
16th April 2010 was for many people, just a normal day - but not for me! This was the day I had an appointment with a part of Jaguar history. It all started a week ago, when a friend e-mailed me about a car he had seen online. The car in question was auctioned off as part of a liquidation auction, and what a car it was! After looking at the website I had to contact them and ask if I could have a look. A few days later I got an answer back, telling me that there was no problem, and I was welcome to take a look and some photo’s. Friday the 16th was the viewing day for the public, and I arrived there around eleven. Opened the door, and there it was ……not. It was a big storage unit, where they stored everything they were auctioning off, from workshop machines, to motorbikes. But then tucked away in a corner, I saw it, as if it had it’s own personal museum spot, amid all this chaos!
XJR-9LM Chassis no. J12-C-186
This car started life as an XJR-6 in 1986. After that it was converted into an XJR-8, and not long after that it was modified again, into the XJR-9 configuration it is in at this moment.
The car has a race history, from 1986 to 1988, with it’s best result in 1988 at Le Mans in the 24 hour race. There it came in as the fourth car, with drivers Daly, Perkins, and Cogan.
After it’s racing career the car was sold, but remained in the state it was when it was last raced. At this point I can not say how many owners it has had since 1988, all I can say is that the last owner used it as a display piece, and the car probably has not been raced since 1988. This car is also the only car that has made the three successive modifications from XJR-6 to XJR-9, so this makes the car unique, and a significant piece of Jaguar racing history.
It realised 670.000 euro at this auction, and what will happen to it will be something I can only guess, but I hope it will be seen more often and who knows, it may even race again?
Special thanks to BVA Auctions Holland, for letting me have a look and take some pictures.
Les Hughes in Australia, recognised one of the pictures he had taken of a Broadspeed Racer back in the Seventies, and contacted us, so if you recognise any of these as being one of your pictures, we would love to hear from you, so that we can acknowledge your work and your contribution to the story of Broadspeed!
Latest News from Xclusively Jaguar Registers
The 1996 Daimler Century International Register
Voici un resumè de l'historique de ma Daimler Century
par Francis Viellet
Voila, en Janvier 2010, j'ai fait l'acquisition de ma DAIMLER Century, cette voiture etant d'exception, de part sa raretè et sa beautè. Tout a fait mon style !!!
Je me presente, citoyen Français, residant dans l'oise, a cotè de Chantilly, ville mondialement connue, pour son chateau et ces champs de courses.
Ma Daimler Century, a ètè vendu le 06/1996 de Birmingham a Jaguar Vernaeve nv en Belgique - 9000GENT donc date de 1er immatriculation - 04/07/1996 la est est suivi en revision, jusqu'en 2005 et a fait 81374 KM apres elle a vecu au soleil de france a Biarritz (64200) de 2005 AU 07/2009 et le compteur marque 115000km environs puis, elle est remontè pres de paris, a villemonbre dans le 93250 de 07/2009 AU 01/2010 .avec au compteur 118000 KM maintenant, je suis le proprietaire de cette belle depuis :01/2010 ou je roule regulierement pour le plaisir et la faire connaitre aux personnes lors de rassemblement de collectionneur d'anciennes et d'exceptions.
Ma passion de l'automobile, a fait que j'ai recherchè toutes les informations, sur la Century. Et c'est la que j'ai decouvert le site d'enregistrement, et je remercie Letitia, pour sa sympatie et bonne comunication.
The XJ Coupe International Register
incorporating
The Jaguar/Daimler Avon-Stevens Convertible Register
compiled by David Jobson-Scott
As reported in the last issue, David Johson-Scott has created a register specifically for the Avon-Stevens XJ Coupes which were converted to drophead form, and his findings are listed below. David would be very pleased to hear from you if you are an owner (past or present) or can supply any relevent information on these very rare cars. Please contact Xclusively Jaguar in the first instance.
