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

Main Sponsors:

Welcome to the October 2010 issue of Xclusively Jaguar News. This month our Honorary Patron, Win Percy, has been joined by his good friend, Norman Dewis! My wish has been fulfilled - together I think they represent the essence of Jaguar !!! In celebration of this, we have a feature article on Win Percy from Les Hughes, and Neville Swales begins the story of creating a replica XJ13 with a look at the original XJ13 with references to its test driver, Norman Dewis. Tony Bailey has very kindly provided us with some extra pictures of these two great Jaguar men !!!

In addition to this, I am very pleased and honoured to announce that the newsletter is to become an "on-line magazine" which I will continue to produce, however, this will be on behalf of The Jaguar Enthusiasts Club. If you are a regular reader of Xclusively Jaguar News, you will be able to continue to enjoy receiving the "on-line magazine", which will now also be sent out automatically to all members of the JEC, thus increasing our readership immensely! More news on this, next month.

Please note: from last month, I began to create some of the articles in the newsletter as pdf documents, which can be viewed by "clicking" on a picture.

Look for: a GREEN band around a picture/logo or GREEN text - the ARROW icon will become a HAND icon where is it possible to view the pdf or similar link. If you have any difficulties, please email Letitia for help with this.

 

JAGUAR 75

"A Short Drive in the Country"

report and pictures by Michael Scott

YOU could hear it long before you could see it. It was the sound of a well-tuned Jaguar engine approaching at some speed. Next, you could hear the down changes of the gears as the car started to slow to negotiate the bend........ No, I wasn’t at Le Mans in the 1950s, but Friday 17th September 2010, and I was standing on the verge of a minor B road near to Newbury racecourse in Berkshire. This was a thoroughbred of the mechanical kind. Jaguar C Type NDU 289/XKC 045 came into view and passed within a few inches, with the smell of the hot engine wafting over me and the exhaust barking as the driver blipped the throttle on the last downshift before turning into the driveway of The Vineyard Hotel and came to rest on the gravel drive. A few minutes later there was again that familiar sound and Works D Type OVC 501/XKD 401 flashed into view, and repeated the changing-down symphony approaching the hotel entrance. What was going on? £6 million pounds plus, of motor cars let loose on the public road!

The answer - this was the company’s way of celebrating 75 years of the “Jaguar” name!

Tony O’Keeffe of Jaguar Heritage had put together an unrivalled cavalcade of historic racing Jaguars and an almost complete collection of Jaguar’s production models from 75 years ago through to the current cars. The idea was to set out from Coventry and travel to the Goodwood motor racing circuit, via London, and have a parade of the cars at the famous Goodwood Revival meeting on Saturday.

With Autumn approaching there was a certain freshness in the air but with the sun shining - an ideal day for photographing this splendid parade.

I stood and watched in awe as model after model of the cars of Jaguar’s history approached and entered the grounds of the luxury base for the lunch break on the first day of the journey through the English countryside.

Positioning myself in the hotel drive I was able to record the arrival of many of the cars involved over a period of an hour and a half and then wander amongst them at will in the car park. Parked up, in no particular order, were SS Jaguars from the late 30s/40s, XKs, MKVII/8/9, Mark 1 and 2, E types, XJ-S, XJ saloons etc. The well-known rally XK120 NUB 120 was there, together with many more examples of the famous marque, engines gradually cooling down whilst the drivers and navigators adjourned to the restaurant for a well-deserved lunch.

I departed, having just witnessed Jaguar heaven !!!

 

75 YEARS OF JAGUAR HISTORY BROUGHT TO LIFE

Reproduced courtesy of Jaguar Cars Ltd

The 23rd September 2010 marks the 75th anniversary of the Jaguar marque.

To mark the occasion, a group of 75 individually-numbered, iconic Jaguars from across the years made a two-day journey from Coventry to Goodwood. This exclusive celebration drive, started in Coventry at 10.30am on Friday, took in London’s May Fair hotel – site of the original Jaguar model launch in 1935 – and finished at the UK’s largest heritage motor festival, the Goodwood Revival, on Saturday.

Most cars were privately-owned examples, driven by their owners, joined by some of the most famous cars from Jaguar’s own heritage collection, including the E-Type, C-Type, pre-war SS Jaguar saloons and a selection of our latest models.

Some of the cars started their drive from Castle Bromwich with our employees acting as co-drivers and two of our longest serving employees got the chance to experience this very special weekend event.

 

'Jaguar 75' App

Launched to coincide with the drive, an iPhone and iPad app charting the 75 years of the British marque’s history is available to download now by searching ‘Jaguar 75’ in iTunes.

This 'Jaguar 75' app pulls together a host of materials that tell the company’s story of making beautiful fast cars over the past 75 years through the people and machines that have made it a British motoring icon – including the SS 2.5-litre Saloon, XK120, C-Type, D-Type, XKSS, MKII, E-Type, XJ13, XJ6, XJ-S, XJR-9, XJ220, XK8, XK, XF and XJ.

The app includes images and information on:

1. Jaguar’s locations (past and present):	Foleshill, Castle Bromwich, Gaydon and the Browns Lane Fire of 1957.
2. The men behind the machines:	Sir William Lyons (founder of Jaguar Cars)
	Malcolm Sayer (designer of the C-Type, D-Type and E-Type)
	Norman Dewis (chief development test engineer in the 1950s and 60s)
	Lofty England (C-Type programme manager)
	William Heynes (Chief Engineer of the C-Type, D-Type and E-Type)
	Ian Callum (current Design Director of Jaguar)

 

Our top ten favourite Jaguar facts

1. When the first ever Jaguar was revealed, Sir William Lyons (founder of Jaguar Cars) asked guests of the launch event to speculate on how much the SS Jaguar 2.5 Litre Saloon would cost. The average guess was £632. In fact, the handsome, luxurious machine cost a mere £385.

2. For the 1938 British Motor Show, Lyons penned a coupé version of the SS100. With beautiful sweeping curves and Art Deco detailing it proved a sensation but sadly, with the outbreak of war the following year, the show car was the only one ever built.

