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CHOOSE HIGH PERFORMANCE CLASSIC JAGUAR BRAKING PARTS FROM
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FIRST WORD

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Hardly an issue goes by without us mentioning Jaguar’s future and EVs
in general but we’re still discovering new ways the modern EV revolution
can trip you up. Earlier this month I needed a pair of tyres for one of our
company cars, the instant torque of the electric motor having demolished
a pair of Continentals in just 10,000 miles but with the originals apparently
being a special Eco Contact 6Q (the ‘Q’ signifying a low-noise tyre for EVs)
I made the effort to find an exact replacement.
Sadly, whereas Phil was able to get a pair of suitable Toyos fitted to our
20-year old XJ8 the same day (see p87), it wasn’t plain sailing on a new
car. A couple of local depots offered to order the tyres and call back, but of
course never did, so I went with the only fast-fit place which offered these
tyres online. Payment was made and fitting was booked but on collecting
the car I found only one tyre had been delivered rather than the pair I’d paid
for. Sadly, they’d fitted their one tyre before realising, which meant driving
around for a week in icy conditions with a noticeable imbalance in grip.
In the hierarchy of garage services, tyre fitting must rank somewhere
near the bottom which makes me wonder why it’s so often difficult to get
a decent job done. I’ve lost count of the number of times I’ve had to take a
wheel back when a new tyre simply hasn’t been sealed properly and I can’t
remember the last time the job was done without a seemingly random
pressure being added by the fitter.
Ironically, the best service I’ve seen in the field of tyre fitting is from
a local part-worn specialist (yes, I know...) who happily bowls a selection
down from the racks for you to choose from, checks the fitted tyre for
leaks and even asks you what pressure you want.
If you’re lucky, he’ll even find you a matching pair.

Paul Wager
Editor

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Part of the Fast Car
Entertainment Family www.fastcar.co.uk

KEITH HELFET

ROB HAWKINS

PAUL WALTON

Former Jaguar designer
Keith has now turned his
experiences in the world of
car design into a proper book

Rob gets back to basics
as he runs through wheel
cylinders and drum brakes

Paul piles on the pre-Christmas
miles, some of them in his XF
and some in an XK150 3.4S

February 2024 \ Jaguar World | 3

THE WORLD’S BEST-SELLING INDEPENDENT JAGUAR MAGAZINE

February 2024

24 XK150 DRIVE

52 XK8 SURVIVOR

76 BUYING XJS

For 35 years the previous owner
of this rare XK150 3.4S coupe
used it for touring Europe and
we’ve driven it closer to home.

An encounter with an unusually
pristine XK8 with just 12,000
miles behind it and a shed full of
show trophies.

Jaguar saved the best for last
with the XJS. We run through
what’s involved in buying a latemodel example.

32 DAIMLER
DOUBLE SIX

62 HISTORY: X350 XJ

We meet an Italian Jaguar
enthusiast with what must be
one of the nicest Daimlers in
Europe... and one of the nicest
places to keep it too.

42 S-TYPE SPORT 200
We unearth a factory-fresh
example of one of the rarest
S-Types made.
4 | Jaguar World / February 2024

As 2023 draws to a close we
mark 20 years of the car whiich
was quietly but massively
significant for Jaguar

70 TECH: JAGUAR IR
RS
The genesis of Jaguar’s ‘classsic’
independent rear suspension
n,
from its earliest appearance in
E-Type prototypes to its dem
mise
with the end of the X100 XK
K8.

70

32

52

42

42
Regulars
6 NEWS
12 GEARBOX
17 PAUL WALTON
19 CRAIG CHEETHAM
21 KEITH HELFET
102 ARCHIVES
114 FINISHING LINES

Workshop
86 OUR JAGUARS
Paul’s Sportbrake makes the annual
Christmas tree run, Craig finds himself
lacking security clearance to drive his
bargain X-Type and our XJ8 gets some
overdue attention.

76

90 F-PACE ENGINE SERVICE
Annual maintenance tasks for the
3-litre diesel.

94 Q&A
Non-starter XK8, misfiring S-Type and
XF battery issues.

96 DRUM BRAKE DIY
Back to basics as we check and adjust
classic stoppers.

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February 2024 \ Jaguar World | 5

IF YOU HAVE A JAGUAR-RELATED NEWS
STORY, SEND IT TO JWM.ED@KELSEY.CO.UK

JLR C

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f a burglary.

LAY THEFT

Relay theft is notoriously popular
iminals targeting Range Rovers,
18odels particularly
u it a o affects other JLR
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,
any has
a solution,
022-onwar
using an
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the vehicle.

Scramblers expand benefits
Scramblers, the official membership of Bicester Heritage, will
launch a new structure and membership benefits offering for
2024. Among the changes are a refreshed events calendar, with
four Sunday morning gatherings exclusively available to premium
tier Pegasus members, who will receive free entry and a free
coffee, too.
The events will take place throughout the year around the three
main Scrambles, which are set to take place on Sunday March 31,
Sunday July 14, Sunday September 29 and Sunday December 15,
2024. Further benefits include early access to discounted event
tickets and priority parking. Merlin, the secondary membership
tier of Scramblers, will be consolidated into Pegasus, with its
benefits including track days, socials and photography mornings.
Bicester Motion CEO, Daniel Geoghegan, said: “The world
moves quickly with Scramblers. Its doors opened barely three
years ago, and tens of thousands have stepped through to join us

6 | Jaguar World / February 2024

behind the scenes of our home, Bicester Heritage. A year later,
full membership launched and we are looking to start 2024 by
bringing our valued members a truly inclusive experience. The
membership has reached a point where it is clear we need to offer
more, so starting from January 1 that is exactly what we will do.”
Pegasus membership costs £69 and is available from scramblers.
bicesterheritage.com.

XK120 stars at Buxton sale

DVLA update

A 1954 XK120 FHC once owned by renowned racing driver Patsy Burt proved to be the
star of H&H Classics’ recent auction at the Pavilion Gardens in Buxton, selling above
mid-estimate for £113,850 on a day that saw almost 100 cars find new homes and a
total gross figure of £1.5 million.
The sale was H&H’s final physical sale of 2023, and also saw a 1964 E-Type 4.2
litre FHC that had been converted from left- to right-hand drive and fitted with a
replacement engine change hands for an impressive £100,500.

DVLA has updated us on a news item
in our December issue surrounding
the difficulty some drivers have
experienced attempting to renew
their licence via the Post Office.
“Where a digital signature is not
held by the Passport Office, a driver
would not be able to use the online
service to renew their licence,”
confirmed Declan Terry from the
DVLA Press Office.
“Around two million motorists
renew their driving licence online
every year and in the vast majority
of cases we are able to use the digital
signature directly from the Passport
Office. For those who do not have
a signature on file with the Passport
Office, we are currently working on
a solution which will allow them to
apply online.
“HMPO stopped requiring
signatures in 2016 – this predates the
introduction of the blue passport.
This issue that affects some drivers is
not a glitch but is due to the digital
signature not being held by the
Passport Office.”

DISCOUNTS FOR DONINGTON
Early bird tickets for the 2024 Donington Historic Festival on May
4-5 are now on sale, giving extra savings on advance prices until
January 31. The event is well established as a family-friendly historic
motorsport spectacle, with exciting races on the bill and more grids
yet to be announced.
The variety is set to be impressive. Catering for vintage cars –
some more than 100 years old – the ‘Mad Jack’ for Pre-War Sports
Cars, will see behemoth Bentleys going wheel-to-wheel with
powerful Bugattis, Aston Martins and Frazer-Nashes and giantkilling Morgans.
Elsewhere, the combined grid for the Royal Automobile Club

Woodcote Trophy for pre-56 sportscars and Stirling Moss Trophy
for pre-61 sports racers will bring together Jaguar D-Types, Lotus
XI and XVs, Lister Jaguar Knobblies, Lola Mk 1s, Austin-Healey
100Ms and Cooper T39 Bobtails. In addition, the three-hour Royal
Automobile Club Pall Mall Cup features pre-’66 GT and Touring
Cars, with categories for pre-’63GTs and pre ‘61 Sports Cars. With
its unique format, including ‘in pit’ refuelling, this has become firmly
established as a true challenge in historic racing, as everything from
Jaguar E-types, Shelby Daytona Cobras, TVR Griffiths and Granturas
battle it out with Lotus Elans, Ginetta G4s and MGBs.
See doningtonhistoric.com for details and ticket prices.

February 2024 \ Jaguar World | 7

NEWS

DRIVE IT DAY AIMS FOR
NEW RECORD

A new fundraising record has been targeted
for next April’s Drive It Day – the annual
occasion when the nation showcases its
passion for historic vehicles. For the last
three years, the event has raised money for
the NSPCC’s Childline, and having increased
its contribution for three consecutive years,
it is hoped that a record-breaking £60,000
can be raised in 2024.
The Federation of British Historic Vehicle
Clubs (FBHVC) introduced Drive It Day in
2005 with the aim of getting the nation’s
transport heritage seen by the public. It
takes place every April to coincide with
the anniversary of the 1000 Mile Trial back
in 1900 – an event which served to prove

that motor vehicles were viable personal
transport rather than just a fad.
Keen to give the event a twist to show
what the historic vehicle movement can
contribute to wider society, Drive It day was
first run in support of Childline in 2021, and
has raised funds via donations and the sale
of Drive It Day rally plates. Join proceeding
for the first in 2023 was Ride It Day, which
has seen the two-wheeled community also
contribute to the cause.
It costs around £30,000 to run Childline
for a day, meaning that the £125,000 raised
by the historic vehicle community over the
last three years has funded the service on
a remarkable four occasions. In 2023, the

ULEZ ruled out in Reading
and Wokingham
The introduction of a London-style Ultra-Low Emissions Zone
(ULEZ) in Reading and Wokingham has been ruled out. Despite
a difference of opinion between the ruling Labour administration
and the challenging Green councillor, David McElroy, Reading
Borough Council has ruled out a ULEZ scheme, which would
charge drivers based on the pollution level of their vehicle.
Meanwhile, neighbouring Wokingham Borough Council
has made the same move, stating that it is “committed not
to introduce ULEZ charges.” In London, a £12.50 daily charge
is applied to vehicles that do not meet the required emission
standards. Reading and Wokingham are just two of the latest
areas to outlaw local ULEZ schemes; in recent weeks Wales
pledged not to introduce its own version despite granting itself
the option to create carbon-based levies.

8 | Jaguar World / February 2024

community raised an impressive £50,088
for Drive It Day, which is just over 8 per
cent more than raised in 2022, which itself
was an increase on 2021. For 2024, the
target is £60,000, which will provide two
full days of funding for Childline.
“Drive it Day is not only our national
awareness day for the historic vehicle
community to promote the importance
of preserving transport heritage to the
world but also a chance to show what
contribution to society our movement can
bring,” said the FBHVC’s Communications
Director, Wayne Scott. “The NSPCC’s
Childline service is under increasing pressure
these days as it is required to fill the gaps
that the health service is under-resourced
to fill. Furthermore, the cost-of-living crisis
and other pressures in society mean that
children are suffering in all kinds of ways.
“By combining our activities and
purchasing your official Drive It Day or Ride
It Day plate from the FBHVC, we hope to
fund more “One Unforgettable Days.” This
is the name given to a 24-hour period of
operation by a Childline call centre that has
been funded by charitable endeavours like
ours. We have provided funding for a whole
day, and each year we have raised money for
Childline, how about we aim to fund two,
three or even a whole week?”
Drive It Day 2024 takes place on April
21. Rally plates are now available and are
priced from £12.50. Support the cause via
driveitday.co.uk.

NEWS

£8.3 BILLION FOR ROAD
RESURFACING
The Government has announced an £8.3 billion fund to
tackle poor quality roads across the country. Millions of
motorists should enjoy smoother and safer journeys thanks
to the “biggest ever road resurfacing programme to improve
local roads.”
According to Transport Secretary, Mark Harper, more than
5000 miles of roads across the country will be resurfaced
over the next 11 years. Some £150 million will go the way
of local authorities in England over the course of this
financial year, with a further £150 million set to follow for
2024/2025. The remaining budget will then be allocated
through to 2034. Importantly, each local authority can use its
share to identify which roads are in most need of repair.

New online ruse targets classic fans
Online fraudsters are continuing to target
classic car enthusiasts, with a host of
new scams including a possible new ruse
that encourages people to interact with
Facebook fan groups for popular classicrelated TV programmes and personalities
in the mistaken belief that they are
communicating with the stars of the show.
Three group pages – Fans of Car SOS
UK, Fans of Edd China and Fans of Wheeler
Dealers – have each been posting around
10 times per day, with most of the posts
featuring a repeat of the same phrase,
usually: “Hello Fans, If you’re a huge fan
of mine can I get a big YESS !!! I love you
All [sic].” Some of these attract over 200
comments from fans who clearly think they
are genuinely communicating with the likes
of Edd, Fuzz Townshend and Mike Brewer.
These group pages are about as
unofficial as can be, and we understand
there is no affiliation to the TV shows or

the stars involved. We contacted the
admin of Edd’s main page, who
confirmed that Edd only puts his genuine
social links on his YouTube page at
www.youtube.com/@eddchina.
He also confirmed he’d reported the
fan group.
While the Fans of Car SOS UK group was
established in 2021, it is only more recently
that the repetitive posts have started. At
the time of writing, it had over 66,600
members and counting. Fans of Edd China,
meanwhile, is a new group having only
been established at the end of September,
yet it has almost 10,000 members. Fans of
Wheeler Dealers was established in August
and had just over 16,000 members at the
time of writing. Interestingly, two of pages
have the same admin, and the profiles
bearing the name of each fan page (rather
than the fan groups themselves) act as an
admin for each other.

The intended end game for these
group pages is yet to be fully clear, but by
attracting people and to getting them to
interact, there’s a risk that fraudsters will
use intel gathered on then to engineer a
scam and target them at a later date or to
access their online accounts. They could
also perhaps sell the group (which now
has as many members as possible) to the
highest bidder. Certainly, it would be very
naïve to think these repetitive posts are
being made without some kind of sinister
motive.
According to the regulator Ofcom,
around nine in 10 people have experienced
an online scam, with nearly a quarter
having first encountered the scam on
social media. To protect yourself, be wary
of anything that ask for your details,
and with fan groups, poor spelling and
repetitive posts should raise alarm bells
that something is amiss.

HILL CLIMB RETURNS TO SHELSLEY WALSH
The Hagerty Hill Climb event will make its return to Shelsley
Walsh on Saturday May 11, 2024. The event offers a day of
motorsport for experts and beginners, with timed runs offered
in a non-competitive environment.
Drivers can take part for just £135, guaranteeing at least
three hill climb runs as well as complimentary food and drink
throughout the day. Spectator tickets are priced at just £25
per car (not per person), offering great value for families and
friends who travel together. Around 160 road and racing cars
are expected to take part, with a mix of vehicles ranging from
vintage speed machines to the latest sports cars. Overnight
camping is available on Friday May 11, allowing everyone to
make a memorable weekend out of it. Visit hagerty.co.uk for
more information.

10 | Jaguar World / February 2024

Beverly Hills Car Club
ONE OF THE LARGEST DEALERS OF EUROPEAN AND AMERICAN CLASSIC CARS IN THE WORLD!

Looking for classic or luxury sports cars?

We buy and pick up from any USA Location Worldwide shipping
1964 Jaguar XKE Roadster Right-Hand
Drive
Stock: 14973

Presenting this extremely sought-after right-hand
drive 1964 Jaguar XKE Roadster featured with
matching numbers and is available in Signal Red with
a black interior. The E-Type comes equipped with a
4-speed manual transmission, 3.8-liter engine, triple
SU carburetors, AND toggle switches. This factory
right-hand drive E-Type Roadster that has had the
same owner since 1985 and is mechanically sound.

For $135,000

1965 Jaguar XKE Series I Roadster
Stock: 16825

This stunning 1965 Jaguar XKE Series I Roadster
LVIHDWXUHGZLWKPDWFKLQJQXPEHUVDQGÀQLVKHGLQ
Forrest Green complemented with a Tan interior.
This E-type is equipped with a four-speed manual
transmission, 4.2-liter inline-six engine, triple SU
carburetors, and Smiths instrumentation. Don’t miss
the opportunity to own this piece of automotive
history that is mechanically sound. For $135,000

1958 Jaguar XK150S 3.4 Roadster
Stock: 16223

Presenting this left-hand-drive 1958 Jaguar XK150S
3.4 Roadster with factory overdrive featured with
PDWFKLQJQXPEHUVDQGÀQLVKHGLQPDJQLÀFHQWFRORU
scheme of Carmen Red combined with a Black
interior. Equipped with a manual transmission with
overdrive and 3 1/2-liter straight-six engine. Do not
miss your opportunity to acquire such remarkable
and original XK150 ‘S’ model that will make an
excellent restoration candidate. For $108,500

1961 Jaguar XK150 3.8 Liter
Drophead Coupe Special Equipment
Stock: 16028

1971 Jaguar XKE Fixed Head Coupe
Stock: 16880

Presenting this 1961 Jaguar XK150 3.8 Liter
Drophead Coupe Special Equipment featured
ZLWKPDWFKLQJQXPEHUVDQGÀQLVKHGLQ&RWVZROG
Blue gracefully complemented with a red interior.
Equipped with a rare automatic transmission, and a
straight-six engine. Do not miss your opportunity to
acquire such remarkable Special Equipment XK150
that is a perfect addition to any collection and is
mechanically sound. For $89,950

Presenting this 1971 Jaguar XKE Fixed Head
Coupe featured with matching numbers and
ÀQLVKHGLQ6LOYHUFRPSOHPHQWHGZLWKD5HG
interior. Equipped with a manual transmission,
4.2-liter inline-six engine, and ZenithStromberg dual carburetors. An extremely
coveted Jaguar E-type that is offered in a
fantastic color scheme as well as mechanically
sound. For $49,950

1965 Jaguar XKE Series I 4.2-Liter
Roadster
Stock: 16538

1990 Jaguar XJS V12 Convertible
Stock: 17005

1958 Jaguar XK150SE Fixed Head
Coupe
Stock: 15304

1964 Jaguar XKE Series I Roadster
Stock: 16554

1969 Jaguar XKE Fixed Head Coupe
Stock: 16640

1989 Jaguar XJS Convertible V12
Stock: 16602

1976 Jaguar XJ12C Coupe
Stock: 15623

1976 Jaguar XJ12C

Presenting this 1965 Jaguar XKE Series I 4.2-Liter
Roadster featured with matching numbers (Jaguar
+HULWDJH7UXVW&HUWLÀFDWH,QFOXGHG DYDLODEOHLQ
a burgundy-wine Red complimented with a Black
interior and Tan-colored soft top. An excellent
opportunity to jump into the ownership of this
KLJKO\FRYHWHGEHDXWLIXO(7\SHWKDWFRXOGEHQHÀW
from a fresh paint job or enjoyed in it’s current
condition since this British classic is mechanically
sound. For $89,950

7KLVFODVVLFLVÀQLVKHGLQ6LJQDO5HGDQG
complimented by a gorgeous Tan interior.
Equipped with a manual transmission, and
a 4.2-liter inline-six engine. It comes with
an owner’s manual, maintenance booklet
with stamps, and receipt copies totaling
over $26,500 which has been invested into
the vehicle. An extremely coveted E-type in
excellent condition and is mechanically sound.

