Jaguar Sports Racing & Works Competition Cars to 1953 0854292772, 9780854292776

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COMPETITION Andrew Whyte

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attire!

GUAR

SPURS (RINGING to CAUCUS (COLPEVTVOON GAS VO Tela’ As with Jaguar Sports Cars and Jaguar Saloon Cars this has to be THE definitive work on its subject — Jaguar and Jaguars in motorsport up to 1953. A further volume will be published covering the period from 1954. Originally intended to be a single volume covering all of Jaguar’s motorsport activities, this work just grew and grew and grew. Every month of writing would bring forth new discoveries which had to be included as Andrew Whyte dug ever deeper into Jaguar’s past. It was then decided to produce two volumes, but still previously unpublished photographs and fresh snippets of information surfaced until the point was reached where the large volume before you répresents just half the total work. Was all the effort worthwhile? For anybody who loves Jaguars the answer will be a resounding “YES!” For this book represents all that is best in the fields of automotive journalism and historical research. This is the complete history of SS and Jaguar in motorsport: it leaves no stone unturned in its coverage of every significant race or rally in which an SS or Jaguar competed — or even a Swallow sidecar! Through most of his working life Andrew Whyte has been employed by Jaguar having served an apprenticeship with the company, edited the internal magazine, The Jaguar Journal, and eventually becoming the P.R. Manager under ‘Lofty’ England. Because of this unique association with Jaguar and his relationship with key figures in its history he has, for the first time, been able in this

book to relate the inside story of Jaguar’s involvement with, and attitude to, motorsport. This chronicle of the S100, XK120 and C-type era is lucidly presented and frequently punctuated by the personal accounts of those involved — such as Ian Appleyard, whose contemporary reports of rallying the $S100 and XK120 are superbly entertaining. So complete is this hook that Andrew Whyte has even recorded an individual history for each of the fifty-four C-types built by Jaguar. ...

This pit scene, from Le Mans 1953, was painted

by Terence Cuneo as a commission from Jaguar’s distributors and dealers who made a presentation of the picture to ‘Lofty’ England on the occasion of his retirement as Chairman of Jaguar in 1974. Reproduced by permission of the owner, Mr F.R.W. England.

MR HY fe

Z 746 7 16-95

LONDON

BOROUGH

OF

GREENWICH

TWAT GREENWICH

LIBRARIES

8028 00856076 2

While

complete in itself this book ts a companion to three

other Foults titles on Jaguar. Together these four books form the definitive history of this great British marque:

Jaguar Sports Cars — Paul Skilleter Jaguar Saloon Cars — Paul Skilleter with Andrew Whyte Jaguar Sports Racing and Works Competition

Cars from 1954 — Andrew Whyte (In preparation)

For further information, contact your bookseller or write to the publisher

ISBN

0 85429

277

2

A FOULIS Motoring Book First published 1982 © Andrew J.A. Whyte 1982 All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage or retrieval system, without written permission from the publisher. Published by:

Haynes Publishing Group P.L.C. Sparkford, Yeovil, Somerset BA22 7JJ Distributed in USA by: Haynes Publications Inc. 861 Lawrence Drive, Newbury Park, California 91320, USA

Editor: Rod Grainger Dust jacket design: Rowland Smith Printed in England by: Haynes Publishing Group P.L.C.

UAGUAR SPURS WANG 0 WOOL

GOMPRIMIONEGARSROR SS

Andrew Whyte Foreword by F.RW.England

Digitized by the Internet Archive in 2022 with funding from Kahle/Austin Foundation

https://archive.org/details/jaguarsportsraciO000whyt

9614

Contents Foreword by F.R.W. England

Appendix One: The Works Drivers 1949 to 1953

Author’s Preface and Acknowledgements

Clemente Biondethi “Bira”’,

James Duncan Hamilton Leslie Johnson Stirling Moss

Chapter One Swallow — The Sporting Sidecar and Racing

J. Claes,J.Farman and H. Hadley

13

Tony Rolt Tan Stewart

Peter Walker and Peter Whitehead

Chapter Two Swallow and SS Cars in Motorsport

a

Chapter Three The SS Jaguar from 1936

Appendix Two: The SS, XK and C-type

45

Racing Round the World (the “‘privateers’’)

Chapter Four England and the XK come to Jaguar

Tommy Wisdom

259) 261 263 264 265 266 267 268 269

212 278 281 284 285

United Kingdom

63

Continental Europe

Africa, Asiaand Australasia Central and South America

Chapter Five 1950 Racing

North America

Chapter Six 1950 Rallying

107

Chapter Seven 1951 Racing

E21

145

Chapter Nine 1952 Racing

SS Jaguar 100 (Ian Appleyard on the 1947/48 Alpine Trials )

PAaNS)

Jaguar XK120 (Bob Berry on race preparation)

B19

Jaguar C-type (Michael Head on racing in

Chapter Eight 1951 Rallying

Appendix Three: Personal Experiences

foul

74)

Scandinavia)

Appendix Four: Contemporary Reports General literature and road tests on XK 120

Chapter Ten 1952 Rallying

DoH Appendix Five: XKC001

Chapter Eleven 1953 Racing

329

and C-type

Wee)

Individual histories by chassis

to 054 number

365

Chapter Twelve 1953 Rallying

245

Index

409

Left ef

Raymond England (right) with his mother and elder brother Kenneth,

1918.

Below:

Main Street, Watkins Glen, NY, and importer Max Hoffman

talks to John Fitch at the start of the 1952 Seneca Cup race. Conferring on the left are William Lyons, “Lofty” England, and R. Graham Reid. Photo: Robert Blake collection Inset:

Deputy Chairman and architect of five Le Mans victories, Frank Raymond Wilton England photographed circa 1968 at Browns Lane. (When Sir William Lyons retired, “Lofty”

England succeeded him as Jaguar’s chief executive.)

Foreword by ERW. England

In these days when one hears of expenditure in the motor industry or the earnings of top racing drivers in nothing less than millions, the story of Jaguar’s competition activities reads rather like a fairy story or, to parody the famous words of that great man Winston Churchill, “never was so much done by so few for so little in such a short time’’. For the management and staff involved, the competition work was just an addition to their normal responsibilities and not to be taken as an excuse for something else not getting done, as witness what was achieved by Chief Engineer Bill Heynes and his handful of engineers who in the ten immediate-postwar years, in addition to designing and producing the C-type and Dtype competition cars, designed and got into production four completely new Jaguars and many variations of them. No matter how good the car, it still needs to be welldriven to win, and Jaguar was fortunate in having some of the most brilliant British drivers in its team. They were an inspiration to the engineers and mechanics and everyone else to do with that team. All had the simple common objective — to do well. Hours, days, holidays and how much one was paid, were of little importance compared to the great satisfaction of sharing in success. Racing and rally successes played a big part in the expansion of Jaguar export markets, and in promoting enthusiasm throughout the workforce and the companies

supplying Jaguar with vital components or services. I also believe that, apart from the benefit to Jaguar itself, the worldwide publicity given to major successes did much to promote Britain and British trade generally abroad. Such was the impact made by Jaguar, that many books have been written about it; but this is, I think, the first

one to relate exclusively to the competition activities and the people who were associated with them. As a Jaguar apprentice and employee during many of those wonderful years Andrew Whyte is well-qualified to write such an intimate account of what took place. Those at Jaguar who had the good fortune to be involved look back with pride on what was achieved and with respect for the man who made it all possible — Sir William Lyons, the creator of Jaguar.

F.R.W. England Altmutnster, Austria, 1981

; Author’s Preface and Acknowledgements

As long ago as 1975 my good friend Paul Skilleter (to whom I owe a lot) expressed his awareness of the multitude of Jaguar publications already on the market. That was in the rather self-effacing introduction to his own then new book, Jaguar Sports Cars, which was to win him a national literary award. He was absolutely right in his assessment, that there was still room for authentic and definitive works on the Jaguar, and he followed it up five years later with an even more comprehensive companion volume — Jaguar Saloon Cars. At the time of Paul’s first book I was able to be of some help to him as I was sull working for Jaguar despite the aftermath of the infamous Ryder investigation of British Leyland, a major effect of which was to discourage marque enthusiasm. When his second book came along, Paul kindly invited me to write the section on Jaguar touring cars in competition — my first effort as a fulltime ‘freelance’ after more than twenty years with the company I had originally joined on leaving school. Surely that would be the last magnum opus in the Haynes Jaguar series? Not a bit of it! I had always wanted to tell the works competition story in full and, shortly after the Saloons book appeared

in 1980, I was asked to make it a

Haynes triad. As with all truly great motor cars, it seems, there is no limit to the appeal of Jaguar and the aura that surrounds it. Like Paul, too, I have been lucky in obtaining fresh material enabling new ground to be broken.

It is true to say that the archive material retained at the Jaguar works from the earlier racing days is relatively sparse. Despite this, I discovered that I had accumulated more than enough lore for one book, long before my research was anything like complete. Thanks to my publisher’s

flexibility and

great enthusiasm,

however,

I

have been allowed to deal with that particular problem quite simply — by turning one book into two! So the Foulis-Haynes Jaguar library will be quadrifarious before long. This, the first of the two competition books, covers the thirty years from when three Swallows competed in the Isle of Man Sidecar TT to 1953, the peak year, in which the works Jaguars achieved their most decisive of victories in the 24-hour race of Le Mans. The second book (due for publication later in this sixtieth anniversary year of the company) concentrates upon the fabulous D-type, first seen in 1954 and acknowledged as one of the most beautiful and practical of purpose-built machines. The information from that period is even more copious and what-to-leave-out is, at this moment, proving to be one of the biggest frustrations — though it is of course necessary if the book is to be of reasonable proportions. Naturally, that book also completes the story to the present day, for Jaguar has been allowed to resume its former title of Jaguar Cars Ltd., and it has a Chief Executive (John Egan), a Technical Director (Jim Randle), and a Board all sharing the prime aim of maintaining the

9

oe viability of the company and the character of the marque. The benetits of competition activity have not been overlooked by this revitalised organisation. | am indebted to Jaguar people present and past for the tremendous help and encouragement they have given me in this double project. Four men stand out, for they created the story. Now they have puta great deal of time and effort into helping me recreate it. Sir William Lyons, ‘Lofty’ England, Bill Heynes, and (initially) Walter Hassan made Britain a successful motorracing nation again after World War II — and they made the Jaguar one of Britain’s most successful exports. Their strategy was to tackle the world’s most famous endurance race — the 24-hour Le Mans classic — in the intended spirit: that is, by using cars which could be driven to and from the course and be related directly to the everyday type of vehicle. Not only did Jaguar cars win five times, but they did so with a minimum of resources, for there was never a specific budget for sporting activities. It may be that this is the main reason why all efforts were directed towards Le Mans, with the result that similar success did not always follow the Coventry marque at other locations. I have tried to give prominence to the failures as well as the successes which always overshadowed them. The Jaguar priority was to produce desirable motor cars for sale to the public and to provide secure employment for its workforce. The racing years were also the company’s years of most rapid growth. Victory in races and rallies was the icing on a very rich cake. Lofty’s comments on the manuscript have, of course, been of the greatest possible value. In addition to those at the top, I am _ particularly grateful to the Jaguar men whose experiences (and, in some cases, photographic records) have given me so clear

many hours with me include Bob Blake, Len Hayden, John Lea, Joe Sutton, and Phil Weaver. Of the innumerable other Jaguar people to help me, 1 should mention Ron Beaty, Bob Berry, Les Bottrill, George Buck, David Crisp, Trevor Crisp, Alan Currie, Jim Eastick, John Emerson, Gordon Gardner, Ron Greves, Richard Hassan, Harry Hawkins, Alan Hodge, Peter Jones, Len Lucas, Frank Philpott, ‘Jock’? Graham Reid, Les Ryder, Doug Thorpe, and really, many more for the list could cover several pages. Especially, though, I want to thank Roger Clinkscales and his colleagues of the Jaguar photographic department for providing so many fine pictures. Many friends and friendly enthusiasts outside Jaguar have also gone to great lengths to fill-in the historical gaps with details and ‘new’ photographs, the latter being acknowledged individually. Of

the

drivers

themselves,

I must

mention

the en-

thusiasm for my project shown by Duncan Hamilton and Tony Rolt — one of the great Le Mans partnerships — and by Paul Frere, whose objective assessment of the 1955 Le Mans accident forms a most important contribution to the second

book. Although

never strictly a works driver,

lan Appleyard did more for Jaguar in the field of rallying than anyone else; his full personal accounts of the early postwar Alpine trials show that he had a flair for the written word too, as the reader will discover. Another very important acknowledgement is due to the various divisions of IPC for permission to use material originally published by the companies known as Iliffe Press and Temple Press. Jaguar enthusiasts around the world have made these two books possible but, most of all, this task’s completion

can be attributed to the patience and understanding of my family and of my publisher.

a picture of what it was like to be part of the team — notably Ted

Brookes,

Norman

Dewis,

Tom

Jones,

Bob

Penney and Frank Rainbow, all of whom are still based at Browns Lane, Coventry. Retired team men to have spent

10

Andrew Whyte, Ettington, Warwickshire, January

1982.

Deki

Salen

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LIA pave a

Chapter One

Swallow— The Sporting Sidecar and Racing

ew are the motor industry magnates or managers who have not aspired to sporting greatness for their product. Company policies develop in different ways, however, and different images emerge. Ferrari and Porsche are classics of continuity among the famous names. Alfa Romeo was once held in similar

racing. They just did it. Jaguar’s racing effort was channelled towards gaining victory in one specific race a year ... Le Mans. For Jaguar, winning Le Mans meant more than winning anywhere else, and the Coventry firm’s virtual

esteem and, with the re-emergence of its own top Grand

the soundness of aiming for such a clearly defined goal. It takes many people to make a team. As far as the Jaguar team is concerned there are three men to whom its performance — in victory and in defeat, but above all in the brilliant ultimate success of the six-year programme — can be attributed. Countless others, many of whom are to be met in this book, helped and to some extent influenced

Prix car, it may regain its high reputation. “Federal” BMW overcame its darkest days, pulling itself back oncourse in the nineteen-sixties. Somehow Germany’s most respected marque of all —- Mercedes-Benz — has never even looked like dying. Its reputation is built on many factors such as superb engineering, design, and materials, longevity, worldwide service and, of course, success in rallies and

races.

In

1981

Stuttgart,

as

it had

done

before,

withdrew from the sport at short notice. Jaguar is unique among the surviving British marques,

having cultivated a reputation for ultra-sophistication yet retained a latent ‘“‘race-winner”’ image not far below the surface. Today’s younger enthusiasts never saw Jaguars winning at international level, yet they greet any rumour of Coventry’s return to the sport with eager approval and even fervent patriotism. As with those of Mercedes-Benz, Jaguar’s motorsport activities were always incidental to the main work of developing and producing the ‘“‘bread-and-butter”’ cars. The big difference was that Jaguar never had a budget for

domination of the most famous race in the world, during six seasons of direct involvement, is a clear indication of

them, but William Lyons, William Heynes, and Raymond

England were the decision-makers. They worked together with a disciplined accord. William Lyons was, of course, in charge. He had been

the co-founder of a sidecar-making compnay before he was twenty-one;

from

1935 he had been his own master,

and the Jaguar car was the direct result of his singleminded determination. Bill Heynes joined Lyons in the spring of 1935, when

the company was still making sidecars and car bodies. Heynes had been making his mark as an engineer at Humber — a “traditional”’ firm which was rapidly donning the whizz-kid mantle of the, by then, Rootes empire.

Determined to get an engineering department of his own

Nee

Above:

Sir William Lyons, FRSA, RDI, D.Tech, photographed with Lady Lyons in his eightieth year. (The portrait by Norman Hepple was commissioned on Sir William’s retirement in 1972, and hangs at the Jaguar works). Peter Cramer, Autocar

Top right: William and Greta Lyons in Blackpool, in 1921, with an

orthodox Norton combination. Lyons had not yet bought his first Swallow sidecar ...

When the man responsible for creating all Jaguars — racing and otherwise — W.M. Heynes, CBE, retired in 1969, Sir

William Lyons told the press: “His advice and opinions have been invaluable ... His astute leadership of the

Engineering Division and his own personal ability have been of fundamental importance to the success of Jaguar.”’ Bill and “Dutch”’ Heynes are seen here in more recent times, at their home, Wolverton, near Stratford-upon-Avon.

Birmingham Post & Mail

14

* rt bs £

> oll Bill Heynes discussing brakes, in the early XK days, with colleagues Claude Baily (right), Ron Sutton (left) and

Walter

Hassan.

Beyond

the drawing board can be glimpsed Bob Knight and Keith Graham. These Alfin brakes were tried but never adopted, due to problems

when hot. Girling then developed some

large-diameter

drums,

but

they were discarded. The final answer was, of course, the disc brake — just one of the important

engineering developments pioneered by Jaguar for racing and everyday use.

in action as soon as possible, Lyons used the Coventry grapevine to “head-hunt’’ Heynes. Like Bill Heynes’s, Ray England’s background was a motoring one — a Daimler apprenticeship followed by a series of summers leading the independent life of an international racing mechanic, wintering “between teams”’ in the London service department of Alvis. England had already returned from the RAF to Alvis in 1946 when he learned that Lyons was looking for a Jaguar service manager. Many a motorsporting legend has its roots among motorcycles and the romance of the Manx races. Jaguar’s

story is no exception. Raymond England himself raced in the Tourist Trophy and Manx Grand Prix races in the nineteen-thirties. Indeed he was runner-up in the 1936 “Lightweight Manx’, riding a Cotton with a four-valve Python engine — a performance which won him a works ride in the following year’s TT. Riding a JAP-engined Cotton, England had to retire at two-thirds distance when a valve collar broke. He is still fascinated by this island of ultimate road-racing, and goes back regularly as an enthusiastic official of the TT riders’ association. The TT’s history begins thirty years earlier. From 1907 to 1910 the course was known as the “St. John’s” circuit, this being the triangle formed by Peel, Ballacraine, and Kirkmichael. The Ballacraine-Kirkmichael section was to become part of the ‘Mountain Circuit” that has held motorcyclists in thrall since 1911 — nearly thirty-eight miles per sinuous lap. Just as they do today, enthusiasts flocked to the island

“Lofty” and Doris England with historic Sunbeam and modern Gilera at their mountain home in the eastern Salzkammergut.

1d

Above left: Twenty-five-year-old Frank Raymond Wilton England (Cotton) poses for the Keig photographer before the 1937 lightweight WIE, Left: Where it all began — ‘Fairhaven’, Flowery Field, Stockport, the

Walmsley family home behind which Bill Walmsley began reconditioning motorcycles and making sidecars on his return from World War I. Above:

William Lyons, motorcyclist. This is a Harley-Davidson, circa 1920.

for the fun and the spectacle — and this is where Lyons and racing ‘‘came together”’ for the first time. From the Fylde coast of England it was easy to nip over to the island and back within the space of a weekend. One of Lancashire’s many keen motorcyclists was William Lyons; and, like so many others, he grew up while Europe was at war. When the TT was revived in 1920, eighteen-year-old Lyons — a junior salesman in a Blackpool garage — became a regular Isle of Man pilgrim. He has even admitted to getting a ticking-off for reporting late for work afterwards. Lyons did not just watch the sports; he was a competitor himself on a variety of machines and, during the

‘twenties, he was an active member of the local Blackpool

16

club. Maybe it was at one of those club meetings in town, or maybe it was because they became near neighbours at North Shore, that William Lyons and William Walmsley met in 1921 and formed a partnership the following year. Walmsley was approaching his thirtieth birthday then, and had been restoring ex-WD motorcycles for a living in Stockport since the war. He had also made several sidecars, and when he moved to Blackpool in 1921 he concentrated upon them, though he did not make very many. It was still a “cottage” industry and that is the way the former warrant-officer seemed to like things.

>

al

A product of the war, though its development had begun long before, the airship was an heroic concept despite its obvious disadvantages, not to say its proneness to disaster. Their size and their exciting cigar-shape made the pioneering German lighter-than-air flying machines well-known by the name of the man who introduced aluminium to the envelope structure — Count Zeppelin. His designs were copied in Britain, in the legendary ‘R’ class airships. To a sidecar designer what could be more inspiring? Bill Walmsley had been round Olympia towards the end of 1919. It was the first postwar London motorcycle show, and he wanted

ideas. He also wanted to choose a

sidecar chassis, for his plan was to make a “‘chair’’ that looked different. There, on the Watsonian stand, was one

of the most unusual designs he had ever seen ... a miniature cigar shape, albeit a stubby one. The inspiration was clear; it was called the R34. It was cramped, but

so sporting by comparison with the ordinary sidecars posing all around. He filed that idea away as he negotiated the purchase of a Watsonian chassis for his own prototype. A photograph from the Lyons’ family album, this shows two historic combinations — William Walmsley astride his Brough Superior, with one of his earliest Swallow sidecars and, riding solo on an Indian machine, the man who would turn Swallow

into Jaguar, William Lyons; Blackpool, circa 1923

Right:

The original octagonal Swallow ‘“‘Model 1” sidecar stayed in production until the company moved to Coventry, by which time it was considered relatively heavy and expensive. This is

Lyons’ own combination, photographed at Calder Vale, near Garstang.

The big American tourer, photographed by William Lyons at the Ginger Hall Hotel in Sulby, shows Bill Walmsley reclining in the back, and one of the flat-hatted gents is racer George Dance. Greta Lyons’ caption says: “Swallow Sidecar Co. playing truant, 1922 1.0.M.”

=~, Walmsley’s first octagonal, aluminium-panelled sidecar was completed in 1920, a year in which the “‘Zeppelin’ shape was still not a common feature of the ‘bike show. He made several more before the mid-1921 move to Blackpool. There were some variations on the cigar theme at that year’s show, including alloy ‘‘chairs” for the Scott Squirrel and the Martinsyde, and a cedar-andmahogany device built by the Berthon Boat Company. Walmsley had met Lyons by then, and was making his “Swallow” sidecars at home in Blackpool; but it was stll too early to find a Swallow at Olympia. September 4th, 1922, (Lyons’s 21st birthday) saw the official founding of the Swallow Sidecar Company; by then the partners had

moved the sidecar-making equipment

into a small fac-

tory, and were well and truly in business.

In Swallow’s early days, there was little spare time for anyone. While they were in Blackpool, however, Lyons and Walmsley and their motorcycling friends still made the annual pilgrimage to the Isle of Man. Having announced the regular production of Swallow sidecars in November 1922 and gained good publicity at the subsequent motorcycle show, William Lyons went to the Isle of Man in 1923 in a much more businesslike frame of mind than he had ever done before. An item in the press had caught his eye: for the first time, there would be a race for motorcycle and sidecar combinations. Lyons was doing little or no competition riding by now, but the idea of racing as a means of publicising his product was very attractive.

Scott’s chief tester, Harry Langman, looked set to win that first Sidecar TT (in which, said The Motor Cycle reporter, “thrill followed thrill more quickly than in an American film serial’) and was leading by over one-anda-half minutes after two laps. Then, on the third and last round, his passenger moved across too soon for the righthander out of Braddon Bridge, and the sidecar wheel of Langman’s Scott Squirrel outfit was still spinning as the two men were unravelled, only slightly hurt, from the crumpled heap. A thirty-one-year-old rider from Middlesborough ducked around the melee and went on to win; he had designed a special tilting sidecar at the Douglas motorcycle works, and this was operated by his passenger, T.W. Dent, whose job it was to control the “banking” effect on bends. It worked, too, although the sidecar wheel still frequently left the ground on right-handers. Late in the race the frame broke, due to hectic cornering,

but with the sidecar kept in the unbanked position the Douglas stayed in front. That first Sidecar TT-winning rider — or driver? — was none other than Freddy Dixon. Not far behind, in second and third places, came Graham

Walker and George Tucker, both on Nortons. Such was the interest in this exciting race that William Lyons was already laying his plans for involvement. Among the people he consulted was 50-year-old Harry Reed, who finished fifth on his small, DOT-Bradshaw of only 350cc. Reed had been making DOT motorcycles since Lyons was a babe-in-arms, and had won the multicylinder TT of 1908 with one of hisown Peugeot-engined

Billie and Emily} Walmsley } with the five-sided “Model 4”’, ’ which maintained the Swallow style in ein si l into the 1930s. Mrs.E.L. Robbins ; See

18

- i ok

auek aaa

aaa

> al behind the leader, partly due to broken forks about which he didn’t tell Hooson, his passenger, until later! Third came the Matador-Blackburne with the refitted Swallow, ridden by Almond Tinkler and his brother, despite at

least one excursion into the bank! The Swallow trio was completed by J.W. Taylor’s 349cc Bradshaw-powered New Scale, with R.J. Lilley as passenger. The New Scale company was, incidentally, soon to be acquired by DOT. It would have been great to win the TT and beat Hughes, but Lyons was very happy to advertise 2nd, 3rd, and

4th for Swallow

at this important

event.

After all,

there was always the next year and it had been a good result for a first attempt. Now, however, the big manufac-

turers’ association got together and put a spanner in the works. The excitement of sidecar racing came, they said,

largely through the spectacular and dangerous antics of the passengers — the resultant press photographs making them look like stuntmen. The image of the motorcycle combination was, it was suggested, being spoiled and the

Harry Reed on his own make ofbike, the DOT, and J. Hooson

in the Swallow “Model 4” sidecar, brought the company its first racing success — 2nd place in the 1924 sidecar TT. S.R. Keig

public would get a bad impression; thus sales could be affected. William Lyons was annoyed by this. On the other hand it was (he found) difficult to get much publicity from racing. People knew about riders and machines and even power units — but few seemed the least bit interested in the maker ofthe sidecar! Before the event was outlawed, however, a third Sidecar TT was held, and

machines. He was Lancashire-based too, and had seen the rapid progress of Swallow since Lyons had arrived on the scene. Hughes of Birmingham were already beginning to dominate the world of the proprietary racing sidecar, with their “‘cigar’’. Lyons and Reed wanted to see an allLancashire outfit win next time. Among the other local manufacturers Lyons contacted before

the second

Sidecar TT was Matador

of Preston,

whose designer Bert Houlding had once sold Lyons a special Harley-Davidson for speed hillclimbs. Lewis of Matador undertook to use a Swallow sidecar for the Tinkler

brothers’

TT

entry.

After

practice,

however,

Lyons found that Hughes had persuaded Matador’s racing manager to fit one of their “chairs” for the race. This was a new aspect ofBusiness: its harsh encroachment into the sport. William Lyons lost no time in reminding Matador of their agreement with him, and the Swallow was refitted grumpily but promptly. The three Swallow sidecars in that 1924 race were fitted to the only 350cc machines taking part; most, if not all, of the other entries were of 600cc displacement. Freddy Dixon, again on a Douglas combination with ‘banking’ facility, retired on the third of four laps with mechanical trouble when leading. As other big ‘bikes gave up the ghost, so the “350”’ men moved up the field, in the end catching all but George Tucker’s 588cc Norton, with

Norton designer-of-the-future Walter Moore in_ its Hughes “‘chair”. Steady and experienced, Harry Reed nursed his 344cc DOT-JAP with one ofthe new five-sided Model 4 Swallow sidecars into second place — a long way

that 1925 event was probably the most exciting of all .... As he had done before, Freddy Dixon flew the Douglas

flag, creating a lap record of over 57mph, and was leading when his engine failed shortly beyond _halfdistance. Twenty-year-old Len Parker’s 596cc Douglas upheld that marque’s honour by winning, although A.E. Taylor and George Grinton (588cc Nortons) were not far behind. Grinton was furious with himself afterwards for he might well have won had he not mistaken a signal to tell him he had a three-second lead entering the last lap. He thought it meant three minutes and took it easy! As in the previous year, the smaller outfits moved up the field reliably, and a pair of 350 AJSs finished 4th and 5th, ten to fifteen minutes behind the leaders — not bad after three hours, with little more than half the big boys’

engine size. Veteran Harry Reed, by now 52 and thinking of retirement, very nearly became the only man to complete all three races “‘in the money’. Attached to his 344cc DOT-JAP this year was an unusual six-panelled Swallow sidecar, from whichJ.Hooson leaned out too far

and had his goggles whipped off by the Braddan Bridge wall. Then on Lap Three, Reed lost all rear braking and made a pit-stop. Professor Low, acting as an Auto-Cycle Union official, strolled up and had a look, and decided

that Reed should not set off again — an unfortunate thing indeed,

for had Reed

made

it around

that final lap he

would have become the only man to achieve a hat-trick of good finishes, certainly in 5th or 6th place! Reed’s seems to have been the only Swallow in the 1925 TT. Sidecars

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SIDECAR RACE

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ENTERED FIVE

THE:

COURSE

icccicee ose econ

Standard —__Lightweight Chassis, which you can

SWALLOW

buy, were

Bloomfield Rd., BLACKPOOL.

Send post

for copy free, and

STDEGAR

used. of 1924 name of

Art Catalogue, nearest agent.

3rd.

FINISH

- - 100%

- -—

FINISHED

‘* MATADOR,"

ai

rd

nd ONLY

A. TINKLER,

London

Coomer

OMfce

CoO”

:—

Road,

FULHAM,

S.W.6.

Above:

For its first big success in competition, Swallow took this halfpage advertisement in The Motor Cycle of 3rd July 1924. All three Swallows were the ‘‘Model 4”.

This small advertisement was used as a follow-up, prior to the 1925 TT. It did not herald a repeat performance, however.

Harry Reed’s D.O.T.-J.A.P. carried an appropriate race number, for the veteran designer finished second in the 1924 event.

20

Motor Cycling

*

did not race on the Island again until 1954 when the great Eric Oliver won for Norton, before BMW over” sidecar racing for some years.

virtually “took

Swallow’s association with racing did not stop at the TT, though, and many famous riders had success with the Blackpool-built marque at Brooklands and elsewhere, including George Dance, Jack Emerson, Dougal Marchant, George Patchett, Ivan Riddoch, and Bert Le Vack. George Brough was a staunch user of Swallows and a Lyons advertisement claimed that Freddy Dixon used one, too — perhaps just for road use? Today, Sir William Lyons still recalls the irritation of having a product that was incomplete and — literally! — could not stand up on its own. Swallow sidecars might win every cup that was going, but it was the rider and his machine that got the glory. Like the passenger, the sidecar was a little-heard-of adjunct. Hughes surely felt the same way, and they were regular race-winners.

Much as he regretted the loss of the sidecar TT from the calendar, Lyons did not grieve for long: he had bigger fish to fry. Above night: The Tinkler brothers have an argument at the Hairpin! Their Matador-Bradshaw finished third despite hitting the bank just after this photo was taken. Motor Cycling Right: Could this have been a special Swallow for Reed and Hooson in the 1925 TT? It might have been a “‘Model 3”, perhaps? Although the author cannot find an early enough catalogue to verify it. This time Reed did not finish. S.R. Keig The enthusiasts: Blackpool and Fylde M. and M.C.C. committee, July 1925. Lyons (middle row, left) stands next to Jack

Mallalieu, the man who had employed him as a teenage car salesman back in 1919. Walmsley is fifth from left in the same row.

Preliminary

Front and back pages of Swallow catalogue, showing two new sporting designs for the 1926 season.

List.

4

at 1926

SWALLOW

SIDECAR

CO.,

BLOOMFIELD ROAD, BLACKPOOL.

TELEPHONE 1011

Telegrams “Swallow, Blackpool,”

Mr

@ |!’ pod

aan

Vie

WD

1. Slater

The Sidecar for

the Connoisseur.

Marchant

Mew

Tharry

Two pages from the first catalogue (early 1927) to be issued from new Swallow works in Cocker Street, Blackpool. The headin picture was taken at Ramsey in the 1925 TT, and shows Reed’s passenger, Hooson, indulging in the kind ofacrobatics which 2 Ited in the sidecar race being omitted from the TT programme for many years afterwards. ~.

yy

How

the

changed:

Swallow’s

character

A very sporting DOT-

Swallow combination of the ’twen-

ties

and

Swallow

a

outfit

blander

Sunbeam-

of the following

decade. The latter has a model 9 sidecar with flutes. Was it just as a joke that some versions of this

touring

model

were

called

the

‘Bedford de luxe’’? Richard Platt

2D

This Blackpool-built “Model 2” (five-sided, short-tailed), probably the oldest of several Swallows that still appear in historic

motorcycle events; Norton McComb competing in the 1980 international Cheltenham run.

Inset:

Fifty years on: Lofty England introduces Sir William Lyons to the new breed of sidecar racer, at Silverstone in the ’seventies.

1926 saw the Swallow company move to larger premises (though still in Blackpool), and shortly afterwards a skilled coachmaker called Cyril Holland arrived to “‘toolup’ special coachwork for motorcars. This led to further expansion and a move to the Midlands. William Lyons turned his attention away from sidecars, which retained their reputation for comfort and style — though the latter became less, rather than more, adventurous — unul production stopped in 1939. It is interesting to note that the great TT rider and motorcycle maker Howard Raymond Davies (HRD) joined Swallow in Coventry in the nineteen-thirties, and did a fine job as sidecar sales manager — culminating in a massive war-department order that helped the company stay in business until other contracts were obtained. “‘I admired Howard Davies, but we did finish up having a

24

terrible row’, Sir William Lyons admitted to me recently,

I thought, a little sadly. There is no doubt that Davies was being paid on a commission basis when his efforts resulted in (amongst other things) orders for nine or ten thousand military sidecars. The row over that commission led to the departure from the company of the embittered Davies. Shortly before the war ended the sidecar business was sold by the astute Lyons who by now had a motorcar of his own — the Jaguar. William Lyons might have forsaken two and threewheeled motoring for ever; but, back in the twenties, his brush with motorcycle race organisation and commercialism, though brief, would prove very useful experience for the days when Jaguar Cars Ltd would take competition work seriously.

Watsonian still own the Swallow name, but it is a long time since they have used it.

Pal The Jaguar Connection Men with Swallow or Jaguar connections, who finished in top three places of pre-war Isle of Man races Year 1908 1911

Rider Harry Reed Percy Evans

1914 192] 192) 192] 1923 1924 1924

Howard Davies Howard Davies Bert Le Vack Howard Davies Bert Le Vack Harry Reed Almond Tinkler

Connection Later a successful Swallow-user. Founder of P.J. Evans Ltd. Lyons’ Birmingham agents-to-be. (see below) (see below) Regular user of Swallow sidecars (see below) (see above) |Best ever results for “Swallow” combinations

1925 1925 1928

Howard Davies Howard Davies Charlie Dodson

|Creator of the HRD, later Swallow’s sidecar sales manager Showed great skill in one-off

1929

Charlie

|Jaguar drive at Silverstone,

1932 1933 1933 1934 1936 1936 1936 1937 1938

Austin Munks Charlie Dodson Austin Munks Austin Munks Austin Munks Austin Munks R.(Lofty) England S.(Ginger) Wood S.(Ginger) Wood

Footnotes:

H.G.

Dodson

1951

see below) see above) One of the most successful of all riders in the ““Manx GP” series from 1923). Later a tenacious Jaguar Agent. see text!) A familiar figure at Jaguar as SU’s technical representative

Tyrell-Smith, who won

Machine DOT-Peugeot

Position Ist

Race Muller” ITE

Humber Sunbeam AJS (350!) Indian AJS New Imperial DOT-JAP MatadorBlackburne HRD HRD Sunbeam

Ist 2nd Ist 3rd 2nd 2nd 2nd

Junior TT Senior TT Senior TT Senior TT Junior TT Lightweight TT Sidecar TT

3rd Ist 2nd Ist

Sidecar Senior Junior Senior

Sunbeam

Ist

Senior TT

Ist 2nd Ist 3rd Ist Ist 2nd 2nd 2nd

Junior Manx GP Lightweight TT Junior Manx GP Junior Manx GP Senior Manx GP Junior Manx GP Lightweight Manx GP Lightweight TT Lightweight TT

Velocette New Imperial Velocette _ Velocette Norton Velocette Cotton Excelsior Excelsior

TT TT TT TT

the 1930 Junior TT, and was “‘placed”’ in seven other TTs, worked at Jaguar for a while in

the 1950s, being involved in the assembly of competition cars. Jack Emerson, though never a top finisher in the Isle of Man races, had some impressive rides there — and of course elsewhere. Two postwar motorcycling champions have strong Jaguar connections too. One is Geoff Duke, seven times a winner on the Island and with six World championships to his credit, who led the Jaguar long-distance record-breaking team at Monza in 1963. The other is Denis Jenkinson Continental correspondent of Motor Sport; in 1949 he rode in Eric Oliver’s Norton “chair” to share the first-ever World Sidecar Championship. From 1964, “Jenks’’ became an enthusiastic user of E-type Jaguars for his long-distance “commuting”.

25

Small Car Journal SOURME

7h

LYL. al Swallow’s Coventry premises, could not cope with the restart test on one of Hastings’ steep hills, and had to be pushed out of trouble. This incident is mentioned simply for the record. Firstly because this was probably the debut of the attractive, if overbodied, 9hp $82 coupe (a model

that was always completely overshadowed by the longbonneted $S1) and secondly because Noel Gillitt, soon to be a board director of SS Cars Ltd, must have been the

first company man to take one of the company’s cars on a national event. Another SS1 shortcoming was of course lack of ground-clearance. The wheelbase had been lengthened by seven inches in that drastic redesign for the 1933 model year, and the frame now went under the rear axle. So, although it was now a beautifully proportioned full four-seater, the SS1 was not entirely practical; nor was it

popular when Ian Stuart’s coupe collected “the biggest boulder in the stream”’ with its track-rod, holding up the Scottish Sporting Car Club’s 1933 Edinburgh Trial until it was extricated. The main event north of the border that summer was again the Royal Scottish Automobile Club rally and, although it followed the regular pattern of an easy road run and a few tests, it must go down as another little bit of history for the SS marque. A.G. Douglas Clease drove yet another SS1 — the four-seater open tourer, announced a few weeks earlier — and not only finished sixth in the over 14-litre category but made eighth best performance among the 107 finishers in the whole rally. The SS was beaten by two Ford V8s (Rupert Watson’s being the winner), two Essex Terraplanes, and an Armstrong Siddeley in its own class; also by the Rileys of T.C. Griffiths and Donald Healey from the smaller car class. What

made Swallow take its first ever full page “‘success”’ advertisement in the motoring press was the combination of Clease’s good rally performance with a class victory over Lt. Cdr. Maltby’s Riley Lynx in the coachwork competition. Ronald Pelham-Burn’s SS1 (Carnation and Buff) and J.L. Brooks’ Standard Swallow (ivory) attracted much attention but didn’t win anything. Clearly, though, coachwork competitions or Concours d’Elégance were going to become the metier of the exotic new SS cars. It is not the purpose of this book to cover these events in detail, but they do seem to have meant a great deal to those involved at the time. The first real indication of SS appeal to Concours judges came that same month of June 1933. The subheading to The Motor’s four-page report read “Record Event run in connection with Eastbourne Jubilee celebrations. Outstanding successes for Delage, Ward, Lancefield and Vanden

SS1, and Daimler, Park Plas’’ and described the

event as ‘‘one of the most beautiful collections of cars ever assembled”’. It was Eastbourne’s fourth successive Concours d’Elégance, and there were 264 entries in 22 different classes. Marking was based on elegance of line (50%), harmony of colouring (30%) and “comfort and good taste of interior’ (20%). “The Swallow Coachbuilding Company is to be congratulated”’, cooed The Motor ‘‘for their products secured no

fewer

than

three

firsts, one

second,

and

two

third

places; indeed, in one class, two $S1 models tied for first place so that, actually, four cars qualified for first awards . the two that tied were the new sports four-seater type with an extremely handsome line, the (identical) colour schemes being a combination of silver and blue. In the

A.G. Douglas Clease with the SS 1 tourer in “‘competition” form — a spare wheel in each wing and bumpers removed. So far, this example is without the racy aero-screens that were often fitted behind the fold-down main windscreen. The Autocar

REAR EEA PE REE REE NS CRE LEERY ay EVEN EL AS ERE ERED EE EERE ERI ES

Lett:

The first works team: SS Is for Symons (18), Needham (19), and Allan (20) at Swallow Road before the 1933 Alpine.

Below:

James Wright, Hugh

Eaton (who

co-drove an AC) and Humfrey Symons (beret) watch the SS 1

seething

as

it expires

Bernina Pass in the 1933 Note the hopeful canvas Margaret Jennings

on

the

Alpine. bucket.

> ofl class for enclosed cars of the same value (£200 — £350), the SS1 models were successful in carrying off all three prizes in the face of strong opposition”. In fact, Swallow

were

not

involved

directly,

if only

because the Society of Motor Manufacturers and Traders had not approved the event; but the SS marque took away more prizes than any other, apart from Delage. This surely reflects Lyons’ growing reputation for competitive pricing, for Concours were always categorised in terms of cost. I cannot leave this account of the $S’s launching-out into the static sport of Concours without mention of my prize-winner for the most appropriately-named entrant. It says clearly in the results that the over-£500 closed car class went to a Figoni-bodied Delage entered by none other than a Mr. Gootnick! In Coventry, William Lyons had decided it was time to enter a team of SSs in an event of recognised severity. Although the most famous rally of all, the ‘““Monte”, always took place in the unpredictable month ofJanuary; Budge’s misfortune had tended to emphasise this. However, rapidly gaining in stature as Europe’s finest, and toughest, motoring contest was the international Alpine Trial; but how could the little Swallow Company afford it? Simple — lend cars to keen privateers, and get one of them to run the team! So Humfrey Symons, motoring publicist and reporter (accompanied by James Wright) took the red car and a camera;

Charles

Needham

took

the

white

one,

and

Margaret Allan completed the patriotic trio in blue! The three cars were tourers with improved weight distribution in the form of a spare wheel set into each front wing instead

of one

on

the back,

and

used

well-skimmed

by rail, running the gauntlet of the customs with spare cylinder heads and a host of carburettor parts. It was a fruitless journey, for which R.A.G. paid. All the cars got through the first day somehow, but on day two the Symons and Allan cars arrived for the overnight halt on the end of towropes, their cylinder heads thoroughly warped. Symons’ engine had seized momentarily despite a new gasket on the first night, and he coasted down from the Stelvio into Bormio with a water-filled

crankcase.

The

girls, Margaret

Allan

and

Colleen Eaton, gave up on the Albula Pass with water dripping from the exhaust pipe. Needham and Munro managed to keep the white car’s leaking engine under control with sealant, but were plagued with steering that would stiffen dangerously

without constant greasing. The Austrians did very well under the circumstances too, Koch taking the “‘Scottish”’ car to 6th place in his class behind the four Bugattis of Delmar,

Legre,

Helle-Nice,

and

Diebolt,

and

Vial’s

Hotchkiss. Dr. Roth’s Talbot was next followed by the Needham SS in 8th position. Count Orssich brought his SS1

coupe

to the finish at Nice, too,

11th in the same

class. The works cars then set off for England, but the blue one expired en route and, not unreasonably, the girls left it to the Company to get it back from Le Puy, whence they travelled as a foursome in the ailing Symons car — all equally determined not to be left stranded. It had cost them dearly, and they would drive other makes the next time. Needham

(the finisher) felt differently, and would

have another go. It was now August, the end of the financial year, and

cylinder heads. Douglas Clease did not take part, and his ex-Scottish Rally tourer was also prepared in Coventry for Austrian importer, Georg Hans Koch. He and one of his customers, Count Peter Orssich (SS1 coupe), completed the five-strong 1933 Alpine SS entry. The great goal of Alpine competitors was to win a Glacier Cup for keeping within the tight schedule throughout. It just so happened that 1933 event was particularly tough and only three cars out of the 121 that

Swallow had virtually doubled its output of SS models. Shortly afterwards came the registration of “SS Cars Ltd”’ as a Swallow subsidiary. William Lyons was determined not to be shaken by the Alpine performance. He knew about the visual appeal of his cars, and was equally aware of their mechanical shortcomings; but they must be made more lively. Hardselling Henlys shared his worry. They were, amongst their

set out, would “‘clean’’ the road sections: H.J. Aldington’s Frazer Nash, Rene Carriere’s Alfa Romeo, and

cars from America. A Studebaker Commander engine found its way into an SS1 chassis which promptly became

Walter Delmar’s Type 43 Bugatti. The SS “works team’? was in serious trouble even before the start. Swallow’s engineering was still done by proxy, and part of the production road-test procedure was to call in at the Canley works for tappet and carburettor setting. Twin R.A.G. carburettors had been

almost undrivable. Michael McEvoy, who represented the

chosen

for

the

$S1,

and

R.A.G.’s

man

in Coventry,

Norman Robbins, supervised the bench testing of SS’s engines at Standard. When word came back to Lyons that his cars were having dire problems he got on to Edward Grinham, Standard’s chief engineer, demanding action. The upshot was the rapid departure of Norman Robbins to Merano

other activities,

the successful

importers

of Studebaker

German Zoller company in Britain, offered the idea of a supercharged SS; but it was Harry Weslake to whom Lyons turned for a way out of his power-unit dilemma. Initially the help took the form of making the sidevalve Standard “‘Six”’ more efficient, and this was to give the SS tourers a somewhat better result in the 1934 “‘Alpine’’. This time there were 122 starters and, again, five SSs took part. Charles Needham now had his own car, but he took a works man with him as a precaution, should the worst happen. His co-driver was Harry Gill, who had joined Swallow as a boy and now looked after the SS assembly lines. There was still no engineering department

fo

Top left: The second works SS 1 of Miss Margaret Allan and Mrs. Colleen Eaton retires at St. Moritz, after getting a tow from the Albula Pass. Margaret Jennings

Left:

Charles Needham struggled through the 1933 Alpine to come 8th in class, the sole survivor of the

works SS team. His car is seen checking-in at Merano in soggy weather. The Autocar

Top right:

Seen here at Nice after the 1933 Alpine is the (ex-Scottish Rally) SS 1 tourer Swallow’s

came

of Georg Hans Koch, Austrian importer. He

sixth

tomer, Count

in class and

the

his cus-

Austro-Hungarian

Orssich came

11th with an

SS 1 coupe — three finishers from

five starters certainly wasn’t a disgrace.

Right: In

1934,

without

William

an

Lyons

was

engineering

still

depart-

ment of his own and, consequent-

ly, his search for more power was not successful at first. Michael McEvoy,

ganised

the Zoller importer,

this supercharger

or-

instal-

lation

for the SS 1 chassis, prob-

ably

involving

Laurence

his

Pomeroy Jr.

associate,

from which to select someone “closer” to the product. Actually with better cooling, and other improvements, the SSs gave no serious trouble, and for the first three days out from the Nice starting point none of them lost marks, but then not many people did. The fourth day from St. Moritz to Venice was the most arduous, and all ‘he SSs lost marks on the ascent of the Stelvio Pass, whereas the Talbots, Opels, and Hotchkisses in their class completed the climb on time, as did many other marques in different categories. Late that day, near Bassano, one of the SS1 team cars

— that owned by Sydney Light, who had won his Concours class in the “Monte” with it that January — suffered a puncture that took it off the road seriously enough to put it out of the rally. “Lofty” England, who was at that time working for Whitney Straight in Milan, remembers the team’s transport being involved with getting the Light/de Lonie $S1 (AXB 129 chassis No. 247001) back to Britain. The last test of the day was what should have been an easy-to-qualify speed test on the new Padova-Mestre autostrada but, even here, Needham’s was the only SS1 to achieve the time set for the class. Indeed, only seven runners in the whole rally lost marks — including the A close-up of the Zoller unit showing the company logo cast hopefully in three places. The wording in the centre is “Zoller SS Special”. The project was dropped when Bill Heynes arrived at Swallow Road in 1935, if not earlier.

Charles Needham in a works 1933-model (narrow grille) SS 1 tourer on the Shelsley Walsh startline, June 1934. The programme Says the car was supercharged, but Needham recalls no such thing lurking under the bonnet. On the other hand, its time of 50.45 seconds is much better than other SS times ofthose days (including the SS 90 a year later), so who knows?

> all Cleases’ works car and the Morgans’ private one. The fifth SS in the rally was a little SS2 tourer, factoryowned and driven by ace racing driver Norman Black, accompanied by publicist Reuben Harveyson. For the fifth car the fifth morning was its undoing, when the crew simply overslept and failed to set out in time to avoid exclusion, That day, and the sixth and final day (Zagreb to Munich), caught out few competitors. The only real obstacle was the steep climb of the Turracher Hohe which British reporters likened to a Land’s End Trial observed section; but it was not observed and most people later made up any time they lost sliding into the ditch. Needham’s performance proved that only the Stelvio

SS Cars was building up its trade network by now, and among the new posts at Coventry was that of publicity manager. Ernest William Rankin took up his duties with

climb was too “tight” for the SSs that year, but with well

Sydney Light in the first 1934-model SS 1 (chassis no. 247001) en route through northern France to Monte Carlo in January 1934. He won his class in the concours.

over sixty cars completing

the event unpenalised,

the SS

performance emphasised that the new Coventry marque still had a poorer power-to-weight ratio than its appearance suggested. It was

an

odd

marking

system

in 1934, with a maxi-

mum of 1000 marks per car to be gained, and 100 to be lost per missed day — which suggests that all competitors gained 400 marks, simply for starting! So, even with one car out of the running for more than two days, the SS1s of Clease, Needham and Light scored 2630 points between them (300 penalties being due to Light’s retirement) and took third prize in the 2 to 3-litre class behind the unpenalised Talbot and Adler Diplomat teams with 3000 marks each. The SS1 tourer of F.W. and A.L. Morgan came fourth in the same class for individual entrants with 982 marks gained, beaten by Carriere/Avril (Hotchkiss, 1000 points), Vial/Houten (Hotchkiss, 999), and Legre/Legre (Panhard,

995).

a will, and

one

of his immediate

activities

was

to in-

troduce an SS Magazine for distributors and agents. The

first edition

was

an

“Alpine”

benefit,

with

the

Needham/Gill car (AND 477) featured in the cover picture plus an appropriate article by A.G. Douglas Clease, in which he recorded the team’s performance inaccurately but, in fairness

to him,

so did the official

result bulletin!. This article is reproduced original SS Magazine on the next two pages.

from

that

Bottom left:

The Motor Bottom right:

Charles Needham climbs the Devil’s Elbow in his own new wide-grille SS 1 during the 1934 Scottish Rally as a prelude to

taking it on the Alpine. Despite ending its 1934 Alpine like this, Sydney Light’s SS 1

contributed to the works team’s third-in-class award due to a

marking system which permitted teams to be classified even if one oftheir number failed to finish! Helping to get this car back to Britain was ‘Lofty’? England’s first involvement with the SS marque.

\N\ and the

Alpine [rial By A. G. Douglas

NLY those who have actually taken part in the Alpine Trial can realise what a really gruelling test of a car it is.

Think of all the trials hills you know in Great Britain, and imagine them prolonged about ten times and then placed end to end. Next imagine that you are required to average 32} m.p.h. up and down them for ten or twelve hours per day for six days, with two or three time checks each day at which you are allowed no early margin whatsoever and a late margin of only five minutes without loss of marks. If you are more than 30 minutes late at some checks, or 60 minutes late at others, you will be disqualified. In addition, your radiater cap will be sealed, you will be given only ten minutes each day for adjustments, and finally your car must be a standard production job. If you yourself want food or drink you

Clease, B.Sc., of The

Autocar

must get it as and when you can find time.

Well! Imagine all that, and even then you will still be far from realising just how arduous ‘‘the Alpine’’ is. Last year five $$I. cars entered, and at their first attempt they did well

to

secure

6th,

8th

and

11th

positions in their class. This year four $S$I. open tourers entered, C. M.

Needham,

S. H.

Light

going although losing marks on the timed hill-climb up the Stelvio and on the speed test. Inevitable on four-and-a-half cylinders! Eventually the trouble was rectified, and Needham and I had the satisfaction of finishing second in our class, so winning the silver-gilt Alpine plaque.

and

myself forming a team and F. W. Morgan being an individual entry. For the first three days no marks were lost by any of the four. On the fourth day Light’s car was unfortunately put out by a crash, through no fault of the driver of the car, for on a fast bend with a loose

surface an enormous nail was picked up by the off front tyre and as a result the car left the narrow road and was hopelessly ditched. My own car developed a mysterious ignition fault which defied rapid diagnosis, but I was able to keep

Morgan also finished high up amongst the individuals, winning the silver-gilt Glacier plaque. To appreciate what this means, consider the following. The roads are narrow and loose, and zig-zag their way up the mountain side, with a wall of rock on one side and a sheer drop on the other. A mistake on one of the innumerable hairpin bends may, in fact, probably will, mean a horrible death for the crew. The Stelvio, for example, has 48 hairpin bends and rises to about 10,000 feet

Cooling has to be above suspicion, for every

1,000 feet above

The §§ Alpine Entrants photographed at Coventry before setting out on the great adventure.

38

sea level

means a drop of 1°C. in boiling point.

My car only once touched 80°C. ; usually it got only to 70° or 75°C. on the long climbs. We could all four have completed the trial without breaking the first day’s seal. We were allowed to add water each night.

to have any effect on the sturdiness of the car,

although you can feel the power falling off as you climb up, and up, and up. The rarefied air of 8,000 or 10,000 _ feet means a smaller charge per cylinder, less oxygen, and therefore less power. It is inevitable, and it is the reason for the invention of supercharging, which was originally to allow aircraft engines to develop more power at

Engine and gearbox must stand being “all out” for miles. One stretch#ot) 25 miles meant second gear and 3,500 r.p.m. all the time,

for the descents are more trying than the climbs. It is a case of accelerating down

hill

in

high altitudes, to ‘‘raise their ceilings,” in fact.

second,

But these are not supercharged cars; they are

braking before reaching the hairpin, rolling round the hairpin—you dare not touch the brakes on the

loose

surface,

standard models, with full

four-seater bodies and big wings. Not with narrow light bodies and small close-fitting wings, as so many of the German cars were. My car, in

and

accelerating to the next bend. Brakes are tested to the utmost. Save them as you may, they are bound to get hot and lose some of their efficiency. Although only once did I have to adjust them to take up wear.

fact,

in

running

weighed 27} cwts., 30 cwts. with two

order,

say, up!

I ought to add that the steering lock was ample for even the sharpest, Steering also is severely hairpin, whereas one car tried. From lock to lock no longer in wheel base, Courtesy The Autocar ieehasestoerber=pulled; had to reverse on seven ROUGH GOING! violently, the wheels on of the Stelvio bends. the roughest of surfaces. A. G. D. Clease “snapped” after negotiating one of the innumerable Altogether, I felt very hairpin bends. Note the appalling road surface. A single fracture and— pleased with its performwell! you don’t have to ance, and any car which survives the stand so much. Surely a spring must think of such things or your nerve trial is indeed a good car, while a car would go. break over such road surfaces! Ora which figures in the awards is a car valve! Even aconn, rod! Or the As the trial progressed one could of which to feel proud. crankshaft itself ! But nothing seems only marvel that tortured metal would

Hy Oh 0S Ot

Here is the §§ Team.

