Subscribe to our newsletter!
Enter your email address...

Main Sponsors:

Welcome to the June 2010 issue of Xclusively Jaguar News. This month we are very pleased to announce that our latest sponsors are The Jaguar Enthusiasts Club! This is the largest Jaguar club in the world, and can offer the best services for the Jaguar owner and enthusiast, and we are very pleased to be associated with them and look forward to working with them to promote the interests of anyone associated with Jaguar cars.

As well as all our usual features, we have the first entries for our newest registers, along with some useful tips for the owners of the XKR Silverstone. Don Baldry has been busy this month, providing us with two articles, one of which is a pictorial account of this years London to Brighton Jaguar Run which spanned 75 years of production! News of forthcoming events includes Le Mans, JEC National Northern Day and the first meeting of the JEC Portsmouth Area. Quicksilver Automotive Technologies show you how to light up an XF, and Mitch continues his story of how Broadspeed connects to Group 44 and TWR and if you are fluent in French, you can jump the gun here, and read about how all this lead to the development of the XJRS, in an article entitled "Naissance de l'XJR-S" by the owner of the French website "XJSFANXJRS". If you want to find out how to order an Xclusively Jaguar calendar for next year, and make sure you dont miss Jaguar on the television - or best of all - win a copy of Ian Coolings book "Jaguar Automobilia Collector".........then read on!

 

Le Mans 2010

For all you lucky people who are going to Le Mans to support Paul Gentilozzi and the Jaguar RSR XKR GT2, don't forget to pay a visit to the Jaguar Heritage shop, which will be in attendance for the duration of the event, allowing you to treat yourself to souvenirs and say hello to the Jaguar Heritage team, which Esta-jane Mace is proud to be a part of on this memorable occasion, which not only celebrates Jaguar's return to Le Mans, but also the 75th anniversary of Jaguar!

The Jaguar Heritage shop will be situated near the pit area in the Village, and will be open on the 11th, 12th and 13th of June 2010.

Doubtless, Esta-jane will provide us with a full report in her Xclusively Jaguar News July Diary entry!

 

"Tiggy" must go !!!

Regrettably, Tiggy must make way for something which is a little more rare! If I could keep 2 Jaguars, then believe me, she would NOT be for sale! I have placed her details on the For Sale page (ref; 60) but what can I say about her? Not yet perfect, but certainly one of the better XJ40's currently on the market! The price I am asking is very negiotiable and intended to deter the chancers and people who just want a "Jag" to show off in! Tiggy is NOT a "Jag" she is a 3.2 Sovereign and according to my research, one of only circa 3000 in all and circa 700 built to 1993/4 specification, compared with a total of 50,000 4 litre Sovereigns !!! (Yes, I was shocked too !!!) Whether or not she is sold in the next month, I intend to include an article about her in the July issue, but if in the meantime you would like more details, please phone 07836 687898 or 01297 35988 (5 digits) or contact Xclusively Jaguar - preference will be given to a true enthusiast who intends to continue the work I have put in to Tiggy in the last year, with the help and support of Rob Jenner, Andy Harvey and Mitch Verheyen (among others). Someone who is prepared to stay in contact, and maybe contribute something for the newsletter relating to Tiggy's future progress.

 

Xclusively Jaguar Calender 2011

We would like to produce a calender for next year, and have already begun to collect suitable pictures of readers Jaguars. We do not have any idea of take-up on this, so we need to know how many readers would be interested in purchasing a calender. Proposed cost would be £10, to include postage, worldwide. We hope also to include an Xclusively Jaguar tax disc holder and car window sticker, in this price, if possible. If you are interested, please contact Xclusively Jaguar with your name, postal address and email address, in order that we can gauge interest. We are still collecting interesting pictures of readers Jaguars for this, and future projects, and if produced, the calender may be a numbered limited edition.

This is not intended be a profit making venture, but purely done out of interest. It is proposed that the calender will be smart but simple, user friendly, and is priced to make it a reasonable alternative to buying an everyday non-Jaguar calender!

Please register your interest here and next month we will have full details on how to purchase, if the project goes ahead.

Request Calendar

 

 

London to Brighton Jaguar Run - 25th April 2010

I had an email last month from Keith Baker, who has covered this event for me since the inception of Xclusively Jaguar. He was gravely concerned as he was going to be abroad on this date! But never fear, Don Baldry stepped forward into the breach, so now I have 2 excellent reporters to rely on! Many thanks to both of you for your respective contributions. Our cover picture, this month, is also courtesy of Don Baldry.

London to Brighton in 75 years!	by Don Baldry
Starting at Hall Place, London
	Finishing at Marine Drive, Brighton

 

Oil Additives

Last month we published the findings of Gus Glikas, who had looked more deeply into the issue of Nikosil than most people dare! His advice was not to jump to the obvious conclusion and use Nikosil as a scapegoat, as there are many other issues which can lead to an engine refusing to turn over, but if the evidence suggests that there is severe bore wear, then an additive may be the answer. Nigel Brown has made the point that in an otherwise healthy engine, this is not advisable, while Gus Glikas argues that if bore wear is likely to be terminal, you may as well keep the engine going for as long as possible.

Interesting thoughts on both sides, and I am sure there are many other views if anyone wishes to take this up?

Nigel Brown responded to the article by Gus Glikas with the following advice:
NEVER put a Moly Disulphide based additive in with your engine oil. Some years ago I stripped a 1500 Ford engine down that I intended rebuilding/tuning for dropping into my Dellow trials car. The crankshaft was in truly amazing condition. Not a thou of wear on any bearing and the shells were also unworn. The crank journals had a distinctive brown/grey appearance due I presume to embedded microscopic particles of the Moly Disulphide.

The piston rings were another story. Totally shot. In the top two ring lands there was a hard build-up of deposited Moly Disulphide particles. This progressive deposit had forced the rings out and led to accelerated ring and bore wear. My late father was an aircraft metallurgist and industrial chemist and his opinion was that the high temperatures near the crown of the piston had contributed to this deposition of layers of Moly Disulphide particles. Whatever the technical reasons, it was there and had done the damage. He took a look at a sample under a microscope and was quite certain it was Moly Disulphide and NOT carbon build-up.

So, claims for low friction and wear protection on bearings and cams may well be true - but I personally would never put it in any piston engine.

Gus Glikas has added his own thoughts to this, as a follow up to his article of last month:
The Nikasil engine is not a bad engine and one should not see doom and gloom when they have one or are going to purchase one. If I had this information when I had mine I would understand and act in my best interest. I had little information to go on and felt as if I were fighting this battle alone and that is why I put out the articles on Nikasil and the non-start. I truly wanted to educate the people that own them. It is not the end of the world! Today if you have a Nikasil engine and you are not having trouble you have one hell of a driving machine. A car Jaguar intended you to have! If you have one that has given you trouble then think about what you can do to make it better. Sulphur has not been around for 10 years, so, why are you having trouble now??? In my opinion I would be tempted to use higher octane fuel to keep the injectors clean; use a good fuel additive; use a heavier weight oil, who said 5W/30 is the only oil to use in a modern Jaguar? Use an additive to the oil if necessary, what harm could it do now? Not all additives are bad! To find a good one ask around, check the internet and see what you get. I heard that Restore is great stuff and used around the world I have not used oil additives in this way for years. You need to know that Nikasil is slicker than a new babies butt and cylinder washing IS going to take place!

 

Back to Contents

---

Don't forget JEC National Northern Day at Newby Hall on 11th July
Book your tickets NOW to avoid disappointment!

More details from the JEC HQ - Phone: 0117 969 8186 - Fax: 0117 979 1863 - Email: office@jec.org.uk

 

Join the JEC NOW and avoid missing next months issue!

