Jaguar and Club News
|Posted by Philip Prior on August 2, 2018 at 8:40 AM|
Simply the Best—The Story of the Jaguar XJ Series 1
If one were to draw up a list of the greatest British cars of all time, by just about any criteria the Jaguar XJ6/12 would be included. During a production run that spanned more than two decades, it was frequently acclaimed as the greatest car in the world.
And yet, there was nothing particularly innovative about the XJ. However, so good was the overall package that it set new standards for the luxury car market for many years after its launch in 1968.
The story of the original XJ saloon is by and large the history of Jaguar Cars itself during its production life. The ‘official’ version of events that has been propagated by most writers in so many books, magazines and indeed the original online draft of this article has come to be accepted as the truth. However, a closer look into contemporary newspaper archives reveals a much more complex story, and nothing is as straightforward as it seems.
The origins of the XJ6/12 date back to the early 1960s, when Jaguar was producing no less than five different basic models. At the time, it was building around 25,000 cars per year and was winning many admirers across the globe.
In 1965, for example, Jaguar produced the following models.
E-type: introduced in 1961, 4.2-litre XK engine
Mk2: introduced in 1959, 2.4-, 3.4- and 3.8-litre XK engines S-type: introduced in 1963, 3.4- and 3.8- litre XK engines
MkX: introduced in 1961, 4.2-litre XK engine
Daimler V8 250: introduced in 1962, 2.5-litre Daimler V8 engine
Total production 24,601
By this time, sales of the Mk2 were in decline, and the 2.4-litre version was being shown the way by the compact new 2-litre saloons from Rover and Triumph; while the new S-type was merely an evolution of the older car, but with (effective) independent rear suspension and new frontal styling. The MkX was a bulbous looking range-topper, at one stage the widest car ever sold in Britain. The Daimler V8 250 was little more than a Mk2 powered by the excellent Edward Turner-designed V8 engine Jaguar had inherited when it took over Daimler in 1960. And for 1966 the company had yet another model, the 420/Sovereign, an S-type with a redesigned nose.
Quite simply, Jaguar’s model range was far too complex, and if it was to survive in the long term, a policy of rationalisation and cost-cutting was the only way forward. A plan was devised to develop a new car to replace this mid-range morass in one fell swoop, and quickly crystallised to become Project XJ4.
Development of the XJ4 began in 1963/64. Jaguar soon settled on a 9ft 0.75in wheelbase, and wheel tracks of 4ft 10in. This was a slightly longer wheelbase than the Mk2, but the track was far wider, weighing in at the same size as the MkX – upward expansion was the name of the game here. The engine bay was going to be more capacious than the Mk2, too; the idea being to future proof the XJ4 for the new and exciting engines Jaguar had in development.
The engines destined for the XJ4 were variants of the XK DOHC unit first seen in 1948. The range topper was the twin carburetor 4235cc, which Jaguar claimed produced 173bhp at 4750rpm. The 4.2-litre engine powertrain, both manual and automatic, made its debut in the 420/Sovereign in 1966, enough time to iron out any bugs.
On both versions, Jaguar went to great efforts to improve cooling, as overheating was a common complaint about the firm’s cars. 2997cc XK was built and tested, and although there was plenty of top end power, it lacked low speed torque.
Styling was overseen by Jaguar’s founder and chairman Sir William Lyons, who evolved the quad headlamp nose from the the earlier MkX and 420 (nee S-type). For the rear of the car, Lyons tried an E-type treatment, and then modified it by ‘chopping’ part of it away, to devise the now-familiar XJ’s drooping boot line. According to senior Jaguar engineer Bob Knight, the styling of the XJ4 had been finalised around 1964/65, but it took a further three years to sort out the running gear and tooling in order to get the car on sale.
The car also had flared wheel arches, under which lurked Dunlop ER70 VR15 tyres on 6in wide rims. Dunlop developed these high performance tyres especially for the XJ4. Jaguar’s engineers went all out to reduce vibration, engine, and road noise, to create the most refined car possible. Topping off this enviable specification list, there were disc brakes all round, with triple pot Girling calipers at the front.
A Jaguar Model Progress Meeting of 27 April 1966 noted that XJ4 development ‘was running three months late’. The following month the first prototype XJ4 was built. No.1 was a Warwick grey car fitted with a 4.2-litre XK engine.
