GENUINE EX-RON HODGSON RACING MK2 FOR SALE

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The first Mk2 in Australia to take on the might of the factory-built ‘Mk1’s was the red car owned and raced by colourful Sydney car dealer Ron Hodgson.

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Hodgson sold his first works Mk1 to race the Mk2 and twice he finished third in the Australian Touring Car Championship driving it (1960/61).

He won at Warwick Farm and had podium placings at Bathurst and other circuits of the time.

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The car has been missing (but known of) for many years, and was in the midst of being restored by is long time owner, and original mechanic, when he died.

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The family is now offering it for sale with work still needed to finish this truly historic racing Jaguar.  It is totally complete though with original trim and electrics yet to go back.

This one is not to be confused with another car Hodgson built up as a replica shortly before he died.

If you would like to enquire about it, please drop me a note here or at les@www.jaguarmagazine.com

 

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THE 60S JAGUAR YOU HAVE PROBABLY NO HEARD OF – Classic Driver

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The first works of any creative force are always fascinating, whether it be a musician’s first song or a painter’s first piece. For Marcello Gandini, this 1966 Jaguar FT was one of his first designs at Bertone, and it’s a rare chance to see the makings of an automotive design visionary…

While the 1960s may be remembered by many as the glory days of car design, we often forget it was also an incredible time to be a car dealer. Manufacturers worked on a personal level with dealerships and importers and, in a practice completely alien in today’s automotive retail landscape, would even build cars on a dealer’s request. The most notable example would have to be the Porsche 356 Speedster, built on the request of a US importer Max Hoffman who believed there was a market for such a vehicle, but there were countless other commissions from dealers worldwide, resulting in some weird and wonderful cars.

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Commercial commission

 

 

This 1966 Jaguar FT is the outcome of such a commissioning by Italian Jaguar importers Tarchini. Choosing Carrozzeria Bertone as coachbuilder, the brief was to drop a gorgeous four-seater coupé body on a Jaguar saloon, retaining Jaguar’s trademark luxury while also injecting some Italian style to the restrained and dignified British barge, which would then be sold as a limited edition. Thanks to the recent departure of a well-known designer, the Tarchinis would see their vision put to paper by a new member of the Bertone team, a 28-year-old by the name of Marcello Gandini…

Two’s company

 

 

After Giorgetto Giugiaro made his move to Carrozzeria Ghia, Gandini began one of his first designs for Bertone, the Tarchini commission.  The chosen underpinnings were that of the new 420 saloon, and a freshly clothed example — christened the FT, in honour of Tarchini Founder Ferruccio Tarchini — was displayed on the Bertone stand at the 1966 Geneva Motor Show. From here, however, things did not quite go to plan. Despite aspirations of the FT being a limited edition with a decent production run, just two FTs ended up seeing production, the Geneva show car and this example.

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Curious curves

 

 

Looking at the design in 2017, on the sun-soaked tarmac around Marseille, it’s easy to see the Jaguar design cues in the FT — a bit harder to see the pen strokes of Gandini in the boxy body. For a designer that went on to create such automotive iconography as the Lancia Stratos and Lamborghini Miura, the FT may seem somewhat subdued, which was perhaps part of the brief, yet it’s still undeniably quirky, as with most of Gandini’s work. The Mark X-esque grille and quad headlight arrangement up front may help those guessing what on earth is in their rearview mirror, but from the back, it’s even harder to identify this Anglo-Italian oddity.

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Best of both worlds

 

 

The interior is a harmonious mix of English decadence and Italian flair, with plush seating and delicate toggle switches holding court with the wooden dash and steering wheel, which, coupled with the expansive windows, no doubt made this a special place to watch the world go by for the chosen few. With an XK-derived 4.2 six-cylinder engine and manual gearbox with overdrive under the bonnet, the FT’s driving characteristics were even less divisive than it’s looks.

Forgotten FT

 

 

Supplied to Italy in ‘CKD’ form — which was short for ‘Completely Knocked Down’, a common practice where cars were shipped in pieces and assembled upon arrival — this example was fitted with Gandini’s body in 1966, before heading to its wealthy owner in Madrid. The car was then forgotten, a recurring theme for the FT, and discovered in a corner of an old garage by its second owner. Having since been repainted in its original Emerald Green, the interior has been left untouched and goes some way to show the incredible life this car has led.

Whether you take issue with the looks or hold a soft spot for this strange survivor, the Jaguar FT is undeniably a memorable motorcar and serves as a marker for the start of the Gandini story. What’s more, with this year’s Pebble Beach Concours d’Elegance featuring a ‘Jaguar Custom Coachwork’ category, this FT is destined to divide opinion for years to come…

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JAGUAR LAND ROVER CLASSIS BOSS EXPLAINS – Classic Driver

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At Techno Classica, Jaguar Classic premiered its new innovative restoration program, the E-type Reborn. Classic Driver spoke to Tim Hannig, director of Jaguar Land Rover Classic, about the revival of these icons…

Like Range Rover Classic’s Reborn, which debuted at Rétromobile earlier this year, the Series 1 E-type Reborn is completely faithful to the original, built to factory specifications. The program has invested in a special workshop in Coventry, providing customers with greater support than ever. Tim Hannig has been with Jaguar Land Rover Classic for two years as the director.

