News

JAGUAR I-PACE FOR GLASGOW CLIMATE CHANGE SUMMIT

September 17, 2021


Jaguar Land Rover is partnering with COP26 ahead of the vital climate change summit in Glasgow in November.
Jaguar Land Rover will be providing a fleet of electrified vehicles to world leaders and delegates attending the summit, including the multi-award-winning all-electric performance SUV Jaguar I-PACE, as leaders and their teams travel to and from the venue.


As part of its new global strategy Reimagine, Jaguar Land Rover aims to achieve zero tailpipe emissions by 2036, and net-zero carbon emissions across its supply chain, products and operations by 2039.


The company has committed to a 1.5 degree aligned science-based target to reduce emissions in line with the Paris Agreement and supporting the UNFCCC Race to Zero.


Jaguar Land Rover has a successful history in similar events including the recent G7 summit in the UK. The vehicles have all been sourced from existing fleets in the UK, helping ensure the carbon footprint remains low.


Welcoming them to the COP26 family, COP26 President-Designate Alok Sharma said: “Jaguar Land Rover is an iconic British brand with a proven track record.


“They are showing climate leadership in their field with award-winning electric vehicles, and I am delighted these will be used by world leaders in Glasgow.


“I look forward to working with Jaguar Land Rover and all our Partners ahead of the summit as we ensure a successful and inclusive COP26.”


Thierry Bolloré, Jaguar Land Rover Chief Executive Officer, said: “We are delighted to partner with COP26 and provide a fleet of all-electric vehicles, including Jaguar I-PACE performance SUVs, to deliver zero-emission transport at the summit.


“Sustainability is at the core of our business strategy, Reimagine, which enables us to focus on becoming net carbon zero by 2039, as the creator of the world’s most desirable modern luxury vehicles.”


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SOMETHING TO BRAG ABOUT!

September 12, 2021

I am not into showing off, but good mate and former Jaguar senior design department exec, Stuart Spencer, has just sent me this image of a very special drum – mit our latest Jaguar Magazine included.


Stuart too is a brilliant former professional drummer, jazz being his speciality, and is a friend of Iron Maiden drummer Nico McBrain – a serious Jaguar enthusiast and owner himself.


Nico generously gave Stuart one of his colourful image laden Iron Maiden drums- which Stuart is currently using at his Brighton home (England Brighton) as a magazine rack.


As they said in the Aussie movie The Castle, for us this image goes straight to the Pool Room!


We are honoured Stuart.


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GET READY FOR A SPECIAL BOOK ON THE FINEST ORIGINAL D-TYPE

September 10, 2021


Owner Clive Beecham in London has only owned one Jaguar in his life – the D-Type which raced at four times in a row at Le Mans and finished second outright in 1957 for Ecurie Ecosse.


He treasures the car he has owned since 2015 so much he is about to publish his own prestige book about XKD603.
The car is totally original to the last time it raced in 1959 thanks largely to the man who bought if from EE and kept it in the US until 1973 when it was sold to JCB.


It will be released next week at the Goodwood Revival and we have it for reviewing in our coming edition of Jaguar Magazine.


If you want contact details to purchase the book, which is limited to 603 copies – leave a message with me at les@jaguarmagazine.com.


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IS JAGUAR WORSENING ITS BAD RELATIONSHIP WITH ITS OWN REPLICA C-TYPE?

September 2, 2021

It has been a very damaging publicity debacle in light of Jaguar prosecuting the builders of a C-Type replica – regardless of your or our personal opinions.

It seems a little pointed that Jaguar Classic has made the following proclamation today. Although their cars will carry an offical number, in truth they will be regarded as replicas since they were built almost 70 years apart, and all of the original business, plants and workers are long gone.

-Jaguar Classic is bringing a strictly limited run of new C-type Continuations to life in celebration of the iconic model’s motorsport heritage, 70 years after it first raced to victory at the Le Mans 24 Hours. The landmark vehicle will make its public debut at the prestigious Concours of Elegance at Hampton Court Palace on Friday 3 September.

The C-type Continuation will be hand built at Jaguar Classic Works in Coventry, to the specification of the 1953 ‘works’ C-types that dominated that year’s Le Mans 24 Hours, scoring the C-type’s second Le Mans win and continuing a run of motorsport success for the company.

The team at Jaguar Classic has painstakingly researched the C-type’s history for the Continuation’s exacting specification, bringing Jaguar’s heritage to life through modern technology and engineering expertise.This includes the use of the same authentic techniques and build methods as in period.