3. At Le Mans in 1953 Jaguar C-Types finished 1st, 2nd and 4th. The company sent a telegram to the Queen, dedicating its win to her, in her coronation year, and received a congratulatory reply from Her Majesty.

4. Of the 16 XKSS cars produced, one was bought by actor and racing driver Steve McQueen, who kept it for 10 years before selling it on. Of all his cars it was possibly the one he enjoyed a little too much for it netted him two driving bans. However, clearly regretting his decision, McQueen later bought the car back and owned it until his death.

5. Enzo Ferrari proclaimed the E-type to be “the most beautiful car ever built” on first sight of it, while America’s Road & Track magazine reported it as, in the unreconstructed language of the era, “the greatest crumpet collector known to man.”

6. The XJ220 was developed by an informal group of Jaguar employees known as the ‘Saturday Club’ who, as the name suggests, dedicated their spare time to special projects.

7. Lyons’ daughter, Pat, was the co-driver of ‘NUB 120’ the most famous competition XK120. Her husband Ian Appleyard drove it to three Alpine Cup victories and two RAC Rally wins.

8. The introduction of disc brakes was thanks to Jaguar. They were first fitted to the C-type raced by Stirling Moss and Norman Dewis in the 1952 Mille Miglia. Italian race officials were mystified by the new technology and demanded a demonstration to prove it was in fact a brake and not some illegal addition.

9. In his teens, Ian Callum, Jaguar’s current Design Director, wrote to Bill Heynes (then Chief Engineer) enclosing some of his own designs for a Jaguar. Heynes kindly replied, suggesting to Callum that to pursue his chosen career, he should learn engineering draughtsmanship and study industrial design.

10. The fastest ever Jaguar was a slightly modified production XFR that achieved 225.675mph at the Bonneville Salt flats in November 2009.

 

Find more information and downloads!

 

COVENTRY FESTIVAL OF MOTORING

	Ron Walker's 1931 Swallow bodied Swift (also pictured above in the line-up) took the prize this year for the best Coventry car at the Coventry Festival of Motoring on 5th September. Xclusively Jaguar is proud to have Ron's car featured in our 2011 calendar!
Esta-jane also took part in the Coventry Run, with "Jack" and was able to find his convertible counterpart to park beside! (report to follow next month)
	Keith's own XJS was, of course, also present and is featured in our 2011 calendar too!

But, best of all, was this E-type, with an invitation to other participants to pass while they had the chance !!!

 

Over the August Bank holiday, we made what has become our annual pilgrimage down to Seaton Classic Car Show, where we leave the Jaguars on display and go off for a trip on the Seaton tramway, have lunch in Colyton, and then return - hopefully to find our Jaguars intact!

Last year we just took 2 Jaguars - KUH and Tiggy. This year, unfortunately, KUH could not make it as she is now in Manchester, so Tiggy (now Rob Tucker's) took Jack (Esta's XJS) and Swallow (my XJ40 3.2S).

 

 

Jaguar XJS Convertible Hood Frames

These are genuine mild steel Jaguar frames bought from Jaguar Cars in Coventry, albeit a number of years ago. They were bought for conversion projects but sadly the business ceased to trade. I now have 17 of these frames available for sale, as either an individual or bulk buy. The frames have been stored in a dry place, and are still coated in a protective grease.. I have a number of photos available should anyone want to view them but a frame is a frame. I would prefer the buyer to collect, but I do not have a problem arranging a courier at the buyers expense. Should anyone need any further information please do not hesitate to contact me via Xclusively Jaguar

Step ladder not included !!!

 

 

Xclusively Jaguar Calender 2011

THE CARS BEHIND THE CALENDAR

Jaguar XJ220

owned by Ron Bernstein

This XJ220 was featured in the July issue of Xclusively Jaguar News. To view this feature, please follow the link below, and then scroll down to the article entitled The Saturday Club Car

Terry Mcgrath, joint author of the book "The Forerunners of Jaguar in Australasia and SE Asia" contacted Xclusively Jaguar after reading Ron Walkers article about his SS1 Coupe, to inform us that he has a considerable amount of information on this car........another link in the chain!

 

The Xclusively Jaguar calendars are now here!

View calendar pictures

As this is a trial run to gauge interest, I have had a limited edition of 100 only calendars printed, and although I have had a lot of interest, I have no idea how much of the interest will translate into actual sales, so the calendars will be sent out on a first come first served basis, in number order, so respond promptly, if you want a low number for possible future investment potential (?? who knows – some people collect plastic Micky Mouse toothbrush holders – threw mine out years ago !!)

If you wish to order a calendar, please follow the link below to check availability and reserve a number before buying via Paypal. Alternatively, you can pay by cheque. Calendars are priced at £10 GBP inc p&p

Check availability, reserve a number or pay by cheque

 

 

XJS DIARIES

Many thanks to Clair Mourier from France for your contribution - this has been held over until next month.

 

 

Back to Contents

---

 

JEC Winter Seminar Programme No. 1 - Winter 2010

The first 3 JEC Winter/Spring Seminars for this season are identified below. Three more seminars, on different topics, will follow in the new year. Costs include handouts, morning coffee, comprehensive buffet lunch and afternoon tea

For more information, please contact Nigel Thorley on 01302 771818 or nigel.thorley@jec.org.uk

 

2nd October 2010 - Classic Sports and Saloons

CMC, Bridgnorth, Shropshire - 9.30 am to 4.30 pm

Suitable for all those who own or have an interest in the classic sports and saloon models.
Rotating one hour tutorial sessions on bodywork, trim, electrics, general maintenance and upgrades plus Q&A time.

Costs:	£30 each (current JEC members)
	£40 each (non-members - £10 refund for joining on the day)

 

6th November 2010 - Jaguar XK8/XKR Seminar

Castle Bromwich - 9 am to 5 pm

Suitable for all those who own or have an interest in the 1996 to 2005 XK model range.
Buying an XK, servicing, important maintenance issues, and other general maintenance, plus Q&A time.

