Jaguar XJ13, 1966

Jaguar XJ13, 1966

The Jaguar XJ13 was a prototype racing car developed by Jaguar to challenge at Le Mans in the mid-1960s. It never raced, and only one was ever produced.

Jaguar had considered the manufacture of a V12 engine as far back as 1955, initially for racing purposes, and then developing a road going version, unlike the XK which was designed as a production engine and later pressed into service for racing. The engine design was essentially two XK 6-cylinder engines on a common crankshaft with an aluminium cylinder block, although there were differences in the inlet porting, valve angles and combustion chamber shape. The first engine ran in July of 1964.

The idea of a mid-engined prototype was first mooted in 1960, but it was not until 1965 that construction began, with the first car running by March 1966. The aluminium body was designed by Malcolm Sayer, the aerodynamicist responsible for the Jaguar C-Type, D-Type, E-Type and XJ-S, who used his Bristol Aeroplane Company background to build it using techniques borrowed from the aircraft industry.

The Jaguar XJ13 had mid-engine format with the 5.0 litre V12 engine mounted behind the driver, used as a stressed chassis member together with the five-speed manual ZF Transaxle driving the rear wheels.

The front suspension wishbones were similar to that of the E-Type, however where the E-Type used longitudinal torsion bars, the Jaguar XJ13 had more conventional coil spring/damper units. At the rear there again remained similarities with the E-Type - the use of driveshafts as upper transverse links - however the rest was quite different, with two long radius arms per side angling back from the central body tub together with lower links.

The development of the Jaguar XJ13, although treated seriously by the designers, was never a priority for company management (despite assistant MD Lofty England's Le Mans success in the 1950s), and became less so following the 1966 merger with BMC. By that time Ford had developed the 7.0 litre GT40, and so the Jaguar XJ13 was considered obsolete by the time the prototype was complete. The prototype was tested at MIRA and at Silverstone, which confirmed that it would have required considerable development to make it competitive. The prototype was put into storage and no further examples were made.

Jaguar Mark 2, 1959

Jaguar Mark 2, 1959

The Jaguar Mark 2 is a medium sized saloon car built from 1959 to 1967 by the Jaguar company in Coventry, England, as successors to the Jaguar 2.4 and 3.4 models, manufactured between 1957 and 1959. These retrospectively became known as the Jaguar Mark 1 following the release of the Mark 2 in 1959.

Adhering to Sir William Lyons' maxim of "grace, pace and space", the Mark 2 was a beautiful, fast and capable saloon. It came with a 120 bhp 2.4 L, 210 bhp 3.4 L or 220 bhp 3.8 L Jaguar XK6 engine. The 3.8 is similar to the unit used in the 3.8 E-Type (XKE), having the same block, crank, connecting rods and pistons but different inlet manifold and carburetion (two SUs versus three on the E-Type in Europe) and therefore 30 bhp less. The head of the six cylinder engine in the Mark 2 had curved ports compared to the straight ports of the E-Type configuration. For markets other than the US the 3.4 was fitted with twin SU carburettors and the 2.4 with twin Solexes, but three Solexes were used in US spec 3.4s and 3.8s in order to meet SMOG emissions legislation. This reduced power output over the equivalent SU carburetted examples.

The Daimler 2.5 litre engine was fitted to the Daimler 250 derivative of the Mark 2 (In European markets known as the Daimler 2.5-V8 then Daimler V8-250), having first been used in the Daimler SP250 sports car (the SP250 was originally known as the Daimler Dart but "Dart" was a trademark of Dodge and had to be dropped by Daimler under threat of legal action.) The aluminium alloy Daimler engine was lighter than the cast iron block Jaguar sixes, therefore reducing the mass over the front wheels and hence reducing understeer compared to the XK-powered versions under hard cornering. These models were recognisable by the characteristic Daimler wavy fluting incorporated in the chrome grille instead of the Jaguar badge and figurine.

