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Welcome to the July 2010 issue of Xclusively Jaguar News. This month is the final issue of Volume 2, making next month the third anniversary of Xclusively Jaguar News! When I sent out my first 2 page "newsletter" to 35 aquaintances on 11th August 2008, I was worried that I would run out of ideas or material for a regular newsletter, and that it would last 3 months, maybe! As this issue goes out, I already have everything planned for the August Newsletter, including an article on the upgrading of an XK8 convertible belonging to Tony Ridge, JEC PR Manager.

This month, "Diary of an XJ40" becomes "XJ40 Diaries" as Esta-jane and KUH are joined by 2 other interesting XJ40 owners! "Cerberus" is a radio DJ who will be adding an "Xclusively Jaguar" flavour to his weekly radio show and giving us a monthly update on his rare 4 litre XJ40 Sport. Meanwhile, Kamil, will be doing a similar monthly update on his 3.6 XJ40 Sovereign - not that special you may think, but at 12 years old, I challenge you to find a younger Jaguar owner/enthusiast !!! Kamil is very keen and already knows his way round an XJ40 - all he has to do now is be patient and learn to drive it !!!

Neville Swales joins us this month, as a regular contributor, with the history and development of the legendary Jaguar V12; SNG Barratt move into Main Sponsor status, so you can read about all their latest offers in Xclusively Jaguar News; Ian Cooling begins a new series, this time devoted to collecting Jaguar badges, and we have 3 separate first hand accounts of this years "24 heures du mans". So if this, or one of the other topics mentioned, is where your particular interest lies, then read on!

 

Xclusively Jaguar on the air as well as on-line !!!

Music World Radio host, "Cerberus", is one of our newest contributors, and will be sharing all the latest news from Xclusively Jaguar on his weekly show – 8pm till 10pm every Wednesday – on Music World Radio.

He invites everyone to join him and “Blue Velvet” (his long suffering wife – he admits!) in listening to some excellent music, with the opportunity of having a request played live on air, if you wish!

You can read the first of his monthly contributions, entitled “Cerberus and Boudicca”, in “XJ40 Diaries” below.

Wednesday at eight - don't be late !!!

 

Xclusively Jaguar Calender 2011

Many thanks to everyone who has already registered their interest in purchasing a calendar for next year. I am very pleased to say that there has been enough interest for this project to go ahead. I had hoped to have full details for this months newsletter, however, this is now scheduled for next month, or possibly sooner for those whose names are already on the calendar list.

You can still register your interest in purchasing a calendar, below, if you wish. Proposed purchase price is £10 including P&P worldwide, and possibly with the inclusion of a window sticker and tax disc.

Request Calendar

 

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24 HEURES DU MANS 2010

Jaguars at Le Mans 2010

by Martin Lamb

"Jaguar" above the pit garages once again!	Whilst a long way short of Jaguars representation at Le Mans in past years, it was great to see the word 'JAGUAR' above the pit garages once again. The American Rocketsports Racing Team had entered their XKRS in this years 24 Hour epic enduarance event with full support and backing from the Jaguar factory.

 

Martin Lamb's Jaguar XFR Rocketsport replica at Le Mans 2010

For those of you unfamiliar with the team, they are run by the incredibly experienced Paul Gentilozzi, and are based in East Lancing, Michigan. They were formed in 1985 and have run cars in Trans Am, IMSA and Champ Cars, winning 57 races outright and the 2009 Trans AM Championship. In 2009 they announced a full programme of races for 2010 using the Jaguar XKRS in the American Le Mans Series(ALMS), in the GT2 'production' category. They also engineered the XFR for the Bonneville Salt Flats run, clocking the car at almost 226mph, so they know a thing or two about making Jaguars perform!

The ALMS series mirrors current Le Mans rules with the top class sports prototypes in 'LMP1' and 'LMP2' guises. The first category having a higher weight limit, larger engines and tyres, than the second, and are purpose built endurance 'sports' cars that generate huge performance and cornering speeds. The rules also recognize 'production' cars in GT1 and GT2 guises. Again the GT1 cars feature larger tyres and power outputs through a heavier degree of modification than the GT2 cars which run relatively standard looking bodywork and engines.

Rocketsports chose the GT2 class for the XKRS as GT1 will be banned from Le Mans from 2011 onwards, and although less developed than a GT1 car, the competition in the class is, if anything, more intense than in GT1. They face numerous teams racing well developed cars from Ferrari (F430), Porsche (911), Corvette, Aston Martin(V8 Vantage) and at Le Mans the Dutch Spyker. These cars have been tried and tested over dozens of races and the Jaguar is certainly struggling to come to terms with them on pace, and at the moment is also lacking in race reliability. To date they have just one race finish to their credit at the Long Beach Grand Prix in April.

Jaguar XKR RSR GT2 in the pits at Le Mans

I arrived at Le Mans on a very wet Thursday, and unfortunately missed Wednesday qualifying. Sadly the Jaguar was nowhere to be seen on Thursday, and I couldn't set my eyes on the gorgeous looking car until the pit lane walk on Friday. As is the norm for Le Mans, all the cars were in a state of 'undress', but with the bodywork removed you could see the many modifications that turn these cars into serious race machines. Items like front anti roll bars that must be 2 inches thick for example, and brake discs that would stop a juggernaut.

 

XKR RSR in the Dunlop Chicane at Le Mans

In qualifying, the Jaguar was the slowest car on the track, lapping in 4 min 12 sec. The class leading car lapped in 3 min 59, and the first 4 cars in the class were seperated by only 0.6 of a second. This illustrates not only how much work Rocketsports need to do to get the Jaguar up to speed, but also the competitiveness of the class. Just to put the performace into perspective the track length is 8.47 miles and the pole position time for the LMP1 class was 3 min 19 (Sebastian Bourdais in the Peugeot)!!

Sadly the Jaguar fared little better in the race. A vibration sent a sensor into overdrive, overfuelling the engine. It lasted just 4 laps before being beaten to the retirements list by only an LMP1 car that broke its gearbox on the first lap, and Nigel Mansell making his Le Mans debut, who managed to get a puncture and crash at the very fast run down to Indianapolis corner. (Tip for Nigel: try to stay on the grey stuff, it makes your tyres last a lot longer!!).

The following race was of a ferocious pace with only 27 classified runners at the end. Audi trounced the Peugeots against expectations, as despite having the faster car all 4 Peugeots failed to finish. Audi entered 3 of their R15plus cars, and crossed the line in 1st, 2nd and 3rd! The winning car was driven by Timo Bernhard, Romain Dumas and Mike Rockenfeller, the first Le mans win for all three drivers, and despite Audi doing it again it was good to see some new blood on the podium. The only British driver in the Audi squad, Allan McNish, finished third sharing with the incredible Tom Kristensen and Dindo Capello.

And that I’m afraid is my Le Mans 24 Hrs report. Much shorter than I wanted it to be! Hopefully next years race will have me filling pages and pages with race long battles as Jaguar once again claim a title (albeit a class win) at Le Mans...........

Richard Eyre’s XJR16 leading the Porsche pack	All was not lost for our beloved marque, however. Supporting this years main event was the Historic Group C event, starring no fewer that 4 of TWR's sensational cars. The field included two XJR-9's, Gary Pearsons XJR-11 and Richard Eyres sensational looking XJR-16, sporting its Bud Light livery from US IMSA racing.

 

Justin Law's Group C race winning XJR-9

The race itself was something of a lottery with punctures delaying many cars. Gary Pearson led most of the race in a great battle with Nathan Kinch in the Spice and David Hart in the Porsche 962. Justin Law held station behind in his XJR-9 and when all three of the leading cars suffered tyre problems he managed to win the race ahead of Gareth Evans in the Nissan R88. Alex Buncombe retired his XJR-9 after damaging his rear wing when he spun off in the Porsche Curves, and the XJR-16 retired due to electrical problems with a very disappointed Richard Eyre not completing his first event at Le Mans. It is always fantastic to see these fabulous cars racing again, especially the spectacular and very rapidly driven Sauber Mercedes C11 of Bob Berridge who, sadly, suffered several punctures and was nowhere in the final rankings.

 

As always, Le Mans is a wonderful weekend. The campsites have a tremendous atmosphere, helped by the many fabulous cars that make the trip. I had expected to see hundreds of Jaguars supporting the 'return of the cats', but their were very few Jaguars around. Doing his bit, was the owner of a lovely Series 1 E-type, entertaining the campers with doughnuts (poor car)!!

I also tried to show my support with a Rocketsports look-a-like kit for my XFR. The French loved it!!

So come on Rocketsports and all you Jaguar fans. Le Mans 2011. Be there or be square!!

Thanks to Gary Oxley (Signs Plus) for the graphics!