For $59,950

Presenting this low-mileage 1990 Jaguar XJS V12
Convertible featured with only 33,312 miles on the
RGRPHWHUDQGÀQLVKHGLQLWVIDFWRU\FRORU6LJQDO
Red (CFC) complemented with a Barley interior.
With its recent arrival from Arizona and the same
devoted owner for many years. A well-priced XJS
V12 that is ready to be enjoyed by its next lucky
owner and is mechanically sound. For $18,750

Presenting this 1989 Jaguar XJS Convertible
V12 featured with only 21,347 miles on
WKHRGRPHWHULVÀQLVKHGLQLWVIDFWRU\FRORU
scheme Glacier White (NDP) complemented
with a Barley (AFW) interior. A well-priced
fuel-injected XJS V12 that is offered with low
mileage as well as mechanically sound.

For $24,750

Presenting this prestigious 1958 Jaguar
XK150SE Fixed Head Coupe featured with
matching numbers and factory overdrive.
An excellent opportunity to jump into the
ownership of this amazing British classic which
is mechanically sound. For $59,950

Presenting this exclusive 1976 Jaguar XJ12C
Coupe featured with matching numbers and
47,817 miles on the odometer. Finished in
Greensand and black vinyl roof combined with
a tan interior. Equipped with an automatic
transmission, and a V12 engine. A limited
production fuel-injected XJ12C Coupe that is
ready to be enjoyed and is also mechanically
sound. For $39,950

Presenting this 1964 Jaguar XKE Series I
Roadster that is featured with matching
QXPEHUVDQGÀQLVKHGLQ5HGZLWK%ODFN
interior. Equipped with a manual transmission,
3.8-Liter engine, and triple SU carburetors. An
extremely coveted E-type that is mechanically
sound. For $89,950

Stock: 16849

Presenting this 1976 Jaguar XJ12C featured
with matching numbers engine and 87,705
miles on the odometer. Finished in Signal
Red complemented with a Tan interior. This
second-generation Jaguar XJ is equipped with
an automatic transmission and desirable V12
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PRODUCTS AND SERVICES

Back to blue
Up until 1966, all Jaguar cars had a blue
glow in the dashboard instruments
created by adding a blue filter over the
2.2-watt Lucas 987 Edison screw bulbs.
“The instruments were so dim, and got
increasingly dimmer as the heat cooked
the blue filters, that many had the filters
removed when new bulbs were fitted in
an effort to improve the brightness,”
remarks Gil Keane at Better Car Lighting
who now sells blue LED replacement
bulbs for this type of dashboard lighting.
“Pale blue LEDs do not exist in any
lighting manufacturer’s catalogue, but
I commissioned the making of some to
effectively and brightly upgrade the early
Jaguar instrument lighting. If the original
blue filters have become opaque, they can
be removed as the new LED bulbs will work
perfectly either with or without them.”
If a two-position dash brightness switch is
fitted, then BCL offers a modification
to allow this switch to be used with the
LEDs. It involves replacing the three
standard resistors in the back of the

switcch with a new resiistor leaad in thee LED
D
upgrade kit. A soldering iron is requiired
d to
complete this conversion.
The complete conversion kit consists
of eight blue LED bulbs and the
aforementioned resistor. However, BCL
also sells a separate LED bulb kit for the
dashboard warning lights. This includes one
for the ignition/charging, which requires a
resistor to avoid compromising the charging
system, a blue LED for the high-beam
warning, two green LEDs for the indicator
display and a yellow/warm white LED for
the low-fuel warning light.
Price: £83.99 (dashboard LED bulbs and
resistor); £41.99 (LED warning lights)
Tel: 0121 773 7000
Web: www.bettercarlighting.co.uk

E-Type fuel pickup assembly
Re-engineered by Martin Robey Group and manufactured in-house, this fuel pickup
assembly for the Series 1 and 2 E-Type is finished in black zinc passivate with an
angled finish on the pickup pipe (as originally
manufactured by Jaguar). These were originally
painted black, but MRG has chosen black zinc
passivate to match the original colour and to
give a lasting finish through this method of
electroplating. Priced at £42.22 including VAT
(part number C24542), or £37.99 for
Privilege card holders. Scan the QR
code for further details.

12 | Jaguar World / February 2024

Uprated
submersible
fuel pump
Suitable for the Series I 3.8 E-Type
and manufactured in-house in
the UK at Martin Robey Group,
this new uprated submersible fuel
pump (part number C19919) is a
direct replacement for the original
pump and it looks standard from
the exterior of the tank. The unit
features a brand-new premium
solid-state pump for improved
reliability and is suitable for positive
and negative earth vehicles. The
re-engineered fuel pickup plate is
finished in black zinc passivate to
match the original colour while
giving longevity and a superior finish.
The smooth finish helps with sealing
against the cork gasket (part number
C22226 or look for C19919FK for a
full fitting kit comprising cork gasket,
copper washers and fixing bolts).
“We have designed and CNC
machined an end adaptor, allowing
for the fuel filter to be replaced when
required via the fuel tank sump,”
says Jake Robey at MRG. “The new
adaptor set-up forces all fuel to be
drawn through the bottom of the
sump due to increased reach.”
When installed, MRG recommends
the number six fuse is replaced with
a 7.5 amp fuse, which is supplied
with the pump. Priced at £177.60
including VAT, or £159.84 for
Privilege card holders. Scan the QR
code for further details.
Tel: 024
7638 6903
Web: www.
martin
robey.com

We share your passiо
CALL OUR TEAM ON 01902 710805
mail@aldridge.co.uk • www.aldridge.co.uk

SUPPLIERS OF CLASSIC INTERIOR TRIM

PRODUCTS AND SERVICES

Shock absorber
split collet
The split collet (part number C37273) for
the rear suspension spring retainer in the
E-Type Series 3 is used to secure the rear
coil springs. It had been unavailable for
two years until SNG Barratt reintroduced
it recently. This part is designed to be
used with original-style shock absorbers
only and is suitable for the E-Type Series
3, the XJS and XJ Series 1-3.
Priced at £6.24
including VAT.

Directional discs
New from Blue Print are these
400mm-diameter (36mm thick)
directional ventilated brake discs for the
front of the second-generation X150
XK (2006-2015), including the XKR
and XKRS. “Each brake disc must be
installed onto the correct side of each
axle, with the vanes curved rearwards
from the hub to enable air to be pulled
into the centre of the hub, which enables
this feature to function appropriately,”
explains Blue Print. “Each Blue Print
brake disc with this ventilation feature
has a different part number denoting
the left-hand or right-hand brake disc
and is individually packed. However, to
improve identification before fitting,
the outer periphery of the disc and the

Part numbers: ADJ134377 (LH);
ADJ134378 (RH)
Web: https://partsfinder.bilstein
group.com

Rear exhaust
mounting rubber
Suitable for the XJ X350 (2.7 turbo
diesel), X351 (petrol 2.0L, petrol turbo
and 3.0L turbo diesel) and the XF (2.2L
and 3.0L V6 turbo diesel), SNG Barratt
has recently introduced this aftermarket
rear exhaust mounting rubber (part
number C2C32948*), which supports
and secures the exhaust system in place.
Priced at £26.47
including VAT.

SNG Barratt Sales Office UK
Tel: 01746 765432
www.sngbarratt.com
Sales.uk@sngbarratt.com
Sales Office USA
Tel: +1 800 452 4787 (toll free)
Sales.usa@sngbarratt.com
Sales Office France
Tel: +33 (0)385201420
Sales.fr@sngbarratt.com

14 | Jaguar World / February 2024

box label are marked with a LH or RH
indicating the left-hand or right-hand
of the vehicle, when viewed from the
driver’s seat, in order to assist with an
error free fitment.”
Supplied with a three-year
manufacturer’s guarantee. Expect to pay
around £120-£150 per disc (excluding
brake pads, which must be replaced
when fitting new brake discs), but we
found several deals through local motor
factors, independent Jaguar specialists
and online retailers.

Rear arch and sill repair panels
New from Lancashire-based Magnum
Car Panels are three repair panels for the
X100 first generation of the XK8 and
XKR (1996-2006), which cover the outer
rear wheelarch, the sill and the sill to rear
wheelarch area. These areas are a common
rot spot on the steel-bodied XK8 and XKR,
often caused by trapped dirt.
Sill part numbers and price: 32-15-00-1
(left); 32-15-00-2 (right) £84 including VAT
Sill to rear wheelarch: 32-15-04-1 (left);
32-15-04-2 (right) £68.40 including VAT
Rear wheelarch: 32-15-58-1 (left); 32-1558-2 (right) £91.80 including VAT
Tel: 01706 359666
Web: www.magnumclassicjaguarpanels.
co.uk/jaguar_xk8

BRAKE & SUSPENSION PARTS
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REAR BRAKE DISC - C26779#
BREMBO (PAIR)

FRONT OR REAR BRAKE PADS
10821# - 10821TRW

HANDBRAKE PADS- 10531#

EAZI BLEED KIT FOR EALRY REAR
BRAKES - MER1023

FRONT BRAKE PISTON SEAL KIT
12319

BRAKE VAVUUM CHECK VALVE
C27306

RESERVOIR BOTTLE BRACKET KIT
C24128ASS

BRAKE RESERVOIR BOTTLE SQAUREC 36606

REAR CALIPER PISTON - GIRLING
8778# DUNLOP 8778D

FRONT BRAKE PISTON - GIRLING
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LOCKHEED BRAKE MASTER
CYLINDER C26767#

RECON HANDBRAKE CARRIER SET
C19830SET

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TRW JLM9702TRW

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KIT BCC1ALVENTREAR

ALUMINIUM 4 POT CALIPER KIT
BCC/1AL

FRONT BRAKE PISTON SEAL KIT
12319

REACTION VALVE REPAIR KIT
11305

MASTER CYLINDER REPAIR KIT
10918

HANDBRAKE LEVER ASSEMBLY
C16823

RESERVAC TANK C24099

HANDBRAKE CABLE - SWB
C20401

BRAKE SERVO UNIT - C24625
C26024# LOCKHEED

SUSPENSION PARTS FOR JAGUAR E-TYPE SERIES 1 & 2 4.2 LITRE

SPAX FIXED RATE SHOCK
ASSEMBLY BLACK C25951AS

SPAX FIXED RATE SHOCK
ASSEMBLY GREY C25951ASG

SPAX FIXED RATE REAR SHOCK
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SPAX FIXED RATE REAR SHOCK
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GAZ ADJUSTABLE REAR SHOCK
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REAR COIL SPRING C25939

FRONT STUB AXLE
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OIL SEAL RETAINER
C20179#

OUTER BEARING C15352##
INNER BEARING C15351##

DUST COVER - GREY 8688G
BLACK 8688

SPAX FIXED RATE FRONT SHOCK
C20011

GAZ ADJUSTABLE FRONT SHOCK
C20011GAZ

RADIUS ARM & BUSHES C23824
POLY C23824P

LRG RADIUS BUSH - STD C23782#
POLY C23782P

RADIUS BUSH C17146P POLY (PAIR)
STD MHC3160AA

ANTI ROLL BAR BUSH - STD C16633
POLY (PAIR) C16633P

ANTI ROLL BAR BUSH - STD C10940#
POLY (PAIR) C10940P

WISHBONE BUSH - UPPER C8672#
LOWER C8673#

LOWER SHOCK MOUNTING SHAFT
C17013#

INNER FULCRUM SHAFT
C17008#

UPPER FULCRUM SHAFT
C15369

LOWER FULCRUM SHAFT
C15372

FRONT ANTI ROLL BAR DROP LINK
C20763

ANTI ROLL BAR DROP LINK
C20765

THOUSANDS MORE PARTS AVAILABLE FOR CLASSIC AND MODERN JAGUARS, VISIT OUR NEW WEBSITE
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What are JLR’s plans for Daimler?

IT’S 15 years since the final Daimler – an X358-based
thinks it’s not worth producing a car that can’t be sold in what’s
Super Eight – left Jaguar’s Castle Bromwich
traditionally Jaguar’s largest and most important market.
production line.
Only JLR’s hierarchy will know why the name has been kept but
Despite the brand’s long and unique history, it
with Daimler’s origins going back to 1896 when Harry Lawson
hasn’t been seen since, even for a one-off design
began building cars under licence that had been designed by
concept to mark its 125th anniversary in 2021. For all intents and
Gottlieb Daimler, maybe JLR views it as an asset. As Jaguar knows
purposes, this oldest of British brands has gone for good.
only too well having used its own several times in the past, heritage
Yet search the Companies House website
always sells.
and you’ll discover The Daimler Motor
Plus just as it did after buying the company
Company Ltd posts annual reports and
from BSA in 1960, if Jaguar wanted to
DAIMLER
financial statements. Although described as
expand its future range of electric-only
‘dormant’, it continues to exist if only on
cars, then Daimler branded versions would
WOULD NEED
paper.
be the easiest way to achieve this. Add
SOME SERIOUS
Still owned by JLR, why has Daimler been
the famed fluted grille, a hand stitched
REINVENTION
mothballed? Seeing as it’s used elsewhere,
leather upholstery and perhaps some extra
one of the reasons might be the uncertainty
inches in the chassis and any model could
BEFORE IT’S
around the name. In 2007 Jaguar agreed
be transformed into a low volume luxury
CONSIDERED COOL
terms with Daimler AG (now called
limousine.
Mercedes-Benz AG) to allow the German
Obviously Daimler would need some
ENOUGH TO BE
industrial giant to use the brand as the title
serious reinvention before it’s considered
MENTIONED
IN
of a trading company, a trade name, or a
cool enough to be mentioned in rap songs
RAP SONGS
corporate name (rights it did not previously
but there was a time not that long ago when
hold). Although this doesn’t affect JLR’s
Bentley was also seen as old-fashioned.
ability to build Daimler cars, it’s still a messy
The Daimler name could also be used for a
and confusing situation.
two-seater sports car, a modern interpretation of the classic SP250.
Having not been used for over a decade, a lack of brand awareness
Although I doubt Jaguar would prefer this over its own heritage in
is no doubt another problem. For many, the Daimler name represents
the market it’s still an interesting proposition.
the sort of old-fashioned limousines the British Royal family use for
Whatever – if any – JLR’s plans are for this historic and famous
weddings and not a marque that’s relevant for today.
brand, let’s hope it’s not too long before The Daimler Motor
Finally and perhaps more importantly, in 2009 JLR lost the
Company’s status on Companies House changes from ‘dormant’
right to use the Daimler name for America. Maybe the company
to ‘active’. PW
February 2024 \ Jaguar World | 17

Classic Car Insurance
the Goodwood Way

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Nought but a number?

Age, they say, is nought but a number - a concept
which had a persistent traction control and ABS issue, and more
whose wreckage I’m clinging onto as I make further
recently another X-Type that had seen very little use in the past eight
advances through my fifth decade.
years but still has an array of electrical problems that I’m continually
After all, age counts for experience, and just because
chasing, and which I’m pretty sure is down to corrosion at various
you have more miles on the clock than someone 10
points throughout the wiring loom that I’m inevitably going to end
years younger, it doesn’t mean you’re completely clapped-out.
up spending hours tracking down.
Indeed, far from it – you just need to go to bed at 9pm these days,
Don’t get me wrong, low-mileage cars are often the prettiest and
but that in itself is rather appealing.
the best-preserved, and that stands to reason as they’ve seen far less
The same applies to mileage, in my humble opinion. Cars that
frontline action compared with the more well-used examples.
have lived a little not only have the most interesting back-stories,
But, much like in humans, laziness breeds laziness and if the car
but they’re also quite often in the best shape. Like ageing rock stars
doesn’t put in the effort it can start to stagnate – especially in the
that can still pull of a three-hour live show, they may be showing
case of more modern vehicles whose electrical complexity doesn’t
their years around the edges, but they’re still
respond well to being left standing for long
working, still full of energy and continue to
periods of time. Meanwhile, again much like
do the same thing day-in, day-out, dutifully,
humans, those that work hard on a daily basis
THE SOVEREIGN
reliably and with a great sense of pride.
will happily wake up the following morning,
IS NO LONGER MY
Take my old X350 XJ6 for example, a 3.0
go out there and do it all over again, usually
SE that I sold 18 months ago and which I’ve
without complaint.
DAILY DRIVER AS
found myself missing more than I ever thought
Hard work brings rewards, and that applies
IT’S TOO NICE
I would. I bought it in 2019 with 190k on the
to your car just as much as it does to you.
clock and I sold it to my friend Rob, last year
My New Year’s resolution, then, will be to
as his beloved X308 no longer complied with
make sure that the first Jaguar I buy in 2024
London’s ULEZ expansion.
(and let’s face it, based on my previous track record there’s bound
That car is still going strong at 19 years old and recently passed
to be at least one) will be a hard-worked and well-used example that
an MOT, now with well over 200,000 miles on the clock. Rob’s
will do one of two things. It will either prove the point I’ve made
expenditure so far has gone no further than a headlight bulb, a
above, or it will be an unmitigated disaster.
gearbox service and some minor body repairs to a front wing, the
Either way, I expect it will be an X350. I sold my last one because
latter of which was hardly the car’s fault.
I’d bought and fallen in love with my X308, but the Sovereign is no
During the same period, I’ve owned four Jaguars all with well
longer my daily driver as it’s too nice. Instead, the current workaday
below average miles and all with irritating faults. I had a 37,000-mile
hack has a three-pointed star at the end of the bonnet, and we can’t
X-Type with a blocked catalytic converter, binding rear brakes and
be having that, can we? Plus, the expanded ULEZ has seen a flood of
two perished coolant houses that I needed to sort out, I had an 80k
diesel-powered XJs spilling out of London and I’ve yet to try one. I
S-Type which had only covered 20,000 miles in the past 19 years and
think we all know where this is going, don’t we?
February 2024\ Jaguar World | 19

The Motoring Literary and Art Festival

DURING MY career I’ve been fortunate enough to
work with several visionaries which I define as those
who see opportunities where the rest of the population
don’t. Certainly, Jaguar’s founder, Sir William Lyons,
and former engineering director, Jim Randle, were
such people since their vision created opportunities for both
themselves and others around them, including myself.
Since nothing similar has ever been held before, the two-day
Motoring Literary and Art Festival in early December was clearly the
vision of well-known motoring author
and publisher, Philip Porter. Held at
Silverstone circuit’s huge conference
and exhibition venue called The Wing,
it was an exceptional event.
It had a lot of active things going
on including three theatres where for
presentations and interviews. There
were also several exhibits of arts,
crafts, and literature from both major
and independent companies. There
were then plenty of special classic
cars on display including the Jaguar
XJ13 and famed Ferrari 250 GT SWB
‘Breadvan’.
The event had special significance
for me because when Philip offered
to publish my autobiography – Design & Desire – it was the event at
which, he suggested we would launch it. Being in amongst everything
going on gave it much more gravitas and significance.
The book launch consisted of Phil interviewing me on stage
(pictured), talking about things relating to my career, most of which
is covered in the book. From my point of view, the audience found it
interesting and the 50 minutes we had went by very quickly. As well
as the interview, some of this time was for a Q&A session plus book
signing which was a very strange concept for me but further added to
the overall sense of occasion.
While I had seen and signed off all of the content of the book as
PDFs, it was not until just before when our session was starting at

10am on the Saturday morning that I finally saw the finished hard copy
for the first time. Totally exceeding my expectations, not only is it in a
larger format than I originally thought, having real coffee table appeal,
but the design is exceptional.
During the day I kept thinking while the content is basically all mine,
the book is more than the sum of the parts in the sense that the way
it’s been put together is far better than I could have imagined. I’m so
chuffed with it and I still can’t believe it’s mine. The idea of having
book still remains bonkers but to have it launched at an event like
this is one of the most bonkers things
that’s ever happened to me.
In the event’s green room for
speakers like myself there were lots of
interesting people, including former
Formula 1 driver, John Watson, plus
my previous tutor and one of the
people who chose my entry to the
Royal College of Art in 1975, Peter
Stevens, who amongst many others
later designed the Jaguar XJR-15 and
McLaren F1.
It was the sort of event that’s slightly
quirky, a little eccentric, somewhat
British but completely charming with
huge amounts of interest, depth of
knowledge and history. Although
there’s talk of the Motoring Literary and Art Festival becoming a
regular event, it’s still too early for Philip to decide on whether it will
be. But it was certainly an event of note and even if it doesn’t carry on
will hopefully start others like it.
It was a remarkable day and a remarkable event and the most
remarkable thing to have happened to me for a very long time.