Costs:	£60 each (current JEC members)
	£80 each (non-members - £20 refund for joining on the day)

 

27th November 2010 - Jaguar X-type Seminar

Castle Bromwich - 9 am to 5 pm

Suitable for all those who own or have an interest in the X-type model range.
Buying an X-type, servicing, important maintenance issues, and other general maintenance, plus Q&A time.

Costs:	£60 each (current JEC members)
	£80 each (non-members - £20 refund for joining on the day)

 

Jaguar Drive-it Day

by Rudy Schatz

As a member of the JEC, I organised to be part of the Jaguar 75th Anniversary Drive-it Day and although I had hoped for more cars, we got 21 Jaguars and 1 Daimler to meet on Lion's Head, a hill overlooking Cape Town from where they fire a gun each day, except Sunday, at exactly 12 noon. When mail ships still ran between South Africa and the UK, the weekly service of the Union Castle Line had their passenger liner depart from Cape Town on Saturdays. The ships left the quay as the gun was fired. Reportedly, they never had a delayed departure!

The picture shows my two S-types – one classic and one modern - and the mountain you see in the background is Table Mountain. From there we drove to a restaurant where all the Jaguars (and Daimler!) were parked in the car park of a golf club and could be admired by the public!

The picture shows my two S-types – one classic and one modern - and the mountain you see in the background is Table Mountain. From there we drove to a restaurant where all the Jaguars (and Daimler!) were parked in the car park of a golf club and could be admired by the public!

Editors comment: A future issue of Xclusively Jaguar News will include a comparison by Rudy on the classic and modern S-type.

 

Portsmouth Region Update

by Mike Kennedy, S-type Forum Co-ordinator and Hon Secretary of JEC Portsmouth Region,

The October meeting will be at The Bader Arms, Tangmere. Graham Searle will be giving us a lecture, "Jaguars that I`ve owned!" Local member John Cady, will be giving a Jaguar lecture at the November meeting. All members and visiting Jaguar owners are welcome to attend. Meetings commence at 8.00pm on the second Monday of each month.

The November meeting and all subsequent meetings will be held at The Churchillian, Portsdown Hill, Portsmouth, again on the second Monday of the month at 8.00pm.

 

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

View JEC Website

Back to Contents

---

Back to Contents

---

 

Just a hint of what's on offer at SNG Barratt this month!

 

UPDATE!

SNG Barratt Jaguar Photo Competition

Following a tremendous response from all the budding photographers out there, we have been asked by many of you for a little more time in order to get that ‘perfect shot’.

So we are pleased to announce that we are extending this year’s photography competition with the new closing date of Friday 10th December 2010.

This will give you the opportunity to capture your Jaguar against those golden autumn backdrops and clear frosty mornings, for the chance to win vouchers to spend on parts for your Jaguar with any branch of the SNG Barratt Group.

What we’re really interested in is quality of the image, and the originality of the idea. Strange locations, weird angles and crazy lighting are all welcome. Here are our 3 top tips to help:
1. Use a tripod or place your camera on a solid object, this will help keep the image in focus.
2. Use the timer function or a shutter trigger.
3. Avoid bright sunshine and try to shoot at the golden hour (sunrise or sunset).

1st Prize	£250/$450/€360
2nd Prize	£150/$275/€220
3rd Prize	£75/$140/€110

To obtain an application form simply send an e-mail request to
competition@sngbarratt.com or phone 01746 765 432

Good luck and happy snapping!

 

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

View Details

Back to Contents

---

SWALLOW ADS

Ian Cooling offers a different take on automobilia collecting

I’m off on a different tack this month in two ways: firstly, reaching a long way back in time to the cross-over era when Swallow Coachbuilding Co. Ltd had started the process that would lead to the emergence of SS Cars Ltd and eventually Jaguar Cars Ltd. Secondly, to introduce a collecting theme that is strong in the States and starting to build over here (to judge by offerings on eBay) – company advertisements.

The ads I have selected for this piece cover a relatively tight time-frame between August 1932 and June 1934. This was shortly after the SS 1 and SS 2 were launched in 1931 and while the Swallow Hornet was in full production. The latter being the last of the Swallow cars to bear the name of the car on which it was based. Thereafter, the vehicles were SS cars, fulfilling William Lyons’ dream of producing his own cars in his own right.

It was also the period when Ernest “Bill” Rankin joined the company. He was an advertising professional who had cut his teeth with six years working on advertising for General Motors. In 1930, he had won a national competition to design a new campaign for Watneys, the brewers - and the world famous “Watneys Red Barrel” slogan and logo was born.

William Lyons was fully aware of the power of effective advertising from the earliest days of Swallow Sidecars, founded in Blackpool in 1922. That he was prepared to sign up such a high-profile and doubtlessly expensive professional for his team, is one sign of the strength of that conviction.

Another clear sign is the resources that were committed to the two-year period I have highlighted. These full-colour ads in the two leading motoring magazines of the day, Autocar and Motor, were the most expensive form of contemporary advertising. My selection indicates less than half the total exposure as I have only shown one example of each ad. I have also not covered the extensive black and white advertising that was running in parallel, sometimes funded by the company and often by local distributors and dealers.

It is interesting that although Lyons fully recognised the value of advertising; most of the contemporary ads in the national and local press were actually run by the likes of Henlys, the company’s principal distributor in the south and the Manchester area. Perhaps there was a cost-sharing deal behind this. The company’s tight cost-controls were already known in the industry and this would be a logical approach to take.

The final aspect of this collecting theme is the way in which the company’s advertising in the press and sales brochures reflects the times. My snapshot here focuses on one very specific period. Extend the selection backwards to the advertising for Swallow sidecars and forwards to today’s slinky Jaguar ads and you have the basis for a Masters thesis on the way the motoring industry perceived their customers and society more widely!

 

This ad in the 23 August 1932 issue of Motor highlights the Hornet Swallow. Based on the Wolsey Hornet, it had been introduced in 1931 and the time-honoured mantras of the advertising profession are clearly evident in the text. The 1932 model is described as “more beautiful” with “added refinements” and “definite improvements”! This ad appeared during the summer holidays and it is interesting to see the way the ad picks up the holiday theme. The artwork also reflects this as it is a composite of a stock image of the car with the beach scene then painted in by a jobbing artist at the advertising agency.