In addition to Martin's own very individual XFR, there were some other very unusual Jaguars at Le Mans, including this Jaguar powered Ronart
	and this XJ40

 

Jaguar Heritage at Le Mans 2010

by Esta-jane Mace

Well, this month I am afraid there is no update on KUH ... but for a very good reason! I thought I would share with you my time at Le Mans, supporting Jaguars return to the 24 hour world famous race for the first time since the very early ‘90s!

My time at Le Mans was spent supporting Jaguar Heritage as they opened up shop there for the first time. I spent the weekend meeting many Jaguar enthusiasts who came in their droves, many of which were happy to share their story of how they came to own a Jaguar, with me, and I was pleasantly surprised to hear of how many had driven many miles across the continent from many countries in their classic Jaguars. I would also like to make a special mention to Martin Lamb, a fellow Xclusively Jaguar newsletter reader and contributor, who came over to the shop and said hello (and forgot to bring me the keys to that XJRS...). I must say that I thoroughly enjoyed the weekend in the shop and hope that we will be back next year!

During my breaks I managed to sneak out of the shop and got to meet the technicians behind the Jaguar RocketSport XKR. The RocketSport team are the same people who broke the records on the Salt Flats in an XFR. They had been working very hard to get the XKR ready for the weekend’s race, but sadly after just 4 laps the RSR XKR had to retire due to electrical issues ... a Jaguar with electrical issues?

The Jaguar pit at Le Mans 2010	The Rocketsport technicians at Le Mans 2010

Overall it was a fantastic weekend and great for Jaguar to be getting its name back into motorsport again. It was refreshing to hear how many people were also pleased to see Jaguar back, and lets all keep our fingers crossed for the RSR team who have been working really hard to get Jaguar back to its racing roots!

 

The Drivers Parade at Le Mans 2010

by Gary Scott

Just got back from Le Mans with the XJ-SC and thought you might like to know that the car "SCO 745" (and me, of course!) got invited onto the drivers parade at Le Mans town representing Coventry Jaguars 75th anniversary. So along with 15 other Jaguars, we were invited to do the Le Mans tour to the cheers of a massive crowd, and for the press, following all the drivers on the grid including Nigel Mansel, Paul Gentilozzi, Justin law, etc around the special Le Mans circuit - certainly a day to remember!!!
Mine was the only Jaguar XJ-SC there - I didn't see another all weekend, and I was very proud to be flying the flag for Xclusively Jaguar, as well as Jaguar Cars!

A novel idea, below - pictures of the Le Mans crowd from an XJ-SC in the parade !!!

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XJ parts currently available from XJ Restorations

The occasional car is dismantled here, resulting in a small supply of used parts.
Some series XJ panels are available, and many XJ40 items.

We are now working with SNG Barratt to be able to supply obsolete XJ parts, such as, XJ40 replacement sills. Contact Zareef at SNG Barratt on 01746 765432 for more details.

Complete rear suspension, fully refurbished and ready to fit to your car on exchange basis. The unit will include: FULLY blasted and powder coated cage, lower arms, half shafts etc. ALL new diff bearings and seals. ALL new lower fulcrum bearings. New wheel bearings. ALL new half shaft U.J's New discs. New pads. Reconditioned brake callipers. New brake hose New brake pipes New trailing arms with bushes ALL new cradle mounts. Essentially - a complete new rear suspension unit!

This complete package comes to £2750 + VAT ready to fit into your car! We can also add new rear springs and dampers to the package (POA), and we can fit for you if required (£200 + VAT)

 

XJ40 Bulkhead panels. JLM20631 Very limited stock. No longer availble from Jaguar - we have the last few! £55.00 + VAT

 

XJS Pinstripe sets. Complete car sets, available in Black, Silver, Grey, and Gold. Exact copies, superb quality. £60.00 + VAT

 

XJ6/12 Pinstripe sets. Complete car sets, available in Black, Silver, and Gold. Exact copies, superb quality. £40.00 + VAT

 

We are also about to introduce XJ Coupe door skins, and the panels required to make an XJ Coupe sill - the rear drain channels!

More information from XJ Restorations

 

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Don't forget JEC National Southern Day at Beaulieu, Hampshire on 15th August
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 reports on the first informal meeting of the newly formed JEC Portsmouth Region, which was held on 8th June 2010.

	We ended up with about 40 people. Weather cleared in the evening which made a difference. We overflowed in the bar and the manager gave us the room upstairs which was great. We took the opportunity to sit down around the table and run an informal meeting.
	Very informal, in fact, as I didn`t expect to have the room offered to us, so my address giving an overview of the JEC was very much off the cuff. Keith Parish from the IoW region and Richard Treacher from West Sussex were both present.
	Add to that Sue Hedley, and I had the advantage of having Keith and Richard talk about their activities and Sue chat about her role as Chairman. I was very pleased with that. We had members as well as new non-members present. All went home with big grins on their faces.

Next meeting is 8pm, Monday 5th July, at the Bader Arms, Tangmere, PO20 2HS. All are welcome, once again. We shall do election of officers and decide on our regular meeting place, future events etc.

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

View JEC Website

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Xclusively Jaguar is very pleased to announce that SNG Barratt have now increased their status as one of our main sponsors! This month we feature an introduction to the company, and future issues of Xclusively Jaguar News will bring you up-to-date news on special offers and parts availability etc. We will also have a regularly updated web-page devoted to SNG Barratt, where you can check out all the latest developments in brief, or go directly from there to SNG Barratts own website for complete and detailed information on their comprehensive range of services.

Did you know?

SNG Barratt is the world's leading supplier of spare parts for Jaguar and Daimler Cars. Around 101,500 parts lines are available, with over 9,300 in stock.

We can supply Daimler V8 parts; Daimler Dart spares; Jaguar MK II parts; E-type spares; Jaguar XK120, 140 and 150 parts; XJ6, XJ12, XJS, XJ40 and X300 parts; S-type and X-Type spares; XK8 and XJ8 parts.

After over 30 years supplying classic Jaguar spares, SNG Barratt have risen to become the largest independent specialists in the World with overseas branches in the USA, France and Holland in addition to the UK head office in Bridgnorth.

Almost from the start SNG Barratt has re-manufactured and resourced many items using a complex supplier network that spans the globe making full use of the company’s international heritage. Parts that the group produce are extensive and wide ranging and include switch gear, electrical motors, chromium plated bumper parts, body rubbers, petrol tanks etc, etc. This continued re-investment in the Jaguar marque allows long obsolete parts to once again grace the shelves guaranteeing the future of many historically important vehicles.

In 1997 SNG Barratt gained ISO9002 accreditation for its UK operation following a full examination of the entire sales, purchasing, warehousing and despatch systems to ensure compliance to British Standards Institute guidelines. Since then a twice yearly inspection by an independent assessor ensures that these levels of quality and service continue to be faithfully maintained.

However, ultimate recognition of the evolution of SNG Barratt has come from Jaguar Cars itself who have awarded the company Authorised Parts Distributor status in the UK. This affirmation enables the company to order stock directly from the factory on a daily basis and gain access to parts and information for both current and classic models.

The past success of the SNG Barratt Group has always been based on attention to quality, service and value. With further investment in technology, manufacturing and people this will guarantee success for the long term future.

You can be confident that not only our spares, but our service is of the very highest standard available anywhere in the world.

 

Head Office

SNG Barratt UK Ltd
The Heritage Building,
Stourbridge Road,
Bridgnorth,
Shropshire,
WV15 6AP

Phone: +44(0) 1746 765 432 - Fax: +44(0) 1746 761 144 - Email: sales.uk@sngbarratt.com

 

Overseas Branches

SNG Barratt USA	SNG Barratt France	SNG Barratt Holland
92 Londonderry Turnpike, Manchester, New Hampshire, 03104 USA T: 603 622 1050 F: 603 622 0849	62 chemin du bois d’alier zone des berthiliers 71850 Charnay lès Macon France T: 03.85.20.14.20 F: 03.85.29.01.47	LAARAKKERWEG 12 OISTERWIJK 5061 JR THE NETHERLANDS T: +31 135 211 552 F: +31 135 211 550

 

SNG Barratt will be present at the following UK shows and events in the next month.

Venue		Date
Terenure Classic	Dublin	4th July 2010
JEC Northern Day	Newby Hall	11th July 2010
JEC Area 41 BBQ	Shrewsbury	17th July 2010
Speed Trial	Woodbridge	17th July 2010
JEC E & W Sussex Day	Michelham Priory	25th July 2010
JDC National Day	Althorp House	1st August 2010
JEC IOW	Isle of Wight	1st August 2010

This gives you the opportunity to collect pre-ordered items, or take advantage of free delivery to mainland UK addresses for anythhing ordered on the day. For more information on these shows, please visit the "Events" page on the SNG Barratt website.