Dan Pink, Director, Jaguar Classic, said: “The C-type is one of the most iconic cars in Jaguar’s illustrious racing history, driven by some of the most-admired drivers in history. The C-type Continuation keeps Malcolm Sayers’ iconic and advanced design alive thanks to the first application of 3D CAD drawings by Jaguar Classic, marrying design and motorsport heritage with the very latest engineering tools.”

The vision of Malcolm Sayer, legendary Jaguar Cars designer, aerodynamicist, engineering prodigy and artist, the C-type originally raced from 1951, and secured victory at Le Mans first time out. Its pioneering slippery shape helped the winning drivers of Peter Walker and Peter Whitehead achieve a record breaking average speed of 93.495 miles per hour.

However, the C-type is particularly notable for the first use of disc brakes from 1952. Developed with Dunlop, combined with upgrades to the engine and suspension, they contributed to C-types dominating the 1953 Le Mans 24 Hour, with a first and second place finish, and a record smashing average speed of 105.841 miles per hour. This was the first time the race had been completed at over 100 mph average

The original C-type was famed for its fluid and aerodynamic shape, which was designed by Malcolm Sayer, who was recruited by William Lyons in 1950. Originally dubbed the XK120C and using that iconic vehicle as its base, the C-type would go on to become one of the most important cars in Jaguar’s racing history.

The C-type used the XK120’s engine, transmission and suspension, while Malcolm Sayer penned its smooth and aerodynamic body using his established background in engineering and aerodynamics from the aerospace industry to maximum advantage. Using complicated mathematic formulae to create three-dimensional curves, Sayer applied his unique ability for artistic skill and aerodynamic expertise to produce the C-type. He made its exotic design come alive through advanced calculations.

Designed, engineered and built in just six months, 12 Jaguar personnel arrived with a trio of C-types at the 1951 Le Mans 24 Hours, having driven from the UK in the competing cars.In its debut year, in 1951, the C-type won the Le Mans 24 Hours, the first of many Jaguar motorsport victories. Three cars entered, driven by Stirling Moss and Jack Fairman, Leslie Johnson and Clemente Biondetti and the partnership that would go on to win the race: Peter Walker and Peter Whitehead.

Designed with a drilled tubular chassis frame to prioritise weight saving, the C-type represented key improvements on the XK120 all-round. Developments over time, along with the first application of disc brakes, included the use of 16-inch 60-spoke wire wheels on 1953 works cars to improve cooling for the brakes. Meanwhile, innovations such as using a Panhard rod for the rear suspension also improved the vehicle, to hone the C-type into its ultimate 1953 configuration.

At the 1953 Le Mans 24 Hours, the updated C-type broke the 100mph 24-hour average speed record at 105.85mph, representing a significant step forwards from the 93.49mph 24-hour record-breaking average speed the C-type set in 1951.

Contributing to this success was the use of three Weber 40DCO3 carburettors that gave a boost to the 3.4-litre straight-six engine’s horsepower from 200bhp to 220bhp. The extra power, combined with the first fitment of disc brakes and the lightweight body all contributed to the Jaguar’s second Le Mans triumph.

A tell-tale clue that identifies 1953 specification models is the bonnet vent that directs air straight into the carburettors at the top of the engine bay, with the assistance of an intricately designed air box – just one of several unique touches on the 1953 car that will be shared with all C-type Continuations.

Driven by Duncan Hamilton and Tony Rolt, the winning car in 1953 led to much wider adoption of disc brakes both for race use and on the road. Jaguar’s engineering innovations would set the tone for the whole industry, using its motorsport know-how to improve driving experiences for all.

A treasure hunt for authenticityIn creating the C-type Continuation, a deep-dive into the C-type’s history and heritage was required to inform the way in which it should be built, its specification and its racing prowess. Before the physical development could begin, almost two years of data compilation was required, kicking off what would become something of a treasure hunt into Jaguar’s archives, drawings, documents and pictures to piece together how to build this iconic car in the 21st century.

As well as using available original drawings and reviewing in-period parts, the team needed to consult the original engineering ledger. Copy typists were recruited to fully digitise everything the team needed to know. There were over 2,000 items listed on the original ledger. All of this information then needed to be checked by Jaguar’s current team of highly skilled engineers.

The culmination of all of this information meant a 3D CAD (computer aided design) model could be constructed – the first time a Jaguar Classic Continuation whole vehicle has been created in this way. It began with the major elements of the body and overall structure to provide key visuals to the engineers, and ensure everything matched up to the original information that was available.By using modern methodology, Malcolm Sayers’ original designs could be confirmed. The state-of-the-art tools that Jaguar Cars has in its arsenal today helped validate the authenticity and ingenuity of the original C-type.