The Mark 2 was discontinued in September 1967 and replaced by the 240 and 340, so named to distinguish them from the old 2.4 and 3.4 which, as noted above, became known as the Mark 1 following the introduction of the Mark 2 in 1959. The Jaguar 240 and 340 were interim models to fill the gap until the introduction of the XJ6 in September 1968. The 340 was discontinued immediately but the 240 continued as a budget priced model until April 1969; its price of £1364 was only £20 more than the first 2.4 in 1956. (Eric Dymock, The Jaguar File, 3rd edition, 2004, Dove Publishing.)

The economies of the new 240 and 340 models came at a cost - the leather upholstery was replaced by 'Ambla' leather-like material and slimmer, more economical front and rear bumpers were introduced. Other changes included the replacement of the front fog lamps with circular vents and optional fog lamps for the UK market. The sales price was reduced to compete with the Rover 2000 TC.

The 240's performance was improved over the old 2.4 model by upgrading the 2.4's cylinder head and twin Solex carburettors to the straight port 'E-Type' head and twin SU carburettors. For the first time the 2.4 litre model could exceed 100 mph resulting in a slight sales resurgence.

Performance
A 3.4 litre car with automatic transmission tested by The Motor magazine in 1961 had a top speed of 119.9 mph (193.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 11.9 seconds. A touring fuel consumption of 19.0 miles per imperial gallon (14.9 L/100 km; 15.8 mpg-US) was recorded. The test car cost £1951 including taxes of £614.

A 3.8 litre car with the 220 bhp engine was capable of accelerating from 0-60 mph (97 km/h) in 8.5 seconds and could reach a top speed of 125 mph (201 km/h).

Jaguar XK SS, 1957

Jaguar XK SS, 1957

 

Jaguar withdrew from racing the company offered the remaining, unfinished chassis as the roadgoing Jaguar XK SS, by making changes to the racers: adding an extra seat, another door, a full-width windshield and folding top, as concessions to practicality. However, on the evening of 12 February 1957, a fire broke out at the Browns Lane plant destroying nine of the twenty-five cars that had already been completed or were semi-completed. Production is thought to have included 53 customer D-types, 18 factory team cars, and 16 XK SS versions.

Following Jaguar's withdrawal from competition at the end of the 1955 season, a number of completed and partially complete D-types remained unsold at the Browns Lane factory. In an attempt to recoup some of the investment made in building these unused chassis, and to exploit the lucrative American market for high-performance European sports cars, Sir William Lyons decided to convert a number to full road-going specification. Only minor changes were made to the basic D-type structure: the addition of a passenger side door, the removal of the large fin behind the driver's seat, and the removal of the divider between passenger and driver seats. In addition, changes were made for cosmetic, comfort and legal reasons: a full-width, chrome-surrounded windscreen was added; sidescreens were added to both driver and passenger doors; a rudimentary, folding, fabric roof was added for weather protection; chromed bumpers were added front and rear (a styling cue later used on the E-type); XK140 rear light clusters mounted higher on the wings; and thin chrome strips added to the edge of the front light fairings. In total 16 Jaguar XK SS were made, with most being sold in the USA, before the Browns Lane fire destroyed the remaining chassis.

Jaguar XK140, 1955

Jaguar XK140, 1955

The Jaguar XK140 is a sports car manufactured by Jaguar between 1954 and 1957, the successor to Jaguar's highly successful XK120. Upgrades included better brakes, rack and pinion steering, increased suspension travel and modern tube type shock absorbers instead of the older lever arm design.

The Jaguar XK140 was introduced in late 1954 and sold as a 1955 model. The primary visual change was the more substantial front and rear bumpers, with large overriders. Another new feature was modern flashing turn signals, operated by a separate switch on the dash. The twin amber lights positioned above the front bumper helped to distinguish the XK140 - until XK120 owners started installing the same equipment.

Front grille size stayed the same but became a one piece cast unit with fewer, thicker vertical slats. The Jaguar badge was fitted to the grille itself, rather than being mounted between the grille and hood/bonnet as on the XK120. A chrome trim strip extended back over the bonnet and at the rear continued down the centre of the boot (trunk) lid, where it contained a red shield with the words 'Winner Le Mans 1951-3' inscribed in gold.