List of all recorded Avon-Stevens Convertibles
| Year | Registration | Marque | Engine | Drive | Colour | Interior | Chassis No. | Notes |
|---|---|---|---|---|---|---|---|---|
| Avon-Stevens | Daimler | ? | rhd | Greensand? | Dark | 2H | XJ Series original brochure publicity shot | |
| Avon-Stevens | Jaguar | 4.2 | rhd | Greensand | Light tan | 2J | ditto | |
| 1974 | Italy | Jaguar | 5.3 | lhd | Silver | Black | 2G 5 | Narrow pleats |
| 1975 | Denmark | Jaguar | 4.2 | lhd | Dark blue | Light tan | 2J 1258 BW | |
| 1975 | Holland | Jaguar | 4.2 | lhd | Dark red | 2J 5 | ||
| 1976 | KBE 999P | Daimler | 5.3 | rhd | Signal red | Black | 2F 1047 BW | Was Greensand |
| 1976 | Germany | Jaguar? | 5.3? | rhd | Dark red | Light | 2H 1648 BW | |
| 1976? | KCM 199P | Jaguar | 4.2 | rhd | Greensand? | Light | 2J | Brochure car? |
| 1976 | Norway | Jaguar | 4.2 | rhd | Dark blue | 2J 1090 BW | ||
| 1977 | Switzerland | Jaguar | 4.2 | rhd | Dark red | 2H 2205 BW | ||
| 1978? | XWT 886S | Daimler | 4.2? | rhd | Dark colour | 2H | Autocar 5/7/80 | |
| 1978? | YDU 926S | Jaguar | 5.3 | lhd | Light colour | Dark | 2G | Jaguar photo, narrow pleats |
| 1978 | WEL 995S | Daimler | 5.3 | rhd | White | Black | ||
| 1978 | Germany | Daimler | 5.3 | rhd | Dark blue | Russet | 2F 1225 BW | UK Reg RYU 496 |
| UK | Daimler | 4.2 | rhd | Dark green | Black? | 2H | Brochure car? was Greensand? |
|
| Australia | Jaguar | 4.2/5.3 V8? |
rhd | Red | 2J 3476 BW | |||
| Holland | Jaguar | 4.2 | lhd | Dark green? | 2J 5 | |||
| Italy | Jaguar | 5.3 | lhd | Dark blue | Light tan | 2G 5 | ||
| BJZ 6723 | Daimler | 4.2 | rhd | Burgundy | Light tan | 2H | Avon-Stevens? |
Notes: All interiors were hide trimmed, we believe.
There is one other register (that we know of) who have devoted a website to ALL known conversions of XJ saloons to drophead form. This register was founded by Win Andahl in Denmark, and we will be working with them to find and register any XJ convertibles not already listed. The register can be found at www.xjconvertible.com and in future, will be listed on our links page, for ease of reference.
David Jobson-Scott has very kindly supplied a copy of an original sales brochure for the Avon-Stevens Convertible, which we have used to created a pdf file. If you have a particular interest in this version of the XJ Coupe, please contact Xclusively Jaguar and we can supply you with a copy.
Registre International des XKR Silverstone
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This is the first Jaguar that I have owned although I've been a fan for many years. I went looking on the Internet during the summer/fall of 2008 and happened to find the Silverstone that I purchased. This in some ways fulfills a lifelong dream. Thanks for being there and for your interest in helping others. |
| Marshall Whitacre, USA |
The International Jaguar XJR-S Register
This has been proposed by Michael Scott, who has a great deal of relevant information on the XJR-S, and has agreed to create a register via Xclusively Jaguar. If you are fortunate enough to own one of these cars, you are invited to contact Michael, via Xclusively Jaguar in the first instance, to register your car. Your thoughts and ideas on how the register can develop will be taken into consideration, and we look forward to hearing from you.
We have also been approached by Derek Haynes in the USA, who has a particular interest in the Asprey version of the XJR-S, and would like to hear from anyone who owns, or knows of the whereabouts of, any of these very rare Jaguars. Contact is again, via Xclusively Jaguar, in the first instance.
Derek advises that the Asprey was a limited edition of 100 cars based on the XJR-S, and produced in either black or red, with upto 5 units being in silver. They were for the US market only.
Michael and Derek have both provided some very interesting information on these cars, and these articles will follow in due course, along with a French version of the development of the XJR-S, very kindly provided by the creator of the French website XJSFANXJRS
The International Register of Jaguar Replica's
Xclusively Jaguar was recently contacted by Bill Hinte from Australia. Bill submitted an interesting article (below) about his research into his particular field of interest in Jaguar cars. This lead to a series of discussions between us, and culminated in Bill's proposal to create a register for ALL Jaguar replica's, but with a particular onus on the XJ13, C-type and D-type.
More details will follow next month, but in the meantime, owners and interested parties are invited to contact Xclusively Jaguar with any questions or information they may wish to contribute.