C -type Continuation specification Of the 53 Jaguar C-types built in the 1950s, 43 were sold to private owners, and production C-type specification was more like that of the 1951 Le Mans competing cars, limited to drum-braked cars with twin SU carburettors and 200bhp.

The first C-type Continuation cars will be built ahead of a racing-inspired celebration event for their owners in 2022. Each example will reflect the 1953 Le Mans-winning works team car specification, including its 3.4-litre straight-six engine with triple Weber 40DCO3 carburettors, producing 220bhp, and the groundbreaking disc brakes that contributed to the record-breaking triumph at the 1953 Le Mans 24 Hours.

The Jaguar Classic team with its myriad of documents and references will deliver another continuation vehicle with unparalleled attention to detail and craftsmanship.For the 3.4-litre straight-six engine, each of which takes nine months to construct, the Weber carburettors are all meticulously refurbished to an exacting standard, while other details in the engine bay are in-period, such as the Plessey hydraulic pump on the gearbox that pumps hydraulic fluid into the brakes.

The attention to detail extends to elements such as the brake fluid reservoir, which on the original cars featured brackets that were designed for its application in another vehicle. For the C-type, they serve no purpose, however, all Continuation cars will retain this original anomaly.

Similarly, 1953-specification C-types featured a different Lucas fusebox cover to previous C-types from 1951 and 1952. All Continuation cars feature reconditioned original versions of the correct design that Jaguar Classic sourced, while the Lucas rear-view mirrors fitted to all C-type Continuations have also been sourced as part of an exhausting treasure hunt for authentic components. At the start of the process, just one was available, but Jaguar Classic sourced enough originals to ensure every Continuation features an in-period Lucas rear-view mirror, to complement the three-quarter Brooklands race screen and Smiths clocks in the cockpit.

The original-spec clocks and gauges are an illustration of the hours of craftsmanship that go into creating a C-type Continuation. Not only are they faithful to the originals, but the way in which they are integrated – including the surrounding switches – is an example of the fine and delicate attention to detail that Jaguar Classic engineers employ to create the perfect example.

The ignition switch on the C-type Continuation also embodies this approach. The precisely re-engineered component replicates the original’s start-up procedure, with reliable and high-quality components used to ensure operation is as it should be, every single time. The task of intricately reproducing the rev counter ahead of the driver including the way it revs counter-clockwise, has also been carried out with the emphasis on authenticity and originality.

For all C-type Continuations, materials have been sourced for the interior that respect and reference the original’s heritage, effortlessly and effectively blending old with new, to ensure authenticity while also providing a high quality and reliable finish for owners. Hardura trim is used for the cockpit, retrimmed to a new level that wasn’t found on the original C-type, but trimmed in silver to evoke the period item.

The Rexine finish on the dashboard and side panels of the Continuation cars, is from the last roll of this type of material available, providing as authentic an ambience as possible by delivering the same type of finish from 70 years ago.

The seats, finished in a choice of eight leather hues, are upholstered by Bridge of WeirTM, and are complemented with racing harnesses – fitted to a newly constructed component behind the rear bulkhead to comply with FIA regulations. A Bluemel steering wheel is true to the original with no roundel affixed to the centre – it was omitted from the original race cars to reduce glare and reflections – however customers can specify the iconic Jaguar badging if they desire.

All C-type Continuations are FIA-approved, with eligibility in participating historic race championships, including the Jaguar Classic Challenge, which races at Le Mans, Spa-Francorchamps and Silverstone. To comply with regulations, the C-type Continuations will be fitted with FIA-approved Harness Retention System and rollover protection, effectively integrated into the rear bulkhead, also reassuring for those customers just looking to enjoy on track or closed-road use.

Other FIA-required fitments include a fire extinguisher with engine and footwell extinguishers, neatly controlled by in-period additional toggle switches in the cockpit.

Owners have 12 exterior colours to pick from, including Suede Green, Cream, Pastel Blue and British Racing Green, and the opportunity to enhance the exterior to their own specification with door roundels finished in White or Old English White.The meticulous paint process takes one week to complete using modern water-based paint, while Jaguar badging can also be specified.

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C-TYPE REPLICA DEBACLE – YOU NEED TO HELP NOW

August 27, 2021

TONY BROWN WRITES –

The need to write to the Government about the copyright laws is now extremely urgent, and you must do so by Tuesday.