These were tough times for Jaguar and In July 1966, Jaguar merged with BMC and Pressed Steel to create British Motor Holdings (BMH). This move was astute because it also secured Jaguar’s body supply from Pressed Steel.
In addition to this, Lyons now had the financial backing to get the XJ4 into production. Although Lyons later regretted Jaguar’s merger with BMC – who as it turned out, was weaker than he thought – in the short term he got him what he wanted. The new saloon, which he later called the XJ6, was brought to fruition thanks to having BMC’s financial resources on hand.
By June 1967 the state of play with XJ4 development was as follows. XJ4 prototype no.1 had by this time completed 8619 miles fitted with a manual 4.2-litre XK engine. No.2, a light green car, was fitted with a 3-litre XK engine mated to a Borg Warner model 35 automatic transmission. No.2 had completed 1048 miles. No.3, a black car, was also fitted with a 3-litre engine, but had manual transmission. No.3 was used for air intake and exhaust silence development work and had completed 1277 miles. Car no.4 had just been built, fitted with a 4.2-litre XK engine mated to a Model 8 automatic transmission. It had completed a mere 16 miles. XJ5/MkX registered 5437 RW was the development hack used, and had completed 61,325 miles, but was now considered unroadworthy. In January 1968 BMH merged with the Leyland Motor Corporation to form British Leyland. The merger came into effect in May, the same month the Jaguar board had to reluctantly accept that the V12 engine would not be ready in time for the XJ4 launch.
Unveiled to the public on September 26th 1968, the XJ6 ended up costing Jaguar over £6m to develop. Prices ranged from £1797 for the manual 2.8 to £2398 for the 4.2-litre de Luxe Automatic. As the XJ6 was the first all new Jaguar since 1961, it aroused great interest, and although no cars were made available to the press for road testing until 1969, a waiting list soon built up.
It was Autocar that managed to publish the first driving impressions of the XJ6 in September 1968. The car’s superior ride and handling and the uncanny lack of noise was a theme echoed by rival publications, but in pre-launch briefings Jaguar was already tantilising journalists with the news that it was developing V8 and V12 engines as part of its future engine plans. ‘Vee engines will be offered as options on the XJ model within the next two years,’ the magazine enthused.
As the waiting list built up and the press clamoured for the opportunity to conduct full XJ6 road tests, Jaguar got down to the task of rationalising its range. By axing its existing models, the company freed up Browns Lane to satisfy demand for the new car. First to go was the Jaguar 420 in August 1968; that was quickly followed by the Mk2 240 in April 1969; the Daimler Sovereign in July 1969; and the V8 250 in August 1969.
After the production stagnation of the 1960s, the big cat had been let off the leash and the race was on to build Jaguar Cars into major force in the premium car sector before the opposition caught up
In October 1969, Jaguar announced the Daimler Sovereign, basically a badge-engineered Jaguar XJ6. This was a snapshot of Daimler’s future now as the company’s Radford factory now supplied Jaguar with engines – leaving the highly regarded V8 consigned to automotive history.
In 1969 the Jaguar XJ6 was the best car in the world. That year Jaguar built 13769 XJ saloons, the best individual model total since 1962, and it was about to get better. The same year chairman Sir William Lyons began driving an XJ saloon with a V12 engine as his personal car. A taste of things to come.
Sir William concluded: ‘But the most satisfaction has come from the completion of the XJ6. We worked for a long time on it, and it has been very successful. If you really want to credit me with anything I’m proud of, it’s that we’ve never fallen below a 50% export ratio.’ It had been a job well done. As he had himself stated he had worked long hours building Jaguar up, battling against all kinds of odds.
Acknowledgment: The words of this article have been drawn from an article written by Ian Nicholls
|Posted by Philip Prior on September 18, 2014 at 5:15 AM|
Registration Forms and full information available HERE:
You can also find us on Facebook, just search for: Jaguar XJC - 40th Anniversary Celebrations - Echuca 2015
The XJC Story
The XJC is a two door version of the XJ6 four door saloon. When Sir William Lyons began styling exercises for the new XJ models in the mid 1960’s, it was obvious that he had notions of a two door coupe in mind for eventual production. Many of these early styling mock-ups were based on the coupe theme in various shapes, forms and sizes, and the XJC was the last Jaguar car to be designed and built by Sir William Lyons.