 

Another ad for the Hornet Swallow and in the same issue of Motor as the beach scene above. This one was an ad by Henlys, the company’s first and most important distributor. So far as I have been able to confirm, although other Swallow distributors and dealers regularly advertised in black and white, Henlys were the only ones to do so in colour. The target market for this ad is the more generic “bright young things” rather than the seasonal theme of the company’s ad in the same magazine.

 

This Henlys ad appeared in the 17 March 1933 edition of Autocar. This time the focus is on the SS 1 and SS 2 cars. The text uses a quote from an article in the 31 January issue of Motor extolling the virtues of the two cars and also employs what the trade calls “knocking copy”. In other words rubbishing the opposition! Another Henlys ad, but this time also mentioning the Swallow company details. Note too the cheeky slogan at the foot “A Henly Idea!” Interesting to see the two company logos in this ad with the Swallow at the top and the “SS” hexagon elsewhere. The Swallow logo was also undergoing a change from the realistic impression of the bird shown here to the much more stylised version with the highly-distinctive “tall” wings that was to feature so prominently on the covers of the company’s first three driver’s handbooks for 1933, 1934 and 1935. By the end of this period, the Swallow logo was exclusively applied to the sidecars that the company would continue to build until the end of the War. The SS hexagon became the sole logo for the cars.

 

Another Henlys ad, this time from the 25 April 1933 issue of Motor. Once more the SS 1 features. The setting moves from the town to the country and another review quote features. This time it is by Lord Cardigan in the society magazine “Bystander”, later to merge with “Tatler.

 

This slightly less attractive ad appeared in a sumptuous 48-page brochure produced by Henlys in 1933, along with a separate ad for the Hornet Swallow. The brochure covered all the various makes that Henlys dealt with as well as their various showrooms in and around London, especially their principal showroom in Devonshire House in Piccadilly. This was built on the site of the London residence of the Dukes of Devonshire. The artwork was almost certainly the work of Henlys’ advertising agency as, although a stock image of the SS 1 is used for the illustration, nowhere in the ad is the car identified as the SS 1. I suspect that this would not have pleased the “high heid yins” in Foleshill!

The gateway to Devonshire House survives as the entrance to Green Park and the wine cellar is now the ticket office of Green Park underground station. At the time of demolition, certain items such as doorways, mantles, fireplaces and furniture were relocated to the Devonshire’s principal country property Chatsworth, in Derbyshire. I understand that some of these items may be included in a Chatsworth “Attic Sale” due to be held by Sotheby’s this month.

 

The final image in this series is another Henlys ad, from the 23 June 1934 issue of Autocar. A particularly fine example of a full-colour ad of the era, this is entirely the effort of an artist, probably working in water colour. The interest here is the appearance of an early slogan “When beauty and power conspire…” with the ethereal shape of “Beauty” floating in the clouds. The company experimented in at least one other slogan, the Latin phrase “Celeriter et Silentio” (Swift and Silent”), which appeared in the SS Cars 1937 brochure. The most famous slogan “Grace, Space, Pace” appeared after the War, almost certainly nicked from (or inspired by, depending on who tells the story) an earlier MG slogan.

 

Editors comment: Ian is the co-author of a new book “All About Jaguar Mascots”, published by PJ Publishing. Copies are available at £19.95, including p&p, from Ian’s website - link below. This book was reviewed in the September issue of Xclusively Jaguar News. View Details Ian has also produced a unique and informative book entitled "Jaguar Collectibles" which can be ordered direct from his website - link below.

 

Visit Ian's website

Back to Contents

---

JAGUAR BOOK REVIEWS

 

Paul Skilleter's Monthly Jaguar Book Review

 

Cat out of the Bag

Written by Peter D Wilson and published by Bookmarque Publishing, Minster Lovell, Oxford

Fancy building your own historic Jaguar Formula One car? Well, get hold of a copy of Peter Wilson's book and you are halfway there, because it contains a pull-out engineering drawing of just such a car!

I like this book because it's written by someone who was there. In my view it is the first-person account which is almost always the most valuable, because what they provide is primary-source material, gained from first-hand experience. Provided, that is, they can string words together effectively, have a good memory, are willing to consult records and are not given to line-shooting! Fortunately, Peter qualifies on all counts, and the result is a book which is both interesting to read and highly informative – many who buy it do so to obtain tips on how to set-up E-types and Mark 2s for racing, because Peter worked in Jaguar's competition department during the years these cars were being prepared for the likes of Graham Hill and Jackie Stewart to drive.

Peter joined the 'comp shop' in 1961 and stayed until 1966, during which time he was associated with all kinds of projects, including the cars mentioned, various other road cars, and the XJ13, which he helped build. Particularly interesting is the story of the E-type as it evolved from a modified road car to the racing lightweight. Some of the topics covered in the latest, augmented, softback edition (the earlier hardback is sold out) are listed below.

The Mk 2 GT saloon the four-seater E-type the E-type goes racing the Mk X convention building the lightweight E-type E2A and Maxaret brakes the 2+2 E-type the Cunningham Le Mans E-type Bob Blake & the S-type the Coombs power boat racing 4 WPD E-type works tuning booklet XJ13 Sir William’s test drive

ISBN: 978-1-870519-75-5, 272pp

Soft bound with over 220 photographs, drawings and period reports etc

Price: £29.99 plus £5.00 P&P UK, £7.00 P&P Europe

 

For more information, or to order a copy, please visit the website below

 

---

 

Jaguar E-type – Enthusiast's Restoration Manual

Written by Peter Crespin and published by Veloce Publishing

The Book

People dream of restoring an E-type, but many fail to complete their project after time or money run out. Do you REALLY need to spend £4000 trimming a two-seater, £6000 on an engine, £2000 on a soft top, or £30,000 for a new body shell? No – you can do it yourself for far less, provided your goal is a solid, presentable, and above all driveable car. If you are time rich but cash poor, this book is for you.