In the endeavour to help you put pen to paper, here is my appeal to the Government to listen to common sense: I write to you as someone involved in the classic replica car industry – not as a manufacturer but as a journalist – for nearly thirty years.

I have driven them, photographed them, written about them, owned them and even had one built for me, a car that had not existed for nearly sixty years but of which passion dictated one should exist as part of the history of Jaguar.

And I have to say that Jaguar were very helpful, opened their archives to me and helped me at every stage of the long and difficult oeuvre-d’art that I was bent on creating.

I have been involved in the Jaguar world – for it is they who are hell-bent on stopping the manufacture of replicas – for nearly forty years, have aided and helped people build replicas, shown them the way to some of the best artisans in the country to help them fulfil their dream.and generally done all I can in this field. I have owned four replica Jaguars, three of which were built by a company called Lynx Motors International, well known for their craftsmanship, their devotion to detail, and who were visited by the DVLA authorities and given their blessing to carry on building their replicas.

Yet Jaguar, with no thought of the havoc and unemployment they would cause, have taken to court an elderly couple in Sweden and, while it is subject to appeal, won the case and will, if the appeal is not successful, be bankrupted. And this by the very company who gave them such help in their project in the first place, and then did a volte-face.

Subject to the law, it would seem that Jaguar had a prima-facie case to answer, but common sense and a sense of what is right dictates that this whole brouhaha flies in the face of convention. It is seventy years – yes, seventy – since Jaguar produced their first C-type and won Le Mans. This led to fifty three cars being built in two years, led to numerous victories all over the world, all waving the flag for the craftsmanship of a war -torn country struggling to find its feet once again.

And they won the prestigious Le Mans 24 Hours not once but five times in seven years, then, having won so much acclaim and publicity, stopped racing.

A real Jaguar racing car of that era is now worth well into the millions of pounds, but we ordinary people wanted to have the right to live that dream, and so replicas were born. Throughout the years, Jaguar have shared the blueprints, helped all and sundry in their quest for this dream, and indeed, own several replicas themselves, which they did not build but which they bought from replica makers. Employees of Jaguar own them. Do we need to say more?

But, the inequality of the situation is something the Government must address, because it flies in the face of fair play. It should be noted that Jaguar have already put out of business several enterprises in the UK and are, with their wealth attacking others.

And this having built in the last four years replicas of their own race cars and sold them to the public, and as I write are continuing to do so. But, and this is extremely important in the cause of justice and equality, they are only taking UK companies to court. Companies in Europe, America, Australia. New Zealand et al can gaily go on making replicas with no fear of recrimination by Jaguar. Indeed, it is, according to barristers in the USA impossible for Jaguar to win such a case, having left the matter fallow for seventy years. This new legislation will potentially cost the UK taxpayer very dear, with not hundreds but thousands of individuals facing unemployment, companies that serve not only the replica market but Jaguar themselves, from whom they purchased the parts for their own replicas. This is hypocrisy magnified.

So, I, on behalf of the whole Jaguar movement, clubs and members worldwide, race circuits, spectators, events managers of shows, exhibitions, events, rallies, races – the list goes on and on – to hark our plea, to consider the injustice of the current situation and the prejudice of an Indian- owned company against uniquely the British economy. If that is not shooting ourselves in the foot, then I don’t know what is.

I am, Sir,

Your humble servant

Tony Brown

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WE LIVE ON YOUR SUPPORT AND THIS IS WHY WE DO IT – CHECK OUR NEWEST EDITION

August 27, 2021

Jaguar Magazine is a fully private publication, created only because of our passion for Jaguar, and was published first in 1984 with the support of Jaguar Cars.

We are the first such Jaguar publication, are a totally independent magazine which relies on your subscriptions.No magazine anywhere has our depth of Jaguar knowledge.

Our Editor, researching his book ‘Jaguar Under the Southern Cross’, lived in Britain for many years, and became a good friend of Jaguar PR Manager and later author Andrew Whyte, Roger and Penny Hassan, Richard and Carol Hassan and others. In return he got to meet the original racing team members, many other significant Jaguar characters, spent time with Sir William Lyons and became very close to Lofty England who wrote the foreword for his book.

But this magazine also lives in the now.

We cover every aspect of Jaguar Cars to this date and into the future with straight up honesty. No, we are not happy with the C-Type replica debacle, and worry about being the first to go all-electric.

The cost of international postage has risen, so we try to cut our costs in other ways. Why not think about becoming part of our international Jaguar Magazine family if you have the passion – be you new to the marque or not.