 

Check out SNG Barratts own website for details of some exceptional offers!

View Details

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Collecting Jaguar Badges – Part 1

Ian Cooling opens another door for the collector.

Jaguar badges fall into two clear groups – the car badges and the Jaguar club badges. I shall start here with the car badges, by far the largest group, and will cover Club badges next month.

The car badges in the accompanying photos are arranged in roughly chronological order but with some inevitable overlaps that reflect production overlaps for the cars. I have mentioned earlier that in these articles I aim to give a representative selection of the various themes I cover. Car badges are probably the single most extensive example of this. Just one illustration will make this clear. The fan of SS Cars badges and the immediately post-war radiator badges spans the period 1936 to 1951 (less, of course, the war years). It only needs about eight additional radiator badges, plus about the same number of body badges to make the set complete – for a period of 15 years. Before I gave up and returned to sanity I had collected nearly 100 badges for the XJ40 series alone. So if you want to go for your “golden anorak” this is the theme for you!

Most of the badges I show are original; some are replicas and this takes me into a tricky area. There are copies (or fakes, depending on your viewpoint) of most of the older and more valuable badges out there. In my view, there is nothing wrong with replica badges so long as they are clearly identified as such. For example, if you are restoring your Mark 2, far better replace the original badge - with its crazed plastic and peeling paint at the back - than ruin the restoration by putting the original back on. If you are really set on an original, the replica can fill the gap until you find one.

And then comes the rub - what if the “original”, which you waited so long for and which cost you so much, is actually another replica - but skilfully aged? The price difference will be in the order of £60-70. But this can leap to around £200 or even more if we are talking about the difference in price between an “honest” replica and a fine “new old stock” SS Cars badge from the 1930s. The problem is that a straight dealer might sell a replica to someone, make clear it is a replica and price it accordingly. However, if that buyer or someone further down the chain is unscrupulous and dishonest and the replica is a good one, it may well be sold on as an “original” at a tidy profit. The person who then bought the badge may in time and in all good faith sell it on as an original - and another fake starts to acquire a provenance.

How to avoid this? Firstly, buy items which are vulnerable to such chicanery only from those you know and trust. Next, ask the seller about the history of the piece: How long have they owned it? Who did they obtain it from and when? Any accompanying paperwork? and so on. Thirdly, if you have any doubts, obtain a second opinion. If the seller is straight, s/he should not balk at this. Fourthly, make sure there is a good “money-back” guarantee in place. This will give you time to get that second opinion if needs be. Finally, know your subject. Read up the books and the magazine articles; check out badges on the cars in the street or at the Jaguar shows; view badges in good reliable private and museum collections; and handle as many pieces as you can in dealer stocks, at auctions, and so on. You will, in time, just know when an item is dodgy!

 

This magnificent set of badges is one of my all-time favourite automobilia photos. As I say above, the set is not complete, but it is a superb illustration of the development of the radiator badges for SS Cars and Jaguars from 1935 until production of the Mark V ended in 1951.

In 1935, the Company announced the new “Jaguar” models. The SS 1 cars, with their old chassis and side valve engines, were to continue in production for another year and were listed in their own separate catalogue. However, the old engines were fitted with a new, larger, radiator. The first SS 1 badge fitted to the new grille was the hand-finished brass badge at the top of the sequence. It is in four parts: the main wings, the smaller wings, the SS hexagon fitted onto the smaller wings and the SS 1 scroll below. As sales took off, the design was simplified by making one casting for the wings, probably in 1936. The third badge from the top shows the “Jaguar” scroll instead of the SS 1 scroll. These new wings show the part number - O 495/4. The wings of the fourth badge are similar, but with the wider “SS Jaguar” emblem, which sits on top of the wings rather than being inset. There are three versions of this badge depending on the engine capacity shown on the scroll - the 1 1/2 litre car was coloured mauve, the 2 1/2 litre (shown here) was cream, and the 3 1/2 litre was black (this colour coding continued through until the Mark V). The wings of this series of badges are marked - O 495/5.

The wings of the fifth badge were reshaped so that the “SS Jaguar” emblem was set back into the wings. These wings are marked O 495/7, as were the wings of the sixth badge with the letter “A” replacing the now dodgy letters “SS” and which was fitted to the post-war Mark IV. It is shown here in the black “3 1/2 Litre” form. The last three badges in the sequence are the Mark V badges. Their wings bear the Wilmot Breeden touch mark and there are two versions. The 1 1/2 litre and 2 1/2 litre badges have the same wings casting with the Wilmot Breeden number 7/2144/1. The 3 1/2 litre engine needed a bigger radiator and therefore a bigger grille. Consequently, although the 3 1/2 litre wings are the same size wingtip to wingtip as the other two, they have a different profile. Their part number is 7/2357/1.

 

This group are all from the late 1940s and 1950s. The top row shows the XK120 bonnet badge on the left, plus the boot and bonnet badges of the XK140. Next are the camshaft cover badge for the Type C engine (not the C Type car), along with script for the XKSS and the “S” for the XK150S below. The “Jaguar” script was also used on the XKSS. The small “J” badge is from the centre of the XK120 headlight. The lower row shows the XK150 bonnet badge, along with two XK150 boot badges - with their lengthening list of Le Mans successes!

 

This pair is from the Mark VII/VIII/IX series of saloons in the 1950s. The Mark VII was launched in 1950, before the Version 1 mascot (designed to fit on a radiator cap) had been redesigned to fit on the bonnet. This redesign took place in 1955 and the Version 2 mascot first appeared on the Mark 1 and the Mark VIII saloons, then on the Mark IX. These two emblems (as they are called in the Jaguar parts lists of the day) are two different castings from Wilmot Breeden and have separate part numbers. The longer version appeared on the Mark VII, with no mascot, and the short one fitted the mascot that was mounted on the bonnets of both the Mark VIII and Mark IX.

 

This is a group of bonnet badges, horn-push buttons and boot lid scripts for the Mark 1, Mark 2, 240, 340 and S Type saloons. The two black horn-pushes spanned quite a period of time. The one with the double gold ring first appeared in the Mark VIII, Mark IX and Mark 1 saloons, as well as the XK140 and XK150. The horn push with the single gold ring started life with later models of the Mark 2 and then ran through the 240/340 saloons, the S Type, Mark 10 and last appeared in the 420/420G. The disc-brake badge was fitted to the centre of the rear bumper on Mark 1s. The inclusion of the small red-backed badge at bottom right is a mistake. The original Mark 2 horn-push was very similar in design, but this badge is from the centre of the bar in the air intake of the Series 1 E Type.

 

This set shows some examples of badges from the first three series of XJ saloons and all are either boot or radiator grille badges. As I said in my introduction, this is where the company started to run amok with the badges and any attempt at completion will inexorably lead to a visit from a number of gentlemen in white coats! The boot scripts on the top two rows are Series 2. The “Jaguar” appears on other cars, but the “Fuel Injection” is unique to the Series 2 as is the “C” fitted to the two models of the Coupe. All the silver plaques and the script at the foot are from Series 3 boots. The “V” on the right, with the small Jaguar head above it, is from the Series 1 XJ12 radiator as is the square gold badge bottom right. The circular gold badge on the left, plus the square black and gold badge below, are from the Series 1 XJ6.

 

With this group, the focus tightens to a single very special car - the XJ220. The two metal items in the centre are pre-production (left) and production wheel nuts. The larger badge at top right, is the tax disc holder. Below it is the air-intake badge (which actually came straight out of the XJS parts bin on the line). The two small stickers are instrument decals and the word “Jaguar” at the foot is the raised lettering which runs across the rear of the car. With the exception of the air-intake badge, all of these are pretty rare items, with even the tax disc holder fetching tidy sums at auction and on eBay these days.

 

Ian Cooling has produced a unique and informative book entitled "Jaguar Collectibles"
which can be ordered direct from his website

Alternatively, you can win a copy of Ian's book. To find out how, read the June 2010 issue of
Xclusively Jaguar News My Top 10 Jaguar Books for full details!

Visit Ian's website

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1.

Back from Le Mans!

During the last month Esta has been away on holiday, followed by her trip to Le Mans with Jaguar Heritage, who arrived prior to the event in order to set up shop, therefore KUH has also enjoyed a holiday, spending a week at her birthplace (Browns Lane) with a younger XJ! KUH commented that Browns Lane just isnt the same these days!

Esta has reported on her trip to Le Mans in the separate article above, entitled "Jaguar Heritage at Le Mans 2010".

 

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

2.

Introducing Cerberus and Boudicca!