THE EVENT HAD
SPECIAL SIGNIFICANCE
FOR ME BECAUSE
WHEN PHILIP
OFFERED TO PUBLISH
MY BOOK IT WAS THE
EVENT AT WHICH,
HE SUGGESTED WE
WOULD LAUNCH IT

Keith Helfet was a Jaguar designer between 1978 and
2002. His most famous creations are the XJ41, XJ220, XK
180 and F-type concept, plus the design themes for the XK8.
He currently runs his own design company
February 2024 \ Jaguar World | 21

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We are located near Newbury, 50 minutes from London, and close to the M4 and M3

HISTORY

Long distance
relationship

24 | Jaguar World / February 2024

O

February 2024 \ Jaguar World | 25

HISTORY
XK150 3.4S FHC
Costing £2065 – £126 more than the
standard model – just 199 right-hand-drive
XK150 3.4S FHCs were built between 1959
and 1960, meaning it’s a relatively rare one
too.
Originally in Pearl Grey with a red leather
interior and supplied by Henlys of London,
it was bought by Car Lighting Services
of Birmingham as a company car for the
owner of the business. He used the Jaguar
extensively throughout the following decade
but by 1970 it was in a poor state of repair
and taken off the road.
In the late 1970s it was dismantled for
restoration, the shell rebuilt by RS Panels in
Nuneaton. A surviving invoice from 1980
shows the body was removed from the chassis
and the panels repaired where necessary. The
car was then painted in its original Pearl Grey.
After the engine was stripped, rebuilt and
then fitted back to the chassis, for reasons
unknown the restoration stalled. In 1988 the
unfinished car – still with the body off – was
sold by the first owner’s son to the current
keeper who had the shell taken back to bare
metal and resprayed in Old English White.
The car was then reassembled, including
the interior upholstered in red leather by
renowned trim specialists, Suffolk & Turley.
Tighter bucket seats later replaced the
standard originals.
Throughout the 1990s and 2000s, the
now finished XK150 was used for several
British and European rallies. One trip saw
the owner head through Paris, Poitiers,
Toulouse and Andorra before finishing at
Valencia while another covered Brussels,
Hanno
over, Leeipzig,, Praague and finaally
.

26 | Jaguar World / February 2024

February 2024 \ Jaguar World | 27

HISTORY
XK150 3.4S FHC

All of these many journeys must make
the car the most well-travelled XK150 in
existence. But now in his 80s, the current
owner has decided to sell the car through
the Yorkshire-based Classic & Sportscar
Centre where I travelled one gloriously sunny
day to find out more.
Judging by its pristine condition, the
white XK150 doesn’t look to be as well-

travelled as its thick history file suggests.
The panels are straight and unmarked
while even in the weak autumnal sun the
35-year-old paint still manages to catch a
shine. Together with the body-coloured
wire wheels, it’s a handsome example of an
always good-looking car.
The close to perfect proportions together
with that beautiful curve of the roof line

The XK150 at the Puy-de-Dôme lava dome in central France during the 1995
RAC Euro Classic

28 | Jaguar World / February 2024

make the XK150 coupe one of the prettiest
cars of the late Fifties. Yet an inch and a half
extra height plus a slightly wider track and
larger grille than its immediate predecessor
also make it arguably more purposeful
looking. “The XK150 is as attractive to
look upon as it is exciting to drive,” was
Autosport’s view of the coupe in its June 17,
1960 issue.

At Silverstone for the 1996 Norwich Union RAC Classic

HISTORY
XK150 3.4S FHC
The higher roof line results in the XK150
FHC feeling less claustrophobic than the
XK140 version which is so tight it’s like
driving a shoe box. Admittedly it’s no
MkIX but with the wraparound windscreen
offering excellent views ahead, it’s easy to
understand how the current owner spent
so many hours at the wheel as he toured
mainland Europe.
With the car having covered over 40,000
miles since being reassembled in the late
1980s, the red leather upholstery has a
nicely aged patina that results in the interior
having a warm, welcoming character. Largely
standard, only those bucket seats (which
are more comfortable than they appear),
a period-looking map light plus a discreet
Monza circuit sticker on the screen hint at
the car’s former life as a Continental traveller.
After I hit the starter button, the 3.4litre XK unit bursts into life with its typical
twin cam enthusiasm. With the road ahead
of me long, straight and empty, I bury
the throttle into the thick red carpet, the
straight six engine responding the moment
I do so. The action of my right foot
results in a sudden burst of speed that’s
considerably harder than any model with
the standard 3.4-litre engine.
Although never obtrusively loud, the
XK unit still makes itself known when I
accelerate hard, the cabin – and no doubt the
beautiful Yorkshire countryside – now filled
with its familiar earthy growl.

The panels are straight and unmarked

The car showing its corning abilities on a track

Taking a hairpin at speed during the 1996 RAC Euro Classic

February 2024 \ Jaguar World | 29

Considering its previous life touring
Europe, I was surprised to discover
the car remains mechanically standard
which includes the original four-speed
transmission. Yet by slotting into gear
as smoothly as chambering a round in a
Lee Enfield rifle, the changes are fast and
accurate. Plus with the engine always free
revving and eager, when I flick on the
overdrive, the car will cruise comfortably
at 70mph making it just as perfect for long
journeys as it was in 1959.
Yet as the boot badge celebrating
Jaguar’s five Le Mans throughout the 1950s
suggests, the XK150 3.4S is more than
just a long distance tourer. With perfectly
balanced rack and pinion steering plus
controlled body roll together with the
responsive nature of the engine, it’s every
inch the fast and agile sports car. The many
images of the previous owner throwing the
coupe around a tight hairpin bend of an
Alpine pass demonstrates this.
It’s too good to sit in a garage for long
periods, so I hope whoever buys the car
continues to use it in the same adventurous
manner as the second owner. Because the
way John Bolster finished his 1959 road test
is as true now as it was then.
“In all, this XK150S is a truly remarkable
car, which combines a stupendous
performance with surprising docility and
good manners. To drive it is one of the
more memorable experiences motoring
has to offer.” PW
Thanks to: Classic & Sportscar Centre
(www.classicandsportscar.ltd.uk)

30 | Jaguar World / February 2024





  






Shock Absorber Bush £17.25+VAT

Rear Lower Wishbone Bush £22.91+VAT

Front Wheel Hub + Bearing £104.4+VAT

Front Top Wishbone £217.89+VAT

Coolant Expansion Tank £16.36+VAT

Ignition Coil Pack 2-pin/4-pin £8.67+VAT

(C2D4013-ARJ) XF / XJ / XK / S-Type 1996-2014

S-Type / XJ / XK / XF

X-Type 2001-2010 2WD / 4WD RH/LH

XK8 XKR 1996-2005 RH/LH

XJ8 XJR X308 1997-2002

XJ8 XK8 XJR XKR V8 1996-2002





Halfshaft / Driveshaft UJ £17.25+VAT

Rear Stabilising Link / Track Arm £36.29+VAT

Front Lower Wishbone + Balljoint £81.65+VAT

(JLM1388-ARJ) XJ6 XJ8 XJR XK8 XKR

(C2D51044-ARJ) XJ XF XK S-Type F-Type

XK8 XKR 1996-2005 RH/LH

Drive Belt Tensioner V6 Petrol £32.72+VAT Heater Control Panel Backlight Bulb £2.27+VAT
X-Type / S-Type / XF / XJ Petrol 2001-2010

XJ6 XJ8 XJR XK8 XKR 1994-2005

X-Type S-Type XJ XK XF XE F-Type F-Pace etc

Standard 19mm Wheel Nut £1.38 +VAT

Top Wishbone Bush £16.36+VAT

Wiper Blades - Bosch Superplus £8.67+VAT

Drive Belt Idler Pulley 2.7D / 3.0D £16.36+VAT

Front Wheel Hub + Bearing £127.17+VAT

Front ABS Wheel Speed Sensor £5.83+VAT

Front Foglamp XR837532 - £7.53 +VAT

(MJA1462AB-ARJ) XK8 XKR 1996-2006

X-Type 2001-2010

(C2C22802-ARJ) S-Type / XF / XJ

XJ8 XK8 XJR XKR (not Brembo) 1996-2005

XJ / XK / XF / S-Type

X-Type / S-Type / XJ / XK

  

Rear Wheel Bearing Kit £47.22+VAT

Upstream Lambda Sensor £81.65+VAT

Front Lower Wishbone XR851825 £81.65+VAT

Headlight assembly rebuilt £149.85+VAT

Wheel Stud £2.27+VAT

Door Speaker - Premium Sound £22.91+VAT

XJ / XF / XK / F-Type / S-Type

(Genuine Denso part) XK8 XKR 1999-2005

S-Type X200 1999-2002

X-Type 2001-2010 RH/LH (not H.I.D)

S-Type XF XJ XK 1999-2014

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HISTORY

Gentleman
of Verona
We meet an Italian Jaguar enthusiast
with what must be one of the nicest
Daimlers in Europe... and one of the
nicest places to keep it too
PHOTOGRAPHY GREGORY OWAIN

32 | Jaguar World / February 2024

WO R D S PAU L WAG E R

February 2024 \ Jaguar World | 33

HISTORY
DAIMLER DOUBLE SIX
O OFTEN in the world of
Jaguars and Jaguar owners
it’s the impressions from
early childhood which have
formed an attachment to the
marque and Verona-based Kenrick Briffa
is no exception.
Growing up in Malta where his father’s
work had taken the family, he recalls
living close to the island’s British High
Commission and being enthralled by the
streams of Jaguar cars ferrying assorted
local dignitaries in and out of the gates.
This being the late 1960s, the cars
included 420G, Mk2, XJ6, 420 and S-Type
– although Ken recalls puzzling over quite
why the front and rear of the S-T
Type looked
as if they were styled by diffferent people...
An early enthusiasm for all things
Jaguar was obvious from an early age,
when his father found him staring
intently at the front of his newly
purchased Rover P6... exceptt as it turned
out, what had caught the bu
udding
Jaguar owner’s eye was the then-new

S

34 | Jaguar World / February 2024

XJ6 Series 1 parked right behind it.
As soon as he was able to, Ken acquired
a Jaguar of his own, this being a Daimler
Six purchased in 2001. This would later be
replaced by a Jaguar XJ6 and he slowly
began to build a collection around it.
First came an XKR, fully optioned with
all the ‘R’ Performance options, which was
then joined by an XJ of the V8-engined
X308 generation. “And then I suddenly
decided I wanted an E-Type,” he laughs.
And it was here that he really lucked out
with an original unrestored 1966 car which
had spent its entire life in the Verona area.
You’ll see more of the E-Type in
an upcoming issue but it was joined
by a Daimler SP250 which makes a
fascinating counteerpoint to the iconic
Jaguar but which Ken reports being
unexpectedly imprressive. “It’s so light,”
he enthuses. “Such
h fun to drive.”
The collection of British cars was
expanded by the addition of a Bentley
Arnage T on his wife’s insistence (a
carcassonne, or ‘big box’ he says in

comparison to the XJ), but the Jaguars
were reinforced in 2017 with the car
you see here: a Series 3 XJ, or to put
it correctly, a Daimler Double Six.
Thought to be one of the very last
made – possibly within the last 100 off
the line – the car was purchased new by
the Missoni family, famous for the fashion
label of the same name. Having spent
time in Britain and even met his wife in
London, Ottavio Missoni clearly had a
liking for British cars and the Double Six
remained in his family for 25 years, Ken
becoming effectively its second owner.
By that time the car had clocked up
over 170,000km but fortunately for the
Jaguar’ss bodywork, the Missoni family
report th
hat it wasn’t often used for the
daily com
mmute into the rough and tumble
of Milan
n city centre but was used for longer
trips, preesumably spending much of its life
sailing seerenely across Europe in top gear.
By thee end of Series 3 production,
Europeaan-spec cars like this featured twin
catalyticc converters (although without

the lambda sensor), ABS and a generally
very high level of opulence, with many
of them marketed to important Jaguar
customers. This perhaps explains the
special order paintwork on Ken’s car: a
Mica metallic red which includes particles
of aluminium to make it sparkle in the sun.
The Double Six was well maintained
through its Missoni ownership but
apparently saw little use in the last ten
years, so Ken’s first task was to complete
the missing maintenance. As he points out:
“I like my cars to work perfectly – to be
capable of doing 1000km at any notice.”

All of which explains why the underside
of the Double Six was stripped to the last
nut and bolt before being refurbished
where necessary. It was here that the
absence of winter salt on Italian roads
made a huge difference, the metalwork
being pristine and the work required being
merely replacement of aged components.
Ken prefers to buy top quality parts
where necessary, sourcing many original
Jaguar parts direct from Jaguar Classic
Parts here in the UK, or from SNG
Barratt which makes things easier for
European enthusiasts by being able
February 2024 \ Jaguar World | 35

HISTORY
DAIMLER DOUBLE SIX

to ship directly from their European
branches – important in the postBrexit world where speed of shipping
can be just as important as price.
The V12 was in fine order and needed
little more than a to -end service, with

One problem which did elude Ken
and his mechanic was that of a vibration
in first gear, which resulted in the
gearbox being removed and sent back
to England to be rebuilt. Once returned
to Verona and refitted to the car, the
vibration was still there, so in desperation
a spare propshaft was fitted and the
car was as smooth as expected.
One the subject of which, Ken is full
of praise for the way the V12 drives. “It
really has an electric car feel to it,” he
says, pointing out that at idle sometimes
it’s necessary to glance at the rev counter
to determine whether it’s even running.
In dry weather he frequently uses the
car for a regular 200km trip and finds
the Jaguar’s speed and refinement to be
more than comparable to modern cars.
It’s also beeen extremel reliable
r na
r

i

36 | Jaguar World / February 2024

HISTORY
DAIMLER DOUBLE SIX

THE BLUE ROOM
There must be several JW readers who
have rather more cars than garage
spaces and the usual solution to the
problem is to rent more storage. Unless
you're Ken that is, who isn't too keen
on the idea of a warehouse and wanted
something more personal... and more
practical, since the usual rectangular
warehouse space means inevitably the
car you want to use is at the very back,
requiring others to be moved.
By applying simple mathematics
to the issue, Ken determined that the
ideal shape for a car storage facility
would be a pentangle, but the rather
obvious snag with the idea is that
very few industrial developers build
pentagon-shaped warehouses.
Except, that is for the unit which Ken
discovered for sale locally, which the
owner was struggling to shift because
of its unusual diamond shape. It's no
surprise to hear that Ken jumped on
the purchase and since it was a bare
unit was able to have it finished to his
own specification.
With light blue walls and white
ceiling, the centrepiece is a small

‘stage’ lit by LED lighting which, should
you happen to own an E-Type or a
Series 3 XJ for example, allows you to
view the car in all its glory. It's also a
great place to photograph cars, which
explains why friends’ Jaguars are often
to be found occupying the stage.
The Jaguars are complemented
by display cases with various pieces
of automobilia – including a cast
aluminium Jaguar sign bought on
a trip to Windsor – plus the old
parts which have come off the cars,
Ken considering them part of each
car's history. Oh and some great
collections of photographs depicting
his own family history, violins and...
well, you get the picture. This is
one classy man cave, made even
better by the air being dehumidified
and filtered to such a degree that
it's quite possibly cleaner than the
atmosphere outside.
“It's transformed the passion,’ says
Ken of what he calls the Blue Room
and he recommends anyone who has
a car collection to go all-in like this
instead of renting little garages.