 

Portsmouth Region

Mike Kennedy, S-type Forum Co-ordinator and now area representative for Portsmouth invites ALL Jaguar owners to the first informal meeting of the newly formed JEC Portsmouth Region on 8th June 2010 (8pm start) at "The Churchillian" on Portsdown Hill (PO6 3LS).

Further details from Mike Kennedy 07974 131127 eagmarine@hotmail.co.uk

Mike informs me that the views are good, but the beer is better!

The Churchillian	for excellent views	and dubious company!

I`m pleased to be able to tell you that Jim Christmas, Michael Clifton and myself visited "The Churchillian" pub recently with a view to holding the first JEC Portsmouth Regional Meeting at this venue. The pub is situated on the top of the South Downs overlooking Portsmouth, The Solent and the Isle of Wight. The view is spectacular.

We decided to initially hold our meetings on the SECOND TUESDAY of each month at around 8pm. This can change at a later date if other week days would be more suitable.

For those of us wishing to eat prior to our gathering, food is available at usual bar prices and from what we saw last night looks very good. May I suggest that if you require to dine, contact the pub directly to book a table.

The pub has a large car park and the usual facilities are available. It is located on Portsdown Hill on the same road that affords access to the old defence fortifications which can be seen along the top of the Downs. Access from the M27 and surrounding area is easy. Post code for your sat nav is PO6 3LS.

As a new JEC Region, we have a clean slate to work from and ideas for our meetings and suggestions for days out will be warmly received. Please bring friends and family along and also if the opportunity arises, encourage other Jaguar owners to become involved. The more the merrier and other members from other JEC Regions are very welcome to attend.

I think we should meet on an informal basis to begin with. Once we have got to know one another and had the chance to organise ourselves, we can align ourselves into the typical Regional JEC structure.

I do hope you can attend on the 8th June, and in the meantime please contact me (details above) if you have any queries or would like a chat.

View JEC Website

Back to Contents

---

Back to Contents

---

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!

View Details

Back to Contents

---

MY TOP TEN JAGUAR BOOKS

by Ian Cooling

Over the past four months, I have discussed a number of different themes that might appear in a library of Jaguar books. I have also offered some thoughts on the sort of factors that play a part in any such set of choices. This month, all this comes together in the highly personal choice of “My Top Ten Jaguar Books”.

This choice reflects the personal influences that played a part in my choice and may do so for you. You will see reflections of my interests as a book-lover: how good is the design, the paper and the printing? Is it a first edition? Is it signed and if so, by whom? Does the binding match the rest of the book? How well does the dust-wrapper fulfil its two prime functions – encouraging the browser to buy it and then protecting the main body of the book from harm?

You will also see evidence of my life-long love affair with the cars. Books telling the stories of the Jaguar drivers who were winning everything in sight in the 1950s appear, along with others that tell the story of the design and development of my favourite Jaguars. Sometimes the Jaguar lover and the book lover in my brain are at odds. The book owner wants a first edition, but the car lover wants the latest edition with the errors corrected and the information as up-to-date as is possible.

Another factor that has influenced some of my choices is that I never forget that the story of Jaguars is the story of people. Those beautiful cars were designed, built, test-driven and sold by people. Some of the finest automotive engineers and designers in the world applied their personal talents to the cars, while other people tended the gardens at Browns Lane, fitted the wheels as the half-built cars went past on the production line and typed the letters. There were also those blithering idiots who nearly destroyed Jaguar during the dark days of BL in the 1970s!

And was my choice easy? You have to be joking! When I first sat down to make my list, I reached over 40 books in less than half an hour. It was not too difficult to cut that list back to about 20 – and then the real work began. About half of my final list were easy selections and quickly made; the rest were spread over days.

I re-read those books that were marginal, I double-checked to make sure I had not over-done my favourite authors at the expense of others, I thought about the story that was being told as well as the way it was told. Then the book-collector in me had a long hard think about the “look and feel” of the books. During this process several books moved in and out of consideration, some more than once, as I applied different criteria.

What is particularly interesting is that the core books have appeared on virtually every such list I have compiled over the past 30 years (though not necessarily in the same order1). The rest come and go; some go for ever, others reappear. So this is by no means my definitive list for all time – it is merely my 2010 list.

And this process is about exclusion as much as inclusion. Rumblings about my choice will be heard across the Xclusively Jaguar readership. Where are Andrew Whyte’s two superb volumes on Competitive Jaguars? Where are Paul Skilleter’s ground-breaking books on Jaguar Sports Cars and Jaguar Saloons? Where is David Murray’s book on his team “Ecurie Ecosse”? Where are the books about Jaguar’s “Second Coming” in motor racing in the 1980s and early 1990s? And so on.

All are very valid questions – so valid that I put them back to you. Nominate one key Jaguar book not on my list that you would like to see included – and why. Please also send me a photo of the cover of your nominated book, especially if your choice is rare or unusual. I’ll then assemble the best nominations for a future article.

Each entry chosen for inclusion will receive a free copy of my book “Jaguar Collectibles”, currently retailing at £14.95.

Either e-mail your nominations to ian.cooling@invictanet.co.uk or post them to me at 154 Bridge Street, Wye, Ashford, Kent. TN25 5DP.

 

My personal top ten Jaguar books

 

First Place – “Touch Wood” by Duncan Hamilton

Duncan Hamilton’s autobiography, published in 1960, earns an almost automatic place in any list of Jaguar books; here it is top of the pops in first place on my list. Written in a rumbustious style that directly reflects the character of the man, this well-illustrated book was first published in 1960. It charts his career from childhood in Ireland, early flying at Brooklands, wartime service with the Fleet Air Arm and then on to the cars. Duncan’s exploits in Jaguars are part of the ethos and heritage of the marque and the heart of the book is the golden decade of the 50s – when tyres were skinny and drivers were fat. No fewer than nine of the sixteen chapters are devoted to Duncan’s Jaguar era – the highs and the lows - and the food and drink. And they all certainly knew how to party!

Who can forget the story of Hamilton and his co-driver Rolt being told that their C Type had failed scrutiny at Le Mans? In time-honoured fashion, they headed for a local hostelry to drown their sorrows. A while later, a member of the Jaguar crew arrived post haste to tell them that the team’s appeal had been successful and they were on again. Several gallons of coffee later, they were back in action. Imagine that happening today!

 

Second Place – “Jaguar E Type: 3.8 & 4.2 6-cylinder; 5.3 V12” by Denis Jenkinson

This book is streets ahead of the pot-boilers that usually appear in the "sets" so beloved of motoring publishers. Denis Jenkinson (Jenks) was the leading Grand Prix reporter and commentator for the best part of 40 years. He was the Motor Sport magazine's Grand Prix correspondent from 1953 until the early 1990's, when he was into his 70s. In the 1950s he also continued a competitive career began before the war. Most noteworthy were his drives as co-driver to Stirling Moss crowned by the pair of them winning the gruelling Mille Miglia in 1955 in a Mercedes. In the latter part of his writing career, he developed a particularly close rapport with Ayrton Senna that gave additional insights to his writing.

The reason why this book is listed so high on my list is that from 1965 to 1971 Jenks owned a Series 1 FHC E Type and a Series 2 DHC. The bulk of this book is therefore not the usual stuff about where to look for rust, how difficult certain spares are to find and how to tune the triple carbs. Instead, much is a diary of Jenks' travels as he clocked up over 200,000 miles in his own E Types as he tracked the Grand Prix circus across Europe year after year. The photographs alone are worth the cost. Pictures that have never appeared anywhere else (so far as I have been able to find out) showing Jenks at the wheel on the Italian autostrada, servicing his car at the roadside in southern Italy, spinning the car in snow to check the grip and taking delivery of his Series 2 at Browns Lane.