So, you fancy an E-type but the ones in your price range are basket cases or rough complete cars? Can you realistically restore one of these yourself, or should you walk away because everyone tells you it costs at least fifty thousand to do a decent job? Peter Crespin couldn’t justify the inflated cost of E-types in the UK, but found a ‘lumped’ American car with a V8 under the bonnet for half the price. This book tells how he brought the car back to all-Jaguar specification and completely refurbished it for less than £5000. It avoids the typical route of magazine features where each sub-assembly is tackled by a different professional, with bills to match. Peter tells you how to judge what needs to be replaced, and what can be used for further service. That way, the end result may not be worth a small fortune ... but it doesn’t cost one either. If you want the truth about E-type restoration for amateurs, this book is for you – there’s nothing else like it.

• How to buy a suitable candidate and avoid hopeless wrecks • How to strip down, appraise, plan and budget the work • Ways to save money – you don’t HAVE to spend thousands • DIY options described, and cheque book option shown • Based on a convertible S2, but all other models are covered • Clear guidance with hands-on photos of work in progress • Describes all the tips and tricks (and ‘gotchas’) • All aspects of restoration or part refurbishment covered • What can or can’t be done as a rolling restoration • Details of the club scene, suppliers and back-up sources

Models covered: All six and twelve-cylinder E-types 1961-1975

Paperback - 20.7x27cm - 272 pages

ISBN: 978-1-845842-98-7

Available from February 2011 - RRP £40.00 + P&P

 

The Author

Peter Crespin is a medical writer by profession, and has written seven books about Jaguars and contributed articles to various car and motorcycle magazines over the last three decades. He’s a year-round motorcyclist and ex-racer when he’s not driving his supercharged Daimler or E-type convertible around the UK and Europe. A committed do-it-yourself fan, Peter has restored dozens of classic bikes and worked on more than fifteen Jaguars, including the subject of this book, which came from California fitted with an ugly Ford V8. The oily hands in this book are all his, not those of some paid-for outsider – so you know the information is first-hand and believable!

 

The Publisher

Veloce Publishing specialises in fine automotive books of all types, ranging from practical do-it-yourself guides to leatherbound limited editions. Our philosophy is that every one of our books will be of the highest quality in terms of content and presentation, as well as being of true value to the purchaser.

For more details regarding Veloce Publishing; to order a copy of "Jaguar E-type – Enthusiast's Restoration Manual" or to view details of other automotive books on offer, please follow the link below.

View Veloce Publishing Website

 

Back to Contents

---

1.

Oliver - 1988 3.6 litre Sovereign

Owned by Kamil Burczyk

 

Tidying a few things up

I started off with the battery tray, as the battery got removed and the tray luckily was fairly clean with no holes, just a couple of rust bubbles, which got wire brushed and then the battery tray got painted with some Hammerite Smooth Gloss Black.

As the cam-cover had some flaky paint and let the engine bay down a lot, I took it off, managed to remove most of the flaky paint with a wire brush on the end of a drill, then I gave the cam-cover a couple of layers of Grey Primer, and then a couple of layers of Satin Black. Now the engine bay is ready for showing.

The last thing I did was something I was meaning to do ever since Oliver passed his MOT back in August 2009. Get the sills painted after the welding.

So with a lot of Satin Black paint still left over from doing the cam-cover, I decided to get the sills painted the next day too. So with the door shut lines, doors and wheels masked thoroughly, I went over the sills with some Wet & Dry 1500 sanding paper..........

.............then cleaned them up with white spirit, gave them a coat of primer and a coat of Satin Black and I have to admit it is now looking rather tidy.

All I've got to do now is get the Air-Flow Meter checked out because it's causing Oliver trouble with starting. I'll let you know how I get on with that in the next issue.

 

 

2.

Tiggy - 1993 3.2 litre Sovereign

Owned by Rob Tucker

 

Well, after the doeskin and red stitched gear lever surround I was bidding on sold for best part of £40 on ebay, I sat there and thought to myself, “how hard can it be to make one myself?” After the good results of my armrest re-cover on Ruby (a former XJ40 of mine), I thought that I'd have a stab at it!

So, first of all I removed the old surround from Tiggy and carefully pulled it apart, stitch by stitch.
Then sat there for about an hour thinking mmm.
Then I went to my local scrappy and bought an X308 rear seat arm rest for £5, and cut it up.
The next stage was to carefully make templates of the old surround on the new leather.
Now, the only problem is that I don't have a sewing machine, so I had to imitate every stitch by hand, using my Mums sewing kit!
To get this perfect it took me around an hour per corner.
Then once I stopped the many holes in my fingers bleeding, and took some Paracetamol for my headache, I ended up with this………….

All that was left to do now was to just carefully glue it to the plastic surround and hope that it fitted -

Which fortunately it did.......... very nicely !!!

And there you have it, a doeskin and red stitched surround for £5!

But to be honest, with the amount of effort that went into this, and the fact that I didn't have a sewing machine, it would of been a lot easier to have spent £40 !!!

Back to Contents

---

Part 5

Front Sub-frames, Sneaky Rust and a ‘hole’ lot more

One of the Mean n Greens faults listed on the eBay sales blurb was ‘top wishbone bushes need renewal’. This was more than evident, given away by the two front tyres which were practically bald on the inner sections but had 5-6mm remaining on the rest. A quick test drive revealed that the car handled and steered diabolically, it would be easier to dock the Queen Mary than get this beast round the bends. The lower wishbone bushes also looked perished and the steering rack mounts were swaying in the wind. A quick check on the inner wings within the engine bay also revealed a fair amount of corrosion below the shock absorber mounts. All things considered it seemed logical to remove the sub frame and carry out all the repairs that were needed in one fell swoop. The decision was made easier by the thought of a fully assembled replacement sub-frame removed from a less fortunate car. I’d noticed when skidding this round the yard how well it drove and how sweet the steering was, some things are worth putting to one side rather than chucking them into the eBay maelstrom!