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 |
 View Register |
 View Register |
View Register |
 View Register |
View Register |
V12 Variations, XJ13 Replica’s and Dee-types!
by Bill Hinte
JP (Qual). Dip, Teaching. Dip, Engineering.(Retired)
In Australia, where I am fortunate to live, despite our being far removed from the origin of Jaguar, there is a rich variety of Jaguar based engineering.
My own interest is in a particular version of the V12, but my research into this has opened my eyes to some interesting facts and websites, and I am keen to learn more and share my findings with others who are interested, through Xclusively Jaguar.
The 4 cam, 4 valve head, Jaguar V12 engine is my particular field of interest, and I am aware of 2 versions.
One is created by use of the XJ40 heads with one side having the cam drive space removed and re-welded to the other end of the head, so that it can be turned end for end. The top of the block being filled in with welded in place aluminium (this is a major task and the person who did this said never again!). This engine is fitted to a power racing boat in Australia.
The second one has "genuine Jaguar heads" and these are very nice indeed, with separate cam boxes, unlike the XJ40 ones. These were designed to go onto the open top V12 block in the first place. I am told that these heads are very similar to those which TWR eventually produced in very limited numbers, and that TW himself does not even know where those patterns ended up!
I believe that there was also a 5 valve quad cam head designed and built in the UK some years ago, but this has not been confirmed by me as yet.
The quad cam heads that I refer to are not directly from the XJ13 project, but subsequent to those units, as the XJ13 units were two valve heads with the inlet ports "down-draught" between the cam boxes, of which I believe only three such engines were built? Maybe a fourth that was used in a Mk 7 mule?
Published information says only two such quad cam 4 valve units were built by Jaguar? Although the reported scrapping of one unit by TWR is false! That one engine was only a mock-up of the 4 valve engine and TWR was instructed to dispose of it after they made use of the information they needed! Never let the truth stand in the way of a good rumour! Or so I am told!
My source is impeccable as he actually worked on these projects in the experimental section of Jaguar (although it was not called that) "Engine Development" was what it was called by those that worked there at the time. He has told me about both versions of the quad cam V12 engines at some length and has some personal photos of him working there, particularly of the "D "type era.
In my research, I came across Xclusively Jaguar, and Letitia put me in touch with Mitch Verheyen, who suggested that I may be interested in taking a look at www.XJ13.eu
This site seems to have a good deal of data, if one looks hard enough. It supports my contention that more than 2 such quad cam XJ13 engines were built, now it seems that as many as 7 were in fact built. I know that 3 were actual runners at the end of that experimental program and I was aware that other engines (at least in part, were used for flow bench testing, and one other was used on a valve gear testing rig) One other was lost due to a massive blow up on the dyno, when a bearing overheated and it put a number of rods out of the side! Now that makes a possible six that I can account for. However as always with these things it would seem that we do not know all the information?
Of the engines that have more recently surfaced (including one from Germany) it would seem that there appears to be two separate engines under discussion. The one that came home to the UK does not have the gold? plated cam covers that is shown at the Essen show, nor does the Essen show engine have installed any distributors nor crank pulley as the one that appears on the back of the utility obviously has? I also believe that this engine has the dry sump pump ports on the block welded up? May have been a show engine only, made up from bits and pieces? ........but then, I am not seeing this engine up close? I do know that one did blow up on the dyno? (as previously stated). It may well be the unit that was in the Mk 7 mule - that engine being a wet sump unit running multi SU carbs?
This is a two part thing! One is the actual XJ13 two valve quad cam engines. The other is the later quad cam 4 valve engines. The two have been mixed up in some data and that has led to some confusion. You have to keep in mind that the XJ13 engine was a different engine altogether (although having a lot of similarity) to the later open deck block production engine, on which the 4 valve quad cam was based.
There are two road registered XJ13 replicas in Australia, The first has been registered for some 20 years and was built in Canberra, by a now dead enthusiast and is accurate down to the exact number of rivets in the body work. That car runs the quad cam 4 valve "Jaguar headed engine" at 7.2 litres, revs like a "Banshee" and sets the gold fillings in ones teeth all a twitter. It also runs a light weight crank shaft and took some thousand or more hours of work to get the cam chain drive to work as designed and that is now very sound and has worked wonderfully and reliably for some years as is. This car is in the traditional British Racing Green.