Was the Reborn program created for new customers?

Certainly. We’ve been watching the classic car scene and have noticed significant changes. There is interest from different generations, along with more and more women getting involved, and the interest isn’t limited to just one region. We want to target future generations with Reborn, and at the same time, we want to make it easier for the customer to own such a vehicle by being more transparent.

There are recreations and then there’s Reborn, which can have a wide range of interpretations. How would you define the term “original” today?

We must distinguish between the two. We recently presented the E-type Lightweights, which have been built in small numbers as a continuation model, and they are only suitable for historical racing. With the Reborn series, we restore old cars, starting from the original base, and it’s quite clear these cars have been built so that they are fully functional and can be driven.

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Do you have any new requirements with this all-round service from the Jaguar factory? No stress for the enthusiast?

(Laughs) They’re still older vehicles, which can have their own set of quirks. It’s a 60-year-old icon with its own idiosyncrasies. With Reborn, we use as many original parts as possible and can rebuild according to the original working procedures. However, we can utilise modern technologies to avoid typical creeping faults, like, for example, using new wiring harnesses to prevent cable breaks. This new programme is appealing to many customers who may have always wanted an E-type but are afraid of the lengthy research, evaluation, and restoration processes. We have taken these worries away, because, with us, the customer knows what he’ll get. We provide them security and take all the risk. Those who have not dared before can now go on a journey into the history of a great classic.

This E-type is immaculate. But what about the beloved patina that highlights the car’s history?

This is always a question for each individual customer. There is no right or wrong answer to me, but only a matter of personal preference. For Reborn, we find examples that are as original as possible, such as an E-type we recently discovered that has only 20,000 miles on the clock and is wonderfully preserved. We’ll update it mechanically, but not restore, because it’s perfect.

Why is there such a focus on maintaining the cars’ history? Was this a conscious decision?

Generally, the company is very successful at this, and the customers credit the efforts that have been made to retain as much history as possible on our new models. The two brands are deeply rooted in a great history, both on the racetrack and the road. Now, you could say that what we do at Classic is smart marketing, but our aim is to be sustainable. In other words, we must lead the charges in our field and build up enough volume that allows us to work cost-effectively.

One could debate that Jaguar Land Rover is now becoming a significant competitor in a field that has previously been dominated by specialised traders.

We certainly have not had enough business in the past with older vehicles. We’re working on it, but these things don’t happen overnight. This means that we could not support our dealers with spare parts. But now, we are creating a foundation, creating a business for traders that, in the past, has been lost.

What is your view of the current market situation?

We can see that the fascination with classics will continue in the future. They make people smile. But people always ask me what they should buy now, and my answer always is whatever you have the most fun with. Irrespective of investment and value growth, everyone should invest in what they personally like.

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LONG NOSE D-TYPE OWNER RECREATES JAGUAR'S TEAM BEDFORD

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Jaguar fans should rejoice with the news that enthusiastic and empathetic works Long Nose D-Type XKD603 owner Clive Beecham has replicated Jaguar’s 1951 race team Bedford parts 3 ton van.

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Clive worked very hard to find a van with the same body as Jaguar’s, then he had it liveried in team colours and signage after consulting former team personal including Ron Gaudion.

The van has just been finished by the same outfit who paints Williams F1 cars, and it will be seen often at major events when his famous D-Type appears.  The pair will make a wonderful sight.

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Clive sent us these images of his van with the D-Type, a famous and historic XK120 and also ex- works/Mt Druitt 24 Hour/ and New Zealand C-Type XKC039.

Full story in our next edition.

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EDITION #186 IS NOW AVAILABLE

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It is always good to get the next edition of Jaguar Magazine out, and #186 came out from the printer on Friday.

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For those who subscribe it is in the mail already, and will reach shops by the end of next week – but before Easter.

Even I am amazed at how untold stories keep being published in ours.  In fact, when we started this magazine in 1984 I truly believed we would run out of stories after about 20 editions.

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Fortunately, I was very wrong.

Some highlights in edition #186 are:

Living with the F-Pace 3.0 litre diesel

Bill Pitt – D-Type racer, and work’s ‘Mk1’ owner racer – Australia’s second Touring Car Champion

The earliest XJ-Ss – very collectable

The ‘Mk1’ gets the love and respect it deserves

The late-Archie Scott Brown’s fatal accident – and what became of his crashed VPP9?

Brigg Cunningham – exclusive images of his three works-built Long Nose D-Types rolled on one weekend in 1956.

An exclusive visit to Jaguar Heritage’s stored collection with brilliant images by Martin Dunning.

Buyer’s Guide to the X-Type.

XK150 restoration – next instalment.

Where’ Wally – Jaguar’s caught on camera in candid!

 

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