 

Third Place – “Jaguar, A Biography” by Lord Montagu of Beaulieu

The present Lord Montagu and author of this book, is the son of the man who founded the collection of cars that evolved into the National Motor Museum at Beaulieu in the New Forest. The family have owned Daimlers since the earliest days of the marque in Britain, but Lord Montagu has always had a soft spot for Jaguars too. So when the commission came from Jaguar Cars to write a book to help commemorate the 25th anniversary of the adoption of the name “Jaguar” in 1936, Lord Montagu accepted with alacrity.

In the 2 November 1960 issue of the Motor, a letter appeared from Lord Montagu appealing for assistance with information and the book was published less than a year later. Detailed research was co-ordinated by Michael Sedgwick, Curator of the car collection at Beaulieu, who was duly given due credit for his work in the acknowledgements at the front of the book. Lord Montagu was also very hands-on throughout the project making several trips to Browns lane to devil in the Company archives and most of the text is his.

The quality of the research is evident throughout and copies continue in use as reference books to this day. The detailed listings of model production and competition successes in the appendices being particularly helpful. This book has also been regularly up-dated, initially by Lord Montagu and Michael Sedgwick; latterly by knowledgeable Jaguar authors such as Philip Porter. This neatly solves the clash between the book-lover and the car-lover that I mentioned in my introduction. The book-lover has his first edition and the car lover has the latest and most up-to-date edition.

 

Fourth Place - "Jaguar – The History of a Great British Car" by Andrew Whyte

“Jaguar. The History of a Great British Car” was first published in 1980 and has been up-dated from time to time. It is still the best single account of the early days of the company as Swallow Sidecars and Swallow Coachbuilding in Blackpool and (later) Coventry in the 1920s. It is a book as much about Jaguar people as about Jaguar cars. Andrew Whyte was the first of the Jaguar writers to put the people who made the cars and built the company at the heart of his narrative. His research was detailed and painstaking. Working in the factory PR Department from the late 1950s to the early1980s, he had unparalleled access to the archives. But equally importantly, through his work with the company’s pensioners association, he struck up friendships with a whole host of former staff members. More than a few of them had moved down from Blackpool when the company relocated in 1928 but sadly they have all now left us. This means that this book of Andrew’s is not only a fine tribute to his skills as an author and researcher; it is also a unique record of the early days of the Company.

 

Fifth Place - “Climax in Coventry” by Walter Hassan.

Wally Hassan has secured his place in Jaguar history by his seminal contribution to the design and testing of the XK engine and the mighty Jaguar V12 engine. But his stunning career began well before that. He was a key player in the pre-war days of Bentley at Le Mans. He was also involved in creating the Barnato-Hassan and Pacey-Hassan Specials as well as helping ERA solve their suspension problems and his membership of the team preparing John Cobb’s Napier-Railton world land speed record car. All that before WW 2!

His Jaguar career also began before the war, working on SS cars’ suspensions and helping prepare SS 100s for Brooklands and the Monte Carlo Rally. During the war, he was with the Bristol Aeroplane Company, rejoining Jaguar soon after the war to work on the XK engine. In 1950, he moved to Coventry Climax as chief engineer, where he presided over that startling lateral shift from manufacturing engines for fire-pumps and forklift trucks to producing Formula 1-winning racing engines. In 1963, he returned to the Jaguar fold when the company bought Coventry Climax. The story goes that Sir William Lyons bought the Coventry Climax operation principally to secure the services of Wally to help develop the V12 engine! The fascination of this book is the way co-author and well-respected motoring writer Graham Robson weaves these various themes together with a clear SS/Jaguar strand running throughout.

 

Sixth Place – “Mike Hawthorn – Golden Boy” by Tony Bailey & Paul Skilleter

I well remember the genesis of this book in the summer of 2005. A web-site had been launched to celebrate Mike Hawthorn’s life and achievements and before very long it really took off. It was quite astonishing to see the warmth, affection and admiration in which Mike was still held nearly fifty years after his tragically early death.

The website created a huge number of leads for the two authors, Tony Bailey and Paul Skilleter, to pursue and they have done a superb job in doing so. This is by no means just a motor racing book. To an extent that is both rare and welcome, this is very much a book about Hawthorn the man, rather than Hawthorn the racing driver. Of course, his racing career is discussed with a chapter on his cars, his march to the World Championship in 1958 and a highly detailed Appendix listing his career results. But there is also Mike as a child, a chapter on “The Tourist Trophy Garage”, the family business and one on “Life with the Hawthorns”.

The racing chapters include a thorough review of the evidence (as opposed to rumour, prejudice and fantasies) that totally exonerates Mike from responsibility for the tragic accident that took so many lives at Le Mans in 1955. In particular, no-one viewing the sequence of stills taken from an amateur film at the time that are displayed in Chapter 5, could come to anything other than the same conclusion as the official French enquiry into the disaster - Mike was not to blame.

More exceptional research stands behind the story of Mike’s fatal crash on 22nd January 1959 in his 3.4 Mark 1, VDU 881. Painstaking interviews with those who were involved in the aftermath on the day and for several months afterwards are carefully interwoven with a quite exceptional series of photographs which, I might add, are a special feature of the book as a whole.

 

Seventh Place - “XJ 220” by Philip Porter

A truly inspiring book telling the story of the genesis of the XJ 220 project in Jim Randle's lounge at home, the work of the “Saturday Club” who designed the car that went on to steal the show with its dream debut at the NEC Motor Show in 1988. That debut was followed by the creation of the team that would take the car through to production. The book tells this story in great detail, but the quality of the writing makes sure that it does not become tedious. Each phase of design, prototyping, development and production are covered, all enhanced by a huge variety of interviews with designers, engineers, drivers and company executives.

The quality and range of the photographs are a particular feature of the book. As well as drawing on the Company’s own archives, photographer Peter Burn, a Motor & Autocar staffer, was a sworn member of the original team throughout. Not only is his work of the highest professional standards, but this long involvement has made for a superbly comprehensive set of images.

Production standards are particularly high for this book. The design is fresh and open, making sure that the visual impact is excellent. You want to keep reading, whereas first glance at more than a few books makes you want to put them down. High-grade coated paper makes sure the photos are presented to best advantage. The binding, although by machine is tight and very well-finished. Finally, the whole book is protected by a board slip-case that neatly complements the binding of the book. Excellent!

 

Eighth Place - “The Jaguar XK in Australia” by John Elmgreen and Terry McGrath.

This superb book stands high in any Jaguar library as a testament to years of diligent research and scholarship, with co-ordinated input throughout from a huge number of XK enthusiasts across the world. Co-authored by John Elmgreen and Terry McGrath, two luminaries of the Australian Jaguar scene, this book was published in New South Wales in 1985. The contents are what you would expect from a 14-year long research project: background chapters on production statistics and the business of importing and selling Jaguars into Australia; exhaustive histories of individual cars; the XK (including C Types and D Types) in competition and a fascinating chapter of magazine articles. For me this book ticks both collecting boxes: it is a superbly produced offering for the collector, while at the same time appealing to the Jaguar fan by the wealth of history and scores of excellent photographs, most seldom seen outside Australia and the Antipodes.

Publication was limited to 1000 numbered copies and a handful of the early copies (not more than 10 I understand) were leather-bound with an XK 120 radiator badge set into the cover. It is a huge book – 10 inches by 13.5 inches in size (or “folio” as the antiquarian booksellers would have it) which allows the photographs to be displayed to good advantage. The standard book is strongly-bound in green cloth boards with a dust-wrapper of the same paper as the end papers. Quite a few copies have lost their dust-wrappers as the “wrap-rounds” were slightly undersized, so they easily came adrift from the book.

 

Ninth Place – “Motor-Racing Drivers Past and Present” by 'Sallon'

Very few motoring enthusiasts whose interests are rooted in the 1950s would not include this book of caricatures in their list of favourites. Ralph David Sallon was one of Britain’s foremost cartoonists for the better part of 50 years. A freelancer in the 1930s, he joined the Daily Mirror in 1948 and stayed with that paper until his retirement in 1991 (at the age of 92!). This book contains no fewer than 68 caricatures of motor racing drivers, with all the main Jaguar drivers very well represented – Moss, Hawthorn, Hamilton, Rolt, Adams, Walker, Titterington, Bueb and more; they are all included.