February 2024 \ Jaguar World | 37

Since the renovation, Ken estimates he’s
spent no more than 1500 on mechanical
work, most of which related to getting
the air conditioning up to scratch – a
job which involved replacing every single
rubber pipe, the drier and compressor
and then work on the electronics of the
system. “It’s a bit noisy,” he laughs of the
rebuilt system. “But it gets the job done,”
and the car’s extensive spec also brings
with it the delight of an electric sunroof.
Ken’s no-holds-barred approach to
getting the Double Six to be as reliable as

38 | Jaguar World / February 2024

a new car has clearly worked out – indeed,
he reports that the only time he’s needed
roadside recovery in a classic Jaguar was
with his E-Type, due to a non-genuine
spare part, while his wife has gradually
come round to the idea of using the Jaguar
for long trips instead of a modern family
car. One thing which probably helps is
that he makes sure to take all the cars
on a 20-40km trip every week, which is
sensible practice. And with a collection
like this at your disposal, who of us would
argue that isn’t time well spent? PW

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HISTORY

Hidden gem
We find an unusually wellpreserved example of the
rarest S-Type of them all
WO R D S PAU L WAG E R
P H OTO G R A P H Y G R EG O RY OWA I N

42 | Jaguar World / February 2024

February 2024 \ Jaguar World | 43

HISTORY
S-TYPE SPORT 200
HE SCIENCE of automotive
marketing must be a
confusing place to work. On
the one hand, most volume
makers harbour a dream of
breaking into the premium market, but
few make it: witness the rare success of
Lexus in a world littered with Vignale,
Infiniti and Xedos. On the other hand, the
holy grail for most of the prestige brands
is to attract a new, younger buyer despite
the rather obvious hurdle that in general
it’s the older buyers who have the money.
It was no doubt this line of thinking
which brought us the rarity known as the
S-Type Sport 200, an example of which
you see here. As we all know, the S-Type
as launched almost exactly 25 years ago
was notable for its retro styling which even

T

44 | Jaguar World / February 2024

by the standards of 1998 was more selfconsciously retro than was usual.
This is generally accepted to be the result
of extensive market research by Jaguar’s
then owner Ford which apparently revealed
that what Jaguar owners appreciated was a
traditional appearance.
The qualification for European readers is
that this market research was carried out in
the USA with the North American market
in mind which has always been a crucial
territory for Jaguar sales volume.
It’s fascinating to see the alternative
designs which were presented for approval
during the development process, a couple
of which to my mind combined the
traditional and modern rather better but
Ford went with the safe option.
It was a success, too. No, it may not have
taken Jaguar to the 90,000 cars per year
promised by chairman Nick Scheele at the
launch, but the S-Type did lift Jaguar sales
volume significantly.
The addition of a Sport trim level in
2000, plus the feisty S-Type R in 2002 did
much to improve its appeal to the more
youthful buyers, but the supercharged R
was a costly car, weighing in at £49,220.
It made perfect sense then to combine
the looks of the R with the practical
appeal of the V6 engine, the only

The S-Type Sport 200
is something of an enigma
surprise being that Jaguar waited until
2004 to do so and then released the car
only as a limited edition.
The S-Type Sport 200 is something of
an enigma, with even diehard Jaguar fans
disagreeing as to its precise nature. To add
to the confusion, not all cars were badged
as such, with one former technician we met
recently commenting that he once had a

bag of the badges in his toolbox because
they were a dealer-fit item and they simply
didn’t like the look of them...
In theory though, the ‘200’ relates to
the number produced rather than the
200bhp of the 2.5-litre V6 and in fact the
Sport 200 was offered with both the 2.5
and 3-litre V6 engines, the larger engine
being the rarer.

Essentially a run-out model before the
second facelift arrived, the Sport 200 was a
factory-produced limited edition sold only
in the UK market but curiously it appears
that Jaguar never produced any printed
brochures for the car.
Offered in a choice of three paint colours
(black, green and silver) it came with some
(but not all) of the R Performance options
February 2024 \ Jaguar World | 45

HISTORY
S-TYPE SPORT 200

It’s been hiding away
for nearly 20 years
including the Sport front bumper with
round fog lights (similar to the later facelift
part) plus the boot spoiler and the 18-inch
Monaco split-rim wheels. Sports seats
similar to those in the S-Type R but without
the electric adjustment were standard and
the majority of the cars also came with the
mesh grille.
Unusually for a special edition, buyers
could also add their own options, which
further muddied the waters for historians of
early 2000s Jaguar models, with many cars
featuring sat nav and other costly options.
46 | Jaguar World / February 2024

The passage of time hasn’t helped
anyone trying to fathom out the exact
nature of the Sport 200, but the car you
see here is possibly as close as you’re going
to get to the definitive specification.
Owned by Craig Abbiss, it’s been hiding
away for nearly 20 years and as a result
shows just 8000 miles, meaning that like
John Underhill’s XK8 elsewhere in this
issue, it’s a great reference point.
Quite how it managed to clock up so few
miles is explained by Craig, who bought
the car in January 2004 after a string of

BMWs, Audis and a couple of Vauxhall’s
V6 GSi models. “I’d been driving an X-Type
since 2002 but business was doing well and
when I visited Grange Jaguar in Welwyn, I
saw the S-Type,” he explains. It made a neat
upwards trade from the X-Type so a deal
was done and he began using his limited
edition S-Type as daily transport.
Shortly afterwards a health issue meant
a drastic drop in mileage but when he
enquired whether the dealer would buy
it back, the offer was so derisory that he
decided to put it in the garage instead.

£39,995

Jaguar F-Type 3.0 V6 R-Dynamic Coupe
17,000 miles

£54,995

Ford Lotus Cortina
1964 (B)

£21,995

Jaguar XJR 4.2 V8 Portfolio Saloon Petrol Auto
2006, 35,600 miles

£99,995

Jaguar E-Type V12 Roadster
1973, 75,000 miles

£33,995

Jaguar F-Type 2.0i GPF R-Dynamic Coupe
2018, 36,300 miles

£24,995

Jaguar XKR4.2 V8 Convertible Petrol Auto
Euro 4, 2008, 35,000 Miles

£17,995

Jaguar XKR 4.2 S Convertible
2005

£14,995

Jaguar XK 4.2 V8 Convertible
2006, 79,200 miles

£42,995

Jaguar F-Type 2.0i R-Dynamic Convertible
2020, 7,000 Miles

£21,995

Aston Martin DB7 3.2 Volante
1999, 42,000 miles

£19,995

Jaguar XKR-S4.2 S Coupe
2006, 75,000 miles

£30,995

Jaguar I-Pace 400 90kWh SE SUV 5dr Electric
2020, 16,700 miles

£41,995

Jaguar F-Type 5.0 V8 R Coupe 2dr
2016, 31,500 miles

£39,995

Jaguar XKR-S 5.0 V8 Coupe
2011

£30,995

Jaguar XK5.0 V8 Portfolio Convertible
2010, 11,500 miles

£29,995

Aston Martin DB7 5.9 Volante
2003, 58,999 miles

£59,995

1972 Jaguar E Type Series 3 UK Car

£37,995

Jaguar F-Type 5.0 V8 R Coupe 2dr 2015
46,000 Miles

£7,995

Jaguar XJ 4.2 XJ8 Sovereign LWB Saloon
2006, 109,000 miles

£36,995

Bentley Continental 6.0 GT Supersports
Coupe Petrol Automatic, 2010, 39,500 Miles

£32,995

£17,995

Jaguar F-Type 5.0 V8 S Convertible,
2013, 34,000 miles

Jaguar XK8 4.2 Convertible 2004,
75,000 Miles

£32,995

Jaguar I-Pace400 90kWh HSE SUV Electric
Auto 4WD, 2020, 18,000 miles

£13,995

Jaguar XJR 4.2 V8 Saloon, 2007
95,000 Miles

Arun Prestige Ltd, Codmore Hill Garage, Stane Street, Pulborough, West Sussex, RH20 1BQ
Tel: 01798 874477 Email: sales@arunltd.com www.arunltd.com

It did emerge annually
for an MoT test

48 | Jaguar World / February 2024

HISTORY
S-TYPE SPORT 200
station – or the new house – he was struck
by just what a great car it is.
It’s also unusually standard, except for
a replacement (Jaguar) battery and a pair
of beefier rear exhaust boxes which were
fitted by Craig’s son and which do fill the
holes of the rear valance rather better
than the standard items. The Pirellis are
also replacements, since the MoT tester
commented on the age of the originals

despite them having seen so little use that
they still retained the knobbles around
the edge.
Now though, some 20 years after he first
bought it, he’s seriously thinking about using
it properly – although naturally, like any
owner of a low-mileage survivor car, he’s
torn between enjoying it and killing its value
by adding miles. “I’m not sure it’s been out
in the rain for 18 years,” he laughs. PW

A subsequent change in career meant a nice
Audi company car and the Jaguar remained
in the garage.
It did emerge annually for an MoT test and
at least three times for house moves but each
time went back into hibernation hooked up
to a trickle charger. It’s no surprise to hear
that each time Craig drove the car to the test

February 2024 \ Jaguar World | 49

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Replica in original equipment quality

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and 2 (1964-70) - E-Type V12

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Series 3 (1971-74)

201396

£298
Shims for the serious Jaguar engine
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XK 120

479993
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479924
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Professional‘s assortment:
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thermal cutout

£480

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We strongly recommend
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LC08122023

Mark II
E-Type Series 1+2
E-Type V12 Series III
XK120, 140 and 150
XJ6 Daimler Sovereign
XJ12 Daimler Double Six
X300
X308
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OWNING

We encounter an unusually
pristine XK8 with just
12,000 miles behind it
WO R D S PAU L WAG E R
PHOTOGRAPHY GREGORY OWAIN

I

54 | Jaguar World / February 2024

February 2024 \ Jaguar World | 55

OWNING
X100 XK8

It had
never seen
a wet road

in a ditch with the roof caved in. Luckily, he
walked away albeit soaked in petrol.
More bad news arrived when the
insurance company went bankrupt the
day after the settlement cheque arrived,
but that didn’t stop John continuing his
impressive roster of what are now soughtafter classics: a Sunbeam Alpine Harrington
Le Mans coupe replaced the Alfa and then
came a mighty Jensen CV8.
Family and the 6.3-litre Jensen’s 8mpg thirst
meant a move to sensible family cars for a
56 | Jaguar World / February 2024

number of years but John still had a hankering
for another Jaguar – particularly the E-Type
which had eluded him back in the ’70s.
Retirement from the MoD and subsequent
consultancy work took him closer to the
E-Type dream but as we all know, prices
of the cars were rising faster than anyone
could have expected, which explains why
John’s thoughts turned towards the E-Type’s
spiritual successor: the XK8.
Acquired in December 2010, the car you
see was six years old when John bought it,

but in that time had covered just 2000 miles.
The previous owner had used it purely as a
second car and taken it out only on dry days,
meaning it had never seen a wet road. As we
now know, when it comes to the XK8 that’s
a very good thing indeed and explains why
John didn’t even haggle with her.
There was a slight snag: the garage at
home was crammed with tools, equipment
and all the other stuff I know from personal
experience you tend to accumulate when
you have the space for it. Clearly, he
didn’t want to be storing the pristine XK8
outside, so a hurried clear-out operation
commenced before he was able to collect
the car and bring it home.
A decade later, the odometer still
shows just over 12,000 miles and the XK8

remains one of the nicest we’ve seen –
still incredibly original, but exercised just
enough to keep it up together, with John
doing around 500 miles a year.
One thing which has undoubtedly helped
keep it looking this good is a full rust
prevention treatment by Krown Rustproofing
in Tipton, West Midlands. Proprietor Robert

58 | Jaguar World / February 2024

is well known within the Jaguar Enthusiasts’
Club for his expertise with the XK8 and John
is full of praise for the work which set him
back well under £300.
Unlike many rustproofing outfits which
will drill holes in the bodywork, Robert
uses a series of probes and lances to apply
the clear fluid through existing apertures

and factory bungs. In the case of the XK8,
the boot trim is stripped out and the door
cards are popped off but that’s as invasive
as it gets and the treatment is impressively
effective. Indeed, since having the car
treated, John reports that the only sign
of rust is a bit of surface corrosion on the
front suspension arms.

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FP011-23-2

The only non-original
part is the headlining
That the car still doesn’t go out in the
wet has obviously helped, but it remains
one of the best-preserved examples of the
X100 you’ll find, as proved by the shed full
of trophies and decanters John has clocked
up with the car at various car shows during
the time he’s owned it.
It’s also an unusually standard example
of the late 4-litre coupe when so many
have been modified with different wheels
and similar. Indeed, the only non-original
part is the headlining which John had
professionally replaced after it started
to droop. Oh and the tyres which were
replaced in the interests of safety –
although the originals remain in the shed
with the trophies. After all, even the
normally-aspirated XK8 boasts 300bhp and
as his car-owning history tells you, he’s not
afraid to get his foot down...
No, he still hasn’t managed to scratch
that E-Type itch but rising values of wellpreserved XK8s do offer a glimmer of
optimism alongside a softening of the E-Type
market, although as John points out, this
car’s low mileage does somewhat paint him
into a corner: as he admits, he’d like to use it
more but to do so would affect its value.
“Perhaps what I really need,” he muses,
“is a second one to use every day...” PW
60 | Jaguar World / February 2024

KIM CAIRNS - Established 1972

Quality is remembered long after price is forgotten

HISTORY

62 | Jaguar World / February 2024

URRENTLY SITTING on my
driveway courtesy of our
company’s ever-changing
fleet of project cars is a
Bentley Continental Flying
Spur, which weighs in at a hefty 2.5
tonnes, that mass being the main reason
why it needs a 6-litre engine, 12 cylinders
and two turbochargers to provide
performance worthy of the price tag.
And that’s generally been the
inescapable law of physics relating to
luxury cars, ever since the dawn of
motoring: a big heavy car needs a big
heavy engine which needs big quantities
of fuel to propel it at acceptable pace.
The fact that luxury cars didn’t actually
have to be quite so heavy was conveniently
overlooked in Munich, Stuttgart and Crewe
but Ford Motor Company was keen to
investigate the weight-saving properties
of using aluminium in car construction
and it was one of the few occasions where
Jaguar’s low sales volumes – tiny by
Ford’s global standards – was a benefit.
The low production volumes and
high retail prices of Jaguar products
presented an ideal opportunity to trial
the new technology with a generally
lower risk level and a greater ability
to accommodate the extra cost.
The idea of making entire cars (rather
than outer panels) in aluminium wasn’t
new, since Audi had debuted its aluminium
A8 back in 1994 but the way Ford and
Jaguar wanted to do it would be a new
departure. Whereas Audi’s approach was to
use a cast aluminium spaceframe carrying
unstressed outer panels, the Jaguar would
be a true aluminium monocoque bodyshell.
The idea had originally been borrowed
from the aerospace industry, which
routinely uses a system of self-piercing
rivets and epoxy bonding to join aluminium
sections and create structures with light
weight and great strength. Since this hadn’t
been used in the automotive industry
before, much development work was
required in order to adapt the technique
and Jaguar combined the use of aluminium
castings and extrusions with the riveted and
bonded jointing technique to good effect.
The first car to benefit from the new
technology would be the replacement
for the X308 generation of XJ, which
was given the code name X350 and
developed with an eye to the crucial
American market. Focus groups had

C

February 2024 \ Jaguar World | 63

HISTORY
X350

identified a need for increased interior
space – traditionally a handicap of the
older XJs – and a larger boot, capable
of taking four sets of golf clubs.
Making the car larger without saving
weight would have put the XJ at a big
disadvantage in the marketplace against
its competition, which made it an ideal
candidate for the aluminium technology.
The style of the new XJ was similarly
arrived at after extensive customer
clinics and it was these which dictated
a more conservative style rather than
highlighting the high technology
under the skin by using an avant garde
design. Given these requirements, the
immediately obvious ‘Jaguarness’ is a
credible achievement given the very
64 | Jaguar World / February 2024

different proportions of the X350:
the wheels are pushed out to the
corners, the bonnet is shorter and the
windscreen shallower than previous XJs.
The appearance of the car was also
influenced from several different directions
and there’s a delightful urban rumour
detailing styling chief Geoff Lawson’s
response to a demand from the sales
and marketing people for a specific boot
capacity. Restricted by the exhaust system
underneath and unable to borrow any
space from the rear cabin or extend the
rear overhang, Lawson calculated that to
achieve the required boot space would
mean the boot lid would end up half-way
up the rear screen. To emphasize the point,
he had a clay model made and presented to
the sales people who duly accepted defeat.
Engineering issues also impacted on the
car’s style, specifically those relating to the
choice of aluminium as a material. Back in
the late ’90s, aluminium technology in the
automotive world was in its infancy and it
was discovered that the material couldn’t
be formed to quite such crisp lines or
tight radii as was possible with steel. This
had a direct impact on the shape of the
final production car – notably the upright
rear C-pillar and the convex shape of the
lower door skins which is intended to
prevent ‘oil can’ distortion issues. The car
had originally been styled with a ‘six-light’
greenhouse but this proved impossible

to stamp accurately in aluminium, which
explains the move to a four-light style.
The wide panel edge flanges required
by the aluminium construction also forced
the use of LED rear lights which could be
made in a shallower package to fit around
the flanges. Despite these constraints,
the final production car boasted a Cd
of 0.32, which was good going.
An additional challenge was posed by
the aluminium Jaguar being unique in the
marketplace, which meant consideration
would need to be given to any specialist
crash repair techniques required. The shell
was designed to withstand an impact of
10mph without structural damage and
the frontal section was a bolt-on module
incorporating aluminium ‘crash cans’
designed to absorb impact energy.
The bodyshell was to be assembled
in the Castle Bromwich plant which
would eventually become the marque’s
centre for its aluminium-bodied
models, with final assembly taking
place at Browns Lane until 2005. The
production line included six Schuler
presses to produce the major pressings
like outer panels and floor sections, with
seven presses on a second line creating
the smaller structural stampings.
It was noticeably different from the
steel-bodied cars since instead of welding,
the 88 robots were punching in selfpiercing rivets and applying the epoxy.