The interior was improved for taller drivers with an addition of 3 inches (76 mm) of legroom, as a result of relocating the engine, firewall and dash forward. The new arrangement left no room for the XK120 battery compartment, and the single battery was now located low down inside the wing on the inlet side, making it almost impossible to replace.

The Jaguar XK140 continued to feature the famous Jaguar XK engine with the Special Equipment modifications from the XK120 as standard, increasing the specified power by 10 bhp to 190 bhp (142 kW) gross at 5500 rpm. The special C-Type cylinder head was also carried through from the XK120 catalogue as an option, specified at 210 bhp (157 kW) gross at 5750 rpm.

A car fitted with the C-type cylinder head, 2-inch sandcast H8 carburettors, heavier front torsion bars and twin exhaust pipes was known in the UK as an XK140 SE. In North America it was popularly called an XK-140 MC.

In 1956, the XK140 was the first Jaguar sports car to be offered with an automatic transmission. As with the XK120, the availability of wire wheels and dual exhausts were options although most cars imported into the United States had wire wheels. Cars with disc wheels continued to be offered with fender skirts (spats) closing the rear wheel arch.

The Jaguar XK140 was available in three body styles. The OTS (Open Two Seater) roadster had a light canvas top assembly that when lowered fitted behind the seats and thus completely disappeared inside the body. The interior of the OTS was trimmed in leather and leatherette, including the dash. Like the XK120 Roadster, the Jaguar XK140 OTS had removable canvas and plastic side curtains on light alloy doors, and either a long or short tonneau cover to keep the cockpit dry with the top down.

As well as real wind-up windows, the DHC (Drop Head Coupe) had a permanently-mounted padded soft top that when lowered sat above and outside the body of the car. it also had a fixed windscreen (unlike the removable windscreen of the OTS). The DHC had a very elegant walnut-veneered dash and door cappings, as did the FHC (Fixed Head Coupe). As a gesture to practicality, a jump seat was added to both coupe models. The FHC's windscreen was mounted further forward, giving it considerably more interior space than the DHC.

Jaguar D-Type, 1954

Jaguar D-Type, 1954

 

 

The Jaguar D-Type, like its predecessor the C-Type, was a factory-built race car. Although it shared the basic straight-6 XK engine design (initially 3.4L and eventually uprated to 3.8 litres in the late fifties) with the C-Type, the majority of the car was radically different. Perhaps its most ground-breaking innovation was the introduction of a monocoque chassis, which not only introduced aircraft-style engineering to competition car design, but also an aeronautical understanding of aerodynamic efficiency. The Jaguar D-Type was introduced purely for competition, but after Jaguar withdrew from racing, the company offered the remaining, unfinished chassis as the roadgoing Jaguar XK SS, by making changes to the racers: adding an extra seat, another door, a full-width windshield and primitive folding top, as concessions to practicality. However, on the evening of 12 February 1957, a fire broke out at the Browns Lane plant destroying nine of the twenty five cars that had already been completed or in semi-completion. Production is thought to have included 53 customer D-Types, 18 factory team cars, and 16 XKSS versions.

Design
The new chassis followed aircraft engineering practice, being manufactured according to monocoque principles. The central tub, within which the driver sat, was formed from sheets of aluminium alloy. To this was attached an aluminium tubing subframe carrying the bonnet, engine, front suspension, and steering assembly. The rear suspension and final drive were mounted directly onto the monocoque itself. Fuel was carried in deformable bags inside cells within the monocoque; another aircraft innovation.

The highly efficient, aerodynamic bodywork was largely the work of Malcolm Sayer, who joined Jaguar following a stint with the Bristol Aeroplane Company during World War II. Although he also worked on the C-Type, the limitations of the conventional separate-chassis did not allow full expression of his talent. For the Jaguar D-Type, Sayer insisted on a minimal frontal area. To reduce its height, Haynes and former-Bentley engineer Walter Hassan developed dry sump lubrication for the XK engine. By also canting the engine over by 8° (resulting in the trademark, off-centre bonnet bulge) the reduction in area was achieved. Care was taken to reduce drag due to the underbody, resulting in an unusually high top speed; for the long Mulsanne Straight at Le Mans, a large vertical stabiliser was mounted behind the driver's head for aerodynamic stability with minimum drag. For the 1955 season, factory cars were fitted with a revised, long-nose version of the bodywork, which increased top speed even further.