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EDITION #208 NOW AVAILABLE AT MAGZTER IN DIGITAL

August 24, 2021

I have been quiet here because the magazine #208 had to be finished and sent to the printer.

That happened at 3.00 am Monday.


It is there now – but it is available right now in digital form at Magzter. www.magzter.com


I am very pleased with what we have in this one too.


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HERE IS THE NEW COVER FOR EDITION #208

August 9, 2021

... and what we have put in it for you.

NEXT EDITION #208


Here is our new cover, featuring the much loved 1955 D-Type which was the first in Australia, returned to England in 2014 – and is now for sale again! It could be yours and has an unbroken history.


We also examine the last model XJ built and explain why represents astounding value for money and is a classic of the near future.


Most importantly at this time of concern for Jaguar’s future – we put into words what Jaguar’s icon essence is all about and why it MUST be protected and loved.


We celebrate 70 years since Jaguar won the Le Mans 24 Hours race for the first time, and revisit the Bowden’s ex-Hodgson racing Mk2 with new vintage images.


We also present the TWO of 16 XK-SS which went to Cuba when new, and were abandoned post the Castro Revolution. We publish quality images of them as they were found in the tropical open – when they got out and went to England in 1987, and as they are today.


Then there’s the personal story of taking delivery in the UK of the first XJ220 to come to the Southern Hemisphere.
… and of course, then is much much more in edition #208.


Get your order in right now.


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WHY JAGUAR MAGAZINE GIVES YOU MORE – AND IS ‘GOOD DIFFERENT’ – apologies to Aleksandr Orlov (meerkat …)

July 18, 2021


We might have published a long way from Warwickshire since 1984, but Jaguar Magazine is unlike any other Jaguar focussed publications. We were there often when it happened – and knew or know many of the marque’s legendary characters.

We also have a massive unique and historic image archive so what you see in the magazine you probably won’t have seen before.


As a good example, take these images of the genuinely legendary Lofty England. Our editor and his wife were very good friends him and his wife Doris. They were together regularly from the late 1970s in England, Austria and Australia.


These pics cover the span of his working life at pre-War Brooklands when he worked for Thai Price Bira, at Jaguar where he ran the Service Department and controlled the racing from the pits at Le Mans and elsewhere before becoming the Company CEO. They also show Lofty in Australia with an XK120, D-Type XKD510 and the John Goss racing XJ-S, and at home in beautiful Austria.


But this doesn’t even scratch the surface of our resources, and in our coming edition we have an exclusive feature on the lives of the two Cuban XK-SSs rescued back to England in the late 1980s – and their owners on the euphoric tropical island. You will also find how they escaped the secretive country.


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JAGUAR LAND ROVER BOSS SEES NO IMMEDIATE END TO PETROL AND DIESEL CARS

July 18, 2021

Jaguar Land Rover says it won’t be abandoning petrol and diesel engines in Australia any time soon, despite hoping to expand its local offerings of plug-in hybrid and fully electric vehicles.

JLR Australia managing director Mark Cameron said while he was eager to introduce more of the company’s plug-in hybrids to Australia and was pleased with the incentives being offered by certain States, it would still be some time before internal combustion engines disappeared from its line-up.“

We’re going to have a great range of technologies; we’re not going to start sacrificing the availability of petrols or diesels any time soon, or for some years,” he said.

Mr Cameron said he would like to see further action on EVs.In recent months New South Wales, Australian Capital Territory and Tasmania introduce various incentives to buy electric vehicles, while as of this month the luxury car tax threshold on electric and low-emission vehicles was raised to $79,659 — some $10,000 more than ICE vehicles.

But Mr Cameron said more can be done.“

We’d obviously like to see the luxury car tax threshold be reviewed,” he said.

“We would like customers buying more expensive cars to still have some incentive to switch their buying behaviour away from internal combustion engines to low emissions, electric vehicles.“

But until there’s some incentive for those customers I think we’re still going to see a high degree of demand for straight sixes and V8s.”

“But we’re committed to trying to improve the mix of low-emissions vehicles within our fleet and we welcome what’s happening at the moment in terms of movement at state level at least to provide some incentive.”

He highlighted plug-in hybrid versions of the Jaguar E-Pace, Land Rover Discovery Sport and Range Rover Evoque as the type of vehicle we could see on sale in Australia.“

We have a great range of plug-in hybrids available globally; we’ve got plug-in versions of those vehicles we’re not selling in Australia.“

I’m looking at the market changes, condition changes, with a view to deciding what the best opportunity is to bring those vehicles to Australia.“

Obviously there has to be a business case, there has to be volume to warrant that.”

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