From left to right they are:

aA

C. M. Needham and H. Gill ; A. G. Douglas Clease and Mrs. Clease;

S. H. Light.

a9

Tue

1ST,

Fepruary

ADVERTISEMENTS

Autocar.

1935.

2%

CARLO RALLY

MONTE

Concours de Confort THEHON.BRIANLEWIS

*

In

e

driving am

placed

placed

Second

First the OPEN

unlimited CAR

Gen

Sead

MR

7

driving an

In

the

unlimited

CLOSED

CLASS

CAR

CLASS

The Hon. Brian Lewis's S.S. mwas also 4th. In the General Classification of competitors from John O’Groats

*

For

the second year in succession

S.S:

placed

first in open class over 1,500 6.0.

S.S. CARS LTD. HOLBROOK

MENTION

OF ‘THE

AUTOCAR'’

WHEN

WRITING

LANE, COVENTRY

TO ADVERTISERS,

WILL

ENSURE

PROMPT

ATTENTION,

Ernest William Rankin, the company’s publicity officer, taking part in the SS Car Club’s first rally in November 1934. It finished at Bournemouth; Rankin’s SS 2 is seen on Ibberton Hill in this typically rural shot.

Other items in that SS Magazine included a feature extolling the virtues of coachwork competitions as a means of comparing cars in a particular price bracket (no SS1 was ever listed at more than £400!), and another story concerned the formation of an SS Car Club, which held its first event, a simple rally to Bournemouth, in Autumn 1934. In general, British events like the RAC and the Scottish Rallies were still fairly “‘social” and there was no general classification: thus nomanufacturer could declare that his car had “‘won”’. The ““Monte”’ was different, but SS cars were still not agile enough to be in with a chance. January 1935 saw the marque at least do its stuff'in the Concours once again, and

in the SS Magazine Rankin devoted a whole page to the company’s attitude towards this famous event. He did not mention that the two “‘successful”’ SS1s had finished 54th and 64th in the rally itself! 1935 was to be a year of change for SS Cars Ltd, which

40

was floated as a public company in January. William Lyons become the major shareholder, and his partner William Walmsley — the man who had created the Swallow sidecar — retired, a rich man, in his early forties.

During his last year, two special short-chassis $S1 sportscars had been made — one for himself and another for a friend. Shortly after his departure the $S90 was announced, but only two-dozen were made. The shape of this two-seater was most attractive (and of course, the

same body style was to be used for the SS Jaguar 100). Its engine was still the “20hp”’ 2664cc sidevalve Standard 6cylinder, so its performance was good rather than outstanding. The Hon. Brian Lewis gave the $$90 a taste of competition within a few days of itspublic announcement, in the fourth annual RAC Rally at the end of March. This prototype (ARW 395) retired when the clutch withdrawal mechanism failed and could not be repaired before time ran out. Lewis did rejoin the rally for the final tests at Eastbourne though, and these were reported in different ways. “The crowd roared with irony’, read the North

SS A eain First

Awards

in Two

mn bam BAY

setae)

Classes for $$ Cars Mr. S. Light photographed at Monte Carlo with his Airline. He gained second place in closed car class.

GAIN an §$§§ has gained first award in the unlimited open class in the Monte Carlo Rally Concours de Confort. After a troublefree run from John o’ Groats, the Hon. Brian Lewis with his §$I. repeated the success gained by Mr. S. H. Light with a similar model last year. This year, Mr. Light had the satisfaction of gaining second award in the Concours with his Airline saloon. Thus,

$$ cars secured

honours in both open and closed

classes in competition with representative examples of other high quality cars drawn from every part of Europe. In the last issue of the §§ Magazine, it was pointed out that $$ cars have consistently taken leading awards in direct competition with cars costing, in many instances, double their price. A glance at the results of this year’s event

at

Monte

Carlo

will

show

that

triumphed over higher priced competitors.

§§ has

again

Placings in the general classification show that, of the entire British contingent to leave John o’ Groats, the Hon. Brian Lewis was fourth with 1,051 marks. It was, of course, generally anticipated that the smaller type of lightweight car would enjoy considerable advantages in the final elimination tests, and this proved to be the case

—which seems to have caused some heartburning amongst a few entrants in the “‘heavy brigade.”” They complain, not without some reason perhaps, that their chances of surviving the eliminating test were rendered practically

nil merely because of the size of their cars. We, ourselves, are undisturbed at the disadvantage of size suffered by the §§ in performing the weird and wonderful evolution of the ‘‘wiggle-woggle’’ test, but find in the winning of the open class Concours award,

for the second year in succession, justifiable gratification.

cause

enough

for

The Hon. Brian Lewis (right) with Mr. Reuben Harveyson and the $$I. Open Four-Seater with which he gained First Award in the unlimited open class.

5S magazine. A page on the 1935 Monte Carlo Rally, from Ernest Rankin’s dealer publication,

4]

Eastern Daily Gazette, ““when Brian Lewis, the leading road-racing driver in England, emulated some of the worst novices by sending iron pipes crashing about him.” Thomas Wisdom (soon to be a leading SS driver himself) headed his Sporting Life motoring column.” Racing Drivers Fail in Rally Tests...standard surprisingly low” and, without naming names, made clear his opinion of the general level of driving skill. The Sketch stuck to facts: “One of the fastest runs of the day was made by the Hon. Brian Lewis in the new short-wheelbase SS1...but it has to be admitted that he dislodged some of the artificial kerbs’’. As usual there was no rally winner. Instead more than a hundred Above:

A good old-fashioned entry for the 1935 RAC Alfred Hickman’s SS 1 Airline. Eight SSs won that year, but not this one. Maybe marks were danger of fitting a badge made from Warthog

Rally was Sir first-class awards deducted for the tusks?

Above top:

Debut for the 2-seater SS 90 was the 1935 RAC Rally — but it all

went wrong for the Hon. Brian Lewis and his co-driver Arnold Hill, photographed beforehand at the main offices in Swallow Road, Coventry.

42

competitors

received first-class awards,

including eight SSs — among them the factory’s newlyannounced SS1 drophead coupe (ARW 396) driven by the faithful Douglas Clease. A works-entered SS1 saloon was among the Concours class-winners — works-driven, too, by

Harry Gill and Ernest Rankin. Lewis made up for his poor showing soon afterwards, though, by taking third place in his class at the Shelsley Walsh speed hillclimb. The second $890 (AVC 477) was a Works car too, and

Clease took it on the Scottish Rally in June, but his only award was a second in the Concours afterwards. It was this car that William Lyons took to Blackpool later that

spahaiceaseisiatarepst

Artwork for the production SS 90;

the body design was carried on for the SS Jaguar 100, announced in late 1935.

43

This may be a familiar picture, but it seems to be the only one

of William Lyons in a “‘pre-Jaguar” SS. He made fastest run of the day with the production prototype SS 90 in the 1935 Blackpool Rally speed test. Shortly afterwards he found out (too

late to avoid paying a big hotel bill) that the SS Car Club

month for the SS Car Club’s first major event. In an unofficial “demonstration run’’, Lyons made best time by far in the “‘Slalom”’ speed test. His pleasure at the club’s

treasurer had done a bunk. Lyons remained wary of motor

success evaporated

clubs for a long time.

secretary disappeared with the entry money and Lyons was forced into paying a mammoth hotel bill! From then on, the task of running the SS Car Club fell to Ernest

after that weekend,

however,

for the

Rankin — otherwise, said Lyons, there would be no club at

all. By now it was apparent to those “in the know” that the SS90 and indeed the whole SS range, would soon be obsolete. Harry Weslake was well advanced with his conversion of the Standard engine from side to overhead valves, exclusively

for SS Cars

Ltd, which

department.

now

William

had

its much-

needed

engineering

Heynes

arrived

in April, and his initial targets looked well-nigh

had

impossible. The fact remains that, before the end of September 1935, SS Cars Ltd, was able to announce its new range of high-performance cars. They were called ‘‘Jaguars’’....

44

Chapter [hree The SS Jaguar from 1936

he new 1936-model 2.7-litre “Jaguars” brought real performance to go with the good looks for which the SS marque had become famous. The saloon was still quite heavy; all the same, Denis Hand was able to demonstrate its capabilities at once, with a class win in the 1936 Welsh rally. It was the new two-seater “‘Jaguar’ 100 that was to confound the SS’s critics and bring the marque its first big international wins.

Rally, and he made best time in his class in the first test. Unfortunately, Lewis made a mistake in the next one and

more compact even than before. Humfrey Symons’ interim report for The Autocar was headed. “The Hardest Alpine Yet’. Tom and Elsie (Bill) Wisdom made a formidable husband and wife team, having persuaded Lyons to provide them with a new SS Jaguar 100. ‘‘We started the trial light-heartedly and with no greater hope than that of putting up a good show ... By the end ofthe first day’s run I had a new respect for the car’s capabilities”, Wisdom was to report. A general pattern soon established itself, with the Wisdom car being beaten on the timed sections regularly only by the 3.3-litre Bugatti of Gaston Descollas. Then

incurred a maximum top placings. This was a marque created by with BMW he had

doms’ retained a “clean sheet’? throughout, thereby winning a Glacier Cup (pre-war equivalent of an Alpine Cup) and laying claim to “‘best performance of the rally’.

The

first car

allocated

(BHP

to the Hon.

800,

chassis

number

1800i) was

Brian Lewis for the 1936 RAC

penalty, dropping him out of the the year of the Frazer Nash-BMW, H.J. Aldington from the alliance established during his successful

Alpine Rally sorties, and these cars won

two classes; but

it was the Singer sports cars that put up the outstanding RAC Rally test times that year. Despite Frazer Nash chief Aldington’s magnanimouslooking offer to sponsor the German entries, due to currency difficulties caused by the Hitler regime, there had been no 1935 Alpine Rally. German teams had dominated the event in 1934, when the route included some boringly-long sections in between the stiff mountain passes. For 1936, virtually the entire route of the revived

“‘Alpine”’

was

in Switzerland,

which

made

it a

the Frenchman

lost three road marks, whereas the Wis-

There were, in fact, sixteen other winners of Glacier Cups

for maintaining

the set average

speed (which

varied

between the four classes) — six BMWs, four DKWs, Fords, and Adler, Lincoln, Talbot, and Triumph

two one

each — but none matched the Jaguar’s performance in the timed tests. The Triumph was one of the new Vitesse saloons, driven by Donald Healey, and it is interesting to note that among the few other British entries was one A.P.R.

Rolt, also in a Triumph.

The event petered-out somewhat, and the final Autocar report from former SS driver Humfrey Symons (now a

45

Unfortunately,

Brian

Lewis

ped a clanger

again

in the

drop-

1936

RAC Rally tests, so the works SS Jaguar 100 (chassis No. 18001) could not claim success on its debut.

Below:

Motoring writers and regular drivers of Lyons’s cars, Douglas Clease (SS 90, leading) and Tommy Wisdom (SS Jaguar 100, BWK 77) by a lochside in the 1936 Scottish Rally. The Motor

“Wolseley man’’) was less enthusiastic, mainly because the Jura region seemed tame, and because the organisers overdid the use of secret checks. ““Wisdom’s SS Jaguar has shown that it is one of the fastest sports cars on the market today’’, he concluded, “‘at any rate, where widely different conditions are encountered.” The SS ghost of Alpines past had been laid to rest! Back

in

Coventry,

the

rally car,

BWK

77

(chassis

number 18008), soon became the company’s regular development vehicle. In 1937 it acquired one of the first of the new 34-litre engines, and was improved progressively under the supervision of Bill Heynes; the engine was breathed-upon heavily by Harry Weslake, with further advice coming from Dick Oats who was retained as a consultant too, and the car was stripped and lightened. Wisdom got round the Brooklands outer

Above: A break in the 1936 Alpine: “Bill”? Wisdom took this picture of her nonchalant Tommy.

Above top: Tommy Wisdom photographed his wife “Bill” at the docks en roule to Switzerland for the 1936 Coupe International des Alpes. The

Wisdoms’ success in this tough event with the 24-litre SS Jaguar 100 (chassis No. 18008) changed many people’s attitude from disdain to admiration for the SS marque.

47

2%

SPLENDID

A lovely Brunell action shot on the 1937 “Coronation” Scottish Rally, autographed by an enthusiastic Norman Jackman. The SS Jaguar 24-litre saloon has well-protected headlamps.

circuit at an average speed of 118mph for one lap and nearly 112mph for a whole race, which he won. The Coventry agent, Sammy Newsome, shared the use of the car with Wisdom,

his speciality being hillclimbing,

and

eventually took the modified car up the 1000 yards of Shelsley Walsh in under 43 seconds! 1937 was a very successful year for the SS Jaguar 100 although, apart from the works Newsome/Wisdom machine, all were still 24-litre models. Before the drastic conversion work began, however, Wisdom took BWK 77 on the RAC Rally, making up an official works team with Brian Lewis and E.H. Jacob. By now, the RAC was awarding marks in such a way that an overall winner could be calculated.

1937, too, was

the first year in which Britain’s premier rally was held in really adverse conditions. Former MG driver Jack Harrop battled through snow, ice and rain to the Hastings finish with his new Jaguar (CVU 2, chassis number 18050) to win the tests and therefore gain the highest marks of the rally. It was a fine achievement for Harrop, and the team drivers too. The top placings in terms of marks gained,

were as follows: 1.

J. Harrop

2. 3.

T.H. Wisdom (SS Jaguar 100) 940.2 marks. J. Flint (Frazer Nash-BMW) 939.2 marks

4.

E.H. Jacob (SS Jaguar 100) 938.2 marks J.F.A. Clough (Riley) 937.4 marks

nr

i

48

(SS Jaguar

100) 943,0 marks.

Hon.B. Lewis (SS Jaguar 100) G.H. Robins (HRG) 937.0 marks

> ofl Williams Lyons was delighted, and came to Hastings to congratulate his team. Rankin, who had co-driven with Jacob in one of the works “demonstrators”? (CHP 295), was able to make excellent publicity with not merely victory but, thanks to Lewis in CHP 402 making no mistakes this time, the Manufacturers’ Team Prize, too, going to SS Cars Ltd. The Scottish Rally went to a Frazer Nash-BMW, driven by Leslie

Johnson; the best Jaguar performances were put

up byJessie Sleigh and E.H. Jacob, 3rd and 4th respectively in their class. In the Welsh Rally, though, Jacob (now in his own car ATM 700, chassis 18046) swept all before him, winning outright from Boughton’s Singer.

The Portuguese race was fully reported nearly ten years later, when Rankin had revived the house magazine more

as an employee publication than a dealer one. In his new Jaguar Journal Rankin published a four-page “‘eye-witness account”’ without naming its source — probably the Oporto distributor, Wilfrid Ennor. It was not a works car that won, but I make no excuse for reprinting the article

in full, since it makes fascinating reading as a period piece, and is a small yet significant event in Jaguar’s racing history.

E.H. Jacob, George Matthews and Ernest Rankin won the

manufacturer’s and the club team prizes for SS. 1937 also marked

SS’s first race victory abroad, when

Casimiro de Oliveira (sometimes spelt d’Oliveira) won a hard-fought battle on the Vila Real road-and-street event. Although F.J. McEvoy (18007) had won his class in the Marne Grand Prix in 1936, beating the Amilcars, the overall winners then had been the fabulous ‘‘tank’”’ Type 57G Bugattis.

ICTORIAL ST CARDS

Another 1937 “Coronation” Scottish Rally shot with the look of Braemar about it. Second from left is E.H. Jacob’s car (chassis 18046) which won that year’s Welsh Rally. On the right is George Matthews in a works car (CRW 300). After the war, Matthews bought the works “‘racer”’. The others are B.D. Matthews (GMH 8), Vaughan (FPE 299) and Hunnam (SS 4690).

49

JAGUAR JOURNAL

January,

1947

JAGUAR JOURNAL

January,

1947

Setting the Pace In Portugal How a privately owned Jaguar won

a

Continental

road

race

Taken from an eye-witness account by a correspondent in Portugal.

OAD R

racing,

a sport

this country

enclosed

except

forbidden on

private

in and

property, is nct only per-

mitted in most continental countries but 1s actively encouraged. Various road circuits of anything from five to a hundred

miles

exist

in

France,

Belgium,

Italy, Spain and Portugal where, in prewar days, famous Grand Prix races were held such as the Mille

Migha,

Le Mans,

the Coppa Acerbo, etc. Those who served with the Forces and visited Tripoli will doubtless remember the Melaha circuit on the outskirts of the

town

which

was

the setting

for

the

Annual Tripoli Grand Prix. In Portugal, the Vila Real International Circuit was the scene of an annual road race for sports cars which evoked intense enthusiasm, and in the 1937 event much interest

was

aroused

when

it

No.9 Fernando Palhinha Adler No. 10 Adolfo Ferreirinha Ford The sternest opposition seemed likely to come from the German trio formed by the two Adlers and the B.M.W. since with typical German thoroughness these cars had received special preparation and were known to be extremely fast In fact, the Adler entered by Prince Schambourg Lippe had been brought specially from Germany and, when examined, was found

to

be

lighter than models and istics of a So much so at accepting it

to start

Jaguar

‘‘100""

model

for

after

No. 7 No.8

Eduardo Ferreirinha

Manio Teixeira Mateus Oliveira Monteiro

the sporting

Portuguese

their undoubted

became

the

race.

The complete entry consisted of the following cars : No.1 Prince Schambourg Lippe Adler No. 3. Casimiro d'Oliveira Jaguar No. 4 Alfredo Rego B.M.W. No.5 Soares Mendes Riley No.6

hundredweights

competitors had waived right to object.

known that a Portuguese owner Senor Casimiro d’Oliveira had entered his 2} Litre

several

the normal Adler production possessed all the characterspecially built racing car. that the officials demurred its entry and only permitted

Edford Aston Martun Hansa

changed

course consisted of a twisting of 7 kilometres (4.5 miles) with

many sharp bends and several hairpin corners and had to be traversed twenty times bringing the total distance of the race to 144 kilometres (89.88 miles). Despite the difficult nature

lap speeds viously

been

of over attained

of the course,

65 m.p-h. by racing

appearance, Ferreirinha was leading with his Edford with the German B.M.W. close behind and d’'Oliveira’s Jaguar lying in third place. Next came the Ford, with Schambourg Lippe’s Adler close on its tail—the remaining Adler bringing up the rear. The speed of the leader for this lap was 56.6 m.p.h. which was, of course, from a standing start. The

Early Thrills The circuit

Prince Schambourg Lippe leading with his Adler. Casimiro d'Oliveira ts hard on his heels with his Jaguar and awaits a favourable opportunity to wrest the lead from the German.

had

pre-

next

lap saw

amongst

the

positions

the leaders,

un-

but in the

rear of the field, Mendes had moved up his Riley into 5th place at the expense of Teixeira’s Aston Martin. In the third lap, the Jaguar which was being well handled by d’Oliveira passed the B.M.W. and moved up into second place, whilst Schambourg Lippe who had been making desperate efforts to improve

cars, the

his position overtook the Riley and now

lap record having been set up by a Bugatti at 66.2 m.p.h. At 4-30 p.m. the starter despatched the field which roared away in a cloud of dust on the first lap. Upon their re-

lay fourth. This order was maintained amongst the leaders throughout the next

two laps, the lap speed having now increased to 57.8m.p.h. as the competitors got warmed up. The Jaguar was now

pressing hard on the tail of Ferreirinha’s Edford

which,

it seemed,

was

retaining

the lead less by superior speed than by skilful handling. Chief attention in the sixth lap was centred on a terrific duel between Schambourg Lippe and Rego, which finally resulted in the German

moving

up

into

third

place

amidst

intense excitement. With fourteen laps to go it was plain that his Adler had more

than the measure of the tail of the field and would soon be within striking distance of the leaders.

Jaguar takes the Lead The seventh and eighth laps saw d’Oliveira making determined and often hair-raising attempts to force his Jaguar into the lead, only to be foiled by the necessity for hard braking at the close succession of corners around the tortuous course. With the Adler hard on his heels, d’Oliveira had every Incentive to overhaul the Edford and this he did in the ninth lap when his

JAGUAR JOURNAL

January,

Jaguar streaked into the lead out of a bend which it had entered wheel to wheel with

the

Edford.

If d’Oliveira,

now

leading the field, hoped to have shaken off his German pursuer, he must have been disappointed, for scarcely had he reached the next bend when the Adler was again on his heels, having also outstripped the Edford which had so doggedly maintained the lead for eight laps. But now, with a clear road before him, d’Oliveira set a cracking pace and pushed the speed

for the 10th lap up to 58.2 m.p.h. In the 11th lap, the four leading cars roared past the tribune with scarcely a car’s length separating them, the order being the Jaguar, Schambourg Lippe’s Adler, the Edford and the B.M.W. If proof were needed of the “special” nature of Schambourg Lippe’'s Adler, it lay in the fact that the other Adler, driven by Palhinha, had been last throughout and was indeed near to being lapped by the Jaguar.

The German

1947

January, 1947

Challenge

With the race more than half over, it was obvious that the real battle was going to be fought out between the Jaguar and the two German cars represented by Schambourg Lippe’s Adler and Rego’s B.M.W., for the Edford had but a precarious hold on third place which the B.M.W. threatened to snatch at any moment. In the 12th lap,

Schambourg Lippe at last reaped the reward of persistency and clever driving when he found d’Oliveira’s Jaguar badly placed at a sharp corner and slipped the big white Adler past to take the lead. This was d’Oliveira’s only lapse, but it seemed likely to cost him the race, especially as in the next lap he had to pull into the pits for a few seconds to replace his goggles damaged by a flying stone. In this lap, the Edford also pulled in with gearbox trouble and some of the interest went out of the race which it now seemed would result in a German victory

Senor Casimiro d’Oliveira at the wheel of his winning Jaguar at the end of the race in which he created a new sports car record for the Vila Real circuit with a lap at 61.8 m.p.h.

without much opposition. Due to d’Oliveira’s few seconds halt at the pits, the 14th lap was entered with the B.M.W.

Jaguar once more into the lead as the tribune was passed. This brought a roar of applause from the crowds packed

in second

around the tribune and whose sympathies were plainly with their fellow countryman.

place

behind

the

Adler,

with

the Aston Martin lying third. The Jaguar’s performance in this lap, however, was electrifying. Streaking away from the pits, it not only overhauled the Aston Martin but actually snatched second place from the B.M.W. before the completion of the lap. Excitement now reached fever pitch

question

was,

Jaguar regain the lead with five laps to go ¢

and

the

from

could

the

the Adler

Jaguar Wins The 15th and 16th laps saw no change in the positions though the lap speed had now crept up to 59.2 m.p.h. as Schambourg Lippe strove to build up a com-

The Jaguar leading the field in the 10th lap. Close behind is the Adler, whilst the B.M.W. can be seen just entering the picture. Note the streets entirely cleared of pedestrians by the police.

manding lead and, indeed, succeeded in widening the gap separating him from the Jaguar which was now 11 seconds behind. Then, as the 17th lap was entered, d’Oliveira steadily narrowed the gap until,

with a fine burst of speed, he thrust the

Again they roared their encouragement when it was seen that the Jaguar still held the lead on the completion of the 18th lap, and in the 19th lap, the Jaguar made victory certain by returning a speed of 61 m.p.h, for the lap, thus creating a new

Sports

Car Lap Record

for the circuit.

In the last lap, the Adler made a final desperate bid for victory and creeping gradually closer to the Jaguar roused the cheering crowd to further frenzies of encouragement for their compatriot at the wheel of the Jaguar. The finish provided as exciting a sight as any racing enthusiast could desire as the Jaguar, the Adler and the B.M.W. roared over the finishing line in that order with less than one second separating them. So ended a well-fought race in which the varying fortunes of the contestants left the issue in doubt right to the end, when the Jaguar deservedly emerged as a highly popular winner.

SS Jaguar 100 driven by George Abecassis (who, with John Heath, would be fitting Jaguar engines to HWMs fifteen years on) leads Riley and Aston Martin on the Brooklands concrete at the 1938 Whit-Monday meeting. The Motor

With the arrival of the 34-litre SS Jaguar 100 for the 1938 and 1939 rally seasons, the battle with the BMW 328 — anglicised and otherwise — was well and truly joined. The RAC Rallies of those years became needle-matches. Following his 1937 success, Jack Harrop was provided with a works car (DHP 736, chassis No. 39055) for the following year — and he won again! Two more 34-litre 100s appeared in the top eight, along with two Frazer Nash-BMWs, and single examples of Aston Martin, Riley,

and HRG. In 1939 it was even closer. In the top-performers’ class (open cars over 15hp), only five marques were represented in the first fourteeen places! Six SS Jaguars, five "Nash-BMWs, a Railton, a Daimler (Bob Crouch’s works “Dolphin’’), and Silcock’s Allard. There were three decisive tests. Leslie Johnson (FN-BMW) won the first one from Agabeg Fane (FN-BMW) and Sammy Newsome (SS Jaguar

100,

EHP

201,

chassis

39110).

Commander

Silcock took the big V12 Allard-Lincoln through the next test quickest followed by Tommy Wisdom (SSJaguar 100, EHP 203) but both lost marks for line-faults so twicewinner Jack Harrop (SS Jaguar 100, EHP 202) took the honours. Finally, however, Fane was quickest of all in the last test, giving Frazer Nash and BMW their first RAC win, with Sammy

Newsome

a worthy

runner-up

for the SS

works team. Here is a comparison of the top placings, with marks,

sy

in those last two class:

pre-war

RAC

Rallies, irrespective of

1938

1) J Harrop (SS Jaguar ), 923.4. 2) C.M.Anthony (Aston Martin), 921.4. 3) L.G.Johnson

(FN-BMW),

921.0.

4) J.F.A.Clough (Riley), 920.8. 5)

H.Hunter

(FN-BMW),

920.0.

6) S.H.Newsome (SS Jaguar ), 919.2. 7) G.H.Robins

(HRG),

919.0.

8) H.E.Bradley (SS Jaguar ), 918.4. 1939 1) A.F.P.Fane (FN-BMW),

916.4.

2) S.H.Newsome (SS Jaguar ), 914.6. 3) 4) 5) 6)

L.G.Johnson (FN-BMW), 914.4. C.J.Gibson (SS Jaguar ), 911.0. M.H.Lawson (HRG), 909.6. D.H.Murray (FN-BMW), 909.4.

7) G.H.Robins (HRG), 909.2. 8) J.Harrop (SS Jaguar ), 908.4. As she often did when not co-driving with her husband, “Bill’” Wisdom entered that 1939 RAC Rally separately, taking a works 34-litre SS Jaguar saloon. Her partner on this occasion was none other than William Lyons’s wife, Greta, who enjoyed the experience. They did well, too, finishing fifteenth out of over forty contestants in the big closed-car class.

\

TiMA

EXPRE:

Above: Export

Anglocar

promotion:

were

SS’s

Messrs

agents

in

Bucharest but did not sell many cars. Prince Michael of Roumania

did own

the first production 34-

litre ‘100’ (chassis No 39001), however, and a_ spare chassis (39070) was sent out later. The banner uses Sir Malcolm Campbell’s name to promote the

marque at this sporting event which deserves a much fuller description than I can give it. (They must be the winners, but what kind

of car is it? Probably one of the those Ford V8 specials the Roumanians liked so much?)

Left:

After winning in 1937 and

1938,

the SS marque secured second place in the 1939 RAC Rally, which A.F.P. Fane (BMW) won from S.H. Newsome in the works car EHP 201 (chassis 39110). Behind him in

this picture on Brighton’s Madeira Drive is Cyril Mann in another 34litre $S100 (chassis 39062).

a6

Above:

The SS Jaguar team at Brighton after the 1939 RAC Rally,

driven by Harrop, Newsome, and Wisdom (from John Lyons’ album).

Another shot from John Lyons’s album, with his father’s friends

Dr. Bradley (Uncle Jack) and the Coventry SS distributor Sam Newsome who competed in the 1939 R.A.C. Rally together, coming 2nd.

Young John Lyons would also have been in Brighton to see the safe arrival of his mother and “‘Bill’’ Wisdom (right) in their works 34-litre saloon.

Walter Norton (39110) at Moulin near Pitlochry on the 1939 Scottish Rally, in which he did not star. Later that year he won the Blackpool Rally. He drove an XK120 in the ’fifties, too.

Works cars were lent to various rally drivers in the late thirties, but there were no contracts, and each outing was

regarded as a one-off exercise. Walter Norton, best known for his enterprising handling ofthe ‘“‘Jabberwock’”’ Ford V8, used the factory model, EHP 201, for three rallies in 1939 and told his friend John Dugdale (then of The Autocar) about it some

time later.

“I first had the SS 100 for the Scottish Rally, when I arranged to drive for the SS Cars people. I remember Bill Lyons personally saw me and handed over the car. I made a complete nonsense of this rally. They introduced that cunning average speed and brake test whereby one had to average not less than 25mph over a distance of 170 feet,

nor exceed 40mph after an acceleration length of 360 feet; then the braking distance was measured and counted against you. So all the “‘clever”’ fellows got the slide-rule out and calculated that if you reach a high speed before the beginning ofthe ‘‘average”’ area you could brake early and stop quickly. In practice this washed out a large number of competitors because they were either slower on average than 25mph, or, most likely, faster than 40mph. I believe I also hit something! “Fortunately I had already entered for the Blackpool Rally — an excellently-run and supported event. I believe the Works was not impressed with the Scottish Rally, but decided to let me have another go. Things went well here and we got best performance and even won third place in the combined Rally/Coachwork Competition. “In its day, the SS 100 was an outstanding-looking sports car with a very high standard offinish and had a powerful and deep gurgle that rose in tone very quickly in the most satisfying manner. Roadholding was excellent. Sure it slid

on curves under power, but it was most controllable and had an excellent lock. When required, the tail could be

made to slide by the sudden and hard application of the fly-off handbrake and this was the fastest way of getting around pylons...so long as you could approach with sufficient speed! “The Works was now more kindly disposed towards me and I had the car for the Welsh Rally. As usual I collected it about a week before the event and spent some three days with it, visiting friends from the United States in the Lake District, getting used to it again. Shortly after the start of the Rally, the clutch started to slip under full power and all we could do was to press on, make each time check and drive carefully on the final tests. A running commentary was arranged on the British Broadcasting system for these final tests so, although a cloudburst happened at the scheduled time, it was not possible to delay the tests. This, of course, was a terrific advantage to me because the slipping clutch eliminated the normal racing start as all the power would go in wheelspin. We won the class and noone knew of the ailing car.”

William Lyons was happy to let Rankin supervise the company’s rallying activities, for the 100’s undoubted shortcomings in the handling department were made up for by the car’s straight-line performance and there was always the chance of a good result if drivers of proven experience and skill were behind the wheel. Jack Harrop was, perhaps, the most versatile of them all. Lyons and Heynes got Walter Hassan to prepare him a factoryowned 34-litre saloon for the 1939 Monte Carlo Rally. It was a wintry event, but Harrop and his crew stormed

55

Stanley Cup, Crystal Palace, 1939; C.E. Truett’s car (18105) was tuned at Swallow Road, and probably the quickest 24-litre “100” of all. Here, in stripped form, it spins harmlessly. This car is in fine restored condition today, complete with drilled chassis members. The Motor

The team of (from left) A. Goldman

(18052), C.J. Gibson, and C.E. Truett (18105) won the Cambridge University AC’s relay race

“old” Donington’s penultimate race meeting in June 1939. Alfred Goldman is still an active engineer and drives an XJ6; the special cowl of his $$100 certainly changed its appearance. The Motor

Tommy Wisdom in action at the Kinneil (better known as “‘Bo ’ness”’) hillclimb in one ofthe works 34-litre $S100s, DHP 734 (chassis

39053). It was in this car that William Lyons won the “trade” race at the 1938 SS Car Club Donington race meeting, beating Harold Bradley for best laptime ofthe day — so it must have been prepared with some care at the works. A.H. Graham

Below:

through from Athens to take tenth place — and best British performance! On one special stage, Harrop was second fastest of all competitors. Mention of Walter Hassan leads naturally from rallying to the world of motor-racing — a subject upon which Lyons remained circumspect. All the same, the strong personalities of Tommy Wisdom and Sammy Newsome (who were personal friends of Lyons) combined with Bill Heynes’s enthusiasm, and development of BWK 77 in its 34-litre lightweight form was allowed to continue. Wally Hassan was working for Reid Railton at Thomson and Taylor’s Brooklands workshops when his friend Tommy Wisdom turned up with the immensely fast works 34-litre car to beat the handicappers at the end of the 1937 season. One of Hassan’s jobs the following year came at the request of Edgar Wadsworth, who was organising a programme of road-racing for Harold Bradley, a Lancashire cinema-chain owner who had brought one of the first 34-litre Jaguar 100s (chassis No 39035). After doing well in the 1938 RAC Rally, the car went to “T & T” to receive the Hassan treatment. Hassan acknowledges the help he got from SS Cars at that time. “The factory ‘sprint engine had a very high compression

ratio”,

Hassan

recalls,

“to

run

on

neat

methanol. The ports were opened up and polished; there were special pistons, polished con-rods, large SU carburetters — in fact, the lot. Bill Heynes very kindly passed all this information on to me, as well as making all

the special bits and pieces. The car performed quite well and the factory were very pleased.” Certainly, it was not long afterwards that Wisdom passed on a message from

Jack Harrop (centre) was undoubtedly one ofthe top rally drivers of his day. He won the 1937 RAC Rally in his own SS100,

and again in 1938 with a works car. In 1939, his was the first serious attempt by the marque in the Monte Carlo Rally. He is seen here afterwards with the works “ 34” saloon. William Lyons is on the left, George Mangoletsi on the right. Bottom:

George Mangoletsi and the works 34-litre saloon aboard the Citta di Bart, bound for Athens and the start of the 1939 ““Monte’’.

Lyons to Hassan: Laurie Hathaway was leaving SS and there was a place for him there as Chief Experimental Engineer. Towards the end of 1938, Hassan moved to Coventry. The Bradley car showed how quick it was by getting very close to Sydney Allard’s time (which was a new sports-car record) for the 1939 Wetherby sprint meeting. There was no real road-racing on mainland Britain, of course, and Ireland was the nearest place to find it. Bradley decided to enter his car for the Irish Motor Racing Club’s third Limerick “Round the Houses” 150mile race. Billy MacMaster, in his history of motorsport in Ireland, wrote: ‘‘probably the highlight of the meeting was the scrap during the early laps between Ernie Robb (MG) and Hal Bradley (SS100). The crowd were petrified by Bradley’s hectic driving but Robb, driving much more steadily, never allowed Bradley to gain more than a car length of advantage.” Ernie Robb, whom

I met while researching this book,

expanded on this story of the second-fastest SS 100 ofall: “Bradley told me Thomson and Taylors had instructions not to return the car until they were able to guarantee a maximum of 130mph which, apparently, they were able to do. During the race we had a marvellous scrap, passing and repassing several times a lap. Eventually I pulled out a slight lead so that when myJ4 MG (which I’d bought through Peter Monkhouse of Monaco Engineering) broke a con-rod, it did so just out of sight of Bradley. He did not realise I was out of the race, and for some reason

his pit manager Edgar Wadsworth did not signal him to slow down. Soon he hit a wall, damaging two wheels; but he managed to limp round and fit two new ones, and was

COVENTRY SPEED TRIALS MARCH

18th,

stull not told I'd retired. In the end, he blew up the engine,

trying to catch up!” Whatever the damage, Bradley’s car was in one piece again in tme for the end-of-season race meeting at Dublin’s Phoenix Park and, although defeated by a stiff

1939

handicap,

it was

fifth-fastest

finisher

(despite

several

‘“moments’’) and averaged 93mph on its best lap to create a new unsupercharged-car record. Incidentally, another “34”? SS 100 appeared in Ireland’s most famous pre-war road-race, entered by H.A.Duignan and driven by Donald McClure, the man who

had won

the 1938

Limerick street race in an MG,

Top:

Jack Harrop (right) and his crew William Currie (left) and George Mangoletsi with the Hassan-prepared works SS Jaguar saloon (chassis 30797) in Athens, soon to become best British

finishers in the difficult 1939 Monte Carlo Rally. NEXT

TUESDAY

FIRST

FULL

THESE

TRIALS

FOR

REPORT

-

Price

OF

4d.

Lefts Besides holding race meetings at Donington in 1937 and 1938, the SS Car Club organised their “Coventry Speed Trials” in 1938 and 1939, with Ernest Rankin as Clerk of the Course, Secretary of the Meeting, and programme designer. (He chose rural Donington for the cover picture, though).

Dual-purpose sports-car: Harold Bradley on the Inverfarigaig corkscrew in the 1938 Scottish Rally

shortly

before

sending

the

car

(39035) to Thomson and Taylor for modification by Walter Hassan. Apart from BWK 77 in stripped “

34” Brooklands

form,

this must

have been the quickest contemporary SS100. The second photo

shows Bradley leading Ernie Robb (J4 MG) during their hectic duel in the 1939 Limerick street race described in this chapter. C.E. Robb

“~,,_ after Robb and Bradley had broken down. The 1939 Leinster Trophy race on the Tallaght circuit was the usual handicap affair, and McClure started in the same group as scratch-man A.P.MacArthur. In fact the Jaguar kept in touch with MacArthur’s supercharged MG for the best part of the first lap, despite teeming rain. In his memoirs Dudley Colley, who was driving a Frazer Nash, describes

what happened next. “Nearing the end of the first lap, I had my first shock. Glancing to the left on a slight bend I was horrified to see a jagged hole ina high wire fence; and in the field beyond was a car, out of control and travelling in a wide circle, with the driver lolling over the wheel. Frantic officials were giving chase, or trying to board the moving vehicle. And then the scene passed out of my vision, leaving me with a horrible feeling in the pit of my stomach, and wondering what could have happened. Next time round an ambulance was in the field, and things seemed to be under control, but there was

no way of knowing the fate of the

driver. Later I heard that it was McClure of Belfast, who had touched the wall with a hubcap and had got out of control. He had been knocked unconscious and badly cut about the face by the mesh wire, and the car, a 34 SS (the forerunner of the present miraculous Jaguar), had eventually come to rest against the stump of a tree. McClure made a good recovery and was back in the game in a couple of months.”

Ernie Robb does not remember seeing that car ever again.

Like Colley, he had seen

McClure

being carried

off. Robb won that race in Stanley Porter’s remarkable Alvis 12/50-engined Morris Minor special known as the “Himmelwagen””. The ‘‘34” had arrived on the scene too late for the Ulster series of TT races, but the Tourist Trophy came to Donington in the late ‘thirties. This was the Midlander’s local circuit, and

in 1937,

1938

and

1939, Rankin

or-

ganised race meetings there for the SS Car Club. At the second of these meetings Harold Bradley's Hassan-tuned “100” was the fastest car of all, apart from William Lyons himself

in a works

car

(DHP

734),

who

put

in one

remarkable lap to beat all comers. Lyons knew that quicker or comparable sports cars — like well-driven BMWs — were likely to beat any of his products at Donington. He also regarded the TT as a prestige event in which it was definitely better not to appear at all than to appear uncompetitive. Arthur Dobson was to have co-driven Cuddon-Fletcher’s 24-litre SS 100 in the 1938 TT but, believing that they did not realise how outclassed they would be, Lyons covered their costs to get them to stay away and leave the glory to Louis Gerard who won for Delage. The same problem loomed large in 1939, when J.M.S. Alexander put in an SS entry, but

war

intervened

and

the TT

was

cancelled,

thus

eliminating another chance of humiliation for SS Cars on home ground! After the war, competition motoring was resumed ona small scale, and very gradually. Whether or not it was ever

60

seriously intended for re-introduction, the ‘‘100”’ was not made

again.

One

car,

stored

throughout

the war,

was

sold to Ian Appleyard, whose success story is told elsewhere in this book. Well known names such as “Curly” Dryden and Les Leston drove their second-hand cars with gusto in England, and Noel Bean did likewise in the few speed events north of the border. The works ‘racer’ (18008) was taken out of “mothballs’””

in 1946,

and

Frank

Rainbow

of the ex-

perimental department took it to Shelsley for Sammy Newsome to perform rapidly at his favourite hill — if not quite as rapidly as when the car was in its most highlytuned state seven years earlier. ‘Bill’? Wisdom took the ladies prize in the same car at Bouley Bay in 1947, when Harry Hawkins accompanied: it from the factory. Soon afterwards, George Matthews — a regular SS hillclimb and rally man, and a friend of Rankin — bought that car and

ran it at club meetings before wrapping it around a tree. Thereafter it had a chequered career until it was rescued, restored, and revived by David Barber. There is no doubt that rallies were much more theforte of these early Jaguars than races; and, with Appleyard’s resounding Ist place in the 1948 Alpine Rally and 2nd in

Left The Coventry Speed Trials were, in fact, held in Coventry’s Whitmore Park nota real park, but the name ofthe industrial

estate on which the SS Cars Ltd. plant was located. Rankin got various colleagues to help him, including Jack Beardsley (o/c metal -working ) and Austin Pope (road tester . wearing hat) to keep the scoreboard up to date. 9

66 The speed trials” consisted of a straight run of 600 yards to the end of Swallow Road ...

7, the 1949 Tulip Rally, the SS Jaguar 100 continued a much more successful competitive career than is generally appreciated. That a company with no automobile engineering background could introduce a sports car capable of winning Europe’s most important international rally first time out — and of winning it again against more modern opposition twelve years later — is a remarkable tribute to Bill Heynes in particular. He had created an SS engineering

department in April 1935 and introduced the first “Jaguar” range six months later. The Wisdoms’ Alpine win had come, amazingly, in the following summer. That achievement alone places Heynes in the highest rank among automotive engineers, and it was just the beginning! By the late nineteen-forties SS Cars Ltd, had become Jaguar Cars Ltd, and was a fully-fledged car-manufacturing company in all respects. Its engineers and craftsmen were also well on the way to producing a new generation of fine cars of such potential that a works racing programme was to be the next, almost

... then three right-handed turns past the factory and a lefthanded one, back on to Swallow Road, returning along it to a flying finish. Timing was over the first 400 yards (record = 18 sec.) and the total distance of 920 yards. I have not identified these drivers because I do not know which of the two events is

depicted. 1938 winner was George Matthews (34 ‘‘100”’) in 47.8

inevitable, step towards greatness.

seconds. His time was beaten by Truett‘s special 24 “100”,

which clocked 46.6 seconds to win in 1939. Scene

FIRST WITH REPORTS

i

le

g

%* a

fad sins

Ps Besie

Chapter Four

England and the XK come to Jaguar

he

war

Although,

had one

affected

Jaguar

thing that

in

many

remained

ways.

unchanged

was the leadership; William Lyons being the Chairman and Managing Director of Jaguar Cars Ltd, as he had been of SS Cars Ltd. Two of the other directors were the same, too. Arthur Whittaker, Swallow’s first salesman, back in 1923, was the astute General Manager; Thomas

Wells Daffern was a director of a local building society rather than an active “factory man’’. Noel Gillitt had left the country and was not a director of the new company. In May 1946 Gillitt’s place was taken by William Heynes — a measure of his own calibre and of the importance Lyons attached to the rapid build-up of Jaguar’s engineering facility. On the production side, Cyril Holland, the company’s saviour

back

in

1929,

and

Harry

Gill were

no

longer

there. Gill’s replacement as works manager, W.C.E. (“‘Ted’’) Orr, already familiar with SS Cars through working for the Standard Motor Company at Canley, had joined the company when it needed his kind of specialised knowledge and experience in 1937 — the year of the changeover from coach-building techniques to pressedsteel body assembly for the saloons. (The “100” twoseaters had not been affected by this change. Only just over 300 of them had been built anyway — that is, an average rate of less than two per week.) In 1942 John Silver had brought his production engineering experience to $S’s war effort, and he was now a key man in the Jaguar

organisation as Production Manager. As the private car market re-opened, home sales once again came under the aegis of Alice Fenton who doubled as Lyons’s secretary, a job she had done since 1925; and, when exports got under way, overseas markets became the responsibility of Ben Mason — ex-Standard, ex-Singer, and a great linguist. Major Ernest William Rankin, RAOC, came back to look after publicity again in the summer of 1945, just in time to announce the postwar range — pure “Jaguars”? by now of course, for the “‘SS’’ marque was dead. Another Ordnance Corps man was Col. D.H. Warren whose return as Service Manager that December was followed by the award ofa military O.B.E. in the New Year Honours list for ‘technical services during the six years of war’’. His stay in Coventry was to be brief. Not long after Warren’s appointment, Walter Hassan was able to get word to his old friend and kindred spirit from the Brooklands days, Raymond England, that there was a job at Jaguar which might just be up his street. On 11 September, 1946, Rankin issued the following state-

ment: New

Service Manager for Jaguar

Mr. F.R.W. England, who has been appointed Service Manager for Jaguar Cars Ltd, joins that firm from the Alvis Company, having

served his early apprenticeship with Daimler. Also associated with technical maintenance for such famous motor-racing men as the late

63

On 28th July 1945, The Sphere published this picture with the caption: “MOTOR-CAR RACES RETURN — for the first time since the outbreak of war. Last week a car ‘Rally’ took place on the Bevan Park estate at Cockfosters, in North London. For the first time since 1939, enthusiasts were able to witness the spectacle of racing-cars being run ona circular track. This

picture shows one of the entrants — Mr. C. Mann, in his 34-litre SS — and part of the good crowd which attended the meeting.”

The works “racer”’ (formerly BWK 77, chassis 18008) reappears at Shelsley Walsh for the damp June 1946 meeting, Sam Newsome taking 46.95 sec, compared with Raymond Mays’s BTD of 42.79 sec (in ERA). Leslie Johnson’s times of 47.44 and 48.94 (in Darracq

and BMW respectively) left Lord Waleran and Windsor-Richards (both driving Jaguars) in 3rd and 4th places in the sports car class. Newsome’s best ever time in the dry was 42.95, in 1939. The Motor Another fine 1946 (October) Shelsley action shot of Newsome and the works $8100. Robert Trappe

Richard Seaman, “Bira’’, and Whitney Straight, he replaces Col. D.H. Warren, OBE, who in accepting an appointment with the Control Commission in Germany leaves the Company with regret

and bearing us best wishes.

Little did anyone know, least of all William Lyons, that

in replacing Warren he had appointed the man who would manage not only the customer service organisation but also the competition activities of Jaguar (soon to reach new heights) and would eventually succeed him as Jaguar’s Chief Executive! “Lofty” England’s arrival at Swallow Road (as Jaguar’s unadopted access road from Holbrook Lane was called) was as significant as Bill Heynes’s had been nearly twelve years earlier. ‘Historically motor-racing has made great names for certain manufacturers but it has also caused the financial downfall “(Sir)

William

of many others’’, England points out,

Lyons

was

well

aware

of this,

having

launched the SS marque at a time when many established and would-be competitors were going out of business. Throughout the ‘thirties he had avoided heavy financial involvement in racing or rallying, and the good results, gained mainly by privately-owned SSJaguars, were all the worthier for that. When I came to Jaguar in September 1946 he made it clear to me that Jaguar’s policy would stay the same. As there was very little motor sport then, the fact that our assistance to keen owners consisted almost entirely of technical advice was not regarded as too frugal or shortsighted in attitude.” In fact, England had not come to Jaguar expecting to be caught up in racing. He was a fully-fledged engineer, having returned to his previous employers, Alvis, as Assistant Service Manager. “Lofty” England’s motoring background stemmed less from family interest than from geography. In 1926, when he was

fourteen,

the

Englands

had

moved

from

East

Finchley to Edgware — a hive of motor business activity ever since the war had ended and the aircraft industry had shrunk, leaving plenty of manufacturing space in and around the area of North West London known as the Hyde, which forms a stretch of the Edgware Road. England was still a schoolboy when his father gave him £10 to buy an elderly Douglas motorcycle, upon which he would ride out to Brockley Hill and watch the Bentley chassis out on test. He applied for an apprenticeship with Bentley (the Cricklewood company was at the peak of its Le Mans-winning form); but there was no vacancies. During the war, when their father was away, young

Last appearance ofthe racing 34-litre $S100 as a works car was at Bouley Bay in 1947, when “Bill” Wisdom took the ladies prize — eleven years after she and her husband had won the “‘Alpine”’ with it (as a 24-litre sports car, of course). Harry Hawkins, seen

here after unloading atJersey airport, brought it from Coventry. It was sold to George Matthews soon afterwards.

job application later on. The Daimler company of Coventry had its main service premises not far from his home, and (the already very tall) “Lofty” England was apprenticed there from 1927 to 1932. It was more like a miniature manufacturing plant with machining facilities, a plating plant, and even a blacksmith’s shop, so the training was broad. There were buses as well as cars, of course; England’s first-ever visit to Coventry was on a bus chassis, behind a breakdown

wagon (the tow rope broke in Hertford Street, one of the city’s busiest thoroughfares). During this period, too, England was able to attend races for the first time. He went to the 1929 motorcycle TT on his Francis-Barnett 250 and the Liverpool ferry; that was Charlie Dodson’s second great year as Senior TT winner for Sunbeam, at record speed. England dreamed of racing on the Isle of Man; he dreamed of being involved in motor-car racing too, and it was Daimler tester Les Sharpe who accompanied him on his first trip to Brooklands. While still an apprentice, England acquired his first car — the ubiquitous Austin Seven. It was not long before England was working among

racing cars, if only for a few months. His apprenticeship over, he got a job with a new firm formed by Sir Henry Birkin and Mike Couper, using the Welwyn Garden City premises formerly occupied by the Dorothy Paget Bentley team. His boss was Bertie Kensington-Moir and among his colleagues was Charlie Newcombe whose ability to

England and his elder brother Kenneth had _ visited Glastonbury where the old family mill was being kept up as a business by their uncle. There they had explored and discovered old cars like the family de Dions mouldering away. They had been living at that time in their mother’s home town of Bristol (well away from the Zeppelin raids), and England recalls a royal visit and a cavalcade of

weld and machine was,

Daimlers there that stirred him to make his second-choice

Jaguar Cars Ltd.

England recalls, second to none.

The careers of Newcombe and England were to intersect frequently, and Newcombe’s last job prior to retirement would be responsibility for inspection and quality at

Ramponi

in Milan. The head mechanic, Giulio Ramponi,

was based in England for most of the season and, as Uncle Francesco could speak virtually no English, Lofty England had to pick up some Italian and improve his schoolboy French and German, and become the linguist of the team. It was at that time that he became involved with the recovery of Sydney Light’s $S1 tourer following its Alpine Rally crash — though at that stage he knew nothing of the SS/Swallow organisation. England tells the story like this: ‘In 1934 Dick Seaman was running his K3 MG Magnette in conjunction with Straight éqguipe, but had his

own mechanic and transport — an old 2-litre Lagonda tourer towing the MG ona trailer. En route from Milan to Brno the Lagonda broke down, so Seaman came back to Milan and borrowed our Fiat 520 runabout to complete the journey to Czechoslovakia and ended up towing his MG all the way back to England behind it. Charlie Newcombe and I were away for the Spanish Grand Prix at

the

time

and,

on

our

return,

found

that

Whitney

Straight had arranged to get Sydney Light’s SS1 tourer home. One of his mechanics, Les Stone, had brought our Fiat back, and I showed

Above:

The Whitney Straight team in Algeria for the 1934 Grand Prix (left to night): Ray England, Francesco Ramponi, Giulio Ramponi and Jock Finlayson.

ERA Top:

The old premises at Glastonbury, where Kenneth and Raymond

England played among the cars during their First World War ‘“evacuation”’ from London.

Although there was a certain amount of racing car preparation and service for themselves and their customers, Birkin and Couper also diversified into other engineering products. “‘At that time there was no British tractor”, England points out, “‘and Sir Henry, who had an estate in Norfolk, decided to develop one incorporating a special design of driving wheel with blades that would protrude when grip was needed but retract when clear of the ground to get rid of mud or earth. What finished the company off was a table-top motor-racing game. The game had great potential, but the losses came from trying to hire rather than to sell it to operators.” The little company was disbanded, and England went to Alvis in London. He stayed there for over a year, but the racing bug bit again and in 1934 he joined the newlyformed Whitney Straight team, finding himself working once again with Charlie Newcombe alongside Francesco

66

him the way out of Milan early

one morning as he left again with a hefty load — one of our Dodge vans carrying Straight’s newly-acquired exTrossi Duesenberg and towing the Seaman trailer with the SS on board! Several hours later Les phoned me from Genoa; the trailer had jack-knifed and broken the towbar fixing. Off I drove to sort things out. We finished up putting the heavier SS in the van and the Duesenberg on the trailer, and sending Les Stone on his way.” That was Whitney Straight’s last year as a racing driver, but England and Newcombe were able to get jobs with at Bourne and, apart from several months

back at

Alvis, England stayed there throughout 1935 and for part of 1936. He spent several more seasons as a racing mechanic — for Dick Seaman in 1936, and then for Prince

Chula of Thailand who ran a racing team for his cousin “Bira’’ with a precision which England much admired. “Working for Chula’s White Mouse Stable was my best lesson in motor-racing management so far’, says England. Nevertheless, when the opportunity came in 1938 to return to Alvis, this time as Service Engineer in Coventry, England took it. He was now twenty-seven, stil ultrakeen on motor cars and the sport but ambitious too. He had worked in five top racing organisations in as many seasons, and the excitement of a racing mechanic’s life, though still present, was beginning to take second place to the need to Get On. It was the Jaguar opportunity, eight years on, that would enable him to do so in the most positive terms. Meantime came World War Two.

> atl During England’s later RAF and Alvis days, the small Jaguar engineering team under Bill Heynes had already been spending as much time as possible preparing for peace. Many ideas would reach the design stage only to be shelved. Car development work had begun again under Walter Hassan, while Claude Baily — who had joined SS Cars Ltd, during the war — was his opposite number on engine design. There were outside influences too; Harry Weslake and Dick Oats were the main ones. There were several marques that Lyons and Heynes admired — in particular the ¢raction avant Citroen which Heynes had liked from the moment that remarkable monocoque series of cars, with torsion-bar suspension,

had become

public knowledge in 1934, just a year prior to his moving across town from “The Humber”’ to SS Cars Ltd. Then, of course,

there was

the BMW,

anglicised

to ‘Frazer

Nash-BMW” when dispensed through the salesmanship of H.J. Aldington in the late thirties. There had been regular rivalry between BMW and SS in British competitions in those days, especially in the RAC Rally, which the Coventry marque won in 1937 and 1938, but (as recorded earlier) just lost in 1939. A member of the victorious BMW team that year was Leslie Johnson, who finished third overall behind Fane (BMW) and Newsome (Jaguar). Heynes

and Johnson

were

well-acquainted,

and John-

son’s BMW engine was examined and tested at Coventry where a BMW saloon was already in the care of Walter Hassan’s little development department for test and “hack”’ use. For a time, serious consideration was given to adopting BMWs ingenious transverse-pushrod system of operating inclined overhead valves from a camshaft mounted alongside the cylinder block. In the end, the twin overhead camshaft Jaguar engine won the day, and was announced with a flourish at the first post war London motor

Above: Lofty England “demonstrates”’ Bira’s ERA, “‘Remus’’, at Don-

ington early in 1938 prior to its acquisition by Tony Rolt. Top:

Lofty England chats to his friend and colleague Shura Rham as they work on the Bira Maserati at Brooklands in 1937. Part of the Chula equipe’s “White Mouse” insignia can be seen on the van.