The book was published jointly by Shell-Mex and BP in 1956 to mark the 60th anniversary of the British motor industry. Complete copies in fine condition and with the transparent plastic cover intact are increasingly rare as many have been dismantled so the individual prints can be mounted and framed. And thereby hangs a tale. One of my greatest missed chances ever was being offered a set of the Jaguar driver pictures at Beaulieu in the mid-80s. Being in a rush and having an excellent copy of the book at home, I declined. The following day I met up with the man who bought them, rubbing his hands in glee. He had bought the lot for £50. This was ten times the price of the book at the time - but the pictures were all signed. Even in the 80s, that was a serious bargain. Nowadays, a signed copy of the Hawthorn page alone is worth around £500 – let alone £50!

 

Tenth Place - “Jaguar E Type – The Definitive History” by Philip Porter.

The claim in the title is correct. This remains the definite history of the E Type and earns Philip Porter a well-merited second appearance on this list. Although individual books have dealt with individual elements of the cars’ history in more depth, none start to approach Philip’s work for its combination of breadth and depth. The research is meticulous throughout and enhanced by the way it is presented in the book with both the writing and the photography being very high quality with literally hundreds of well-chosen photographs supplementing the text. Detailed appendices cover the hard data of specifications, production figures, exports by country and competition results.

The car’s competition history being especially well-covered and more than a few of the photos of the cars in action I have never seen before. As with Philip’s XJ220 book in 7th place above, his interviews with a wide-range of the surviving players in the development of the E-Type form a particularly illuminating strand throughout. All in all, the inclusion of this book is a tribute both to the author’s meticulous research and the enduring popularity of the E Type. Few of us can ever aspire to owning C Types and D Types, but with tens of thousands of E Types produced in the three basic variants, most of which still survive, ownership is a reasonable aspiration for many and a nice dream for the rest!

 

Ian Cooling has produced a unique and informative book entitled "Jaguar Collectibles"
which can be ordered direct from his website, or you can win a copy! Details above.

Visit Ian's website

Back to Contents

---

For the past few weeks, I have kept KUH on the drive, mainly due to the rising fuel costs, and Joe and I have been using his car to get to work and back. However, the great weather this weekend prompted me to address some issues I have been avoiding over the past few weeks. No, it wasn’t the smoke issue, although I still have to take KUH for a SPORTY run to see if the smoke issues has been solved. Anyway, the issue I solved today was the long avoided check of the boot infill panel. This is something I kept putting off due to the common problem of water retention and the latter eventually rotting away this section! So today I took off the plastic strips that surround the area and removed the panels with baited breath…........

Well, it was extremely filthy, so I removed the dirt and was soooooo pleased to find not a spot of rust! Well, there was a touch of it on the off-side panel, and me being me got the ol’ screw driver out and poked, but it was solid! It does look quite severe in the photo but I guess it was because of the dirt as once it was cleaned it was such a small amount of rust! Phew!!

So I cleaned the area up thoroughly just to double check that there were no more potential rusty areas, and fortunately everywhere was solid, so I stuck some Hammerite on the rusty area and then, just to ensure water would NOT hang around there, I decided to coat the area with grease, and then I put the rest of the panels back on! Voila! We have here a rust free boot infill area!

If you own an XJ40, I would recommend checking this area, especially if you live in good old, usually wet England, where water seeps underneath these panels and sits between the panels and metal eating away the boot area - MUNCH, MUNCH !!!

 

Visit Esta-janes website for more XJ40 news, views and tips!

Back to Contents

---

Part 2

So there the beast sat, quietly smirking to itself and thinking the battles already won, that it can spend the rest of its days tucked up in the back of my lean-to without ever turning a wheel and enjoying an easy life. Well that’s not going to happen, at that moment in time the car was worth more dead than alive, all that shiny chrome and perfect interior would go down a treat on eBay, and that unmolested corrosion free shell would be snapped up as a donor for some poor soul with a rot box. Four days hard work would see it stripped to its component parts and sent to the four corners of the globe, not so smug now are we my little Welsh pearl?

 

Where do we start Ralph?

Not really sure where to start, previous restorations have taught me to get the basics done first, no point buying the shiny pretty bits if the car won’t pass its MOT. Just a quick recap on the list of ailments - blowing down pipes, high tickover, smoking engine, reluctant gearbox and a singing diff. May as well start at the front and work backwards; at least I’ll know where I left my spanners!

 

High tick over/auxiliary air valve.

As described last month the auxiliary air valve (AAV) assists the engine in starting and warm up by allowing extra air into the engine when cold. The valve also has a bolt screwed into the side which allows you to adjust the tick over when hot. Over the years this valve either seizes up or the wax bulb immersed in the cooling system fails to operate. The valve itself is situated at the rear left hand corner of the engine, one hose connects it to the LH air filter the other to the inlet manifold. A quick way of fault finding the AAV is to remove the LH air filter and locate where it takes its suction from. Start the engine and then place your thumb to partly cover the AAV suction hole in the filter housing, the RPM will drop to normal if the valve is faulty. Its best not to leave your thumb there for too long, the small amount of air that’s rushing past it is super cooled and you’ll get frost bite!

Auxilary air valve

Thus tested and deemed faulty the valve was replaced by a spare which had closed successfully in a pan of boiling water. The engine was fired and ticked over at 1500rpm until the bulb warmed up and closed the valve, bringing the tickover to a steady 750, this was better but still not good. The engine should only tickover at 900rpm when first started 1500 is way too high and not good for a cold engine with lazy oil. Two more valves were fitted with more or less the same result; they all closed eventually but allowed too much air in initially. It must be down to a tired bulb which relaxes too much at ambient temperature and causes the damaging RPM. New AAV’s run to 3 figures at the local Jaguar dealer - this is not an option in my book. If the valve works when warm but lets in too much air when cold then some sort of restriction is required to bring the cold RPM down to 900. I made up a restrictive fitting from aluminium bar stock. This located snugly inside the metal inlet pipe of the AAV, had a 4.5mm hole drilled through the centre, and took the form of a silver top hat. The rim of the hat protruded out of the AAV and was clamped firmly by the rubber inlet hose and jubilee clip. This last point is very important, if anything is allowed to break free and get sucked into the engine, then a high tick over would be the least of your worries. With the restrictor duly fitted it was time for the moment of truth. Bingo, the engine fired into life at 900rpm and after a few minutes the valve closed and tick over reduced to 750 - don’t you just love it when a plan comes together?

 

Reluctant box.

When crawling around underneath I noticed that the vacuum pipe attached to the auto box modulator had a large split on the moulded elbow. Air would have been sucked through this split and straight into the inlet manifold rather than the vacuum that should have been influencing the modulator. Is this the answer to the reluctant gear changes? Lets hope so.

 

Blowing down pipes.

With the tick over sorted the beast did not roar quite so loudly, this gave me the opportunity to suss which exhaust bank was blowing the worst, definitely the left hand side, that’s a bonus, no steering column to contend with! The nuts and studs holding the down pipe to the manifold were soaked in easing oil for a couple of days and then the fun began. Working from above and below the four nuts were gradually worked loose and the down pipe removed. This is easier said than done, things are very tight between the manifold and inner wing, difficult to get a spanner in from the top and even harder to get any leverage on it. A combination of ratchet, extensions and a universal joint removed the inner nuts from below, slightly easier, even if you’re lying on a cold concrete floor and the dog keeps marking its territory on the axle stands - that mutt had got the angles to perfection, the splash back was deadly!