The two door coupe is based on the shorter wheelbase XJ Series l platform and was clearly meant to be the sporty version of the XJ models. In the UK, Europe, South Africa, New Zealand and Australia they were offered in four versions: Jaguar 4.2C; Jaguar 5.3C; Daimler Sovereign and the Daimler Double Six.
All coupes were equipped with a black vinyl roof as standard equipment. Most likely it was because the marketing folks insisted on it, as vinyl roofs were the flavour of the month in the automotive industry at that time. Whatever the case, many present day owners have chosen to remove this feature. XJCs are extremely well proportioned with the styling of the pillarless coupe giving a sense of ‘openness’ that is often associated with a convertible.
Sadly the production of the XJC was all too short. After commencement in 1975 the last of these great vehicles rolled off the line in November 1977. Paradoxically this has helped the XJC to become the rare collectible classic it is today, although prices have never reached the dizzy heights achieved by the E Type. It remains one of, if not the best value for money classic cars available today. To this day, the XJC is Jaguars only two-door fixed head coupe saloon.
Jaguar never produced the XJC in convertible form. However a number coach building companies as well as some private individuals produced modified XJC in convertible form.
(Information selected from www.XJC.com.au)
A group of enthusiasts (Jaguar Club members) are organising an event to celebrate the 40th Anniversary of the commencement of XJC production in 1975 - "an XJC muster" to take place in Echuca VIC, from Friday the 16th till Sunday the 18th of October, 2015.
All Jaguar and Daimler XJC owners are cordially invited to attend. We are seeking expressions of interest so we may best organise accommodation and dining venues, so we invite interested members to please contact us and register your interest.
Full details here:
You can also find us on Facebook, just search for: Jaguar XJC - 40th Anniversary Celebrations - Echuca 2015
|Posted by Philip Prior on April 1, 2014 at 7:50 AM|
Just as 2013 was dominated by the launch of the F-TYPE convertible, so the attention will shift this year to the new coupé version which goes on sale in March. From a Heritage point of view, the big event that will go hand in hand with this is the 60th anniversary of the Jaguar D-type.
In the 1950s, the D-type played a pivotal role in establishing Jaguar’s motorsport credentials on the most demanding race circuits around the world. Now, sixty years later, the new F-TYPE coupé is set to redefine the Jaguar sportscar for the 21st century – possibly paving the way for another return to motorsport. Who knows…?
The first prototypes were completed in May 1954 and taken straight to Le Mans where development driver Norman Dewis broke the lap record by five clear seconds! In the race itself a month later, three D-types were entered but had a frustrating race suffering from some contaminated fuel. Once the problem had been diagnosed and fixed, one of the cars driven by Duncan Hamilton and Tony Rolt set off in pursuit of the leading Ferraris. They finished just 1m 45s behind the winning Ferrari after 24 hours of hard fought racing – during which the D-type had demonstrated its superior aerodynamics by recording a maximum speed of 172.8mph on the Mulsanne straight, over 10mph faster than the Ferraris.
From that point on there was no stopping the D-type. It recorded its first race victory just a few weeks later in the 12 hour race at Reims driven by Peter Whitehead and Ken Wharton.
Enhanced with long nose bodywork and uprated engines, it went on to achieve many other famous race wins. These included the 1955 Sebring 12 hour race in the USA and the ill-fated Le Mans 24 hour race of that year; further victories were won by D-types at Le Mans in 1956 and 1957 in the hands of the privately run Ecurie Ecosse team, with the best ever result being the 1st, 2nd, 3rd, 4th and 6th places achieved in 1957.
Plans are already taking shape for a number of events and activities during the year at which this historic car’s 60th birthday can be celebrated. Jaguar Heritage is fortunate to own two D-types, the original 1954 prototype chassis XKC-401 (registration OVC 501) and a 1956 long nose version chassis XKD-605. This well-known car, 393 RW, won the 12 hour race at Reims in 1956 on its maiden outing driven by Duncan Hamilton and Ivor Bueb and was the works car that finished 6th at Le Mans that year driven by Bueb again together with Mike Hawthorn.