Middle: Bira has a word with Lofty England (in beret) at the start of the 1937 Donington G.P., in which the Maserati came 6th — first of the non-German

runners!

show, in October

1948. Just before that, Hassan

had gone to Belgium with A.T.G. Gardner and his famous streamlined MG-based special to oversee its running with a high-compression four-cylinder version of the new power unit, which proved sufficiently powerful for a two-way average speed of 176.694mph over the kilometre, thus giving Gardner the international 2-litre category title to add to his wide selection of class records. The new Jaguar “Super Sports”’ at the 1948 show was little more than a mock-up, though it looked splendid and created the sensation William Lyons intended. With its sweeping lines, and long tail, it bore a passing likeness to one of the 1940 Mille Miglia BMW long-tailed roadsters (later owned by Gilbert Tyrer and Michael Bowler) which Aldington had brought to Britain and promoted as a prototype postwar Frazer Nash. (The Jaguar appeared before Frazer Nash’s first production streamliner, however). Preliminary publicity referred to two versions of the ‘Super Sports” Jaguar — the XK 100 and the XK 120 — but the four-cylinder XK100 was never produced commercially, even though a fairly large quantity of cylinder

67

The d.o.h.c. Jaguar 4-cylinder 2litre engine installed in the Gardner MG chassis, at Thompson Taylor’s, in 1948.

and

Above:

Preparing for the October 1948 Jabbeke run. In the foreground are David MacDonald (‘Dunlop Mac’’) and Rodney Walkerley (“Grande Vitesse’). The Motor

Left:

Jaguar’s Walter Hassan and Goldie Gardner after the successful Jabbeke records runs. Jabbeke, 1948.

atl blocks was cast. As Hassan says: ‘‘When we installed that engine in a car there was always evidence of the secondary vibration which one simply can’t eliminate from a big four,

which

manifested

itself as

a ‘zizz’

through

the

transmission and structure generally.” By 1949, the six-cylinder XK120 (with a capacity of nearly 34-litres — some 250cc more than had been planned until Weslake warned Lyons that there would be insufficient low-speed torque) was the only Jaguar sportscar

listed;

but

it was

still

not

available,

at

home

or

abroad. Despite the exciting specification, there was no pressure from within Jaguar to make the XK 120 into a competition car; yet as soon as the general specification was finished an important project was put in hand. Late one afternoon, in the spring of 1949, a bronze-coloured XK 120 prototype slipped out of Coventry and down Watling Street towards London. Later still it was driven quietly into one of the lock-ups of Dover’s White Cliffs Hotel, where its occupants, Ronald Sutton and John Lea, were booked-in for the night Ron Sutton had been with the experimental department at Jaguar for a few months, and was doing most of the early XK 120 testing. He had been close to the business and the sport of motoring for many years. Following a general engineering apprenticeship with Clayton and Shuttleworth of Lincoln, he had worked for Rolls-Royce,

Alvis,

Lea

Francis,

Riley,

Morris,

and

Daimler. He had raced Hillman and Alvis cars at Brooklands in the mid-twenties and had been a development and competition driver for Lea Francis after that. In the immediate pre-war period he had seen the SS Jaguar 100s in action when competing against them in rallies, with Bob Crouch in the works Daimler “Dolphin”, development of which would be halted by the war — a period Sutton and Crouch had spent testing Daimler military vehicles.

Jack Lea, who had been with Jaguar a little longer, had been rather surprised when Ron Sutton turned up at Jaguar, for they had “lost touch”. Lea was a racing mechanic of the old school. While working in a local garage in Atherstone, he had dreamed of working among racing cars. Shortly after Kaye Don’s Ulster TT victory of 1928, Lea had written a keen-reader-in-distress letter to Sammy Davis at The Autocar; Davis responded to Lea’s enthusiasm and helped him get a job with the Lea Francis racing team for which he himself drove. Thus it was that young Lea (the names are co-incidental!) attended many a race, and rode “‘shotgun”’ with the well-known drivers. He knew Sutton, of course, and had ridden with him in

the 1930 TT.

Later he was in at the start of ERA

at

Bourne, where he got to know “Lofty” England, Charlie

Newcombe and Wally Hassan who were to fix him up with a fitter’s job alongside Frank Rainbow in the Jaguar experimental engine shop under the great tuner and former motorcyclist Jack Emerson. Now, with the birth of the XK120 sports car, Lea and Sutton found themselves working together again. Hassan,

however, was taken ill,

and could not be with them. They got up early and caught the first morning ferry. Four

hours

later they had disembarked,

driven

to the

Ostende-Brussels motorway, and made several highspeed runs. Everything went well, and they were home again within a couple of days. Although the car had been announced,

nothing

much

had

been

heard

about

it

subsequently, so it was an irate Ernest Rankin who collared Ron Sutton to ask why so many pressmen seemed to think that Jaguar was up to something. “We did pop in at the Steering Wheel for a quick one’, Sutton told him, and Rankin’s eyes rolled skywards. Another nose out ofjoint was that of Joska Bourgeois, the Belgian importer, who read about a “mystery Jaguar on the motorway” in a local paper. ““Don’t bother to tell me anything, will you?” she snarled over the ’phone to Coventry. On May

18, 1949, in his role as Jaguar’s public relations officer, Rankin sent a letter: ““On Monday, May 30th 1949, demonstrations of the capabilities of the Jaguar XK 120 34-litre Super Sports Car will be given to specially invited members of the British and Overseas Press on the motor road at Jabbeke near Ostende. The demonstrations will take the form of attempts to capture Belgian speed records... From preliminary tests already carried out we have reasonable cause to expect maximum speed figures far in excess of any speeds so far achieved by any ordinary production model of any capacity...we have specially chartered from Sabena Airlines a plane of the type in daily use between London and the Continent...we trust that we may have the pleasure of your company...” There wasn’t much pleasure, to start with. The breakChainsmoker R.M.V. (‘‘Soapy”’) Sutton, at the Swallow Road factory.

fast Rankin had ordered for the flight was discovered, too late, to be en route for Australia. Then one of the guests

was

overdue,

and

the DC3

finally trundled

off the

69

by photographed Sutton, Ron John Lea in Bruges on the XK120’s first continental test run.

Above:

As yet unregistered as HKV 500, the XK120 (chassis no. 670002) first went to Belgium with temporary side and rear lights.

‘ “pha P —

4

Left:

Ron Sutton is again at the wheel in this John Lea picture, on the Jabbeke highway, showing the special screen and undershield that were to be used.

The only other picture from

that “secret mission’? of Spring 1949 seems to be this one taken by Sutton, showing John Lea in Bruges.

Heathrow, 30th May 1949: Sabena

DC 3 and Jaguar’s first press demonstration.

Bill Heynes

left, William On the (Kemsley

is on

the

Lyons on the right.

steps are Kay Petre Newspapers), soon to

leave London for Longbridge, after dismissal for refusing to break a motor industry embargo, and Dudley Noble (representing Queen and other publications). Group

also includes

Len

Ayton

(Export

Trader, later with Autocar), Harold Nockolds (The Times), Gordon Wilkins (The Autocar), Harold Hastings (The Motor), J. Dewar McLintock (Motor Industry), Philip

Turner

(Garage

and Motor

Agent),

Bill Boddy (Motor Sport), Charles Fothergill (News Chronicle), Laurie Cade (The Star), Courtenay Edwards (Daily Mail), and Tom Wis-

dom (Daily Herald).

=~, Heathrow

runway

well behind

being two of the more

vexed

time, Lyons and Heynes travellers aboard.

Rankin, Hassan, and England were already in Belgium — together with Lea, Sutton, and “Dunlop Mac’’. When word came that the guests would not be arriving until well after their scheduled 9.30am it was decided that, to take advantage of the good conditions, the official runs must begin right away, on the closed carriageway (the other side remained open to traffic) that Rankin had rented and policed for a song with the help of Joska Bourgeois who had forgiven Jaguar its trespasses by now. Ron Sutton drove the car, registered HKV 500, Wally Hassan having stood down; although fit again, he did not want to take the limelight from his chief experimental tester, who (he felt) should be given the opportunity to see the project through These were the figures Sutton, chain-smoking as ever, achieved:

Phere was cause to celebrate too, the highest recorded by a “‘standard —a description that would be entirely of that year. A telegram was received and

issued

for the speeds were production model” accurate by the end by William Lyons,

to the press:

“CONGRATULATIONS ON REMARKABLE PERFORMANCE OF YOUR 34-LITRE JAGUAR AT OSTENDE STOP OUTSTANDING TRIBUTE TO YOUR ENTERPRISE YOUR WORKERS AND ALL YOUR FINE TEAM STOP BEST WISHES TO ALL STOP G.R. STRAUSS MINISTER OF SUPPLY

Royal Belgian Automobile Club Nattonal Production

Jaguar XK

120

car records,

30 May

1949

With hood and sidescreens

Open, with aero-screen

(All speeds in M.P.H.)

and passenger

1 mile

(Chassis 670002)

seat

1Km

1 mile

cover 1Km

Ist run

126.095

125.698

IFTS5)

131.916

2nd run

L2TIOG SE

D2

133.388

133.283

Av.

126.594

126.448

IB

132.596

speed

oe

ZO?

Naturally, demonstrations of speed and flexibility were carried out when the Dakota party arrived around midmorning and, after British Movietone News and their local counterparts had done their stuff, the road was re-opened and the party headed back to Ostende for a celebration lunch at the Osborne Hotel, and then home by Sabena in time for tea.

HKV 500 at Jabbeke in its all-weather gear. (J. Lea).

Repainted white, the XK120 has made its historic high-speed runs at over 130mph; now Ron Sutton potters past at little more

than 10mph in top gear, watched by William Lyons and his guests.

Above:

HKV 500 shed part ofits exhaust system when Hassan and Wisdom took it to the Alps in June 1949. W.T.F. Hassan

Alpine reconnaissance: Tom Wisdom took this picture of Wally Hassan contemplating mountain flora on a misty day shortly after the 1949 Jabbeke run. W.7.F. Hassan

Sutton and Lea took Hassan’s MkV back to Coventry while Hassan took the XK on a test-run to the Alps with Tommy Wisdom. Press coverage was lavish and cheering, and provided sufficient euphoria for the first post war Le Mans 24-hour race to be held shortly afterwards without too much outcry about Jaguar’s absence, despite the high-speed demonstration in Belgium. Luigi Chinetti returned to Le Mans (seventeen years after his previous win there!) and, in a near-solo drive, won byjust over a lap ina sick 2-litre Ferrari from a quickly-catching 3-litre Delage. Best British performance was that of H.J. Aldington and Norman Culpan in the BMW-inspired Frazer Nash that would become known as the Le Mans Replica. Chinetti’s Ferrari won again in the 24-hour race at Spa a fortnight later. Only two other classic long-distance races were run that year, and a Ferrari won both of them, Clemente Biondetti

repeating his previous year’s victories in the Mille Miglia and in the Targa Florio, the latter still being in the form of a Giro di Sicilia — the type of race which the veteran Italian driver revelled.

In Britain,

international

racing had begun in earnest

again in 1948. For the second time road races were held on the islands of Man and Jersey, but it was not until the

new “RAC Grand Prix”’ near the end of the season that a truly international race was held, on a new circuit formed from aerodrome runways. The British Racing Drivers Club very nearly chose Snitterfield (which happens to be adjacent to Bill Heynes’ Warwickshire farm), but that location has stayed quiet. The site finally chosen lies some forty miles further east on the Bucks-Northants border, and it has become Britain’s most famous circuit. It is called Silverstone. In May 1949, a second Grand Prix formula race had been held at Silverstone and, shortly afterwards, the Daily Express announced that it would sponsor another meeting, already scheduled for August ... but, said the Fleet Street banner-waver to the BRDC, we want the programme to include a one-hour race for series production cars. What a temptation! With the publicity this event would get (Lofty England declares) Jaguar could not afford either to stay away and

73

=, give all the headlines to the opposition or to enter and be beaten. “It was at this point that the pattern of subsequent Jaguar racing was set by (Sir) William Lyons,” says England. “‘Basically, our aim would be never to compete in a race unless we thought we could be pretty certain of success’. In order to make sure, Jaguar Cars Ltd started as it meant to go on; a secret test session was arranged, and England and Hassan put in three hours driving on the Silverstone club circuit under Lyons’ critical eye. One of the XK120 prototypes was worked up to lap speeds high enough to convince the “headmaster” that the new car must be a certain winner on Silverstone’s outer circuit on race-day. Back in Coventry, Hassan began the work of preparing Jaguar’s first team of race-worthy cars. It was to be a beltand-braces operation too, using three cars to make quite sure; and a good thing too, as it would turn out. Hassan’s report to Heynes (copied to Lyons and Baily) was headed: ““RESULTS OF TESTS AT SILVERSTONE ON XK120’, and dated 7th July, 1949. It bears quoting in full as the first (and therefore especiaily historic) document of a works motor-racing programme that would last for more than six years and bring prestige to Britain’s motor industry on a scale undreamed of, even in the great racing days of Bentley in which Walter Hassan had also played a part. ““The following points”, wrote Hassan, “‘have been noted as a result of the days testing:””

is thrown along the banjo tube m large quantity and with some force, which ts more than the seals can cope with. It 1s suggested that baffles be fitted either side of the differential assembly inside the axle casing. This leakage has been noted on the saloons and seems to be a weakness where any violent cornering is indulged in. 2. TEMPERATURE. (a)

3. PEDAE

POSITION:

the brake pedal was near the floorboard ut was easy to depress the accelerator when braking.

change down, being easter to heel

the accelerator whilst still braking. 4. PROPELLOR SHAFT On accelerating round a

adhesion very easily, and 24” wide shoes will increase the lining area by 12.5% and the overall gain will be somewhat

the use of more than half throttle in second gear

lugher due to lower temperatures. It 1s also suggested that the pedal ratio be reduced to give more shoe lift. The pedal pressure will stand raising considerably for this sort of work. Air scoops will also befitted to the back plates.

thus losing drive for an appreciable time.

(b) Master cylinder on L.H. drive overheats and causes vaporisation of the brake fluid

It 1s thought that the cylinder should be moved to the rear away from the exhaust down pipe.

(c) Brake drums crack due to expansion, and large

It ts thought that a form of composite construction should be adopted whereby the expansion can take place, as

temperature variations

between the rum and back

plate of the drum.

with Bentley and many American

designs. (d) Braking surface breaking up and causing judder.

Tt is suggested that the new Yorkshire foundry mix be used for these cars.

causes very bad wheel spin,

5. GEAR

TORQUE.

There appears to be no easy method of overcoming this trouble. The Right hand drive car will be better than the Left hand as the weight 1s better placed. The L.H.D car with a passenger carried was better than when driven solo. A self locking differential of ZF type might be considered and should be tested some time, and as a future project the De-Dion type axle should be considered.

RATIO.

These short circuits with straight portions of no more than a mile require acceleration more than maximum speed, and as this

car weighs 25 cwt. without driver as compared with some other cars weighing between 17 cwt. and 20 cwt. the lowest ratio consistent

with not over-revuing the engine is essential. — This car just attains 4600

(e) Oil leaking out of N/S

It seems that due to all the

R.P.M. at the end of the

of rear axle on to the

bends being right handed and

brakes.

two being of long duration the oil

straight before braking when fitted with the 3.6

74

It is thought that uf the accelerator pedal 1s moved rearwards more in line with the brake pedal this will be obviated. It will also facilitate the

It was found that when

the O/S rear wheel loses

(a) Wear too quickly

It 1s thought that this must be accepted and will not cause any trouble.

(b) Oil temperature rises to 140°C after 10 laps.

moderate right hand bend 1. BRAKES.

It is suggested that the thermostat be removed for this event. The engine 1s practically the whole time in second and third gear. The particular type of thermostat fitted to this car 1s now obsolete and does not cut off the by-pass as does the new production type.

Water temperature at

engine outlet rose to 96° centigrade in approx. five laps

It would appear that the 4/1 ratio now quoted in the catalogue as being for the 2 Litre only should also be made available for the 34 Litre. In fact it would seem unnecessary to differentiate between the models, but to quote a range of alternative ratios so that any may be used according to need and still be within the catalogue specification. There 1s no doubt that much time would be gained on this circuit with a lower ratio. There does not appear to be any way of

atl ratio, whereas the safe lumt of 5500 R.P.M.

lightening the car to any appreciable extent.

should be the avm iffull advantage of the power available, was to be taken.

This would probably mean that second would not be needed and third and top would be all that would

be required. 6. SEATING.

There 1s no doubt that the seats are much improved from a driving point of view with the addition oflow arms or pads each side. It should be possible to devise some such armchair type ofseat which will have the desired appearance as well as the comfort and freedom of movement given by this type ofseat. $s

combination of age, experience, and skill to drive the new Jaguar.

Peter Walker was barely a year older than “‘Bira’’, and had started racing in the same year (1935) usually driving Alfa or ERA cars owned by his friend Peter Whitehead. England had long admired Walker’s driving, which was spectacular in the early days but became precise and fast enough to make him exceptional. Leslie Johnson was chosen jointly by Heynes (who had known him longer) and England who had actually raced against him in 1946. The story is worth digression....

INAMES.

The Dunlop Road racing tyre with the Lozenge tread is very good and gives a much softer ride than the Road Speed tyre, with rather better adhesion. We have run them with 26 lbsAQ”’ and 25 lbs/Q” but have not experimented with any other pressure except at 30 lbs” as sent to us in Belgium. This was too hard and gave a very dithery ride especially on

corners. We may obtain an improvement with some other pressure. One tyre, the N/S Rear was losing pressure throughout the test, due to a leaking valve, and no doubt contributed to the tail sliding obtained on the corner after the straight. Signed: Walter Hassan.

Meantime England had been given the job of driver selection in conjunction with Lyons and Heynes. “B. Bira’’ was a first choice which no-one could dispute. England had worked as his mechanic and knew him well and, in any case, his track record was outstanding — from his BRDC Gold stars of 1936, 1937 and 1938

to his more recent success, mostly with Simcas and Maseratis. “‘Bira’’ was still only thirty-five, and he was among the most active of racing-drivers — the right

At Brooklands

in the ’thirties, Lofty England used to

help-out C.G.H.F. Dunham, an enthusiastic motor agent who raced a pair of Alvises quite successfully. Charles (better known as ‘“‘Gerry’’) Dunham had lost none ofthis enthusiasm,

and

no

sooner

was

England

“‘demobbed”’

and back at the Alvis works than Dunham was saying: “What about a bit of racing?” England did not take him very seriously, but very soon he had a ’phone call telling him that a suitable race had been found and entered. It was June 1946. All that needed doing was to widen the body of the old 12/70 Alvis racer, to turn it into a “sports car’’. Alvis allowed Dunham £50 towards the work, which was done

by Lofty England helped by a long-serving man who had, likewise, moved to Coventry from London. (His name was Bill Norbury, and he would eventually take charge of Jaguar’s service repair shop at England’s behest). England agreed to help get the car to Belgium. “‘By the way, Lofty” The Dunham Alvis 12/70 special in the Grand Place, Brussels,

1946. This and the other Alvis pictures are from Lofty England’s collection.

Newly-demobbed, F.R.W. England of Alvis chats to Major A.P.R. Rolt who was on duty in Brussels in 1946 when the first postwar Belgian race was held. The race was won by “Jock”

Horsfall (Aston Martin), with Rolt looking after his pit.

In the Bois de la Cambre, Brussels, on 16th June 1946, Lofty England (Alvis) led initially, but dropped back and had to make

a pit-stop before finishing 6th. Note the quickly-fabricated wings to make the Alvis into a ‘‘sports-car”. A BMW 328 prepares to overtake.

said Dunham, “‘I’d like you to try the car and see how you get on’’. England was quite taken aback. He had done some motorcycle racing, but never had he raced a car. There were to be three sports-car races at the 1946 Brussels meeting. A circuit had been worked out in the Bois de la Cambre, the park at the end of the Avenue Louise, and it was the 2-litre race that created the most interest. In practice, England was able to lap much quicker than Dunham, so he was to drive in the race. There was work to be done, too. Although the regulations had said nothing about them, wings (said the organisers) were obligatory. In fact, England would have made some in Coventry if he had thought about it. As it was, he had to make a set up on the spot! Apart from some brake trouble, following a conversion from two to four-wheel operation, the Alvis was going well, and England shot into the lead from the BMWs of Leslie Johnson and Eugene

76

Martin.

Soon

St. John Horsfall (Aston Martin)

moved up, and he eventually won the 33 lap (75 mile) event — but not without a lengthy scrap with Johnson. Raymond Sommer and Louis Chiron were watching; they were to drive Darracqs in the “unlimited” race. The Motor reported that “Sommer and Chiron danced with fiendish glee as Johnson shot by and took the long Essbends in a single controlled slide. Chiron said he had the flair of Nuvolari.

Sommer,

inarticulate

with

emotion,

kissed the poor chap.” (It was not a personal report, but came from one of Grande Vitesse’s numerous spies). Having run a comfortable 3rd behind the Aston and the “328”, the Alvis had a float chamber break off. England coaxed the car to the finish on one carburettor, after stopping to beat-in the useless petrol pipe, but was passed by the BMWs of Waeffler, Martin, and Renault. The Alvis was, therefore, sixth, but by no means last. Johnson ran short of brakes, but hung on the finish second to Horsfall; but Johnson got the glory in The Motor: ‘“The concensus of opinion was that in Johnson we

have now a budding Seaman”’; but, hedged Grande Vitesse:

“This

remains

to be seen’’.

Before

the brake

trouble,

Johnson’s BMW put up the best lap-time of the day (faster even than Eugene Chaboud’s Delahaye, quickest in the “big car” race), so there was good reason to believe that Johnson might be a “discovery”. In fact he would help Jaguar make racing history without ever achieving star-quality as a driver. The Dunham/England Alvis venture was soon cut short. England drove the car again in August, at the Ulster Trophy meeting on the triangular four-miles-plus Ballyclare circuit. This was Britain’s first officially “‘international” post war event. The main race went to “Bira”’ (ERA), but England had to retire from his (handicap) race

with a broken crankshaft — probably a result of running rough in Brussels. It was soon after this that England moved to Jaguar, where Lyons told him: No more motor-racing please! Later the

12/70 was

driven

by John Panks,

Leslie

John-

son and Gerry Dunham Junior who won the Manx cup race in 1951. Nowadays his son, Richard Dunham, 1s enjoying the old Alvis special in historic car races.

Dunham

in overalls and England at the wheel, on the Ballyclare

startline, August 1946. Lofty England was on the point of leaving Alvis for Jaguar; he did not drive in a race again.

Dunham (seated) and England with the Alvis at Belfast docks. The car is still raced by its creator’s grandson!

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Above:

Back in Britain in the summer 1949, HKV 500 was converted

of to

right-hand steering and prepared for the first production car race at

Silverstone.

(The

straight-sided

windscreen was fitted only to a few prototype XK120s.)

Wally Hassan and Ron Sutton confer at MIRA. HKV 500 has now acquired

production-type

rear

lights.

Motor racing was definitely beginning to come to life again in 1949, with the first-ever Daily Express Silverstone meeting. The International Trophy heats were exciting; Bira (Maserati) just beat Ascari (Ferrari) in the first one, and shared best lap of the day in 1 min. 54.6 sec. (93.35mph) which constituted a new record. Removal of the Club Corner chicane prevented direct comparison with previous meetings. Farina (Maserati) won the second heat, and was close behind Ascari in the final. Having led at the start, Bira’s Maserati fell back to sixth, sounding flat. Peter Walker took an impressive fifth place to give the temperamental E-type ERA one of its rare “‘places’’. Leslie Johnson did not drive in this race. The new idea, the Production

Car Race, was far more

than a mere programme filler. There might not be much

78

private motoring yet, but, as Jaguar’s chiefs had forecast, British motor manufacturers turned out in some force in the hope of good publicity for their new products. Sydney Allard and Donald Healey, two of the first genuine specialist-car makers to get going after the war, brought their latest competition models. Among the smaller sports cars, it was HRG v M.G. v Morgan; and there were several saloons, notably Jowett Javelins and Rileys. Much the most significant opposition, however, came from the Frazer Nashes — especially that of Norman Culpan who had done so well at Le Mans. Reminiscent of the 1933 Alpine SS team, the Jaguars came to Silverstone in August 1949 decked-out in red, white and blue — a grand sight, and it is sad that so few

Above: John Lea (left) with the first XK120 team at Silverstone, August

1949. Chassis numbers were: 660001 (No. 6), 670002 (No. 7), and 670001 (No.8).

Lofty England with HKV 500 and Silverstone scrutineer Paul Calvert, who was to become a regular insurance assessor for the Jaguar racing team. F.R.W. England

people were photographing races in colour then! All three were prototypes. ““Bira”’ had the blue one, the first car to have RHD (chassis 660001). The other two had

been converted from LHD to RHD. Walker had the red one (670001) and Johnson the white one (670002) the latter having been repainted (bronze to white) before its Jabbeke demonstration to make it stand out better, visually. One set of pre-war racing tyres was found by Dunlop and allocated to Walker. “Bira’’ and Johnson ran on Dunlop’s new “‘Roadspeeds”’. After an initial surge ahead from the “Le Mans”’ start by Len Potter’s K-type Allard, the Jaguars assumed the first

three

positions

in

the

order

“Bira’’,

Johnson,

Walker, and at five laps they were already lapping the tailenders.

One of them, Tommy Wise, “‘lost’’ the tail of

his Javelin as Johnson was passing, and both spun. Johnson got away in 5th place, however, with a disfigured front end and soon caught up with his team-mates. Unfortunately, Bira’s car had _ insufficient tyreclearance inside the wheel arch and having led the race for well over half-an-hour, the neat, cool Thai prince found himself spinning ignominiously into the Woodcote strawbales as a rear tyre blew out. Johnson had overtaken Walker, who spent a long time ridding himself of Culpan, whose Frazer Nash was credi-

ted with a lap in 2 min. 5.4 sec. (85.31mph) against the

best a Jaguar could do — Bira’s 2 min. 6.0 sec. (84.90mph) — which was within 10mph of his Grand Prix Maserati’s performance. There was another Jaguar, incidentally — the SS Jaguar 100 of Cyril Mann. Mann, still competing enthusiastically with his pre-war machine had to be content to finish 15th his best lap of 2 min. 30.6 sec.

79

Right

New wheel fitted, the Bira car is still a sorry sight in the paddock alterwards.

Bottom

The Jaguars of Walker and Johnson sandwich Culpan’s very fast Frazer Nash at Silverstone (Johnson is recovering from his altercation with the Jowett at this stage).

Below:

“B. Bira’’ leads the field at Silverstone, August 1949, before spinning off with a flat tyre.

80

(71.03mph) being slightly quicker than that of the 24-litre Riley saloons. Nevertheless, it can be seen what Lyons had been visualising when he had managed to keep his marque out of the T.T. in 1938! In the end, Johnson

and Walker regained their com-

posure and drew away to the victory everyone felt had been assured. On the other hand ifthe tight Club Corner chicane had still existed, who

is to say how clear-cut the

victory would have been? The car was, Bira told Rankin, “‘a real joy to drive, and I hope to have the pleasure of driving one again — with better luck!” That was not to be, though. Rankin wrote a full report in his Jaguar Journal, of course, concluding: “Delighted as everyone at Jaguar was with our victory, none could have felt greater satisfaction than all those who worked so hard on the actual preparation of the cars. Whilst it would be invidious to single out individuals for praise, none will grudge a big hand for Wally Hassan and his ‘back room boys’ for the long hours devoted to getting the cars ready. Nor would these hard-working enthusiasts wish the help they received from Service and other departments to be passed over without comment.” “Three coachloads of Jaguar employees made the pilgrimage to Silverstone and were rewarded for their enthusiasm by seeing our cars gain one of the most convincing victories seen on a race track. Many of these Jaguar ‘fans’ are now converts to the thrilling sport of motor racing and are asking ‘Will there be another Silverstone?’ Whilst it might be premature to forecast another event at Silverstone next year, it is certain that production car racing has caught the imagination of the public and will be repeated either at Silverstone or elsewhere’’. “But whenever or wherever a production car race is held again, we may be sure that Jaguar will be well represented and will give a good account of itself”.

Muscle power: A close-up of Johnson.

Leslie Johnson moves into the lead again and wins for Jaguar in the new car’s first race, despite a badly dented wing which fortunately did not damage the tyre.

Twenty-six

cars

finished

that race,

and

the top ten

were:

1) 2) 3) 4) 5) 6) 7) 8) 9) * » tan

Se ENOL

\

GE

Uae 2m,

eon

s

10) Leonard

HK

500

“a ae

de

pt

e

ESO rea

: A,”

tt ys

Potter, Allard

K, 25 laps/60m.

9.4s.

fi CY

:

a3 7 ae

9% bs Si

Leslie Johnson, Jaguar, 28 laps/60m. 44.6s. Peter Walker, Jaguar, 28 laps/60m. 50.2s. Norman Culpan, Frazer Nash, 28 laps/61m. 4.4s. Tony Rolt, Healey, 27 laps/61m. 24.3s. Zdenek Treybal, Frazer Nash, 27 laps/61m. 32.4s. Louis Chiron, Healey, 27 laps/61m. 51.4s. Jack Newton, Frazer Nash, 26 laps/60m. 33.8s Leslie Allard, Allard J2, 26 laps/61m. 12.0s. Sydney Allard, Allard J2, 26 laps/61m. 43.0s.

a ae

ef

a

Aa ae

ai

e

ee EST

#

fi en

ae

"a eae

The Frazer Nash and the new Healey (the Silverstone model) did well, but the Allards were ill at ease. The Allard marque was to get its own back with surprising frequency, especially in the USA., in the years to follow. The works Jaguars might be strictly road cars, but the Silverstone result changed everything as far as the factory’s attitude was concerned. Immediately after Silverstone, Rankin let Dennis May take the winning car for “road impressions”. May was doing a freelance story for Ken Purdy in the U.S.A., so he took

the car

to ace

photographer

Guy

Griffiths,

then

ws

HKV 500.

Above: The XK gets the once-over from three generations of Fergy-driver in deepest Wiltshire. Guy Griffiths

Top:

HKV 500 being tested on Salisbury plain

immediately

after

Silver-

stone. Guy Griffiths

Left:

Jimmy Raynes checks the oil during the first independent XK roadtest. Guy Griffiths

HKV 500.

Above:

Leslie Johnson leads a celebration ascension d’honneur at Shelsley Walsh, September 1949. Lawrence Cox

Nice and simple, yet very impressive — the dohc six-cylinder

Silverstone-winning XK engine. Guy Griffiths

living in Thames Ditton, to get some pictures of the “racer” on the road. Accompanied by his friend and former Skirrow and Gillow-Riley driver Jimmy Raynes, Griffiths took the white Jaguar to the Salisbury Plain area, so covered a fair mileage. Griffiths had been in the motor trade and had been driving thoroughbred cars in competitions for many years. Apart from Tommy Wisdom’s Alpine recce a few weeks earlier, they must have been the first impartial “privateers” to try the XK. Guy Griffiths remembers to this day how much of a motoring revolution he felt he was witnessing as first they swooped across the ranges at 100mph, then pottered through quiet villages with complete docility in a high gear. In such a drive, shortcomings

in the areas of braking

and cooling would not be noticed — any more than they had been noticed by anyone watching the Silverstone debut race. William Lyons had told Lofty England to find good drivers for the race, and that is just what he had | done. A few weeks later, with the wheelarches modified,

the

dent removed from the tail where it had smashed into the bales, and the standard windscreen refitted, the blue “Bira’’ car (HKV 455) was actually offered for the first full road-test by a motoring magazine. The Autocar and The Motor were great competitors, and on this occasion The Motor got the scoop. The late Harold Hastings, Motor’s Midland Editor, recently recalled Rankin’s ’phone call, offering the car for test because of the number of people

demanding independent rather than factory-supplied figures. Accompanied by his colleague Joseph Lowrey and Jaguar’s Walter Hassan (and another test car, the Austin A90 Atlantic), Hastings set off for France with specific instructions from technical Editor Laurence Pomeroy to go to the banked Linas-Montlhery track near Paris to obtain maximum speed figures. Apart from having to stop when a sidescreen blew out (the “‘Jabbeke” car had been well wired-up in that department!) Hastings thoroughly enjoyed his drive through France. Acceleration figures were taken at Arpajon. At Montlhery, Walter Hassan did several laps at over 117mph, watched by an amazed Norton party including Eric Oliver who had just been taking records at a rather lower speed. In his Bentley days, Hassan had got to know Montlhery well — rather too well, for in 1926 he ended up in hospital, thereby missing Le Mans, after rolling a lightweight 3-litre Bentley during a record attempt in which he hadn’t been supposed to drive anyway! This time he managed to avoid doing the same thing when the banking proved too much for one of the Jaguar’s rear tyres which threw most of its tread and sent the wheel-spat skittering away down the concrete. Montlhery was abandoned there and then, and the party set off for Belgium; and there, with hood up, the car was timed on the Jabbeke highway at 124.6mph, with a best run of 126.8 without undertray — perfectly comparable with Ron Sutton’s earlier speeds.

83

=~, Such performance was still cause for general wonderment and, as production was only just beginning, it is rather surprising that Lyons sull insisted on listing the XK100 and the XK120 (at the same price of £1,263 including tax!) in the 1950 Jaguar programme, which was announced that September. In November 1949, Rankin issued the British press with a somewhat different Jaguar news story — the engagement of Ian Appleyard to William and Greta Lyon’s elder daughter Patricia. Appleyard,

in one of his brand-new

Silverstones.

Since the war, the

“Glacier Cup” (for a penalty-free drive) had been replaced by the “Alpine Cup”. In 1949 only one car, a Citroen, gained that prize; Appleyard and Healey finiished 2nd after the frustration of losing their only time — two minutes — at a level crossing. had

been

a quiet Jaguar

rally year;

but

the

partnership of Ian and Pat Appleyard (Jaguar XK120) would very soon prove to be a magic formula in rallying, with a little help from the factory. Nevertheless, Jaguar itself was concentrating upon its own racing plans, although Lyons and his team were playing their cards very close to their chests. One thing was clear: Jaguar means to enter the fifties with a flourish — yet without illusions. The following report, from “Experimental Department’’, was addressed to Lyons, and copied to Heynes and England. It is dated 30th December, 1949, and is reproduced complete. It resulted from the announcement that the T.T. race for sports-cars would be revived 1950.

Typical of its author is its sound, simple good sense, based upon thirty years of motor racing experience. As

well as anticipating the problems Jaguar would experience only too soon, Walter Hassan had also foreseen Jaguar’s subsequent successful racing programme with remarkable accuracy.

84

le

The Premier Award goes to the highest speed relative to engine size te. Ws a handicap race. On the results of Silverstone the Frazer Nash would walk away with thes prize, all other things being equal.

Dy

Class and Special Award —on speed alone we would stand a fair chance, but as the race ts of 3 hours duration, the following factors come in. | Wheel Change. Most of the other competitors will have some form of centre lock wheels, and will almost certainly have some simple form of jack which will enable a quick wheel change to be made. We should most certainly have to change wheels in this distance unless Dunlop have avery much improved tyre, and with our present production set-up our time would fall very short of what wt should

(a)

the son of the head of Jaguar’s distributor

for Leeds, was a fine sportsman, having ski-ed for Britain in the Olympic Games and played tennis for Yorkshire. Even today, as head of the much enlarged family firm, he is a great outdoorsman, and loves to photograph birds from hides on the moors where he once rallied. Ian Appleyard was the greatest British rally driver of the late nineteen-forties and early ‘fifties, and his own account of his exploits with the SS 100 model in the 1947 and 1948 Alpine Trials form one of this book’s appendices. His second ‘100° had been stored at the Lyons’ home throughout the war but by the end of the decade it was clearly no longer suitable for rallying on a grand scale. In the 1949 Tulip Rally he had nevertheless managed to finish second to one of the few comparable British rally drivers of the day, Ken Wharton, but had hoped he could have an XK120 in time for that year’s “ Alpine’. When it became obvious that there would not be one before entries closed, Appleyard teamed up with Donald Healey

1949

RR ALGe Iielig GAGE

be.

(b) (c)

(d) (e)

— Brakes. Our present standard brake drums would not stand up to

arace, quite special drums were made up for Silverstone. Radiators. Silverstone radiators were considerably larger than standard, and these were barely acceptable — 90°C running temperature was consistently shown during the race. These radiators demand a specially wide bonnet and aperture to suit. The sump and oil pump system ts subject to cavitation troubles, which must be cured. Windscreen. This would appearto require clarification as u says “tt

may be lowered “removed

if suitable provision is made”’. They may not accept

’’ asa substitute for “lowered”. It looks as ufthey are

lightening up considerably on these points. At the risk of being accused of “sour grapes’ and/or being unduly pessumistic, I would suggest that unless you are willing to produce a special competition model on the line of the Silverstone Healey, and the special

Frazer Nash, our production models will always carry a tremendous handicap when in competition with such cars.

Our present engine design 1s somewhat in advance of some of our competitors, and this advantage is used in overcoming the handicap imposed by ourselves, instead of using ut to useful advantage over the others.

It does seem that if the firm enter these races they stand to lose a lot, and to gain very little. Our sales are certain from price and performance only. The few sales we should lose through non-participation would be negligible compared with what would happen if we got beaten by a smaller powered car, as was very nearly the case at Silverstone. Racing 1s a specialized business, and must be taken very seriously ifthe

participant is not gong to make himself look foolish, therefore one cannot afford to neglect the smallest detail which would detract from the maximum possible performance. I should have thought that the firm could well leave competition alone this year, let one or two race privately (this is bound to happen anyway) and during the coming year develop a competition model which would sell at some increased price, then have a go in the following year if it is considered destrable. Iam preparing a list ofwork which I consider necessary in the preparation ofcars for competition work, but ut is not quite complete. I shall pass this over to Mr. Heynes of course when it is completed.

Signed: Walter Hassan.

Chapter Five

1950 Racing

ohn and Madge Lea enjoyed Christmas Day, 1949, as a family day at home. Then, on Boxing Day, in the true tradition of the dedicated racing mechanic, Lea was aboard a rumbling Stratocruiser high above the North Atlantic. For twenty years and more he had lived an itinerant life, especially in his ERA days and, more recently, as a Bristol aircraft service engineer. In joining Jaguar he had planned to have a more settled existence, with more time at home — and, on the whole it was working out that way.

All the same, he knew that six XK120s were already being earmarked for special preparation. Johnson’s Silverstone win last autumn had encouraged the exporthungry Jaguar company. In Coventry it was realised that, despite its overall

capabilities,

the XK120

had its short-

comings as a car to take racing. Initial success, and the

adulation

that followed

it, swayed

Lyons.

A new and

more positive, if still tentative, attitude to the sport was in

the air. The benefits

to a company

like Jaguar were

incalculable. Small firms like Allard, Aston Martin, Frazer

Nash, and Healey were already reaping the rewards of such publicity. The only British marque with a strong sporting image in the New World was the MG. The SS had been sold in small numbers

there pre-war, but the effect of the name-

change (to Jaguar) — like any identity change — was taking time to overcome. An Englishman from Buxton, Paul Marx, had competed with an early 23-litre SS Jaguar 100

in eastern

U.S.A.

during

1938, but otherwise

there had

been little activity beyond the Atlantic. On the other hand, Clark Gable had now set a trend with the marque in Hollywood, and the “little”? British Jaguar was becoming a favourite along Sunset and the other boulevards of the west coast. Now sports-car racing was getting under way again, and as a result of Leslie Johnson’s success and new enthusiasm for the marque, Lyons agreed that the unregistered red ex-Silverstone car could be shipped to the U.S.A. for a special purpose. Heynes was keen, too, of course, which is why one of his top engine fitters was now

accompanying Johnson via Iceland and Newfoundland to New

York.

It was

not a conversational

flight; John Lea

was a poor air and sea traveller, and felt very sick. On arrival they met Jaguar’s importer, Austrian Max Hoffman, who was providing an XK120 course car and other publicity for the forthcoming race in Florida. Hoffman had begun to receive supplies of the new Jaguar sports car, two of which had been entered, to be driven by Sam Collier and Bill Spear — both soon discovering to their cost that the brakes needed careful use under racing conditions. There were still no international sports-car events in America. This one was to be run on the streets and estate roads of Palm Beach Shores, on 3rd January, 1950. As a European, Leslie Johnson ran the risk of losing his international racing licence but raced just the same, and

85

Leslie Johnson, first man to race a works XK abroad, with the trophies he won at Palm Beach Shores where he came 4th overall,

in January 1950. The car he raced (670001) stayed in America to be raced by Cdr. John Rutherford.

Note early windscreen and fixing.

no-one

tried to relieve him of his licence afterwards.

Gales lashed the Florida coast that day. Johnson moved into second place from the start, behind George Huntoon in an ex-Indianapolis Duesenberg Special. Later Briggs Cunningham (Healey Silverstone-Cadillac) and George Rand (Ferrari) passed Johnson, who brought the Jaguar home fourth. The main trouble was with the brake linings which were supposed to have self-curing properties, but which soon lost them on the twisting circuit as the heat built-up. It was a good result under the circumstances. Among the people Johnson

beat were Phil Walters, Miles Collier,

and Tom Cole. The latter, to whom England had lent a works-tuned engine for his SS Jaguar 100 not long before, was giving his latest brainchild — an AllardJ2 with the new “‘lightweight’’ 5.4-litre General Motors V8 engine — its first outing. Max Hoffman put up a trophy for best performance by an all-British car and Donald Healey another for the best production car: Johnson won both. This publicity was put to good use at the New York Motor Show six weeks later. While in Florida, Johnson asked Lea if he would accompany him on the forthcoming Mille Miglia roadrace and, after a drive around the perimeter track of Palm Beach airport, Lea agreed subject to Heynes agreeing too. It was beginning to look like old times to the former “riding mechanic’’. Lea also remembers visiting Briggs Cunningham at his bungalow, and delivering the Jaguar (the unregistered red car, No. 660001, which Walker had

driven

at Silverstone)

to a keen

local

customer,

Jack

Rutherford — the first purchaser of a works Jaguar “racer |! It was a private rather than a works entry that was to give the Jaguar XK120 its first overseas race win. On 24

86

February, Alfonso Gomez Mena ran away from the opposition in the Cuban national unlimited production car championship, a road-race in Havana, beating a “hotted-up”? Oldsmobile Rocket 88 and a mixed bag of also-rans. Besides the need to place this race on record it also serves to illustrate how, in its first season or two as a

competition car, the sleek and desirable XK 120 often gave the false impression that anyone could hop into it and win a race.

It was docile, reliable, and could accelerate

better than anything else on the market. In the handling and braking departments it needed patience, skill, and mechanical sympathy to ensure success. In the 1950 racing season the car still needed developing, too. Although not involved in Johnson’s jaunt to America, Lofty England was, from now on, more and more directly concerned with Jaguar racing policy. In February 1950 Walter Hassan left, having been ““head-hunted’’; his new

job as chief engineer of Coventry Climax was to take him into the world of forklift trucks and fire pumps. Eventually it would take him back into the world of motorracing and Jaguar! Though sull very much the service department chief, Lofty England was Lyons’ natural choice as a competitions manager; although it was never his official title. This situation enabled Bill Heynes to concentrate upon the engineering side. Claude Baily was his engine designer. In the experimental department, Hassan’s place was taken by ace-tuner John Emerson on the engine test side and by a new

superintendent,

ex-Bristol

man

Phil

Weaver, who was then Jaguar’s service department representative based at Henly’s Brentford workshop. Heynes “borrowed” Weaver to do the job temporarily, but England never got him back — not that he expected to do so, of course, and anyway their paths would cross regularly as soon as the factory went motor-racing. As Lofty

Above:

Alfonso

Gomez

XK120 its overseas —

Mena

gives the

first outright victory Cuba, 24th February

1950.

With a fortress like that, who needs

spectator

protection?

Gomez

Mena takes the chequered flag — no doubt with a sigh of relief —watched by trusting crowds.

England says: “‘In those early days no-one was involved in competition activities on a full-time basis and in the experimental department, apart from Jack Emerson who had raced motorcycles with considerable success, Lea was the only man with previous experience as a racing mechanic.

While

Lea

was

an

engine

expert,

the next

specialist to be brought in, Joe Thrall, was very much a chassis man.” Preparation of the six 1950 Jaguar XK120 competition cars was well under way in March 1950, when Lofty England set off for the Geneva show in the ex“Bira’’/Motor car. The specific reason for taking it was to give Italy’s top long-distance racing driver an opportunity to drive the XK120. Clemente Biondetti’s remarkable winning speed in 1938 for the full Mille Miglia course — over 84mph — would remain a record until 1953. Biondetti had then won the 1947 race, again driving Alfa

Romeo. Switching to Ferrari, he won both the Mille Miglia and the Targa Florio in 1948 and 1949; but he was getting less and less happy with the Italian manufacturers’ attitude towards him. Could it have been his age? Jaguar was something new; Biondetti could, perhaps, put his experience to Jaguar’s use? It seemed the right time to meet, and Tommy Wisdom was the catalyst. Lyons met Biondetti

in

Geneva

too,

and

returned

to

Coventry

having agreed not only to allocate the Italian one of the six XKs in preparation but to deliver it to him in time to try for his Targa Florio hat trick! Jaguar’s management

wanted

to use

1950

to get as

much experience as possible in different types of event, so problems that might not show up in normal testing could identify themselves and be dealt with quickly — not necessarily just for racing or rallying,

but for regular

production. The Jaguar’s first European road race was

87

Lofty England in Switverland with HKV 455 (locally registered for demonstration purposes) at the time of the 1950 Geneva motor show. F.R.W. England

about to illustrate the benefit of this policy! One of the six new works-prepared XK120s (660044) was allocated to Ian Appleyard for rally work, and he organised his own detail maintenance. Its first season is dealt with in the next chapter. That car, registered ““NUB 120”, is perhaps the most celebrated XK120 in Jaguar history. It was bought back by the company in 1953 and is kept, unrestored and in running condition, at the National Motor Museum — a real glimpse of past glories, with its stopwatch facia on the left and its canister for spare bulbs on the bulkhead. The other XKs were intended for track and road racing, and

allocated

P.D.C.Walker,

to

L.G.Johnson,

C.Biondetti

(660040,

L.H.Haines,

41, 42, and

43 re-

spectively) and to T.H.Wisdom (660057). Of the six cars, all had factory support, but only 660043 remained Jaguar property; and, because the Targo Florio was on 2nd April, it was completed first — and in good time, too. Lofty England and Bill Heynes agreed that John Lea should deliver 660043

to Biondetti, and stay in Italy for

the first two big races. On 22 March, England told Lea of the arrangements he had made. The documentation was all in order, and insurance had been fixed for everything but the races themselves which Biondetti, as entrant, had to arrange. If possible, Lea should bring the car back after the Mille Miglia. He was booked on the following night’s Dover-Dunkirk ferry, and 150 Swiss Francs would be available at the Garage Epper, Luzern, for his expenses en route. He should take the rail tunnel on his second day’s run as the passes would not yet be open, and then drive to the Garage Cencini, Jaguar’s Lugano agent, where Biondetti’s representative would join him on Sunday morning. Jaguar’s care with the ‘pennies’ was exemplified by England’s attention to detail. “I would suggest’, he

88

Clemente Biondetti at Geneva, March 1950, about to aN the XK120 (the 1949 ‘‘Bira”’ car) for the first time.

concluded, ‘‘that unless it is absolutely necessary you buy no petrol in France, since it is very expensive and of poor quality.”” But Lea did not quite make it to France... He set off after work on the 23rd as planned. It was miserable weather, but he took things easy, and the journey to the coast was uneventful. Then, as he cruised gently through Folkestone a figure, coat held over head in the sheeting rain, rushed into the road not looking either way. In the only possible avoiding manoeuvre, poor Lea put the Jaguar straight into a very solid traffic island. Lea was

none

the worse

personally,

but it looked as though

the car was undrivable. After it had been dragged clear, however, Lea took another look ....if he could just clamp that torsion bar somehow,

and bend this and straighten

thats. In a second phone call to the works next morning Lea was able to tell England; “I’m on my way back.” Laconic to the last, England just said: ““Take it carefully, we'll have a new chassis ready for you.” Back at Swallow Road it was an all-night job, refitting the undamaged mechanical components (including the engine) into a new chassis, and repairing, remounting, and repainting the body! On Saturday, Lea was on his way again, this time accompanied by Ron Sutton to share the driving, for time was now running short. At Lugano, they were met by Biondetti himself and he and Lea drove on, while Sutton came back by train. The

car was going well and there was even time to look-in at the Maserati works, where Lea was introduced to Juan Manuel Fangio and saw V8 engines being made for Indianapolis. At Firenze they picked up Biondetti’s mechanic, Gino, and travelled the remaining length of Italy and along the

Ge Biondetti,

Lea, and

Bronzoni

ar-

rive for Targa Florio scrutineering in April 1950.

Biondetti (in dark suit) and officials of the 1950 Targa Floriocum-Giro

di Sicilia, in the Presi-

dential Gardens, Palermo./. Lea

coast

to Palermo

as a cramped

threesome.

Biondetti a really good type, a wonderful

“I found

character.

His

driving was marvellous too, with no violent braking. He always seemed to place successive corners absolutely right, in a beautiful flow with very little sliding,” says Lea, who still relishes the experience of having worked with him. The car was going well, and needed little work. The main problems were administrative. Giancarlo Bronzoni (Gino) was still recovering from appendicitis, and the drive south had told him not to go as co-driver. John Lea did not have the necessary

co-driver’s

licence, so in the

end it was the local Castrol representative who would accompany Biondetti on the new Jaguar’s continental race debut. Historically, the Targa Florio was held in the Madonie mountains to the east of Palermo, but in the periods 1912 to 1914 and 1948 to 1950, it was combined with that other great road race, Giro di Sicilia. This was the form of race that suited

Biondetti

best and,

in 1950, he was

out

to

make it three wins in a row. It was an all-Italian affair, with only a handful of foreign cars. The start was in Palermo before dawn, in pouring rain. Biondetti set off rapidly in the Jaguar and only young Alberto Ascari — at the peak of his career — could pull away from him. First stage of the 1080km circuit was from Palermo to

Sicilian road conditions, was the progress of Clemente Biondetti in the works Jaguar. He drew ahead of the other top Ferrari drivers, and at Agrigento the “‘magnifico Biondetti”’ (as “Johnny” Lurani described him in his Auto Italiana report) lay second with two minutes advantage over Bracco, three over Marzotto, and four over Villoresi!

Trapani, where Ascari was eight minutes ahead. Turning

Just before half-distance, where the route ran inland for a while, Biondetti’s heroic drive came to a sudden end

south to Marsala and on to the ancient Greek settlement of Agrigento, the brilliant Ascari extended his lead to fourteen minutes in the Ferrari. More remarkable still, especially when one considers

when a connecting rod broke. Back on the coast at Gela, the order was: Ascari, Bracco, Villoresi, followed by the Bornigia 2.5 Alfa Romeo. As the race passed on to Siracusa the quicker Ferraris fell out or were delayed, and

89

Biondetti awaits his turn to start in the Sicilian road-race, with the works XKI120 (chassis 660043), under the Palermo floodlights.

at Messina

it was Alfa first and second, with Franco

Rol

leading Mario and Franco Bornigia narrowly; but the Bornigia brothers were in the lead where it mattered — at the finish in Palermo. The only British cars to finish were the Wisdom/Hume Healey Silverstone (16th) and Lurani’s Frazer Nash — 20th after a split fuel tank prevented Cortese and Facetti from gaining a high placing with it. The hard luck story of the race was that of Sydney Allard and Tom Lush, giving the 5.4-litre Cadillacengined J2 its first European outing. Having been invited to take part by the organisers, they had arrived in Palermo to find that the “‘top”’ class was for 2 to 44-litres, and were allowed to take part only on the basis that their

efforts wouldn’t count. Allard himself was pretty upset and it probably affected his driving, for he crashed twice, once at a level crossing and then against a wall. The latter caused a spark which set the fuel alight. The car was stopped safely, and the fire was prevented from spreading too far so some of the car, including the new engine, was rescued. Lance Macklin (Aston Martin DB2) crashed early on, too. Lea sent Lofty England a letter: “It’s a bit comic, me speaking English and Bicndetti and Gino, his mechanic, only speaking Italian. I was expecting to leave Palermo on Monday but there were no indications that we were heading for the boat — then I found myself being unloaded at the prize-giving banquet! As there were so many Cars, you can imagine it was some party. At about 1.30am the remaining prize-winners got fed up with waiting and decided to help themselves to their cups and shields!” Lea’s report to his own chief, Bill Heynes, was datelined “Hotel Palme, Palermo, 3/4/50”. He wrote:

90

Dear Sur, Further

to my telegram

and

‘phone talk this morning,

Biondetti started off at 5am in the Targa Florio and at 10am his engine failed at Enna when he was lying second behind Ascari in a special 24-litre Ferrari. This particular car 1s claimed to weigh 750kg. and the engine develops 164bhp. All the (quicker) Ferraris retired for various causes and Biondetti is being cheerfully blamed for pushing them so much that they either burst or went off the road, trying to

keep up with the Jaguar. This car caused a sensation over here with its appearance, silence, comfort, tractability, and amazng speed. It 1s gratifying to hear praise from the Italians who have held almost a monopoly of the very fast sports car. To get back to the engine failure, No.3 connecting rod broke and made a large hole in the side of the cylinder block and sump. He brought the rod back with him. It had broken across the stiffening web and through the bearing housing as shown on the sketch. There are definite indications of a forging crack having imtvatd this failure as there is the rough irregular black mark followed by a smooth fatigue crack, and then the final fracture. Mr. Biondetti says that he had not exceeded 5000rpm, and at the time of the failure was doing 4500rpm. Ou pressure and water temperature were normal. He was very pleased with the performance of the car up

to the time of the failure, and thinks he has a very good chance in the Mille Miglia as the Jaguar is faster than the Ferrari although the Ferrari, owing to its short wheelbase and light weight, 1s handter on corners and braking. The steering ts good; he has no criticisms to offer. The front suspension is satisfactory with the standard torsion bars. The rear suspension, he thinks, could be a little stiffer as

> atl there is a slight tendency for the tail to wag, but this is probably due to the extra weight of the two spare wheels and the large fuel tank. He was not too happy about the brakes, as they tended to

All Jaguar connecting rods would be crack-tested everafter, as a direct result of the Sicilian experience.

fade; this was possibly due to drum expansion. I have not

and recommending that the jack and wheelbrace (or hammer) be fitted behind the passenger’s seat on the Mille Miglia cars. There were three weeks between the Targa Florio and the Mille Miglia, but there was plenty of work for John

yet had an opportunity to examine them since the race.