Two new sealing rings were fitted to the down pipe and the down pipe was fitted to the manifold, the job is fiddly and tests your resolve, a second pair of hands would be welcome just to hold the flanges onto the studs while you get the nuts on. Then it’s the easy job of connecting the down pipe to the long front pipe. Then it’s the even easier job of turning the key and hoping for the best. Well the best happened, not only did the left bank seal but the right hand bank wasn’t even blowing and didn’t need fixing; it was just the noise from the left that made it appear so. Elation, at last the dragon was starting to behave and conform, my little chat about dissection and eBay may have done the trick, but all this work may be in vain if the engine still smoked.

Exhaust down pipes with new sealing rings in place

 

Sticking on the nicotine patch.

With the engine still warm from the exhaust test now was the best time to drop the oil. What emerged from the sump was not good: thin, brown and smelling very strange - no I’m not talking about the dog, this stuff was definitely not fit to lubricate an iconic V12 - got there with seconds to spare I reckon!

One thing to remember when draining the oil from this power plant is that there’s lots of it, 11 litres to be precise, so make sure that the receptacle you’re draining it into is up to the job, this is no Ford Fiesta. Changing the oil filter is a breeze; it will virtually drop into your lap if you’re not careful. Remember to fill the new one with fresh oil before refitting and try not to dislodge any crud when offering it back up. The wire mesh in the engine breather system was cleaned out, this was plugged with mayonnaise which was more than a little worrying, it had been smoke that emerged from the exhaust not steam, I wasn’t expecting any trouble with the head gaskets. Anyway, carry on regardless and the fill the engine with oil, turn the key and wait for the pivotal moment of the restoration. If the car still smoked then it’s a major set back, I would have to go searching for a donor car with a good engine. These don’t turn up everyday so it could be months or years before a suitable replacement is found. Well it didn’t so I didn’t have to, the engine sounded just great, ticked over at 750rpm and didn’t smoke. Oil pressure when cold was around 75psi and 35 when hot, at750rpm. The only noise you could hear was coming from the turbulent radiator fan, everything else was mechanical perfection. Happy days, until next time!

 

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

Read previous instalments

Back to Contents

---

Mitch Verheyen presents..........

In 1976 Group 44 was aiming to recreate the success of the year before, but when the season started all they had to race was the E-type of the year before. BL had stopped production of the E-type and they had sold all the production cars, their focus was on the new XJS now. That is why British Leyland agreed to back Group 44, to race an XJS in the amateur run off, with a view on the Trans-Am series in 1977. The car did have some developing problems. One of the problems was the heat that the engine generated, one oil cooler mounted behind the headlight turned out to be not enough. Next to this they had an oil tank mounted in the passenger seat spot, that radiated so much heat, that Bob Tullius dropped back three spots one race, because of the cockpit heat. Altogether they did fairly well the first year with the XJS. Road Atlanta turned out to be a problematic race though, with Tullius spinning out at the first corner, due to cold tyres. After that he climbed back up to fourth place, then a plug came loose on the carburettors, that resulted in a fire!

Setup for the car was as the E-type, fairly standard, but they did know that the Lucas-Bosch injection system was not race worthy, so they asked the SCCA to allow them to use the Weber kit, that was available as an aftermarket kit in the UK. This setup gave them, together with other modifications similar to the E-type, a power output of 530/540 BHP. This power had to be contained, so they went to British- Leyland for the eight-pot brake callipers that where specially developed for the Broadspeed XJ12 coupe. This turned out to be a good combination, but due to a lack of spare parts they had to go back to a twin calliper setup, that turned out to be just as successful. In the end Broadspeed did the same.

Broadspeed 1977 front brake set-up

The 1977 season was a successful one for Tullius and Group 44, with a lot of victories and a few finishes in the top 5. Over the season the power increased, and development made the car lighter, and better to handle. At the end of the season they took the championship, only a few points in front of Porsche driver John Bauer. One thing they did not succeed in doing was, to take the manufacturers title. This was because there were a lot of Porsche’s and Corvette’s racing. It resulted in a re-thinking of the Group 44 strategy.

For the 1978 season Group 44 had to change a lot, one was the car, that was one of the heaviest cars in the racing series. This problem was solved when crew chief Lawton “Lanky” Foushee found a group of six XJS body shell’s at the Coventry plant, that were acid dipped as preparation for Broadspeed to use for the 1978 season. Not a lot is known about these six shells, what became of them, or if they even survived. As mythical as the Broadspeed XJC is to most people, the Broadspeed XJS is even a myth to me, so if anyone knows more about them, please contact me!

One of the bodies was shipped to the USA. The car was fitted with an aluminium roll cage, and a GPR boot lid and wings. This made the car a lot lighter, compared to the 1977 car. The first few races where a bit of a disappointment, but after the third race the team pulled together and won the next seven races. With the Corvette’s right on their tale in the championship, they had to do something to ensure that they would take home the manufacturers title. This was done by upgrading the 1977 car to 1978 spec, and entering it in the last two races, with engineer Brian Fuerstenau as the driver. The team took the needed points home, and also took home the manufacturers title for 1978.

1979 and 1980 were quiet years for Jaguar racing, due to commercial problems at British Leyland. The XJS was put under a dustcover and Group 44 returned to racing the Triumph TR8. 1981 would be different, but more about that next month!

 

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!

 

View Broadspeed Website

Back to Contents

---

Latest News from Xclusively Jaguar Registers

Register compiled for Xclusively Jaguar by
Letitia Mace

Dennis Perler is the proud owner of this XKR Silverstone, which was sought out by the Delaware British Automobile Club due to its rarity, and given the honour of being “Car of the Show! It couldn't be judged nor can it become a member because it is "too new" for the club. They must be 2000 or older models autos. They're even thinking about cutting off the limit at 1985.

Dennis is the original purchaser of the car, which he bought on 11/2/2000. He had searched the internet, looking for a Silverstone in virtually every Jaguar inventory in the U S. He eventually found the last remaining Coupe in Edison, New Jersey. When he telephoned them, they told him the car had been sold, and he said “If for any reason the buyer were to back out, please call me.” They did three days later, so he purchased the very last XKR Silverstone Coupe in the U S. It has currently covered only 5300 miles!

 

BBS Detroit Alloy Wheels

Otto Van Voorst has contributed some interesting items in the past, and here he relates an experience which may be of interest to any Jaguar owner with BBS alloy rims.

All XKR Silverstones are originally fitted with ‘Detroit’ split rim alloys by BBS, as shown here. In time corrosion appears around the bolt holes and centre hole. I have seen this on several Silverstones. Also during use one has to be very careful not to touch any curbs as the outer stainless ring is easily damaged. I have been in touch with BBS in Germany to see if repair is possible and they confirmed that replacing the outer ring is possible but the corrosion damage can only be repaired by repainting which is not the same as the original plated finish.

BBS do have a replacement service and if the old rim is returned a new one will be provided at a fraction of the cost. I have just been to the factory and exchanged my wheels for identical new ones at € 350 each compared to a new value of € 900. The wheels were even packed in Jaguar labelled boxes!

An excellent service!

Mike Horlor (JEC XK8 Forum Co-ordinator) adds the following:

In the UK we have wheel specialists who will remove the tyres, strip and repaint the wheels and replace the trims for about the same price you paid. However, brand new wheels would certainly be a more attractive option. I am currently waiting to hear from the UK agents for BBS to see if they offer an exchange service in the UK, and if so, this will be reported in the next issue of Xclusively Jaguar News.

We currently have 1 Jaguar XKR Silverstone advertised on our Car Sales page.

We currently have no readers looking to buy a Jaguar XKR Silverstone on our Wanted page.

View Register

 

Register compiled for Xclusively Jaguar by
Letitia Mace

Latest 1996 Daimler Century Register Entries

	VIN: SAJDKANS3BR 776370 Colour: Nautilus Trim: Pale Mushroom Location: New Zealand	Further details upon request
	VIN: SAJDKANS3BR 784809 Colour: Black Trim: Silk White Location: UK	Further details upon request

We currently have no 1996 Daimler Century's advertised on our Car Sales page.
We do, however, have a 1997 Daimler Six lwb, which is a close relative! Full details on our car sales page.