The shell was
designed to
withstand an
impact of 10mph
without structural
damage

Each car used 15 aluminium castings for
suspension and driveline mounting points,
35 extrusions found in the doors, bumpers,
floor and roof structure and 284 stampings,
with over 3000 rivets and 120m of
adhesive. Magnesium also featured in the
dashboard crossmember and seat frames.
The epoxy would only be fully cured
when the car passed through the 170°C
temperature of the paint oven. The Grade
6111 aluminium used for the outer body
panels – also known as ‘bake hardenable’
– stiffens in the heat of the paint shop to
better resist car park dents and similar.
The bonnet and boot panels meanwhile
were assembled with the same adhesive
but without the rivets, the inner structure

and outer skin of each being attached by
a technique called spot-clinching which
physically folds (‘clinches’) one piece
over the other under high pressure.
The state-of-the-art production
process allowed a precision not often
achieved in previous models: the X350
boasted door panel gaps of 3.8mm and
bonnet/boot panel gaps of 3.5mm
Despite the challenges of engineering a
full aluminium monocoque, the finished
product turned out to be immensely
strong - at 21,700 kg-m/deg torsional
rigidity it was 60 per cent greater than the
older car while being 40 per cent lighter.
The underp
pinninggs were a similarlyy
radical departure for Jaguar, using

February 2024 \ Jaguar World | 65

HISTORY
X350

-

d

,
with the traditionaal
u IRS fou
und
un er e ou go ng mo e w c cou
trace its origins back to the E-Type.
The car also ado
opted air sp
pringgs all
round, which provided a self-levelling
capability as well the ability to add Jaguar’s
CATS adaptive dam
mping and automatically
loweriing th
he car by 15mm at 100mph
h.
The X350 would be launched at the
Paris show in September 2002 and the first
deliveries would commence in Spring 2003.
A long-wheelbase model would be added
in 2005 with a five-inch stretch to the rear
doors and in 2007 the car would receive
a minor facelift to become the X358 with
the signature grilles in the front wings.
In 2009, production would cease
after 83,518 cars but the technology
which had been introduced with the
X350 would remain a Jaguar hallmark:
the second-generation XF, the XE and
the final generation of XJ would all use
aluminium monocoque construction,
as would the XK and F-Type. PW

ALUMINIUM PIONEERS
Despite the weight-saving advantages of aluminium, it's not been widely
employed in vehicle assembly. Many cars claim a high proportion of
aluminium in their construction, but only three other volume car makers
have created designs using an exclusively aluminium structure.
Audi’s A8 has always employed the Audi SpaceFrame (ASF) system, as
did the shortlived A2, while Honda has also used a similar method for the
NSX supercar and the Insight hybrid. Lotus, meanwhile, used an extruded
aluminium chassis for the ground-breaking Elise and its derivatives, but no
other mainstream production cars have used a fully aluminium construction.

66 | Jaguar World / February 2024

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TECH

Jaguar IRS
The genesis of Jaguar’s ‘classic’ independent
rear suspension, 1961 – 2004
W O R D S R AY I N G M A N

T COULD be said that all
Jaguar cars introduced from
1961 to the late ’70s featured
two iconic components – the
twin-cam six-cylinder XK
engine (which we covered in the December
2023 issue) and the Independent Rear
Suspension system – both playing their
part in providing the grace and pace
elements of the advertising strap line. The
IRS imbued the magic carpet ride, allied to
superior traction and handling that the
marque became noted for.
The XKs and concurrent saloons
featured well located ‘live’ cart sprung
rear axles. The C and D-Types added

I

70 | Jaguar World / February 2024

sophistication with torsion bar springing
– but whilst successful at Le Mans,
road courses demanded better rear end
location, compliance and traction.
Realising this shortcoming, in 1957
William Lyons tasked chief chassis engineer
Robert ‘Bob’ Knight to design a suitable
system, initially for the subsequent racing
cars, but more importantly with an eye
towards keeping the future production
cars at the forefront of chassis technology.
It is (possibly apocryphally) said that
Lyons bet Knight £5 that he couldn’t
conceive the scheme in less than a
month. Knight rose to the challenge
and working overtime, presented a

ABOVE: The E2A
prototype pictured
at Le Mans in 1960

TECH

SECOND GENERATION IRS 1986-2006
With the 1986 launch of the XJ40 range, a revised generation of rear
suspension was introduced. The basic design parameters were retained, but
there were virtually no shared components, however one or two key dimensions
were duplicated – aiding some element of ‘backwards compatibility’.
The driveshaft was retained as the upper suspension link, but the brakes
were relocated outboard, and the all-enveloping cage and radius arms
deleted in favour of a flat triangular subframe. The lower wishbones were
now wide based, steel fabricated box sections.
Suspension was now effected by a single spring and damper per side, the top
mounts being attached directly to the bodyshell instead of the cage. Resulting
in a small loss of refinement compared to the first generation itheration.
This design, with ongoing upgrades such as replacement of the original
Girling brakes with ATE components, was employed on X300, X308 and
X100 XK8 – finally ending production in 2006 with the introduction of the
Ford inspired, multi-link third generation system.

complete set of ‘blueprints’ within the
month. Lyons apparently took a fiver
out of his wallet and handed it over.
Knight had won the wager, but it could
be reasoned Lyons had got a new design
of independent rear suspension for £5!
It’s a lovely story, but possibly
debunked by the fact that in 1956,
a prototype IRS had been trialled on
D-Type XKD505 – so maybe a canny
Knight was the greater winner after all?

The first application was in the ‘E1A’
prototype racer; this initial version of the
IRS had the wheel hubs carried by twin
swinging links, while the differential was
mounted directly to a steel reinforced
section. This arrangement transmitted
the dreaded Noise, Vibration and
Harshness (NVH) through the whole
car – not a problem in a racer, but when
the project was diverted to make E1A
into a road-going Jaguar sports car, it

was clear that the IRS had to be further
developed and NVH minimised.
The solution was to isolate the rear
suspension and Chief Engineer William
Heynes and Knight set about designing
a cage to contain the suspension, final
drive and the inboard-located brakes. The
‘cage’ was then fixed to the body by four
angled rubber (‘Metalastik’) V-mounts
- two on each side. This IRS setup was
incorporated into the next development
car, E2A, which additionally displayed
the twin spring/ damper arrangement
that was to become a signature feature.
In March 1961, a development of this
iteration went into production underneath
the new E-Type which was launched at
the Geneva Motor Show. It was initially
the style of the car that impressed, but
it was its road-holding that made it into
a world-beating sports car – and this
was largely due to Knight’s IRS design.
This first production version comprised
of a Salisbury final drive assembly, fitted
with a ‘Powr-Lok’ plate-type Limited Slip
Differential (LSD). Directly attached to
the housing were Dunlop hydraulic brake
calipers with manually adjusting handbrake
calipers pivoting above. ‘Dogbone’ brackets
attached to the base of the housing carried
the lower wishbones – pivoting on needle
roller bearings. Tubular driveshafts, fitted
with universal joints both formed the
upper wishbone and transmitted drive to
the alloy hub carriers. These were pivoted
on the outer end of the wishbones by an
opposed taper roller bearing arrangement.
Four spring/damper units were fitted
to the lower wishbones, adjacent to
the hub carriers. Splined hubs allowed
the fitment of wire wheels, achieving a

BELOW: Fitting the IRS
t he Mk2 bodyshe
i olved a red sig
ear end, the res
being the S-Type

EFT: The selfcontained nature of
he Jaguar design
made it popular for
kit and cust
rs

February 2024 \ Jaguar World | 71

TECH

Knig t’s design effectively uses
the driveshaft as the u er link

Access issues mean it can be easier
to remove the entire subframe
from the car for maintenance
Inboard rear brakes make disc and
calliper replacement awkward

track width of 50”. This was all housed
in a pressed steel ‘cage’, strengthened
at the base by a flat steel tie-plate.
Four ‘Metalastik’ V- mounts attached
the whole assembly to the bodyshell,
fore and aft location being provided by
longitudinal pressed steel radius arms.
These featured ‘Metalastik’ mounting
bushes, fastened to the bodyshell
via ‘cups’ at the front and wishbone
mounted cross bolts at the rear. An
anti-roll bar was attached directly to
the body and radius arms via links,
providing control of roll angles.

After 9238 chassis numbers had
been produced, the design was
modified in several ways, mostly to
simplify manufacture and incorporate
improvements – these included forged
driveshafts replacing tubular, selfadjusting handbrake calipers, slimmer
wishbone inner pivot mountings and
a stronger, flanged lower base plate.
In late 1961, this design was modified
and widened to achieve a track width
of 58.5” and flat bolt-on hubs with a
5x4.75” PCD allowed the fitment of
steel wheels. This was fitted to the

new Mk10 flagship model – heralding
a new era of saloon sophistication
which encompassed the future XJ6/12
range – plus the XJS and Limousine, all
sharing the same track dimension.
1963 saw the third and final width
iteration, 53” proving to be the sweet
spot for the Mk2-derived S-Type –
this went on to be employed on the
420 and Series 3 V12 E-Type.
Over its subsequent production life span,
many modifications were made – mostly
but not wholly, improvements. These
encompassed four versions of final drive,
three types of brake caliper, progressively
stronger alloy hub carrier... and much more.
After the first raft of E-Type modifications,
all key dimensions remained constant,
so component interchangeably is vast –
meaning that late efficient Girling calipers
can easily be retrofitted to the earlier
Dunlop-equipped variants. Similarly, should
you desire ‘knock-on’ wire wheels on your
XJ-S, the E-Type splined hubs are a direct fit.
The final, and most major, deviation from
the original design came in May 1993 on
the facelift XJS model. The braking system
was converted from inboard to outboard
location by the expedient of employing
late XJ40 hub carriers, driveshafts and
ATE calipers. Handbrake operation was
provided by shoes and drums integral to
the discs. Somewhat fortuitously, the Gen 1
and 2 IRS alloy hub carriers shared exactly
the same pivot width and hub centre. RI

SECOND LIFE
It could be said that the kit car industry was singlehandedly responsible for the demise of a vast number
of S-Types and XJs – cannibalised for their suspension
systems, destined to live new lives under Cobra replicas
and the like.
Like the XK engine, the IRS proved to be a very hardy
and aesthetically pleasing design – the latter quality
lending itself to exposed employment in the rear of
trikes, custom cars and hot-rods. The self-contained
nature of the design, added to its immense strength and

72 | Jaguar World / February 2024

power handling capabilities made it the ideal
donor component.
In an interesting deviation, the design was licensed to
Maserati for use in its (1979-90) Quattroporte III fourdoor GT. But the longest lasting iteration was in the
ultimate Jaguar kit car – the XJS-based Aston Martin
DB7. All key dimensions were retained, but the wishbones
were strengthened and location improved. In various
stages of subsequent modification, the Jaguar classic IRS
unit soldiered on until the 2004 demise of the model.

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76 | Jaguar World / February 2024

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February 2024 \ Jaguar World | 77

lifespan as the first-generation XF. Not
bad going for a stopgap facelift.
In truth, the transition from XJ-S
to XJS (the hyphen disappeared for
the new model) was much more
than a simple nip and tuck.
The proposed facelift had in fact
been worked up as early as 1985
under lead designer Fergus Pollock and
given the title XJ87 (coupe) and XJ97
(convertible), but had never seen the
light of day owing to lack of budget.
The brief behind the project had been
to increase the appeal of the car in the US
market and for Ford it was also a quick win
in terms of new product. Costing £50m,
the facelift involved significant bodyshell
changes, with some 180 individual panels
either new or revised. This was required
owing to the age of the tooling itself and
also to improve rigidity and quality.
It was a neat piece of work, as impressive
for its subtlety as anything else and at
a simple glance the car looked to have
received only detail changes. In fact, the
twist angle of the rear buttresses had been
changed and a black mask around the rear
side windows allowed larger glass panes
to be used without changing the inner
structure. The boot lid was also shortened,
the sills flared out at the trailing edge
and the windscreen was a flush-fitting
bonded-in item. The bonnet panel was
also standardised across the range, with
the V12 cars sharing the bulged panel
previously used for the six-cylinder cars.
78 | Jaguar World / February 2024

On the inside, many XJ40 parts were
used and the old vertical instruments were
replaced by conventional analogue dials.
The finished car was launched as a coupe
in 1991, with the convertible receiving
similar changes from 1992 including a
revised rear seat pan which permitted the
addition of – admittedly tiny – rear seats.
In May 1993, the long-serving V12 was
stroked from 5.3 litres to 6 litres – not to
be confused with the similar-capacity TWR
development of the engine – and from
June 1994 the AJ6 engine in the 4-litre
car became the updated AJ16. The 6-litre
was mated to a GM 4L80-E four-speed
automatic with a lock-up overdrive top
gear and switchable sport mode. At this
point buyers could specify a softer Touring
suspension set-up than the Sportspack
which had been standard since 1988.
More importantly for owners working
on these cars today, the inboard rear brakes
were moved to a conventional outboard
position. On the outside, all the cars
gained colour-coded plastic bumpers.
The XJS received standard airbags from
early 1994, the passenger bag replacing
the glovebox and involving a redesign of
the lower dashboard area. The changes
coincided with the addition of bodycoloured bumpers on the 4-litre models,
while the V12 cars retained the brightwork.
In 1995 a run-out edition badged
Celebration featuring diamond-turned
alloy wheels, embossed seats and woodrimmed steering wheel was produced

to mark 20 years of the model, but in
1996 production ended, with a total of
over 115,000 produced. Despite what
you might read about the XJ-S’s lack
of success in the market, that’s far in
excess of total E-Type production.
Today there’s a growing appreciation
of the very early V12 coupes complete
with lurid ’70s hues, the signature Kent
rims, fruit machine dials and even a
manual box... but in reality, for most
owners wanting to use the car in modern
life, the facelift XJS is the best bet.
It’s not all plain sailing though, since
these later cars come with an entirely
different set of issues to their predecessors.
Here’s what you need to know.

BODYWORK
Start at the bottom of the screen
surrounds, suggest Chris Knowles at
XJS specialists KWE. In the scuttle
area, the sealing can fail due to age

Sponsored by

and constant flexing, meaning water
tends to collect in the corners.
Initially the rust is covered by the
depth of the stainless steel trim, so it
won’t be visible until it’s got bad enough
to be an issue. Chris also points out
that once corrosion is visible beyond
the trim, it will be bad enough to need
new metalwork which is tricky and
therefore expensive. If you’re lucky, it
can be done without needing to remove
the screen, although if you find water
dripping on to your feet, it’s too late...
This brings with it another issue: if
the screen needs to be removed and
the surround repaired, it’s crucial to
ensure that the replacement metal
follows the exact profile, since if it
doesn’t then the screen can crack when
reinstalled. Always use a screen specialist
familiar with the XJS, advises Chris.
Staying in the area of the screen,
the roof is also known to rot on the
facelift cars, usually in the centre
near the screen surround.
On the plus side, Chris reports that in
their experience at KWE the later cars are
more rust-resistant in the area around the
front damper mounting reinforcement
on the inner wing. “Jaguar finally got
around to sealing the gap,” he laughs.
Elsewhere, buying advice is to inspect
the critical areas on the older models:
the front wing/sill joint, sill ends and
undersides, the ‘chassis’ members under
the floor, the floorpans and the rear arches
and double-skinned lower rear valance.
Check the drain slots in sills and
doors are clear and if not, assume
them to be damp inside.
If you do need major restoration work,
panel availability is largely similar to the
earlier cars, although a scuttle panel
isn’t offered for the facelift model.

SUSPENSION
Check the front subframe for
corrosion, especially the area
around the spring turrets.
A well-sorted XJ-S should offer the
typical Jaguar ride, with clonks and knocks
generally suggesting worn bushes. Slowspeed clonks over speed bumps and
potholes are often caused by the anti-roll
bar drop links and mounting bushes, while
vague front-end handling can be down to
the subframe mounting bushes. Noticeable
movement when coming to a halt, often
accompanied by a creak, can be down
to ageing wishbone mounting bushes.
Sloppy handling at the rear can similarly
be down to subframe mountings, wishbone
bushes or radius arm bushes while a sagging

rear end can be caused by weak springs.
The radius arms themselves can corrode,
the simplest solution being a new part
which comes with a brand new bush.
And another crucial note on the subject
of handling: these cars really need quality
tyres of the right size, so an XJ-S sitting
on budget rubber should ring alarm bells.

ENGINE
On the subject of the running gear, Chris
has an interesting observation which
makes perfect sense as soon as you hear
it. The 6-litre engine’s more modern
electronic engine management is in some
ways a simpler system than the older
cars and less prone to failure. This in
turn means the engine is less likely to be

February 2024 \ Jaguar World | 79

Sponsored by

running for long periods with incorrect
fuelling or ignition timing. The industrystandard OBD diagnostic port also makes
it easier in theory to diagnose problems.
On the other hand, the 6-litre cars
all employed closed-loop fuelling
control with oxygen sensors which
although it can keep the engine ‘in
tune’ without intervention does also
create another possible failure point.
As an extension of this, the very
late UK-market cars came with
catalytic converters which can
fail, clogging up internally.
As for the six-cylinder engines, you
have a choice of AJ6 or AJ16, with
opinion broadly split as to which is the
best. As Chris points out, the AJ16 is
the better engine on purely technical
grounds being smoother, quieter and more
powerful, but the AJ6 is the easier to live
with – lacking as it does the individual
coils and with fewer sensors and no
catalytic converters or oxygen sensors.
Basic checks mirror those of the earlier
cars: listen for a rattle on start-up from the
front of the engine which might indicate
worn timing chains or tensioners, while cars
that have been standing for a while might
smoke from hardened valve stem seals.
Regardless of which engine you’re
looking at, examine the fuel hoses carefully
for signs of perishing – something which
isn’t helped by the ethanol in modern fuel
– as well as the coolant hoses. The V12
really doesn’t like being overheated, so
check for signs of previous coolant leaks.

BRAKES
Even facelift cars were saddled with the
dreaded inboard brakes for the first
couple of years, the move to outboard
stoppers not coming until 1994.
Pad changes are straightforward
enough, but disc changes and caliper
replacement are hard work, with many
specialists opting to drop out the entire
rear subframe to do the job, at which
point it inevitably becomes costly
when you factor in all the extra work
it’s sensible to do while it’s apart.
Check the ABS lamp comes on
with the key and goes out with the
engine running. If not, it’s an MoT
fail and no, taping over the warning
lamp isn’t a solution. Don’t be fooled
by a vendor telling you the car just
needs a wheel sensor: for one thing,
the sensors are £200 a throw and if
it’s that easy, why haven’t they done
it? It’s more likely to be a failed ABS
control valve block due to sediment
contamination or a wiring issue.
Uneven braking or ‘brake swerve’ is
something to watch out for on a test
drive and Chris points out that it can be
time-consuming to diagnose and rectify.

ELECTRICS
One of the bugbears of the classic
XJ-S is the non-waterproofed
connectors, especially those in the
underbonnet area which can cause
all kinds of hard-to-trace issues.
This however was one crucial issue
addressed with the facelift and the
introduction of modern waterproofed
electrical connectors made a big
difference to the cars as they aged.