 

Just knock a few bolts out and down it comes

Not quite! The XJS front sub-frame is a major piece of kit, not only does it play mother hen to all the steering and suspension parts, it also performs the Herculean task of supporting the engine - doesn’t matter if it’s a straight six or V12, its still one big lump to keep off the floor. There are quite a few things to consider when removing a front sub-frame, but I would say the most important two would be:

1. Are the two front jacking points in good shape and able to take the weight of the car?

2. How are you going to support the engine?

I’ve covered the front jacking points in previous articles, basically if you can jack the car up on these two points without crunching noises or the jacks punching through the floor then you’re off to a good start, but please give these areas a good inspection before you even do that. If the integrity of these points has been compromised by corrosion then they need to be fixed before you go any further. The engine needs to be supported by a beam and chains that straddle the engine bay and rest on the strongest part of the inner wings; these can be purchased, or fabricated from very sturdy box section. Just remember when buying or making this support that it has to take the full weight of a very heavy engine, this is no place to cut corners. Once the sub frame has been removed you can also support the engine from underneath to take the strain off the straddle beam.

The good news is that the sub-frame is technically only retained to the car at four points, two large bolts at the front and two 3/8 nuts at the rear. The bad news is that there are ‘hangers on’ such as top shock mounts, power steering and brake hoses, anti roll bar clamps, steering column, earth leads and engine mounts. XJS’s also possess a very friendly and attention seeking bonnet - no matter what you’re doing at the front end it always wants to be next to you. It takes 20 minutes and two strong women to remove it; life gets somewhat easier after that, as long as the women behave.

Normally when you undo a nut and the relevant bolt turns it’s just a matter of putting a spanner on the head and carrying on. If the bolt turns when you're undoing the front sub-frame mounts then it’s a time for rejoicing. These two large bolts have a habit of seizing into the bushes that they pass through and are a pain to remove as a consequence. If your bolts spin, count your blessings, your half way there. The other tricky blighters are the four 3/8 bolts that retain the anti roll bar brackets to the car. These are pretty tight and difficult to get at in the first place, but over the years the bolt heads corrode and lose their definition. Make sure the area around the bolt heads and the heads themselves are free from crud so both you and the socket have a fighting chance. Good quality tools, a second pair of hands and a firm application are required here. If you round the bolt heads off it gets a bit grim. On V12’s removing the coolant expansion tank gives you better access.

Once all the peripherals have been removed support the sub-frame on a sturdy long wheel base jack, remove the four retainers and drop it down easy as pie. Bit of a balancing act I’m afraid. The trick is to get support under the steering rack as well as the sub-frame; otherwise it tends to do an Olympian style back flip once free of the car.

With the sub-frame out of the way it was time to have a look at how the old boat had faired in the corrosion stakes. A renowned trouble spot on these cars is the double skinned section on the front inner wing, just below the shock absorber upper mount. This is very difficult to repair on the engine side with the engine in situ, however, with the sub-frame removed you can attack from the outside, cutting and removing the affected metal between the angle braces and chassis rail. Once removed its easy enough to make up a plate and locate it on the engine side of the wing, then weld this plate to the angle braces and lower chassis rail. The next step is to make up the outer plate and weld this to both angle braces and inner plate using plug welds to join the two plates together. Things are made much easier on a V12 if the air filters and expansion tank are removed. Ensure the air inlets are completely covered by wrapping strong plastic bags around them and securing with tape. The last thing you want is grinding and/or welding debris getting into the engine.

	Inner wing double skinned section removed
	Double skinned corrosion
	Repair panel view from engine bay

The Green n Mean had suffered corrosion on both inner wings plus an added bonus on the off side chassis rail. This rail has an internal strengthening plate just forward of the rear sub-frame mount which locates on the inner and bottom of the chassis rail. Most of this corrosion is obscured by the sub-frame itself but the give away is a circular piece of trouble just forward of the sub-frame when it’s in situ. (It resembles a squashed mushroom) Unfortunately the corrosion is not limited to this one small circle; it stretches back underneath where the sub frame was concealing it to the area of the rear mount. Ironically, it’s the inner strengthening plate that has caused the corrosion. The quickest and easiest way to deal with this once the sub-frame is removed is to cut out a letter box sized section of the outer vertical chassis leg and do all the necessary repairs to the horizontal leg and strengthening section internally. Just be careful when cutting sections out that you don’t go through the flanges of other panels, just weaken the part you want to remove by slitting through 90% of its thickness and then just tearing it away. With all the internal repairs done it’s just a matter of making up a new letter box cover and welding it in. Quite a neat and easy repair due to a lack of those dreaded contours.

	Letterbox surgery showing inner strengthening plate
	Letterbox closed

 

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..........

 

Several months have passed, and a lot has happened. I have been to the UK a few times, to visit some shows and parts markets, where I found loads of new parts for the car. Next to that the original cars have been seen, and changed owner as well. First of all chassis no. 1 has been raced at some events after the restoration was finished earlier this year. And it attended some shows, so a lot of people will have seen it in person.

BELJC 001 on the track (above) and at Goodwood festival of speed (right)

Then chassis no. 4 which resided in Australia, was sold to JD Classics in the UK. The car was on the boat to the UK when I was at JD Classics in March, and I couldn’t get a lot of info from them, but on the other side I got lots of information, and pictures from Phil Evans, ( xjc.com.au) who attended a farewell party for BELJC 004, just before it went into a container and onto the boat.

Phil Evans with Jaguar Broadspeed XJ Coupe	chassis no. BELJC 004 .....before it left Australia

A few weeks later I found out that the car had been sold on to a new owner. If anyone knows who this is, please contact me (Mitch Verheyen), via Xclusively Jaguar.

In the world of replicas, some changes have been made as well. One was the car in the UK that I wanted to go and see when I was over there in March, but the owner didn’t respond to any of my e-mails. I later found out that the car had been sold on. I found this out a few weeks after when I got an email from the new owner, requesting some information, and asking me if I wanted to come and see the car. Well this was a lot easier to do for me, as the car was in Belgium at this time. This proved an excellent outing, as I set off for Belgium to have a look, and a drive!