As the weather was very bad, he kept the windscreen on but found that water came under it and also dripped through the body where the windscreen pillars fit. If possible he would like knock-on wheels for the Mille Migha, but must have a total ofnine wheels available — ie. five on the car, and four spares on the circuit — so if the knock-on wheels are not available could you please send three normal type wheels and a selection of balance weights ? The fuel gauge flickered so much that the needle broke. This was probably due to a faulty tank unit as it was OK when used for oil level. Ifpossible I would like a spare gauge and tank unit, but will attempt to repatr these. I also require one rear brake adjuster and one short rear brake spring. Mr. Biondetti would like to drive at Le Mans and Spa, and would also like to have a 2-litre Jaguar engine to fit in his Maserati, and call it a Jaguar special!

Two days later, Lea sent a further note from Biondetti’s address, asking for a quick-action jack handle,

Firenze

Lea

to

do

in

the

workshop

and,

in between

times,

Biondetti showed him his various bits and pieces (mainly Maserati and Ferrari) to get him interested in his idea of making a Jaguar special. There was no chance of a 2-litre engine for it, for William Lyons had by now decided that the XK engine would be made in 34-litre form exclusively. The decision to use this unit was, of course, assisted by the need to get a replacement factory engine out to Italy for the Mille

Miglia.

Lea’s

colleague,

Frank

Rainbow,

built one up in Coventry and Lea fitted it in Firenze. This meant

that,

in due

course,

the wrecked

Targa

Florio

engine could be rebuilt — for use in the projected special! Gino Bronzoni was feeling better now and, when the time

already, two in

came, he was able to accompany Biondetti to Brescia. Lea

Florence and three in Sicily, one being to Prince Lanza. He hopes to lighten the car somewhat for the Mille Migha but no really drastic reduction can be made without scrapping its present body.

therefore had no problem keeping his promise to ride with Leslie Johnson in the thousand-mile race around Italy. Suddenly Coventry was well represented, four of the works-loaned XKs being entered and ready in time. Raceprepared they may have been but, as everyone could tell, the Jaguars were quiet, docile tourers when it came to

I gather that he has sold five XK120s

I am sending my driving licence to Mr. Johnson, together

with a request for a competition licence so that he can make the necessary arrangements.

comparing them with the Alfas, Ferraris, and Maseratis. All the same, an attempt to enter them as GT cars, with their soft-tops and sidescreens “wired-on’’, failed as Count Lurani had warned the entrants it would; so all the

Yours faithfully, John G. Lea

XKs had to run as sports cars. Ferrari were determined to make up for their Sicilian defeat, and the 2.3-litre cars of Marzotto, Villoresi, and

SECONDARY CRACK SHOWIN & FLAW AT

Serafini forged ahead, followed by the 2.5 Alfas of Bonetto and Fangio, with the Biondetti Jaguar in among them. As things began to go wrong, it might be imagined that BLACK

FORGING

FLAW

ONE CoRNER

CRACK

the traditional never-say-die driver, and his reward was a respectable “‘place” if not the outright win that he might have enjoyed — and which his belief in himself, and his

FRACTURE

form on the day, should have made a possibility — had he

FATIGUE

=

CF INAL

the man who had won the last three Mille Miglia, and another before that, would throw-in the towel in disgust. Although well into his fifties Clemente Biondetti was still

not hit trouble. The following is a precis of his report on car No. 729 in the 1950 Mille Miglia as supplied to Angelo Chieregato, proprietor of Jaguar’s North Italian distributor, the Compagnia Generale Auto, Milano: This is the sketch John Lea sent back to Bill Heynes, following Biondetti’s con-rod breakage in Sicily. This was the first case of Jaguar introducing a modification as a direct result of motor racing experience.

“T left Brescia at 0729 hours all went well as far as Padova; I was making good time, but not exceeding 4500rpm, on the straight road from Rovigo when I felt

OF

a, the engine “‘missing”’. This was caused by the paruculat Lodge plugs which their representative Giulio Ramponi, had supplied. I was able to run at 4000rpm to Ferrara

where

I changed

plugs, to a more

suitable type, while

refuelling. “T was past Bonetto and close to Fangio when I made an unscheduled stop for water, the temperature gauge

indicating boiling point.”

L.H. (‘Nick’) Haines was 9th at Rome but his co-driver Rudi Haller took their car off course on the drive north, losing too much time to be classified. Tommy Wisdom (a class-winner for Healey the year before) and Anthony Hume got even further round the course, only to retire when a synchromesh ring travelled too far, jamming the gearbox. Leslie Johnson

Not only were there innumerable bumps and pot-holes but the whole route was well sprinkled with Bailey bridges, for it would be several more years before all the original war-damaged bridges were replaced. The characteristic sharp ramp, and the sudden levelling-off on top, caught out the heavy, softly-sprung, Jaguar of the forceful Biondetti. Not far beyond Ancona a main rear spring leaf broke and, as it was impossible to find suitable welding equipment on the spot, he drove on unul he found a smith, at Portocivetanova, who wrapped a strip of steel around the front end and clamped the spring with it in about three quarters of an hour. “T was very late at Pescara [wrote Biondetti] and turning inland to Rieti, I pressed on hard always remembering the springing and avoiding taking the chances I'd have taken otherwise. “Through the hills the temperature rose again, and more water was added at Terni. I lost more time between Narni and Roma, due to the condition of one rear tyre in

particular. This was changed at Roma. “Tt went on raining hard, all the way up the coast. I had to refill the radiator at Grosseto. I made good tme on the Autostrada from north of Livorno to Firenze, and ran at 4700rpm; more water was put in at Firenze and Bologna.

I had to drive extra-carefully because of the rain and oncoming vehicles on the final stretch to Brescia. “Tam

very

sorry

I did

not

win

as

I had

expected,

knowing the other driver’s capacities and weaknesses as I do. If it had not been for that spring and the constant topping up, and only changing one tyre in Roma (I had to fit the spare later), I am convinced I would have lost less time than the eventual difference between the winner’s and mine. “T had intended to withdraw at a certain point but wanted to help protect Jaguar’s name, so I pressed on, doing my best despite these regrettable happenings...”

A look at the official race

times

shows just how

effectively Biondetti did press on! At Rome he was, in round figures, 53 minutes behind the leader and eventual winner, Giannino Marzotto — Villoresi having led and then retired. Then, from Rome to Brescia, despite all his continued problems (which were by now par with those of everyone else!) Biondetti was second fastest overall — faster, even, than runner-up Dorino Serafini (2.3 Ferrari)

and 3rd placeman Juan Manuel Fangio (2.5 Alfa Romeo). The Biondetti/Bronzoni Jaguar was still within an hour of the winning Ferrari at the finish — good enough for 8th overall! The other three factory-prepared Jaguars were all racing for the first time, of course.

92

and

John

Lea,

by contrast,

had

a

relatively uneventful race, considering the conditions which brought as regular a crop of accidents as ever. Their XK120 was trouble-free, apart from the failure of the fuse for the wipers. Lea handed-over his seat cushion so Johnson could look over the windscreen until the fuse could be replaced. It was, of course, the first time Lea had been in a race for a long time. ‘‘A great experience’, says Lea nowadays, “‘so much more luxurious than the Lea Francis’. Johnson

drove the whole distance,

the Jaguar used a

quart of oil and finished fifth. If anyone had been told, then, that this was the best result Jaguar would ever get in Italy’s classic road race they would not have believed it. The Jaguar was defeated only by the Marzotto and Serafini

Ferraris,

Fangio’s Alfa, and Giovanni

Bracco

in

another Ferrari; Johnson was fifty minutes behind the winner, and just under five minutes ahead of Cortese in the agile

little

Frazer

Nash,

which

beat

Fagioli’s

even

smaller OSCA to come sixth. It was decided to leave the Biondetti car in Italy with him after that, and so John Lea returned to Coventry. His sortie to the continent had been the first of its kind by a Jaguar racing mechanic and, as such, had been quite a success — for the lessons had been many, and Jaguar’s reputation in the “land of the sports car’ much enhanced. Later, the Milan distributor grumbled that he was being kept in the dark about Biondetti’s activities, and should have been allowed to use the car for publicity. In fact, it was probably sour grapes as Biondetti had gained considerable press coverage after the race — just because he let ex-king Michael of Roumania ( a Jaguar enthusiast anyway) have a go in the car. On 30 April, Biondetti wrote to Jaguar again, saying not only that he felt he would have won if the car had been lighter (and various other “‘ifs’’), but that he would

like to drive a Jaguar in the next Mille Miglia. “I am so bitter towards Italian manufacturers that I feel the need to show them a well-merited lesson’’, he wrote. “I’m now

preparing the car for the classic Parma-Poggio di Berceto race and shall do everything I can to succeed....without detracting from your beautiful car I hope to make it 250kg. lighter....”” In the revived Parma-Poggio race, on May 14, he took third place behind the Ferrari of his friend Giovanni Bracco and Sergio Sighinolfi in a Stanguellini. Biondetti_ then crashed in the Giro dell’Umbria (start/finish at Perugia) and bent the chassis. ‘This

> ofl incident has accelerated my project to construct a tubular chassis frame in place of yours, fitting four Rudge wheels and an aluminium racing body, thus reducing the total weight of the car to about 860kg. The engine is the one damaged in the Targa Florio... All the work in a modest workshop such as mine has taken up much of my time, but for my part I am still endeavouring to get a lot more power from your beautiful engine, in which I have a lot of faith... I think it is necessary to compete with the twostage-blown Maseratis but meantime to use it as a sports car...

I’ve asked your Lugano agent, Cencini, for various

The Wisdom Jaguar was not entered for Le Mans, but it did race a week earlier on 18 June. Ken Bowen, Jaguar service

representative

for overseas

markets,

combined

driving the car to Portugal with a report on the Oporto distributors,

Auto

Omnia,

run

by Dr. Alberto

Martins

(“extremely efficient in all departments...courteous and very Jaguar-minded’’). “The car [wrote Bowen] ran beautifully on the 1485 mile journey to Oporto. Absolutely no trouble of any kind was experienced. The race commenced with Mr.

steering parts necessitated by the Perugia incident... I hasten to say it wasn’t the car’s fault. I have Mondial 11to-1 pistons and am now awaiting two camshafts of adequate lift from Milano.” It would seem that the factory car sat sadly in the workshop in Firenze for some time, resulting in much correspondence about the temporary import carnet! The plan to let three Jaguars be entered for Le Mans was ratified on 24 May, when Bill Heynes itemised the

Wisdom

modifications

success. The place was crowded. During my visit I had occasion to work on an XK120 owned bya Dr. Brito, who had entered his car in the race. During practice, the shaft driving the distributor gear seized in the bush and stripped the teeth from the gear. After removal of the sump and extraction of the shaft under difficulty, it was obvious that a new gear was required. Dr. Martins promised [to make] one in two hours. Much to my surprise this was accomplished, and a perfect replica was ready in the time stated. During the race, the car lost considerable water from the radiator and the pit mechanic poured in cold water which had the immediate effect of blowing the head gasket. I supplied them with a replacement gasket and the car was running well again before I left. “(On the return journey] after 200 miles I began to experience wheel wobble which became very violent before reaching England. By arrangement with Mr. Wisdom I made a visit to Le Mans where certain parts were taken from his car to use on the XK120 already there.”

that

would

be

carried

out

on

660040,

660041, and 660042. It was agreed that the Johnson, Haines and Walker cars would be entered individually. Peter Walker had to forego Le Mans, though, because of commitments

on his Herefordshire farm, so Peter White-

head (whose cars Walker had used so often took his place, accompanied by Shepperton prietor John Marshall. Leslie Johnson would ed by the experienced former Austin works Hadley. Nick Haines’ co-driver was to be both having raced previously at Le Mans.

in the past) garage probe partnerdriver Bert Peter Clark,

on the front row, having secured second fastest

practice time. Getting away to a grand start, Mr. Wisdom occupied second place to Bonetto’s 44-litre Alfa Romeo until late in the race. He finished third, having been passed by Carini’s OSCA. “After the [193-mile] race Mr. Wisdom expressed his satisfaction with the car’s behaviour. Difficulty with braking had, however,

slowed

him during the last six laps. I

found the front shoes completely worn to a knife edge. Dr. Martins requested Mr. Wisdom’s car for his showroom;

I consented, for one day, and it was an enormous

Among Bill Heynes’s notes on the Le Mans cars were several particularly interesting comments:*‘...rods are to be crack-detected after polishing is complete...specially prepared clutches are being sent in from Lockheed...front shock-absorbers to be replaced by large Newton type...a special check must be taken on all wiring points. It should be appreciated that faulty electrical equipment lost us two or three places at least in the Mille Miglia...very special care to be taken to ensure no water leakage at water pump gland which gave trouble in Mille Miglia...fit 3.27 axles and new halfshafts to all cars...’’ England added his comments, and then, on 31 May, Phil Weaver issued a full work-programme. The programme for the Johnson car (for example) amounted to four-and-a-half sheets of foolscap. There was still no racing team as such, but a works Ken Bowen of Lofty England’s service staff, who attended the 1950 Oporto race.

mechanic

was

allocated

to

each

car

— John

Lea, Joe

Thrall, and Phil Weaver.

i

ae= Sem

Tom

the

Wisdom

grid

at

on the front row of

Oporto,

18th June

1950. He finished 3rd. The white XK120 on the second row was driven by the local driver, Dr. Brito. The notorious Oporto tramlines can be seen in the background.

Happy to be third in Portugal, Tommy Wisdom got the biggest trophies!

94

| i

|

{

LAr

fr he WIG: oe

|¢

we

| hes ae Ak\ Laai HidahahP Bev . i

oe

.

=

ge John Lea (left) en route to Le Mans ——

with Johnson’s XK120, June 1950. J.Lea

Below:

Works-prepared

owned,

but

privately-

the Jaguar team lines up

for the start at Le Mans, 1950. John Eason-Gibson did a major part of

the pit organisation

that year. /.

Lea

Bill Heynes and Lofty England flew out on the morning of the race, “to see how things went”’ as England puts

it.

The Jaguars began strongly, with Whitehead and Johnson running sixth and seventh respectively after two hours, behind Raymond Sommer’s flying Ferrari, the Rosiers’ Talbot-Lago, rari, and

Meyrat’s

Sydney Allard’s J2, Chinetti’s Fer-

Talbot-Lago.

The

Haines/Clark

car

lay twelfth. Whitehead/Marshall soon dropped back because of brake trouble. In nineteenth place after eight hours, they plugged on and came fifteenth, just ahead of Wisdom who had returned from Portugal in time to share the wheel of a Jowett Jupiter with Tommy Wise. Haines/Clark worked their way up to eighth but dropped back to twelfth near the end, slowed by oil on the clutch.

On the other hand, Johnson and Hadley stayed in contention for twenty-one of the twenty-four hours. From quarter-distance they were never lower than fifth and after fifteen hours were running second, on the same

lap as the leading Talbot-Lago of Pierre Meyrat and Guy Mairesse. The similar, thinly-disguised, Grand Prix car of Louis Rosier and his son Jean-Louis had been five laps ahead of the field, but had lost all that advantage when a broken rocker shaft needed changing. The Rosier car made a wonderful comeback and went on to win from the other 44-litre French Talbot, which was slowing towards the end. The Johnson/Hadley Jaguar was

speeding up,

despite brake fade, and could well have come second; but

such hopes — let alone hopes of victory — were dashed as the clutch centre ripped out, a victim of constant heavy use of the gearbox to help slow the car. After that, only

oo)

The Morel/Chambas Talbot-Lago coupe leads the Pozzi/Flahault Delahaye, the three Jaguars, and Hall’s Bentley away from the start, Le Mans 1950.

solid driven plates were specified for Jaguar clutches in

10

5.4 Cadillac, Collier.

Behind the Talbots came a pair of American-engined British cars, the Allard-Cadillac and the Healey-Nash. In

1]

5.4

fact it was a field day for British cars, with all five Ferraris

2

and ten Simcas retiring. The top-twenty finishers were:

13

races.

1)

4.5 Talbot,

89.71mph,

Louis Rosier. 4.5 Talbot, 89.30mph, Mairesse.

Louis

Rosier/Jean-

14

81.53mph,

Cadillac,

Miles

81.32mph,

Coller/Sam

Briggs

Cun-

ningham/Phil Walters. 3.4 Jaguar, 80.60mph, Nick Haines/Peter Clark. 5.d Talbot; “79. 84mph@ eAndre Morel/A.Chambas.

4.3

Bentley,

78.6l1mph,

H.S.F.Hay/Hugh

Hunter.

Meyrat/Guy

15

3.4 Jaguar, 78.60mph, Peter Whitehead/John Marshall.

5.4 Allard, 87.74mph, Sydney Allard/Tom Cole. 3.8 Healey, 87.64mph, Tony Rolt/Duncan Hamilton.

16

1.5 Jowett, 75.82mph, Tom Wisdom/Tommy Wise.

17)

2.4 “Riley. 7425710 ple rie/G.H.Beetson.

2.9

18)

Aston

Martin,

Pierre

87.26mph,

George

Abecassis/Lance Macklin. 2.9 Aston “Martin, -85.37mph, Reg Parnell/Charles Brackenbury. 3.0 Delage, 84.22mph, Henri Louveau/Jean Estager.

1.2 M.G.,

72.82mph,

Robert

Law-

George

Phillips/Eric

Nigel

Mann/Mort.

Winterbottom.

19)

2.4

20)

Morris-Goodall. 2.0 Frazer Nash,

Healey,

pan/Peter

71.1lmph,

70.47mph,

Norman

Cul-

Wilson.

3.3 Bentley, 82.95mph, Eddie Hall. 2.0

Frazer

Stoop/T.A.S.O.

96

“Nash;

82.20mph,

Mathieson.

Dickie

There were twenty-nine finishers, nearly half the field. Johnson’s best lap with the Jaguar represented nearly

Above:

Peter Whitehead relaxing.

sitting back and

Top:

Leslie Johnson putting shoulder to the wheel.

Peter Clark

=

more

his

circumspect.

OF

Above: Nick Haines brings his car home 12th, just failing to hide Johnson’s stricken car, parked by the grass.

Peter Whitehead (right) and John Marshall were well-placed in the early stages, but pit-stops put them down to 15th at the finish.

97mph; Rosier’s record lap was about 6mph quicker. Nevertheless, Heynes and England knew how near to standard their Jaguars were, and how heavy — about a ton and a half with the driver aboard! They also knew that they could now recommend William Lyons to authorise the construction of a Jaguar specially for the next Le Mans and “‘given reasonable luck”’ (to quote Heynes) win it. The three Le Mans cars were brought back to the factory and in August Phil Weaver provided Heynes, England, Baily and Emerson with his reports on the preparation work being done for the forthcoming production car race at Silverstone. The Johnson car’s engine (W1144/8) was in “very satisfactory” general condition, but the bellhousing (now replaced) had fractured and fretted on the crankshaft

flange; the crankshaft had, however, been salvaged and modified to incorporate four extra set bolts for the flywheel assembly. There had been considerable wear in the water pump, which also leaked. A new front engine mounting plate replaced the old one which had bent at the offside flange. After rebuild and running-in for ten hours, the bench test had shown a maximum power output of 165.5bhp at 5200rpm on Silverstone-specification 80-octane fuel, with a static ignition setting 7° B.T.D.C. The car itself had already been tested by Johnson at the Lindley track, later called ‘““MIRA” (Motor Industry Research Association), fitted with one-inch torsion bars, 3.92-to-1 axle ratio and new ventilated brake drums. The same checks were carried out on the Haines and Walker engines. Haines’s engine (W1145/8) had cracked

98

its bellhousing in just the same way! A later decision by Wisdom to enter his car for Silversone meant that his engine (W1311/8) would be rebuilt with the crankshaft modification. Four days before the race, Phil Weaver issued a note stating that a fifth Jaguar would be required at Silverstone. The previous year’s Silverstone winner, HKV500, was now something of a hack, but it was updated and checked-over as much as was possible in the short time available. Among the new faces in the Jaguar camp at Silverstone was that of former army motorcycle instructor Alan Currie, who had given up the Leeds dental students’ course to join the motor industry. Through the Society of Motor Manufacturers and Traders, he had arranged an interview with Jaguar’s home sales Manager, Eric Warren,

and with Lofty England. “I think I was given consider-

> oll Silverstone,

1950:

Phil

talks to Lofty England

Weaver

(in Wis-

dom’s XK120). Johnson’s car has its bonnet up. In between is

Haines’s_ which

Belgian-registered Rolt

drove

in

the

car, race.

F.R.W. England

Below:

The

rarely-photographed

Jack

Emerson, who did so much to develop the XK engine, has a good

listen. Also in this Silverstone shot

are John Lea (foreground) Lofty England. John Lea

and

ation because of the very clean condition of the 1925 Austin Chummy in which I arrived. Later I found out that I had happened to be the first person to apply to join Jaguar’s staff after Mr. Lyons had issued a note to executives to the effect that they weren’t getting any younger and should be considering training some new blood for the future.” Currie was told to put on some overalls and see if he could do all he had said he could. He graduated to service road test (with Les Witherall) and recalls the “red fog”’ that accompanied his first fast ride in a pre-war 34-litre model. “I’d only heard of axle tramp before, but when it started to happen, and the rust of ages came filtering through the rooflining as wheels plonked on to the road in sharp succession, it was quite frightening.” England allowed Currie to drive one of the XKs to Silverstone — at a price! The price was to guard the cars in the paddock, sleeping overnight in a support car (an exHassan experimental saloon with XK engine and pressed steel wheels). “Everyone disappeared after practice, leaving me in charge. I didn’t dare take one of the race cars but put in a good few laps behind the saloon’s P100s, just managing not to lose it. Next morning, on the principle

39

wr, of assuming I would have been for a drive anyway, Lofty told me off roundly just in case.’ Twenty-two-years later, as Chairman, England would appoint Currie, by now Sales Director, to the Jaguar board. Of the meeting itself, Currie has one particularly poignant

“To meet

memory.

Nuvolari was magnificent,

and we were all very sad that he was unable to do more than a little practice.” Tazio Nuvolari had given up racing, to all intents and purposes; but the lead-item in the “Sports-news” column of Gregor Grant’s very first Autosport magazine, dated 25 August, 1950, read differently:

nVBOO = John Lea (arms folded) and Frank Rainbow (right) with the nowred XK120, which Peter Whitehead drove at Silverstone instead of Nuvolari. iad +

thes Dd

+

motor racing alone. Nuvolari took the wise counsel on

Tazio Nuvolari and a Jaguar MK V at Silverstone 1950. After practising with the XK120 he was not nearly as fit as this, and took England’s advice not to attempt to start in the race. The greatest of all Italian drivers died three years later.

“NUVOLARI: At the request of the BRDC, W.Lyons has placed a standard Jaguar XK120 at disposal of Tazio Nuvolari for Silverstone tomorrow. a compliment to the fifty-eight-year-old ‘I] Maestro’, car will be painted Italian red.”

Mr. the As the

this occasion and did not race; nor did he race again. He

died within three years, still the most emotive of all motor-racing heroes. The second annual Silverstone one-hour production car race was so well-supported that it was run in two parts, split at the 2-litre mark. The smaller cars ran first, with Ascari and Serafini commanding the race for Ferrari, followed by the Frazer Nashes. The over 2-litre race was later in the programme, after a cloudburst. It was not raining but the circuit was damp and there were still some puddles. Walker, Rolt (in the Haines car) and Whitehead (in the

This explains a late instruction to repaint HKV500 for the second time. After a few laps of practice Nuvolari came into the pits, feeling ill, and was soon being driven back to his hotel to rest. There was little more to be said,

but England took on the job ofsaying it. At the hotel, he sat down beside Nuvolari and told him of his wonderful reputation in Britain. Surely, if the greatest driver of all time was not feeling well, he could not possibly show his true form in this car or any other? Other race organisers and team managers must have gone through this ritual with the man who was so ill yet could not, it seemed, leave

100

Nuvolari car) set off in that order, with Sydney Allard leading the pursuit. Johnson was not going to repeat his 1949 success; the whole field was on the move before he could get his car started. He was catching up well when he spun on oil, and had to set off all over again. The oil had come

from Whitehead’s car; the oil filter plug had come

out, the oil took very little time to transfer itself from the engine to the track surface! Raymond Sommer, the great French driver had been enjoying his one-off drive in an Aston Martin, but was slowed by the oil on his screen and lost a place to Duncan Hamilton.

CQAss

Coss Sees

“~ So

“Ss Gs

SSS

WRK

x

REXgRRgRaaE

Sess

\

SR

RE

as

morn \

SS

Above: Jaguar supplied a limited number of specially-prepared XK engines to selected applicants. First customer was Norman Buckley who used the Jaguar unit to replace a Lycoming in his Ventnor-hull craft, Miss Windermere II, and broke

several 800kg. class records in the autumn of 1950. He used Jaguar engines successfully for many year

A works Jaguar XK engine taking part in a Grand Prix — for the first, and only, time! Biondetti’s special

‘Ferrari-Jaguar”’ made this unsuccessful debut at Monza in September 1950. The Autocar

10]

= The final order was Walker (Jaguar), Rolt (Jaguar), Hamilton (Healey), Sommer (Aston Martin), Allard (Allard), Parnell (Aston Martin), Wisdom (Jaguar), Johnson (Jaguar), and Thompson (Aston Martin). Johnson’s catching-up effort paid off, enabling him to contribute to the Jaguars wresting the team prize from the Aston Martins. The course was still not quite dry, even after an hour’s racing in which lap speeds had increased throughout, but not enough for the Jaguars to beat the Ferraris. The

quickest in the two races were Ascari (83.72mph), Serafini (82.19mph), Walker (81.88mph), Rolt (81.57mph), and then three Frazer Nashes led by Newton (81.53mph). Although the Silverstone timekeepers were still using whole seconds to record speeds to a hundredth ofa mile per hour, the fastest recorded laps are worth comparison:

Ist,

Ascari, 2 min.1 sec; 2nd, Serafini, 2 min.2 sec; 3rd equal,

Walker, Rolt (Jaguars), Crook and Gerard (Frazer Nashes)" 2 min.3 sec. What no-one will ever know is what the result would have been if everyone had been in the same race... Peter Walker

went

home

to Herefordshire,

taking his

car with him, and next time it came back to the works it looked as if he’d been using it to cart hay; Lofty England reckons he used it to chase rabbits across his fields. Walker took it to the two main autumn hillclimbs, suffering from wheelspin and losing time on the tight Prescott course, but taking revenge at the faster Shelsley Walsh by winning the over 3-litre sports-car class from Sydney Allard (the Prescott class winner). September 1950 marked the one and only occasion on which a works Jaguar engine ever appeared in a World Championship Grand Prix. This was the rebuilt “Sicily”

XK engine, newly fitted into what was, basically, a Ferrari by Clemente Biondetti, who completed 15 uncompetitive laps at

Monza

before

retiring

for unspecified

while Giuseppe Farina clinched Alfa Romeo up front. Besides

being an accomplished

reasons,

the Championship

for

journalist and driver,

Tommy Wisdom was also something of an impresario. It was he who had instigated the original meeting with Biondetti, but in September 1950 he pulled off his biggest coup on Jaguar’s behalf— and on behalf of ayoung driver called Moss. Stirling Moss had done a few sprints and trials with a BMW 328 before taking to single-seater Coopers. In 1950 he had already moved on to the 2-litre HWM when Tommy Wisdom came up with the offer to drive his Jaguar XK120 in the first postwar Tourist Trophy race, returning to Ulster for the first time since 1936, albeit on a new road circuit, Dundrod, on the high ground to the west of Belfast. In practice Moss was brilliant. Nick Haines crashed his car into a post. He was only slightly hurt, but the car was badly damaged; his nominated co-driver, Tony Rolt, got Peter Walker’s agreement over the telephone to ship over the other car if the RAC stewards would let it start. They said they would not. Moss’s 81.39mph lap in good weather compared well with Peter Whitehead’s Formula One Ferrari lap record of 87.15mph, set a few weeks earlier while winning the Ulster Trophy. It rained heavily throughout the race. Moss followed Johnson for one lap, then set off into the middle distance. Wisdom, back at the helm of a Jowett Jupiter, could

watch his protege at close quarters, and, like everyone else, wonder at the youngster’s brilliance. Never before had a Jaguar been handled with such natural flair. It was in a way a pity that there were no Ferraris for comparison in this race. The weather got worse rather than better; the lavatory

The impresario: Tommy Wisdom, no mean race and rally driver himself, demonstrates something — maybe the skill ofhis

protege Stirling Moss? Doubling as a hatstand is the impassive Jaguar team manager.

102

tents blew away; the Mintex man produced a bottle of rough rum which helped sustain Lofty England, Phil Weaver, John Lea, and Frank Rainbow in the pits. Only the Aston Martin drivers in their DB2 fixed-head coupes had any kind of comfort at all, a factor contributory to their performance in relation to that of (say) the Frazer Nashes and Healeys. Most miserable were the Allard drivers, penalised by the fact the Cadillac engine was not yet accepted as “production” by the RAC, and by a handicap system (a TT tradition) based upon engine capacity alone. Sydney Allard himself chased the Jaguars exuberantly for a few laps before losing control at Wheeler’s Corner; he got up and finished twenty-seventh and last — but he did finish. Everyone admired Sydney Allard; he was the ultimate but often unrewarded trier. Peter Whitehead showed his class (and his knowledge of the new circuit) by moving up to second place — but it was Stirling Moss’s day. The pair finished first and second on scratch and handicap, the top ten being:

Order

Car

(on speed) & driver Moss

Whitehead )Johnson DN OF m Parnell 5)Abecassis 6)Gerard 7)Macklin

8)Culpan

3.4 Jaguar 3.4 Jaguar 3.4 Jaguar

2.6 Aston Martin 2.6 Aston Martin 2.0 Frazer Nash 2.6 Aston Martin 2.0 Frazer

Nash 9)Wilkinson 10)Crook

2.4 Healey

Av.

H.cap

speed (mph)

target

(mph)

Way3US) 74.13 73.06 Mets

75.8

TPLREXSS

75.8

TAU

74.9

71.78

75.8

lols 70.59

74.9 75.6

69.25

74.9

2.0 Frazer

Nash

10

Team Prize: Ist Jaguar; 2nd Aston Martin; 3rd Frazer Nash.

Above:

Johnson leads Moss at the start of the rain-soaked drod.

1950 TT at Dun-

Peter Whitehead, runner-up at Dundrod with the “old” red car.

103

a, Sutrling Moss

covered

over

225 miles in three hours,

and looked drenched but delighted. His big win had come on the day before his twenty-first birthday. It was a great day for William Lyons, too. It might not have been such an important victory, had it not been so sweeping. As it was, it meant instant stardom for a car and its driver — Jaguar and Moss. It is noteworthy that all the major sports car races of 1950 (apart from Le Mans) were affected seriously by rain. Thus overheating and tyre wear were not the serious problems they might have been for the relatively untried

Opposite

After Matthews crashed it, “*18008” had a period in the

ownership of H.A. Mecrow. Later it was bought by Tony Guy (of the Guy lorry-making family). Then, after several years in Wales, it was rescued and restored by David Barber who has raced it himself. This picture shows the late Tommy Wisdom

(who had driven it round Brooklands at 118mph) becoming reacquainted more than thirty years later at a J.D.C. Mallory Park meeting.

XK120.

While other British marques had become regular class winners ever since international racing had begun again in the late nineteen-forties, Jaguar's XK120 had not produced the results, on paper, that its reputation was beginning to demand. Was Jaguar’s XK120 too much

104

George Matthews drove SS cars regularly in the 1930s, then bought the ‘“‘Wisdom/Newsome”’ works car in 1948. He sprinted it regularly (here leaving Hay’s famous Bentley at Brighton), and it was maintained with help from Phil Weaver who was Jaguar’s London-based service representative at the time.

“touring” and too little “sports”? Was it really too soft for long-distance racing? The 1950 TT produced the result that mattered, and silenced the critics.

other

defects,

the

idea

was

to

save

transporter

expenses and drive it back. “I had to find water wherever I could.

collecting

It was

raining,

a compendium

and

it was

of answers

dark,

from

serious work to do as the 1950 season drew to a

Leslie Johnson,

After RAC scrutineer Dean Delamont had measured the engine of the winning car, Lofty England took it back across the water and drove south. En route, when England spotted a middle-aged man in his braces walking along the roadside, he decided to stop and offer help. “No thanks’’, said Harry Ferguson, “I like exercise.”’ A couple of miles further on, there was the Bentley and there was the chauffeur, waiting in a lay-by. Later, Alan Currie was sent up to Liverpool to collect the shunted Haines car. Despite its badly-holed radiator and

more

close.

and

I was

publicans

always full of ideas, was

anxious

to

make up for the debacle at Le Mans. He persuaded Bill Heynes to have his regular white car prepared for a highspeed run, in which young Stirling Moss would help him

average 100mph for a whole day. Lea and Rainbow accompanied the car to Linas-Montlhery, and at 1715 hours on Tuesday, 24 October, Moss set off for his first three-hour spell. Twenty-four hours later Johnson crossed the line under the scrutiny of the A.C.de France timekeepers, having averaged 107.46mph for the whole period.

The

last hour

was

covered

at

112.40mph,

and

several really fast laps were risked, the quickest being at 126mph. 1950 had borne out Walter Hassan’s predictions, and the few privately-owned XK120s seen in speed events

every time I asked for water, so I started having halves of

usually failed to make news headlines. In Britain, two of

shandy at each pub — then asking! It was a long drive to Coventry that night.” The victorious car was re-equipped for winter use on the road, and delivered back to Tommy Wisdom at

the year’s most successful racing Jaguars were the pre-war SS 100s of John Craig and George Matthews — the latter, of course, being the old Wisdom/Newsome factory car. On the rallying front, Ian Appleyard had launched the sixth of the works-prepared XKs on its remarkable career.

motorshow time. Indeed, only one of the XK 120s had any

105

tsaaiyim

John Craig was getting good results from his $$100 in club races even in the early ’fifties. This fine action shot was taken by Guy Griffiths.

106

Chapter Six

1950 Rallying

f the first six works-prepared Jaguar XK

120s,

only two were ever used for rallying. One of them, Nick Haines car, had a very short rally career indeed ... and “‘career’’ seems to be the right word for it! A month after finishing twelfth at Le Mans, Haines was

back in France to take part in the Alpine Rally. The Australian proprietor of a London garage, who helped set up Jaguar’s Belgian agency, Haines seems to have been game for anything — at least, until his TT accident, described in the previous chapter. Haines’s brake trouble began as he drove to the Marseille start,

and continued

into the rally. Over Mont Ventoux

the

Haines got the thoroughly-bent car back to London and left it in Moon’s Garage at the back of Bond Street tube

station

to await

works

collection,

so

it could

be

prepared for Silverstone. The Appleyard story is a different one altogether: a case of perseverance against the odds — but in Appleyard’s case, also an appreciation of what the odds were! As a result of his experience of three previous ‘‘Alpines’’, the young man from Leeds organised most of his own preparation, and exchanged a great deal of information with Heynes,

England and, of course,

Lyons.

It was intended that Rankin should prepare an illustrated booklet to publicise the 1950 Alpine Rally win.

brakes were spongy, and the reservoir had to be topped-

For some

up. On the next leg the linings overheated. (“It was here that I had the incident with the lorry’, he reported to Bill Heynes. ‘‘He refused to stop and I couldn’t anyway’’.) The brakes seemed “all right’? next morning, but deteriorated throughout the day. From then on he decided to use the gearbox and handbrake for mountain descents. Then the throttle rod went over-centre. (“This happened several times, resulting in my going off the road on three occasions, once fairly dangerously.”’) Part of the braking problem turned out to be dirt in the master cylinder.

duced. Ian Appleyard’s own attention to detail and accuracy was spiced with a delightfully dramatic style when describing the less-quantifiable aspects of rallying. Only Moss’s TT victory could compare with Ian and Patricia Appleyard’s remarkable win in the most significant rally of the year. Appleyard’s own story of that great win was not pubthan thirty years on, if only to maintain what that most unlikely of Jaguar enthusiasts, Motor Sport’s Denis

“Apart

Jenkinson, would surely call “A Sense of Proportion”.

from

the brakes,

the car went

very well, and

think it would take a very fast driver indeed to overstress the engine ... I did not experience our old friend ‘wheel wobble’ at any time.”

|

reason,

it seems

the booklet

was

never

pro-

lished at the time. It must be worth doing so now, more

Nowadays one marvels to watch the speed and the rhythm with which the rally stars swing their cars (one could say ‘“‘partners’’) through the forests and round the

107

car in the trial. [The story of those earlier Trials forms an appendix to this book. AW]

At Earl’s Court in October of that year we saw, for the first time, the successor to the grand old 100 model. The beautiful streamlined

XK

120 was the talk of the Show,

and when in 1949 it recorded a speed of over 130mph at Jabbeke, its fame was assured.

Ian Appleyard, who brought Jaguar so much success in the field of rallying, received considerable works assistance, but always entered his own cars and did his own groundwork in a very professional manner.

mountains. If anything should happen to trip them up, it is likely that within seconds they will be on their four wheels and within minutes brought back to health, on their way again as quickly as before. To compare today’s subtleties of car design and rally concepts with those of thirty years ago is far more difficult than to describe the changes that have happened to circuit racing over the same period. So here it is, the story of the Alpine Trial of 1950.

The Story of the 1950 Alpine Trial — written by Ian Appleyard in August 1950

At the beginning of each year /Jan Appleyard wrote] the first engagement to go into my diary is always for the middle fortnight in July. Those two weeks are annually reserved for the Alpine Trial and 1950 was no exception. My first attempt in 1947 was with a ten-year-old Jaguar ‘100’ which I had acquired secondhand on leaving the Army. The car performed magnificently, but my own lack of experience in not carrying two spare wheels caused our downfall almost within sight of the finish. Having learnt my lesson the hard way, I made preparations for 1948 with considerably more care. Once again the car was a two-seater Jaguar ‘100’ and this time there was no last minute disappointment. We returned home with the satisfaction of having made the best performance of any

108

In common with every other motoring enthusiast in the country my ambition became to drive that Jaguar. It seemed to exemplify everything that was desirable in a car, and when the Alpine once again came around I eagerly approached the factory to see if it was possible to get one for the event. But all my plans came to nothing when we found that the XK was ineligible at that time, as not enough had been made to qualify the car as a production model under the very stringent French regulations. Not wishing to miss the event altogether, and as my old 100 had been sold, I went at the last minute as navigator with Donald Healey and thus gained valuable experience of the new course which for 1949 took in Northern Italy as well as Switzerland and France. At last, in April 1950, came the wonderful news from the factory that there was one for me and I was at once transported into a world ofperfection in which no written word could adequately describe the experience, and in which even the more restrained of our motoring journalists have found themselves short of superlatives. I was due to start from Glasgow in three days’ time on the first stage of the two thousand mile Dutch International Tulip rally, driving the only XK in the event, and solely responsible for proving to the world what the Jaguar could do in a trial of that nature. All went well on the long road section and we reached

the finish in Holland without losing a single mark. Then came the decisive driving test. Out of nearly three hundred entries, the Jaguar’s time was the best recorded and an outright win seemed certain. But then came a bitter disappointment — I had apparently incurred a heavy penalty for failing to get my front wheels properly over one of the white lines in the test — a matter of 2 inches! To have let the car down with a ham-handed piece of driving like that was tragic, and it must never happen again. On returning home I pron,ptly entered for the Morecambe Rally in order to get some more practice in special tests. My confidence was restored by the award of the Lancashire Cup for the best performance by a production car. We began preparations for the Alpine Trial in high spirits. PREPARATION

From three successive Alpines useful tips, and consequently by Saturday morning, July 8th, the a number of gadgets and extra To ease the task for my wife,

one picks up quite a few the time we left Dover on 120 was fitted with quite equipment. Pat, who was navigating

> all this year, there were two large-dialled aircraft type stop clocks fitted on the dash board, both illuminated with a

special light for the first night’s run in the dark. Mounted close to these, and in a place where the navigator’s hand would always be near to it, was an extra horn button

connected to an ancient Klaxon mounted low down at the front, clear of the radiator, and where its raucous

note

could best spread consternation on the road ahead. Duplicated relay switches on our normal horn circuit were also fitted in an attempt to ensure that we reached the finish with at least one noise-producing machine still in action, whilst a second coil was mounted in a handy place for a quick changeover in case the spark-making department went on strike. The tail of the car was largely occupied with two spare wheels, a 24-gallon fuel tank, cans of oil, a spare inner tube, replacement water hoses, light bulbs, wire, tape, and the dozens of other odds and ends that experience shows can sometimes come in handy. Mechanically the car conformed exactly with the catalogue for which fact we were later to be very glad. The Trial was due to start from Marseille during the evening of Wednesday, July 13th, and as this was the 13th

Rally ofthe series the future did not appear too bright for anybody with a superstitious turn of mind. By the Monday evening we were down in Aix-en-Provence, only twenty miles from Marseille, having in the meantime tried

the car out on some of the worst passes which we would encounter during the coming week. From this trial run only one disturbing feature came to light, but it was enough to show the necessity of trying out any car under the exact conditions of a proposed event and not just relying on one’s previous experience in England. The trouble in question was vapour locking in the fuel system caused by a combination of the intense heat and the new French super petrol. This apparently has a very high alcohol content and we found that many other competitors were having similar trouble in the appallingly hot weather we were experiencing. With visions constantly before my eyes of arriving in a control on time and then being unable to re-start, I eventually decided to run on the much poorer quality standard petrol. Our 8 to 1 compression ratio engine would have a rougher time on this but in any case the pinking would disappear at high altitude. In addition, as an added precaution, we had four large holes cut in the top of the bonnet and covered these with temporary cowls made up in Marseille the day before the start. As usual the day of the start was a bit hectic. Last minute jobs kept me occupied in the morning and by the time I got the 120 down to the closed park for scrutineering it was noon and the sun was beating down mercilessly on the long line of cars already there. With numbered Rally plates front and back, and a large “139” painted on each door, the Jaguar was looking really businesslike, and

when the other three 120s, driven by Haines, Barslay and

Habisreutinger joined us there, we really felt that we were going to give some of the other competitors a run for their money. The check to ensure that the car ran exactly as catalogued was amazingly complete. Every part of the engine was examined, and then the carburettors, petrol pump, starter, dynamo, cylinder head, etc., as well as the

wheels and even spare parts, were marked with a dab of special paint to make sure that no replacement except from those carried in the car could be made during the course of the Trial. The Jaguar successfully passed the scrutineers and was locked in the closed park whilst we returned to the hotel to while away the hours before dark. This was the fourth year in succession that I had done this Trial, but still the

same thoughts went chasing madly through my head as I tried to get some sleep during the afternoon — tyres, petrol,

oil, water,

headlamps,

instruments

had

we

checked them all and was the car as nearly perfect as we could get it? And so the long afternoon and evening went by until at 10.30 we joined the huge crowd down by the start to watch some ofthe smaller cars getting away on the first stage of their 2,000 mile journey. There were 98 starters this year, driving 38 different types ofcar, from ten different countries. The event was in six separate stages, the first at night and the others daily thereafter — the longest continuous run being 450 miles. Each stage was

itself divided into sections, each one of

which had to be covered in the exact time stipulated for each class of car — a tolerance of only two minutes each way being allowed at the controls. On the mountainous sections the set average speeds varied from 30mph for the baby cars to 374mph for the big ones like ours, but the good roads across Northern Italy had to be covered at an average of nearly 70mph. Times are set from control point to control point with no allowance made for stops of any kind. In this Trial no excuse has ever been accepted for late arrival.

Level

crossings,

accidents,

landslides,

collapsed bridges, are all part of the game, and time once lost at a control can never again be made up. Each minute lost means a 10 point penalty, and to make things more difficult there are two timed climbs and a short flat-out timed section for the three of which an aggregate bogey time is set and here marks go down the drain at the rate

of 300 per minute if one exceeds bogey — a total of 19 minutes for the three tests for our size of car. All re-fuelling, tyre changes and repairs must be done during running time, and at the end of each daily stage the cars are immediately put into a closed park from which the crews are excluded under penalty of disqualification. At the start of each daily stage crews are given five minutes to get their luggage stowed, the engine started and the car to the line. At Marseille we found this five minutes barely enough, and my wife was still frantically

109

Left:

Ian Appleyard’s SS100_ rallying days make fascinating reading. His account of the 1947 and 1948 Alpine book’s

was

Trials form appendices.

taken

one This

of this picture

during the first Tulip

Rally — Appleyard’s last in “100” — in which he was runner-up. £./.

Appleyard

It is a pity that there seems to be so

few action photographs Liege-Rome-Liege Rally.

of the In the

first postwar event (in 1950) Herzet

and Baudoin finished fifth with an

SS Jaguar 100 — that model’s final fling in top-class rallying. Jacques Herzet then had this special body (with fashionable Alfa-type grille) built on the old chassis. Perhaps it made was by Bidee? (David Culshaw points out the similarity to a prototype TB14 Alvis which appeared — so attributed — at the 1948

Brussels show.)

7~, collecting maps together, checking the watches and turning the speedometer trip back to zero as the starter’s hand fell on my shoulder and we shot away from the brilliantly lit quayside. This start is always memorable because for some distance the route lies through the centre of the town and here the wildly excited crowd packs tughtly down on to the road whilst frenzied gendarmes attempt to keep some sort of a way clear for the speeding cars. Once clear of the town we were able to get the XK really motoring along the wide undulating road towards Avignon which we knew was the only fast stretch before our first time check in the mountains, 106 miles ahead. Shortly after Orgon I shouted across to Pat that in the 1948 event a Citroen had gone through the hedge on the next corner, when flashing lights ahead warned us that once again someone had been too exuberant. This time there were two cars in the ditch, a Citroen and a British M.G. — and this barely an hour from the start. Mont

Ventoux,

a desolate rocky mountain

rising 6,000

feet out of the coastal plain, lay ahead and with it the first special test. Cars were required to accomplish exactly their set average speed for the 21.6 kilometres from a start line at the bottom to the observatory at the top. Although 60 kilometres per hour does not sound much ofa speed for a car like the XK, it can be a terrifying experience when attempted in the middle of the night up a strange road punctuated by innumerable hairpin bends and with not even a wooden fence on the outside edge to deflect a skidding car. Half way up our headlamps revealed the underside of a car looking at us from the side of the road where it has skidded and overturned earlier during the night, fortunately without serious injury to its crew. But the climb itself proved to be a washout as the timekeepers for the finish broke down on the way there, and consequently the run was not timed and had to be held again on the third day up a different course. Our first control followed

soon after Mont

Ventoux,

and here we had time enough in hand to fill our tank to the brim. From this check to Barcelonette we really pressed on, as I remembered from last year that the final part of the route was a continuous series of passes over which it was quite impossible to maintain our average. The first part of these was the notorious Col de la Cayolle, the ascent of which we started in high spirits having made up nearly half an hour on our scheduled time. Our optimism was short-lived, however, as on the winding road through the gorge leading to the final ascent we first came upon Wadsworth’s Healey badly damaged at the front end, and then Onslow Bartlett’s similar car which had collided with a bridge whilst trying to overtake something during the night. Obviously this was getting beyond a joke — five cars crashed in the first five hours, and then came the worst shock of all. On the descent from the Cayolle we were horrified to see a completely wrecked Bristol lying about 150 feet below the road with one of the crew laid out

112

beside the car and the other sitting on the edge of the road looking very battered. He gallantly assured us that medical assistance had been sent for and that we could be of no help, and so we carried on with considerably more caution than before and thinking that perhaps the “13th Rallye des Alpes” had been aptly named. It was now 5am, and following the gruesome incident of the Bristol, combined with general fatigue, our morale was at rock bottom. I had difficulty in keeping awake at the wheel and our average began to fall. But then came the early morning sun — first touching the mountain peaks around us and then gradually spreading down into the valleys. Our spirits and average speed rose with it. But the road never seemed to be straight for more than a few yards at a time. Continually winding along gorges or hairpinning up and down

the sides of cliffs, we found

that the precious minutes gained earlier in the night were slipping away from us one by one. To add to our worries we began to overtake some of the slower cars, many bearing evidence of minor collisions with solid objects during the night, and then only fifty miles before Monte Carlo, the end of the first stage, I suddenly noticed the red warning light on my petrol gauge flashing. We had hoped to get through without refuelling again but the continuous use of second gear both up and down this last long series of passes must have had a disastrous effect on our fuel consumption. Disastrous was certainly the word. As far as we knew there was no petrol in the next forty miles and there was obviously no hope of covering that distance on what was left in the tank. We were almost in despair and could picture the brief line that would appear in the motoring papers : ““One of the XK120s failed to reach Monte Carlo having run out of petrol in the mountains’. But it was our lucky day. At Peira-Cava, a tiny hamlet 5,000 feet up in the Alps, and

miles from anywhere, we came on a petrol pump in full working order, and after a quick fill were able to proceed on our way with one of our nine lives gone! The Monte Carlo control hove into sight just two minutes before we were due to clock in after a thrilling ride along the main Riviera road from Menton with our Klaxon scattering the holiday traffic from the road in front of us. At the control we learnt that this first stage had already proved too much for many of the cars, only 83 having clocked in there. Of these only half had got through on time and were unpenalised. Most ofthe crews were completely exhausted, and we certainly felt that after 103 hours continous driving, sleep must take priority over the many attractions which the playground of Europe had to offer. The second day’s run to Cortina in the Italian Dolomites was the longest of the whole Trial, 450 miles,

and it included a stretch on and Bergamo on which our to just under 70mph with a of it over which one had to

the autostrada between Turin average speed was stepped up timed kilometre in the middle record the maximum possible

al speed. With twenty minutes in hand at the time control at Turin I set about adjusting my front brakes which were beginning to grab on one side. It was nearly the end of our Alpine Trial as the jack suddenly went through the road where it had been softened by the terrific heat of the sun. We only just managed to get the wheel nuts on and tightened before the tyre came down on the road. Had the wheel been right off the car would have come down on a brake drum and stuck there, completely immovable. The net result of this misfortune was that the twenty minutes was completely wasted and the brakes remained unadjusted. Just as we clocked out of the control someone thrust a free glass of beer into my hand. By the time I could take a gulp at it we were out on the autostrada with the speedo needle over the 100mph mark — quite a good testimonial to the suspension of the car — and to my thirst — that not a drop was spilt! The Flying Kilometre special test was rather terrifying. In a typically Italian way the road was open to normal traffic going in both directions and the competing Rally cars, travelling at their maximum speeds, hurtled in and out amongst them. The faster the cars the more handicapped were they by the presence of the other traffic, but nevertheless the Jaguars put up the four fastest times, with our own just first at 109.6 mph. The best Healey recorded 95.6mph and the best Sunbeam-Talbot 84.3mph, British cars winning four out of the six classes. The final section of the day from Bolzano into Cortina was one of the toughest in the whole Trial. In last year’s event only one car, a Citroen driven by Gautruche, succeeded in covering it in time, with Donald Healey and I, who were next best, just two minutes late. This ime I

determined to go flat out the whole way in an attempt to beat our bogey time. The 120 proceeded in a series of terrifying power slides on the loosely-surfaced road but over the Mendola Pass to Vigo we just kept up to schedule. Then came in quick succession the Pordoi, Lana, and Falzarego Passes, all of which turn and twist incessantly and give no chance to really open out. Because of the dust they were kicking up, overtaking other competitors became a hazardous and nerve-racking business. One’s only guidance as to where the road went next was from occasional flashes of chromium plate glinting back through the haze from the car ahead. Another difficulty was the number of tourist cars coming against us, but here our Klaxon saved the situation. My wife kept it going almost continually and it usually gave just enough warning of the Jaguar’s hectic approach to change a probable collision into a near miss. But from the number of smashed wings and side panels that we saw on parked cars it was obvious that some ofthe competitors ahead of us were perhaps not as well equipped with horns as ourselves.

To our amazement we reached the Cortina control with four minutes in hand, a truly remarkable tribute to the performance and controllability of the 120 as it transpired that we were the only car in our class which got through in time ... But we had paid a price for it. Our rear tyres were very nearly finished and it was obvious that they would never last out until St. Moritz where we had arranged for extra tyres to be waiting for us. The two spares with which we left Marseille were already on our front

wheels

as, having had

a few minutes

in hand

at

Bolzano, we took the opportunity of changing them. We had reached Cortina on the Saturday night, and the

next day was supposed to be one of rest for the crews as it was considered too dangerous to run the Trial on a Sunday. We spent practically the whole time searching for a pair of 6.00 x 16 tyres and were lucky enough finally to run a pair to earth. We hoped that during the next day’s run to Innsbruck we should be able to make up sufficient time on some stretch to get them on to our rear wheels. The Regularity Hill Climb which had been postponed from Mont Ventoux was due to be held up the first pass after leaving Cortina on Monday morning. This was the very winding and loose surfaced Tre Croci. With an almost cold engine, the car having been in the closed park

for 36 hours, I didn’t feel inclined to extract the absolute maximum performance, but even so our climb proved to be the fastest recorded by any car. In addition we came nearest to our bogey time on handicap and consequently were placed first. After the Tre Croci Pass the road wound continuously along the side of a gorge with a most unpleasant drop to the river below. It was obviously going to be a very tight section and everybody was travelling flat out in an attempt to reach the time control on the Austrian border on schedule. This race against time soon took its toll. Gatsonides, (Sunbeam-Talbot), until then unpenalised, was parked by the roadside with a broken halfshaft, and shortly afterwards we passed Gordon Wilkins (Healey), also with no marks lost until then, with the front end of his car considerably bent. It transpired that he had taken his foot off entering a corner and then found that the throttle was jammed wide open by a stone which had dropped into the linkage. He had the choice of going over the side into the gorge or hitting a stone wall, and chose the latter. Habisreutinger’s Jaguar was also put out of action when, coming fast round a bend, he found the way completely blocked by a haycart. His car demolished three of the stone pillars protecting the outside edge of the road and came to rest balanced half over the edge! But the worst crash of all was Potter’s. Overtaking another car he was suddenly completely blinded by the dust thrown up from its wheels. His Allard went straight over the edge and out into space. Luckily he and his codriver Gill landed in some undergrowth. The car was a wreck when it came to rest. Our starting number being

113

Above:

Ian

Appleyard

accompanied

Donald Healey on the 1949 Alpine,

sharing the driving of his new “Silverstone” model. But for two minutes lost at a level crossing, they would have won a Coupe des Alpes. Had that happened, Appleyard would have won six Coupes in a row! E.I. Appleyard

Despite

their

disappointment,

Donald Healey (in the cricket cap) and Ian Appleyard manage to raise a haggard smile for the cameras. Only one car gained a Coupe in 1949

(Gautruche’s

Citroen);

the

Healey came second. E./. Appleyard

ahead of Potter’s we were at the time unaware of this disaster and reached the Italian/Austrian border time control just ahead of schedule. Competing cars are usually allowed through the frontiers without being stopped, their customs papers and passports having been sent ahead for stamping with an official

114

in the early morning.