As with many stories, I suppose I had better start this one at the start. I was born and raised in the sleepy little town of Newport Pagnell, a town notable only for being absorbed by the growth of quasi-city Milton Keynes (the overnight hotel for people who work in our nations capital) and for being the home of Aston Martin Lagonda Limited. Unfortunately, the Aston works are now long gone and the cars roll down a modern production line elsewhere. It is with heavy heart I admit early in our relationship, dear reader, that I am in fact an Aston man through and through.* My whole family are. I was the black sheep who didn't report for duty at the Aston factory, but it doesn't mean my circulatory system is actually running on four star and not blood. I hope you will therefore forgive me? You see, I also have a secret passion. An illicit love affair with our other British luxury marque, Jaguar. Please, don't tell Mum!

*Got here by the skin of your teeth then, didnt you Cerbie? - Letitia.

I had just beaten the life out of my Vauhall Vectra SRi. I was rapidly becoming bored with it's constant thirst for head gaskets. The wife was driving us to somewhere (I forget where!) in our ebay bargain Volvo 480, and we overtook an XJ6. So far all of my vehicular suggestions had met with dissaproval. I was not allowed an XJS due to 'bat wings'. I was most certainly not allowed a Triumph TR7 due to 70's wedge ugliness. Surely the attraction of a TR7 lies in it's inherrent ugliness? The debate raged on and then a Series II XJ6 wafted past us. "How about one of those?" I enquired, convinced that a "certainly not" would be forthcoming. I suppose you have guessed by now quite how wrong I was. A Series II was decided to be too much of a classic to press into daily routine and so a later example of the XJ6 was sought.

Cerberus - an Aston man with a secret passion for Jaguars!

Thus I find myself the proud custodian of a 1993 Jaguar XJ40 4.0L Sport in Kingfisher Blue (otherwise known as green). We found her in Leicester and just had to bring her home with us. Ok so she blew fuses like kids eat candy. The rear valance has been crumpled in, but then at my age so has mine. We couldn't help it. A blip on the throttle and the torque of the mighty straight six makes the whole car roll slightly on it's suspension. She is quiet and sedate. An elegant mile muncher. Pure leather lined luxury. Until you provoke her. Slip the switch to 'SPORT' engage the two stages of throttle kick-down and the exhaust note comes alive. She crouches for a moment, gathering her rear wheels into her arches. You feel the power build in an instant before, with savage force, she pounces and the distant horizon is suddenly not so distant anymore. We had to have her and she was christened 'Boudicca'.

With great power came great responsibility. Suddenly gone were those boy-racer days of my youth. I discovered that with mountains of power on tap the need to show it off had gone. I have no idea, to this day, why I didn't acquire a Jaguar years earlier. Simply nothing can compare. Grace, Space and Pace? Certainly! In my opinion thats an advertising strap-line that Jaguar should bring back. That's a debate for another day, however.

Boudicca - 1 of only 500 of the XJ40 Sport produced in 4 litre form!

Fast forward to today. 'Boudicca' sits on the driveway having not turned a wheel in two years. When her MOT became due she was SORN'd for one or two little jobs. One of the four Volvo 480's got pressed into daily use (We'll discuss my sordid 480 addiction another day) and the jobs list for Boudicca started to grow. Unfortunately so did all the other lists on all the other cars. Owning eight cars is not for the faint of heart. Boudicca has weathered her incarceration fairly well. She is started and moved regularly. First turn of the key every time. Her patience is now being rewarded. This summer will see her return to the road and in even better condition than she was when she last prowled out nations roads. I'm hoping, if you will indulge me dear reader, to take you along with us on the journey back to full health.

 

So far the re-commissioning work has been fairly superficial. I have fitted four new headlamps to replace the rusty rotten ones she was wearing. This has helped massively as her 'face' is now not so forlorn. She refuses to idle properly - she shakes and grumbles like a petulant child. All of the intake side has been removed and de-gunged. She still complains. I suppose she will demand a new set of plugs and some fresher fuel before she will behave. The James Bond style smoke screen tells a tale of an imminent top end rebuild. We will see if an oil change involving a modern super scientific seal rejuvenating oil settles her down a little and delays that job! I fear her seals have petrified a little during her lay-up.

The rear bumper has turned to powder during her time away from the road. Something to do with Jaguar constructing later model bumpers from paper-mache sprayed silver. I have a slightly less rotten example and a tin of hammerite. Hopefully they can be combined into a solid rear bumper. A look at the brakes, a new set of tyres, and we should have been away to the MOT station, but alas, as I was rebuilding the intake side of the engine I leant on the inner wheel arch. It very much looks like a visit from the welding torch will be required. A few patches of the inner wing are very thin and I don't think they will survive if the man from the ministry starts poking them with his little hammer.

It wouldn't be fun if it were easy, I suppose? The story will go on and Boudicca will return to the road. I have promised her I won't let her down. I'm chuffed to bits to say that you can read more about our adventures here at Xclusively Jaguar every month as well as on www.xj40.co.uk - home of my own blog (link below). You will also find news from all of us here at Xclusively Jaguar every Wednesday night during my radio show on Music World Radio (www.musicworldradio.com) from 8pm GMT. Please do tune in and join us. Let us know what you are up to and what you would like to listen to and we will do our best to get you a mention, announce your dedications and play your requests.

Take care out there. See you all soon! Cerberus and Boudicca

Visit Boudicca's own website !!!	Wednesday at eight - don't be late !!!

 

3.

Introducing Kamil and Oliver!

My name is Kamil, and I am 12 years old. This is the story of how I came to be a Jaguar owner. Throughout the Summer of 2008 I was looking for a restoration project, an original MINI, because I never thought I could get a cheap Jaguar. Then, Halloween 2008, when I was outside having a long car-related conversation with my neighbour, my mum called me indoors because she had something for me. When I got in she showed me an eBay page - she had just bought me a Jaguar! I was so happy, even though it was a non-runner but did have 3 months ticket left!!! (but then who wouldn't be, I've just bought a Jaguar for £170)

It was Halloween, and usually I'm out trick or treating, but instead I decided to phone up the man who I had just bought it off of and arranged pick-up the same evening. So, away we went and I set up the sat-nav for the wrong town and we ended up 30 miles away from where we were meant to be. Oh well, set it up again and we got to Ipswich.

I was expecting it to be a bag of nails but it really wasn't and had no bad rust except from some usual XJ40 rust spots. The man was really kind and after another good check of the car the deal was made and the Jaguar was now officially mine! We towed the Jaguar to the other side of Ipswich and because my Mum decided to take her 1.6 Volvo V40 we had to leave it at an ASDA car park overnight and come back the next day with my Dads 1.9 Fiat Brava.

Everything went well and the Jaguar was home the next day. It got pushed up the drive and got a good polish from me. After a week of waiting we got the Jaguar towed to a local mechanic who got the beast running for just £150! I named him "Oliver" and he then spent the winter in the garage. Summer holidays came and the Jaguar came out again and failed its test: He needed some welding to the sills and new front wheel bearings. So £300 spent and in early August he was fully MOT'd and legal!

Since the summer when Oliver passed his MOT I have been cleaning, polishing him and repairing the dreaded killer of these beasties RUST! I have repaired some rust on the sills, bottom of the wings and below the rear window. I have filled the holes in with some filler as a temporary repair. The hole I filled in with some filler underneath the rear window will get welded and Oliver will get new outer sills and if the inner sills are in bad nick then they will get replaced as well. Now over a year since buying my XJ40 all I can say is "Long live the XJ40!"

 

4.

One Year With Our Sovereign

by Letitia Mace

I like a Jaguar which has a story to tell, and I think most have, from my experience. An ordinary car which is chosen without passion, is kept for a few years and then traded in uneventfully several times before making the acquaintance of the scrap man. Jaguars and Daimlers, fortunately, often follow a different path and by listening to their owners you find that they have some interesting stories to tell. I have just purchased my 16th Jaguar which is just coming up to its 16th birthday, and I have long promised myself that I will write about each of my Jaguars starting with number one, but I never seem to find the time! Perhaps I should work backwards from this Jaguar – number 15 and known as “Tiggy”.

Tiggy’s Story - Part 1

May 2008, as I drove along the A35, suddenly at the side of the road I saw an XJ40 clearly for sale – I had to stop and look! Priced at £3500 I felt it was either a joke or someone was completely uninformed about the going rate for XJ40’s! Despite the price, I was quite taken by the car and told her that when she dropped to £1500 I would come back for her!

She stayed there for 3 or 4 months, dropping down to £2200 and tormenting me something chronic, then she disappeared! Oh well, I convinced myself that at least the temptation had been removed!