A few weeks later I found out this car was sold on again - congratulations to it’s new owner!
Last month there was an article in the J.E.C. magazine about the car, when it was still in the UK.

So, a lot of changes have taken place, but still my car is where it has been the last few years. I know it’s going slow, but recreating something to the exact specifications takes a lot of time and money. That is why things move on so slowly with my car. Since I wrote about my car last time, some progress has been made - the rollcage has been fabricated, and welded in place, to the exact specifications as the original. The grille has been made, plus a lot of aluminium parts, like the fuel tank fillers, and other parts for the fuel tank. I did find out that sometimes an exact replica can turn into an obsession, and it made me walk around Beaulieu Autojumble for hours trying to find the exact logo (Leyland) for the gearknob. Hopefully, next time I’m updating on progress I will be able to say that the car has been painted, but it all depends on my funds. Here are some pictures of the parts I have made and the rollcage, now installed.

Rollcage now fitted (above) and aluminium fuel	tank .....still awaiting fitment of the filler stacks!

Full cage	Fuel filler caps and gear knob

More to follow........!

 

Les Hughes, of Jaguar Magazine, 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

---

1966 JAGUAR XJ13

For information on this subject, please email: Xclusively Jaguar

 

Back to Contents

---

Latest News from Xclusively Jaguar Registers

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

 

Latest entries on the XJ Coupe Register

	Chassis no: 2H 2340 BW Marque: Daimler Engine: 4.2 Drive: rhd auto Colour: Fern Grey Trim: Tan hide Location: Sweden	Previously owned by David Jobson-Scott (UK) Further details upon request
	Chassis no: 2F 1344 BW Marque: Daimler Engine: 5.3 V12 Drive: rhd auto Colour: Black Trim: Red hide Location: UK	Replica Avon-Stevens conversion to Convertible Currently for sale 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.

Our intended report on where to have alloy wheels refurbished if the damage is already done, will appear in a future issue, due to space considerations!

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

 

JAGUARSPORT XJR-S.........THE SWANSONG 1991-1993

BY MICHAEL SCOTT

JaguarSport was a joint company set up in the summer of 1988 between Jaguar Cars and Tom Walkinshaw, who had been producing his own modified XJ-S and XJ saloons since 1984.

The new company’s first model was the 1988 XJR-S Celebration coupe of which there was a limited run of 100, all painted Tungsten Grey.

Other modified V12 5.3 cars followed and the engine size was soon increased to 6 litres. Saloons were also modified, first with the 3.6 and then the 4 litre XJ40 model.

Jaguar introduced a main-stream “facelifted” XJS in 1991 and there soon appeared a JaguarSport version, being made from March 1991, (chassis number 179737 - not confirmed yet!). The public debut was at the Frankfurt Motor Show in September 1991. However, it did not remain in production very long as Jaguar decided that the JaguarSport operation should be shut down as the new 6 litre “facelifted” main-stream car was, to all intents and purposes, doing the same job, and was obviously more economical to produce in volume.

Therefore, in April 1993 the last XJR-S was produced, believed to be chassis number 188300, but not before an attempt was made to sell the model in North America. There was even a convertible version for that market which was never offered in the home market, although it is believed a couple did “escape” in right hand drive. 50 coupes and 50 convertibles were exported, and only offered in black or red. These cars had a separate chassis numbering sequence.

 

So, what was this final offering of JaguarSport?

The car was different from the main-stream production models in many aspects and I doubt that it ever made much of a profit for Jaguar.

How to identify a genuine facelift XJR-S?
The obvious answer is of course the chassis number (or VIN, as it was known by this time). An example is
SAJJ SAES 3 EK 183341 so if the letters are in that sequence, you can be assured that the car is genuine.

The crucial letter here is the fifth character:S which denotes XJR-S.

Further information on XJ-S VIN's and chassis numbers

Further information on the XJ-S in general

Jaguar produced a Technical Guide for the car entitled: “XJR-S (note the hyphen!) 1992 Model Year Preliminary Information” and this contained detailed notes on the specification of the model.

So far so good, but what about the differences? It is useful to point out at this stage that Jaguar produced some of the XJR-S features as “after-market” add-ons, available for fitting to the mainstream XJ S. e.g bodykit, spoiler, wheels etc. So, there are some XJ-S’s out there giving the appearance of an XJR-S.

Listed below are the main features identifying a car as a genuine XJR-S.

EXTERIOR

BADGING: The XJR-S logo is encapsulated in the side rear quarter glass. The existing JaguarSport badging to the front grille, treadplates and instrument faces are retained. Interestingly, the former luggage compartment lid badges are deleted.

BODY KIT: It is manufactured in RRIM-Reinforced Resin Injection Moulded polyurethane, the front and rear aprons screw-fixed over the existing bumper beams. The sill covers are in the same material and fitted using adhesive and screws. The luggage compartment RRIM spoiler has four screw fixings. The North American version has a fully integrated seven bulb high mounted stop lamp unit. The luggage compartment lid gas struts are uprated to cope with the weight of the spoiler.

The headlight power wash unit is unique to the model being a body-coloured RRIM version.

A unique front towing eye is used to accommodate the front apron fitted to the model and is located through the air intake duct to the right hand side of the vehicle.

Front fog lamps not fitted as incompatible with the front apron.

Door mirrors are colour keyed, and not chromed as on the mainstream model.

The front radiator grille and headlamp surrounds are de-chromed to a satin black finish.

Special JaguarSport alloy road wheels, known as Parkfield wheels are fitted, with different offsets front and rear. The Parts catalogue of 1992 shows both the Parkfield wheel and the Speedline wheel available.

INTERIOR CABIN

Seats in Autolux leather are as per the standard car and seat piping is not a feature, unlike earlier XJR-S models.

Burr walnut veneer previously used is replaced with sapwood veneer.

MECHANICAL

The steering rack has a revised valve and the rear radius suspension arm bushes are stiffened.