Mechanically, many features were shared with the outgoing C-Type. The ground-breaking disc brakes were retained, as was the XK engine. Apart from the new lubrication system, as development progressed during the Jaguar D-Type's competition life the engine was also revised. 1955 saw the introduction of larger valves, and an asymmetrical cylinder head design within which to accommodate them. The Jaguar D-Type was the second racing car to have Dunlop disk brakes. The Citroën DS, introduced a year later, was the first production car with disk brakes in Europe. The Crosley Hotshot was the first American automobile with disk brakes, in 1949.

Elements of the body shape and many construction details were used in the iconic Jaguar E-Type.

Competition history
The Jaguar D-Type was produced by a team, led by Jaguar's race manager Lofty England, who always had at least one eye on the 24 Hours of Le Mans, the most prestigious endurance race of the time. As soon as it was introduced to the racing world in 1954, the D-Type was making its presence felt. For the 1954 24 Hours of Le Mans the new car was expected to perform well, and perhaps even win. However, the cars were hampered by sand in their fuel. After the fault had been diagnosed and the sand removed, the car driven by Duncan Hamilton and Tony Rolt quickly got back on the pace, finishing less than one lap down on the winning Ferrari.

The 1955 car incorporated the new long-nose bodywork, and the engine had been uprated with larger valves. The team again proved strong at Le Mans, and with no sand to worry about they were a good match for the Mercedes-Benz 300 SLR cars who were hotly tipped to win. Sadly the contest was curtailed by one of the worst accidents ever to occur in motorsport: after only three hours of the twenty-four had elapsed, Pierre Levegh's SLR clipped the tail of an Austin-Healey, sending the German machine into the hay-bale barrier. The Mercedes erupted into a flaming ball and sent burning wreckage and debris into the crowd. More than 80 people, including Levegh, were killed, and many more injured. Mercedes withdrew from the race almost immediately, although at the time Juan Manuel Fangio was leading in his SLR, but Jaguar opted to continue. Some blamed Mike Hawthorn for causing the crash as he swerved his Jaguar D-Type in front of the Healey, setting off the tragic chain of events. Hawthorn and his co-driver Ivor Bueb went on to win the race.

With Mercedes deciding to withdraw from motorsport at the end of the 1955 season, the field was clear for Jaguar to clean up at the 1956 24 Hours of Le Mans race. However, it proved to be a bad year for the works team; only one of their three cars made it to the finish, and then only in 6th place. Luckily for the Jaguar D-Type's reputation, the small Edinburgh-based team Ecurie Ecosse were also running a D-Type, driven by Ron Flockhart and Ninian Sanderson, and this car came through to win ahead of works teams from both Aston Martin and Scuderia Ferrari. Away from Le Mans, the Cunningham Team raced several Jaguar D-Types after being offered the automobiles by Jaguar's head, Sir William Lyons, if Briggs Cunningham would stop building his own automobiles. In May 1956, the Cunningham team's entries in the Cumberland circuit in Maryland included three of those D-Type Jaguars - characteristically painted in the pristine white-and-blue Cunningham Team colors - for drivers John Fitch, John Gordon Benett, and Sherwood Johnston.

For 1958, the Le Mans rules were changed, limiting engine size to 3 liters for sports racing cars, thus ending the domination of Jaguar's D-Type with 3.8 liter XK engine. Jaguar developed a 3-liter version of the XK engine, which powered D-Types in the 1958, 1959 and 1960 Le Mans races. However, the 3-liter version of the XK engine was never reliable and by 1960 was not producing enough horsepower to be competitive.

With ever decreasing factory support and increasingly competitive cars from rival manufacturers, the Jaguar D-Type's star waned. Although it continued to be one of the cars to beat in club- and national-level races it never again achieved a podium result at Le Mans, and by the early 1960s had disappeared into obsolescence.