TRIM
In most respects, availability of trim
and detail parts for the later cars is
similar to older XJ-S’s in that parts
supply is generally good although some
items are becoming harder to source.
Terminally tatty seats can ultimately be
sorted by retrimming, although in many
cases a tired interior can be transformed
by a keen DIY owner with nothing more
than patience and leather colourant.
One potential problem you do
need to consider though is the plastic
bumpers on the post-’94 cars which
are no longer available. As Chris points
out, they’re often cracked – remember,
these are big cars – and need specialist
techniques to repair properly.
80 | Jaguar World / February 2024

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TRANSMISSION
All the 6-litre cars used the four-speed
GM box, with a ZF automatic in the
4-litre XJS alongside the rare five-speed
manual Getrag. All are reliable units and
problems should be obvious: check it
engages drive smartly but without a clunk
and that shifts are timely and smooth.
Both units will benefit from having
their fluid changed every few years and
high-mileage ZF boxes which haven’t
seen a fluid and filter change can
display odd traits like skipping a gear
or not engaging reverse when warm.
With all boxes, a knocking or vibration
from the tunnel area can mean the
sprung rear gearbox mount has failed.

powered top can be tricky to troubleshoot
so make sure you watch it raise and
lower. There are six relays in the system
and an issue with any of them can stop
the roof from working. More common
causes though are sticking electric rear
windows or a leaking hydraulic pump.

VALUES
This is a market where values are all over
the place, with low-mileage convertibles

commanding eye-watering money yet
cars still lurking in private sale adverts
and auctions for under £5000.
As a guide, budget on £5000 for a
running coupe needing tidying, with
nicer cars and convertibles running
from £8000 upwards and the later
plastic-bumper cars from £12,000.
The Celebration models carry a
premium, running from £15,000
right up to £25,000 or more for
very low-mileage examples. PW

TECH SPECS
MODEL

XJS 5.3

XJS 4.0 AJ16

XJS 6.0

ENGINE

5343cc V12

3980cc i6

5993cc V12

POWER

285bhp

238bhp

318bhp

CONVERTIBLE

MAX SPEED

153mph

147mph

150mph

The facelifted XJS was only offered with
the full convertible, the targa-topped XJ-SC
having been discontinued in 1988. The

0-60 MPH

6.9secs

7.6secs

6.6secs

ECONOMY

15mpg

25mpg

17mpg

82 | Jaguar World / February 2024

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JW's technical section where we give help, advice and
guidance, making Jaguar ownership that little bit easier

86 Our Jaguars
Paul’s Sportbrake makes the annual Christmas
tree run, Craig finds himself lacking security
clearance to drive his bargain X-Type and
our XJ8 gets some overdue attention.

94 Q&A
Non-starter XK8, misfiring S-Type and XF battery issues.

90 F-Pace engine service

96 Drum brake DIY

Annual maintenance tasks for the 3-litre diesel.

Back to basics as we check and adjust classic stoppers.

OUR JAGUARS | CRAIG CHEETHAM

CRAIG CHEETHAM – CONTRIBUTOR

2002 X-Type 2.5 SE Auto
Craig experiences a security issue
and not transmitting the signal (apparently
there’s a microswitch inside) or it could be
that a random alarm issue has thrown the
ECU into disarray and the code from the
transponder in the key is having a domestic
with the code coming from the transceiver
in the steering column.
Of those, there are a couple I can try
before calling in a specialist for help, but
that leaves me with a small conundrum.
Just how much dare I spend on a car that
was supposed to be a mega-cheap bargain,
before I throw in the towel? I’d love to keep
it going, but with X-Type prices as low as
they are these days, I do wonder if it’s worth
the effort… all suggestions for a fix happily
welcomed!

I

WAS HOPING that I’d be waxing
lyrical about my bargain X-Type’s
performance as a daily driver in this
issue of Jaguar World, but like all bestlaid plans, that one has gone completely
out of the window.
I’d already ordered a replacement heater
switch panel for the car from a specialist
breaker, having determined that the lack
of heater action wasn’t fuse-related and
therefore most likely within the panel itself,
so my intention was to fill this page with
a happy tale of how I’d fixed it, but on the
very day I planned to swap the parts over,
the Jaguar decided it didn’t want to play
ball. It hasn’t moved since...
I opened it up using the key fob as normal,
turned the key and... nothing. Just a neverbefore-seen message on the dash saying
‘Security Failed’ and a complete refusal to
even crank.
At first, I assumed it was the ignition key
at fault, so I went back into the house and
got the spare – it turned out to be equally
ineffective.
Thinking it may be a temporary glitch, I
disconnected the battery and touched the
positive and negative terminals together,
left it for 15 minutes and hoped that an ECU
reset would have it springing back to life,
but with the battery reconnected it was still
as dead as the proverbial dodo. I tested the
battery, which seemed fine, and even ruled
86 | Jaguar World / February 2024

out low voltage by borrowing a good battery
from a mate’s Mondeo – all to no avail.
Which leaves me completely baffled.
Internet wisdom tells me there are a few
possible causes – a short circuit or corroded
plug between the instrument pack and the
ignition switch is one candidate, a break
in the CAN bus wiring across the front
subframe is another, a third option is that
the ignition barrel itself is being problematic

Both keys used to start the X-Type, but now neither
works, which points to a transceiver issue, perhaps?

It looks like Craig’s X-Type is staying where it is for now – after having it all fixed up

OUR JAGUARS | PHIL WEEDEN

PHIL WEEDEN – CHIEF OPERATING OFFICER

2003 Jaguar XJ8
Our XJ8 hits us with some big bills

A

FTER MY summer break, I dropped
the X350 off to my local
independent specialist, Chiltern
Jaguar. They’ve become quite familiar
with our 2003 XJ over the years, which
is no bad thing as they’ve now got quite
a detailed history of all the work they’ve
done on it over the past five or more years.
The September 2023 visit gave us
the chance to rectify the faulty air
conditioning. It was low on gas due to
a cracked O-ring, but the suspicion was
that the condenser unit was also fragile
and it would be ultimately preferable to
replace it. A new radiator and condenser
are about £500 plus VAT and fitting.
We also took the bold decision to
replace the rear air dampers – at £820
plus VAT and fitting each, it’s another
eye watering amount, but ultimately
worth it in my view. Last of the costly
bits were two new rear tyres. We chose
Toyo rubber as they’re decent quality and
not bad value at about £100 a corner.
Trouble is, the total bill for all that
plus a service and MoT topped out at
around £4000, arguably more than the
car is worth. But here’s the thing: all
cars eventually reach a tipping point

where even essential maintenance jobs
can render it economically unviable.
So one ends up accepting that you’re
better off keeping an existing car on the
road than replacing it with something
else; unless that ‘something else’ is a
brand new car, you’re ultimately taking
the chance by buying a replacement
that will also need all these essential
jobs at some point in the future.
Now it’s back on the road (and driving
beautifully I might add) I’ve been using it
for those long-legged trips where I’ve not
fancied taking my electric VW ID4. And
this is where the XJ excels: those long and
often tedious motorway runs where it
just eats up the miles with a comfort and
refinement quite unlike anything else.
I’ve now done around 4000 miles since
that rather expensive service, but it hasn’t
let me down in that time. Well, sort of. The
ABS light has come up, almost certainly
because of a faulty or loose sensor. I note
from the history that rear left one was
replaced in 2021, so could it be the right rear
one? I’ll soon see as it’s now back at Chiltern
getting that work done at time of writing.
While the X350 was in there, the front
right ‘burner’ bulb has been replaced

as apparently that was flickering on a
test drive. My loan car for the duration
has been a 2005 S-Type 2.7 V6 diesel
with 107k miles on the clock. I’m always
so impressed with these loan cars.
Considering it’s probably worth buttons,
this 19 year old S-Type just soldiers on.
It’s a bit lumpy when cold, but once up
to temperature it’s beautifully smooth
and effortless to drive. It made me realise
just how underrated S-Types are.

S-Type loan car impressed. Just don’t mention
the Ford Orion lurking behind it...

February 2024 \ Jaguar World | 87

PAUL WALTON

PAUL WALTON – EDITOR-AT-LARGE

2013 XF Sportbrake 2.2D

A
A
’

ne
EZ I a t a 12.
or
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e
teri g t e capita . Toge
.
tw

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’

88 | Jaguar World / February 2024

.

OUR JAGUARS | PAUL WALTON

The XF Sportbrake together with the XK120 ‘lightweight’ outside JD Classics in Chelmsford

Should Paul have taken the train to shoot this
restored DB6 Vantage in Beckenham?

Next was a trip to Durham for this very rare DB2/4
Fixedhead Coupe in the snow

title, with a new aluminium body plus an
uprated engine and beefier brakes, it was
certainly faster than a standard example.
But with a change in London, the journey
would have taken much longer by rail than
the 90 minutes it usually takes me to travel
from my house outside Peterborough down
the M11 to Essex.
A visit to Aston Martin Heritage Trust
located in Oxfordshire was next. Housed
in a 14th century tithe barn, it’s very
different from the Jaguar Daimler Heritage
Trust’s modern Gaydon-based Collections
Centre but filled with many important and
priceless artefacts from Aston Martin’s
history it was still a fascinating visit.
This was followed two days later by a
200-mile journey to the Aston Workshop
located near Durham to shoot a rare
DB2/4 Mk2 Fixedhead Coupe, one of only
34 produced. Although there’s no denying
the East Coast Mainline would have been
much easier, since I hail from the very tip of
North Yorkshire and my family still live in
the area, I reckon I can drive the first 160
miles of the journey to Scotch Corner with
my eyes closed.
Obviously I don’t but thanks to
the Sportbrake’s always spacious and
comfortable interior, smoothish 2.2-litre
diesel plus large cup holders, the journey

passes as comfortably as if I’d taken the
train. And since the XF returns around
45mpg, it probably cost the same too.
Admittedly the heavy snow at Durham
came as a something as a surprise but
thankfully with the main roads gritted my
journey wasn’t impeded, not something
you can always say about the railways at
this time of year. Or any time of year for
that matter.
I spent the subsequent weekend with
my parents who live near Richmond, North

Yorkshire. Since the area also enjoyed a
heavy snowfall, I woke on Sunday morning
to discover the XF Sportbrake hidden under
a thick blanket making it look more like a
sculpture rather than a hard-working car.
With this being early December, I took
the opportunity to collect a Christmas tree
from my father’s plantation. Despite being
a six-footer, it still slid into the XF’s long
boot far easier than it would have done
on the overhead luggage rack of a secondclass carriage. Admittedly the wet branches
and old pine needles left the interior in
something of a mess but it was no worse
than the last train out of London on a
Saturday night.
The final outing of this manic schedule
was to Wokingham the following Monday
for Tom Lenthall’s incredible supercharged
XJ6 Coupe 4.0-litre. You can read about
the car in the next issue but it’s a
tremendous piece of work.
As is my XF Sportbrake but for totally
different reasons. Although now ten years
old and having covered 115,000 miles,
it remains both a workhorse and luxury
saloon. But more importantly, far better
and more practical than any train.

The Walton family’s 2023 Christmas tree ready to
be loaded into the rear of Paul’s Sportbrake

Tom Lenthall’s remarkable supercharged XJ6 with Paul’s Sportbrake

February 2024 \ Jaguar World | 89

WORKSHOP

F-Pace 3.0 TDV6
engine service
We follow independent Jaguar specialist Tasker and Lacy of Leeds
servicing the 3-litre V6 diesel engine in the Jaguar F-Pace
WO R D S & P H OTO G R A P H Y R O B H AW K I N S

DOING IT YOURSELF

T

HE 2993cc V6 diesel engine
fitted to the Jaguar F-Pace
should have its engine oil and
filter refreshed every 12 months
or 16,000 miles along with its cabin filter.
The air and fuel filters should be replaced
every 32,000 miles or two years.
We’re following as independent
Jaguar specialist Tasker and Lacy
replaces all of the aforementioned
filters and also change the engine
oil. As we discover, the cabin filter
is potentially one of the hardest to
replace. The correct procedure is to
remove the glovebox, but T&L has
discovered the filter can be accessed
from the back of the engine bay after
removing some trim.
90 | Jaguar World / February 2024

Talking of correct procedures, the
engine’s oil can be extracted via a
dipstick tube located in the engine bay,
but in this instance, T&L prefers to drain
it by releasing the 13mm drain plug. This
method requires the vehicle to be raised
to remove the engine undertray, which in
turn allows the underside of the engine
to be inspected for oil leaks.

THANKS TO
Tasker and Lacy
2 Wyther Lane
Leeds LS5 3BT
0113 274 3362
https://taskerandlacy.com

Difficulty
Time required: 2+ hours
On your own? Yes

TOOLS
■
■
■
■
■
■
■
■
■

Clean measuring jug
Lift, pit or car ramps
Oil drainer
Screwdrivers
Spanners/sockets 10-30mm
Torch
Torque wrench
T25 Torx bit
Trim tool

1
We start with some simple engine bay checks, releasing the lid of the
fusebox on the offside of the engine bay to look for water ingress and to
check the positive terminal for connecting a jump pack

3
The engine coolant can also be checked by looking at the translucent
expansion tank in the nearside of the engine bay. The level of the pinkcoloured coolant is close to the ‘max’ marker so it doesn’t need topping up

5
The screenwash needs topping up. The reservoir’s filler neck is next
to the offside inner wing. We add a couple of litres of concentrated
screenwash, then top up with water – the reservoir is almost empty

7
There’s enough room to be able to lift the lid of each housing and
retrieve the old air filter. After checking the inside of each housing is
clean, a new air filter is fitted, and the lid is secured with its Torx screws

2
After unclipping a plastic grille in the offside rear corner of the engine bay,
we can see the brake fluid reservoir. There’s a ‘max’ marker on the side to
check the level inside. A torch helps to check there’s enough brake fluid

4
The engine isn’t hot, so we squeeze any coolant hoses in the engine bay
to check them for perishing and leaks. If coolant has leaked, there may
be a pink-coloured residue, especially around hose connections

6
There are two air filters that need to be replaced. Each one is secured
inside a plastic housing in the front corners of the engine bay. We start
by undoing seven Torx T25 screws for the lid of each housing

8
We move on to the cabin filter, which can be accessed by removing the
glovebox, but T&L’s technician, Walter, has a quicker method. First, he
unclips the plastic grille in the nearside rear corner of the engine bay

February 2024 \ Jaguar World | 91

9
Next, he has to release five plastic trim plugs to raise the trim around the
back of the engine bay. There’s an electrical plug for the heated screenwash
hose to disconnect and a large block of foam (shown here) to remove

11
Walter extracts the old cabin filter and fits the new one, folding each one
a little to manoeuvre them through the gap – luckily the new one springs
back into shape. He checks the airflow arrows point downwards

13
The oil filter is next. The upper engine cover has already been removed
(it’s clipped into position), so a 30mm socket is used to slacken the filter
housing. It’s left for a few minutes to allow the oil to drain

15
Before we fit a new oil filter, the engine oil needs to be drained. We could
suck the old oil out via this dipstick tube (although there’s no dipstick,
only a level check on the dashboard). Walter prefers to undo the drain plug

92 | Jaguar World / February 2024

10
We shine a torch into the area that was hidden by all the trim that has
been released. We see a cabin filter laid flat. Walter explains that it’s not
easy to extract and will need to be folded a little to get it out

12
When refitting the trim, Walter stresses that the trim across the base of
the windscreen must be secure, so he carefully taps it into position. Hit it
too hard, however, and you can crack the glass

14
Walter unscrews the oil filter housing and by leaving it for a few minutes,
there’s very little oil left inside (it has drained into the engine), so it’s not
a particularly messy job to remove it

16
The engine undertray needs to be removed to access the drain plug,
so while raised on a two-post lift at T&L, a total of 21 10mm bolts are
undone. Some of these are rusty, so we lubricate them afterwards

WORKSHOP

17
With an oil drainer positioned underneath the sump, the 13mm drain
plug is carefully undone and the old engine oil runs out. There are
roughly seven litres of oil to drain, so it takes a few minutes

19
After measuring six litres of 5W30 fully synthetic engine oil into a clean
jug, it’s poured into the engine via the filler cap. Walter doesn’t want to
risk overfilling the engine, so he doesn’t pour the full amount in

21
The final job is to replace the fuel filter. It’s located at the nearside rear of
the engine bay and is quite difficult to access. Our photo shows the new
one and how the old filter is secured – it will need releasing with a trim tool

23
A trim tool is used to release the old fuel filter from its mount. Walter
lifts it up and detaches the electrical plug on the base (it’s for a water
sensor) and unclips its wiring. The old fuel filter is removed and discarded

18
Once the oil has drained, a new sump plug is fitted, Walter extracts the
old oil filter, clicks a new one into the housing and replaces the O-ring,
then fits the housing, tightening it to 27Nm

20
The ignition is switched on and the steering wheel buttons are operated
to check the engine oil level. The reading states to add one litre of oil, so
Walter measures it out and pours it into the engine

22
Walter detaches the two fuel pipes connected to the top of the old fuel
filter. They are a quick-release design, requiring a clip to be lifted up a
little with a small screwdriver. He also detaches an earth lead connection

24
After refitting the water sensor plug, the filter is lowered into position,
reconnecting the fuel hoses and earth lead.Walter switches the ignition
on and off three times to prime the filter, then starts the engine

February 2024 \ Jaguar World | 93

QUESTIONS AND ANSWERS

Jaguar World's
technical advice service
Edited by Ray Ingman

Intermittent XJ8

Q

I have an annoying intermittent
fault with my 106,000-mile,
2004 XJ8: no ignition on the
crank position of the key. The panel
lights etc illuminate, but the engine
doesn’t turn over. If I play with the
fob, opening and closing sometimes
that solves it, and sometimes if I just
leave it overnight it cranks. I have
swapped out three of the front power
distribution fuse boxes at least once
and physically banging on the box with
the key in the crank position resulted in
‘away she went’!
My mechanic believes the security
system is at fault and that may
be controlled by the rear power
distribution fuse box, which I am
attempting to obtain.
Has anyone experienced this
irritating feature, and if so, what

94 | Jaguar World / February 2024

was the solution? Apparently, some
Ford models of the same vintage
presented a similar problem. I hope
that someone out there in the Jaguar
World knows the answer. I enjoy the
magazine very much - reminding so
much of my early years in Britain, from
my current distant outpost of the old
empire Fort Lauderdale.
David Hendry

A

Intermittent faults are difficult
to test/prove – especially
remotely. Fuse board faults
can indeed present these symptoms.
While the fault is present, test the
security system by locking and
alarming, then unlock the door with
the key. This will initiate a warning
‘beep-beep-beep’ noise, giving you
time to put the key in the ignition and

turn it on (sometimes you need to
turn off then immediately on again) to
prevent a full alarm sounding. This will
prove the key transponder and reader
are working.
Sometimes there are variations
in different markets, but you can
check to see if your car has a key
transponder by wrapping the handle
end tightly in silver foil. If there is a
transponder system present it will not
start with the foil on.
Next test the gear selector switch try cranking in neutral or wriggle the
lever in the park position.
If this tests positively, rig a low
wattage test light to the starter
relay connection to check for an
intermittent wiring fault. Also, check
the wiring continuity to the starter
solenoid, noting any physical damage.