JaguarSport shortened and stiffened front road springs and Bilstein dampers are fitted.

For the final drive a differential back plate cover specially made with extra internal baffles is fitted to aid high speed breathing. It has “JAGUARSPORT” stamped on the cover.

The exhaust system has a single catalytic converter on each pipe from the engine, except for the cars for the North America market which had twin catalytic converters fitted. There are four tailpipes for the exhaust.

The fuel tank is fitted with twin pumps as opposed to a single one on the mainstream cars. The tank itself is distinguished by two black vertical strips around it.

Certain engine ancilliaries are re-located, for example the coil is moved from the throttle tower to the rear of the compressor bracket. Air intake tubes are larger than standard.

The ZYTEK engine management unit is revised and its location moved to behind the passenger side “A” post cover. The Jaguar Diagnostic System is NOT compatible with the ZYTEK engine management system and the trip computer.

As for production numbers I have yet to verify these with Jaguar. The Register is hoping to include as many as possible and the following have been identified so far:-

J91 RDU	Jaguar Press Car
J94 RDU	Jaguar Press Car
J95 RDU	Jaguar Press Car
K619 JDC	No details
J33 XJS	No details
K60 XJS	Converted to a Lynx Eventer (no. 67) View details
K658 KGW	No details
J125 LOY	No details
J237 TAC	No details
K100 FJK	No details
J192 DYG	No details
K2 WGM	No details
J726 SVU	No details
J234 TAC	This is a LHD Convertible with British registration - presumably a Jaguar development car.

Not very many, but further information on others would be most welcome!

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)

 

From next month, I am hoping to persuade Tony Brown to contribute an article each month. Tony has compiled his own "register" of interesting Jaguar replicas, and I am hoping that he is going to share it with us! Below is a brief account of his own long tail C-type replica.

Tony says....... “the build of my car, from the start, was chronicled in Pistonheads. It has since appeared in Octane, Jaguar World and Jaguar World Australia, and was finished 14 months back. It's a complete one-off, being an exact copy of XKC 002, right down to Rexine, rather than leather, upholstery. It took five years to research and two to build, including difficult times like finding the upholstery, the correct tunnel covering (which is asbestos based!) and above all the rear view mirror of all things! Here is a photo, taken this year, at the ancient circuit of Montlhèry, Paris."

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

---

---

Xclusively Jaguar Across the Globe!

Keeping in Touch

Twitter	Facebook	Skype
Xclusively Jaguar News	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)

 

XCLUSIVELY JAGUAR IN THE USA

Reader Focus

USA Ted Smith	1938 SS 1.5
I have attached a picture of the 1938 SS 1.5 I am working on. Thanks for relaying my parts list as I have already received a reply. Holman Engineering in Surrey (Jeff Holman) is able to supply the steering box parts along with the tie rod ends I need.

 

Readers Tips

Subject:	Jaguar Keys
Submitted by:	Pete Groh - USA

I am in the USA. I cut keys for early British cars and also a source for Wilmot Breeden keys stamped UNION. I am listed by Mike Cook of the JCNA as a source of keys for Jaguar cars. For more information and contact details, please visit my webpage British Car Keys

 

Jaguar Club of Southern Arizona

CONCOURS D’ELEGANCE

October 29 and 30, 2010

The Concours d’ Elegance is one of our biggest events of the year and everyone is encouraged to attend, even if you are not going to have a car entered in the Concours. Fred Secker is this year’s Chairman and the Concours starts with a Friday evening, October 29th, Cocktail Party, with a Halloween theme. You are encouraged to wear a Halloween costume, but it is not required. This event is held at the Windmill Inn located at St. Philips’s Plaza at River and Campbell. This event starts at 6:30 PM at Patio Room 101.

The Judging starts the next morning at 8:30 AM at St. Philips’s Plaza when you should start arriving with the Jaguars you want judged or to be on exhibit. Jaguar Club members will be there to park the cars. Rags down will be at 10:00 AM and the judging starts at 10:30 AM. The judging should be complete by 12:00 PM, to be followed with a lunch on the patio at Vivace. (Vivace’s Restaurant is reserving the patio area for our group. Lunch will be separate checks and there will be jewelry from various local jewelers being modeled. – DZ)

Relax the rest of the afternoon and be at the Awards Banquet at Hacienda Del Sol restaurant at 6:30 PM for drinks, with dinner starting at 7:30 PM, followed by the presentation of the prizes and the Concours d’ Elegance awards.

Judging the Jaguars is a very pleasant experience and the Jaguar Club of Southern Arizona is always looking for members who want to be Judges. Bill Badger is the Chief Judge, to be assisted by JCNA certified Chief Judge, Bob Keeler. The JCSA had 22 JCNA certified Judges and Chief Judges but we need more because all of these are not available each year to judge the Jaguars. It can’t be over emphasized how much Judges are needed for this year’s Concours d’ Elegance. Both men and women are encouraged to be Judges. A Judges’ Training Session will be held at Bill Badger’s house on October 9th at 10:00 AM. He is located at the Northwest Corner of Sunrise and Pontatoc Rd, at 5615 N. Pontatoc Rd. The training session should be complete by noon. If you are able to be a Judge at this year’s Concours d’ Elegance, please contact Bill at 577-3246 prior to October 9th.

Registration: We have quite a few people registered, but we would like to have everyone or as many as possible registered by the time we have the Judges Training. If for any reason you can’t have your Jaguar registered by October 9th, please e-mail Bill Badger at badgered@aol.com and provide him with the year, model, body type, color, and Championship or Driven. The goal is to be able to tell each Judge what year, model and body type of Jaguar he/she will be judging when we have the Judges’ Training Session. That way they can review that particular car in the Judges’ Handbook and know exactly what to look for when they judge their cars.

Let’s make this the best Concours d’ Elegance ever!!!!!!!

Concours Registration Form

Back to Contents

---

---

Important Notices and Disclaimers

Please note: All images are the property of Xclusively Jaguar and its agents, unless otherwise stated, and they are not to be reproduced in any way without prior consent.

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