We were,

therefore,

hor-

rified to be stopped by an armed sentry with the information that although our customs papers and Pat’s passport were in order, my own passport had been mislaid and could not be found. After a few minutes of frantic argument they finally agreed to accept my international driving permit as a temporary passport and allowed us to proceed on our way towards Innsbruck

Pal where the matter would have to be straightened out.

AUSTRIA

... AND BACK TO ITALY

Cursing all customs officers we sped on towards the Gross Glockner Pass feeling that this confusion might easily finish our attempt, as without a passport it seemed impossible to get through the remaining three frontiers before the finish. However, other worries soon banished thoughts of passports from our minds. We still had not found time to change our rear tyres which were now quite smooth, and for the rest of that day we kept our fingers crossed against the possibility of punctures. Then finally a fast stretch of road into Innsbruck gave us the few minutes we needed to change our rear wheels, and when the car went into the closed park that night we felt that it was once again in perfect condition to face the three days still left ahead. But there was still the matter of my missing passport. Everyone blamed everyone else for it, but it still could not be found. That evening was spent in hectic attempts to get another temporary passport from the Consul in Innsbruck, but as usually happens on occasions like this he was away on holiday. Phone calls were then put through to Berne to ask the Swiss Government to allow us through their frontiers without a passport, and a temporary

arrangement was made on these lines. But next morning, just as we were leaving the closed park for the first section over the Brenner Pass an official ran up to say that the Customs themselves had found my passport and that it would be waiting for me at the next frontier. Once again our spirits rose and we felt that given reasonable luck we might yet win the event. But within an hour we were again in despair. After crossing the Brenner Pass our route lay over the Passo di Monte Giovo, a little-known and very poorly surfaced mountain road leading to Merano. During the descent ofthis Pass the road deteriorated to such a degree and became so dangerous with a completely unprotected 1,000 feet drop on the outer edge, that in order to save

the brakes I changed down into bottom gear. I realised too late that to run continuously at over 4,000rpm downhill in bottom is asking too much of any gearbox. Mine endured about three minutes of this harsh treatment and then with a fearful screech the car came to a shuddering halt. That really did seem to be the finish. The gear lever was locked absolutely solid and there we were miles from anywhere with only about half an hour to get into the Merano time control over 30 kilometres away. But it pays never to give up hope. After standing for three

highest obstacle so far, the famous Stelvio Pass on which the road twists up through 50 or more hairpins to an altitude of over 9,000 feet. The top seven kilometres ofthe climb were due to be timed as the second part of the special test described earlier. In the lower reaches of the Pass the absence of bottom gear did not bother us as the zigzags were long enough for us to get up enough speed in second to carry us round the hairpins, but about two kilometres from the top the road goes up an almost vertical cliff where the hairpins follow each other in quick succession. At this altitude the loss of power was appreciable and the engine was beginning to slog painfully at very low revs as we staggered round each succeeding corner. Finally, on one very severe hairpin, it passed out completely and there we were in the middle of a timed climb with points disappearing at the rate of 300 per minute if we exceeded our time. There was only one thing to do. Risk using bottom gear and face the possibility of getting jammed in again. To our amazement the lever snapped straight into first when I tried it, and with our

spirits rising again I accelerated away with some encouraging revs once more showing on the dial. Changing into second was again nerve-racking. Would the gear lever come out or not? With an encouraging snick the question was answered, although at each end of

the next ten hairpins we said a little prayer as we changed into bottom. But it worked perfectly each time and we thankfully roared past the flag at the top of the climb and began to breathe more freely again. My wife had taken an approximate time for the ascent on her stop watches, and a bit of quick mental arithmetic showed us that we were now in a perilous position. Our initial reluctance to use first gear during part of the timed climb and our enforced stoppage in the middle had lost us many precious seconds, and of our 19 minutes for the tests we had now only 6 minutes 58 seconds left to do the 7 kilometre climb of the Col de Vars on the last day ofthe Trial. But that was two days away and we had a more pressing problem to occupy our attention immediately. That was to get down the other side of the Stelvio and into the time control at Bormio within the allotted time schedule for the section. We just managed it and then entered the last section of the day which ended for the night at St. Moritz. With a few minutes in hand there we took the opportunity of re-fuelling with some first class Swiss petrol, and then to our horror found, on leaving the garage, that

or four minutes and letting things cool off we tried again,

we were once again jammed into first gear. There was no time to do anything as we were due into the control in about half a minute. We crawled up to it, had our card stamped and then luckily found that the closed park was

and after some frenzied tugging managed to get into neutral. All the other gears appeared to be working perfectly and so we set off determined to keep out of bottom at all costs. At Merano we were just on time and then set off for the

about one mile away and that we had to drive to it. On the way there I renewed my struggles with the gear lever, and to our great relief managed to get it freed again. Just two more days to go. Would the gearbox last out? Apart from the occasional jamming in first, everything

is

=, appeared to be in order and the rest of the car was in perfect condition. Given reasonable luck and by using bottom only when forced to do so we felt that at any rate we might reach the finish. So far we had been on time everywhere, and having lost no marks were still in the running for a Coupe des Alpes awarded only to those cars which get through an Alpine Trial on time everywhere and with all the components in perfect working order at the finish. That, of course, was going to be the snag. Would bottom gear work satisfactorily for the final inspection at Cannes? If not, it meant a penalty of 50 points. And there were still over 600 miles of almost continuous mountain passes between us and the finish with a last day in which the section appeared to have been specially arranged to finish off the chances of anybody still in the running for an Alpine Cup. But on the other hand the opposition was weakening. We were comfortably in the lead of the big car class and the only ones unpenalised over two-litres. More than half of the original starters had already either crashed or retired, and most of those cars still running were beginning to look rather battered. The 120 was so far unscratched but it was soon to lose its

showroom appearance. Leaving

St. Moritz

on

the Wednesday

morning

was

almost torture. The blue waters of the lake and the dazzling green and white of the ice on Piz Corvatsch high up above the town made us all wish to linger there instead of tackling the dusty road over the Julier Pass towards the first control of the day at Disentis. But starting times are unalterable, and carefully avoiding bottom gear we left the closed park dead on time. With a few minutes in hand at Disentis we had time to give the car a thorough check before starting one of the most critical sections of the whole event. In previous years the speed average in Switzerland has been lower than other countries, and even at the 45kph then required for the big cars we had found this section over the Oberalp and Furka Passes to Gletsch a pretty hectic piece of motoring. It is complicated by the fact that the road is narrow, loosely surfaced and dusty the whole way and that the ascent of the Furka Pass is one of the main tourist attractions of Switzerland. Consequently there is always a constant stream of buses on the pass which cause frequent delays to competing cars. With the rally average this year at 60kph in the big car class it was generally thought that the section was completely impossible, but the doubters had not taken into consideration the phenomenal performance of an XK Jaguar. In the 63 kilometre section we achieved a record number of near misses, and from the language and gesticulations in some of the cars coming against us it appeared that certain tourists were getting more than a little ured of having to take continuous avoiding action. On sections such as this in France and Italy, the majority of normal road users pull into the side in order to give

116

competing cars a clear run through, but the Swiss seemed to take the attitude that they had as much right on the road as ourselves and consequently we were being baulked continuously. After Andermatt the position was not helped by the presence of a large column of Swiss army trucks on the road, and we were even stopped by an officer who ordered us to travel more slowly. He was, I think, a little annoyed to be greeted by a burst of mocking laughter and shower of stones from our back wheels as we shot away. More slowly indeed! What was the point of setting an almost suicidal speed average and then warning people to

take it gently? It was surely incumbent upon the organisers and Swiss authorities to reduce the speed average if they were not prepared to police the road and take reasonable safety precautions. Gletsch,

the control

marking

the end of this section,

lies in the valley at the foot of the Furka Pass and is in sight for perhaps ten minutes as the road winds tortuously down the mountain side towards it. At the side of the mighty Rhone Glacier dominates everything, and here the bus traffic was at its worst. Running very short of time we were continually being baulked by vehicles refusing to move over, and then with only three minutes to go to get into the control, and with still four zigzags to go down, we got in behind a simply enormous coach occupying almost the complete road. With both of our horns going frantically we darted from side to side trying to induce the driver to make way but he wouldn’t, and the

seconds ticked by remorselessly as we crawled along behind. Almost too late he finally relented and we reached the control with less than a minute to spare. Again we were the only big car to have got through, and consequently increased our lead in the class. The final obstacle of the day was the notorious Col de la Forclaz leading over from Martigny to Chamonix. Although not very high this pass is steeper than most and its hairpins are amongst the most acute in the Alps. This fact was nearly our undoing. In an attempt to rush one of the lower corners in second gear and thus save having to change into our doubtful first, I got the car into a vicious front wheel slide and with a sickening crash went head on into a retaining wall. We had visions of smashed headlamps, burst tyres, a shattered radiator, and in all probability damaged steering, but when we jumped out to survey the damage it was miraculously confined to one side where the wing and bumper bar had taken the main impact. Although one of the headlamp glasses was resting against the stone it was somehow unbroken, but the worst

feature of the crash was that the wing had been smashed down onto the tyre thus stopping the wheel from turning. We frenziedly pulled and tugged at the twisted metal, and using the wheel brace as a lever eventually freed the metal and were able rather gingerly to set off again up the pass. To my great surprise the steering seemed to be unimpaired, but the front wheel was obviously slightly

One of the all-time classics of rally photography — NUB 120 storms down the Furka Pass, the Rhone Glacier glinting in the sun, during the 1950 Alpine. George Moore was in the right spot at the right time. The Motor

buckled, and looking over the side I could see it wobbl-

ing. Very soon we began to smell burning rubber and found that on one lock the wheel was still fouling the wing. Not caring to risk a burst tyre on this tricky ascent we stopped by some hefty looking hikers who added their strength to ours in an attempt to straighten things out still more. Our joint efforts succeeded in getting about a quarter of an inch clearance between the wing and tyre, and I was once more able to start hurrying in an attempt to regain some ofthe precious minutes which we had lost during our face-lifting operations. The Swiss/French customs passed the car through without stopping us, and with Mont Blanc towering up into the blue sky above we shot through Chamonix and on towards Megeve at which control we had about two minutes to spare. The car having been locked away in the closed park for the night, we went offto make arrangements for the local

garage to have the mechanic standing by at 6am next morning in order to cut away that part of the wing which,

although not now touching the tyre, was still dangerously close to it. Later at a reception for the Rally competitors we learnt from

officials that, apart from

the baby car class, there were

British,

in the whole

some now

Trial which

Dyna-Panhards

in

only two cars, both

had not

lost a single

mark. These were our own Jaguar in the big car class and a 1500cc H.R.G. driven by Shepherd. The Dyna-Panhards which were doing so well had an air-cooled horizontally opposed two-cylinder engine of only 745cc and yet they seemed to be able quite comfortably to maintain the 30mph averages required in their class. One of them actually achieved a speed of 72mph on the Flying Kilometre,

and their times on the hill climbs

were usually better than the majority of cars in the next two classes larger than themselves. The first section of the last day’s run was a long one and included the ascent of the highest pass in Europe, the Col de l’Iseran. We were not, however, unduly alarmed at

the prospect of wasting a few minutes in a garage having

Lay

=~, our wing cut, as I knew the road ahead well and was confident that we could make up quite a considerable

amount of lost time. It was none the less exasperating on leaving the closed park on the Thursday morning and taking the car straight to the garage that the mechanic should break his hacksaw blade almost at the first stroke! The fitting of a new one seemed to take ages, but at last the offending portion of the wing dropped into the road and we felt happy that at least that trouble was now over. As anticipated we were soon able to make up the seven minutes our stop has cost us and reached the control at La Chambre in good time to fill up completely with petrol and check the car over for the worst section of all, a fairly short one including the Col du Glandon, Col de la Croix de Fer and the Col du Galibier. Last year with the Healey we had got in only by the skin of our teeth, and the Jaguar this time would have to be two minutes faster even than that because of the relative handicap. In addition this year we were faced with a detour of over one kilometre round a bridge which had collapsed, and no extra time had been allowed for this by the organisers. Obviously, therefore, there was cause to hurry, and once again the ‘XK’ was asked to perform to the maximum. At the top of the Croix de Fer, just 25 kilometres out of La Chambre, we found that we had taken 26 minutes — not so good. We were one minute now behind schedule. On the descent we lost even more time, particularly after seeing the wreckage of one of the baby Renaults which had crashed badly about half way down. About ten kilometres of fairly decent road road in the valley before the start of the Galibier helped matters a little and

we

started

the climb

to the 8,000

feet high

control at the top ofthat pass very nearly back on time. At this point we experienced two misfortunes. A flying stone from a car we were overtaking hit the diaphragm of our Klaxon horn and put it out of action. This meant that Pat had to lean over and press the horn button on the steering column at every corner, as I found that I had my hands full keeping the car going in the right direction on the very loosely surfaced road. At almost the same time our speedometer cable broke and we were thus unable to get a mileage reading from the trip indicator. Usually by comparing the reading on the trip with the reading on one of the stop watches, both of which were set back to zero at every time control, it was possible at any time to tell if we were ahead or behind schedule. Now we were completely in the dark and just had to blind along and hope. With only three minutes to go before our next clocking time there was still no sign of the control and we could see the road zigzagging on above us. To add to the difficulty we suddenly entered a stretch of road under repair where the surface consisted entirely of jagged rocks and potholes. With the seconds ticking remorselessly by I daren’t slow down, and with every part of the car audibly protesting we bounced and slithered our way round

118

hairpin after hairpin hoping against hope that the control was not far ahead. One minute to go and still no sign of the yellow warning flag. 45 seconds. Pat was beginning to read off each individual second now and the position seemed hopeless. The rear wheels bounced and spun; the car shuddered its way round another corner. 30 seconds. Then suddenly — the flag. With just seconds in hand we heard the comforting sound of our route card being stamped and then we were off again through the long tunnel at the top of the pass and down the other side towards Briancon. A close shave that one, but a Coupe des Alpes was still a possibility. Possibility, yes, but certainly not a probability. The Col de Vars lay ahead and with it the third part of the special test, the greater part of the time for which we had already mortaged on our Stelvio climb. At Guillestre in an attempt to save weight we gave away the jerry can of petrol which we were carrying under Pat’s feet in the passenger's compartment in case we suffered a punctured fuel tank anywhere. It was as well we did. Those four gallons of petrol on board would probably have cost us our Coupe des Alpes, for as we neared the finishing line at the top of the climb Pat was once again reading out the seconds. We had only 6 minutes 58 seconds for the climb and it was already 6 minutes 50 seconds when we saw the finishing flag on the road above us. 6 Minutes 50, 51, 52 — almost there now. Mind this corner. 55, 56, 57. Done it!

Just one second to spare in a matter of 19 minutes — rather a close call. The next section down the other side of the Col de Vars and then on up the tortuous Col d’Allos was quite a relief after that but we had only two minutes in hand at the desolate control point at the top of this last pass before the finish. From there onwards it was just a matter of keeping going. We learnt from a Rally official as we started the descent that, apart from the tiny Dyna-Panhards, our car was the only one still running which had not lost a mark. The frightful Galibier section had shattered the hopes of the only other survivor, Shepherd, and our nearest rival in the big car class was now over 900 marks behind us. By the time we reached the final control at Cannes the news had reached there, and as I brought the Jaguar to a

halt beside the last time clock, Pat was presented with two large garlands of flowers. But we had not quite finished yet. Was all our equipment still working? I knew the gears, apart from the doubtful

first, were

O.K.

The

horn

...

yes,

it tooted

encouragingly. Sidelamps ... yes. Tail lamps ... yes. Headlights ... only one on. Press the dipper someone ... O.K. Screen wipers ... yes. And now all that remained was the spotlight ... no response when the switch went down. I dashed round to the front and saw to my horror, that a stone had gone right through it and that the bulb was smashed. With only a few minutes left before our check-

ing time and with our

Coupe des Alpes hanging in the

balance, I did the fastest bulb change of my life, and as

the lamp flashed on I think the whole crowd breathed a sigh of relief with us. The only remaining doubt now was first gear, but to our immense relief it worked perfectly at the final check. One final test remained. An acceleration and braking test on the quayside at Cannes the following morning. We took our first run fairly cautiously and recorded the best time by a matter of only one second, but in the second attempt I really turned loose the whole 160 horse power and used up what little remained of our tyres. The net result was the best time of the day, some ten percent better that any other car. And so the great adventure ended. Of the 98 starters only 38 ever reached Cannes and most of these presented a sorry spectacle of torn wings, dented bodies, smashed lights, and tyre treads hanging in tatters.

Slightly battered, NUB 120 returns to London. This victory for Britain generated much excellent publicity for Jaguar, and for the next three seasons the Appleyards were Britain’s leading partnership in the world of rallying.

Above:

The winners: Ian and Pat Appleyard at Cannes, having just won the 1950 Alpine.

~,, Phe ‘‘ancient Klaxon” mentioned in the story was from a car owned by Appleyard senior many years before, and had been lying in the stores at Leeds. lan Appleyard even went to the trouble of writing to Leonard Potter on Ernest Rankin’s behalf, to ask for a picture of the wrecked Allard. Rankin does not seem to have received it. Perhaps it was not surprising, for Potter took a long time to recover from his injuries, and his shoulder would never be quite the same again. Arthur Gill’s injuries were less severe. It is interesting to note that the poor Allard was not Potter’s regular works K-type but, as Tom Lush has pointed out, the V12 first driven by Commander Silcock in the 1939 RAC Rally. The Appleyards won no fewer than twelve trophies in making best performance of the rally. Only on the Stelvio were they beaten, when they were trying to avoid using first gear. On that climb the over-3000cc class was still won by a Jaguar, the Barslays’ XK 120, which came twenty-first in the final reckoning. The only comparable performance in the 1950 rally year, by a Jaguar driver, was that of Jacques Herzet who finished fifth in the gruelling Liege-Rome-Liege Rally in an SS 100! In September, Appleyard competed in two more home events. He won a first-class award in the Lancashire and Cheshire

Car

Club’s

Lakeland

Rally,

but

the

best

performance was put up by J. Kingston Whittaker’s spartan Railton Special which won the premier award named (after the most successful Jaguar rally driver of the ‘thirties, who had been killed in the war) “The Jack Harrop Memorial Trophy’. Then NUB 120 was even

120

more successful in the East Anglian M.C.’s rally to Clacton, in which Appleyard beat Gil Tyrer in the streamlined ex-works BMW by a whisker to take home the Butlin Trophy for best performance. J.P. Chapman beat Appleyard and Tyrer on the tests but as his Mercurypowered sprint car was a “‘special’’ he could not qualify for the premier award in this, the first postwar longdistance event in Britain. With November came an even more competitive event, the Motor Cycling Club’s 1000-mile Rally. Mancunian Geoff Holt was the winner, driving an MG TD with Stan Asbury; but the Appleyards were a very close second. Like the original ““RAC’’, the MCC Rally ended at Torquay; but the route through Wales was difficult and foggy, and many competitors lost road marks. So ended the Appleyard’s outstanding season. Entries for the third post-war Monte Carlo Rally were coming in fast. Strictly for touring cars, the 1949 and 1950 events (both won by Hotchkiss) had not attracted William Lyons’ eye. However, the entry list for 1951 contained two eye-catching names — L.G. Johnson and S.C. Moss in Jaguars.

The XK-engined Mark Seven saloon had been announced at the 1950 motor show, and it seems likely that the entries were placed early to avoid disappointment — for the “Monte”? was oversubscribed in those days. In December, in a short announcement, it was stated that the MK VIIs would be non-starters, so Johnson and Moss would be without wheels. Another Jaguar would surprise everyone at Monte Carlo though ....

Chapter Seven

1951 Racing

t seems strange now to think that, even as private owners around the world were getting their first experience of XK motoring, the Jaguar XK120 itself was becoming obsolete as a car for racing. After the performance at Le Mans in 1950 it had not taken Lyons long to authorise Heynes to proceed and build a team of three lighter, more streamlined, and more powerful cars

for the following year’s Grand Prix d’Endurance. These remained a well-kept secret throughout the winter of 1950/51. After all, Jaguar Cars Ltd was making big news

anyway. Most significant was the announcement of a project to expand the business and move, during 1951/2, into a factory nearly twice as big as the existing one. Such was the demand for the XK120 that the whole system of its body construction had been changed to cope with the large quantities needed around the world, especially in America. From barely five thousand units a year, Jaguar production would rise quickly to ten thousand and more — unaffected by skilfully-handled factory move. The MK VII — prima ballerina |as one editor dubbed it] of London and New York in 1950 — was not yet in full production, however, and was “‘overlapping”’ with the interim (though very attractive) MK V models. For the dramatic market assault planned, the desirability of putting Jaguar on the world map was more apparent than ever. To win Le Mans must be one of the most effective ways of doing so, Lyons reasoned.

Jaguar was still a small company, however, and William Lyons had seen other firms go down. His organisation was close-knit, and financially “‘tight’’. Strict limits

would be imposed on the use of time, money and people if Jaguar

was

to go motor-racing,

just like any

other

company project.

The 24-hour race of Le Mans had already shown itself to be rivalled only by the Monte Carlo Rally as THE motoring event of the year. The top priority of Jaguar’s racing programme was therefore going to be to win at Le Mans, and capitalise on the worldwide publicity at a time when full production would ensure sufficient and regular supplies from the new factory. The 1951 speed season began as the new competition cars were taking shape behind closed doors. Leslie Johnson, fresh from his own 24-hour effort, came up with another idea — to return to Montlhery and drive as quickly as reasonable for one hour. The engine of his white XK120 was stripped and rebuilt with 3/8-inch lift camshafts,

8-to-1

Aerolite

pistons,

and

several

other

improvements. On test it produced 184bhp at 5500rpm. An aero-screen was fitted for this “observed” run. An alloy cockpit cover was made up. A streamlined undershield and a driving-mirror cowl were added (though in the circumstances a mirror would seem superfluous). The tyres were 6.00 x 16 buffed R1 racing tyres which Dunlop’s Norman Freeman recommended to be set to a

aa

Bae pressure of 55lbs per square inch. Fuel was 80 octane. On 12 March, Johnson completed his one-hour run, from a standing start, at 131.20mph. The flying-start figure was 131.83mph and the fastest lap was accomplished at 134.43mph. During the winter, Clemente Biondetti had been developing his Jaguar Special. The damaged works XK120 undoubtedly provided a number of useful “‘spares’’ while it was hors de combat — at least until Lofty England arranged to send out the various parts he needed. In the Giro di Sicilia on Ist April, the 2.6 Ferraris dominated the

race with Vittorio Marzotto leading Piero Taruffi home. Fourth was the reliable Cortese/Frazer Nash partnership. There was no love lost between Cortese and Biondetti, and the latter was quietly angry that his rival of many years should now be the most successful Italian driver of a British car (especially when, later on in the year, Franco Cortese won the Targa Florio, now back where it belonged, on the “short”? Madonie circuit). In the roundSicily

event,

however,

Biondetti

with

co-driver

Vinci

could manage only eighth place. The Jaguar Special gave no serious trouble but seven minutes were lost at the very start, simply sorting out a faulty battery connection. On 10 April he wrote to England: “I got back from the Giro di Sicilia still feeling very feverish, and have not so far felt like talking about the race. I caught ’flu on the Thursday beforehand but had no time to go to bed, and I set offin

the race with a temperature of 38°.” (About 100.4 in Fahrenheit). He perked up later-on in his letter, asking Jaguar to get the Mille Miglia organisers to give an assurance that they would not permit what had happened in Sicily — namely the issue of 74 instead of 80 octane fuel. After the last fill-up, in Messina, it had begun to affect his engine’s performance.

Of course,

every competitor

had

had to contend with the problem. Biondetti was well enough to take part in his local speed event, the Firenze-Fiesole hillclimb which he won,

breaking the course record. On 28th April he was in his usual good spirits for the start of the Mille Miglia. The ever-active Leslie Johnson was back in Brescia too,

accompanied by young Stirling Moss, each there to drive an XK120. Tommy Wisdom was ringing the changes, sharing an Aston Martin DB2 with his regular partner, Anthony Hume. Of “Nick” Haines there was no sign; he had had enough of tough high-speed Continental road races. Certainly, the one that was about to take place would live up to its reputation. John Lea and Frank Rainbow brought the cars, accompanied by Phil Weaver in one of the prototype MK VIIs. It was an uneventful journey apart from their having to turn back on the newly-opened Mont Cenis Pass because of a fresh snowfall; they put the cars on the train at Modane instead. Italy seemed warm to them, almost like summer. Their first taste of Italian enthusiasm came when they went back to the cars after visiting a Milan bank. “‘They were swamped with onlookers”, Rainbow remembers. “‘I got

2

to my car with difficulty, and then had to persuade its two occupants to get out. I think they thought it was Italian because it was red’’. If he had added that HKV500 had been painted specially for Nuvolari, who knows how they might have feted him? Rainbow had never ridden in a race before. He was immediately impressed by Moss’s ability and quick reactions. Both cars were taken for practice runs from Calino,

where the Count Aymo Maggi always made the British teams welcome; afterwards it was decided to stiffen-up the rear end of each car as much as possible to reduce the effects of high-speed bumps with full petrol tanks. “Jack Lea and I were wrapping cord around the springs, standing in a pit about an inch deep in water — a fact that Leslie Johnson pointed out to us. It was quickly pointed out that he was wrong; it was sweat we were standing in. It

was midday and very warm, and suddenly some cool drinks appeared. He’d got the message.”’ The fact that Jaguar did not invest in a reconnaissance of the route can have little bearing upon what happened within

twenty

miles

of the start,

in the pouring

rain,

where the Castiglione road joins the old Brescia to Venice highway. First to “‘lose’’ his car was Ascari in one of the new 4.1litre Ferraris. Having enough trouble handling the beast,

he had found himself blinded by headlights pointed into the road by spectators wanting to read the numbers. Then he struck oil, deposited by one of the smaller cars. The Ferrari hit several cars and spectators, one of whom died,

and of course Ascari was out of the race. Presently, Johnson and Lea crashed at the same corner. Frank Rainbow remembers how much Stirling Moss was enjoying the drive. “I had every confidence in him. We got on well (and we remained firm friends). We had passed a Ferrari and I remember noticing that Italy had still got a lot of postwar repairs to do. We crossed one Bailey-type bridge at about 100mph and the sound was as if all the planks had upended themselves. The road was glistening and there was still hardly any daylight. Our disaster happened quickly, on the approach to a lefthander. Stirling did wonders with the wheel but to no avail. The crowd parted, and we hit a Topolino parked where there would otherwise have been an escape road. As we got out to inspect the damage, Jack Lea ran over from Leslie Johnson’s car which had gone off too, and we

all got out of the way and watched the antics of the last few competitors.” Johnson’s car had wrecked its fuel tank and would not be going on. Moss’s was drivable after Rainbow fixed the throttle linkage which had moved when the engine did, on impact. “We rejoined the race, but Stirling soon found that there was virtually no lock to the right. The road was drying but we still overshot the first open garage, where Moss had decided to stop. Reversing rapidly proved our final undoing. Excessive rotation caused the reverse gear

Above:

Clemente Biondetti breaks the record for the Firenze-Fiesole hillclimb, April 1951, in his new special with Jaguar works engine, Biondetti-cum-Ferrari chassis frame, and a charac-

teristic F2/sports Ferrari 166 body complete with coil-spring bonnet securing clips.

Another view ofthe Biondetti Jaguar special, in slightly later form.

The works Jaguar engine fits neatly under the Ferrari bonnet, still with the early-type 1} inch SU carburettors.

Mille

Miglia

convoy

1951:

Lea and Frank Rainbow French-Italian frontier. C.P.

John

near

the

Weaver

Below:

At Calino, Brescia, Count Maggi’s home and the British teams’ base, April 1951. Johnson and Lea had a single-piece windscreen, Moss and Rainbow the regular-pattern aeroscreens. Both crashed, at the same place.

> all bush to seize on its idler shaft. There was a modification later as a result of our experience, but that was no help at the time! It took Stirling and me ages to get the floorboards up and the gearbox lid off. We did disengage the seized gear but, by the time we had removed the mangled bumpers and cleared the body from the wheels, we realised the first control would be closed. We made for Brescia reluctantly,

realising at the crash scene

that the

other Jaguar must have gone back too. In Brescia we must have taken a wrong turning because we found ourselves at the top of a flight of stone steps. Not daring to try engaging reverse, Stirling drove quietly down the steps and into the square. Jack Lea and I had an eventful run to Calino, as my car suddenly began issuing smoke from behind the seats. This turned out to be the throat-mike equipment shorting.” Eventually Phil Weaver returned with the MK VII from a journey down the course to provide service (which had not, of course, been needed), and the trek home was achieved without major incident — and without Rainbow engaging reverse! Clemente Biondetti’s race, with the works-engined special, lasted slightly longer but ended no less suddenly. The car had behaved well in the wet but the combination of high speeds and bumpy roads caused flexing of the tubular chassis — “‘as primitive as a de Dion-Bouton”’, Biondetti later joked in a letter. The end came after 140km when the movement was so great over one bump that the fan cut straight through the bottom water hose,

and the engine was soon “‘cooked”’. This distinctive-looking car, with its XK-type jaguar’s head bonnet badge above a Ferrari grille, and co-driven by Cortini,

was

the last car

to start,

and

carried

the

number 437. The official race results show that eighteen cars started in the over-2-litre class of the 1951 Mille Miglia, and that only three of them completed the course. Besides

the

three

‘‘works-connected”’

cars,

a

Manchester branch, who came up with the idea of C.J.P.Dodson to drive Broadhead’s car. George Wicken, Neville Gee, Oscar Moore, Bill Holt, and David Murray

made up the XK120 entry, although the last did not materialise. (Ecurie Ecosse was not formed until the following year). As expected, it was the stylish Stirling Moss who won. Only one other competitor showed

such form, and that

was Charlie Dodson. From the start George Wicken led from Moss, Walker, and Hamilton with Dodson moving forward quietly from the ruck. After three laps Moss moved ahead for good. Wicken fell back; then Walker made a pit-stop with throttle

control

trouble.

That

was

at half-distance,

at

which point Dodson had passed Hamilton and was close behind Walker. The final order was:

Moss (Jaguar). Dodson (Jaguar). Hamilton (Jaguar). Wicken (Jaguar). Johnson (Jaguar). Rolt (Healey- Nash). Parnell (Aston Martin). Holt (Jaguar). Wisdom (Jaguar).

=

) Allard (Allard). ) Gale (Healey). eS ee RS COM SP Oo ON O ) Gee D (Jaguar).

) ) ) )

Oo © N—

Watkins (Allard). Moore (Jaguar). Walker (Jaguar). Curtis (Allard).

Stirling Moss wins at Silverstone in the steel-bodied car, May 1951.

fourth

Jaguar — the private XK120 of Gatty and Fantuzzi — was listed as an early retirement. Was there a lesson for Jaguar all this? The third Daily Express Silverstone race meeting was to be held at the beginning of May, rather than in August, and while Johnson and Moss had time to get home in readiness, their Mille Miglia mounts had not. However, the first steel-bodied car, JWK 675, was converted from left-hand controls (it had been tested by The Autocar) and

prepared for Stirling Moss to drive, using engine number 1333-8 which gave 196bhp at 5750rpm on test. Johnson was

entered

with

a works

‘“‘press”’ car,

KHP

30, and

Walker and Wisdom were back again with their regular machines. There were several privately-owned XK120s at Silverstone in 1951, including one shared by Duncan Hamilton and Philip Fotheringham-Parker, and another owned by Jack Broadhead who competed only in rallies and trials himself and had entered the car for J.Allan Arnold. The latter was to change his mind at the last minute and it was

George White, top man

at Henlys’

liz

Walker leads Hamilton, in 2nd and 3rd places, before Walker’s pit-stop.

Leslie Johnson working hard to finish 5th.

There were twenty-five classified runners at the end of this one-hour race for the over-2-litre cars. Once again there had been a separate race for the smaller cars in which Frazer Nash Le Mans Replicas took the first five places with Gil Tyrer sixth in the streamlined ‘Brescia’ BMW. Roy Salvadori led initially but rolled his Frazer Nash at Stowe Corner. Bob Gerard then led until overtaken by Tony Crook. Then came Jack Newton, Eric

126

Winterbottom and Bob Spikins. Moss and Dodson averaged 84.50 and 83.65mph respectively, but Crook’s 83.63 was good enough to take a theoretical third place in the remarkable Frazer Nash. If Moss’s brilliance had been expected, then Dodson’s was the greatest possible surprise. Charlie Dodson, winner of the 1928 and 1929 Senior TT motorcycle races and later a successful driver of the 750cc supercharged works

Ze

iy

Above: Drive of the day in the 1951 Silverstone production car race was un-

doubtedly that of Charlie Dodson

seen here overtaking Neville Gee. Guy Griffiths

Jack

Broadhead

and

Charlie

Dodson have reason to look happy. Phil Weaver (with briefcase) shares the savoured

moment.

|ga)

~, single-seater

Austins,

had

not

raced since the war.

His

steady advance to beat all but Moss had Broadhead leaping with delight. The other competitors were impressed, to say the least, thinking they had better keep their eyes open for a great comeback; but Dodson’s would be a “‘one-off” event. He never raced again. It was at this famous meeting that the Formula One final was washed-out by a freak rainstorm; but it had remained dry for the two production-car races. By now, Jaguar XK120s were appearing in many parts of the world

and, while often successful,

were

far from

impressive when driven by inexperienced owners who could not cope with the handling, the braking, or the power. Joska Bourgeois, the importer for Belgium, was particularly incensed by the antics of some of her customers and towards the end of May she pleaded with Coventry to lend the leading Belgian racing driver, Johnny Claes, a properly-prepared works car for the forthcoming Spa production car race. Of the privateers, it was reported that one had crashed en route to the circuit, another went off three times in the race, and a third pulled into the pits at the first sign of rain. This certainly proved the validity of the request, which had resulted in HKV 500 being sent over. Claes drove it at Spa and won with ease. A fortnight later, on 17 June, Tom Wisdom took his XK120 back to Oporto. In all, three Jaguars were present — his, Hamilton’s and Wicken’s — but none lasted the distance. Elevated to the tide of ‘“‘Portuguese Grand Prix”, this race provided the great Ferrari marque with yet another victory, the driver on this occasion being none other than Casimiro de Oliveira — the pre-war SS Jaguar 100 competitor. Hamilton and Wisdom went on to Le Mans where the 24-hour race was to be held the following weekend. There they would drive for Healey and Jowett respectively. The programme for the 1951 Le Mans race included factory entries Cunningham,

in the names Frazer Nash,

of Allard,

Aston

Martin,

Healey, Jowett, Porsche, Re-

nault and other manufacturers. The four Jaguars were entered by: Peter Walker of Kingsland (No. 20, co-driver Peter Whitehead), Robert Lawrie of London (No. 21, codriver Ivan Waller), Stirling Moss of Tring (No. 22, co-

driver Jack Fairman) and Leslie Johnson of Dunstable (No. 23, co-driver Clemente Biondetti). There

was,

however,

no

indication

of works

entries,

and the picture illustrating the entries was of the Walker XK120, JWK 977, in road-going trim. On the day before the race began, Autosport told its readers: “In spite of rumours as to the existence of a much lowered and larger-engined Jaguar, it seems pretty certain that the Coventry concern will pin its faith on the well-tried XK120 model with the high-compression head permitted by the use of 80-octane fuel. At the time of going to press, no details had been issued as to the

128

First in the Spa-Francorchamps production car race, popular Johnny Claes with the old red workhorse HKV 500, 20th May, 1951.

modifications (if any) to the Le Mans cars.” It really had been a well-kept secret.

The Jaguar XK120C had been taking shape all winter ever since Lyons had given Heynes the go-ahead at Earls Court, where the MK VII was having its premiere. The chassis frame was completely new — tubular for the most

part, with

drilled

channel-section

base members,

and a stressed scuttle to add rigidity to the centre-section and prevent vertical distortion. Through Phil Weaver’s instigation, another ex-Bristol man,

Malcolm

Sayer had

joined Jaguar, and his attractive body design for the new car was better-streamlined and lighter than that of the XK120. Suspension and steering were a great improvement, too, and the two leading-shoe brakes were selfadjusting at the front for wear. Centre-lock wire wheels, still not to be seen on Jaguar road cars, added to the businesslike appearance of the three new Jaguars, which were made with about six weeks in hand, at the old Swallow Road factory. One of the advantages of being a well-established motor business was the ability of Jaguar’s General Manager, Arthur Whittaker — one of William Lyons’s closer colleagues, who had worked with

him in Blackpool — to negotiate the manufacture and supply of special equipment speedily and at favourable

Rare sight: Louis Chiron at the wheel of Dr. Tinsley’s XK120 for the Ulster Handicap at Dundrod, June 1951. He was handicapped out of the results in a near-standard car. A certain young driver called J.M. Hawthorn won easily in a TT Riley.

Two Malcolm Sayer models of the Jaguar XK120C.

129

NtAS Ve

eae

e

Above:

C-type side elevation.

Left:

The first C-type, with unlouvred bonnet.

small faults, oil loss through the gearbox breather was considerable; and it was felt the breather itself should be

repositioned as Walker had had a faceful of oil. The engine dipstick was difficult to locate and read, and the bonnet release needed attention — both very much “pit manager points’, directly affecting pit stop performance. It was noted that the top water hose kept collapsing, suggesting pressure build-up in the header tank. England suggested doing away with the throttle spindle support bush on the scuttle and having a support bracket mounted on the inlet manifold instead. (The spindle

rates. Once a design feature had been agreed and drawn,

it did not take long for the prototype component to appear. Another advantage for Jaguar was the availability of MIRA, the motor industry’s research facility at Lindley aerodrome, just off the A5 near Nuneaton. There were as yet no prepared test circuits, but the proving ground did have a perimeter track. After an initial road-test (carried out by Ron Sutton just before he left the company to prove military vehicles for Alvis) and a visit to Silverstone, the XK120C was run in the evenings and early mornings by Lofty England, and track-tested at Lindley. On 16 May, for example, Moss did thirteen laps and Walker twenty, getting down to equally good times quite quickly. Moss did a 1 min 55.6 lap, Walker 1 min 55.5. England then did three laps himself. He reported that he and the other two drivers had all experienced pronounced (but acceptable) oversteer. Driving position was good but there was criticism of the pedal layout for “heel and toe” operation. Of several

130

extension rod had come adrift from the bush during the test). He concluded his report: **...the car would perhaps handle better with 650 x 16 rear tyres while retaining 600 x 16 at the front. I also think the rear suspension could be stiffened-up slightly with advantage.” On 7June, tests were carried out at Lindley again with Walker driving. Alfin brake drums were tried initially for 22 laps of the perimeter, and the result was a “‘long”’ pedal, but no brake judder as previously experienced. These drums were removed and the regular cast iron ones fitted. Walker did ten more laps. This time, England’s report concluded: “Driver reports

light judder on heavy braking but pedal reduced and steadier braking action; also brakes with cast iron drums preferable to Alfin... Driver: expressed great satisfaction with improvement in suspension and handling since last test and satisfied with performance in general.” Again England had tried the car himself and was happy with it. With only a few more test runs, the three new cars were ready to go. It all seems too easy to have been true. It very nearly was!

MIG?

Above: Lofty England warms up XKC 001 for Silverstone test. F.R.W. England

Top:

First C-type nearing completion. The straps were moved to the top of the bonnet for Le Mans.

Wet drive for Peter Walker at Silverstone: Phil Weaver, Bill Heynes,

and Lofty England in attendance.

131

Claude Baily (glasses) at Silverstone, Spring 1951, watches while Lofty England briefs Jack Fairman. The underbonnet conference is between Phil Weaver (left), Joe Sutton and A.N. Other. F.R.W.

England

Opposite:

Tidier underbonnet C-type The Motor

Below: Close-up

of 1951

view

works

of early

car, still

with small twin-SU carburettors. Bonnet straps still haven’t been moved.

A completed 1951 Le Mans car.

133

A completed

1951 Le Mans car.

1951 team (left to right): XKC 001, XKC 002, and XKC 003, about to leave Swallow Road for Le Mans. The Motor

ee

iii

tdiddedtagens

Pa ;

7

Lofty England with XKC 003 at the pit-counter during practice.

Works representation for Le Mans was small or, to use today’s parlance, cost-effective. Lofty England, Jack Em-

had all been selected (in conjunction with the ‘“‘entrants’’)

erson and Phil Weaver drove the three cars, Bill Heynes

were no less creditable for being a little slower than those of their partners. In fact, it was apparent right away that the Marchal headlamps were quite inadequate for the task, so bravery had quite a lot to do with lap times. Towards the end of first practice, Biondetti came to rest out on the course with a seized engine. A plug electrode had dropped into the engine, and John Lea had to rebuild it, helped by a young Englishman on holiday with his sister. He had offered their help in the Jaguar pits. His

drove his MK VII, and mechanics John Lea and Joe Sutton took a Bedford van as tender. They travelled via Newhaven and Dieppe. At Le Mans they used the Hotel de Paris, and its private garages. The only other works representation would be by William Lyons who would fly out later in the Dunlop plane with Joe Wright, as he had done for the Dundrod race in 1950. All three factory engines had shown more than 200bhp on 80 octane fuel with the car exhaust fitted, in Jack Emerson’s test shop, even though they were still breathing through the regular 13-inch SU carburettors. The fourth car, owned by Robert Lawrie, was a virtually standard XK120 — a genuine private entry. Peter Walker was the sensation of Wednesday’s practice, with a best lap of 4 min. 50 sec. on Jaguar’s timing —a lap speed of over 104mph in the dark, measurably quicker than Louis Rosier’s lap record of 1950. None of the other Jaguar drivers could better five minutes, though they all put up respectable times. Moss was nearest with a best lap at just over 100mph, and Leslie Johnson only fractionally slower. Whitehead, Fairman, and Biondetti

for their “long-distance”

capacity, and their lap-speeds

mother, it turned out, was French and he was fluent in the

language. With practice beginning to get fraught, he became an unexpected asset, helping Lea fit a new set of pistons. He would soon join Jaguar, giving up a modern languages degree course at Cambridge. He would be associated with Jaguar for nearly thirty years; in fact until late 1980, when the chance to “‘run his own show” (which

had eluded him, inevitably, after BL’s formation) presented itself and he became the head of Alfa Romeo for Britain. Lea

were

His name to work

capacity. Much midnight

was

Robert

together

oil was

Emanuel before

burned

Berry. He and

long,

in a private

after a decision

to

130

The privateers — Bob Lawrie and Ivan Waller, with their XK120.

change the headlamps, Marchal coming up with a muchimproved type after some sharp words from England. Everyone rolled up their sleeves. John Lea remembers Bill Heynes fabricating mounting plates for the new lamp units, which fitted differently. Moss’s car ran into the back of Morris-Goodall’s Aston Martin as they both avoided a rolling Porsche; this meant more work for the small Jaguar team. Incidentally there were several keen enthusiasts who were to become part of the Jaguar team at Le Mans, notably that Temple Press stalwart Eric Adlington, and Gerard Levecque. Levecque looked after the service department of the Paris distributor, Charles Delecroix, who “lent” him to Jaguar annually, his particular responsibility being refuelling and dealing with the French plombeurs. After practice, Lofty England planned a race schedule (including stops) for the works cars: Jaguar No.20

Mechanic: Joe Sutton. Chassis: XKC 003. Engine: E1003-84, developing 204bhp at 5750rpm. Drivers & planned lap times (day/night): P.D.C.Walker — (Dry) 5m. 5s./5m.10s. (Wet) 5m. 25s./5m. 30s. P.N.Whitehead — (as Walker). Jaguar No.22

Mechanic: Phil Weaver. Chassis: XKC 002. Engine: E1002-84, developing 205bhp at 5750rpm. Drivers & planned lap times (day/nght): S.C.Moss — (Dry) 5m. Os./5m. 5s. (Wet) 5m. 20s./5m. 25s. J.E.G.Fairman — (as Walker and Whitehead).

136

Jaguar No.23.

Mechanic: John Lea. Chassis: XKC

O01.

Engine: E1004-84, developing 202bhp at 5500rpm. Drivers: L.G.Johnson

Cone

schedule) (No set set lap lap speed s schedule).

The famous Le Mans start was based not upon practice times but upon engine capacity, so there were more than a dozen bigger machines — including Allards, Cunninghams, Ferraris, and Talbots — between the Jaguars and the open road that disappeared to the right under the Dunlop bridge. Nevertheless, the works Jaguars got away well, and the order at the end of lap one was:

1) Jose Froilan Gonzalez (Talbot-Lago). 2) Stirling Moss (Jaguar). 3) Tom Cole (Allard-Cadillac). 4) Eugene Chaboud (Talbot-Lago).

5) 6) 7) 8)

Clemente Biondetti (Jaguar). Pierre Meyrat (Talbot-Lago). Peter Walker (Jaguar). John Fitch (Cunningham).

On lap four Moss passed the bulky Argentinian and Biondetti moved

ahead of Chaboud

to take third place,

Cole’s Allard having hit a bank and lost time. “These new Jaguars look and sound wonderful. They are vindicating the fantastic speeds put up by Peter Walker which received scant attention in the French newspapers’, wrote Autosport’s patriotic editor Gregor Grant in his report. “The Coventry-built 2-seater is not only holding the Talbots and Ferraris, but looks like giving them a real thrashing. It must be a proud moment for Bill Lyons...” It certainly would have been a proud moment had

aN Piowem>.

gece

seer Rae

Drivers and cars in Le Mans itself (left to right): Fairman, Biondetti, Johnson, Moss, Walker & Whitehead. General view of the 1951 start, with the C-types out of the picture. No 21 is the Lawrie/Waller XK120.

Left:

Levecque fills while Sutton and Walker reach for the bonnet-top straps. England manages. Stylish Stirling Moss creates a new lap record, in XKC 002.

Lyons been aware of it, which seems unlikely. The Dunlop ‘plane had been held up by bad weather, and the Jaguar chief was not to make it to the pits at Le Mans, for the first time in his life, until well into the night when the

scene would be rather different. At 8pm, after four hours racing, the Jaguars lay first, second, and third, their pit-stops slicker than the now Talbot’s. Fairman led from Whitehead and Biondetti, the latter having stayed at the wheel for a second session; but the 52-year-old Italian was out of luck. He was lapping at a regular 4 min. 57 sec. when, suddenly,

he noticed

the oil pressure

falling; he nursed

his car back to the pits, fifty laps completed. A quick check by his old friend John Lea revealed there was oil in the sump in plenty — but why was it not being pumped around the engine’s working surfaces? Disconnecting the oil gauge pipe showed no pressure in the main gallery;

138

whatever needed mending could certainly not be rectified with the tools carried in the car. Biondetti’s race was over. By midnight, Moss and Walker were back at the wheel. The Jaguars were still in complete control, each within a minute of schedule. Suddenly, Moss was overdue. He was busy on the twistier section of the course and couldn’t be looking at the pressure gauge all the time. He knew one car was out, but did not know why its oil pressure had gone. It was at Arnage corner on Lap 94 that Moss felt the bang as a connecting rod snapped. He managed to get to the grass at the side of the road but that was the end ofhis race. He and Fairman had led almost from the start; now it was up

to the Peters, Walker and Whitehead. Before

trouble

had

set in, the Jaguar

drivers

would

work their way ahead of schedule, to allow for the next pit-stop. Now Walker was maintaining it.

) Hall/Navone (Ferrari), 4m.56.5s. ) Gonzalez/Marimon (Talbot), 4m.57.2s. ) Cole/Allard (Allard), 4m.59.2s. ) Chaboud/Vincent (Talbot), 5m.1.1s. 9) Walters/Fitch (Cunningham), 5m.5.1s.

10) Levegh/Marchand 10) Chiron/Helde

(Talbot), 5m.5.3s.

(Ferrari),

5m.5.3s.

12) Meyrat/Mairesse (Talbot), 5m.7.3s. Unofficial times (identifying individual Jaguar drivers) Moss, 4m.47s. Walker, 4m.48s. Fairman, 4m.53s. Biondetti, 4m.55s. Whitehead, 4m.56s. Johnson, (no drive).

The final race order behind the Jaguar was: Talbot, Aston, Talbot, Aston, Healey-Nash, Aston, Ferrari, FerThe winners: Peter Whitehead and Peter Walker, Le Mans 1951.

The root of the failures had been a copper delivery pipe in the sump; vibration had caused it to fracture, leading, almost instantly, to dry bearings. Steel was used for that pipe subsequently. For the rest of the race the pit-team was on tenterhooks; but already the serious opposition had shot its bolt, and Walker and Whitehead simply had to concentrate on driving steadily on, keeping the engine in its least vibrant revolution bands. With just over three hours to go, Walker went quickly for a lap and the timekeepers missed him next time round; but all was well and soon he came in to hand over to Whitehead for the last time. Whitehead circulated calmly,

well

clear

of the

remaining

Talbots

and

the

advancing Astons, and several seconds after 4pm on Sunday, 24 June 1951, Jaguar achieved its historic objective. “Biondetti had stayed with us in our pits after his retirement,” recalls England. ““The joy of seeing Jaguar win brought tears to his eyes.” Peter Walker and Peter Whitehead had averaged a record 150kmh (over 93mph) and the previous outright circuit record, 4 min 53.5 sec. by Louis Rosier (TalbotLago) in 1950, was beaten only by Moss, Walker and Fairman. The best lap times were:

rari, Aston, and then, in eleventh place, another Jaguar! Quietly, but by no means unnoticed, Lawrie and Waller in XK120 Number 21 had circulated regularly at 132.8kmh — a speed high enough to have won the race two years before! Brake adjustments and repairs to the exhaust had caused only slight hold-ups, and the two amateurs covered exactly 118 laps apiece. The relief that one Jaguar had survived to win handsomely was tempered by the knowledge of how easy it would have been to lose; but that experience was yet to come, and William Lyons gave a small celebration lunch at the Hotel de Paris on Monday before Peter Walker and his wife drove home in the winning car and put it in Henlys’ showroom in Piccadilly. Later the car was taken to the South Bank Festival of Britain and given a place of honour in the transport pavilion. A

elsewhere

cars

) Moss/Fairman (Jaguar), 4m.46.8s. ) Walker/Whitehead (Jaguar), 4m.47.0s. ) Fangio/Rosier (Talbot), 4m.54.3s. Pm CON ) Biondetti/Johnson

(Jaguar),

4m.55.3s.

weeks

later

one

of the

team

cars,

with

the

in international

dominated

Formula

motor-racing.

Three,

and

True,

the HWM

British

was

putting up a good show in Formula Two; but in Formula

One Grand Prix racing, there was only the the V16 BRM and the organisation behind its first public appearance, the car had Silverstone startline. Now, a year later, two came

Official times (fastest twelve)

few

winning number “20” painted on it, was taken on a Silverstone lap of honour by Moss and Walker at the big meeting of the year, the British Grand Prix. Jaguar’s Le Mans victory spotlit Britain’s shortcomings

to the start,

but they were

complexity of it. In 1950, at failed on the cars not only

in at the finish, too.

Starting at the back of the grid, for they had not arrived in time for practice, the BRMs came fifth and seventh. “Reg Parnell and Peter Walker saved the day for British motor-racing. Their heroism in sticking to their task whilst suffering from agonising burns will enable the BRM designers to go ahead and modify the cars to make

oe)

=, them completely raceworthy.’’ Unfortunately this “tonic”, as the ever-optimistic Gregor Grant called it, brought BRM no nearer to glory, and the project was to be sold by its administrative trust to Alfred (Rubery) Owen the following year. At the time, however, it looked as if Grand Prix racing was taking on a new lease of life, with the 44-litre Ferrari beating the all-conquering but thirsty 14-litre supercharged Alfa Romeo fair and square for the first time. BRM took new hope from their result (though the cars had covered only 85 laps at Silverstone to the winner’s 90) and soon announced that the British team would be at Monza for the Italian Grand Prix. One driver who tested the BRM at Folkingham aerodrome at that stage was Leslie Johnson, who declared himself “most impressed”. It was a rather pointless exercise,

a

= LOBOS THEAAOG

eal a

2Whee tt 4

ea

atti Heedeae

ait ee fia pine 3 Ri Tha tiesf

however, for the Italian race was due to take place on the day after the RAC

Tourist

Trophy

Race, and

no driver

could hope seriously to take part in both. Apart from Le

Mans, the TT was the most important race in Jaguar’s 1951 programme, and Johnson was, of course, due to drive at Dundrod. The brave Peter Walker was also a nominated Jaguar entrant and he turned up in Belfast with a big galosh to protect the foot he had so painfully burned in the British Grand Prix. As the previous year, the T.T. was run on a handicap system related to engine size. This proved reasonably fair except that, once again, the MGs and Jowetts in the 14litre class could be seen to have a much stiffer target than the Jaguars, Aston Martins, Ferraris, and Frazer Nashes.

Similarly, the Allards were handicapped out of contention before the start. The Le Mans ‘‘C-types”’ — as the XK120C models were becoming generally known — had been rebuilt and their engines now had the steel internal oil-delivery pipes. These were the nominated entries (with bench-test power outputs shown for the re-worked engines): Car No.7: XKC 002 for Stirling Moss. Engine: E1002-84 (203.5bhp at 5500rpm). Car No.8: XKC 003 for Peter Walker. Engine: E1003-84 (200bhp at 5500rpm). Car No.9: XKC

001 for Leslie Johnson.

Engine: E1004-83 (204bhp at 5500rpm). The race immediately developed into a_ repeat performance. Moss went ahead on the first lap and was never passed, with Walker and Johnson following in disciplined fashion. On handicap Lance Macklin, giving Top left: Jack Fairman at the Dundrod pits, with Jack Broadhead’s XK120.

His big chance: Rolt gets an England-type comment as he sets off on a practice session in a works Jaguar at Dundrod. Between them, Stirling Moss looks relaxed. On the left are John Lea and Peter Walker. On the right Claude Baily chats to Jack Cupples of Victor Ltd., Jaguar’s Belfast distributors. F. Rainbow

140

Frank Rainbow (/eft), Stirling Moss, and Claude Baily (far nght) look pensive, while Mike Hawthorn tells Phil Weaver a good story. (But for his exclusive Ferrari contract, Hawthorn would have signed-up with Jaguar a year later. As things turned out, he joined the Coventry team for 1955, co-incidental with Moss going to Mercedes).

Johnson and Lea, Dundrod en

1951. mmpenicumumupeld

Ppa

a.

Johnson (XKC 001) leads Stirling Moss (XKC 002) and Peter Walker

(XKC 003) into the long straight from the start of the 1951 TT.