Starting the New Year with a bang was the Autosport International show at Birmingham’s NEC, which took place from January 9-12. This annual curtain raiser is a showcase for the worlds of motorsport and performance vehicles with a live action arena where celebrity race drivers and an array of the best driver’s cars are put through their paces.
The performance car media were there in force and Jaguar Heritage was asked to supply a couple of cars from its collection to add colour and interest to the displays of both PistonHeads.com and Evo magazine.
PistonHeads (along with Autocar) was one of the sponsors of the Performance Car Show – which runs alongside Autosport International - and had a large display of classic high performance road cars tagged as ‘PistonHeads Heroes’. Amongst these was Jaguar Heritage’s 1954 D-type prototype, making its maiden public appearance in this 60th anniversary year.
The text in this article has been reproduced from the JAGUAR HERITAGE NEWS—JANUARY 2014 REPORT and is used with permission.—Ed.
|Posted by Philip Prior on April 1, 2014 at 7:40 AM|
At the first event run by the JDCSA, a show of cars at Belair National Park, Brian Rowse met Murray Lindner and myself. Brian had met Ian Mullens from the Victorian Club who suggested we look at forming a Register with the view of exchange of parts and ideas.
With approval sought from the JDCA Committee to start proceedings the first Register meeting was held on 18th April 1974. At this stage it was SS and MK IV`s only. Brian was elected secretary but then moved to Queensland in August. Des Brown and myself are the only members left from that meeting. Malcolm Adamson joined in June 1974 and volunteered to be secretary from August 1974 to September 1979. At the October meeting MKV owners joined the Register.
As a result of the Victorian Register a border run was organised by Keith Bell to be held at Swan Hill August 1975. The first of many such runs up to 1980 when they faded out for a few years. The South Australians kept the runs going to places like James Town, Renmark and Victor Harbour etc. The Border Run took off again in 1991 when Keith Bell once again organised a run to Swan Hill.
The Border Run now includes meeting with all State clubs (except WA) every third year. Last year it was held by the Queensland Club with 47 cars attending the weekend in Dubbo.
The first hosting of the JDCSA by the Register was a wine and cheese tasting at the Tanunda Oval where 60 members attended.
As parts for our cards are not readily available the contact with the people attending these runs is important. We can exchange reproduced parts, for instance Head Caskets from Queensland, Cam Followers from Victoria, Water Pumps from South Australia as well as Water Rails produced here. Information about what parts can be adapted from other cars, i.e. Ferguson Tractor Main Bearings or Chev 350 Mains. Some hoses can also be used.
Over the 40 years many friendships have been formed both here and interstate which all started by me when Murray Lindner bought a MK4 which I helped him restore. That’s when I bought my first Jaguar, also a MKIV, so we could work out what went where on Murray’s load of bits.
Ten Jaguars later (and yes still married to Ann!) I am still happily into Jaguars. Wouldn’t have missed it for quids.
Malcolm Adamson's Mark IV DHC
|Posted by Philip Prior on April 1, 2014 at 7:35 AM|
First spy shots of the baby Jaguar—Jaguar XE (2014)
By Ollie Kew and Phil McNamara—Spy shots - 25 February 2014
This is the long-awaited Jaguar small saloon car, confirmed to be called XE. We’ve spied Jaguar testing elements of the car in hacked-about XF test mules, but that’s all over now.
This is the actual car, and CAR is first to clap eyes on it. Jaguar is testing the XE on British roads – and these are the first pictures.
Jaguar XE – the styling
It’s clear the XE is no shrunken XF. The compact front overhang and chopped backside give the baby Jag an agile, dynamic look in profile. The slim LED headlights and grille are low-set for a snouty feline face, but the bonnet actually rises quite high – blame pedestrian impact legislation for that feature.
Jaguar has disguised the car’s roofline with a fake rear section to make its new baby look boxier than it really is. Don’t be fooled by the Skoda Superb rear pillar, however. A closer look at that steeply raked rear screen reveals the true nature of that seductive roofline, tailing off to a pert bootlid with a small upturned lip at its edge.
Taillights wrap around into the sides of the car, as per the XF saloon and F-type sports car. The bold ‘shelf’ down the car’s flanks hides a more subtle styling line that fires down the side of the car from a front wing vent, again following F-type cues.
So it should be a looker, the baby Jag?