QUESTIONS AND ANSWERS

Missing S-Type

We’d agree that the root of both
your problems is almost certainly
an intake air leak. Hence, the inlet
manifold gasket replacement you propose
may well effect a cure. However, common

alternative leak sources include the vacuum
elbow located at the rear of the manifold,
the breather pipe from the throttle body
and the intake manifold ‘power valve’
o-ring seals which are part of the variable
length inlet tract system. Any air leak
located between the throttle and the
manifold joint with the cylinder head
could be the culprit, so listen for a hissing
noise whilst the engine is idling. To isolate
the exact area of the problem, employ a
stethoscope, or a length of flexible small
bore tubing.
As to plug and coil pack replacement,
this could possibly represent a waste
of your time and finances. A simple
downloading of the inevitable fault codes
(a service costing around £50 from a
specialist) would reveal not only problems
in those areas but would also throw up a
‘lean mixture code’ relevant to one or both
banks of the engine. The latter confirming
the presence of an air leak... which is where
we came in.

If the one-touch function does not raise
back up automatically then repeat the
process. Also, you may need to reset the
clock which is in ‘vehicle settings’ on the
touch screen menu.
Incidentally, later XFs have a battery
monitoring module - a small black box
the size of a cigarette packet (remember
those?) attached to the positive terminal.
These can require reconfiguring after a
flat battery is removed and refitted fully

charged. The battery monitoring system
is used to more accurately control the
alternator output and can be upset by
seeing a flat battery at key off, then a fully
charged one at key on.
It is also worth noting on these cars, it
is recommended that when charging on
the car or boost starting, the negative
connection on the battery should not
be used. Instead a chassis point 1m away
should be employed to protect the module.

Q

I have a couple of issues I’m
attempting to solve on my 2002
S-Type V6 3.0 automatic. When
driving at normal engine temperature
and accelerating, the engine appears to
misfire. It’s nothing major but it feels like
something is cutting out momentarily
then picking up. This is an intermittent
problem, and my first thoughts are the
spark plugs and/or the coil packs, so I
intend to replace them both, along with
the inlet manifold gaskets. Would you
recommend this course of action or
suggest other checks?
Secondly, I’m not sure if this issue is
connected to the first one but when the
engine is operating at normal temperature
(car stationary and idling) the engine
revs fluctuate increasing by a couple of
hundred rpm, then returning to a normal
idle speed. This is not an issue when

driving. I’m no expert and don’t know
which direction to go with this. Having
done a little reading, I get the impression
that it could be air leaking somewhere but
I’m not sure where to start looking.
Martin Armes

A

X250 XF Battery

Q

Could you please tell me what
problems would be created if I
disconnected the battery and
recharged it on my 2008 XF? What
procedures need to be carried out to reset
the systems once the battery has been
reconnected? I have looked through the
manuals but cannot find any information
that helps me to decide whether to
attempt the task myself at home.
Richard Mason

A

The early XF battery ‘remove
and refit’ procedure is quite
straightforward with few pitfalls:
Observe the usual precautions – remove
the negative (earth) first and cover the
battery terminal, then the positive, also
insulating the terminal. Reverse to refit.
Once the battery is fully charged and
reconnected you will need to set up the
anti-trap window function. This is achieved
by lowering all four windows, keeping
the switch depressed when they are fully
down for two seconds, and then raising
the windows to the top and holding for
another two seconds.

Send your technical questions to jwm.questions@kelsey.co.uk
Keith Parrington of
JW would like to thank Martin Pike of Classic Engineering, (01992 788967)
Painting Classic Cars (01323 885123)
and Tom Lenthall of Tom Lenthall Ltd (0118 9731614)
February 2024 \ Jaguar World | 95

WORKSHOP

Servicing the XK120’s
drum brakes
We follow independent classic Jaguar specialist Ken Jenkins
servicing the drum brakes on an XK120 DHC
WO R D S & P H OTO G R A P H Y
R O B H AW K I N S

T

HE JAGUAR XK120 was
originally equipped with
drum brakes all round, which
require routine maintenance
to ensure they remain in good working
order. Fortunately, they are quite
straightforward to dismantle, inspect and
clean, so we’ve asked independent classic
Jaguar specialist Ken Jenkins to reveal
what’s involved.
The front brake drums on an XK120 have
two hydraulic wheel cylinders at each brake
and use an automatic means of adjusting
the shoes (it’s a ratchet mechanism). Each
rear brake only has one hydraulic wheel
cylinder and a mechanical adjuster.
If you are unsure whether the brake
shoes fitted to a car of this age are old
enough to contain asbestos, it’s essential
96 | Jaguar World / February 2024

to wear a breathing mask when working on
them. Spray brake cleaner over the brakes
to help dampen any brake dust.
The XK120 shown in our photographs
has had its wheels converted from steels
to wires, so there are a few non-standard
fittings, such as a spacer ring and a set of
collars around the studs that secure each
brake drum.

THANKS TO
Ken Jenkins Classic
Jaguar Specialist
Unit A
Holme House Farm
Owday Lane
Worksop S81 8DJ
01909 733209
www.ukjag.co.uk

DOING IT YOURSELF
Difficulty
Time required: 3-4 hours
On your own? Yes

TOOLS
■
■
■
■
■
■
■
■
■
■

Axle stands
Brake cleaner
Breathing mask
Mallet
Paper towel
Screwdrivers
Spanners: 11/16”
Trolley jack
Wheel chocks
Wire brush

REAR DRUMS

1
We’re starting at the rear of the XK120 because we suspect there’s a fluid
leak. Ken’s apprentice, Giulio, slackens the wheel spinners for the rear wheels.
This vehicle’s wheels have been converted from steels to wires

3
After unwinding the centre spinner for the offside rear road wheel, the wheel
is removed, then five 11/16” nuts are undone that secure the brake drum in
position. Each one is fitted with flat and spring washers

5
There’s an inspection hole on the face of the brake drum, which when
positioned at 2 o’clock on the offside rear, allows access to an adjuster for
the brake shoes. Using a flat blade screwdriver, it’s turned clockwise

7
The brake shoes and backing plate are a little dusty, so brake cleaner is
sprayed over them. This also helps to dampen any brake dust, and if the
shoes contain asbestos, a breathing mask must be worn

2
With the front wheels chocked, the rear of the vehicle is raised using a
trolley jack positioned under the diff casing. Axle stands are fitted under the
frontmost leaf spring mounts with cardboard on top to protect the paintwork

4
Giulio taps the face of the brake drum with a mallet to help release it. This
also helps to back off the brake shoes. The brake drum feels sufficiently
free to be able to waggle it off, but it’s worthwhile backing off the shoes

6
The drum can now be removed to reveal a single wheel cylinder.
We inspect the inside of the drum and wipe it clean with paper towel
and brake cleaner. It’s hardly worn, so it can be reused

8
A wire brush is used to clean the back plate. The brake cleaner helped
to loosen any dirt, so it can now be scrubbed off. More brake cleaner is
applied to dampen any dust

February 2024 \ Jaguar World | 97

9
The edges of the brake shoes’ friction material can get clogged with dirt and
dust, so they are scraped clean with a flat blade screwdriver, then wiped
down with paper towel

11
The brake drum is refitted and the brake shoes are adjusted until the drum
is locked. Rob backs off the adjuster by two clicks, then Giulio presses the
brake pedal twice to align the shoes. Rob checks the adjustment again

13
There are also collars fitted over each bolt/stud that secure the drum,
which seem to be obstructing it. Ken says the spacer ring and collars are
part of the wire wheel conversion. We notice some of the bolts are loose

15
We decide to back off the brake adjuster for the brake shoes to make sure
everything can be fitted. Trial-fitting the brake drum without the spacer
and collars is now easier and the gaps for them are even

98 | Jaguar World / February 2024

10
We find a little moisture around the bottom of the back plate, but there
are no visible leaks from the wheel cylinder or the brake pipe routed to it.
We clean everything and will need to keep an eye on this for now

12
The nearside rear brakes are just as clean as the offside, and we find we can
remove the drum without backing off the shoes. However, we struggle to
refit the drum. There’s a centre spacer ring which seems to be obstructing

14
Those collars are the right size to fit inside the holes in the face of the brake
drum, so there should be no issue with them. And the spacer ring mentioned
in step 12 is needed – we fit the drum without it to find out

16
Confident the rear brake drum should have the spacer ring and collars
fitted, we refit them along with the drum, then adjust the shoes in the
same way as described in Step 11

WORKSHOP

FRONT DRUMS

17
Ken Jenkins recommends raising a front corner of the XK120 using a
trolley jack positioned underneath the lower wishbone, close to the balljoint, and supporting the vehicle with an axle stand underneath the chassis

19
There’s no mechanical adjuster for the front brake shoes, so hitting the
face of the drum with a mallet (not the edges) helps to release the brake
shoes and, in turn, release the drum.

21
The position of the brake shoes is automatically adjusted via a ratchet
mechanism, which is shown here. The flat bar fitted through it hasn’t moved to
the end and the friction material isn’t worn, so the shoes don’t need replacing

23
The back plate is lightly scrubbed with a steel wire brush to help loosen
any dirt, then more brake cleaner is applied. The inside area of the back
plate is wiped clean with paper towel to remove any unwanted dirt

18
After removing the road wheel, Giulio slackens five 11/16” nuts that
secure the brake drum in position. Rob presses the brake pedal to prevent
the drum spinning when undoing them

20
Each front drum brake assembly has two wheel cylinders (there’s only one
wheel cylinder for each rear brake). There are rubber dust covers, which
we inspect by pinching them to check for perishing and leaks

22
Brake cleaner is sprayed over the brake shoes and backing plate, but not
the rubber dust covers for the wheel cylinders as it can damage them.
This helps to loosen any dirt, but also dampen any brake dust

24
Finally, the edges of the brake shoes’ friction material are cleaned with a
flat blade screwdriver, then the brake drum is refitted and secured with
its 11/16” nuts before pressing the brake pedal

February 2024 \ Jaguar World | 99

SOCKET SETS

DURABLE, SHOCKPROOF CASES
Secure lock system with click mechanism so you know
the top is closed properly
Hard-wearing hinge with metal pin for increased life
Retractable handle, especially designed for comfort and durability.
Clear layout makes it easier to see which tools are missing
Rubber feet to prevent the box from sliding and which
protects against scratching
Fully recyclable packaging that helps the environment
®

CONTACT 015257 11500 TO FIND YOUR LOCAL DEALER

From the
archives
Snapshots from
Jaguar history
We’re in New York City this month watching
railway workers strapping a pair of brand new
XK120s down to a rail car operated by Great
Lakes forwarding of Buffalo.
The photo is dated 1953, which means this
was taken soon after relations between William
Lyons and his US importer, the notorious
Maximilian Hoffman had publicly broken down
over Hoffman’s policy of insisting his dealers
take two of the slow-selling Volkswagens for
every Jaguar XK.
Minutes of board meetings from the time
show that nearly all exports were going
to the USA, so this was a significant issue,
eventually leading to Lyons installing his own
man, Johannes Eerdmans in a New York office
directly opposite Hoffman’s palatial Lloyd
Wright-designed Park Avenue showroom.
Despite Jaguar setting up its own USA
subsidiary, the wily Hoffman would remain the
marque’s East Coast distributor until 1956 and
even after his contract was terminated at great
cost would still receive a royalty on Jaguars sold
in his former territory.

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CURRENT LISTINGS
JAGUAR XJ8 SPORT 308 MODEL

2002, 93000 miles, £3,499. Full MOT 2nd
October 2023. Full leather, electric heated
memory seats, electric column, air con, CD
player, cruise. XJR wheels in good condition
with excellent tyres, computer active technology
suspension, private plate included in sale. Next
MOT due 28/10/2023, silver, 4 owners. This car
comes with alloy wheels (13in); climate control;
computer cruise control; in car entertainment
(radio/cassette/CD autochanger); parking aid
(front); seats electric (driver/passenger). Please
call 07803099030, North East.

JAGUAR XKR SILVERSTONE

2000, 115400 miles, £7,750. 4.0 litre
Supercharged V8. MOT till March 2024. MOT
advisories addressed – new front discs and pads
– track rod ends. Recent new battery. All bills and
MOT certificates. Car is ULEZ compliant. Please
call 07768527546, Greater London.
120819

120811

JAGUAR XK

2011, 17500 miles, £23,500. 5.0 litre X150,
(61 reg). Normally aspirated, 385ps / torque
516Nm/381 lb-ft, 6 speed auto with paddles.
MOT history and full service record to prove.
Liquid Silver Metallic paintwork. Warm Charcoal
Leather interior. 19” Alloys, 245 front/275 rear,
new Continental tyres fitted Feb 2023. Space
saver spare wheel (unused), jack and wheel brace
etc. New battery fitted Aug 2021, full service and
clean MOT by Swallows Feb 2023. This car is in
immaculate as new condition and drives as a new
Jaguar XK. Please call 07419128562, Greater
London.
121248

JAGUAR E-TYPE

JAGUAR XJS

1989, £16,000. Jaguar XJS 5.3 V12 Convertible,
1989 in Solent Blue with Oatmeal interior, 129151
miles with extensive and detailed service history,
new hood and recent service, this car has received
34 years of love and care. Interesting registration
number, real collectors piece which can be used
daily. 12 months MOT. Please call 07815 040038,
South West.

1967, £87,995. Series I 4.2 FHC. In 1989 the
E-Type was converted to right hand drive and
used regularly throughout the 1990’s ahead of a
comprehensive restoration between 2003 - 2006.
In 2003, still in good useable condition the E-Type
was subject of a light restoration that included the
body being stripped down and re-painted and built
up with all new rubbers. The engine was stripped
and rebuilt with new pistons, main and big end
bearings, crankshaft regrind and new timing
chains. The recent owners have replaced the seat
foams. Please call 01944 758000, Yorkshire and
the Humber. (T)

119542

121206

JAGUAR XJ6L

1996, 50300 miles, £6,995. Rare X330 LWB.
Sherwood green metallic, full oatmeal hide. One
previous owner only. FJSH and just serviced.
12m MOT. No rust. New headlining, clock and
suspension bushes. Refurb A/C and alloys. Full
valet. Stunning. Runs like a dream. Please call
07716875143, South East.
121371

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Chiltern
Jaguar Specialists

Tel 01442 833311
Open Mon -Fri 9.30am- 6pm,
Sat 9.30-5pm, Sunday by appointment
Unit 1 and 2 Independent Business Park,
Mill Road, Stokenchurch, High Wycombe,
Buckinghamshire, HP14 3TP Jct5 M40

2017 Jaguar F-Type 3.0 Supercharged V6 R-Dynamic 2dr
11,000 miles, 8" touch screen, Metallic paint, Heated front seats,
Bluetooth telephone connectivity, Auto high beam, InControl
remote premium, Lane departure warning system, Ambient interior
lighting, Rear, Rear parking aid, Front parking aid..................£35,995

2009 Jaguar XKR 5.0 V8 Convertible 2dr Petrol Auto Euro 5
(510 ps) 35,000 miles, 20in nevis alloy wheels, aluminium veneer,
cruise control & speed limiter, Dark oak veneer, hood- beige,
Leather steering wheel, R Performance Aerodynamic Pack, DAB
Digital radio....................................................................................£23,995

2010 Jaguar XK 5.0 V8 2dr Auto
74,000 miles, Bluetooth wireless phone connectivity, DAB
Digital radio, Jaguar 525W premium sound system, Clock, DVD
Satellite Navigation with 7" colour display
.................................................................................................. £17,995

2014 Jaguar F-Type 3.0 V6 S Auto Euro 5 (s/s) 2dr
20in alloy wheels - black tornado, premium leather with premium
leather interior, jaguar super performance braking system with red
calipers, Rain sensing windscreen wipers, Sports suspension, centre
console - dark hex aluminium with s graphic ...................................£26,995

2014 Jaguar XK 5.0 Supercharged V8 Dynamic R 2dr Auto
20in alloy wheels - vortex, Control, Adaptive restraint technology
system, seats - memory function with 3 settings - exterior mirrors and
steering column, telephone pre-wiring with universal Connector ........
............................................................................................ £39,995

2016 Jaguar F-Type 5.0 V8 R Auto Euro 6 (s/s) 2dr
20in alloy wheels - rotor, configurable dynamic mode with dynamic-i
information displays, reverse park camera with guidance, console premium leather with twin stitching, Rain sensing windscreen wipers,
Air quality sensor, Red seat belts .......................................................£35,995

2006 Jaguar XK 4.2 V8 2dr Auto
72,000 miles, convertible, automatic, bluetooth wireless phone
connectivity, navigation system with touch screen, reverse
parking aid, speed sensitive power steering, body colour
bumpers......................................................................................£15,995

2008 Jaguar XKR 4.2 Supercharged V8 2dr Auto
Aerial integrated into rear boot spoiler, 10 way electric front
seats including lumbar support, Intrusion sensing and
inclination sensing, Body colour electric adjustable heated
door mirrors ................................................................................£19,995

2011 Jaguar XK 5.0 Supercharged V8 R 2dr Auto
reverse park camera with guidance, Bi-Xenon cornering headlamps
with auto levelling and pressure washers, Trip computer with
message system, 20in nevis alloy wheels, Leather steering wheel
with contrast stitching .. ................................................................. £23,995

2004 Jaguar XK8 4.2 2dr Auto
74,000 miles, Alarm alloy wheels (17in), Computer (driver
information system), Cruise Control, Electric windows (front/
rear), In-car entertainment (radio/cd autochanger), Upholstery
leather, Front cupholder .........................................................£14,995

2010 Jaguar XKR 4.2 V8 Auto 2dr
57,000 miles, Black Metallic, Ivory luxury leather, Electric windows
(front), Cruise control, Climate control, Adjustable steering column,
Air bag driver, Air bag passenger, Air bag side, Alarm, Central door
locking, Immobiliser, Keyless entry .............................................. £19,995

2013 Jaguar XK 5.0 V8 Portfolio 2dr Auto
46,000 miles, Automatic headlights + automatic windscreen
wipers, bowers and wilkins 525w surround sound system, electric
windows - front with one touch open and close-anti trap, Heated
front windscreen .......................................................................... £27,995

AA Approved
Dealer
2014 Jaguar F-Type 3.0 V6 S Auto Euro 5 (s/s)
36,000 miles, Red brake calipers, Active sports
exhaust, Adaptive dynamics, 20in alloy wheels
- black cyclone, fixed panoramic roof, Rain sensing
windscreen wipers ........................................£27,995

2018 Jaguar E-Pace 2.0d 5dr 2WD
50,000 miles, 17in alloy wheels, 2-zone climate
control, LED headlights & tail lights, Lane keep
assist, intrusion sensor, Voice control system with
5in display with instrument panel ................ £15,995

2002 Jaguar XK8 4.0 2dr Auto
Climate Control Trip Computer electric windows
(front) seats electric (driver), Heated front screen
wood/leather steering wheel & gear knob classic
leather pack, Rear parking sensors ............ £12,995

All cars sold with:
• Full MOT
• Full Service
• Pre-delivery inspection
36 month parts and labour warranty
available on all Jaguars

www.chilternjag.co.uk

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JAGUAR XK

JAGUAR XK

JAGUAR XK

2014, 29000 miles, £39,995. 5.0 V8 Dynamic R
Auto Euro 5 2dr. Convertible, automatic, petrol.
Please call 01442 833311, East of England. (T)
2011, 28000 miles, £26,995. 5.0 V8 Portfolio

121427

2013, 21000 miles, £29,995. 5.0 Supercharged
V8 R 2dr Auto. Convertible, petrol. This car has
sustained previous accident damage and as such
is recorded as a CAT D insurance loss. The car is
in superb order. Please call 01442 833311, East
of England. (T)

JAGUAR F-TYPE

121430

Auto Euro 5 2dr. Convertible, petrol, automatic.
Please call 01442 833311, East of England. (T)
121433

JAGUAR 420

JAGUAR XK

2017, 17000 miles, £35,995. 3.0 V6 R-Dynamic
Euro 6 (s/s) 2dr. Petrol, manual, convertible.