One year and 2 Jaguars later, I decided that I wanted to devote all my time and spare cash to my website, so I opted to buy a Rover to run around in. Big mistake! I now spent all my time hunting for spares for Rover and a month or so later I was on my way to the auction to dispose of him! Suddenly out of the corner of my eye, I saw the red XJ40 at the back of the yard, and made a rapid detour! Could it be the same XJ40? Had it been there all the time? Was it still for sale or in for servicing? Would they take the £1500 I’d pledged?

My heart was thumping – I think we have all been there! As I approached I saw the registration, and yes it was the same XJ40………….and yes it was still for sale………and yes I could part exchange my Rover and make up the remaining £1500 in cash !!!

Tiggy and I were obviously meant to be together…….but now I ask myself guiltily – was that necessarily forever?

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On the 1st of April 1993 one of only 582 3.2 Sovereigns to be built that year, rolled off of the production line at Browns Lane – VIN: SAJJHALG3AJ 680743. She had been created as a standard UK specification Sovereign with the extra cost option of Magnolia hide with red piping, to compliment her Regency Red coachwork. Six days later she was despatched from the factory on 6th April 1993 to Hollingdrake Jaguar of Stockport, and thence to Grange Jaguar in Croydon.

Exactly when she moved from Stockport to Croydon, I have not yet been able to ascertain, but it is likely that she was ordered in readiness for August the first registration, and her first owner was National Westminster Bank! Apparently registered to a Mr Howells of East Grinstead, West Sussex, and bearing her current registration number L331 TGJ.

Her second owner, Transtel Communications Ltd, purchased her from Merritts Jaguar and she was registered to Mr Fred Hanley in Slough, who fortunately, I was able to contact. Until Mr Hanley sold her, she was serviced regularly and punctually by Merritts Jaguar.

Her third owner, Mr Michael Walker, bestowed her with his own registration number B9 MDW and she resided in Maidenhead until the end of 2001.

Having reverted back to her original registration number, she was purchased by her fourth owner in London, who then took her back to his home in Barnstaple, North Devon. Despite being only 16 miles away for nearly a decade, I cannot honestly say that I ever remember seeing her in North Devon! Having successfully contacted her fourth owner and spoken to him, I found out that we had several acquaintances in common and he even knew one of my other former Jaguars (B2 YEO)! He also confirmed that when Tiggy left him she had full service history and he traded her in for a new MG and understood that she had been sent to auction in Plymouth. He was correct, as I had already established the fact that she went from North Devon to Plymouth auction where she was purchased, presumably by a dealer from Axminster, who had sold her on within 7 days of purchasing her at the auction!

This last owner before me, was residing in Lyme Regis – a stones throw from Axminster, and had purchased Tiggy in July 2007, just before I had moved down to Axminster, so it seems that Tiggy and I had been orbiting eachother for the last decade! He had only used Tiggy for 3 months before leaving her at a local garage, where she was to remain for almost 2 years before I came along to claim her! I was told that he had suffered a nervous breakdown, and I hoped it wasn’t caused by the XJ40 I was about to buy! The same thought crossed my mind when I found out that she was built on April Fools day 1993 !!!

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Next month, I will take up Tiggy’s story from when I purchased her. She is not perfect, but if I had the means, I would keep her – any suggestions? The only alternative is to either sell Tiggy, or sell her replacement! I am hoping that someone who reads Xclusively Jaguar News will buy her and keep us all informed of her future progress. Completely out of character for me, I have dabbled in the lottery for the last month – if I win – Tiggy stays !!!

In patting myself on the back for finally getting one of the relatively rare versions of the XJ40, I thought I would check out the exact production figures and to my amazement realised that Jaguar only ever produced a total of 3487 3.2 Sovereigns, compared with 3117 3.2 Sports !!! Worse than that is the fact that because the Sport was only produced in 1993 and 1994, production was roughly 1500 per year, whereas “production” of the 3.2 Sovereign was spread across 5 years, making the figures for 1993 a paltry 582, and for 1994 a mere 102.

 

I have placed Tiggy's details on the For Sale page (ref; 60)

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Part 3

The howling back end is hopefully cured

So the engine seemed to be fixed and the beast no longer snarled through its blowing exhaust, maybe things were looking up. The car was being held aloft by a set of very sturdy 6 ton axle stands, and the wheels were off, so while the car was ticking over nicely I thought I would select drive and investigate what all the fuss was about in the final drive department.

I must stress that care must be taken when doing anything like this. When you select drive, everything from the gearbox, propshaft, drive shafts, hubs and discs will start to spin, and spin quite quickly, there are lots of nasty cuff grabbing bits going round and round. By the time the car has grabbed you and pulled you in it will be too late, SO DON’T GET CLOSE ENOUGH FOR IT TO GRAB YOU!

Anyway, it was apparent within seconds of selecting drive that the problem was the diff, it just clunked noisily away without conscience, oblivious to the pain and extra work load it would be causing me. No choice but to replace it.

 

Rear subframe removal - easier than you think!

The independent rear suspension (IRS) on an XJS is a masterpiece of engineering but a real pain to work on when it’s bolted to the car. The good news is its very easy to unbolt everything that’s connected to it (brake pipes, handbrake cable, propshaft, radius arms, exhaust pipes and eight mounting bolts). The bad news is the IRS is very heavy and unbalanced when liberated from the mother ship, a hefty long wheelbase jack with high lift is required to make the job easy.

I was lucky enough to grab such a thing off eBay for a mere £33. Its an old press tool lifting apparatus, but after a bit of modification, it proved perfect for the job. What a great piece of kit!

A quick note on placement of the axle stands when removing the IRS. The car will have to be supported on the rear jacking points to facilitate the IRS removal. The integrity of these jacking points should be checked before you entrust them with the weight of the car. The second thing to be aware of is that the IRS will be left hanging from its rubber mounts, these mounts (four in total) consist of rubber bonded to metal plates. If, over the years the bonding has failed, its possible for the IRS to drop free from the car when not supported. If you are underneath it when it does, you’ll not be going home for tea!

 

TaDah!

A couple of hours work and the lump was out, a benefit of doing this job countless times before. I had a replacement unit lined up ready so it was just a matter of swapping over the brakes and handbrake callipers, changing the diff oil and the new unit was ready to go back in - if only the car was, but that’s another story!

The brake set up on an IRS is notorious to work on in situ. The brakes are deemed ‘inboard’ i.e. right next to the diff and not on the wheel hubs. This is to save unsprung weight and make the car ride better. There are four callipers on this set up, two main brake callipers and two handbrake callipers which sit piggy back style on the mains. If you have the IRS out it would be wise to change or service all these callipers and take a close look at the discs. The alternative is to spend hours on your back on a cold garage floor doing it the hard way.

The handbrake callipers are particularly fiddly, they sit inside a yoke on the main callipers and are retained by two pins on which they pivot. These pins are threaded at the top next to the bolt head but the remaining section is plain. The bottom line is that it’s very easy to miss the holes in the callipers when screwing these pins in. The threaded section will screw in nicely, but that doesn’t mean the remaining section of the pin has entered the callipers. There is also the matter of ensuring the bronze fork has located correctly! It took me a long time underneath a dirty cold car to suss out how to do it properly. Now I’ve done it once, it’s quite easy, but that first lesson is long and painful!

 

Fibre glass fetish and don’t poke that with a stick!

As mentioned in the opening feature, there were bits of scabby rust around the lower rear quarters and rear parts of the sill on both sides. It didn’t look too bad but with the IRS removed and access easy, now was as good a time as ever to sort it out.

Just the tip of the iceberg!	The gruesome truth!

The best way to sort the wheat from the chaff when searching for rot and bodged repairs is to run a grinderette wheel across the suspect material. It will strip the paint off in no time and all will be revealed. The saying ‘just the tip of the iceberg’ could never be so apt - for every inch of bubbling rust showing, you normally have to budget for at least twice as much hiding beneath the paint. If you’re not the first person to tread this hallowed ground then you’ll no doubt find all manner of filler, fibre glass and wire mesh where good metal should be. Long n lean was no exception.

The problem with the lower rear quarters is that they posses too many contours, they look lovely when pristine, but trying to recreate all those curves when repairing them is a nightmare for a man of my limited skills. Saviour came in the form a vandalised insurance write off! This once cosseted car, with perfect rear quarters, fell into my clutches as I was repairing green n mean. Ten minutes with a cutting disc had the quarters removed and dressed ready to weld onto my more fortunate V12.

With the welding repairs completed, the replacement sub-frame was duly fitted and everything reconnected, the next step will be to remove the front sub-frame and see what lies beneath.

 

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

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

 

This month I want to highlight one car in particular - the XJR-4.