We currently have 3 readers looking to buy a 1996 Daimler Century (or similar) on our Wanted page.

View Register

 

Register compiled for Xclusively Jaguar by
Letitia Mace

Latest Jaguar Supercar Register Entries

VIN: SAJJEAEX7AX 220828 Date of Manu: 19/02/93 Market: UK rhd Date of 1st Reg: 06/01/95 Original Colour: Daytona Black/Smoke Grey Location: UK Reg. No: M22 OXJ

First owner: Grange Jaguar, Exeter Further information by request Picture courtesy of owner

We currently have no Jaguar XJ220's or XJR-15's advertised on our Car Sales page.

We currently have no readers looking to buy a Jaguar XJ220 or XJR-15 on our Wanted page.

View Register

 

Register compiled for Xclusively Jaguar by
Mitch Verheyen

We have been thinking about a Lister Register since October last year, but finding the time to go beyond thinking about it has been impossible! Finally, Mitch has agreed to take this on, so here are the first few Lister Jaguars which he has found. Comments invited.

	Description: Mk3 Lister Coupe Based on: 1990 rhd XJ-S Coupe Engine: 7 litre Gearbox: 5 speed manual Colour: Red Interior: Cream/magnolia Notes:
	Description: Lister XJ6* Based on: 1988 rhd 3.6 XJ40 Engine: Lister modified to 4 litre Gearbox: manual Colour: Antigua Blue Interior: Notes: TWR bodykit, Lister wheels
	Description: Lister Coupe Based on: 1986 XJ-S Coupe Engine: 5.3 V12 Gearbox: automatic Colour: White Interior: Biscuit Notes:
	Description: Lister Convertible Based on: XJ-S Convertible Engine: Gearbox: Colour: Interior: Cream Notes:
	Description: Lister Coupe Based on: XJ-S Coupe Engine: Gearbox: Colour: Interior: Notes:
	Description: Lister Le Mans Coupe Based on: 1991 XJ-S Engine: 5.3 V12 modified to 7 litre Gearbox: Colour: Red Interior: Cream/magnolia Notes:
	Description: Lister XJ Coupe Based on: 1976 Series 2 XJ Coupe Engine: 5.3 V12 modified to 7 litre Gearbox: Getrag 5 speed manual Colour: Black Interior: Cream with black piping Notes:
	Description: Lister Le Mans Convertible Based on: XJ-S Convertible Engine: 7 litre Gearbox: Colour: Black Interior: Cream with black piping Notes: Lister Storm alloys

*Picture courtesy of Ian Hardy Motorsport Photography

If you recognise one of these pictures as being yours, please contact Xclusively Jaguar and we will be happy to acknowledge you as the owner of the picture, or car, as appropriate.

If you own a Lister, we would be happy to add it to the register, and please do not forget that Hyper Transformations can supply the body kits and replacement parts for these rare Jaguars.

Please note:(The name Lister and Lister Le Mans are registered trademarks of Lister Ltd.)

We currently have no Lister Jaguars advertised on our Car Sales page.

We currently have no readers looking to buy a Lister Jaguar on our Wanted page.

View Register

 

Register compiled for Xclusively Jaguar by
Letitia Mace

Latest Jaguar XJ-SC Register Entries

VIN: SAJJNACX3CC 134370 Date of Manu: 11/08/86 Date of 1st Reg: 22/06/87 Description: 5.3 rhd auto Colour: Bordeaux Red Market: Australia Location: Australia (05/10) Reg. No: undisclosed

Further information by request

We currently have 5 Jaguar XJ-S Cabriolets advertised on our Car Sales page.

We currently have 1 reader looking to buy a Jaguar XJ-S Cabriolet on our Wanted page.

View Register

 

Register compiled for Xclusively Jaguar by
David Jobson-Scott and run in association with www.xjconvertible.com and www.xjc.com.au

Do you recognise the Daimler above? The picture was taken at Thoresby Hall 2009, and David would be much obliged if the owner were to contact Xclusively Jaguar with a view to entering this coupe on our register and confirming whether or not it is an Avon-Stevens conversion.

Latest XJ Coupe Register Entries

	Chassis no: 2F 1047 BW Marque: Daimler Engine: 5.3 V12 Drive: rhd automatic Colour: Signal Red Trim: Black hide Location: UK	Avon-Stevens conversion to Convertible Featured in March 2010 issue of Xclusively Jaguar News Further details upon request
	Chassis no: 2J 2554 BW Marque: Jaguar Engine: 4.2 Drive: rhd automatic Colour: Rhodium Silver Trim: Dark Blue hide Location: Australia	Formerly part of "The Crowfoot Collection" Featured in May 2009 issue of Xclusively Jaguar News Further details upon request

We currently have no Series 2 XJ Coupes advertised on our Car Sales page.

We currently have no readers looking to buy a Series 2 XJ Coupe on our Wanted page.

View Register

 

Register compiled by Steve Johns and run in association with www.jaguarsport-xjr.com

This register is run in association with Steve Johns website, of the same name. If you have an urgent enquiry, we will endeavour to deal with this on behalf of Steve, who is currently off the road! Non urgent matters will be passed onto Steve in due course. Many thanks for your patience and continued support.

We currently have 1 TWR/Jaguarsport XJR advertised on our Car Sales page.

We currently have no readers looking to buy a TWR/Jaguarsport XJR on our Wanted page.

View Register

 

Register compiled for Xclusively Jaguar by
Michael Scott and Martin Lamb

If you own a TWR/Jaguarsport XJR-S and wish to be included in our register, please contact Xclusively Jaguar with the following details:
Date of 1st registration
Current Registration number, and previous numbers, if known
Colour or colour code with interior trim and trim code
Chassis number
Engine number
Mileage
Brief history of car, number of owners, useage, specific problems etc
For security, not all of the requested details will be made available on-line.
If you would like a picture of your car displayed on the register, please email to Letitia@xclusively-jaguar.co.uk in jpg format.

Latest XJRS Register Entries

	VIN: SAJJSAES3EK 183341 Date first registered: 1st March 1992 Colour: Black Cherry Trim: Magnolia/coffee	Further information by request
	VIN: SAJJSAES3EK 185790 Date first registered: 1993 Colour: Flamenco Red Trim:	Converted in 2002 to Lynx Eventer no. 67 - this was the last XJS (and the only XJRS) to be converted to Eventer specification before the closure of Lynx. Please refer to Hyper Transormations article, above. Further information by request

 

Naissance de l'XJR-S

Ce texte est le résultat de mes différentes recherches sur la naissance de XJR-S pour savoir le pourquoi, comment et avec qui cette voiture est apparue. Cela s’adresse aux personnes qui connaissent déjà un petit peu l’histoire de JAGUAR et de TWR. Je ne fournis pas les données techniques que je trouve parfois fastidieuses. L’XJR-S est le seul modèle de chez Jaguar à être un dérivé de la compétition vendu dans le réseau de la marque d’où la phrase « la course améliore la race « prend toute sa signification avec l’XJR-S. L’XKR 8 et XKR ne sont que les filles de l’XJR-S dont le père est Tom Walkinshaw, elles ne sont pas le reflet de la course mais un prolongement marketing de l’XJR-S, et si l’ XJ-S était sorti avec les améliorations de l’XJR-S, aurait-elle eue une autre carrière? Seul un débat entre les passionnés peut apporter une esquisse d’un début de réponse.

Un petit rappel historique pour savoir comment et pourquoi est naît le programme XJR-S, donc il était une fois...