A real road circuit, Walker (No. 8) and ...

the new Eberhorst-designed Aston Martin DB3 its first outing, crackled along strongly in second place only to come into the pits with the exhaust system dragging. This was repaired temporarily, but Macklin retired later after a look under the bonnet. “‘It is reported /wrote the laconic Wilson McComb] that the exhaust system has broken up,

although the exhaust note is unchanged.”’ From then on, Moss and Walker ran first and second,

but Johnson dropped back. Quite apart from his concern that he might be called upon to fly to Italy to drive the BRM next day, his own health was none too good at the time. Lofty England took a quick decision; he had nominated a reserve driver, Tony Rolt, against each ofthe

142

team cars. Now was the time to use him. Rolt and England had first met when “‘Bira”’ was selling one

of his

ERAs,

“‘Remus’’,

in

1938,

and

England

demonstrated and ultimately delivered the car to the young Tony Rolt, who had spent several years enduring and escaping from German prisoner-of-war camps. Now in “civvies” again, Rolt was regaining the name he had made for himself as a top single-seater driver before the war. He had also driven well at Le Mans in Healeys, England noted (in 1950 and 1951), and run a close second

to Walker at Silverstone in 1950 driving the Haines XK120 — his only Jaguar drive to date. He had expected to drive that car again in the 1950 TT, but Haines had

Poll crashed it in practice. Now Rolt was having his second “on spec”’ trip to Ulster and this time, though he had never driven the car before, he had impressed everyone by his practice speed. Tony Rolt leapt aboard and proceeded to win back lost places to such effect that he brought the Jaguar up to fourth on handicap, only the superb Bob Gerard (Frazer Nash) breaking Jaguar’s 1, 2, 3 domination — just as he had done in 1950! Rolt’s sports-car lap record was 5 min. 9 sec. (86.4mph) compared with winner Moss’s 5 min. 14 sec. (85.0mph) and the outright record of 4 min. 44 sec. (94.0mph) set by Farina in the GP Alfa while winning the Ulster Trophy three months earlier — a record that was to stand for over four years. Behind Rolt came two of the greatest Ulster drivers of all time. Ernie Robb, sharing Donald Pitt’s Frazer Nash,

and Bobbie Baird who had borrowed Jean Lucas’s 2.6 Ferrari: both drove brilliantly to take fifth and sixth. This year the XK120s were the also-rans, with Jim Swift's car coming thirteenth on speed and fifteenth on handicap at 72.92mph after hitting a bank and losing time changing a wheel and tidying up the damage. The only other XK120 — Jack Broadhead’s car, driven by Jack Fairman — crashed twice; the second time, at Leathemstown, it was for good. So the new Jaguar had won on its second appearance —

a great result that helped to drown the death-knell being sounded at Monza where it did not seem to matter who had been asked to drive the treacherous V16 BRM;; it

would not take part in the Italian Grand Prix anyway. The 1951 TT top-ten finished thus:

Unofficial order (on speed) & driver

Car

Av. speed (mph)

Official H.cap position

1) Moss

Jaguar

83209

l

2) Walker 3) Johnson/Rolt

Jaguar Jaguar

82.57 81.31

2 4

4) 5) 6) 7)

Ferrari Frazer Nash Aston Martin Frazer Nash

79.28 79.16 79.15 78.16

8) Thompson

Aston Martin

78.06

9) Peacock/Ruddock

Frazer Nash

15.55

10 )Clark

Aston Martin

75.44

6 3 7 5 8 9 10

Baird Gerard Shawe-Taylor Pitt/Robb

To make

it three-in-a-row

for the Jaguar XK120C,

a

single car was entered for the late September Goodwood international meeting. Moss was the driver in the model’s first race in front of aUK-mainland

it all look too easy. involving a handicap the standard XK120s forthe places. Meanwhile, since Mans,

Clemente

crowd, and he made

In fact he won two short races, one which he overcame quickly, and left and the Frazer Nashes to squabble his ‘one-off’

Biondetti

had

C-type drive at Le expressed

his

under-

standing when England had told him that all the C-types were needed for Ulster and none could be spared for the clashing Targa Florio which, he said, was more

suitable

for medium-sized machines anyway. In a letter he reported finishing second to his friend Bracco’s 4.1 Ferrari in the sports-car class of the 13.7km Susa-Mont Cenis speed hillclimb in July, ahead of the Ferrari of Antonio Stagnoli and the Jaguar XK120 of Luc Descollanges. The

... Moss (No. 7), out in the country during the 1951 TT.

143

ma, “Biondetu Special” had overheated, however, and Biondetti had been changing-up below 4000rpm. Nevertheless another second place was gained shortly afterwards, on the 2l-mile climb of the Italian side of the Grand St. Bernard Pass. In the Giro delle Calabrie road race

Biondetti/Bigi completed the single 450-mile lap in seventh place overall, despite the failure of one of mountings between the Ferrari-based frame and the big Jaguar engine. In fact the Jaguar special was third in its class behind two Ferraris (Palmieri and Mancini) and well ahead of Cole (Allard) and Ruggeri (Maserati). A week later, on 12 August, the XK engine ran its bearings during another road race, at Senigallia on the Adriatic. Unfortunately, the parts to repair the unit could not be flown to Italy in time for the Targa Florio, but the car was in acuion again in time for the Raticosa speed hillclimb, which started at the Bologna side of the pass, which was more familiar as a downhill section of the Mille Miglia (although it had, occasionally, been used from north to

Theoretical World Sports Car Championship,

south, too). “On this occasion, after Ikm, I noticed that the dynamo had stopped charging and the temperature gauge was rising quickly. I was about to stop but, as the engine was not protesting, | drove on to the top avoiding excessive use of the lower gears, and arrived with the water temperature gauge showing between 130° and 140°, the pump and dynamo belt having failed. I checked the parts afterwards; valves, pistons, everything had stayed intact. Simply marvellous.” Sadly, Biondetti was to be out of luck in his final race of the season, at Catania, too.

1951 may not have been Biondetti’s year; but it had been the year of the Jaguar XK120C in racing. There had been four classic long-distance races and, if these had been allocated points on the system that was to be applied from 1953 (the first year of the world sportscar race championship),

then the 1951

champions

1951

Marques

Mille Miglia

Le Mans

Jaguar Ferrari Frazer Nash Lancia

_ Ist(8pts) 2nd(6pts)

Ist(8pts) ~ _

Talbot-Lago Aston Martin

-

2nd(6pts) 3rd(4pts)

Maserati

=

a

Targa Florio 2nd(6pts) Ist(8pts)

ime Ist(8pts) 6th(1pt) 3rd(4pts)

Total 16 15 12

= =

= =

:

6 6

4

3rd(4pts)

=

4

2

Most things had gone right for Jaguar in 1951. would

144

would

have been Jaguar:

be different. Coventry would

1952

learn a few lessons.

Chapter Exght

1951 Rallying

here was no rally championship yet, either, but

Wood

1951

them driving Jaguar XK120s. It was the revived RAC Rally (the first since 1939) that Jaguar most wanted to win, and NUB 120 was the car to

was

to prove

to be Jaguar’s greatest-ever

season of rallying. Of course the ““Monte”’ was still open only to touring cars, and the Mk VII was not yet available; so the Appleyards forewent any desire they may have had to compete in the winter classic that year. The obsolescent

MK

V came

up trumps,

however, with Cecil

Vard of Ireland finishing third. A similar car driven by trials specialist Wally Waring accompanied by Jaguar dealer Wilfred Wadham came ninth. France’s most active dealer by far was Henri Peignaux of Lyon; he took his first of several victories, in April, driving an XK120 in the Rallye du Soleil-Cannes, a Jaguar-dominated event. The Appleyards shipped NUB 120 out for that month’s Tulip Rally. The third in the series, this Dutch event had eluded Ian Appleyard twice and victory had gone to Ken Wharton (Ford) on both occasions. In this “‘nothing-tolose’’ situation, the Appleyards did not put a wheel wrong and won convincingly from the Swiss, Habisreutinger, in another XK120. This time it was Wharton who made the mistake, putting his Ford Pilot an inch or so out in one of

the final tests, much as Appleyard had done the year before. The Leeds pair scored another “‘revenge”’ in May, when they won the Lancashire A.C.’s Morecambe Rally from Geoff Holt (M.G.), the man who had beaten them in the 1950 MCC event. The Appleyards could not attempt the overlapping Scottish Rally in which Leslie

beat Alex

do it. There

were

McGlashan

no

for top honours,

fewer than fifty Jaguars

both

of

entered;

thirty-seven of them were XK120s. Among the Harrogate starters was “‘J.M. Lyons (XK120 Jaguar)”. John Michael Lyons was William Lyons’ son and, of course lan Appleyard’s brother-in-law. The first test was at Silverstone where, the Autosport reporter

opined,

“‘several

of the XK120

Jaguar

drivers

were more concerned with turning the test into a race and many got into trouble on the bends. Appleyard was conspicuously fast and unobtrusive, and Bertie Bradnack,

Frank

Grounds,

R.S.

Henson,

D.

O’M.

Taylor,

J.M.

Lyons, Edgar Wadsworth and Lew Tracey (all in Jaguars) looked as if this sort of stuff came naturally to them.” Incidentally Dick Henson (Ferodo’s competition representative) was driving the Broadhead ex-Silverstone car. At Rest-and-be-Thankful,

‘““Henson did a fine 71.5 secs,

which was equalled not long afterwards by Ted Lund driving J.M. Lyons’ XK120, after Ian Appleyard had put up a perfect climb of 70.5 secs’, Autosport noted. There was no General Classification as such, but the least-penalised at the Bournemouth finish were:

1) E.I. Appleyard (Jaguar) 109.61 2) P.H.G. Morgan (Morgan) 112.99

Cecil Vard, 3rd in the 1951 Monte

Carlo Rally in a MK V Jaguar. Behind him at the prize-giving are (left) F.S. Barnes of the RAC and A.K. Stevenson of the RSAC.

Below Third

in 1951

(when

this picture

was taken) the old MK V came back in 1953, and finished fifth. So impressive were these performances

that Jaguar

supplied

Cecil Vard

with a works MK VII for the next few “Montes” after that. gE

a4 Se Tre reere

‘SENDER EOS H RRR

Dw

=

'

These Jaguars took the first four and sixth places in the Rallye du Soleil-Cannes in April 1951. Winning car (/e/t) was driven by Peignaux and Montabert.

3) 4) 5) 6) 7) 8)

W.A.G. Goodall (Morgan) 114.55 D.C.T. Bennett (Jaguar) 116.30 B.E. Bradnack (Jaguar) 117.30 E.B. Wadsworth (Jaguar) 117.37 J.M. Lyons (Jaguar) 118.11 H. Sutcliffe Jaguar) 120.12

Another XK120, driven by the Huddersfield girls Mary and Anne Newton (soon to become Anne Hall) came next, winning the ladies’ prize narrowly from Nancy Mitchell’s H.R.G. No-one could call the RAC a tough rally though, and the Appleyards were treating it very much as a workout for the Alpine Trial — the great mid-season event that had become such a Jaguar speciality. There were more Jaguars in the Alpine, too, with ten

entered. Appleyard’s was not the only one with “‘factory connections’’, however. A most unusual pairing was that

of W.A. McKenzie/M. Gatsonides. Bill McKenzie was motoring correspondent of The Daily Telegraph. He had competed in several rallies and in March

1951 approached

Ernest Rankin, anxious to bor-

row a car. It looked like a serious approach, with several suggestions as to a possible partner for him. Maurice Gatsonides of the Netherlands had indicated on previous occasions that he would like to drive a Jaguar, and

Appleyard had recommended him; so Rankin asked McKenzie to team-up with him. Somehow, the priorities of newspaper reporting began to outweigh those of a competitor, and there was some ‘“‘pressure”’ from Rankin before it was confirmed that Gatsonides would replace a photographer in the second seat; only then was McKenzie assured of an XK to join NUB 120 and the similar car of the Swiss

pair Habisreutinger

and

Horning,

forming al

team entry. All this led to the factory providing a little unofficial help for 1951. After all, Rootes and other teams had taken the innocuous action of sending the odd ‘film team”’ around the route on press plates — and this time Jaguar would make a film ofthe rally anyway. So Rankin sent the chief photographer Colin Wrigley with young Alan Currie, that new lad in the sales department, as the rally support crew. “Needless to say we weren’t allowed to set off in good time’, recalls Currie, “that might be considered skiving. I drove to the boat, then on to Paris

where I thought Colin could take over. He set off down the route nationale at a steady 35 to 40mph and, on being urged

to get on with

it, he admitted

he had only ever

driven his old Morris. Eventually I took over or we wouldn’t have reached Marseilles before the start ... we had,

I think,

eight brake

drums

with us, as the great

problem was known to be drum distortion. During the

147

lan Appleyard working hard to win the first postwar RAC Rally.

rally, NUB

120 used them all, and the ones from our own ”

car (JWK 675, the Silverstone winner) On the fast 200-mile Dolomite circuit, the XK

120 of

Stafford privateer George Samworth hit a bridge and was badly damaged. The crew were none the worse; they allowed Appleyard a brake drum and two brake shoes. McKenzie/Gatsonides had Samworth’s two spare wheels when the pre-arranged Dunlop supply failed to materialise. Currie remembers an incident at Chamonix later in the trial; “I was trying to get the local tyre man to understand what was wanted, watched by the occupants of a black MK VJaguar.

In due course the young driver came across

and did the technical translation. He was combining a summer course at Grenoble University with a holiday, accompanied by his sister in their father’s car. He said he would gladly give up his degree course in modern languages at Cambridge to join Jaguar as he was so keen on motor sport .... That young man was the self-same Bob Berry, who had already shown his keenness at Le Mans. Later that year he did join Jaguar,

at the invitation of Lofty England; Berry

was to stay on his staff for a while working on overseas service problems with Ken Bowen, before moving to the publicity

office of Ernest

Rankin

who,

meantime,

was

having difficulty in explaining to William Lyons how things were going in the Alps! Alan Currie and Colin Wrigley were supposed to be sending messages back to Coventry, and Cable and Wireless Ltd. (who had provided assistance at Le Mans) were now geared-up to give Currie a special service, so he could telegraph what was going on. ““We tried several times to send information and succeeded once.” (That message reported that the British contingent had reached the start with the exception of Sydney Allard, whose J2 had bent its axle in a contretemps while Tom Lush was approaching Marseilles, and that McKenzie had just made scrutineering with the works XK120 and had made contact with ‘‘Gatso’’). “Thereafter we either had no time or no success. After-

148

wards Mr. Lyons still couldn’t understand why we had not communicated as arranged nor that we had been given insufficient money to keep telephoning.” With their tight schedule of genuine filming and unofficial service, they did manage to get quick telegrams back from Cortina d’Ampezzo on 16th July and Chamonix on the 18th to say that the Jaguar team was still “clean” — which

was the important news. On

the final day, the McKenzie/Gatsonides

car broke

ranks. A faulty waterpump bearing (the XK’s Achilles heel) had caused the car to run hot. Radiator fills became more and more frequent and eventually the cylinder head gasket blew. ““Gatso”’ did his best to make the control at the top of the Galibier Pass, realising that it would be worthwhile continuing, to be classed as a finisher, since no other team remained intact; but he did not make it.

That particular saga ended with Ernest Rankin having to smooth over not only the acrimony between “‘his”’ drivers but the matter of their respective expenses with Lyons. It was the last time Rankin would ever organise a rally crew speculatively. Ten crews reached Cannes without loss of road marks and of these the Appleyard Jaguar had made the best aggregate performance in the various timed tests, ahead of the Godfrey Imhof (J2 Allard-Cadillac) and Habisreutinger in the other “clean” Jaguar. There was no general classification, but class performance was based on a tiedeciding test at the finish and this led to lengthy press correspondence afterwards, for Walter Norton (XK120) of pre-war trials fame, Eric Winterbottom (in George Duff's Frazer Nash), and Ian*Appleyard shared the best time

of 29.6

seconds.

Norton

had

lost road

marks,

however, so one school of thought put Appleyard and Winterbottom as “joint winners’’. It was all rather petty, and it seemed all the more so subsequently when the popular

hotelier,

Eric Winterbottom,

was

killed a few

weeks later on the first lap of the Dundrod TT. What was so good for Britain was that seven of those ten Coupe des Alpes winners were British — two Jaguars

(Appleyard and Habisreutinger), an Allard (Imhof), an Aston Martin DB2 (Wisdom), a Frazer Nash (Duff), a Healey Silverstone (Wadsworth), and an HRG (Gott). The other three cars were a Lancia (Piodi), a Simca (Angelvin) and a Renault (Landon). In that great year of 1951, there was to be yet another amazing XK120 achievement. Following the success and good publicity from his race win at Spa, Johnny Claes arranged (through Joska Bourgeois in Brussels) to borrow a works

Jaguar

for the Liege-Rome-Liege or Mara-

thon de la Route in August. In the 'thirties the “Marathon” had gained a reputation on the Continent for its toughness but had attracted few British entrants, and that tradition was maintained when it had been revived in 1950. Organised for the Royal Motor Union of Liege by Maurice Garot, the rally was run on the simplest possible lines so there could be no doubt at all as to the winner. In its later years it did not go to Rome but turned east, on to the whitepowdered

hill-roads

of Yugoslavia;

but,

always,

it in-

cluded some of the most notorious Alpine passes and, over such difficult terrain, it was really a race. There were no night stops and, as John Gott once wrote in his notes as BMC Team Captain: “The intention of the organisers is that everyone should lose marks through being late, by setting an impossible average on Europe’s toughest passages in one long stage — just under ninety hours on the road’’. Ford’s Stuart Turner describes it in simpler terms: “Up to and including 1964 it was THE rally’. By that time, the rally was harder than ever, with intercontrol road distances bearing less and less relationship to those printed in the competitors’ itinerary and timetable. It was a car-breaker, and one year it even began to

look as if no-one would reach the finish before time ran out. Inevitably, with official displeasure getting stronger each year, the “Marathon” ceased as a road event — as the ‘Alpine’ would do later, though for different reasons. Back in 1950, the average speeds were not so high, nor the route so consistently hazardous, but then the cars themselves were less sophisticated; so, relatively speaking, there is no doubt that the Belgian concept of a rally was the ultimate one, even then. That first post-war “Liege” had been a victory for France, with Dubois and de Cortanze victorious in a modified Peugeot. Second place had been shared between a BMW, a Delage, and a Simca. Behind the, fifth out of thirty finishers, came Herzet and Baudoin in the leading British car. Jacques Herzet was a Belgian, and a great enthusiast, who liked his cars to be

different; having acquired a 34-litre SS Jaguar 100 for the Liege, he celebrated his success by arranging for it to be fitted with a most unusual special body afterwards. This outstanding performance in finishing fifth in the 1950 “Liege” is one of the least-publicised of SS 100 achievements, and I am grateful to Paul Frere (who worked

Joska Bourgeois in Brussels servicing) for identifying it.

for a while,

for

on Jaguar

Johnny Claes (dark pullover), Jacques Ickx, and HKV 500 after winning the 1951 Liege-Rome-Liege high-speed rally without loss of marks. It was Jaguar’s year in this tough event, taking the team prize and Ist, 2nd, and 6th places in the general classification. Returning

to the narrative,

it now

becomes

clear why

the 1951 “‘Liege”’ should be such an historic occasion for Jaguar.

Since the 1950 event, the XK120 had become more generally available in Belgium and Herzet had bought one of the first of them and again replaced the “Lyons

149

The

Tour

de France

Automobile

pro-

vided Jaguar with many successes. Second in class in the original event of 1951 were Colonel John Simone (righ() and Armand Schlee in the Colonel’s Geneva-registered XK120,

seen here at Luchon, about

to start out on the second day of this six-day event. Armand Schlee.

line’ with a totally non-Jaguar one. In fact, the smooth new fixed-head coupe body by the Belgian coachbuilder Oblin made the car instantly recognisable as a Ferrari! With this car, Herzet and Baudoin again entered for the great “road-race”’. The aforementioned works car for Claes was none other than the red “hack” car, HKV 500, which already possessed a proud pedigree. John Claes, jazz-musician and racing driver, and Jacques Ickx, motoring writer, made a great team. They made no mistakes, and completed the whole route without losing a single mark — the first and only crew ever to do so. There were 57 finishers that year from 126 entrants. Never again would there be so many; Garot would not allow the “‘impossible’’ to happen a second time. The special-bodied Jaguar of Herzet and Baudoin came second, and equal-sixth went to the French pair Laroche and Radix in another XK120 (followed, inciden-

tally, by Peter Riley's Healey, putting up the best all British performance to date). The only other British cars to finish in the top half of the results were two more Belgian-driven Jaguars. I have always felt that, despite the lending of that works car, no-one in Coventry ever quite appreciated the magnitude of this success. The explanation is probably that Mlle. Bourgeois had been injured very severely on her way back to Brussels from the German

Grand

Prix at Nurburgring.

Consequently she

would not have been on hand to whip-up the ready-made publicity. In any case, the Alpine and Le Mans victories were still making news around the world. While the “Liege”’ was strictly a one-off rally for HKV 500, NUB 120 was soon being put to work again. Journalist Gordon Wilkins navigated for Ian Appleyard in the London Rally, which they won with the only clean sheet. Having been let down when her navigator forgot the road-book, Pat Appleyard in another XK120 did not figure in the “London” results. The Appleyards did the Lancashire and Cheshire C.C. Lakeland Rally together a fortnight later, after which it was reported that “‘Ian was in the unaccustomed position of co-driver, but Pat did all

the tests and was a credit to her husband.”’ She won the

150

ladies’ prize. The fact that the Appleyards were seen to enjoy the home events as well as the “internationals” undoubtedly added to their popularity and stature as Britain’s top rally team. It would be impossible to measure the good they did for Jaguar, except in terms of their superiority over other regular Jaguar-driving rally folk. Even when a rally championship was introduced in 1953, Appleyard avoided the “Liege” because he was not prepared for himselfor a co-driver to risk losing as much sleep as one would probably need to do. It is surprising, though, that he did not “discover” the Tour de France Automobile, a splendid mixture of racing and rallying, inaugurated in September 1951 when Hache and Crespin (Jaguar XK120) won their class and came fifth behind three Ferraris and a Porsche. Next in the over-3-litre class came

John Simone, Jean

Estager, and Luc Descollanges,

all in Jaguars, finishing 8th, 9th and 12th overall — very good, but Appleyard would, surely, have done better? The Tour Auto was to produce some wonderful results for Jaguar a decade later, though. For the time being Appleyard had, in effect, won three of 1951's most important rallies and simply has to be declared the year’s unofficial rally champion. Those main rallies were:

January: Monte Carlo won by Trevoux (Delahaye). April: Tulip (Dutch) won by Appleyard (Jaguar). May: Lisbon won by Nogueira (Jupiter). June: RAC (British) won by Appleyard (Jaguar). July: Alpine won by Appleyard (Jaguar). August: Liege-Rome-Liege won by Claes (Jaguar). September: Tour de France won by ‘“‘Pagnibon”’ (Ferrari). In fact, Jaguars were well-placed in the events they did not win — third at Monte Carlo and fifth in the ‘Tour’, The Uruguayan diplomat Julio Nestor Sosa (Mk VII) was second in his class in the Lisbon, too. It was, however, the name Appleyard that was making Jaguar such a force to be reckoned with in the blossoming sport of motor-rallying.

Chapter Nine

1952 Racing

anufacture ofa limited run of “‘production” Ctype Jaguars had been planned throughout 1951, but the first examples were a long way from completion by the new year. One reason was the factory move. Only the three original C-types had been constructed at the Foleshill factory. Space had to be allocated within the production area of the “new” plant, the former shadow factory occupied by the Daimler Company Ltd at Browns Bernard

Lane, Coventry.

Hartshorn,

who

had been with the company

since its Blackpool days, was in charge of the assembly tracks; he and Phil Weaver were responsible for finding space and dividing the labour to make the C-type. The production rate would work out at an average rate of about one car a week from the late spring of 1952. Even as early as October 1951, Lofty England found it necessary to send William Lyons a note on C-type allocation. These are the comments he made upon the more serious of the enquiries:

E.J. Newton, Birmingham. He

has raced

consistently

with

Frazer

Nash,

with

reasonable success; he is proprietor of The Notwen

Oil Company.

Fred Ashmore, West Bromwich. Main Dealer for West Bromwich

proached me when the XK120C

and

who

ap-

was first mooted.

While Mr. Ashmore cannot be classed as a first-class

driver, he has had a fair experience on Maserati and E.R.A.

cars

since the war.

Guy Gale. This is the man who has raced Johnson’s old Talbot-Darracq quite successfully and is a friend of John Marshall, Marshall’s Garage, Shepperton-on-

Thames, who drove with Whitehead in the 1950 Le Mans Race. They approached us at the end of last year regarding the supply of an XK120 with which they intended competing at Le Mans this year and Mr. Heynes then agreed that a car could be allocated.

Gale, however,

had a serious illness at the

beginning of this year and thus did not compete at Le Mans or require a car. He has, however, now expressed his keeness in obtaining an XK120C. Eric Thompson,

Cobham.

He is a member of the Aston Martin team who is, in my opinion, a very good driver and who wants an XK120C to compete in any race for which the car is eligible and for which he is not tied up with Aston Martin.

Hugh Howorth, Bolton. He has, this season, been doing quite well with his XK120, which has been prepared by himself exceptionally well, the car undoubtedly being the best XK120 in this country. I do think we should give every consideration to letting him have an XK120C.

15]

™,,_ (3)

J.C. Broadhead, Macclesfield. He is the owner of the XK120 driven by Fairman in the TT. He is very keen to get an XK120C model, which he would let Fairman drive in events next season. Since Broadhead would maintain the car

Ian M. Stewart, Scotland. Has won a number of races in the Scottish area this season with his XK120 and, according to those who should know, is a very polished driver and the most

Later

pencilled

notes

on

the

memo,

indicate

other

(1) Duncan Hamilton, since he proposes to carry out a full season’s racing and will, of course be driving for us. (2) Tan Stewart, who will also be carrying out a full season's racing and will be driving for us.

(7)

Guy Gale.

(8)

Eric Thompson.

(9)

Fred Ashmore.

(10)

L. Hawthorn.

Apart from the foregoing, Mr. Heynes has been Charles approached by Leslie Johnson and Goodacre, and Wisdom has apparently to be inserted on this list. As far as overseas drivers are

to have an XK120C.

names in England’s mind as possible drivers or owners of C-types, including Eric Brandon, Bob Gerard, Les Graham, and Peter Whitehead’s half-brother, Graham. Charles Goodacre was one of those who showed their interest in the model through Bill Heynes. In his general comments, England said he had been approached by many other people and, in most cases, had recommended them to write to the Sales Department. By this means he could still give his “‘detached”’ views on the merits of potential purchasers. He mentioned only one overseas request, from Johnny Claes who was, apparently, very interested in having a C-type of his own but had fallen out with the importer Joska Bourgeois since his great Liege-Rome-Liege victory in the works XK120, which seems rather odd. Four months later, in February 1952, England asked Lyons to approve a price for the car and an updated “top-ten”’ priority list as follows:

carrying out a full year. He proposes to long-distance events compete.

(6) J.C. Broadhead, who we know would be prepared to enter his car in any race we requested him to, and allow us to nominate the driver.

E.W. Holt, Bramhope, Yorks. Competed in this year’s Production Car Race, Goodwood, and Gamston races and other events with his XK120 with quite reasonable success and, in my opinion, drives very steadily and well. He proposes to give more time to racing next year and

lar, he would be a good type to have an XK120C.

this season.

(5) E.W. Holt, who intends season's competition work this drive with Peter Whitehead in in which we ourselves do not

J. Duncan Hamilton, Wokingham. He has, with his partner Fotheringham-Parker, competed in a number of events with success this year with his XK120. Since he persistently takes part in sporting events, he would probably do us quite a bit of good.

promising one seen on Scottish circuits. Since motor racing in Scotland is becoming quite popu-

British events

(4) E.J. Newton, whose capabilities we know from his Frazer Nash driving.

properly and would not be concerned about the expense of doing so, I think he would be quite a good person to have one.

is a good man

Hugh Howorth, who will be competing in all

suitable

concerned Tom

Cole has, I understand, been prom-

ised a car and Johnny Claes would like to obtain one. One of the major problems, as Heynes told Goodacre, was getting sufficient tube for the chassis frames: “An extremely sticky problem, not helped by the re-armament programme which, as you know, uses a vast quantity of high grade steel tube ... The rest of the material is pretty straightforward.” On

the West

Coast

of the USA,

an attempt

had been

made already, to go motor racing; but it was not proving very successful. Charles

Hornburg,

whom

William

Lyons

had

ap-

pointed to represent Jaguar’s interests there as the export drive began, had acquired two lightened XK120s which he had come across at Browns Lane. These had special one-piece bodies similar to the standard XK120 in appearance only, being of magnesium alloy and fixed to fairly standard XK120 chassis via a tubular framework. They had been built by Abbey Panels to the order of Lyons in 1951, in case they might have been needed for Le Mans, but the C-type tests (as has been shown) had gone well and the three hybrids were put aside. The third body was kept in Coventry and would be bought, later, by Bob Berry. Hornburg called his two cars “‘Silverstones”’, and they had

first raced

at Elkhart

Lane,

Wisconsin,

in August

1951. After a promising start there, with Phil Hill coming third, the “Silverstone”? XKs never achieved any real success. Despite all the related problems, Hornburg was stll very keen to go racing on Jaguar’s behalf, however, and he had the services of an experienced Jaguar man to

> afl help him. Joe Thrall, one of the works mechanics who had been to Le Mans in 1950 on Jaguar’s behalf, had emigrated to California and was now working as a service engineer for Hornburg. Early in 1952, Hornburg told Lyons he would like to have his first C-type in time for the Golden Gate and Torrey Pines meetings in the summer, but added that Elkhart Lake in the autumn was the most important target. “TI would like to control the first two cars In Our own

hands, with Joe Thrall supervising their

preparation and maintenance, and I would pick the best drivers available ... obviously the cars must be successful at their first appearance.” For the time being Thrall needed all the advice he could get from Lofty England, to overcome the ‘‘Silverstone’’ XK’s troubles which included brake fade, damper fade and water loss. Lyons was also in touch with Hornburg, expressing his displeasure at having allowed the project to start at all. Fortunately, there were several other Jaguar specials in the west, and the Coventry marque was beginning to hold its own on the circuits — particularly in the forra of Don Parkinson’s very professional rebodied XK120 special. In the eastern states, New York-based importer Max Hoffman

was less concerned

with acquiring cars to race,

than general publicity and sales tor all cars by all means. He raced occasionally himself, but not in Jaguar cars; usually if not always he drove Porsche — which, after all, was nearest to being his national marque. Lofty England’s closest ally in the Hoffman set-up was R. Graham Reid, who had been a key member of his service

department

staff in Coventry

for a few

years,

American Crosley. (Way down on handicap had been the XK120 driven by Fitch and Whitmore, though it had won its class and been seventh-fastest finisher behind the Ferraris and Allards.) The second Sebring race, on 15th March 1952, would be lengthened to twelve hours and become “The Sebring International grand Prix of Endurance, sponsored by the Sebring Fireman Inc., and sancuoned by the AAA and the FIA.” The last bit was included as a result of Chief Sebring Race Steward Alex Ulmann — agent for Borrani wheels, amongst other things — having resigned from the SCCA (the club with which he had been so involved) over the politics of running international races in the USA. As a result of tentative

enquiries from Coventry, Ulmann sent Jaguar a telegram: “SEBRING INTERNATIONALLY SANCTIONED HOUR RACE DEFINITELY SCHEDULED MARCH

12 15

MOPS OUSCORDIAEEY SIN VTE Dm si@ Pas ORS CAR CLUB RUNNING INTERNATIONALLY UNSANCTIONED RACE UNDETERMINED LENGTH MEMBERS ONLY PROBABLY MARCH 8 STOP BELIEVE YOUR DRIVERS AND WORKS CAR SUBJECT FIA DISQUALIFICATION IF PARTICIPATING LATTER EVENT.”

Max Hoffman and his dealers had virtually bought-up the advertising space in the programme for an event called the “Second Annual Florida Handicap Endurance Road Race, sponsored by The Civic Clubs of Vero Beach,

Florida’, to be organised by the SCCA on 8th March 1952! Hoffman even entered a Jaguar for George Rand to drive and a Porsche for himself in the Vero Beach supporting

events;

but

he ignored

the Sebring

fixture

before emigrating to represent Jaguar’s and its customers’ interests at the Hoffman Building, 1877 Broadway at

exactly a week later. The SCCA did hold its 12-hour Vero

62nd

and Marshall Lewis (Ferrari America) from Tom Cole and Paul O’Shea (Allard-Cadillac). The Ferrari did not appear at Sebring on the 15th (‘possibly under political pressure’, opined Ulmann). The Cole/O’Shea Allard

Street,

New

York.

“Jock”

Reid, a tall, tough Scot

who shared England’s dry sense of humour, had lost his right hand

in the war, but this did not stop him leading

a more-than-usually active working life, and his energy and independence in overcoming service problems far from base did much to build Jaguar’s North American business behind the scenes. The only east coast driver to make real news for the XK120 in 1951 was Sherwood Johnston, but his win at Watkins Glen was in the ‘‘narrow”’ 3 to 4-litre class, and

he was eighth overall in the main race. That was won by Phil Walters in the big American Cunningham. Johnston did go on to become the outstanding driver of SCCA (Sports Car Club of America) racing in 1952; the names of John Fitch, Walter Hansgen, and Paul Timmons would become closely associated with the racing and modifying of Jaguars, too. The first American driver to obtain factory advice was, however, M.B. Carroll of Morristown, New Jersey, who sent a copy of the 1952 Sebring race regu-

lations to the works.

Beach airport race, too, the winners being Jim Kimberley

failed

to make

the second

12-hour

either,

though

the

cause was mechanical. The new Le Mans Cunningham was not ready but, otherwise ‘“‘a completely adequate field got under way’’, said Ulmann. Earlier Jock Reid had warned Lofty England about the business rivalry between Hoffman and Ulmann and the “firing”? of Ulmann from the SCCA. Hoffman had actually told Reid to advise Jaguar not to enter for Sebring. In any case,

as Reid

said, it was

all “‘such a mess,

better

forget the whole thing”. That was exactly what Jaguar did, but not before Ulmann had told Road & Track there would be three works Jaguars at Sebring. All the same, England had had such a clear and friendly letter from M.B. Carroll that at least he took the trouble to make various recommendations like fitting an auxiliary fuel tank and using a 3.92 to 1 axle ratio for the

The first-ever race at Hendricks Field airbase, Sebring,

5.2-mile circuit. He also tried to advise, as requested, on

Florida, had been a six hour affair held by the SCCA on New Year’s Eve, 1950/51, and won on handicap by a little

tactics and techniques, for neither Moe Carroll nor the car’s owner, Charles Schott of Madison, New Jersey, had

153

=. driven in a long-distance race before. Rene Bonnet’s appearance at Sebring

with the little French DB-Panhard was a triumph for Ulmann_ by proving that (apart from Indianapolis) “his’’ event had become the USA’s only international motor race; a year later this was to be confirmed by the inclusion of Sebring in the first official World Championship for sports-cars. Victory in the first Sebring 12-hour race went to the nippy Frazer Nash of Harry Gray and Larry Kulok. Next came the carefully-prepared XK120 of Schott and Carroll who drove very well on the tricky new circuit. As for the rumpus over race organisation; it worked itself out over the ensuing years, more or less. In

Britain,

Jaguar

had

made

the

positive

move

of

declaring itself a Works Entrant and announced its team of drivers for Le Mans.

Stirling Moss, Tony

Rolt, Peter

Walker, and Peter Whitehead were foregone conclusions because of their outstanding 1951 driving. The newcomers were to be Duncan Hamilton and Ian Stewart. Hamilton and Rolt had been friends since they had met soon after the war: Hamilton had fixed-up for Rolt to test his Alfa Romeo at Odiham airfield. They had _ first teamed-up when Rolt had asked Hamilton to share the wheel of the works Nash-engined Healey at Le Mans. They had come fourth in 1950 and sixth in 1951. Hamilton had been racing his own XK120 with verve and it was this, plus Rolt’s obvious desire to partner him at Le Mans once again, that made him a “‘natural’”’ for the works Jaguar team. The

choice

of

Ian

Stewart

from

Perthshire

was,

perhaps, a gamble. A youngster, the same age as Moss, he had impressed all who had seen him by his smooth handling of an XK120 in 1951, culminating in his defeat of the famous Gil Tyrer “Mille Miglia’” BMW. Now he was a member of Ecurie Ecosse, the new racing team which had declared its intention to race Jaguars. The need for further development meant that Jaguar as a company could not afford to limit its racing programme solely to Le Mans. There were shortcomings in the competition cars that only competition itself could iron out, and the priority was a drastic improvement in the braking department. Two other factors were the need for British enthusiasts to see the new Jaguars in action in the UK, and the need to keep contracted drivers happy. Stirling Moss, in particular, was hungry for action, and under Phil Weaver’s supervision XKC 003 was prepared for the 1952 Easter meeting at Goodwood. Still with the twin | }-inch SU carburetters, its engine had been tested at 201bhp at 5750rpm prior to re-installation, so it seems odd that Moss’s lap speed was five seconds off the pace he had set the previous autumn, due in part to the new chicane. The C-type was obviously not being driven very hard, yet was still the quickest sports-car of the day and came through from scratch to finish fourth in a sports-car handicap. Bill Holt (XK120) beat Jim Swift (XK120) by one-fifth of a second, and Geoff Duke was third in the

154

DB3 Aston Martin which Moss had in his sights but would have needed another couple of laps to catch. It was at this meeting that a certain John Michael Hawthorn caused a sensation by his driving of the debutante CooperBristol Formula Two

car.

Moss’s Goodwood performance may have been less fiery and more tentative than usual because of the car’s brand-new

feature.

Alan

Clark,

reporting

for Road

&

Track, seems to have been the first pressman to spot it: “We had a good look at the Jaguar in the paddock and it is fitted with aircraft-pattern disk /stc/ brakes made, it is rumoured, by Dunlops. Three lugs hydraulically operated to each plate on the front wheels — two at the rear.” From

the Goodwood

race on

14th April, Phil Weaver

returned to Coventry to organise the same car’s preparation as a one-off Mille Miglhia entry.

Opposite top:

First race

for the all-disc braked Jaguar,

Goodwood,

Easter

1952: Moss in XKC 003. Guy Griffiths Below:

The others

have disappeared

as scratchman,

Moss, awaits the

start of the Goodwood Easter Handicap in XKC 003. He passed all but three of the other runners in this ‘sprint’? which marked

the Jaguar disc brake’s debut. Guy Griffiths.

At Browns Lane: XKC 003 with wide screen for 1952 Mille Miglia, but still with its Goodwood

numbers. Works

personnel are (left to ght): Tom Jones, George Price, Jack Lea, Frank Rainbow, Gordon Gardner, Phil Weaver and Cyril Harris.

loo

Frank Rainbow and Norman Dewis with XKC 003 and the MK VII about to leave the service department, still based at Swallow Road. R.E. Berry

By now, Bob Berry was a member of the publicity department and his knowledge of languages, plus his practical and administrative skills, made him an ideal “general factotum”’ on overseas operations; so England “borrowed” him from Rankin quite regularly. The 1952 Mille Miglia party was a small one. Bob Berry and Frank Rainbow drove the tender car a MK VII with an experimental overdrive unit. It was followed by the Ctype which, since Goodwood, had had a new full-width windscreen fitted by Bill Robinson of the body experimental department, a 3.31-to-1 instead of the 3.92to-1 ratio axle, and a general check including a look at the big-end

bearings;

and, of course

the discs, calipers

and pads. The C-type was driven on “‘trade”’ registration plates, which had become regular Jaguar practice; the driver was Norman Dewis who had come from LeaFrancis to Jaguar recently as the experimental department’s chief tester, filling the gap left by Ron Sutton’s departure in 1951. The party took the drive from Dunkirk steadily, with night stops at Avallon and Briancon. The weather was warm, and the Col du Montgenevre was open, so tunnel train fares could be avoided. En route from Milan to Brescia on 19 April they met Stirling Moss who had arrived by air and was travelling from Milan by MK VII with Angelo Chieregato of Jaguar’s Italian distributors Compagnia General Auto.

At Calino, the Maggis made the party very welcome. Moss and Dewis took the works MK VII and made notes on the outward route as far as Forli and the return route from Bologna. They were back in Brescia in time for scrutineering on the morning of Ist May. Berry and Rainbow had been joined by Harold Hodkinson, Dunlop’s disc-brake technician, and they had all been working on the car which was losing shock-absorber fluid. New shock-absorber units were flown out but they

156

arrived late and were of uncertain setting. Moss tried the car on the autostrada, and Dewis reported that the engine sounded good, and all he needed to do was advance the ignition slightly. Main discovery was that the special windscreen was too high, and that sunshine and dead flies soon obscured it; so it was cut down carefully by one to two inches. Another job on 2nd May was the fitting ofa drinking flask and tool-kit in the cockpit. It was agreed that Rome would be the best place to change wheels, so Berry, Hodkinson and Rainbow set offon the morning of Saturday, 3rd May, in the well-loaded saloon. They were all fairly tired when they set out, and ran off the road on the Passo della Cisa — Rainbow, who had just taken the wheel, being blinded by the evening sun. The collision with a marker stone damaged the offside of the car, and from then on the steering was out oftrack. After makeshift repairs, and a meal at La Spezia, they drove through the night to Rome. Berry was at the wheel again, and he drove round St. Mark’s Square twice before he realised where he was; but the important thing was that they reached Rome in good time to prepare for Moss’s arrival. On that Sunday morning, 4 May, as Moss and Dewis

drove from Calino into Brescia for the start of the 1952 Mille Miglia, the rain began to fall. Soon it was pouring, and cars were in trouble with wheelspin on the starting ramp. Moss drove alongside it instead of up it. Norman Dewis recorded his story later: ‘““We yelled like mad to attract the attenuon of a starting official who stamped his feet and waved his arms furiously, obviously objecting to our car starting from this position. I pointed at my watch and made other signs. There were shrugs all round. At 0619 the flag fell and we were away in a series of professionally-corrected back-end _ slides it was like motoring on ice for the first hour .. . small towns came and went in a flash, their streets becoming narrow lanes

Harold

Hodkinson

and

Norman

Dewis being greeted at the Hotel de la Poste, Avallon, en rozte to the

Mille Miglia with the disc-braked C-type,

The bodied

1952.

works

R.E.

Berry

Jaguar-engined

Biondetti

re-

special, as it ap-

peared for the 1952 Mille Miglia. bordered

by forests

of faces

swaying

to and

fro, like

cornfields in a breeze. After two hours the car sounded perfect and our system of signalling to each other was working very well indeed.” After a couple of hours, Dewis noted, the Jaguar had passed several leading runners; the rain had eased and finally stopped. Moss was approaching maximum speed when the car lurched sideways shaken by several large thumps. Moss got things under control, and quick inspection revealed that the offside rear tread had lifted. They had already passed Taruffi (4.1 Ferrari) and Caracciola in a new Mercedes-Benz 300SL coupe; but in the short time it took to change the wheel, both had sped by and, more

worrying, Karl Kling had gone past too — and his Mercedes had started four minutes behind the Jaguar. A third Mercedes, driven by Hermann Lang, had already

gone off the road and retired. Moss skidded to a standstill at the Ravenna control right on Kling’s tail, and set off just behind the Mercedes,

although the Jaguar was four minutes down on running time. Despite the absence of Ascari and Villoresi several fast Ferraris and, more remarkably, a couple of GT Lancias, were also providing strong opposition. Kling had taken 2 hours 104 minutes to reach Ravenna, compared with 2 hours 14} minutes for Moss. A car which started a minute behind Moss’s Jaguar took 2 hours 384 minutes for the journey, and did not report at any ofthe later controls. This car was listed as: “‘Jaguar No. 620: R. Pezzoli and R. Cazzulani’”’. It was in fact Clemente Biondetti’s Jaguar Special, with the factory engine and other transmission components, rebodied to look something like a C-type. Biondetti, desperate for a slice of the

lov

Hae action, was driving a Ferrari again with all his old fire, and was quicker than Stirling Moss! To Dewis it seemed that Kling was braking early for corners; soon after Ravenna, Moss darted past, but not for long. The flexible pipes from the exhaust manifold had cracked and Dewis’s head was soon swimming. Moss drove slower for a while; Dewis leaned out into the fresh air and soon felt revived. Kling had maintained his lead in the race but, says Dewis, ““we caught up with the Mercedes No. 613 of Caracciola who speeded-up when he saw us. Stirling managed to pass, however, only to find he was travelling much too fast to negotiate a right-hand bend.

The car slid broadside and I felt as if Iwas hanging over my side of the car with Stirling lying on top of me. After careering along the edge, knocking over several posts, we lurched back on to the road. We both felt a bit shaken and I used a whole box of matches trying to light a cigarette!” Along the coast the Jaguar v. Mercedes battle raged. After the cross-country run from Pescara to Rome the order was:

back over our leaking fuel tank afterwards. We arrived rather too quickly for our newly-scheduled stop at the Shell pit in Florence and sliced the open door of a competing Fiat off at the hinges. I nipped out and retrieved it for the owner. He snatched it back and screamed at me in Italian so I could only smile and agree with him entrely.”’ “While my automobile was standing near the boxes at Florence in order to take a supply of gasoline, it was striken by your race-car’’, wrote Francesco Coppola from Salerno a week later, in a letter asking Stirling Moss to show his kind solicitude in paying up. The matter of 31,000 lire or £17-14s-5d was settled by Jaguar, to avoid upsetting race-organiser Renzo Castagneto, although that action must have set a precedent. There was low cloud on the Futa Pass and, although it was not so low over the next one, the Raticosa, conditions

were still poor. Had

they but known

it, Moss and Dewis could

have

driven on steadily and maintained a certain fourth place. Since Rome, all the competitive Ferraris had gone except

Bob Berry recorded the Jaguar’s arrival at Rome afterwards: “Moss arrived looking harrassed and tired ... he complained of unserviceable rear shock absorbers and

one, Bracco’s, which had been catching up after some tyre trouble and was about to take the lead from Kling’s Mercedes on this very section. Despite its various troubles, the Jaguar was now within two minutes of Fagioli in the Lancia and well clear of Caracciola’s Mercedes. Swinging down the north side ofthe Raticosa, the front end of the car suddenly slid outwards and smashed into a boulder. Moss did not stop at once, but he realised the car was becoming unstable and, on investigation, it was discovered that the rack mounting bracket had detached itself from the chassis frame. They knew they could not

a leaking fuel tank. He took on 25 to 30 gallons of fuel,

race on, but Dewis wired-up

plus water and oil. He was stationary for about two minutes. It was not known how serious was the fuel leakage, and so a telephone call was put through to Florence warning that Moss might also refuel there — which as it turned out he was forced to do.” Frank Rainbow recalls that the effects of Moss’s crash caused a bit of extra delay, and that the car roared off minus its spare-wheel cover in the confusion. In conjunction with Bryan Turle of Shell (to which Jaguar had changed from Esso fuel) it had been decided beforehand to fill up after the last hilly section, so that the car would not be so heavy when it was crossing the passes. There was more drama to come. Approaching Siena, Dewis gave Moss the “OK” signal for a bridge that looked OK. Dewis reckoned they arrived at around 120mph where 80mph might have been reasonable. It felt as though they were airborne for a full three seconds. “‘I remember the puzzled look on Stirling’s face’, he mused later. ““Maybe it was those fumes again. In Siena itself Biondetti’s Ferrari had caught fire during refuelling leaving us no choice but to drive through the flames that had spread across the road, and I hardly dared to look

could drive on slowly to Bologna not to clock-in — but to clock-out of the race. Unfortunately no-one at the control told the crew of the MK VII coming north from Rome some hours later: they sped on to Brescia arriving in the early hours of Monday morning, 5 May, and went to bed. Only when Norman Dewis appeared did they realise they must drive back to Bologna. There the steering box

Kling (Mercedes-Benz), 6hr. 45m. 55s. Taruffi (Ferrari), 6hr. Bracco

52m. 10s.

(Ferrari), 6hr. 57m.

53s.

Fagioli (Lancia), 6hr. 59m. 54s. Biondetti (Ferrari), 7hr. 00m. 15s. Marzotto (Ferrari), 7hr. 00m. 48s.

Moss (Jaguar), 7hr. 03m. 21s.

158

the rack tube so that Moss

bracket was welded on, and the car was drivable once more. At Brescia once more, the fuel tank was removed

and Rainbow soldered a patch over the split; Hodkinson arranged for the brakes to be stripped and reassembled. (Moss had spoken of a “‘long’’ pedal, but he also told Berry he was satisfied with general braking performance before leaving for home). The MK VII and the C-type drove out of Brescia on the 7th and reached Coventry on the 9th, Berry having wired England to advise him it would be unwise to enter that C-type for the Silverstone meeting on Saturday, 10th May. The results of the 1952 Mille Miglia are interesting, in that the first sex places went to closed coupes: Ist Bracco (Ferrari), 2nd Kling (Mercedes), 3rd Fagioli (Lancia), 4th Caracciola (Mercedes), 5th Anselmi (Lancia), and 6th

Stirling Moss and Norman Dewis on the Raticosa Pass in pouring rain, still well-placed, towards the

end of the 1952 Mille Miglia, but shortly to damage XKC 003’s steering too badly to continue.

“Ippocampo” (Lancia). First open car to finish, in seventh place, was the Nash-engined Healey of Jaguar ally Leslie Johnson, accompanied by Bill McKenzie of the Daily Telegraph. Johnson was delighted by the refuelling service laid on for him at Rome by Bob Berry, and wrote

to William Lyons to express his appreciation — whereupon Berry got a dressing-down for “‘assisting the opposition”! Aside from his reports on the twelve-day exercise and on the MK VII (which had used a lot of oil but returned a fuel consumption of 17mpg), Bob Berry’s general observations, submitted to Lofty England, bear recording again: SOME

NOTES

ON

THE XIX MILLE MIGLIA

1952

There 1s no doubt that the Mille Miglta 1s the world’s greatest race. To win it a car must have a tremendous and versatile performance and 100% reliability — the one 1s useless without the other. On top of that the car must be driven by a brillant driver — brilliant not only on the score of speed alone but in his abiltty to remember what lies beyond each hill crest and round each bend. Given the above, two words sum up the requirements needed to win the Mille Miglia — preparation of the car and practice for the driver, for without adequate preparation the car will not last the

course, and without practice the driver cannot hope to get the best out of the car; it is significant to note that only on one occasion has the Mille Miglia been won by a non-Italian and that honour falls to the German, Rudi Caracciola. These

lessons

were

not wasted

on the Germans

who,

with

Teutonic thoroughness, arrived in Italy some two months before the race and preceeded to learn the circuat section by section. Their cars meanwhile were being tested at Nurburgring and Monza in true

Mercedes fashion. Speeds of 280kph were talked of before the race and the majority ofpeople were very sceptical about the whole affatr. There can be no doubt now that these cars are capable of ths figure or something very close to it. Moss stated that he was passed by Kling without any trouble at all, at a time when the C-type was

doing something over 150mph. The publicity they received, alone, must have been worth the inevitably high cost ofmaintaining such an equipe in Italy. Morning papers often carried several columns describing the latest preparation of the German team and the name Mercedes was heard almost as often as Ferrari or Lancia. The Jaguar caused a considerable interest, espectally as it was coupled with the name “S. Moss”’, though the car was mentioned more as the victor at Le Mans rather than a potential winner of the Italian classic; but I feel Moss’s very gallant drive in the race will not go unnoticed in knowledgeable circles. Chief opposition came from Ferraris ranging from the new 4.5 litre 300bhp Grand Prix-engined two-seater of Taruffi to the 2.7litre cars of Biondetti, Marzotto, etc. Prior to the race Biondetti told me that the three-litre saloon of Bracco was a development of the 2,560cc Inter Ferrari and was intended for 3-litre class honours at Le Mans. Biondetti considered this car to be one of the best products to date of the Maranello concern. The acceleration of this car and that of the 4.5-litre machine of Taruffi had to be seen to be believed. In the Grand Turismo category, the Aston Martin ranks high in

the Italian list of “desirable motor cars”’. With two class-wins in two years, they have done a tremendous amount for British motoring

prestige in Italy. In the under-2,000cc class the very fast and stable Lancias gave their now-usual display of speed and reliability finishing 3rd, 5th, 6th and 8th in the General Classification.

There 1s no doubt that Moss had very bad luck this year, for if the mounting brackets had not broken or a tyre loosened a tread, he

very likely would have got third place and, possibly, second. Even not considering the small amount ofpractice Moss got, his drive can only be described as being in the best Moss tradition — a brilliant

effort by a truly great drwer. Just before we left Calino to return home Count Maggi took me aside and said (I quote as near verbatim as I can remember): “You

English have the wrong approach; you have the car, you have the driver, but you come too late. It is no good. Come earlier and you will win our Mille Migha”. I feel he has got something here. Signed: R.E. Berry

159

~, Lofty England feels that the Mercedes’ merits were overstated, especially by Moss whose frantic telegram “must have more speed at Le Mans’’) would lead to William Lyons’s decision to go ahead with some disastrous late modifications. In the absence of XKC 003, the Silverstone C-type lineup on 19 May consisted of XKC 001 for Tony Rolt, XKC 002 for Stirling Moss, and a new car, XKC 011, for Peter Walker. This year the pattern of the Davly Express meeting was changed, to include a touring car race and a sports-car race, each of seventeen laps (about 50 miles) in length. Stirling Moss won the former, driving a factory-owned Jaguar Mk VII which had already been used for the Monte Carlo and RAC rallies, prepared by the service department. The sports-car race looked easy for the C-types, although practice had shown the 2.6-litre Aston Martins to be very little slower; the Allards now had the 5.4-litre engine and were able to compete with the “ al After its 16851.73 miles in a week,

LWK 707 gets a notice: “‘For sale, XK Jaguar, carefully run-in, offers’; Jaguar have, wisely, kept the bronze coupe ever since. The

Jaguar contingent included Phil Weaver, Joe Thompson, and Joe Sutton who is on the right of the picture, next to Gerard Levecque

and John Lyons. Smiling for the camera is Charley Delecroix and partner of the French

(son im-

porter), while Gregor Grant (editor of Autosport) can be seen behind

Desmond

Scannell who is organis-

ing the drivers — Leslie Johnson, Bert Hadley, Jack Fairman and

Stirling Moss — for the “‘official’’ photograph.