XJR-4

After 2 seasons being away from racing in the US with Jaguar, because of problems in the commercial market, the newly independent Jaguar finally gave the go ahead to Group 44, to enter in the IMSA GTO series. The Trans Am series called for a new type of XJS, and rules and regulations allowed it to have a tubular frame instead of a monocoque. In February 1981 Group 44 started with the frame, they attached the 1978 XJS body panels to it, that where acid dipped. They also found out that Coventry had produced some aluminum doors, boot lid, and bonnet, and they had them flown in for the car.

1981 Group 44 Space-frame

The engine could be moved back 8 inches, compared to the 1978 car, as new rules stated that the furthest forward sparkplug had to be in line with the front wheels. The V12 engine is 10 inches longer than a V8 engine, so in total this moved the gearbox a full 18 inches back. Group 44 took the drive train from the 1978 car and only made small changes to it, due to the weight reduction. Bigger wheels were used, as the rules allowed them to use 10 inch wide wheels, and all this gave the car better road handling. Even though the finished car was lighter than the 1978 car, it had to carry 200 lbs more weight than the Corvettes did, the penalty was given because of the independent rear suspension, and Weber carburetors. This later XJS is easily recognized by its rear spoiler, which is absent from the 1970’s cars.

The 1981 IMSA GTO series included factory supported Porsche 924 Turbo’s and Corvettes, but the Canadian built Corvette, by Brad Francis would be the main competition for Tullius, this season. The XJS regularly ran in the top three, although Tullius ran in to trouble on three occasions. These retirements turned out to be crucial, as all the cars were so close together. At the end of the season Group 44 came in second place.

The early 1982 IMSA Daytona 24 hour event was a problematic one, as the gearbox broke and there was a big setback in the race. Tullius shared the racing seat with Bill Adam, and Gordon Smiley. But when Gordon Smiley, who was supposed to take over the car for the 1982 season, tragically lost his life at Indianapolis, a week before the start of the Trans Am series, Tullius withdrew the car from racing.

The car was sold to Paul Pettey, who stored it together with another historic Jaguar race car (D-type XKD 549) in a barn, where it stayed until 1997. Pettey died tragically in 1997 and the cars were sold, the XJR-4 was sold to SVRA Owner/President Howard Turner, who restored it to it’s former glory. In the summer of 2005 the car was sold again, to longtime Jaguar racers Andrew and Steve Moore, who race the car regularly in historic Trans Am and IMSA events.

	This photo was taken at the Group 44 dinner - Bob Tullius with XJR-4 owner Andrew Moore, and driver Steve Moore.

I have heard that this car may be for sale again at the moment, and would be pleased to hear from anyone who can confirm this.

Pictures courtesy of
Grassroots Motorsports

 

View Broadspeed Website

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The Jaguar V12 - Part 1: Origins

For information on this subject, please email: Xclusively Jaguar

 

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Latest News from Xclusively Jaguar Registers

Register compiled for Xclusively Jaguar by
Letitia Mace

Latest Entries on Le Registre International des XKR Silverstone

VIN: SAJAC42J8YP A07889 Date of Manu: 30/03/00 Date of 1st Reg: 28/04/00 Body style: Convertible Market: UK Location: UK Reg. No: Originally W377 XGH

Further details upon request

Following on from our advice last month, regarding BBS Detroit alloys, JEC XK8 Forum Co-ordinator, Mike Horlor has now been informed by the UK importers of BBS alloys that any enquiries regarding these wheels should go directly to Jaguar Cars who, as far as we are aware, currently only supply new replacement alloy wheels.

Mike Horlor also recommends that if you need any wheels powder coated he can recommend The Wheel Specialist at Garforth, Leeds (0845 465 4865). A discount for JEC members helps too. On the subject of wheel factory finishes, they can be replicated (on undamaged wheels) but it’s down to the usual reasons of cost and the ready availability of colour finishes why standards often fall short. Rather like restoration costs in general, preparing wheels is very labour intensive and everyone knows that however well they are finished it won’t be long before they need doing again! Consequently, most of us opt for a ‘near enough is good enough’ approach (the 80:20 rule in management speak). After all, in similar fashion most of us settle for occasional visits from ‘Chips away’ rather than regular bare metal resprays!

We currently have no Jaguar XKR Silverstones 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 Entries on The 1996 Daimler Century International Register

	VIN: SAJDKAMS4BR 776127 Colour: Black Trim: Mushroom Location: Poland	Further details upon request
	VIN:SAJDKAND3BJ ?????? Colour: Cabernet? Trim: Oatmeal? Location: UK	Awaiting further details

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

 

Jaguar engineers build the world's fastest car in their spare time!

 

FEATURE ARTICLE from Hemmings Sports & Exotic Car - 1st March 2010

Reproduced by kind permission of the author
DAVID TRAVER ADOLPHUS (Associate Editor Hemmings Sports and Exotic Car)
the photographer DON SPIRO and the owner RONALD A BERNSTEIN

 

The Saturday Club Car

Jim thought it might be fun to build a Jaguar supercar. It was 1984 and he thought the 6.0 litre V12 XJR-6 engine (which Jaguar were developing for Le Mans) might be nice, and as Porsche did with their new Group B 959, he wanted to use all-wheel drive. As Jaguar's chief engineer, Jim (James Randle) was in a good position to do this!

Condoned but without official support, it was an after-hours effort, which became known as "The Saturday Club". Designers Geoff Lawson and Keith Helfet did the exterior with guidance from a sketch by Jim and his son Stephen, with the aim of making sure it still looked like a Jaguar. Longtime Jaguar designer Nick Hull was responsible for interior design, with about a dozen guys involved altogether. Jim's simple goal was a streetable 500 horsepower and 200 MPH sustained top-speed ability.

To make the project happen, they reached out to Jaguar suppliers for specialty machining and components, and were rewarded with active cooperation. In 1986, management wised up and wanted to know exactly what was going on, but rather than putting the kibosh on the car, the designs and plans were so compelling that the suits almost immediately asked Randle to develop it for production.

Jaguar showed a prototype at the Motor Show in Birmingham in 1988, where the crowd went wild. "It was important to me that the car should continue the strong Jaguar marque identity," Helfet told Jaguar Quarterly at the introduction. "...But even though I wanted an evolutionary link with Malcolm Sayer and Sir William Lyons designs, there were quite a lot of features on this car, like the high, squared-off tail, which needed to happen because the old sort of boattail as on the E-Type and XJ13 is an aerodynamic disaster. ...So I've tried to take all these necessary functional elements and then just tried to put some nice surfaces between them. Of course, one of the struggles has been that it's a very long car and the back's big, but the package demanded that - having a V12 amidships, plus the tanks, plus four-wheel drive, inevitably gave us a 112-inch wheelbase for a car like this."

It was huge and beautiful, and when Jaguar's Sir John Egan insinuated the car could see production, deposits started arriving. Jaguar officially confirmed production in 1989, at £361,000, with initial production of 220 cars, 350 if the market demanded. It cost £50,000 to reserve a place on the waiting list for what was to be a million-dollar car, but within a week, around 250 customers had reserved their place in line. Later on, that came back to haunt Jaguar, as their production XJ220 differed significantly from the concept, and a lawsuit was launched by putative buyers.

Everyone involved at Jaguar understood this was not something you could build on the production line at Brown's Lane, and by 1990, Helfet and Hull had been assigned to work with Tom Walkinshaw Racing, which had a long history of building Jaguar competition cars, to start the struggle to productionize the concept. "A new company was formed by Jaguar Sports and Tom Walkinshaw Racing, called Jaguarsport, specifically to build this car," said specialist Don Law (Don worked with Jaguar in 1997 to start an XJ220 maintenance shop, and in 2007, Jaguar sold the entire XJ220 business to him).

Walkinshaw said that while he could build a car that would perform as they intended, it couldn't have the concept's drivetrain. "It couldn't be V12, four-wheel drive and have everything on it," he told Quarterly. "A not inconsiderable problem was getting tyres to last under the car; we had to get the weight down even to do that. We evolved a specification and came back with a V6 car, much smaller, much shorter but retaining most of the styling cues from the original concept car. The benefits we got from the four-wheel-drive system were so small with this type of vehicle that they didn't warrant the complexity, weight and cost. Because the car has many new features, like ground effects, the traction it enjoys is far superior to a conventional car and you can get as much control on your braking conventionally as you would with ABS."

With cost essentially not a consideration, TWR and Jaguar constructed the monocoque tub out of thick aluminum honeycomb, a stiff, expensive and unforgiving aerospace material that sandwiches an expanded aluminum mesh between two sheets. Two main panels form the car's backbone, joined by a combination of honeycomb, machined beams and alloy panels. The front of the driver's compartment is a machined alloy bulkhead, with more machined beams comprising cabin support and the engine subframe support - the subframe itself is a bolted-on assembly within a complicated aluminum box structure. A rare piece of steel, there's rollcage-type tubing through the roof pillars, connected to the engine subframe below. In crash tests, the car performed magnificently.