1967, 72500 miles, £16,500. 4.2 litre straight

Please call 01442 833311, East of England. (T)
121428

6 cylinder XJ engine, now very rare, especially
2013, 46000 miles, £27,995. 5.0 V8 Portfolio
Auto Euro 5 2dr. Convertible, petrol, automatic.
Please call 01442 833311, East of England. (T)

JAGUAR F-TYPE

121431

in this all-original condition with only 26 left on
the road in the UK, excellent condition throughout,
Opalescent Silver Blue Metallic, black leather
interior in lovely condition with distinctive old car

JAGUAR F-TYPE

aroma, 4-speed manual gearbox plus overdrive,
power steering, fully restored, rustproofed and
engine rebuild at 63000 miles, MOT 30th May
2024 (all advisories addressed), every function
and control fully operational, massive service
history back to early 1970’s, celebrity owner for 7
years late eighties / early nineties, with full service
history, all receipts and MOT’s back to 1974,
Historic Tax, ULEZ exempt, eligible for classic car

2016, 36000 miles, £35,995. 5.0 V8 R Auto Euro
6 (s/s) 2dr. Coupe, petrol, automatic. Please call
01442 833311, East of England. (T)
121429

agreed value insurance (I pay £100 per annum).
2014, 36000 miles, £27,995. 3.0 V6 S Auto Euro
5 (s/s) 2dr. Petrol, automatic, coupe. Please call
01442 833311, East of England. (T)
121432

Located in Bishopton Renfrewshire Scotland PA7
5AE.
121542

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

JAGUAR XJS

JAGUAR XJ6

JAGUAR XJ

2004, 63300 miles, £5,350. 3 litre V6 Petrol. A
fabulous car, automatic with sports mode. The
1996, 106000 miles, £19,995. Convertible

car is silky smooth, platinum silver beauty, with

Celebration 4 litre petrol, automatic in blue with

full leather interior and wood capping’s. The car

cream leather interior. Three previous keepers.

has alloy wheels, radio CD player and cassette
player. The air/con is ice cold making this a very

Owned since 2012. Lots of service history.
New MOT with no advisories. Jaguar Heritage

2004, 82000 miles, £8,000. Ex-VIP Royal

nice place to pass the time away. The underbody

certificate confirming matching numbers. Drives

protection. Charles and Camilla wedding. Regular

is extremely clean. The car has been fully serviced

as it should. Please call 07931 360396, North

service. No problems. MOT, D. Please call

and a new battery fitted. Please call 01491-

West.

07707015144, Scotland.

680286, South East.

121558

121019

120854

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JAGUAR XJ6

JAGUAR S-TYPE

JAGUAR XJS CONVERTIBLE

1995, 89000 miles, £10,995. 4 litre petrol,
automatic, in rose bronze with a cream leather
interior. Left hand drive. Full history new MOT,
Heritage Certificate. Drives beautifully, must be
seen. Please call 07931 360396, North West.

2004, 104000 miles, £2,995. Car is sound and
runs well but needs a bit of TLC. An ideal car for
a Jaguar enthusiast. Please call 01756 748200,
Yorkshire and the Humber.

120893

120867

JAGUAR S-TYPE

JAGUAR E-TYPE

2001, 55000 miles, £2,500. Jaguar S Type in
blue. Registered 2001. Excellent condition. 12
months MOT. Full service history. Please call
07914389236, Yorkshire and the Humber.
119308

JAGUAR S-TYPE

2006, 89000 miles, £2,500. 3.0 V6 XS Limited
Edition,black with black leather, 2 owners, low
mileage with Full Service History, MOT with
no advisories, excellent condition. Please call
07714263355, Scotland.
118993

JAGUAR S-TYPE

1969, £59,995. Straight body with a beautiful
paint finish, bright chrome and now an
exceptional, first class engine bay. The Beige
leather upholstery has delightfully aged and is
lovely throughout and the car drives superbly
with an excellent strong fit engine holding
impressive oil pressure. The E-Type is smooth,
powerful, is particularly quiet and handles,
steers and brakes superbly having had the
more recent front-end refurbishment work. This
is a superb opportunity to purchase a fabulous,
tight driving E-Type ideal and capable of long
distance touring. Please call 01944 758000,
Yorkshire and the Humber. (T)
119336

2006, £8,495. Jaguar S type R. In grey,
77,500 miles from new; MOT till March 2023,
full-service history. A1 Condition. Please call
07914389236, Yorkshire and the Humber.

1986, £5. Jaguar XJ6 and Sovereign Haynes
workshop manual. Postage not included. Please
call 01724840026, North East.

1965, £49,995. The underside is beautifully
presented and is exceptionally clean, the
bodywork and paintwork stunning with excellent
straight panels and a gleaming finish. Door fits
and gaps are top class, the body as good as you
could ever expect. The chrome is first class, the
engine bay and boot show standard with tools
and tool kit present. Please call 01944 758000,
Yorkshire and the Humber. (T)

117842

119334

117873

JAGUAR XJ6

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JAGUAR XJS

JAGUAR SOVEREIGN

JAGUAR S-TYPE

1969, £2,000. 3.4 automatic transmission
needs welding in the usual places. Tax and MOT
exempt. Black leather seats. Please call 07856
896019, East Midlands.

1989, £23,995. The Jaguar presents superbly
with a stunning paint finish, impressive brightwork
and an excellent straight bodyshell. The original
upholstery is impressive and is exceptional for
over 30 years old. Please call 01944 758000,
Yorkshire and the Humber. (T)

121125

JAGUAR XKR

119361

JAGUAR XK140
2000, 164000 miles, £5,000. Grey Sovereign
XJ8, Excellent Condition, Brand New Battery,
All Black Leather Interior. The professional
image shown with the building behind it was at
a Jaguar Rally it is the same car for sale. Please
call 07563739899, East of England.
117241

POA. A original RH hand classic, with a Jaguar
Heritage Certificate, detailed in the XK Southern
hemesphere book with a comprehensive history,
returning home to the UK (Castle Donnington) April
2023. Please call 027 835370441, East Midlands.

JAGUAR 420G
£29,500. XKR convertible 2005 white badge
carbon edition. UK original condition. Very low
mileage only 18600 miles from new. 12months
M.O.T when sale agreed. Please call 01513
272353, West Midlands.

117935

JAGUAR 420 S-TYPE
1967, 72500 miles, £16,950. 4.2 L, 245bhp,
independent rear suspension, rare manual
transmission with overdrive, power steering,
opalescent silver-blue metallic, black leather,
factory wire wheels, factory radio with retractable
electric ariel, electric choke, engine rebuilt, recent
new clutch hydraulic system, partial stainless
steel exhaust, new downpipe, recent work to
carburetors, brakes and cooling system. Excellent
condition, once owned by a celebrity who featured
it in Classic Car magazine [copy included]. Please
call 07921 712289, Scotland.
121116

117948

JAGUAR XJ6

07795672702, Yorkshire and the Humber.

1993, 96962 miles, £3,995. This car is in
excellent condition. The paint colour is metallic
oyster and has beige leather upholstery. Many
renewed parts: fuel tank, filter, new fuel pump
and wiring, new battery, new alternator, fuse
box, door locks, both sills with stone chip finish
are new. Headlining is also new. Please call
07999418267, North West.

118692

121138

1969, 13776 miles, £29,995. JAGUAR - 420 1969. Launched in 1966, the 420 was the final
incarnation of Jaguar’s amazingly successful
medium-sized saloon line that had commenced
way back in 1955 with the MK1. Possessing
superior handling and greater range.Please call

TO ADVERTISE VISIT:

OR EMAIL:

WWW.MOTORFREEADS.CO.UK

CARS@KELSEYCLASSIFIEDS.CO.UK

MOTORFREE ADS
JAGUAR E-TYPE SERIES I

JAGUAR MK II

JAGUAR E TYPE 4.2 SER II
CYLINDER HEAD
£475. With car shaft and valves. Please call
07835 463968, South East.
121051

1967, £87,995. 4.2 FHC. This matching numbers
E-Type is in opalescent maroon with black trim
and whilst officially a Series 1 4.2 FHC, it is within
the Series 1.5 chassis number series explaining
its open headlight bonnet. Please call 01944
758000, Yorkshire and the Humber. (T)
121206

JAGUAR SS100 FRANKLIN MINT
MODEL 1.24 SCALE
£195. Complete with all paperwork as originally
supplied. Superb condition with case, white in
1968, 40400 miles, £27,500. This 1968
MK2, Jaguar 340 Sports Saloon in British

JAGUAR XK120

colour. Please call 01204 397033, North West.
121103

Racing Green, was supplied new with Factory
Fitted Overdrive, Power Steering, Disc Brakes,

JAGUAR MKII PAIR OF FRONT

Chrome Wire Wheels and Heated Rear Window.

SEAT FOAMS

Please call 07980928072, South West.
120789

1960, £80. New condition, never fitted. Please
call 07709 619673, South East.

1953, £99,995. Cosmetic work includes new
wheels, £7500 of work with Suffolk and Turley to
include a full re-trim to include a new mohair hood
in 2006, various bodywork and paintwork plus
re-chroming to keep the car looking incredibly
sharp. Please call 01944 758000, Yorkshire and
the Humber. (T)

JAGUAR XKR

121233

JAGUAR QUARTERLY / JAGUAR
WORLD MAGAZINES

117292

JAGUAR MK II
£29,995. olaris White with Black hide. Automatic
with paddle shift, ABS, PAS, DSC, multiple airbags, automatic climate control, heated steering
wheel, heated and cooled seats, cruise control
and ASL ( automatic speed limiter ), DAB stereo
system with ipod and USB inputs, Please call
01277365415, East of England. (T)
117303

1963, 4311 miles, £8,000. Jaguar MK II
3.8 1963. Custodian for 15 years. Upgrades:
complete professionally rebuilt engine. New
clutch. Kenlowe fan. Stainless Exhaust. Please
call : 07871924318. Please call 07871924318,
East of England.
120738

£200. Complete set from Vol 1 No. 1 (Autumn
1988) to December 2023. Approximately 370

JAGUAR MKII PAIR FRONT SEAT
FOAMS

issues. Early volumes in binders and all in good

1960, £80. New condition, never fitted. Please

postcode due to weight of goods. Please call

call 07709 619673, South East.

07836522640, South East.

121233

121253

condition. Ideally, buyer to collect from RG8

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

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Our LED Headlights are MOT
Compliant for Classic Cars registered
before 1.4.86 and all Motorcycles

We produce the very best tyres for
every Jaguar model. From Swallow
and SS through XK’s, C,D and all E
types, Mk2, XJ etc. Plus 420G/Mk10.

Designed for a wide range of Classics
including our Warm White Range for a
brighter but period look.
Complete car, part car and bespoke
upgrade kits also available for many
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Triumph.
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Available direct from
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Blockley Ty
T re Co.
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24 MONTH WARRANTY ON MOST PRODUCTS
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ON SALE
FRIDAY
JAN 19

WORLDS COLLIDE
XJR-powered XJ coupe

A 1971 XJ-S? We find a home-built oddity

Uprated XF

In the workshop
Auto choke set-up
XK8 rust fixes

PLUS: News, Our Jaguars, Finishing Lines and much more.
FMarch issue of Jaguar World on sale Friday January 19
Contents subject to change
112 | Jaguar World / February 2024

Jaguar launches its final Formula 1 car, January 2004

E

VER SINCE its Formula 1 debut
in 2000, Jaguar’s Grand Prix
team had not been the success
parent company Ford had hoped
for. Other than the occasional
qualification in the top ten and the
even more occasional podium, from the
outset the Milton Keynes-based outfit
had been perennial back markers.
But after three largely dismal years –
not helped by Ford decreasing the team’s
budget – things started to improve in 2003
when Jaguar Racing’s lead driver, Mark
Webber, finished in the points seven times
during the second half of the season.
Needing this momentum to continue,
the launch of its contender for the
following season, the R5, at the Barcelona
circuit in mid-January was therefore
an important moment for the team
and its aspirations for the future.
The car was a development of the
previous season’s R4. “That has meant that
we could refine and evolve it rather than
take a few risks, which is what we had to
do in the past,” explained Jaguar Racing’s
aerodynamicist, Ben Agathangelou.
Although the R5’s design was finished
by December the car didn’t turn a
wheel until after its January unveiling.
Hoping to improve reliability – which
had always been Jaguar Racing’s Achilles
Heel – this delay gave the team a month
114 | Jaguar World / February 2024

to test all of the car’s many systems
before it went out on the circuit.
“Our competitors tend to run new
aerodynamic parts on their existing car
throughout the winter before unveiling
their new model much closer to the
first race of the season,” said the team’s
managing director, David Pitchford.
“Jaguar Racing’s method is intended to
give all the mechanical and electronic
systems – suspension, engine, gearbox,
traction control – a thorough work-out
on the factory-based testing rigs and still
leave enough time to iron out problems.”
With so many perceived advantages,
the team’s principle, Tony Purnell, was
therefore bullish about Jaguar Racing’s
potential for the coming season. “We
aim to compete with the likes of Toyota,
Sauber and BAR this season,” he said in
Barcelona. “I don’t think we’re ready to
go for the front guys but I would like to
think we might put a little bit of pressure
on them as the season progresses. We
want to maintain the momentum that
we showed last year. But while we have
raised our game everyone else has too.”
Webber was perhaps a little more
cautious about his chances. “I would love
to see my first podium,” said the Australian
during the launch of the R5, “but I wouldn’t
be totally distraught if it didn’t happen.
Basically we need to see good progression

and grab more points than we did in 2003.”
He was joined in 2004 by a 21-year-old
Austrian rookie, Christian Klien. What he
lacked in experience he made up for with
much needed sponsorship money from
energy drink giant, Red Bull. “We need
to have two drivers capable of regularly
scoring points and Christian could be the
guy to help me do that,” said Webber
optimistically about his young teammate.
But despite all the promise and the
hype around the R5, due to the car
being slow and often unreliable, 2004
would be arguably Jaguar Racing’s
most disappointing season in Formula
1. Webber finished in the points just
four times with his highest placing
being sixth at Hockenheim while
Klien’s best position was another sixth
this time at Spa-Francorchamps.
The worst result was at the final Grand
Prix of the 2004 season in Brazil when the
two Jaguars made heavy contact which
caused Webber to retire and Klien to need
a new nose. “It seemed an appropriately
ridiculous end to the Jaguar adventure,”
said the 2004 edition of Autocourse.
Having lost patience with the
costly project, Ford – who some say
never fully invested in the team – had
already called time on the Jaguar
Racing outfit, eventually selling to Red
Bull towards the end of the year.

E-Type
FHC
S1 4.2
1966

E-Type
Roadster
4.2 S1
1965

In British racing green, with light tan interior.
Superb genuine RHD car

$PRGL¿HGJHQXLQHDQGYHU\TXLFN5+'FDUZLWK
both hard and soft top. Red with black leather interior.
Matching engine, block and chassis numbers.

£107,500

£139,500

XK150S 3.8
Roadster
1959 3.8
RHD was a
LHD 3.4

MK2 3.8
1961

In opalescent dark blue with red leather interior.
5 speed manual, superb car with factory steel sun roof
and chrome wire wheels.

This is a very correct car with the original chassis,
brakes, steering etc. Amazing condition

£59,950

£165,000

SERVICES
Don’t forget we also:
Hire and sell Jaguar tools.
Service, tune and modify.
Car inspections.
Parts sales and advice.

REMAPPING

WEBSITE
Check out
www.ukjag.co.uk

We can map a 123 Tune to suit your
FDUDQGVHQGLWUHDG\WR¿W

Includes 123 Distributor, Sports Coil, Switch
Leads & Spark Plugs.

For new spares, cars,
prices and more!
,I\RXFDQ¶W¿QGZKDW\RX¶UH
looking for, contact us!

Unit A, Holme House Farm, Owday Lane, Worksop, Notts S81 8DJ
Open Monday to Friday 9am - 5pm
And Saturday Mornings, please ring before visiting.

www.ukjag.co.uk

&

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BY THE
PUBLISHERS OF

BUY ONLINE AT:

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Books subject to availability

&

BOOKSHOP

CHOSEN
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Books subject to availability

£139.09

C2P26267P

£117.46

C2S17220*

£56.42

C2C42014*/1

FRONT BRAKE DISCS
VENTED - PAIR

BRAKE MASTER
CYLINDER ASSEMBLY

FRONT BRAKE
PAD SET

Various

X-Type

S-Type, XF, XJ8 & XK

£34.33

JLM2209*/1

£105.96

C2D61075P

£9.25

C2P17004*

HANDBRAKE
SHOE SET

BRAKE DISC KIT
REAR - PAIR

FRONT BRAKE PAD
WEAR SENSOR

XJ & XK8

Various

F-Type, XF, XJ & XK

£37.39

C2C8906*

REAR FLEXIBLE
BRAKE HOSE - RH
XK8

£119.18

LJB6420BB*

BRAKE
PEDAL SWITCH
XK8

£26.88

C2C8908*

REAR FLEXIBLE
BRAKE HOSE - LH
XK8 & X350

Prices exclude VAT

KEEPING YOUR MODERN JAGUAR SAFELY ON THE ROAD WITH
PREMIUM BRAKING PARTS FROM SNG BARRATT.
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