The heads of this engine still have the names of some of the workers that did certain work on these heads, actually pen marked on the castings. They are narrow angle heads and the cam carriers are separate from the actual head casting.
The second car (one of two, the second not yet running and in the USA) was built here in Queensland, is dark red in colour, and is owned by Digby Cook - a one time well known racing driver here in Australia. This car has the usual single cam heads and 6 down-draught carburettors, which sound very nice indeed, however does not have the correct gearbox as the first car mentioned (this one uses a Porsche G50 Box?) This car is mild compared to the first car, and it also has a raised ride height to allow for the occasional speed bump that is used for traffic calming in Queensland.
Both cars are very nice indeed, although I have a very kind soft spot for the “Exact” older first car, as I believe that it is a perfect copy of the original and parked side by side they would appear to be identical twins.(until one looked at the engine bay!)
My research on the engines and cars referred to above lead me to the name of Bryan Wingfield, who worked for Ford Motor Company, and had links with the GT40 project! He produced a D-type “replica” called a “Dee-type”, which had its debut in 1975. It is said to be stunningly authentic and closer to the original than the Lynx replica D-type, which was debuted at the same time! Bryan Wingfield set out to build genuine replicas, rather than cars built from bits of D-type with the intention of passing them off as the real thing, so at least his intentions were honourable, and he just wanted to make the legendary D-types more accessible to ordinary enthusiasts! Apparently, it is NOT a fibreglass body, and IS powered by a Jaguar engine, capable of similar performance to a real D-type. Engines were E-type 3.8 or 4.2 sourced from and prepared by the late Ron Beaty. Apart from the engines, all the work was done at “Deetype Replicas Ltd” South Gibcracks Farm, Bicknacre Road, East Hanningfield, Chelmsford, Essex, CM3 5AP
According to the Osprey publication “Jaguar D-type and XKSS” by Graham Robson, Bryan had produced an accurate XJ13 replica complete with a “genuine four-cam XJ13 5 litre V12 engine” some time before 1983, when this book was published! It has been suggested that Bryan had obtained copies of the actual Jaguar drawings to build his replica.
I have recently emailed Bryan to obtain his own comments on the “genuine quad cam engine” that he reportedly used in his replica XJ13. At the time of writing Bryan has yet to reply.
More information on Bryan Wingfield can be found at bryanwingfield.com
Does anyone have any other useful information to add to my research on the Four Cam, 4 valve head, Jaguar V12 Engine? If so, please contact Xclusively Jaguar and all replies will be passed onto me.
S-type (X200) Bonnet Latch Failure
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The 2 pictures above are the result of bonnet latch failure on this particular model. It can quite easily be avoided by regular maintenance and keeping an eye on things!
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The latch pictured opposite (which is the one you release with your finger as you lift open the S-type bonnet) can seize in the OPEN position if the spring is not kept scrupulously clean and well lubricated. It is therefore very important that you check, clean and lubricate the pivot shown at the top of the picture. |
The other problem which may occur, and therefore needs regular inspection, and possible replacement, are the 2 metal hoops which are fixed to the bonnet and can shear off due to metal fatigue.
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For future ease of reference this item will also appear on our S-type model page.
Xclusively Jaguar Across the Globe!
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Reader Focus
| UK Mick Bean |
1994 3.2 XJ40 Sport |
|---|---|
| No, I haven't got the caption wrong! The XJS pictured was Mick Bean's previous Jaguar - he is now the proud owner of an XJ40. Mick contacted Xclusively Jaguar for information on parts and has remained in contact ever since. An article on the XJ40 will follow in due course, and we are saving the pictures for the planned Christmas card! Mick is an electrician by trade and not the least bit frightened by XJ40's !!! |  |
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Important Notices and Disclaimers
Important: Please also refer to our Disclaimer
Please contact Xclusively Jaguar if you:-
1. Have anything advertised in this newsletter or the accompanying website and wish to make any amendments.
2. Require further details of anything referred to in the newsletter.
3. Wish to place an advertisement for anything associated with the Jaguar marque.
4. Would like to exchange links with Xclusively Jaguar, and have a website page ranking of 2 or above.
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copies sent directly to you.
Remember, it is exclusively JAGUAR, but this is also taken to mean SS and Daimler.
Thankyou for taking the time to read my newsletter.
Kindest Regards
Letitia Mace