As Walkinshaw mentioned, they jettisoned the prototype's four-valve 6.0 litre V12 for Jaguar's Group C/IMSA V6. A dry-sump alloy casting was specific to the XJ220, as it needed accessories the race cars lacked. Four-valve heads use a pair of overhead cams per cylinder bank, and the heads were reconfigured to pass emissions tests; valves were also 2mm smaller. As extreme as the setup is, with twin watercooled Garrett T3 turbos making one bar of pressure, it was a compromise engine, built to make it usable and tractable at legal speeds, emissions friendly, and even economical.

The V6 is both the car's strength and weakness. Hypercars - like the Ferrari F40 or Porsche 959 - are supposed to be edgy, strung out. They advertise themselves not just with appearance (where the Jaguar acquits itself admirably), but with snapping exhausts, brittle handling, literal sharp edges. They sling nouveau riche owners sideways into lampposts at 3 a.m., when a Pierre Hardy driving shoe might be slippery with umbrella drinks and cocaine. But the Jaguar? "They're extremely forgiving to drive," said Don Law. "You can drive them in the desert heat, in the summer, and they don't overheat. We have cars that leave here and go to the south of France, a few thousand miles. On those European motorways they can do 170, 180 MPH all day long. Unlike a Lambo or F40, they've never caught on fire." (We'll get to that later.) But at the same time, V6s aren't known for their sound, and with two catalytic converters in the exhaust, it's muffled further still. A supercar shouldn't whir quietly along.

Turbocharged engines do something else, too, or rather, they don't do anything for a moment. Say you're driving along at 50 MPH, and want to pass. Floor it, and literally nothing happens. If you've driven the car enough, you might unconsciously sway forward a little, as you would on a subway in anticipation when the doors close. Because after a second or so, the Garretts have built up pressure. When the shove hits, 70 comes up quickly, but 120 comes up in a horrified, shocked breath, and 60-150, not a stat you hear often, is 13.8 seconds. Dropping down a gear or two and preemptively driving at higher RPM will do quite a bit to ameliorate the turbo characteristics. "Every time you hit the turbo, the car goes crazy," says feature car owner Ron Bernstein, and he warns that careless throttle application will send the car sideways in any circumstances.

Double wishbones front and rear were also machined alloy, the lower rear arms welded into an aerodynamic shape as part of the underbody air management scheme. It gives you classic performance Jaguar magic, both supple and responsive. It's truly amazing that a car can ride this well on some of the most unusual tires ever made, Bridgestone custom-built Expedia S.01 asymmetric unidirectional. The fronts are relatively conventional 17 x 9 inch, 255/45 ZR17s, but the rear 18 x 14 inch wheels were shod with 345/35 ZR18s. Rears were £770 when new, and after a long period of unavailability, Bridgestone is now manufacturing them again specifically for Don Law.

Connolly leather buckets are some of the most pleasant things you'll ever sit on, and not as confining as a 959. There's room for taller drivers, and the pedals are well positioned, which is helpful: The AP racing clutch wants a hard shove and the brakes...they don't fade much outside of a track, but you had better be prepared to push down very hard indeed if you want the car to stop. "It really needs a parachute, this, and it doesn't have one," said Top Gear's Jeremy Clarkson in 1994. You will want to remember that the handbrake is to your left, as is 18 more inches of car. (on a lhd model!)

On a wide open road is where the XJ220 belongs. Stability at speed on a sweeping curve is just the best, and the car tends to feel smaller the faster you go. Your big concern is learning to understand the limits of tire adhesion. Bear in mind, it's a mid-engine car and certainly a skilled driver can dance on the edge, but it will bite you hard if you break it loose. "The XJ220 demands a special technique," said Clarkson after losing it. "You put your foot on the clutch, you close your eyes, and you repeat after me: Our Father, who art in heaven, I'll be there in a minute...."

Ron's car, sadly, isn't doing that sort of thing any more: During a trip to a bodyshop, oil that had pooled under the engine on the sealed underbody ignited. While he can still use the car, "It doesn't drive right, since. It won't do 170 any more - I'm able to drive, but sometimes I have to limp home." The fire damaged ECU components, as well as the sealed fuel bladder, and he hasn't yet found a specialist he trusts to do the work.

Still, the first time he sat in one, at a Fast Masters race in the early Nineties, "I knew right then and there I was going to buy one.... My wife said she'd divorce me." He elected not to put down the £50,000 deposit, citing the trouble in importing one, and thought about a McLaren F1. But then, thanks in part to Bill Gates and his Porsche 959, the law changed. "I decided I'd buy the V6 car," said Ron. "And my wife did leave me." She's long gone, but the XJ220 isn't!

Supercar ownership has never been about smartness, and none of them are as useful as an Accord, or sometimes, even as much fun to drive. For most people, even ownership isn't on the table - even if we can afford to buy one, keeping one running is a matter of tens of thousands of dollars a year. But Ron had the means, and he only had to sit in the XJ220 once to know this was his destiny, whatever the cost.

When asked to comment on his XJ220, Ronald Bernstein said:

"I only get it out when I really get depressed, so I get it out every morning. I pick up my kids from school in it, take it shopping. After the first couple of years, the novelty of it being a beast wore off."

"It handles beautifully for sweeping turns and curves; driving 120 on a sweeping curve is great. On a slalom, on a short course, it is not great. The problem is it is so wide, deceivingly wide. I've banged it up so many times my body man built a shop named after me. The rear visibility is also extremely poor - I used to have two people guide me when backing up, even down my driveway. A U-turn needs four lanes. I can barely make the turn. And there's very little room, aside from two very comfortable passengers. But with a professional driver at speed? It's extraordinary."

 

Ronald Bernstein and Xclusively Jaguar would like to thank
Don Spiro and Hemmings Sports and Exotic Car
for allowing us to reproduce this article.

 

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

Latest Entries on The International Lister Register

	9. Description: Lister Le Mans Coupe Based on: 1991 lhd XJ-S Coupe Engine: 7 litre Gearbox: 5 speed Getrag Colour: Black Interior: Light Grey Connelly hide/dark grey piping Wheels: Lister Compomotive	More information by request
	10. Description: Lister Le Mans Coupe Based on: XJ-S Coupe Engine: 7 litre Gearbox: Colour: Red Interior: Wheels: Lister Compomotive
	11. Description: Lister Le Mans Coupe Based on: XJ-S Coupe Engine: 7 litre Gearbox: Colour: Black Interior: Wheels: Lister Storm
	12. Description: Lister Coupe Based on: XJ-S Coupe Engine: Gearbox: Colour: Interior: Wheels:
	13. Description: Lister Le Mans Coupe Based on: XJ-S Coupe Engine: 7 litre Gearbox: Colour: Black Interior: Wheels: Lister Storm
	14. Description: Lister XJ Coupe Based on: XJ Coupe Engine: Gearbox: Colour: Gunmetal? Interior: Wheels: Lister Compomotive

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.

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Register compiled for Xclusively Jaguar by
Letitia Mace

Latest Jaguar XJ-SC Register Entries

	VIN: SAJJNACC7CC 115155 Date of Manu: 06/02/84 Date of 1st Reg: 13/07/84 Description: 3.6 rhd manual Colour: Cobalt Blue Market: UK Location: UK (06/10)	Further information by request
	VIN: SAJNV384XHC 134803 Date of Manu: 26/08/86 Date of 1st Reg: 01/11/86 Description: 5.3 lhd automatic Colour: Satin Beige/Buckskin Market: USA Location: USA (06/10)	Further information by request
	VIN: SAJJNACC7CC 132209 Date of Manu: 24/04/86 Date of 1st Reg: 06/02/87 Description: 3.6 rhd manual Colour: Arctic Blue/Cheviot Tweed Market: UK Location: UK (06/10)	Further information by request

We currently have 4 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.

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

Latest XJ Coupe Register Entries

	Chassis no: unknown Marque: unknown Engine: unknown Drive: unknown Colour: unknown Trim: unknown Location: UK?	Avon-Stevens(?) conversion to Convertible Registration: MRY 909P Featured in June 2010 issue of Xclusively Jaguar News Further details upon request
	Chassis no: 2J 3053 BW Marque: Jaguar Engine: 5.3 Drive: rhd manual Colour: Broadspeed Race Livery Trim: Black hide Location: Holland	Authentic Broadspeed replica under construction to as near original as possible, using chassis no. 2J 3053 BW as a base Featured in April 2010 issue of Xclusively Jaguar News Further details upon request
	Chassis no: unknown Marque: Daimler Engine: 5.3 V12 Drive: rhd automatic Colour: Damson? Trim: Black hide Location: UK	Registration: SPK 510R christened "Spike" believed scrapped 03/2010 More information More pictures More information sought
	Chassis no: 2F 1162 BW Marque: Daimler Engine: 5.3 V12 Drive: rhd automatic Colour: Carriage Brown Trim: Biscuit hide Location: UK	Further details upon request
	Chassis no: unknown Marque: Daimler Engine: 4.2 Drive: rhd automatic Colour: Silver Trim: Black hide Location: UK (prior to June 2010)	Registration: PUW 23R Further information sought

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.