En Europe

Jaguar par l’intermédiaire de British Leyland, cherche à revenir en compétition pour rehausser son image déplorable. Pour Jaguar la course véhicule une bonne publicité. Dans sa gamme à l’époque, il n’y a que l’XJ 12C qui a le gabarit pour le championnat Européen, la Type E étant en fin de vie. La préparation est confié à BROADSPEED en 1976, les résultats sont catastrophiques: aucune victoire et trop chère pour ce genre de résultats. Au bout 1 ans et demi Jaguar « British Leyland « arrête les frais, mais garde en mémoire l’idée d’une amélioration de l’image par l’intermédiaire de la compétition.

 

Aux USA	Le premier à avoir mis l’XJ-S (475 CV) sur circuit fut Bob Tullius en juillet 1976, avec son groupe 44 et l’aide de British Leyland USA qui pour eux était un bon outil de promotion. Avec de bon résultat en 1976, 1977 et 1981, Jaguar US améliore ses ventes. Mais en 1982 B.L U.S.A a d’autre projet pour lui: l’endurance.

En Europe
En 1978, un projet privé d’une XJ-S aux 24 Heures du Mans est abandonné.

Qui a choisit l’un ou qui a demandé à l’autre? Sans le savoir pour l’instant, ils ont des ambitions communes.

Du coté de Sir John EGAN aux commandes de Jaguar (chez BL depuis 1980), après avoir vu le travail sur l’XJ-S de Bob Tullius au US et suite aux résultats du Groupe 44, il désire engager Jaguar dans un championnat d’Europe des voitures de tourisme ou E.T.C.C, il cherche un Préparateur car il a beaucoup à faire du coté de la production et de la recherche. Pourquoi TWR? Après avoir observé les résultats du TWR avec les ROVER Vitesse depuis 1980 et sa victoire en 1981 au 24 Heures de Spa avec MAZDA.

Du coté de Tom, il veut développer sa société TWR avec l’aide d’un grand constructeur (et de ses puissants bureaux d’études). Après avoir arrêté ses collaborations avec BMW et MAZDA, il propose en 1980 à ROVER (avec un choix, peut-être patriotique) d’améliorer leur Rover Vitesse, ce qu’il réussit parfaitement. Tom est le représentant de MOTUL (FR). en Angleterre. Il a un budget pour le championnat d’Europe mais cherche une auto (l’XJ-S est maintenant capable de faire le championnat d’Europe en groupe A, il la trouve lourde, sous motorisé et la base trop grosse mais avec un certain potentiel, son premier but sera de l’alléger).Ses talents de pilote, d’homme d’affaires et de préparateurs sont toujours accompagnés par ces 3 paramètres: les liberté laissé par le règlement, les forces et les faiblesse de l’oppositions et celles de sa propre voiture, après avoir choisi son auto il applique sa devise: fiabilité avant la victoire.

1982 Groupe A ou E.T.C.C
Les adversaires sont les BMW 635 csi. - La polémique sera les vérins de levage pneumatique. Ils seront acceptés. Pour cette année 5 victoires sur 11 courses. 24 heures de Spa: 9ème heure: train AV faussé, 8ème heure: sortie de route.

1983 Groupe A ou E.T.C.C
La polémique est l’aileron sous le parechocs arrière avec un radiateur d’huile car les autos doivent se rapprocher le plus possible de l’original. Aucun déclassement. Pour cette année 6 victoires sur 12 courses. 24 heures de Spa: abandon pont AR. Complément d’informations: DVD résumant la saison E.T.C.C 1983

1984 Groupe A ou E.T.C.C (et naissance de la pré-XJR-s)
En janvier Tom à le projet de vendre une XJ-S « spéciale » 3 par semaine puis 300 par an. Le style est de Peter Stevens et Alan Scott pour le moteur. Tom roule avec un 6.4 litres. 1984 naissance de la pré-XJR-s. Pourquoi pré? En 84 l’XJ-S est modifiée par TWR et ressemble plus à du tunning, en 1988 avec Jaguar Sports, elle devient XJR-S, vendu dans le réseau et présent dans le catalogue de la gamme du grand constructeur. La philosophie de Tom pour un coupé typé sport est: avec un modèle de base le modifier vers la voiture de course et non une voiture de course version civile. Pour la course, une version 6 litres de 360 ch et 55 mkg est prévue, non validée. Pour cette année: 7 victoires sur 12 courses, Tom a le titre de pilote champion d’Europe. 24 heures de Spa: 1 Complément d’informations: DVD résumant la saison E.T.C.C 1984.

Différents types de badges dans les premières années.

 

Premier catalogue, permettant d’acheter des éléments de carrosserie, de suspension et autres. Le flou des types moteurs permet à certain de vendre des 5.3 litres en 6 litres et des kits vendu et monté hors de Kidlington permet de faire de belles copies, donc comment certifier une « vrai » XJR-s, entre celle préparé par TWR et celles modifié par un particulier?

 

Grand Prix de Macao	Les Groupe A étant interdit en Europe, le TWR est contraint de participer à des courses « exotiques ». Premier et second au GP de Macao. Un cigarettier sponsorise le TWR, un autre le fera en Groupe C.

1985 Mort de Sir William LYONS le 8 Février

BATHURST ou JAMES HARDIE 1000
Classement: 1, 3 et 49.
Complément d’informations: DVD résumant la course de 1985 et 2 livres sur la course.

1986 Course au Japon. Tom arrête d’être pilote.

1987 Courses en Nouvelle-Zélande.

Que sont devenues les voitures de course?
Entre musé au US et collection privé, où certain continu de courir avec.
La victorieuse de Spa est au JDHT (acheté 99 000£ ).

Les chiffres, avant JAGUAR SPORT, du nombre de modèles et de versions moteurs ne sont que pur suppositions, hypothèses, extrapolation et autres. Ceux cités ci-après le sont par recoupement avec le JDHT.

1988	Naissance de JAGUAR SPORT en mai pour, peut-être, contrer les autres préparateurs nationaux et Allemands.

 

	Version US qui est obligée de garder la partie noire « absorbante ».

 

	Série spéciale « LE MANS » avec un 5.3 litres et limitée à: 100 exemplaires fabriqué en Août.

1989
Le 6 litres est disponible en Septembre. Pourquoi la version 6 litres avec l’injection Zytek?
Peut-être un vieux stock du Groupe C.
Rachat de Jaguar par Ford en décembre. C’est le début de la fin pour l’XJ-S.
Nombre de 5.3 litres: 206.
Nombre de 6 litres apparu en octobre: 66.

1990
Vente en France à partir de cette année.
Option: déchromage
Nombre de construit: 328

1991
Restyling de l’XJ-S donc de l’XJR-S.

Présentation de l’XJR-S restylé le 11 septembre au Salon de Frankfort (tiens, tiens, cela ne vous rappelle t-il pas la présentation de l’XJ-S en 1975 même période le 10, même lieu).

Option: chargeur CD
Nombre de construit: 65

Version US, la partie noire du pare-choc disparaîtra en 1993 sur les modèles standards.

1992
Nombre de coupé construit: 283 et 34 sont vendus aux USA.
Petit restyling: Les poignées de portes encastrées et air bag conducteur.
Option: chargeur CD

1993		Nouveau logo du TWR 16 XJR-S sont vendus aux USA. Nombre de coupé construit: 23 Arrêt de fabrication: mai

AUJOURD’HUI…
Des passionnés de la course automobile et enthousiaste de l’XJ-S (à ce jour en GB) célèbrent la naissance de l’XJR-S sur circuits et les propriétaires perpétuent le résultat sur les routes.

Reconnaissez-vous l'une de ces photos? S'il vous plaît contactez Xclusively Jaguar et nous vous reconnaissez que le propriétaire!

XJSFANXJRS

 

We currently have no TWR/Jaguarsport XJRS's advertised on our Car Sales page.

We currently have no readers looking to buy a TWR/Jaguarsport XJRS on our Wanted page.