When

the works team

re-emerged

to do battle, it was

for a new event altogether, the Goodwood nine-hour race. With driver pairings as at Le Mans, the Jaguars stayed with the Aston Martins in the damp early stages and pulled away to fill the first three places when the circuit dried. Then Whitehead, lying third, hit the bank at Madgwick

Corner,

a most

uncharacteristic

occurrence

that led to his retirement and no drive for Stewart. The two remaining C-types moved further and further ahead, running to schedule and making apparently leisurely pitstops. Then in the seventh hour Duncan Hamilton’s peaceful ride came to a turbulent end as the nearside (outer) rear wheel detached itself at Lavant Corner and the car spun to a halt. Hamilton later stormed into the back of the pits with the offending item having marched across the infield with it. England would write to John Morgan, Secretary of the British Automobile Racing Club, in reply to an enquiry passed on by Hamilton, to say that the hub itself had failed because of the great forces exerted by the circuit and, perhaps, by the driver. “The actual breakage took place between the flange and the inner side of the hub to which the brake drum is attached, and the taper cone against which the road wheel is located,

the

hub

then

having

rotated

on

Afterwards, the Montlhery coupe went to the Paris Salon and

then to Earls Court where William Lyons is seen showing it to the Queen Mother and Princess Margaret after the opening of the London Motor Show.

the shaft,

shearing the key and the nut allowing the wheel to come adrift. We immediately introduced a modification strengthening the hubs at this point.” Frank Rainbow inadvertently reinforces England’s notion that Hamilton was a hard driver: “I drove the repaired car homewards and got as far as Marton when the offside front wheel bearing seized, giving me an

anxious moment. I got out and found that the front wheel was leaning over alarmingly, so I doubt if Duncan’s race would have lasted much longer anyway.” Whereas

that car was one of the well-used

1951 ones,

with at least two Le Mans and a TT behind it, the surviving works Jaguar at Goodwood was the newer one, XKC 011. Its rebuilt Le Mans engine (E1005-8), still with

177

Damp start to the first Goodwood

9-hour race, in August 1952, with Rolt (XKC 001) leading Moss (XKC 011) and Parnell (Aston Martin DB3) past the pits at the end of the first lap.

Last race for XKC

002 (still wear-

ing its 1951-type louvres). Peter Whitehead rarely got into trouble, but soon after this picture was taken he put the car off the circuit, damaging it too badly to go on.

Hamilton in XKC 001 before a rear hub failed and the wheel came off.

Through the dip at St. Mary’s, the Hamilton and Walker C-types bear down upon the XK120 of Stanley Boshier and Bill Black which finished 11th.

The 9th-placed XK120 ofJim Swift and Cecil Heath about to be overtaken by the bob-tailed ex-Monaco

Aston Martin DB3 of Reg Parnell and Eric Thompson. This car later went on fire during a pit-stop, but another Aston Martin took advan-

tage of Jaguar’s transgressions to win the race.

The only C-type to finish, after a long pit-stop in the dark, was XKC

011 driven by Stirling Moss (here during the damp early stages).

179

Peter Walker,

who shared

the car

with Stirling Moss sweeps through the

sunny

Sussex

countryside,

when victory still seemed certain.

2-inch SU carburetters and Weslake-fettled head, had given 215bhp at 5750 and 6000rpm inJack Emerson’s test shop and, as the race moved into the eighth of its nine hours, it was maintaining an effortless five-lap advantage over all comers. Suddenly, it was overdue. Soon it appeared, tip-toeing gingerly towards the pits. One C-type modification which had not been introduced although it had reached the experimental stage,

was the Panhard rod method ofaxle location. The offset A-bracket mounting was still in general use and that on the Moss/Walker car at Goodwood failed. A change of unit was ordered by England, and Norman Dewis and Frank Rainbow replaced it in the dark of the pit-lane in just over half an hour. There was no-one within catchingup distance by then, and Moss could only cruise round maintaining fifth place behind an Aston Martin DB3, two Ferraris and a Frazer Nash. While reminding his Autosport readers about there being no “‘ifs” in racing, former driver John Bolster was sympathetic afterwards: ““Sheer bad luck was in evidence, as it so often is in our game. It was tragic that the Jaguars

car; but in these days of historic car racing, who knows? That old XK engine (W 1147) may still be at work somewhere. In the USA, first deliveries of the C-type were being made by early autumn. The two “Silverstone”? XK120s had not been developed far and were doing neither the company’s reputation not that of Hornburg’s top driver, Phil Hill, any good at all. Hill was now also driving Ferraris. His big win of mid-1952 had been at Torrey Pines, San Diego, where he had defeated Chuck Manning (Mercury Special) and Don Parkinson in the somewhat Allard-like Jaguar XK special. Road & Track observed: “No-one watching Hill drive could doubt that he will someday be one of the greatest. He plays on the Ferrari like Jascha Heifetz on a Stradivarius.”’ Hill, one of the most musical of racing drivers, must have liked that; but

he had not given up driving Jaguars altogether. On 6 September, Phil Hill was at the wheel of a Jaguar again, this time Charles Hornburg’s new C-type (XKC 007); and he gave the new model a sparkling transatlantic debut. Despite the roughness ofthe early 6.5-mile Elkhart

should be struck down so cruelly, for their silent speed as

Lake road/street circuit, and though he was challenged

they tore through the night was good indeed to see.”’ If things seemed to be going from bad to worse at home, at least the Biondetti Special was having a successful final fling in Italy. While Biondetti was driving a Ferrari to success in the Messina ten-hour, his friend Placido Barone borrowed the well-used machine with the works Jaguar engine to win the Circuito di Reggio Calabria.

by Phil Walters (2.6 Ferrari) — actually being passed by him mid-way — Hill pulled away to win by nearly a minute after 100 miles of racing. George Weaver, the man behind the Thompson Raceway project, brought Max Hoffman’s new C-type (XKC 009) home third ahead of

I cannot

180

find any subsequent records concerning this

Sherwood

Johnston

(XK120

special), John

Urbas

in a

less-modified XK, and Larry Kulok in the Sebring-winner Frazer Nash. Next day’s 200-miler was a walkover for the big

“Lofty” England’s colleague in charge of Jaguar service in North America, Jock Reid (left), with Phil Hill, Andy Samaritano of Hoffman’s service department, and

XKC

009 first raced in September 1952 by George Weaver at Elkhart Lake. The picture was taken outside Hoffman’s Manhattan workshops. R. Graham Reid

Cunningham-Chrysler C4-Rs of Fitch, Walters, and Cunningham himself. Hill was “mixing it” with the leaders until an exhaust leak made him feel muzzy. He managed to stay the course, with his head out in the airstream, to

better

ones

with

single-seater

Sherwood

Glen

for the Seneca

Cup “‘free-for-all” race. Hoffman’s C-type was therefore offered to John Fitch, who had been getting good results with the Whitmore Jaguar special he had made, and even

led,

but

the

accelerating in a very straight line, never the line thru the corner, and swinging the steering from side to side to aid the braking in the best continental manner.”’ Fitch won easily from F. White in

varying from

to Watkins

Weaver

sight to see,

keep in front of Weaver (XKC 009) again. Sixth was Jerseyman C. Gordon Benett (Allard-Cadillac), and seventh John Bentley (XK120). Later that month, Weaver took his 3-litre supercharged Maserati

Cunningham.

Maserati engine went off-tune, eventually to expire. The handling of XKC 009 by Fitch was (Road & Track) “‘a

the Ford-based special originally built by Lemuel Ladd, Johnston

in

another

strange

device,

the

Chrysler powered Lagonda, andJ.Moodie’s F3-Cooper — Formule Libre indeed! Among the visitors to Watkins Glen for that Fall, 1952,

18]

First American race for the C-type, and a win for Phil Hill driving XKC 007, owned by Chuck

Hornburg,

at Elkhart Lake, Wis-

consin, on 6th September

5

ee

‘

Third

in the

Sheldon

1952.

Cup

race,

behind Hill (Jaguar) and Walters (Ferrari), came George Weaver, giving XKC 009 its debut.

meeting were Lyons and England, and it was nice for the latter to be with “‘Jock” Reid who was, naturally, looking

after the first two ‘‘American’’ C-types. Lyons and Hoffman

did not

have

so much

to say to each

other;

Max

Hoffman, it seemed, felt little loyalty towards Jaguar, and attended more to the needs of Porsche, Volkswagen, and other

marques.

enthusiast,

and

In

a

he had

way,

even

though,

raced

Hoffman

Porsche

cars

was

an

com-

petently; but he had undoubtedly helped contribute to

182

the ill-feeling which led to that month’s Road & Track lead-story under the heading “‘Foreign Car Dealers Are Big Boys Now’’. The magazine was not specific about the sources, but many of its readers had complained about high prices charged by indifferent agents and the magazine’s Editorial concluded: “If in future our mailbag indicates that practices unfair to enthusiasts are going on — these letters will be printed — let the chips fall where they may’.

Pal Jock Reid, now living in retirement in Maine, reflects

on two attitudes: “I put a fair bit of work into those first C-types, but I don’t think Maxie Hoffman really cared how we got on, and seemed more amused than anything else by the efforts of ‘“Mr. Reids”’ as he called me. Chuck Hornburg was different, intensely loyal, although his nature was to act like an old woman, which drove us all round the bend; but he did try to put on a good show,

and his retention of Phil Hill was all part ofit. As he first saw Phil and me driving along a skyline in the C-types, arriving at Elkhart Lake, he became all choked-up and misty-eyed. That this was to some extent a financial emotion is, I think, secondary. I’m sure he really loved Jaguar.”

Unfortunately the Hornburg C-type had no chance to show its paces to the visiting Jaguar chief. The Watkins Glen “Grand Prix” brought tragedy, and led to new thinking on safety. Spectator control had proved difficult enough in practice; after all, it was their village street, so why shouldn’t they sit on their sidewalk? After two race laps, some spectators were injured (at least one fatally) when Fred Wacker’s Allard-Cadillac (dicing with the Cunninghams) bounced into them as they lined the narrow bumpy street. The race was called off, and gloom fell on this ill-controlled meeting — although the organisers and the drivers were, in no way, held to blame for what happened. It was not long after this that Lyons set up Jaguars Cars

Watkins Glen, 20th September 1952, attended by Lofty England and William Lyons (/eft). Max Hoffman talks to John Fitch in XKC 009. F.R.W. England

Jock Reid (right) with John Fitch, William Lyons, and Lofty England at Watkins Glen, N.Y. R. Graham Reid

Ge Lefl: The startline at Watkins Glen for the Formule tres Libre Seneca Cup. England is on the right, next to Lyons (talking to officials);

Reid talks to photographer Leo Pavelle. Next to XKC 009 is the remarkable Chrysler-powered Lagonda driven by Sherwood Johnston. R. Graham Reid

Bottom left: John Fitch (XKC 909) wins the 1952 Seneca Cup race for Max Hoffman. R. Graham Reid

Peter Walker launches XKC 011 into the Esses, on his way to a new sports-car record at Shelsley Walsh. This picture shows the cockpit hot-air extraction vents in the door which seem to have been used first on this car at Goodwood, following Moss’s Reims roasting.

Superb shot of XKC 011

as Peter Walker breaks the record at

Prescott Hill in September 1952. The photographer was Guy

North American

Corporation,

with Johannes Eerdmans

as resident chief executive in charge of North American Sales. Hoffman did not remain attached to the Jaguar marque for long after that, but this did not affect Jock Reid who carried on as General Service Manager of what would be a subsidiary of Jaguar Cars Ltd. One of the problems of “‘customer’’ C-types (and, later D-types) was the question of ‘“‘reasonable”’ costs to put things right when they broke. Obviously, normal warranty did not cover racing; but at the same time it was important to maintain good diplomatic relations with owners. This was where England’s and Reid’s understanding of motorracing, and their frequent correspondence, helped Jaguar improve its reputation in America. Back home, the C-type was introduced to the world of hill-climbing. by Peter Walker who drove XKC 011 in the two main autumn events. First he broke the Shelsley Walsh sports-car record in a swooping, drifting climb of 41.14 seconds which made the car look superb. Nearest to him in the sports-classes were Ken Wharton (Frazer Nash) and

George

Abecassis

(DB3

Aston

Martin),

both

more

than a second adrift. Then Walker and the “C”’ did the same thing at Prescott, beating several interesting and well-known Jaguar specials. Sydney Allard was not pres-

186

Griffiths, who owns the car today.

ent

to defend his class record. sports cars at Prescott was:

The

order

among

the

) P.D.C. Walker (Jaguar) 47.66 sec.

) W. Coleman

(Jaguette s/c), 48.56 sec.

) E.P. Scragg (Alta-Jaguar),

48.76 sec. ) P.R.W. Jackson (Allard), 49.41 sec. ) G. Parker (Jaguara s/c), 49.46 sec.

Later in the day, Walker recorded the even better time of 47.53 seconds in the production car handicap; this

compared well with Ken Wharton’s supercharged Cooper which created a new hill record of 43.70. The three privately-owned “‘British’’ C-types continued to win everything they entered in September and October, by which time deliveries to other customers had begun. Hugh Howorth did not take up his option, for “business

reasons’;

nor

did Jack Newton

(of Notwen

Oils) or Leslie Hawthorn. The last appearance of a works C-type in 1952 was, in fact, to have been for Mike Hawthorn. When the time

Goodwood, September 1952. The delight ofthis setting is

created by its proximity to the South Downs. Here Stirling Moss (XKC 005) leads eventual-winner Tony Rolt in the works car (XKC 011) which Mike Hawthorn had been due to drive. Clearly visible among the Frazer Nashes, XK120s, and Healeys are

Oscar Moore’s 3.8-litre HWM-Jaguar (which came 4th) and Bill Holt’s C-type (XKC 021), placed 9th. Little did photographer Guy Griffiths know that he would one day purchase the victorious car!

Rolt dropped a line to England (to await his return from America) about the Panhard rod rear end: “It makes the car far nicer to handle. There is, admittedly, slightly more wheelspin when coming out of corners, but on the fast swerves the car has none ofthe tendency to oversteer that the normal C-types suffer from.’? Moss in the WisdomCannell car may have felt he was at a disadvantage, but

came, he was recovering from a testing accident in his Cooper-Bristol at Modena where he had gone to have his first drive in a Ferrari, for whom he would sign an exclusive

1953

contract.

Had

it not been

exclusive,

he

would have been a member of the 1953 Jaguar team. Leslie, his father, had already shaken hands with Lofty England on that. The autumn international at Goodwood came after Hawthorn’s accident and before his signing, so only pure mischance prevented a Moss v. Hawthorn Jaguar confrontation as early as 1952. The “L.D. Hawthorn” entry (actually the works car, XKC 011) was taken over by Tony Rolt who shared the front row with Moss in XKC 005 and a pair of Frazer Nashes. Rolt drove brilliantly and managed to keep ahead of an irritable Moss and win this 5-lap sprint by under a second.

Ken Wharton

ahead of Oscar Moore’s

(Frazer Nash) came third,

3.8 HWM-Jaguar.

Afterwards

this does not performance. Goodwood

detract

from

the

quality

of Rolt’s

(September 27, 1952): Performance Comparison

Jaguar C-type (Fastest Sports Car) Lap average — 83.62mph (Rollt). Lap record — 85.37mph (Moss).

BRM VI16 s/c (Fastest Fl Car) Lap average — 88.13mph (Gonzalez). Lap record — 90.38mph (Parnell).

Goodwood had been BRM’s last demonstration before selling out. Jaguar on the other hand were about to launch their big comeback, and the importance they attached to making 1953 a memorable year was indicated

187

~, on

29th October

JAGUAR

in a press bulletin

APPOINT

from

COMPETITIONS

Rankin:

MANAGER

Jaguar Cars Ltd announce the appointment of Mr. Mortimer H.

Morris-Goodall appointment

to the position of Competitions

permits

Mr.

F.R.W.

Manager.

England, Jaguar’s

This

Service

manager, who previously directed Jaguar’s competition affairs, to devote his whole time to the direction of the Company's service activities at home and overseas. Mr. Morris-Goodall will bring valuable expertence to the Jaguar racing stable, having himself spent many years in active participation in all forms of motorsport. A well-known figure at Le Mans, he has driven in no less than ten consecutive races on the famous Sarthe circuit. A protege of S.C.H.

Davis, veteran Le Mans competitor

with Bentleys and Aston Martins, Mr. Morris-Goodall won the Rudge-Whitworth cup with the late Lieut. Commander R.P. Hitchens, D.S.O., in 1937. Jaguar Cars Ltd. state that this appointment does not necessarily mdicate an extension of their racing programme in the coming Season.

Possibly unintentionally, that last statement did suggest Jaguar had not studied plans for (or were not interested in) the new World Championship for Sports Cars. Hamilton,

Moss, and Stewart, made up for the lack of

a late-season works drive — for the TT had been cancelled — by entering the private C-types in several events. Stewart was the most successful, his highlight being a doublevictory in the concurrent O’Boyle (handicap) and

Wakefield Trophy races on the Curragh road circuit, where he was timed at 136.4mph over a quarter-mile on the main straight. Hamilton broken the lap record in practice at 85.08mph, but did not get far in the race. Ina postcard from Ireland he wrote to Lofty England: “Very sorry to say I’ve bust it good and proper. Having a week’s rest before returning home. Covered in bumps and bruises; hit a wall at about 100 so you can guess what it looks like, chassis completely gone. Regret to say I had not insured it either. Slow car ran me out of road into gully on second lap. Steering snapped and took the corner of a wall broadside on. Chassis nearly bent double.

Cracked

a couple of ribs, otherwise

O.K.

Dun-

can.” In the USA, Hornburg had returned to California with his own C-type, and another one (XKC 010) for resale to Art Feuerbacher, president of Clayrich Motors Inc., the St. Louis Jaguar distributors. Both cars were entered for the race meeting at Madera, “gateway to the Yosemite Valley”.

Hill

made

an

excellent

start

in the big race,

jumping from ninth on the grid to third at the first bend and first at the end of the lap. “Hill was leading for the first two-thirds of the race, and was running between nine

and fourteen seconds ahead of the Tom Carstens AllardCadillac

driven

by Bill Pollack’,

wrote

Feuerbacher

to

England. “At this point another Allard [Goodwin’s Lincolnpowered one. A.W.] spilled a large quantity of gasoline on

On a visit to California, Jaguar’s Deputy Chairman and General Manager Arthur Whittaker (right), and Vice-Chairman in charge of engineering William Heynes, meet Charles Hornburg (left) who tried more than anyone to get Jaguar to race seriously in America. W.M.

Heynes

~~ oe.

Phil Hill with the Hornburg C-type at a Californian race meeting. His best West Coast result with XKC 007 was at Torrey Pines (which this looks like) in December

one of the turns

immediately

1952.

in front of Hill, who was

unable to avoid same and spun-out. By the time he was back on

course,

Pollack was just ahead

of him and the

cars ran neck and neck from there on in. At the last turn coming to the finish line, it looked as though Hill could take the Allard but he got slightly boxed

in traffic.” So,

although Hill and XKC 007 had dominated the thirty-lap race, Hornburg’s equipe had to rest content with a second place. Feuerbacher was happy with Sherwood Johnston’s steady drive to third place in his new car (XKC 010), but annoyed that someone managed to reverse into it while it was parked en route to Los Angeles for shipment fo St. -Louis. He was also concerned about the oil consumption and the momentary oil-pressure drop at the end of the long straights. Manning’s Mercury and Parkinson’s Jaguar continued their season-long duel of the “specials”, coming fourth and fifth.

1952 racing ended with a good victory for Hill in “007” at Torrey Pines on 14 December. Sterling Edwards — more often seen racing his own make of car — got up to second place in ius new Jaguar, XKC 017, dropping to third in the hundred-mile race only under intense pressure from Don Parkinson in the Jaguar special, now displacing 3.8-litres. That was a cheering 1,2,3 finish to the year in America’s most Jaguar-minded state, making up for Chuck Hornburg’s disappointment in the Coventry works for not taking part in the third Carrera Panamerica in November.

Mercedes had gone to Mexico

with the same single-mindedness that had attended their Mille Miglia presence, and their reward was — as at Le Mans — a one-two victory. This result made the German marque the top sports car of the year without any real doubt. Only three of the ‘“classic”’ races for sports cars were held in 1952, and the

189

™~, following year’s marking system for these would have given Mercedes-Benz 14 points, Lancia 13 points, and Ferrari 11 points. Had the “‘neo-classic’’ Pan American and Sebring races been included, and if the new Goodwood nine-hour had ‘counted’ instead of the cancelled TT, Mercedes would have been the champion

marque. Theoretical World Sports Car Championship,

Top six marques Mercedes Ferrari Lancia

Sebring (March) -

1952

Mille Miglia (May)

Le Mans (June)

Targa Florio (June)

Goodwood

Mexico

(August)

(November)

Total points

6(2nd) 8( 1st) 4(3rd)

8( 1st) 2(5th) 1(6th)

1(6th)

6(2nd)

8( 1st) 4(3rd) 3(4th)

22 21 16

8( 1st)

Frazer

Nash

8( 1st)

-

.

Jaguar

6(2nd)

-

=

-

-

Aston Martin

-

The “Championship” table is not just a_ statistical game, for it serves to show how, if the Jaguar marque had won at Le Mans and Goodwood (as it certainly should have done), it would have outpointed Mercedes! Stuttgart seems to have shared Coventry’s indifference towards championships, however, for Mercedes-Benz withdrew from sports-car racing for 1953 — the world title’s inaugural year — just as quickly and quietly as it had appeared on the scene. After all, 1952 had been a very lucky year for the German marque!

190

Ihit 8

Chapter Ten

1952 Rallying

or Jaguar, the 1952 rally year was better than the racing one. Since the previous year, it had been apparent that many people regarded the Jaguar Mk VII as an ideal vehicle for the Monte

Carlo Rally, including

former winner Marcel Becquart, who approached England for a car at the time of the Paris show in Autumn 1951. This was seriously considered, but it was decided that Jaguar would take no direct part in the rally. Ian Appleyard

soon

showed

he was serious about the event,

by ordering a car, and another was then prepared as a press entry, for Raymond Baxter and Gordon Wilkins. Wilfred Wadham

and Walter Waring, who had done so

well in a Mk V in 1951, made up the nominated team, their car being works-prepared. (Cecil Vard, who had been the hero of 1951, chose to use a Lagonda this time). Jaguar agents, especially Delecroix in Paris and Lagerwij in The Hague, were asked by England to assist all they could. Appleyard acted as co-ordinator of information for the team, having undertaken a comprehensive reconnaissance for his own satisfaction — winter rallying being new to him. His report to William Lyons included a request for a support car. Lyons gave his approval, and Appleyard soon had an aide memoire typed out for the use of Bob Berry and Alan Currie who took a well-laden Mk VII (KRW

76). The weather

was

terrible, and beat them

reported to England (who went to the Brussels control only) that “‘conditions were deteriorating rapidly... It was decided that the St. Julien route was the best if it could be kept open and free from drifts, and we therefore motored over it continuously between 1230 and 2330 when the snowfall became heavier and the route became impossible due to drifting snow. A pro-forma was completed at the Le Puy control, recommending Jaguar competitors to use the standard rally route’’. The report also covered the Mk VII’s performance, its behaviour in snow (“‘unwieldy’’) and its thirst, 14mpg overall including the long and fruitless snow-ploughing operation. Pat Appleyard had arrived at Brussels soaked to the skin having hopped out of the car into a ditchful of water; the Appleyards, accompanied by Louis Klementaski, lost time in the Massif Central like all but one of the Glasgow starters, but struggled on to finish fifty-third. Their team mates were right out of the running, however, although Wadham and Waring scraped in at 156th and won a concours de confort prize. Raymond Baxter (who was covering the event for BBC as usual) and Autocar writer Gordon Wilkins had as many adventures as anyone. This is how Baxter described their run in the works car (LWK 343) after first encountering tricky conditions at Bourges.

in

their main purpose: to be able to recommend the direct route from Le Puy to Valence. Berry and Currie later

1) We arrived at the Shell station in Clermont 4 minutes before our early arrival time. The windscreen wipers were already stopping

Ko

=~, despite the fact that we were

using them as little as possible. The

louvres in the bonnet-top proved invaluable in this respect, but wipers became necessary when overtaking. We put the car up on

the ramp and greased the offside rear bearing which was squeaking again, and decided not to fit the chains (possible mistake, though debatable)

2) At the check point at St. Flour we had about 4 minutes in hand. Conditions deteriorated rapidly. There was fog, driving snow, and about 3 inches of loose snow on glazed ice on the roads. Braking, therefore, was extremely tricky, and constant use of the gearbox was necessary. 3) Gordon took over at Clermont and my navigation checks indicated that we were just holding the average. We therefore decided to go flat-out. It was apparent from the numbers ofcars we were passing that we were better placed than most, and there

was a fighting chance of reaching Le Puy on time by taking the obvious risks. On a downhill right-hand hairpin (20km from Le Puy) Gordon lost the tal and we hit the snow bank on the righthand side of the road. We got the car out by using our steel mats in about 6 minutes, but it was pointing the wrong way 4) Gordon left me to retrieve the mats and set off “upstream” to turn the car round (fatal mistake ) 5) After wating about 4 minutes I set off, on foot, up the hill after him to discover that he had been directed by two Frenchmen to back on to the soft snow in his attempt to turn round. The roads all along

here were narrowed to about 18 to 20 feet by snow walls put up by the snow ploughs.

The car was

still pointing the wrong way

round. 6) We rigged the de-ditching gear across the road because it was

the only possible way

to get an angle.

To my surprise, the de

ditching gear was actually moving the car and mght well have got us out when a Simca came down the road out of control and carried away our gear. By much digging and the eventual assistance of a Mark V, which stopped to help us, I got the car out in reverse by a series of perks with the clutch, keeping the revs fairly low.

) As we were still pointing the wrong way, we were obliged to motor 5 kilometres against the oncoming cars to the nearest village.

This was necessarily slow and somewhat hazardous. 8) In the village we found a swtable intersection and dug a space in which to back through 4 feet of snow. 9)We turned the car round and got into Le Puy some 80 minutes late.

10) I continued at the wheel and decided to have a go at doing the next section clean. In passing a Dutch Simca, he shd across the front of me and pushed me into the snow wall again. Although we had the car out in about 10 minutes we were by this time greatly reduced by our physical exertions. Prior to passing out in the back, Gordon gave me a late arrival tume at Valence which was made with several minutes to spare. However, the mathematics were at fault, which m the circumstances as you will appreciate is not SUrprIsing.

To sum up, the failure was due to the drivers and not the car. However, the failure of the windscreen wipers was undoubtedly contributory, and I would suggest that hand wipers are a good idea. Lan used his quite a lot. Anyway, finally thank you again for some magnificent motoring.

The 1952 Monte Carlo Rally was particularly tough, and Sydney Allard won for Britain in a car of his own make. Best Jaguar was this French-entered Mk VII of Rene Cotton and his crew seen on the Col de Braus test.

192

Spas secs

Jean Heurtaux of France collects his prize for coming 6th in the 1952 ‘“‘Monte” in a MK VIIJaguar. Like Cotton/Didier, Heurtaux/ Crespin started from Lisbon and happened to get through the most difficult section before the snow was at its worst.

Of the eighteen crews to arrive at Monte Carlo unpenalised, the only one to do so from Glasgow was the Allard/Warburton/Lush Allard saloon. Allards had had to forego 1951 because of a silly rule banning cars with proprietary engines. Sydney Allard made up for it this time with his marvellous drive to outright victory. With the successes of his cars in American racing (they were much more competitive there than on British circuits, as has been shown), 1952 was the high point of Sydney Allard’s career. It was sad but, with hindsight, as Tom

first Descollanges/Jacquin, second Moss/Grant, and third Herzet/Baudoin in their Ferrari-esque XK coupe. Heurtaux’s Jaguar rolled in front of Moss on the timed climb of the Col de la Faucille.

third

in 1938

Lush

have

been

has

written,

“it would

seem

that

the company’s

fortunes began to decline from this point.” The great enthusiast-builder was the most popular and deserving winner,

the first from Britain for twenty-one years.

The Lisbon contingent had been able to pass through the Massif Central before the blizzard was at its worst, and

two Mk VIIs were among the unpenalised finishers; were Cotton/Didier and Heurtaux/Crespin placed fourth and sixth for France — and for Jaguar too. A surprising runner-up in the ““Monte’’ was the crew of Stirling Moss, Desmond Scannell, and John (Autocar) Cooper in a Sunbeam-Talbot 90. Soon afterwards, Moss

took delivery of an XK120 fixed-head coupe from William Lyons, promptly setting off on the A.C. du Rhone Lyon-Charbonnieres Rally with Gregor Grant, founding editor of Autosport. Best Jaguar place was gained by the XK120 roadster of Luc Descollanges who was eighth overall. The over-3-litre class was an all-Jaguar affair:

The works Mk VII, LWK

343, was driven on the RAC

Rally in April by Tommy Wisdom but was unplaced. Goff Imhof’s J2 Allard

beat the XK120s

of Jack Broadhead,

Ian Appleyard, and Tom Christie. The Jaguars were followed by two Morgans and a Healey. Leslie Johnson — and

third

roadster, JWK

1939

again

651, was

for BMW,

but

remember?

his famous

penalised

— would

white Jaguar

at the finish

for not

having rear wheel spats fitted! As the newly-announced wire-wheeled special-equipment XK120 did not have spats, Johnson

had worked

on the principle that his car

need not run with them; but he had not taken prior advice. He did have the pleasure of being fastest of all on the Mynydd Eppynt special stage, however. Ian Appleyard and Ken Wharton had their annual “battle of flowers” in Holland. Wharton (Ford Consul) took his third victory, and Appleyard brought his “Monte” Mk VII home second in the Tulip Rally. J.W. Lagerwij who was an excellent representative for Jaguar in the Netherlands, wrote to each Jaguar competitor of every nationality offering service. Back home in May, Pat Appleyard won the ladies’ prize on the Morecambe Rally and her brother John Lyons was sixth in class. Both drove XK120s. The Appleyard car, NUB 120, was driven by a

[93

Oat

Yas

as

©

Above: RAC

Rally, 1952: A rare return to

rallying for Leslie Johnson whose good performances in many of the tests lost their value when he was

penalised for not having rear wheel-spats fitted. (The wirewheeled XK120 special equipment model was spatless, but 660040 did

not have wire wheels. This was the kind of small-print regulation that Ian Appleyard always did his best to discover and interpret correctly). Johnson also had an intermittently jamming gearbox, which is what he is looking concerned about here. The Motor

The opposition:

Goff Imhof’s Allard-Cadillac at the Onich control during the 1952 RAC Rally, which it won from the XK120s of Broadhead and Appleyard.

Ge friend, E. Ainsworth of Bolton, without distinction.

Ian Appleyard himself was away that weekend on ‘‘Z”” reserve call-up. He was more concerned with the Alpine in July. If only he could win an Alpine Cup this time, he would score a hat-trick and that would mean the first ever Gold Cup! He was happy to use NUB 120 for a third time, especially when Lofty England confirmed that wire wheels and self-adjusting front brakes could be fitted. Mintex M15 brake linings had been used up to now; what did Lofty think? Well, Ian’s Mk VII had Ferodo E24 material like the C-type, and Mintex had brought out the M20, so it was up to him. Later, Ernest Rankin wrote to

him, covering the various production alternatives and options in a general way. NUB 120 was getting old, and no-one wanted scrutineering problems. This time there was to be a general classification, to be calculated first by counting the daily timed speed tests. ‘““As you know’, Appleyard reminded Rankin, ‘“‘we have won two consecutive coupes (three in total) and no-one has so far got three in a row... it is almost certain that on the hillclimbs Imhof will beat the XKs... it is extremely unlikely that a big car will win this year...” Despite his careful preparation, and his decision to go for a “clean sheet”’ rather than a win, Appleyard had a panic of his own when he had trouble with his selfadjusting brakes, and decided to dash back from Marseille to Coventry to get them fixed. The factory also prepared a works XK120 roadster (MDU 524) for Maurice Gatsonides who had so nearly won a Coupe des Alpes the year before. Appleyard’s predictions prove right. Of 88 starters and 23 finishers, ten crews managed to avoid road penalties. Nathan of Germany gained most points in the tests, but his Porsche was placed eleventh because he had lost two minutes on the road. Thus Alex von Falkenhausen brought his amazing pre-war BMW to victory in the 2litre class and in the general classification. Gatsonides came next in the works Jaguar, and it was suggested that his navigator, George Samworth, should get a prize for the ‘‘most

shattering ride’;

certainly Gatsonides’

drive

was the fastest of the rally. (Bill McKenzie, not prepared to be scared out of his wits again, drove a Ford). Third came de Regibus in his little ex-Le Mans Renault, proving that the organisers had worked out their class-variation factor as fairly as they could. The Appleyards brought NUB 120 into fourth place and second in class. The Appleyard crystal ball was wrong on only

one thing — Goff Imhof and Tom Lush in the RACwinning Allard-Cadillac J2 began well, as predicted, but they retired with rear axle failure. The last three Coupes went to the British Sunbeam-Talbot team of George Murray Frame, Mike Hawthorn, and Stirling Moss. Another splendid Alpine was spoiled when the two major awards were not presented at the official prizegiving. Appleyard’s gold Coupe des Alpes, for achieving the hat-trick, was withheld until William Lyons himself con-

firmed to the A.C. de Marseille and Provence scrutineers that more than thirty XK120s with 14-inch diameter exhaust valves had been produced and sold. The club held a special cocktail party for the Appleyards as soon as the news was received and awarded them the first-ever Alpine Gold Cup.

The opposition: like the $S Jaguar 100, the BMW 328 remained competitive in its old age. Alex and Kitty von Falkenhausen (seen here on the Galibier Pass) demonstrated this forcibly by

winning the Alpine Trial of 1952 in their 1939 machine. It was from this model that the postwar Frazer Nash emanated. A. von Falkenhausen

The Appleyards were less concerned with outright victory in the 1952 Alpine than with ensuring that they lost no road marks. This they achieved, and thus won the first Alpine Gold Cup ever, for remaining unpenalised three years running. Their finest hour: Ian Appleyard and the former Miss Patricia Lyons with the Alpine Gold Cup at 88 Piccadilly, Henlys’ main Jaguar showroom. (The poster refers to success in a class: 1st Gatsonides, 2nd Appleyard, 3rd Herzet, and 4th Sutcliffe.)

More unlucky still were the overall winners, Alex and Kitty von Falkenhausen, of Munich, who had bought their BMW 328 new for the 1939 season and hidden it in a Bavarian barn when that became necessary. Since the war, Baron von Falkenhausen had competed whenever possible, but had been concentrating upon his own AFM racing car project. Now that was wound up, and he was able to give more attention to his old car again. In 1952 his BMW was even older than Appleyard’s SS Jaguar 100 had been when it won the 1948 Alpine. Now he had won it, and the scrutineers had passed it — but there was a protest (by whom, it was not said) demanding verification that thirty similar cars

had been built. Eisenach,

where

the BMW 328 had been made, was in the now-Russian zone of Germany, and it would take a long time for the Munich factory to provide the proof. There was quite

196

good prize money, and von Falkenhausen needed it to help pay the hotel bills and for the journey home. He and his wife stuck it out for more than a week, and at last the evidence came and the protest was thrown out. Alex and Kitty von Falkenhausen drove quietly out of Cannes, their old car piled high with trophies. The celebrations would have to wait until they got home. Their win was no less brilliant for the lack of publicity; and they did not put the 328 into retirement for another couple of seasons. The Appleyards’ superb achievement meant that their XK120 was in great demand for publicity purposes, and Bob Berry went from Coventry to Henly House, London, with a loan car for them so that NUB 120 could go on display straight away. Another German victory occurred in the Liege-Rome-

Privately-owned Jaguar XK120s won the first three postwar RSAC Scottish Rallies — Leslie Wood in 1951, G.P. Denham-Cookes in

1952, and John Cunningham in 1953. This is the 1952 winner, looking a bit menacing. The Motor

Liege Rally in August, but it might have been different. John Claes had been to Coventry to agreement on a contract, and Norman Dewis duly a new works car (660986) to Brussels for him. The average speed set for the “Marathon” had increased by 10kmh as a result of Claes’ 1951 win.

very reach drove

been Claes

again drove with Jacques Ickx, but their run did not last

long. Having completed

the majority of the fabulous

‘“‘milk run”’ passes — the Galibier, the Izoard, and the Vars

— in the outward direction they came to grief on the descent of the Col de la Cayolle, clouting a marker stone hard enough to end their “‘Marathon”’. The Frenchmen who had also done very well in 1951, Laroche

and

Radix,

were

back again with an attractive

special body on their XK120. They went well, and were one of nine crews to reach Rome unpenalised. The field grew smaller and smaller, and after the Gavia and Stelvio

passes had been crossed even the leader, Umberto Maglioli, had lost nearly three minutes; but his Lancia’s engine failed on the final dash through the French Alps and Polensky’s 1.5 Porsche took the lead. Hal O’Hara Moore and John Gott (Frazer Nash) had been unpenalised until they crashed on a fairly easy section near the Stelvio simply because both had fallen asleep. It was because of this non-stop schedule that Ian Appleyard never entered the ““Marathon’’. By the end of the 1952 event, Helmut Polensky and Walter Schluter had lost some fifteen in all. Laroche and Radix were over twenty minutes behind schedule — the rest were half an hour and more late. “Marathon”” statistics are always fascinating. In 1952 there were 106 starters and 24 finishers, the last to be classified having accumulated nearly five hours of lateness! Porsche were in the ascendancy with five cars in the

197

one top ten. Jaguar did well, despite the loss of the works car, with Laroche/Radix runners-up and Bohni/Hahne of Switzerland tenth. Olivier Gendebien co-drove Fraikin’s Jaguar Mk VII saloon to take 22nd place in what John Gott called the “toughest rally ever run”. Following his success in the Alpine, ““Gatso”’ had been in touch with Lyons and England to draw their attention to the second Tour de France Automobile, and they came very near to lending him a car, but it would have meant hasty preparation and the idea was abandoned. It was probably wise, as the handicap was strongly biased towards smaller cars. A DB-Panhard won it. On pure performance Guy Berthomier’s Jaguar XK120 came fourth behind

a Ferrari, an Osca, and a Gordini.

Fifth

were Nigel Mann and Mortimer Herbert MorrisGoodall. For Goodall this was to be his last drive for some time in an Aston Martin, the marque with which most people associate him. Soon

198

afterwards,

‘‘Mort”’

Goodall

was

taking

up

his

duties as competition manager at Jaguar’s new Browns Lane Factory at Allesley, just west of Coventry. His first event in his role was the old-fashioned MCC Daily Express Rally in November, in which there were plenty of private Jaguars to look after. ““Doc”” Hardman’s Dellow was the winner of this “‘driving-test’” event. Best Jaguars were those of Dennis Taylor (5th), Jack Broadhead (11th) and Surling Moss who came 13th in his own coupe with John A. Cooper navigating. Taylor and Moss won their own classes. Rally stars of the year were former racing-car builder Helmut Polensky and Walter Schluter; but clearly rating second in Europe were the Appleyards. In the great rallies,

Polensky

had

had a win, plus a

third and a fourth for Porsche, Appleyard a second, a third and a fourth for Jaguar. Next season would see these two great drivers fighting it out asgain in the first official rally drivers’ championship.

Chapter Eleven

1953 Racing

y the winter of 1952/53, Jaguar Cars Ltd was able

to announce that its cars had become the biggest dollar-earners among all imported makes in the USA. It was in America, too, that the 1953 racing season began for private owners, most of whom had had delivery of their long-awaited

C-types,

or at least an

indication

that they would be “in business” by the start of the season. Among the first to appear was veteran Florida driver John Rutherford who averaged 134.07mph in XKCO014 for a new NASCAR-timed measured mile sportscar record on Daytona Beach in February. America’s only international sports-car race at this stage was still the Sebring twelve-hour, held on 8th March. Aston Martin took their DB3 but Jaguar sent no

factory cars to this first round of the new F.I.A. World Championship for sports cars. Both Aston Martins crashed,

one

less seriously

than

the other.

The

latter,

driven by Parnell and Abecassis, only damaged a wing — but that included loss of one headlamp and when it got dark the British car could not maintain sufficient pace to “reel-in”’ the leading Cunningham of Fitch and Walters. The private Jaguars did well. Best of all was Art Feuerbacher’s XKC 010, driven to a steady third place by Sherwood Johnston and Robert Wilder. The Aston Martin team drivers went out of their way to compliment Johnston upon his courteous driving. Running sixth at one stage was the C-type of George Huntoon and Phil Styles (probably XKC 034) but the

cylinder head gasket failed. Undaunted Huntoon used the tools in the car, changed the gasket in just under three hours, and the team carried on racing to finish twentyfourth. XKC 030, owned by David Hirsch, and driven by Harry Gray and Bob Gegen, came fourth ahead of the very nimble Osca of Briggs Cunningham. In a hard race with many retirements, this was an excellent result for the Coventry marque. Ten Jaguars started and seven finished — five of them in the top twelve. Later in the month Bill Heynes requested ‘‘Mort”’ Morris-Goodall to let him have details of events for this year. “I think a careful survey of the total programme might cause us to try and divert some of the driverowners from one race to another, to make sure that we are fully represented in all the meetings.” At this stage in the season, Jaguar’s new competition manager was considering fourteen meetings — excluding one of the six remaining championship rounds! Goodall wrote to the British C-type owners. Hamilton, Wisdom and Stewart had been joined by Bill Holt, Leslie Johnson, David Murray,

Sir James Scott Douglas, James Swift, and Peter

Whitehead. As the season took shape it became clear that Heynes’ idea of “spreading the load” was a good one, for it meant that there would be enough cars at the pre-Le Mans events to permit the preparation of three completely new versions of the C-type for THE race of the year.

199

~, Early in April, Jaguar was back time

since

publicised

1949,

to

afterwards,

do

some

not

at Jabbeke for the first speed

tests.

beforehand.

These

Lofty

were

England

was accompanied by Frank Rainbow, Joe Sutton Norman Dewis. Dewis drove the cars, as follows:

Model

MK

Chassis

Reg.

No.

No.

XK120

C-type

711195

VII

660986

XKCO12

LWK

MDU

343

524

164 WK

(trade

and

plates) Target speed (mph) Actual speed (mean): 1 mile (mph) 1 kilometre (mph)

110

140

150

121.130 121.704

140.789 141.846

147.662 148.435

Suitably fettled, the saloon and the roadster achieved their goals despite crosswinds. The C-type had the production-type carburettors (2-inch SU) and was little modified; it was tried with the normal and with 1952 Le Mans-type long-nose bonnets, the latter being discarded afterwards, once and for all. Its speed was comparable with that achieved by The Motor the previous autumn. (A press test had been considered a suitable way of showing that the C-type really was a road-going machine). The first two races — the Mille Miglia and Silverstone — were only a fortnight apart, so it was decided not to risk planning the use of any one car in both events. The 1953 Mille Miglia C-type line-up looked like a works team, but in fact only one works car took part. Tom Wisdom lent his car (XKC 005) to be prepared at Coventry alongside XKC 011. The third car was the one Leslie

008,

Johnson

prepared

had bought for his own use, Chassis XKC

at

ERA’s

Dunstable

works,

which

he

owned.

A month before the race, Jaguar export manager Ben Mason wrote a quick note to Goodall from the Continent where he was visiting the major distributors. He had been Top:

Jabbeke, Norman

April 1953; Joe Sutton, Dewis, and Frank Rain-

bow, with the Royal Belgian AC’s Renault mobile timing hut.

Frank Rainbow and Joe Sutton changing bonnets at Jabbeke, watched by Joska Bourgeois and Arthur Martin of the Belgian Motor Company.

Last nose”

appearance C-type

of the

bonnet

—

“longNorman

Dewis crosses the line at Jabbeke with XKC 012 (there was measurable difference

no in

performance, and other designs were now well-advanced, anyway).

Right:

Lofty England and Joska Bourgeois contemplate the “‘service demonstrator’’, chassis 660986, which did over 140mph in

the spring of 1953 but would be quicker still by that autumn.

Bottom right:

The first man to be employed full-

time as a racing mechanic at Jaguar, Len Hayden who joined the company early in 1953. Here he makes Norman Dewis smile.

in conversation with Angelo Chieregato who had urged him to give maximum possible time to practice, in view of past experience. Even so, the Jaguar party did not leave Britain until the weekend before the race. At least the works drivers, Moss and Rolt, went out some days earlier and covered the course in borrowed touring cars. Moss put in an estimated 6000 miles during his pre-race investigations. Sad to say, the race was an only-slightly-mitigated disaster. “Mort” Morris-Goodall rode with Stirling Moss in XKCO11 but the axle failed shortly before the first control at Ravenna, the tube twisting in the differential housing, so Moss’s Mille Miglia score so far was a miserable zero finishes out of three attempts. Tony Rolt and Len Hayden went together in the Wisdom/Cannell

car, XKC 005, and

maintained an average speed of around 98mph unul, on the approach to Pescara, a big-end bearing seized due (it was thought) to the bearings being starved of oil because of the constant high speed humps. Len Hayden had recently joined Jaguar as its first fulltime racing mechanic,

as a result of a chat with “Mort”

Goodall at a mechanics “‘do’’. His experience had ranged from the HRG and HWM racing teams to manufacturing realistic life-size ‘‘elephants’? which could actually be made to lumber along the promenade or around the park thanks to a series of clever joints and brakes in the “‘legs”’, and had a well-hidden Ford Eight engine in the “rump” resulting in much amusement — especially whenever a water hose burst. Hayden’s arrival at Jaguar had followed the departure of John Lea, who had had enough of working for what he regarded as a big organisation. Hayden had been working on aeroplanes with Skyways at Stansted and one of his chums from there, an aircraft inspector named Bob Penney, soon joined Jaguar too.

Although no longer at Jaguar, John Lea was still very much in demand to prepare cars for private owners, and one of his first tasks was to fit Leslie Johnson’s (XKC 008) with a Laycock overdrive unit for that 1953 Mille Miglia. Unfortunately, the car did not last long enough to establish the value of the experiment — one which the factory never tried on its own competition models — for Johnson was out early at a very early stage with a split fuel tank.

Top:

XKC 011 and XKC 005 followed by the works Bedford on their way to

the 1953 Mille Miglia. L.W. Hayden

Leslie Johnson’s overdrive car, XKC 008, in the Alps en route to

Brescia. J. Lea

> al There were three other C-types in the event. Through Angelo

Chieregato

of Compagnia

Generale

Auto,

Mario

Tadini and Franco Cortese had bought XKC 045; but they did not get far before retiring. Luc Descollanges (XKC 016) and Jean Heurtaux (XKC 035), who had only recently joined their friend Henri Peignaux (the Jaguar agent for Lyon), for a weather-halted XK120 record attempt at Montlhery, brought their cars. Descollanges was badly injured in an accident which killed his codriver, Pierre Gilbert Ugnon. Heurtaux, accompanied by his wife

instead

of his

Monte

Carlo

Rally co-driver,

Captain Crespin who did not turn up in time for the start, WA

AW’

>.

eS

Tony Rolt, Len Hayden, XKC of Brescia.

005, and the autograph hunters

Vic Barlow of Dunlop (right) and Jaguar competitions manager Mortimer Morris-Goodall stand with Stirling Moss, Phil Weaver and XKC 011 at 1953 Mille Miglia scrutineering.

managed

to get all the way round

the course,

but took

nearly thirteen hours to do so. This must be compared with Giannino Marzotto’s winning 4.1 Ferrari (10 hrs 37 mins.) and the best British result — fifth for Reg Parnell’s Aston Martin DB3 (11 hrs 33 mins). Good old Biondetti came ninth for Lancia. Belgian engineer Paul Frere, who had worked as service manager for Joska Bourgeois’ Belgian Motor Co. In Brussels for a while, had discussed the possibility of driving a Jaguar Mk VII in the over-2-litre “international touring” category but the idea was dropped on the

=, grounds of short preparation time. Frere won the class in a Chrysler; the only other finisher was an Italian crew in a Jaguar. The Rolt car was towed back to Brescia and there, in

Count Maggi’s Calino garage, the piston and rod were removed and the hole in the bearing surface wellcovered; the engine was started-up but, although it ran, it ran so roughly that “‘it tried to jump out of the frame” as Phil Weaver puts it. While Len Hayden made his way to Sicily in XKC 011, Gordon Gardner (who had become a regular member of the Jaguar team) sat in XKC 005 while Weaver towed him with the Bedford van. Doing the braking in a C-type with discs but no servo was not the easiest of jobs, but they got back to the Channel coast in two days. Wisely Jaguar did not attempt to win the Mille Miglia again.

The Daily Express meeting at Silverstone on 9th May was another unsatisfactory occasion, although Moss’s touring car race win in LWK 343 brought some consolation. The lone MK VII strode away from Alvis, Bristol, Healey and Riley opposition. In practice for the sports-car race Mike Hawthorn lapped in 1 min. 55 sec. with the works 4.1 Ferrari. Moss,

driving a new car (XKC 037), got down to 1 min. 57 sec. to establish himself on the front row. Then, on its tenth practice lap, the C-type got ‘ “out of shape” at a surface change coming through Abbey Curve and had a highspeed accident, overturning but fortunately only shaking the driver. Alfred Moss was perturbed, as any father would be, and told Lofty England that there must be something wrong with the car. As they watched, however,

Ian Stewart had a lurid skid in his “Scottish”? C-type at exactly the same place. The car was re-bodied on Friday; Moss missed second practice but only Hawthorn stayed ahead

of him and, with Rolt (038) Hamilton

(004), and

Walker (012) next in line for the practice-time-based Le Mans-type start, things looked quite promising. Hawthorn and Moss got away first, but Hawthorn moved into a permanent lead. Tenacious Reg Parnell (DB3 Aston Martin) passed Moss on lap two, followed by Rolt, who stopped early in the race for a plug change. None of the Jaguars were performing well. All were still using engines with 2-inch SU carburettors, and the factory cars were developing between 210 and 215bhp only. They were running with standard Lockheed drum brakes with Ferodo E24 linings. Brake fade may have been one reason why the Jaguars fell back in this short race, while Ferrari and Aston Martin had a field day. The final order was Hawthorn

from Cole (4.1 Ferraris), then

Parnell and Collins (2.9 Aston Martins) followed by the

Jaguars of Peter Walker and Graham Whitehead — the latter driving his half-brother Peter’s new car, XKC 039. Moss was down in seventh place at the finish. As the Mille Miglia had made XKC 005 hors de combat, and Tommy Wisdom had entered for the Targa Florio in

204

mid-May,

it was

Cale

Dw Gm

WOLKSa

only fair to lend him alm ten

Hayden

took

the repairable the opportunity,

while sorting-out the rear-end, to fit a 3.92-to-1 in place of the 3.54-to-1 crownwheel and pinion. He also calledin at Modena to do a few jobs on XKC 032 which Farina had bought for Ferrari to look at. Old trouper that he was, Wisdom completed the full eight laps of the Little Madonie course and won a prize for the best foreign entry. Umberto Maglioli won at just over 50mph in one of the new 3-litre Lancias. Wisdom took nearly an hour longer, partly because he always tried to drive to finish, and partly because of (as he admitted later) “ce “running on to a miniature rink of oozy clay deposited at an unofficial pedestrians’ crossing, spinning,

and landing in the ditch’’. Nevertheless he was retrieved, to average nearly 45mph in this wet and windy Targa Florio; his overall position was seventeenth. At the same time, tragedy struck in France. After completing the Mille Miglia, Jean Heurtaux had taken part in the Dieppe Rally, taking second place. Then he went

to Planfoy, near St. Etienne,

for the Forez motor

club’s hill-climb. There he broke the course record with his C-type (XKC 035) on his first run. He did even better on his second run but lost control and crashed heavily. Apparently spectators rushed to the inverted car, rolling it back on to its wheels during which manoeuvre it caught fire. Poor Heurtaux died soon afterwards. His friend Captain Crespin of the French defence ministry — with whom he had competed in many long-distance events — was overcome by the loss. He told L’Auto Journal that the circumstantial evidence was that the crash had been caused by a mechanical failure — and hadn’t their mutual friends Descollanges and Ugnon crashed a similar car in the Mille Miglia only a short time ago? “The comparison is disturbing’’, stated L’Auto Journal’s reporters in an article which made it necessary for Jaguar to call in a Paris lawyer. Bill Heynes and Lofty England would later examine the car and call on Crespin on their way to Le Mans, confirming that the upper wishbone ball-joint (which he had tried to blame for both crashes) had been broken as a result of the accident. L’Auto Journal did publish an official statement, saying that they had been wrong; but they did not do so with good grace and it took the 1953 Le Mans race itselftowash out the nasty taste in some French motoring circles. Only one week before Le Mans, however, there was another race, the Hyeres 12-hour, on a road circuit near

Toulon. Former Jaguar driver Tom Cole returned to the marque to share the wheel of Peter Whitehead’s C-type, and there were two other competitive Jaguars, too. One was XKC 025 owned by Armand Roboly, and the other was a very fast XK 120 fixed-head coupe entered by Andre Pilette. Quite strong opposition came from Manzon (3litre Lancia) and ‘‘Pagnibon”’ (4.1 Ferrari) who held the first two places after the 6am start; but the Lancia retired and the Ferrari crashed, injuring its driver fatally. There

> atl NG ODBLE

AL

UE

EE

In the absence of a picture of the Peter Whitehead/Tom Cole C-

type winning the 1953 Hyeres 12hour race, here is one of the runner-up, XKC 025, owned by Armand Roboly. This is his codriver, also a ‘“‘C”? owner, Col.

John

Simone

Maserati-France

(who Le

ran_

Mans

the

entries

after he gave up racing himself). Although American, the colonel was closely attached to France, and

was awarded

the Legion d’Honneur

for his wartime Schlee

were

many

Martins

other

of Graham

retirements, Whitehead

including and Mike

the

Aston

Sparken,

the

Simca of Captain Crespin (who had won with Heurtaux in an XK120 in 1952), and Pilette’s Jaguar (water pump). Peter Whitehead and Tom Cole worked their way into a commanding lead and won as they pleased. Armand Roboly and John Simone (a C-type owner himself) held on to second place from Francois Picard and Charles Pozzi (Ferrari). Thus began Jaguar’s celebration month — also the Queen’s coronation month — of June 1953.

Le Mans had never seen a more formidable entry list. This was the fifth ime the great 24-hour race had been held since the war, and the eagerness of the main motormanufacturing nations to do well was plain for all to see. Now that the austerity was easing, motor car production and sales around the world were climbing steeply. Two

years earlier, Jaguar had given Britain its first big

revival of motoring prestige by winning. In 1952 the same thing should

have

happened

but, at its first real

op-

portunity to show its superiority over Stuttgart, Jaguar

had thrown the race away. This time the only regret was the retreat of Daimler-Benz to its lair for the 1953 season. It is a strange thing, but Jaguar and Mercedes were destined never to complete a duel on even terms. While Germany was represented by Borgward and Porsche — contenders for class-victory only — France was represented by a full team of 4.5-litre Talbots, plus a private supercharged one. Amedee Gordini’s new 3-litre

activities.