Indeed – it’s based on the same ‘iQ Al’ aluminium platform as Jaguar’s forthcoming 4x4, previewed by the C-X17 SUV concept shown at the 2013 Frankfurt motor show (pictured, right). The well-received design will donate many cues to the X760, including the muscular bonnet, squared-off grille, and big alloys – an Ian Callum classic formula.
Jaguar says it hasn’t pursued a BMW 4-series Gran Coupe/Audi A5 Sportback template for the XE – a true four-door ‘coupe’ could arrive later instead, along with a drop-top XE cabriolet.
What else do we know about the Jaguar X760?
The range will stretch from a four-cylinder turbo diesel good for 99g/km to a supercharged 550bhp V8 ‘R’ model that’s capable of 186mph. Using aluminium rather than steel for the body saves Jaguar around 100kg, allowing the British-built engines from Jaguar’s new £500m Wolverhampton facility to offer optimum frugality and performance.
The entry-level car is purported to cost less than £30,000 – a BMW 320d saloon makes the cut at £28,410.
And no, it won’t be called X-type: the badge of the folly from last decade conjures up too many negative connotations. With Jaguar looking to build on its 19 per cent sales rise in 2013, which saw it sell 425,000 cars, a fresh start with a new name is needed.
With a sumptuous XJ-inspired cabin, refreshing styling and massive investment in chassis and powertrain tech, the new baby Jag will enter the small sports saloon party with a bang in late 2014. Over to you, Jaguar…
|Posted by Philip Prior on September 21, 2012 at 9:40 AM|
11 September 2012
NEW CLUB PATRON ELECTED
It is with great pleasure that I inform you of the recent appointment of Ian Webber, AO, to the position of Patron of our Club.
In accordance with the Club Constitutionthe the Executive Committee put his name forward for approval by the members present at the General Meeting held on 4 September 2012. The recommendation was accepted by unanimous vote.
Ian comes to us with a vast experience in the motor industry and other related fields and is a keen motoring enthusiast. He has a small collection of classic cars and has just recently become the proud owner of a new Jaguar XF 2.2 Litre Diesel.
Please find below a brief personal history outlining Ian’s background and achievements.
I am sure you will all join me in welcoming Ian and his wife Chris to the JDCSA and look forward to a long and happy association together.
With kind regards
IAN WEBBER’S BIOGRAPHY
Ian Webber spent many years in the automotive industry, after graduating as a mechanical engineer from Adelaide University. He was the first Australian Managing Director of Chrysler Australia and the first Managing Director of Mitsubishi Motors Australia.
He subsequently joined Mayne Nickless, one of Australia’s largest transport companies, where he was appointed Managing Director in 1981.He was involved in the acquisition of a number of large transport companies in the UK, USA and Canada. Following his retirement in 1991 he assumed the Chairmanship of Mayne Nickless and joined the boards of a number of public companies including Pacific Dunlop, Santos and WMC. He was a member of the General Motors Australian Advisory Council for many years, and was Chairman of United Australian Automotive Industries, the joint venture between Holden and Toyota. He has been active in civic affairs, chairing SA Business Vision 2010, an organization dedicated to the improvement of South Australia’s economy through collaboration between government, business and the wider community.
He is married to Christine, and has three daughters and seven grandchildren. His hobbies are oil painting and car restoration.
He was appointed an Officer in the Order of Australiain 1991 for services to the transport industry.
|Posted by Philip Prior on September 7, 2011 at 5:45 AM|
To be released at the Frankfurt Motor Show - 13/9/2011
Full Details are here:
|Posted by Philip Prior on July 31, 2011 at 2:05 AM|
Members with log books who have not renewed by 31st July 2011 are no longer able to legally drive their Vehicles on Historic Registration.
On the 1st August each year the Club is obliged to notify the Register of Motor Vehicles in writing of any Members with log books who have not renewed their Membership.
|Posted by Philip Prior on May 7, 2011 at 7:12 AM|
THE JAGUAR PRESS RELEASE
Jaguar can today confirm that it will launch the remarkable C-X75 concept car as an exclusive hybrid supercar.
Jaguar C-X75 will become the British marque's most advanced model to date. It will offer performance on a par with the fastest production cars on the market, while adopting cutting-edge technology that offers remarkably economical running. Jaguar expects this hybrid supercar to deliver incredibly low CO2 emissions of less than 99g/km while being able to achieve in excess of 200mph.