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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.

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Register compiled for Xclusively Jaguar by
Michael Scott and Martin Lamb

Latest XJRS Register Entries

	VIN: SAJJNAEC3A? 151295 Engine no: 9DPAMA 151228 Description: Coupe 3.6 rhd auto Date first registered: 6th June 1988 Colour: Solent Blue over Rhodium Silver Trim: Doeskin Location: UK (06/10)	Modified by TWR Further information by request
	VIN: SAJJSAEW3BA 154181 Engine no: No information Description: Coupe 5.3 rhd auto Date first registered: 1988 Colour: Tungsten Trim: Doeskin Location: UK (06/10)	1988 Le Mans Celebration car number 34 of 100 Further information by request
	VIN: SAJJSAES3EK 182941 Engine no: 8W 010520 SB Description: Coupe 6.0 rhd auto Date first registered: 13th January 1992 Colour: Silver Trim: No information Location: UK (06/10)	Jaguarsport XJRS Further information by request

 

 

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.

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

 

The Aims of the International Register of Jaguar Replicas

We therefore invite all that own/construct these cars to submit their vehicles specifications in both photos and words, so that we can publish them for the interest of other enthusiasts.

We hope that owners of these significant Jaguars will advise us of any change of ownership, in the future, so that we are able to keep track of the whereabouts and continued existence of individual examples.

We also hope to publish here, a list of manufacturers and suppliers of body kits and parts necessary in the successful construction of replica Jaguars, for the benefit of those who wish to build their own replica Jaguar.

 

Jaguar Long Nose D-type Replica

Reproduced by kind permission of current owner, Robert Tweedie

Specification Data

Engine:
3.4 litre twin overhead cam straight 6 cylinder engine using 3 x DCOE 45mm Weber carburetors and a "straight port' cylinder head worth at least 20 more bhp. We have since balanced the motor, fitted higher compression forged pistons and better conrods, built extractors the same as original and added earlier model C type spec grind camshafts and it is estimated the car now produces about 250 bhp and "bags" of torque. The engine is tilted to 8 degrees, as per the original.

Exhaust System:
The exhaust pipes protrude out of the side as do the earlier D types as opposed to a rear exit for the "long nose" as it is considered extra weight, cumbersome and provides no ground clearance. Mentioned before the extractors were hand built to D type specifications and dimensions.

Gearbox:
All synchromesh with overdrive on 2nd ,3rd and 4th gears. Even the gear lever remains the exact shape of the original D types also retaining the correct aluminium knob. The overdrive has a small unobtrusive switch on the dashboard.

Chassis:
Square painted tubular steel. It must be noted the Jaguar E type follow-on road car although longer in wheelbase also used a similar space frame (or chassis) to the D type so the chassis of this car bears resemblance to both.

Suspension:
Original D types employed torsion bar suspension front and rear whereas the later E type (and S types) went to independent upper and lower wishbones with coil over shock absorber suspension (dual coils/shocks on the rear) for better ride and more predictable handling but is difficult to spot at first glance.

Wheels and Tyres:
Dunlop 16"x 6" alloy reproductions of the original wheels with Dunlop CR48 6.50 x 16 racing tyres with "knock off" hubs.

Body:
A mixture of GRP and aluminium bonded in the centre section to the space frame for rigidity and strength, and painted original British Racing Green. Number backgrounds (roundels) also feature the rear tail being illuminated by small light for car identification from the pits at the Le Mans 24 hour races.

Brakes:
Dual cylinder non power assisted Jaguar/Girling disc brakes front and rear with brake bias adjustment.

Steering
Rack and pinion 2.75 turns lock to lock.

Differential
Limited slip with 3.54:1 ratio.

General:
All instrumentation is correct and the wood rim steering wheel has been painstakingly reproduced to the last rivet. Seating and passenger side cover/hatch are exact and correct. A full width plexiglass windscreen was a requirement at Le Mans in 1956 and doors on both sides had to open and all cars built to Le Mans rules also had to carry a spare wheel. We found a Mercedes Benz oil cooler which was the same as a D type and we also rebuilt all the brake/reservoir systems and other under bonnet items such as dry sump tank, breather/oil hoses etc and only an expert would even suspect this car was not a "real one!"

 

History

Current Owner: Robert Tweedie, Australia.

Roberts D-type as seen in 1990 with previous owner, Mark Charles

In August 1990 I was in California with a couple of mates, at the 4 day Laguna Seca historic race meeting at Monterey near Carmel. I had noticed a dark green D type Jaguar in the pits on the Thursday and approached it's owner, an Englishman in his mid/late thirties, called Mark Charles. He had a factory in Byfleet in Surrey, England and was building about six cars a year to order mainly for American (and Japanese) clients.

This particular D type was built in the early mid-1980's as his prototype, the mechanicals cloned from a 1966 S type 3.4 manual Jaguar and after extensive testing in Europe the car was sent to America for evaluation and as a "demonstrator" from which he took orders. His new cars were selling then for between US$85,000 and US$100,000 depending on specification. Excellent value, and compared most favourably with the more well known Proteus and Lynx replica's being sold for much more, but they were also priced dependent on specification.

	Since being created, it has already been registered in 3 different countries! In 1991 it was subjected to an extensive re-build by my race engineer, Les Laidlaw, who made it sensibly close in specification to the original cars it depicts.

 

Competition History

When first imported into Australia, I invited Peter Magraith to drive my D type at Amaroo Park historic race meeting in 1990 in the regularity event whilst I raced my Falcon Sprint in other races.	Don Thallon, Peter Magraith, and myself at Amaroo 1991

In 1991 I completed the Dutton Grand prix Rally to Adelaide's AGP with Frank Dartell as co-driver and again in 1992 with Don Thallon. It is interesting to note that it covered the standing quarter mile at Geelong Sprints in a time of 13.90 seconds and was timed at Holden's test track Yo Yang at 153 mph and still accelerating but no more road. Some of the late model Porsche's were struggling to do these speeds or times. Collingrove hillclimb in Adelaide, as part of one of the second Dutton GP rally, I recorded an 8th outright against over 220 cars with a time of 40.18 sec's for my best run up the hill.

Replica or reproduction cars are not eligible for CAMS historic log books and therefore not able to race at open race meetings other than compete in the regularity events no matter how sympathetic their specifications may be to the original but for value for money a well constructed and reasonably authentic reproduction can provide enormous pleasure at a fraction of the cost of the "real thing!"

A good genuine numbered D type with some sort of a racing history is worth in the vicinity of around 1.5 million plus US dollars depending on condition - long nose versions much more. It is estimated my car is worth in the vicinity of $150,000 ... who knows because it is NOT FOR SALE and never will be!

Many thanks to Robert Tweedie for allowing us to include this article, using information from his own website, which features details of this D-type and Roberts other cars (alas, not Jaguars!).

View RobertTweedie Website

 

Dont forget, if you are building a replica Jaguar, Classic Motors in Somerset (below) 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

 

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Xclusively Jaguar Across the Globe!

Keeping in Touch

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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

Russia Danil Mametov	Jaguar Technician for Russian Jaguar Main Dealer
Danil, a Jaguar enthusiast who works for an authorized dealer in Russia, loves his job and hopes to stay with Jaguar, but says there are no career prospects in Russia, so he hopes that someone will offer him Jaguar related employment elsewhere. He has applied to Jaguar Cars in the UK and if you are a Russian speaker, he has offered to answer your technical questions. If you would like to offer Danil employment or have a technical query, please contact Xclusively Jaguar in the first instance.
Curriculum Vitae Name: Danil Mametov Date of birth: 5 November 1983 Age: 26 years Marital status: Single Nationality:Rrussian Education: Bachelor of Psychology Languages: Russian & English (intermediate) Other skills and qualifications: PC, permis de conduire "B" 2 years, mechanic Hobbies & Interests: Auto, hi-tech, PC, technics, racing	Work Experience: 3 years in private workshop - diagnostician and electrician 1 year in private workshop with VW and Audi - diagnostician 1 year in offical draler "autoVAZ" - diagnostician and electrician 4 months Land Rover Jaguar official dealer - diagnostician

 

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 in last months issue of Xclusively Jaguar News - read My Top 10 Jaguar Books to find out how to win a copy of Ian's book "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

 

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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.
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!

 

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