View Register

 

Register compiled for Xclusively Jaguar by
Bill Hinte JP (Qual). Dip, Teaching. Dip, Engineering. (Retired)

Our first month into the compilation of a register for Jaguar Replicas has been both busy and eventful! The initial sounding out of interest has been successful in bringing forward more people with a strong interest and deep knowledge of the subject, or rather subjects, interlinked with the XJ13 project, Jaguar V12 development, and replicas of the XJ13 and other rare Jaguars. “The International Register of Jaguar Replicas” will consider the inclusion of all Jaguar replicas, however, the onus will be on XJ13, "D"type and "C"type with the inclusion of associated articles in future issues of the newsletter.

In last months issue I reported that “there are two road registered XJ13 replicas in Australia, the first having been registered for some 20 years, which was built in Canberra, by a now dead enthusiast” – well, I am VERY happy to report that the information I was given was inaccurate and the builder of the car is very much alive! I spoke to him only a few days ago, and he is currently working on a “cousin” to the XJ13 replica, which I hope to be able to report on in the future!

The first entry on our "International Register of Jaguar Replicas" is an XJ13 which was built for Digby Cooke by Denis Bedford in Queensland, Australia. Many thanks to Denis Bedford for allowing us to publish pictures of the finished car, below. In these pictures the wing mirrors have yet to be added, and it is surprising the difference this makes to the look of the car.

Brian Martin contacted Xclusively Jaguar with the following information:

I worked at Jaguar for a total of 35 years, ten of those as a design and development engineer in the Experimental department. I worked on the original XJ13 build project in the competition shop at Browns Lane (though not on the engines). After retiring, I returned to Browns Lane as a volunteer at JDHT before finally saying goodbye when I retired to France in 2007.

What I can confirm is that the original 4 cam, 5 litre, 2 valve engine is still in the car, although it has recently been rebuilt. A second engine to this spec, but, wet sumped and on SU carburettors was run for some time in a very scruffy, experimental department Mk10 mule, with which we terrorised Aston Martin testers on the recently opened M1 Motorway (it would outrun a standard 4.2 litre E Type). A third engine was built up as a display unit, and therefore with no internals and was displayed at the Herbert Art Gallery in Coventry.

Incidentally, all of these early `competition' spec engines ran twin distributors with Lucas Opus ignition, Lucas (Bosch) fuel injection and polished camcovers. Significantly, the camshafts were gear driven and not as usual for Jaguar, by chain.

Next month we have an interesting article about Robert Tweedie and his D-type replica, and more on the XJ13, by Neville Swales MBA BSc.

Dont forget, if you are building a replica Jaguar, Classic Motors in Somerset (advertisement above) can advise on, and supply, all necessary running gear.

We currently have no Jaguar replicas advertised on our Car Sales page.

We currently have no readers looking to buy a Jaguar replica on our Wanted page.

View Register

 

Back to Contents

---

Could a Jaguar XF be better?

Quicksilver Automotive Technologies believe that it could!

In the April issue of Xclusively Jaguar News we featured an XJS which was modified and enhanced by Quicksilver Automotive Technologies. This month we feature an XF which has been similarly modified and enhanced but with subtle differences to that of the XJS! Quicksilver are now specializing in Jaguar cars, and this is just one example of the modifications they can perform.

An e-brochure with further details of the work carried out to this XF and the XJS previously featured, along with contact information, can be requested from Xclusively Jaguar, free of charge.

	A brief resume of the personalisation of a Jaguar XF belonging to Mr Graham Walsh by Quicksilver Automotive Technologies
	Although the interior lighting in the Jaguar XF is better than most cars, it was felt that this could be improved, along with a few other enhancements, similar to those carried out on the XJS featured in the April 2010 issue of Xclusively Jaguar News.
	The interior lights on a standard Jaguar XF use conventional bulbs which are quite yellow, get very hot, and consume a lot of energy.
	All of the light units were stripped down and modified to take 4Sight synthetic sunlight LED light modules. These create light which is exactly the same colour as daylight, so they are kind to human eyes, and they really do make the interior look even better!
	Even in daylight, the difference in the lighting is very noticeable, giving this beautiful car, a beautifully bright interior!
	When the doors are opened, the overhead synthetic sunlight upgrade lighting and the floor lighting operate at full power to dramatic effect.
	When the car is running, the floor lighting remains on at low intensity, and can be turned off seperately. This is a truly sumptuous cabin to spend time in!
	The standard interior lighting, as seen here, is far superior to most cars..........
	..........but extra mini floodlighting in the door handle recesses and in the door pockets finishes the job nicely.
	Seen here repeated in the rear doors, it is both functional and beautiful.
	Having completed the improvements to the interior lighting, it was time to turn out attention to the sound system. In order to give an improvement to the low frequency, without making the car look like a Max Power project, we were able to use the space in the spare wheel created by shortening the standard wheel retaining bolt, which is ridiculously long.
	We then created an insert in MDF which was trimmed in carpet to match the boot. Into this was set the Pioneer bass unit together with its controller and the result sounds great!
	Once the boot carpet is back in place, nothing can be seen, including the boot space itself! The 10 watt bulb which is expected to illuminate the boot, would take a heavy toll on the battery, if for any reason it failed to switch off automatically!
	To remedy this we replaced the existing bulb with one of our 4Sight 12 LED modules and added four of our 4Sight Minilights. Between them, they still use less power than the original 10 watt bulb!
	4Sight Minilights
	When your windscreen washer bottle needs to be topped up, it helps if you can find it!
	Thanks to three 4Sight Minilights and a fully automatic switching system, that is never going to be a problem on this car!
	As with the Jaguar XJS, modified by us, daytime running lights complete the ensemble!
	Contact Xclusively Jaguar to request FREE e-brochure

Back to Contents

---

Xclusively Jaguar Across the Globe!

Keeping in Touch

Twitter	Facebook	Skype
Twitter XJ News Join XJ News RSS Feed on Twitter	Xclusively Jaguar	You can now contact Xclusively Jaguar by Skype from anywhere in the world! Skype users call Xclusively Jaguar FREE!

 

Spreading the Word!

If you would like one of our FREE Xclusively Jaguar window stickers, for your Jaguar or Daimler, please contact Xclusively Jaguar for details. sits neatly behind rear view mirror without impeding vision)

 

Reader Focus

UK/South Africa Anthony Raylor

1968 Daimler 420

Tony migrates between the UK and South Africa. He does some great work as the editor of "Morgans Historic and Classic Year Book" and runs 2 Jaguars and the Daimler, pictured. His convertible XJ Coupe appeared in the April 2010 issue of Xclusively Jaguar News, and he also owns a late XJS Convertible. Tony is a very "active" car enthusiast, and we think he has some plans in store, so watch this space!

 

Readers Requests

Each month we recieve a number of requests for used parts, and specific cars. If you are seeking a used Jaguar or specific part, please refer to our "For Sale and Wanted pages" (links below) where you may find an advertisement for the item you seek. If not, please submit a request, which will appear on the relevant page. In approving these advertisements for the website, if we know of anyone who can help, we will forward details directly to you.

 

Reader Offer

Dont forget Ian Coolings amazing offer this month - read Jaguar Automobilia Collector to find out how to win a copy of "Jaguar Automobilia Collector".

 

Reminder

If you have not already registered your interest in an Xclusively Jaguar Calender for 2011, do so NOW, so as not to miss out!

Request Calendar

 

Back to Contents

---

---

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.
5. Have any relevant contribution suitable for this newsletter.
6. No-longer wish to be included on the mailing list for this newsletter.
7. Have any thoughts or comments on any aspect of this newsletter which you would like to share.
8. Had this newsletter forwarded to you, and would like to receive regular 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

 

Xclusively Jaguar News currently has a Google page ranking of 2 and we are continually working to improve this!

 

Back to Contents