“People expect Jaguar to be innovators - that is when Jaguar is at its best,” said Adrian Hallmark, Jaguar Brand Director. “The C-X75 received an incredible reception as a concept car. We've been building on that momentum and there is a clear business case for this exclusive halo model. No other vehicle will better signify Jaguar's renewed confidence and excellence in technological innovation than this.”
Project C-X75 will be the ultimate expression of Jaguar design and engineering innovation. This high-performance hybrid supercar will stay true to the initial concept design study that made its debut at the 2010 Paris motor show, while fulfilling requirements that allow it to be homologated for road use.
“We were always determined that the Jaguar C-X75 would be as striking on the road as it was in concept form,” said Ian Callum, Director of Design, Jaguar Cars. “This will be the finest looking and most innovative Jaguar ever produced. Even in the world of supercars, we can still produce the most beautiful.”
In an unprecedented move, Jaguar C-X75 will be developed in association with Williams F1 who will provide their engineering expertise in areas including aerodynamics, carbon composite manufacture and hybrid technologies. This association will be at the leading edge of British automotive engineering and innovation.
“Confirmation of this project today signposts Jaguar Land Rover's continued determination to embrace new technologies,” said Jaguar Land Rover CEO, Dr Ralf Speth. “A supercar like the C-X75 is the logical choice to showcase cutting-edge design, intelligent use of new environmental technologies and motorsport-inspired performance.”
It also marks a new milestone in both company's histories as Jaguar Land Rover and Williams collaborate for the first time to produce one of the world's highest performance and environmentally sustainable supercars. The production of Jaguar C-X75 will create more than one hundred highly-skilled jobs in the UK.
A direct technology transfer between elite motorsport and road-going production cars is key to C-X75's success. The supercar's chassis will be made of carbon-fibre to create an incredibly lightweight, yet rigidly strong structure.
Aiding the transition from concept to production vehicle is the choice of powertrain. Jaguar continues to develop the use of the micro-turbine technology that was showcased in the original concept C-X75. Jaguar's parent company Tata has taken a significant stake in Bladon Jets, and will develop this very advanced technology as a medium-term aspiration that will play a part in Jaguars of the future.
To bring Project C-X75 to showroom reality within the timescales of a conventional model programme, an equally innovative powertrain had to be developed. The road-going supercar will use a state-of-the-art, small-capacity, highly-boosted internal combustion engine with one powerful electric motor at each axle.
“The engine's compact size allows it to be mounted low in the car for optimum weight distribution and to retain the concept's stunning silhouette. This will make the Jaguar C-X75 a bona fide hybrid supercar capable of silent electric running with an extensive EV range in excess of 50km,” explained Bob Joyce, Group Engineering Director, Jaguar Land Rover.
When C-X75's motors and combustion engine combine, it will be one of the
fastest production cars in the world, with a sub-three second 0-60mph time and a top speed in excess of 200mph. Crucially, this performance will be generated alongside incredibly low emissions, with a target of less than 99g/km CO2, thanks to Project C-X75's lightweight construction and cutting-edge powertrain technology.
Williams F1 has been at the forefront of motorsport engineering for three decades. The project engagement on Jaguar C-X75 is testament to the team's ambitions and will bring together two leading lights of the UK motoring industry.
“Our new association with Jaguar Land Rover provides us with an exciting opportunity to work with one of the motoring world's most famous and iconic brands,” said Sir Frank Williams, Chairman of Williams F1. “Williams has always considered itself an engineering company and so this project will allow us to combine our technical expertise to create something truly exceptional.”
Jaguar C-X75 will redefine the customer experience, and will set new standards in sales and after-sales services that will be recreated across the range in the future. Only 250 examples will be built, each costing between £700,000 - £900,000 depending on market and local taxes.
“Never before has the company launched such an ambitious, world-beating vehicle programme,” said Carl-Peter Forster, CEO Tata Motors. “This is the Jaguar of the future. The opportunity for innovation like this in the UK is part of the reason Tata Motors invested in Jaguar, and it's fantastic that products like the C-X75 can become reality.”
|Posted by Philip Prior on October 2, 2010 at 6:20 AM|
Rick did a great job on the Carol Whitelock radion show
You can hear it HERE