Armand

straight-eight with central driving position came to scrutineering, but try as he might Le Sorcter could not make

it race-ready, and his challenge was confined

to a

2.5 a 2.3, and a 1.5. Spain put in an appearance with the Pegaso, which maintained its reputation as a fabulous rather than factual competitor by non-starting after a practice accident. Briggs Cunningham was representing America for the with fourth year running three Chrysler-engined monsters — two C4Rs and one of the new C5Rs with fully ““dependent”’ /stc/ suspension. For this race there were two entries from the Nash Corporation in America, these being Warwick-built Healeys with 4.1-litre Nash engines. Italy’s national contribution was the strongest of all in terms of potential front-runners, with a 44-litre Ferrari coupe for World Champion Alberto Ascari heading the challenge. After all, the Ferrari marque had had no luck at Le Mans since 1949. Backing came from three more V12s of 4.1-litres capacity. Alfa Romeo brought three of their superb-looking 34-litre six-cylinder coupes with Fangio,

who

had

been

runner-up

in the Mille Miglia,

adding stature to a very strong-looking team. Lancia’s three D20 coupes were 2.7-litre V6s with superchargers. Britain sent a pair of Allard J2Rs, three of the new lighter more

compact

DB3S

Aston

Martins,

two each of

the fleet Frazer Nashes, the ugly Bristol coupes, and the attractive new Healey powered by the Austin A90 Atlantic engine. Then there were the Jaguars... Alan Clark reported the pre-race feelings in Road and Track: “Even Aston Martin drivers were going about with Cheshire-cat grins boasting of how they had passed the Jags on the straight. Cunningham raised the lap record

205

=, and then Alfa Romeo raised it even higher. The next night Ferrari came out and broke the lap record again and the knowledgeable smacked their lips; that evening the Jaguars appeared late, did a short practice period in which each car smashed the previous existing lap record and then withdrew, not turning up at all for practice on Friday. Nobody seemed to find this very remarkable, the cynical proclaiming that Jaguar weren't keen on practising for long in case the cars overheated before the race began; Saturday morning the cars lined up before the pits

per square inch with a definite stop limiting the openings of the valve to this amount, and if possible a secondary light spring to ensure return ofthe valve in case offatlure of the main spring.

three hours before the race, every hood opened but the

CARBURETTORS. Initial work will be done with three 2” S.U. carburettors; three double choke Weber carburettors are also bemg put on order, and will be tested alongside the normal equipment.

Jags’ closed tight, mechanics writing postcards in their pit. People noticed this but said they were trying to imitate the Mercs....”’

There may have been justification for some cynicism. On 23 May, Bill Cannell of Moore’s of Brighton told Jaguar that he and Tommy Wisdom would be pleased to put their C-type at the factory’s disposal “for practice or any other purpose” at Le Mans. They had applied for an three weeks

afterwards,

and won-

dered if any works cars would be there too? “Mort” Goodall, who still had XKC 005 at Browns Lane, replied that there would be difficulty in getting it raceworthy for Reims let alone Le Mans. “It is our intention at the moment to run a factory team at Reims,’ he wrote cautiously. “It depends to a certain extent whether there 1s a factory team after Le Mans.” It 1s difficult to blame him for his lack of confidence. Towards the end of 1952 Bill Heynes had given his instructions to Jack Emerson, with copies to Chief Designer Claude Baily, consultant Laurie Hathaway, and “Mort” Goodall: LE MANS

ENGINES

— 1953

Will you please put in hand immediately the building offive engines for Le Mans Race, one a practice engine, one to be a bench engine, and three for the actual competition. I confirm the following specification which was discussed: CYLINDER BLOCK. To befitted with steel bearing caps before machining, to be adapted for the fitment of Wills rings, to have the ol drain modification in the rear bearing. Main bearing lead

Three heads of the present 120C type are to

3-PORT TYPE HEAD. The models which are now available are to be sent to Mr. Weslake for port flowing. In the meantime, the head drawings are to be put out for pattern making, and sample castings as soon as possible.

PISTONS. 9:1 compression ratio, flat top type, BRICO, already on order and promised for December 14th.

CLUTCH. Investigate the three plate clutch which Messrs. Borg & Beck have submitted, or, failing that, a strap drive clutch ifthis can be made available. DYNAMO.

Just before Christmas 1952, Bill Heynes had issued another memo, this time to Claude Baily, Bill Robinson

(body experimental) and Roy Kettle (drawing office): 1)

EXHAUST MANIFOLD. A set ofmanifolds to be made up in 20 gauge Inconol tube, and bench testing by Mr. Emerson. Confirm by extensive road testing at M.I.R.A.

OIL PUMP. New type pump uth spring loading to give 50 lbs.

Front suspension. Complete scheme has been prepared in congunction with Alford & Alder. All major design points have now been cleared with the exception of the mounting of the Top Wishbone, Steering Arm, Torsion Bar Rear Anchorage, and Sway Bar Mounting. All details will be

2)

3)

4)

TIMING GEARS. Subject to satisfactory tests, the hydraulic type damper will be used, or, alternatively, a posttively-set damper. SUMP. 1952 Le Mans type specially tested forporosity and fitted with a strainer for additional safety. A new run of the suction pipe is to be arranged to assist in defeating cavitation.

Investigate the use of the 3.9 type dynamo with

Messrs. Lucas.

Indium Bronze.

206

HEAD.

FLYWHEEL LENGTHENED TYPE. Consider using the 154 lbs. type of which a design ts available.

a Ke a

entry again at Reims

CYLINDER

be sent to Mr. Weslake for flowing, and these will be held in reserve and used for testing the engine in case the three port type head does not materialise or farls in its tests.

completed by December 31st and released on Messrs. Alford & Alder, who ull be instructed to put dies in hand for the stampings. Body. The design of the body and structure is completed with the exception of the rear body diaphragm and rear crossmember, also the rear chassis extension. Mr. Robinson has in hand the building of a mock-up body in wood panelled with aluminum on which final decisions will be taken regarding the structure. Frame. The general construction of the frame is decided and 14" x 2" rectangular tubes will form the main members of the chassis frame. A wooden prototype frame is being built with the body to check the design structure before the tubes are cut to length. The front cross member still remains to be designed, but it 1s hoped to have a complete set-up in wood and aluminium by December 3 Ist. Wheel and Hubs. A design for a short 52 hub has been submitted by Dunlops and we are going ahead on this design. Dunlops are to be notified that wheels and tyres are required ifpossible, by the end ofJanuary. Wheel Lock Nuts. It is desirable to obtain steel lock nuts,

5)

well lightened, for these cars. Rear Axle. Preliminary discussions have been made with Messrs. Salisbury. Further discussions are necessary as it

appears desirable to use a spiral gear instead of a hypoid if this can be obtained. Messrs. Salisbury Transmission are investigating the possibility of an aluminium case in order to save weight.

=v -type revita lised: carburettors and .

Weber

... Dunlop disc brakes for the 1953

“lightweight” Le Mans cars.

=, 0)

8)

9)

10)

11)

12)

13)

14)

15)

16)

Brakes. It is proposed to investigate the position of threeshoe Girling brakes, and alternatively Girling/Dunlop disc brakes for this car. Dunlops are making up prototype samples of the disc brake, but ut 1s felt essential that a shoe brake is available as well. Brake Drums. If shoe brakes are used we propose to try and employ the Al-Fin type drum with a view to saving weight, and it ts thought that the extra cooling with the brake drum in the air stream will make this possvble. Radiator. The scheme is not yet completed for the radiator block, which will probably have a separate header tank mounted between the radvator and the engine. Both header tank and matrix should be of alummmum. Steering Box and Tie Rods. These will be sumilar to the XK 120 Mark IV, but a certain lightening will have to be carried out to bring these down in weight. At the same time it is proposed to have the magnesium box cast to replace the malleable iron box used in production. Brake, Clutch and Accelerator Controls. Pendani type pedals will be used. These should be aluminium castings. The scheme is not yet available — it depends a lot on the completion of the body and frame structure. Rear Suspension. A similar type of rear suspension to that employed at present, but instead of the present type of roll control a Panhard Rod will be used. Gearbox. It is proposed to have 4 speeds retaining direct gear as top, but with a constant mesh gear for first which will allow this gear to be used during the race. In addition ut 1s proposed to investigate the possibility of an aluminium case, ifpossible, with steel or cast tron inserts. Clutch. A scheme for a triple plate clutch like that used on the B.R.M. has been submitted by Messrs. Borg & Beck. A layout has already been completed and 1s up for consideration. The question of supply of one of thses units has been taken up with Messrs. Borg & Beck and tt 1s essential that if it ts going to be used a very early date for the sample clutch must be given. Electrical Equipment. This matter 1s being taken up with Lucas with a view to providing us with a smaller dynamo with aluminum end plates and a lighter starter, ifnecessary, with a gear drive. The battery of the same type as used last year should be satisfactory, although approx. 5 lbs. can be saved by changing to an Exide battery. Torsion Bar Suspension will be used throughout, but the design for this 1s not yet available. As these are likely to take

a fair time it 1s unportant that they are given priority as soon as the schemes are cleared. Shock Absorbers. The telescopic type shock absorber will be used all round and either Newton, as used last year, or large diameter Girling will be employed.

17)

Hand Brake. Scheme still to be settled, but will be of the tranmission type.

18)

Petrol Tanks. These will be manufactured of aluminium and 1.C.I. are being approached to carry out the manufacture of the tanks for us. It 1s important than an auxilliary tank 1s incorporated in these cars. Engine. A separate report has already been issued.

19)

Early in 1953, Harry Weslake was still developing improvements for the XK engine’s cylinder head. In his biography of Harry Weslake (published by Haynes in 1979) Jeff Clew says that John Heath of HWM paid a visit to Weslake’s Rye works at this time: “Heath happened to mention that he had with him a set of Weber carburettors attached to a manifold that would fit the Jaguar engine.

208

As a result he was nearly killed in the rush to get hold of the assembly so that it could be tried out on one of the test engines. The results on the test bench were quite outstanding, giving a very big gain in horsepower in the middle ranges and a useful gain at the top end. The outcome was that the Weber set-up was used on the Le Mans engines.”” That was how Weslake told the story to Clew; it is backed up by a Weslake power curve in Jaguar’s records indicating a maximum power output of 218.5bhp at 5250rpm from an engine fitted with three Weber 40mm twinchoke carburettors. The graph was dated 28 March, 1953, the day on which Weslake wrote to Heynes (copies to Baily and Emerson) to say that the engine had lost tune, due to valve springs breaking “‘in all directions’’. It was a promising development, though. This year, the cars were built in Phil Weaver’s new section at Browns Lane, separate from the main experimental department. Despite the long weeks of preparation, there was still much work to do within the final month before the race. Heynes clarified the situation on 21st May, in a memo to Baily, England,

Goodall, Weaver,

Emerson,

and Dewis,

plus Tom Jones and Bob Knight who had done so much design and development work on the competition cars. There

were

some

new

features,

too — notably

the fuel

tanks: LE MANS CARS TESTS STILL OUTSTANDING CAVITATION

1) Replace split pin hole in suction pipe to 1/16" from the bottom of the pipe. 2) Re-check the steel sump. 3) Modify sump with 3/4” deep dome in the bottom. Extend pipe by adding a bell-mouthed entry and bolt a wooden block in the forward space of the sump. 4) Check the effect offeeding by-passed oil back to the suction part of the sump. 5) Make up a 3/4" deep packing to go between top and bottom half of the sump, and ofthis ts successful consideration must be given to modifying the sumps to permit the extra depth. 6) Mr. Deurs to check car No. 34 for cavitation. PETROL

TANK AND REAR SUB-FRAME

The third set offlexible tank material and the rear sub-frame which have been prepared by Mr Robinson to be fitted on the back of the car No. 012 and tests carried out with a full tank, first at Lindley and afterwards at Purton Aerodome. TRIE EES PICAES GCG En

The clutch whach has already been run on the XK 120 is to be fitted on to car No. 012, together with the gearbox from car No. OO1 (test car) for further test. SHOCK

ABSORBERS

A set of latest Gurling shock absorbers are to be fitted on car No. 012 and Mr. Deus 1s to report on the effect of these running with a full tank and practically empty tank under Lindley conditions. Mr Knight has a second set of shock absorbers available with a higher setting which should also be tested in the same way. It appears that only four sets of these shock absorbers are at present available, but a further eight sets have been ordered. Mr. Knight has promised to

Pal let Gurlings have alternative settings, both for harder bleed and a harder blow-off, some time today. There is a possibility some delay may be experienced in obtaining these shock absorbers unless they are urged continuously.

BRAKE TESTS Carry out tests on the Le Mans car with first back and then front ptpes connected to make sure that brakes are available in case of failure of either system. . HANDBRAKE

It 1s understood that the hand-brake layout is now completed. Drawings and first set must be urged so that a try-out may be made and the thing may be visually checked for clearance. FRONT

SWAY

BAR

The question of re-positioning the front sway bar was discussed with Mr. Weaver and it was decided that it would be best to bring ut back to the old position by a slight modification to the linkage. Mr. Jones 1s to follow up with Mr. Weaver. WEBER

CARBURETTORS

AND

AIR BOX

Mr. Emerson reports so far road tests have improvement indicated on the bench. Further

not shown the tests are being

carried out later today and it ts important that a decision is urged whether or not to go on with these carburettors by the weekend. DISTRIBUTORS Mr. Emerson reports that Mr.

Tattersall 1s obtaining six dis-

tributors suitable for the S.U. carburettors today. WEIGHT

ON

EACH

WHEEL

Mr. Knight ts collaborating with Mr. Weaver to check the weight

on each wheel of the Le Mans car after the torsion bars have been set. Mr. Weaver is responsible for seeing that these checks are carried out to ensure that the correct balance 1s obtained.

A-bracket of the original design — probably added some weight but were worth any small penalty. Dry weights were taken for comparison. A_ typical “production” C-type weighed 2102lb (18.75cwt); one of the new cars, XKC 053, weighed 2013lb (17.97cwt). Both were fitted with a spare wheel. Another car, made from

magnesium alloy, was weighed at the same time. It tipped the scales at 1935lb (17.28cwt). On 29 May, Ernest Rankin issued The Autocar, The Motor, and Autosport with a photograph of that experimental machine, with the following caption: “A Jaguar Le Mans Prototype: This interesting body 1s one of several prototypes developed by Jaguar for Le Mans, but for this year’s race the ‘stock’ C-type bodies will be used”. Autosport used it, describing the vehicle as ‘‘a disco volante’’, a name that had been applied to an Alfa Romeo prototype already. That vehicle would be used for tests at Jabbeke, Reims, and Le Mans, and at

home, but it would never race. Two other C-types did go to Le Mans in 1953, however. One was the works car, XKC

012, taken as a spare. The

other was a private one. Back in March , there had been some pressure on Coventry from Joska Bourgeois to provide a C-type for Ecurte Francorchamps (“Association Sans But Lucratif’’) in the

person of Roger Laurent. At the time, it seemed that all production C-types had been sold and Belgium would be out of luck. Ian Appleyard had ordered a C-type, to be adapted for

AUXILIARY OIL TANK.

rally work, and XKC

A preliminary design has been done but has been replaced as unsatisfactory. Mr. England 1s of the ofinion that providing we cure the cavitation trouble there is no need to worry about fitting the extra tank.

April, he decided against entering it for the RAC Rally, preferring to look ahead to the Alpine. Soon afterwards it was arranged that he would have a new XK 120 rather than adapt the C-type for rally work, so XKC 047 was quickly re-allocated, to the delighted Belgians. The car was repainted bright yellow from “‘Appleyard White”’, and the engine was works tested (209bhp at 5750rpm), the car itself being prepared in the service department. Unlike the factory entries it had the normal twin SU carburettors and drum brakes. On Saturday, 6 June, George Abecassis (HWM) broke Peter Walker’s sports-car record at Shelsley Walsh hill-

MAIN

PETROL

TANK

Mr. Weaver reports that the reading on the tank gauge does not appear to be correct. He 1s carrying our a check, in congunctron with Mr. Tattersall, on the first car immediately.

COOLING TESTS All tests that have been carried out so far indicate that we are clear of cooling trouble. It 1s important, however, that further tests are

carried out on one of the latest cars fitted with the aluminium radvator and all the latest improvements. This should be arranged this weekend on the first Le Mans car 051. GIRLING BRAKES

It is now promised that the full set-up of Girling brakes will be available and with us not later than Monday next, 25th May. Car

No. OO1 (test car) should be got into condition for fitting these brakes when they arrive.

In the end, the three new C-types — XKC 051, 052, and 053 — for Le Mans looked very like those of two years before. The weight difference was very worthwhile however; the main contributory factors being lighter-gauge metal for some chassis tubes and for the body, an aircrafttype bag tank for fuel, and the electrical equipment including a lightweight battery. The Weber carburation and the modified rear suspension — Panhard rod and a second pair of trailing links replacing the standard offset

047 had been allocated to him. In

climb, as did Cyril Wick (Allard-Cadillac) who was in fact

slightly the quicker in 40.45 seconds. The significance of Abecassis’s climb of 40.64 was that it marked the public debut

of HWM’s

own

sports car and,

therefore,

of a

Jaguar engine with Weber carburettors. Sunday, 7 June, saw the official Jaguar team, fullyequipped for action as it had never been before, setting off for Lydd, Le Touquet and Le Mans. There were three MK VIls and, choc-a-bloc with spares, a Bedford van crewed by Gordon Gardner (always the transport wallah,

and therefore introduced to people as ‘““Works Driver for Jaguars’’) and Tom Jones. Frank Rainbow took the spare car, XKC 012, with red and white number “210 RW” painted-on. The actual race cars for this historic event were as follows:

209

Four of the views of “A Jaguar Le Mans prototype” made

available to the motoring press in May 1953. Note the special Coronation decor on the new Browns Lane office block.

210

> all Chassis No:

XKC

Engine No:

XKC 051 18 EeLOos

“Delivery” Driver:

Len Hayden

Mort

Norman

Goodall

Dewis 164 WK

Race

No:

Trade Plate No: Mechanics for

774 RW

race:

Len Hayden

Drivers for race:

Gordon Gardner Tony Rolt

XKC 053 ty) ig OSS;

194 WK

Duncan

Hamilton

Engine Capacity:

052

Bill Heynes took a full complement of engineering staff, notably Claude Baily, Jack Emerson, and Bob Knight. Timekeeping was the job of Bob Berry, Tom Jones and Peter Whitehead’s general factotum David Yorke who would become the Vanwell team manager some

Frank Rainbow Bob

Joe Sutton

Penney Peter

Thompson

Whitehead

Moss

lan Stewart

Walker

Jock Stirling Peter

3441.15cc, as measured in each case by the R.A.C. Chief Engineer, Maurice Hudlass.

years later. General

Manager

Arthur Whittaker,

a

rare racegoer, crossed with the Lyons’ party later in the week. Despite “Mort”? Goodall’s appointment to enable him to concentrate on running his service department Lofty England was, most definitely, in charge of Jaguar’s pits at Le Mans. Much ofthe day-to-day competition activity and communication was done by Goodall, but not the policy. Three of England’s service department fitters came too. Top gearbox-builder Jock Thompson came because he had kept on at his boss: ““Why don’t any of us lads getto go on these skives?” Right, thought England in his usual way, we’ll show him what kind of skive it is. The other two were Ted Brookes and Les Stanley (soon to leave and join Alvis), who had prepared XKC 047 and were now “‘on loan”’ as the Belgian team’s pit mechanics.

Garaging at Le Mans was provided by M. Carre, a keen Jaguar owner from Paris, who had a conveniently-sized warehouse in the Rue de Sarthe. The “‘top brass” and some drivers stayed at the Hotel de Paris; England, Goodall, and the mechanics at the Hotel des Ifs. The drivers tended to stick to their favourite accommodation of previous years. Even with relatively little practice, each of the works cars got below the official lap record. The only serious problem was caused by the use of XKC 012 to let Norman Dewis, as the official reserve driver, have some practice in

the spare car. Dewis’s eight laps very nearly cost Rolt and Hamilton the race, for XKC 012 had been given the same number as theirs and was carelessly brought in front of the pits before its twin had left the circuit. Not surprisingly, even in those few minutes, an eagle-eyed official spotted that there were two number eighteens on the course. There have been several accounts as to whodrove-which-Jaguar

at Le Mans

in 1953; the following

practice information is based on Jaguar’s own records: Chassis No: Race First

No:

practice (laps):

XKC 18

XKC Ng)

051

Rolt Hamilton

Total laps:

Second practice

XKC

053

Whitehead Stewart Or Oo ho GO I

10

V2 ae

5

Laurent

14

5 4

de Tornaco

11

Rolt 4m.47s.

Stewart

Or

Nil

14

4m.

Whitehead

047

20

Moss

Stewart

Rolt Hamilton

XKC

Walker Rolt

Hamilton

48s.

012

(eel Sia)

4m.

44s.

XKC

17

Moss

Walker

Fastest lap:

052

25)

(N.A.)

Moss Walker

de Tornaco 5m.

Nil 10

Dewis

8

14s.

Laurent de Tornaco

11 8

(laps): 10

Total laps: Fastest lap

8

19

Hamilton

Whitehead

Walker

Dewis

de Tornaco

4m.

4m.

4m.

OMS

OLMEOS:

37S:

37s,

38s

211

Belou

Quiet son,

confidence? Len

ner,

Brookes

Hayden,

Bob

Jock

Penney

survey

Thomp-

Gordon

Gard-

and

Ted the passing scene.

F. Rainbow

Above:

Frank Rainbow and Bob Penney take XKC 052 for scrutineering at Le Mans. Rainbow dropped a battery on his foot at this race

and was in agony until he could be taken to hospital.

Seconded to the Belgian team, Ted Brookes (left) and Les Stanley with the Belgian’s own mechanic. Their yellow car has a “production” body; note the new “lightweight” bodies of the works cars, with twin ribs to strengthen their tails which now have aircraft-type flexible fuel tanks. R.J. Penney Vee

ee

For comparison, a close-up of a works car with its three dual-choke Webers. Ted Brookes looks up from the Belgian entry, XKC 047,

Joe Sutton and Jock Thompson work on the Moss/Walker car,

running with twin 2-inch SU carburettors.

XKC 053, at Le Mans practice, 1953. Tom Jones is on the right.

1 as eee conn Sey

Oh no! — Two No. 18s in the Jaguar

pits! From the general nonchalance — of Lyons, Heynes, and the drivers on the left, Bob Penney

in the centre, and Gregor Grant on the right — it is apparent that no-one is yet conscious ofthe slip-up. Nevertheless, this incident, though worrying at the time, was not construed as an attempt to cheat. V. Dewts Moss leads Rolt in the early laps of the 1953 Le Mans race.

ee Lyons paid a fine and, after much Gallic shrugging, the incident was forgotten, and Rolt and Hamilton could breathe again. England, who doesn’t go along with Hamilton’s version, recalls the incident being on Thursday, and himself spending the best part of Friday resolving matters after an otherwise trouble-free practice. Any doubts as to Jaguar’s ability to learn its Le Mans lessons were swept aside briskly on race day; and Jaguar’s race would be run to an even more “military” schedule than 1951. Sydney Allard had his moment ofglory. He led past the grandstands first time round; then he dropped back, coming in after only three laps with a leaking brake pipe, severed when a differential mounting bracket broke away.

The Villoresi/Ascari 4.5 Ferrari coupe led briefly, but Moss took Jaguar No. 17 into the lead. Rolt was close behind

in No.

18, while Whitehead

kept in the ruck,

following team orders which were that he must be absolutely sure of finishing should anything happen to the pacemakers. Then Moss felt his engine go rough, and swept in for an unscheduled pit-stop after 20 laps. Rolt responded immediately, cutting his average times by about five seconds a lap, taking over Moss’s role. Moss’s plugs were changed in 4 min. 11 secs., but this was not the answer and he was back two laps later — this time for 6 min. 49 sec. while the filter was removed from the petrol feed. Moss pressed the button, and the XK engine barked healthily again; but it was too early to refuel and Moss set off in midfield as the two-hour mark came up. From then on it was plain sailing. “We really did have reason to feel confident, even after that annoying setback,” England remembers. ‘“‘Our test programme had been very thorough indeed this time, and we had been able to compare the new lightweight cars back-to-back with the standard Belgian one. We had kept enough spare cars to make a reliable last-minute switch to the heavier type if need be. MIRA now had its banking and we could sustain high speeds we had not been able to do before, There was

no

need

to discard

the new

cars;

they went

well, especially in the upper-middle rev-range, and we had a triple-plate clutch for the first time. The cars stopped well now, too, giving no trouble with overheating fluid, like we’d had at Reims and Silverstone and elsewhere the year before. We now had a transmission driven Girling servo to keep up pressure and metal plates to absorb heat trying to transmit from the pad to fluid.” It was not long before the opposition began to collapse. The Alfa Romeos proved fast but frail. By halfdistance only the Villoresi/Ascari Ferrari (new lap record holder) and the Fitch/Walters C5R Cunningham (fastest car on the straight) needed serious study by the Jaguar timekeepers. At around llpm, the Ferrari had held a brief lead but it was an artificial situation by that time and after pit-stops had been “equated” it was down to second

place again. In the dawn mist, the weekend’s saddest event happened. Peter Whitehead’s winning partner of the week before at Hyeres, the highly professional amateur driver, Tom Cole, lost his life as his Ferrari slammed through the corner of a wooden outbuilding and pitched him out before coming to rest in a ditch. Soon the Ferrari team leaders began to drop back, with more and longer stops to try and cure chronic clutch slip. By noon Ascari and Villoresi were out. The Jaguar pit-stop record tells its own story. On examining these details again, Lofty England’s recollection is that some wheelchanges have been forgotten. “I reckon we changed a total of nine on No. 18 due to spoke breakages and tyre wear, and more than four on No. 19;

and No. 19 certainly didn’t go through without a change. That car could have been third if it hadn’t been for the time lost with the louvre panels ofthe lightweight bonnets coming adrift.”’ The first driver named took the first spell in each case, and there was a driver change at routine stops: Jaguar Pit-stops, Le Mans 1953 Laps completed

Time in pits

Jaguar No.18 (XKC 051) Rolt/Hamilton 4] 81 125 167 P11) 246 280

Routine (1 Wheel, rear) Routine (2 Wheels, rear) Routine Routine Routine (4 Wheels) Routine Routine

2m. ta, Zine Im. 4m. lm. lame

304

FINISH — Total time in pits:

15m.

30 s. DP 8: OOS: 36 s. 01 s. 44 s. SSeS

16 s.

Jaguar No. 17 (XKC 053) Moss/Walker

20

Plug change

4m.

D2 43

Remove fuel filter (obstructed) Routine

6m. 49 s. 2m. 29 s.

86 129

Routine Routine

Sms ls: en, Gi? &.

ise 214 256

Routine Routine (1 Wheel front) Routine (3 Wheels)

2m. 00 s. Hat, BS ATi ODES.

260

Remove trailing pieces of bonnet louvre panel FINISH — Total time in pits:

Om. 32 s. 2 SIM OES:

299

11s.

Jaguar No. 19 (XKC 052) Whitehead/Stewart 42

Routine

Im. 41 s

47

Refit dipstick (1)

Om. 42 s

82 [25 167

Routine Routine Routine

Ron. OS 3m. 00 s. lone ors:

171

Change 1 plug

Im. 54 s

209

Routine (Bonnet catch stuck)

3m. Ol s

239

Called in by officials; bonnet

louvre panel breaking up

3m.

277

Routine

Phan C0) Op

19 s.

297

FINISH — Total time in pits:

20m. 00 s.

Paks:

The

opposition

(Le Mans,

1953):

Hard at work, the magnificent 4.5litre Ferrari with which G.P. world champion Alberto Ascari took the lap record in his efforts to threaten

the Jaguars.

Among the quickest on the Mulsanne straight (fractionally faster than the Jaguars) were the Alfa Romeos

and this one, driven

by former Mercedes men Karl Kling and Fritz Riess, ran 3rd until it was forced to retire before halfdistance.

The Cunningham team, like Jaguar, had a 100% finishing record at Le Mans in 1953 — 3rd, 7th, and 10th. Following Laurent in XKC 047 is the 7th-placed C-4R of Bill Spear and Briggs Cunningham himself. Two years later, Cunningham would be racing Jaguars at Le Mans and in the USA, with support from Coventry — but that is another story. Gordini’s reliability record was never good; but the little French cars were very quick and, in 1953, Le Sorcier was rewarded with his

first of only two “finishes” his marque ever achieved. Here the 6th-placed Trintignant/Schell car tucks in behind Ian Stewart’s Ctype into Mulsanne corner. This is the end ofthe long straight of the same name, and the Jaguar’s ability to out-brake their rivals here was one ofthe keys to their success from 1953 onwards.

Above:

Lancia produced some fine roadrace results at this period, but their assault on the 24-hour Le Mans race in 1953 was a disaster, all four

supercharged machines retiring for various reasons. This car, driven by Manzon and Chiron, lasted until

Sunday morning.

Moss purses his lips as he sets off in 21st place after his stop to clear the fuel feed.

218

Rolt takes over the lead. Here he is

pursued through the Esses by the ill-fated Cole-Chinetti Ferrari.

With the help of Walker (seen here), Moss brought XKC 053 up to second place again.

Jaguar No. 20 (XKC 047) Laurent/de Qr

O18, 70 107 14] 157 178 214 247 Pals

Tornaco

Routine Routine Routine Routine

2m. 38 s. 2m Ops: 2m. 26 s. 3m. 37 Ss.

Replace plug-lead

Im. 46 s.

Routine Routine (1 wheel, rear) Routine

Im. 47 s. 2m. 31s Zmmyeo Ouss

FINISH — Total time in pits

19m. 45 s.

Four Jaguars

started, and

they finished

first, second,

fourth, and ninth. Only the Cunningham in third place broke Jaguar’s 1-2-3 formation as a works team. The American team remained intact and stayed in the top ten, too. These results may be familiar to some

readers, but

they bear repeating just the same: Ist (Britain) Peter Whitehead in the fourth-place Jaguar (XKC 053), which lost time due to the air-extraction louvres in the bonnet-side coming loose and requiring cutting away, the untidy result of which can be glimpsed here. Duncan Hamilton (XKC 051) at Tertre Rouge followed by XKC 047.

Rolt/Hamilton

(3.4 Jaguar

C-type),

2540.3

miles. 2nd (Britain) Moss/Walker (3.4 Jaguar C-type), 2511.2 miles. 3rd (U.S.A.) Fitch/Walters (5.5 Cunningham C5R), 2498.2 miles. 4th (Britain) Whitehead/Stewart (3.4 Jaguar C-type), 2486.1 miles. 5th

(Italy)

Marzotto/Marzotto

(4.1

Ferrari

MM),

2458.6

miles. 6th (France) Trintignant/Schell (2.5 Gordini), 2451.7 miles. 7th (U.S.A) Cunningham/Spear (5.5 Cunningham C4R), 2427.6 miles. 8th (France) “Levegh’’/Pozzi (4.5 Talbot-Lago), 2349.5 miles. 9th (Brit./Belg.) Laurent/de Tornaco (3.4 Jaguar C-type), 2300.9 miles. 10th (U.S.A.) Benett/Moran (5.5 Cunningham C4RK), 2251.4 miles.

The winners’ last pit-stop: Hamilton waits to hear Rolt’s comments,

Gardner is ready to jump down and help Hayden who is already at the nearside bonnet strap; Levecque holds the fuel nozzle.

England directs operations Rolt and Hamilton confer.

while

The final laps are reeled-off as anxiety and weariness precede the

elation.

Lofty England

lap-time

with

Bill

checks

Heynes.

a

Bob

Knight checks with Bob Berry (who checks with David Yorke and Tom

Jones, just out of frame). Behind, Norman Dewis and Alfred Moss look serious but Peter Walker and

William Lyons risk the beginning of a smile.

=, The top eight finishers all bettered the previous winning speed, Rolt and Hamilton averaging 105.85mph compared with Mercedes’ 96.67mph in 1952. Ascari (4.5 Ferrari) broke his own lap record at 112.85mph with the Jaguars and Alfa Romeos only slightly slower. The thirdplaced Cunningham was quickest through the measured kilometre on the Mulsanne straight at 154.81mph. Two of the Alfas clocked

152.70,

and

the Moss/Walker Jaguar

151.97 compared with the private Jaguar at 143.39mph. Most of the team slept on next morning. Len Hayden who had gone out like a light, having been presented with a large tumblerful of something by the Lyons’ daughter Pat, had to be up with the lark. Early on the Monday morning he was heading South in a Mk V Jaguar convertible with the Hamiltons, en route for Oporto.

gained. Unfortunately Bruno Sterzi in one of the 4.1-litre Ferraris made the better start and it was on the second lap, as Duncan was trying to pass, that the Italian put the Jaguar off the road on a fast bend. I’m pretty sure Sterzi was later banned for life for doing that. On the same lap we saw a pall of smoke from the other side of the circuit and, when neither Duncan nor his friend Tony Gaze appeared, Angela Hamilton and Katie Gaze were obviously getting panicky. All I could do was get some brandy and wait, telling them their husbands were sure to have got together by now and a car would deposit them back at the pits slightly merry when it was all over. I was half-right. “At the end of the race a car drew up, and out got this figure, literally covered in sticking plaster and wearing only underpants apart from that. It was Tony, drunk as a lord; so Katie was all right. He’d swerved to avoid something and his DB3 Aston was a burnt-out wreck, but

Duncan Hamilton’s own C-type, shipped direct. Heynes had agreed look after it at the Portuguese GP course was the 4.6-mile road circuit

XKC004, had been that Hayden should for sports cars. The that had been in use

since 1950. It was fast, with a straight of more than a mile;

but it had sharp gradients, narrow streets, and tramlines. This is Len Hayden’s own account of a weekend fraught with disaster: “The Hamiltons and I stayed at the most fabulous hotel I’ve ever seen, the Infante de Sagres, hand-engraved oak pillars everywhere, but only us staying there because it was so expensive. At breakfast we were almost lost in the huge dining room. “T saw the car for the first time in the Martins and Almeida Jaguar Garage, and started to go over it. Duncan had heard about the oil surge we'd had in the Mille Miglia, and got me to fit an extra oil tank so he could drain oil into the sump an hour or so after the start, hopefully turning off the tap before he overfilled it. I did this, and in practice the car went well and was obviously a likely winner, though there were quite a few fast Ferraris around. It was after practice that Duncan said he wanted a “‘lower”’ axle. I was violently against this as I knew he could pull 6000rpm on the straight with the axle he’d got. He said I had to change it; he would lift his foot on the straight. I wouldn't have it and we had quite a row and Mr. Martins said I'd got to change it because Duncan was the boss; and Duncan said I didn’t want to change the axle because of the work involved. I’m sure he wished he hadn’t said it; anyway I got on with changing it and the heat soon went out of the argument. It was to be a long race, well over three hours, but Duncan reckoned that if

he made the best getaway he could stay in front. We even jacked-up the rear end on the grid, to warm up the diff, hoping there might be an extra fraction of a second to be

222

he had been thrown out and had bounced down the road. “There was still no sign of Duncan, and I set off round the circuit on foot asking people in pidjin-Italian (I didn’t know any Portugese) if they’d seen a racing driver. Eventually I found him in a private house beside the circuit, and he was in a very bad way with broken ribs and other bones, and badly cut by bits of perspex. In being pushed off he had gone straight into an electricity pylon. I soon saw what a wreck the car was; Duncan

had been

thrown out of it but had been much less lucky than Tony. Hejust managed to indicate that he wanted to be taken to an English hospital and Angela and I got him there that night. He insisted I stay in Oporto until he was out of hospital, and let me have the use of the car. Eventually Angela, Duncan, and the wreck went home on a cargo boat while I brought the Mk V drophead overland.”

Portugese Ferrari drivers took the first two places at Oporto, Jose Arroyo Nogueira Pinto being the winner from Casimiro de Oliveira. The latter, who made fastest

lap, was the man who had given the SS marque its first overseas race win back in 1937, as mentioned earlier. On 19th June, 5 days after Le Mans, Lyons had a

meeting with Heynes and England, then sent this memo to them (and to Goodall, who had not been present):

With the necessity to review our Racing Programme following the Le Mans result, it was agreed ths afternoon that the following changes are to be made. RHEIMS, July 4th.

No official participation, but ifPeter Walker and Peter Whitehead definitely enter, then we are to do.our best to provide them with a

car which is capable of winning. Any other participation to be discouraged, unless we are committed to Stirling Moss, when the

position is to be reviewed.

SILVERSTONE, July 18th. All 3 Le Mans cars are to be prepared for this event, but possibly

only one of them entered.

SPA, July 25th-26th. No official participation. Consideration to be given, however, to one car entry.

Duncan Hamilton cruises in, to lead the Jaguars home in Coventry’s most convincing Le Mans victory ofall. It’s all over: Angela and Duncan Hamilton, Tony and Lois Rolt, with Gordon Gardner, Frank Rainbow, Bob Penney, Len

Hayden and Jock Thompson. The windscreen was broken by a bird.

Peter Walker and Stirling Moss don’t look too unhappy about second place. Perhaps Sally Weston is telling them how she and Tim Seccombe duplicated on the Jaguar team’s rations?

Above:

Relief shows in the expressions of Jock Thompson, Norman Dewis, Lofty England, and ‘“‘Mort’’ Goodall who hasn’t told the boss about the food bill yet! F.R.W. England

Back home at Browns Lane, William Lyons tells the workforce the story.

Below:

Close-up of the same group, including Bob Berry, Norman Dewis, Frank Rainbow, Peter Whitehead, Joe Sutton, Peter Walker, Tony Rolt, William Lyons, and Arthur Whittaker. The banner is because of the Coronation, not Le Mans. F. Rainbow

ey RR soekonmcenicnen } %

= earn”

ee

a

.

Twenty-one

reunion

years

organised

later,

at

a

by the Jaguar

Drivers’ Club in London, the team

celebrates once again: (back row) Penney, Gardner, Hamilton, England, Rolt, Brookes, Thompson, Lyons (by now Sir William), Lelievre,

Jones,

Heynes,

Weaver,

and Knight: (seated) Hayden, Sutton, Rainbow, Moss, Dewis, and Stewart. Jean-Marie Lelievre —

from 1952 to 1973 the president of the A.C. de l’Ouest — holds a memento presented by Jaguar to mark the occasion.

Great day for official welcome Mayor.

Coventry — the from the Lord

ge GOODWOOD, August 22nd, or alternatively TT. To be considered for official participation.

“Mort” Goodall’s pessimistic pre-Le Mans comments proved correct, largely as a result of Lyons’ memo. The Wisdom/Cannell car would not be prepared in time; Peter Whitehead had hoped to enter his car too, but it would not be ready, either. Three works entries had been

One, two, or three cars.

NURBURGRING,

August 30th.

No official participation. PAN AMERICAN,

November.

implied but, after Le Mans,

No official participation.

England had had to advise

This confirms, absolutely, that William Lyons regarded anything other then Le Mans as a luxury in the overall company budget. Le Mans was now won, in as convincing a way as anyone had ever done it. The publicity from it would overshadow any other success — until the next Le

the A C de Champagne that the factory would not be taking part. In the end the “practice”? Le Mans car (XKC 012) was entered by Peter Whitehead, partnered by Stirling Moss — or, according to the official programme, “Withead”’ and ‘‘Moos’’. One of the drivers of the only other competitive Jaguar entered was billed as “‘Douglas

Mans, of course.

Bart’’’; this turned out to be Sir James Scott Douglas, Bt.

There was the aspect of public goodwill to consider, of course, so home internationals were given priority. While Len Hayden was en route to Portugal, Phil Weaver and Arthur Ramsay had been making their way from Coventry to Douglas for the last of the BRDC Empire Trophy races to be held on the Isle of Man. Like Len Hayden, Ramsay had joined Jaguar (where he did not stay very long) specifically to be part of the racing department. He had not been close to racing before, but he had worked at Armstrong-Siddeley and in the Standard development shops at Canley. Jaguar had entered

whose C-type (046) he was to share with Ninian Sanderson as the first Ecurte Ecosse entry in a long distance race.

just one car, XKC 011, for this mid-week event, to which

“Mort” Morris-Goodall travelled virtually direct from Le Mans. In

France

all the

Aston

Martins

had

retired;

Reg

Parnell had crashed. Now the new DB3S was about to take a string of victories on the “‘tight’’ courses to which it was best suited. Like Goodall, John Wyer was able to send only one works car to the island, but it was enough. Parnell was able to lap in 3 min. 05 sec. compared to Moss’s 3 min. 09 sec. with the Jaguar which was not, of course, to lightweight specification. In the heat for the bigger cars, Parnell set offto win by ten seconds. Stirling Moss (011) and Ian Stewart (006) diced with Hans Ruesch who blew his Ferrari’s horn at them. Ruesch was in third place after Ian Stewart had retired his “‘Scottish’’ car with one lap to go (due, it was reported, to clutch trouble) but could not overtake Moss. Ecurie Ecosse took fourth and fifth places — Ninian Sanderson (XKC 042) and Jimmy Stewart (041) respectively. Jim Swift was sixth in XKC 040 to which he had fitted six SU carburettors, no less; he was followed by Bob Dickson

and Ken Downing in their private Astons. Exceptionally fast in Ais heat was Ken Wharton in a Frazer Nash with de Dion rear suspension. In the final it had a minute’s start on the big cars, and was overtaken only by Parnell’s. Ruesch’s 4.1 Ferrari stayed ahead ofthe

C-types of Moss, Sanderson, and Stewart, but Swift's car acquired body damage and did not finish. The best the Jaguars could do, therefore, was 4th, 5th and 6th.

Aston Martin gave Reims a miss. Such a fast circuit was not in their line, and this time the race was to go on for twelve hours.

David Murray and ‘“‘Wilkie’’ were there, and a lot of fans.

The field was strong, though not like Le Mans. There were four Ferraris led by the Carini/Maglioli 4.5-litre — the fastest car present without a doubt — three Talbots, three Gordinis, two Cunninghams and, making its race debut, the works HWM with Jaguar engine. As at Le Mans the mercurial Gordini challenge faded and the race seemed to settle down with the big Ferrari leading one of the Cunninghams; but the lead was not a big one and the Moss/Whitehead Jaguar was close and running strongly. Before dawn, in the fifth hour, the Ferrari’s headlamps went out (or were put out) and soon the Italian car came in for an ominous-looking pit-stop from which it was push-started. Despite a black flag and an announcement that it had been disqualified, it continued to race until Ugolini, the Ferrari team

manager,

realised there was no point in going on. The Jaguar went ahead of the Cunningham, which Fitch crashed spectacularly soon afterwards and decided to retire. From 6am (half-time) the Jaguar extended its lead, and its victory margin in the mid-day heat was four full laps. Although not the “‘lightweight’”’ model, the winning Ctype proved fast and reliable, with its Weber-equipped engine (E1052) and Le Mans axle ratio (2.93 to 1). Joe Sutton

was

the mechanic,

with

Harold

Hodkinson

to

help, and to look after the disc brakes. By contrast, Ninian Sanderson had trouble stopping the drummed Scott Douglas car at all on his last stint, even taking the occasional escape road; but the car did not lose its fourth place behind the last remaining Talbot and Cunningham. The Abecassis/Frere HWM _ might have been second or third, but for a broken rear-end locating bracket. That same afternoon, Mike Hawthorn (Ferrari) won the Grand Prix in one of the closest races ever seen — a great day for Britain. Only one works car (XKC 052) was entered for the British G.P. meeting at Silverstone on 18th July, with Joe Sutton again looking after it. Axle failure brought its first practice session for a halt after eleven laps. The car was down for Hamilton to drive, but the brave man was still

221

Busy street scene in Douglas, Isle of Man,

in June

1953.

The

leaders

(including Moss who came 4th in the works car, XKC 011) are out of the picture. Here Hans Ruesch (Ferrari) recovers from a bad start in the Empire Trophy final, and

dives between the C-types of Jim Swift (KKC 040) and Ian Stewart (XKC 006) both destined to retire. Bob Dickson (Aston Martin DB3)

leads the rest ofthe field. Photo. J B Swift

Peter Whitehead in XKC 012 at Thillois during the 1953 Reims 12hour race.

Moss and Whitehead after their Reims victory. Between them is Bill Heynes.

Mortimer

Morris-Goodall

at

Reims, with John Heath of HWM, and (left) Gordini.

Le

Sorcier

Amedee

Andre, mine host of the Bar de l’Amiraute, Le Touquet, and XKC 012 on the way back from Reims.

“Mort”?

Goodall

is on the right,

Joe Sutton is second from between Peter Scott-Russell

Harold Hodkinson. B./. Sutton

left, and

ion not fit enough to give of his best and his place was taken by Rolt who did two | min. 54 sec. laps right at the end of the second session — maybe too late to be recorded officially, for he was credited with 1 min. 58 sec. Reg Parnell was the only other driver to get down to | min. 54 sec. in practice. The two burly men had a grand battle in the race itself. Parnell led for three laps, then Rolt dived inside at Copse Corner to lead until lap eight, to be overtaken again as the Jaguar ran slightly wide. The evenly-matched pair were parted suddenly on lap 21 of the 35 when a piston broke-up and Rolt’s race was run, leaving the Aston Martin team with a healthy one-twothree finish. Before July was out there was a big date clash. On 25/26th July, the Belgian R.A.C. held its first 24-hour race for four years. Jaguar had declared its interest in entering three C-types and up to three Mk VIIs, as the importer Joska Bourgeois had urged Coventry to do. Things even reached the stage of nominating Tommy Wisdom and Jack Fairman to share one saloon and Belgians Paul Frere and Andre Pilette another. Production-car successes were considered very important in Belgium, and this race included categories for prototype,

sports and touring cars. As closing date approached, the usual telegrams started whizzing about and in the end it was left to three privately-owned cars to fly the Jaguar flag in this poorlysupported Championship event at Spa. The Cunningham team had packed up and gone home after Silverstone and only Ferrari fielded a full team. The Italians very nearly did lose the race, though, for all their cars were in dire mechanical straits and two had to retire. The third, a 44-

litre coupe driven by Hawthorn and Farina, had a failing clutch and a leaking rear axle which got noisier and noisier but somehow struggled on for the full period and won, thanks to minimum transmission-snatching and luck. With the sole works Alfa Romeo making an early retirement, the Jaguars had only to keep going to pick up the places. Sir James Scott Douglas and Guy Gale (046) came a rather distant second. The Ecurte Francorchamps car (XKC 047) was being attended by Ted Brookes and Bob Penney, and was running on Englebert tyres. These were changed for Dunlop by the two Jaguar men when Laurent came in early, covered in rubber dust and with tyrecanvas showing. The tyres were fine after that, but the car retired anyway; a slight but untraced misfire finally showed-up as a worsening gasket-blow. However, the second Belgian-owned machine (XKC 019) was third; owner Hermann Roosdorp of Antwerp being partnered by Toni Ulmen. There were so few finishers that a Mercedes-Benz 220 saloon was fifth overall - so Jaguar had missed a golden opportunity in the touring car class. The date (26th July) clashed with Portugal’s second big sports car road-race of the year. Having decided to send no works cars and only minimal representation to Spa, Jaguar gave Stirling Moss support by sending his Le Mans

230

car,

053,

XKC

out

for the Lisbon

Grand

Prix.

Moss,

Goodall, and Hayden flew out together. Hayden takes up the story: “There was a great to-do when we got there. When the British vice-consul had collected us and taken us to his place we learned that Stirling had been mistaken for Portugal’s champion bullfighter. Stirling said we must meet him [the bullfighter], and it was arranged that we would at a nightclub. Sure enough they looked very much alike, and this fellow was telling us all about how much money he made when he went to Mexico for the winter season and so forth. This didn’t please Stirling too much as it sounded like more than he had made in his whole

racing career. He wasn’t very happy in practice, either, especially with me saying the car was OK. He said I should bloody well get in with him. No crash hat, I said. I’ve got

Peter’s

here,

said Stan

Elsworth,

Whitehead’s

mechanic and I could have kicked him. I had to go round; you could do this sort of thing at places like that. I have never been so terrified in my life. Of course Stirling knew the circuit and I didn’t. It didn’t help when we shot out of this cleft of rocks and saw the Gonzalez Lancia upside-down in a tree, After that Stan Elsworth always used to introduce me to people as the only man he’d ever seen to go really green with fright. Stirling still wasn’t happy, but it was just the effect of the bumpy circuit on the car. Wheels would lock as they landed under braking. There was not much anyone could do about that. Stirling coped well with the situation of course and finished second to Bonetto in one of the other Lancias, Gonzalez

being in hospital with cracked vertebrae. There was a very funny incident in the race — funny because no-one was badly hurt. This Talbot Lago comes in, obviously something wrong in the transmission department; out with the quick-lift jack, mechanic crawls underneath with engine running, gear engaged. Driver is told to go on, and down comes the jack while the wheels are still spinning. All quite normal except something underneath catches the jack. There’s the mechanic taking longer and longer strides. The car looked as if it was doing 40mph by the time the jack got free, with the mechanic sprawled on the circuit still hanging on. That would have made a classic on film.” After Moss came Nogueira Pinto (Ferrari). Peter Whitehead

drove his own car, XKC

039, to make it 2nd

and 6th for Jaguar. Jaguar works drivers were now getting used to the idea that the cars were being built solely with Le Mans in mind. It was the only race Bill Heynes or any of his engineers attended regularly on the company’s behalf. On the other hand, enough C-types had been sold for most of the team drivers to keep their hand in at events ignored by Coventry. By mid-August, for example, Duncan Hamilton was feeling fit enough to share XKC 039 with its owner,

hour race.

Peter Whitehead,

Hamilton’s

own

in the Pescara twelve-

book gives as graphic an

> al account of this event as any. He describes jumping the Le Mans start, spinning at the first corner, getting away again before the pack arrived, missing an old woman and hitting a cow. Chassis damage eventually affected the steering too much for reasonable safety and the car was withdrawn after eight hours when (probably) in third place. It is easy to forget what a terrific year 1953 was for Mike Hawthorn. Pescara provided him with yet another victory in a 4.5 Ferrari, this time with Maglioli. Sterzi was third, incidentally, indicating that his ban had not yet

been imposed or there wasn’t one. Hamilton and Whitehead returned to England in time to re-join the official team for the second Goodwood nine-hour race, where the driver-pairings were as at Le Mans. The actual Le Mans winner (051) was being used for publicity displays prior to a period in the Ford Museum in America, and the Goodwood line-up was: Race No: Chassis No: Engine No:

1 Drivers XKC 012 — Stirling Moss — _E1054/9 Peter Walker

Race No:

Chassis No: Engine No:

7, XKC 052 E1052/9

Race No:

3

Chassis No: Engine No:

XKC 053 E1055/8

As

in

1952,

the

race

Len Hayden Bob Penney

Peter Whitehead Tan Stewart

Frank Rainbow Gordon Gardner

at 3pm

and

ended

at

midnight. It seemed certain that Jaguar must get everything right this time. This was the first time I ever saw the Jaguar team in action, personally, and I remember how foregone a conclusion it seemed. Moss did his usual lightning start, and led on lap one, followed by Stewart, Abecassis (HWM-Jaguar), and Rolt.

For more than eight hours the Jaguars dominated the race. Moss/Walker led Rolt/Hamilton at 11pm, with one hour to go. Whitehead/Stewart lay fourth behind the Parnell/Thompson Aston Martin, their Jaguar playing the watchdog role again. This was the pattern of pit-stops: Car No 1. First to drive: Moss

Routine (all wheels)

1722 hrs. (2m. 47s.)

Routine (all wheels) straighten body after minor collision 1930 hrs. (3m. 24s.)

Fasten bonnet strap 1951 hrs. (15s.) Change collapsed OSR wheel. 2018 hrs. (1m. 32s.) Routine (all wheels) 2156 hrs. (2m. 40s.) Retired at pits at 2304 hrs. + 27 sec. after 269 laps Car No 2.

First to drive: Rolt

1716 hrs. (2m. 25s.)

Pull bonnet off NSF 1840 hrs. (2m.08s.)

wheel

after

accident

at chicane.

Routine (all wheels & }-gal oil) 1920 hrs. (3m. 02s.) Routine (all wheels) 2135 hrs (2m. 55s) Big end rattle, add 1-gal. oil. 2254 hrs. (30s.)

Retired at pits 2307 hrs. + 11 secs. after 270 laps. Car No 3. First to drive: Stewart

Routine (2 rears) 1701 hrs (no time recorded)

Routine (all wheels and $-gal oil) 1943 hrs. (2m. 52s.) Check brakes, change 2 rears 2101 hrs. (5m. 24s.)

Routine (2 fronts) 2204 hrs. (2m. 01s.) Called-in for 4-gal oil & further brake exam. (1m. 16s.) at 2306 hrs. + 39s. Completed race shortly after midnight. (295 laps)

Mechanics Joe Sutton Alf Ramsay

Tony Rolt Duncan Hamilton

began

Routine (all wheels)

Each “routine” stop indicates a driver-change and twenty-five gallons of fuel. I have indicated the times of the last pit-stops to the nearest second, to show the mayhem that followed so suddenly upon a period of relative consolidation. Although oil-surge in the carefully-baffled sump was known to be a problem at Goodwood

with its constant

turns, the failures — when

they came — came suddenly. “I think, ” wrote John Bolster in Autosport, “that if the oil level had been kept well up the difficulty would have never arisen; but starvation of the pump, be it only momentary, is something that the finest engine in the world cannot stand at racing speeds.” Just the same it is interesting to note that, of the two cars which retired virtually simultaneously, one had been topped-up at a routine stop and the other had not. The car that lasted was the one which had been driven the most gently. Its oil pressure was down, and its brakes were overheating, the car being recognisable in the dark by the glow of its discs; but Peter Whitehead had kept cool, resisting the temptation to keep up with the second Aston Martin as it responded to John Wyer’s “faster” signal. The surprised winners were Reg Parnell and Eric Thompson (297 laps), with Peter Collins and Pat Griffith (295 laps) making it another one-two for Aston Martin. The surviving works Jaguar also completed 295 laps. The well-disciplined Ecurie Ecosse came fourth and fifth — Jimmy Stewart/Bob Dickson (XKC 041) and John Lawrence/Frank Curtis (XKC 042) in that order. The regulations had stated that a trophy would be awarded to “‘the nominated team with the best aggregate performance”. This trophy went to the Frazer Nashes which

had covered

814 laps between

them, rather than

the works Jaguars which, even by the end of the race, had covered twenty laps more! (As far as I know, no-one

231

Woodcote

Corner,

Goodwood,

where Moss is seen leading the 1953 9-hour race in XKC O12.

Ian Stewart, running second in XKC 053 soon after the start of the 9-hour race.

Peter

Walker

driving

XKC

012

hard at St. Mary’s Corner. He and Hamilton both had minor shunts,

in what Lofty England saw as their own private race.

“Hang on, Duncan!”

warns

Lofty

England at the Goodwood pits, as Duncan Hamilton gets ready to set off while a front wheel is still on the jack controlled by Frank Rainbow. Tony Rolt, behind car, has had time to down a pint of some-

thing since he got out of the car. On Rolt’s left is Dick Jeffrey of Dunlop; on his right Peter Jones of Jaguar, attending one of his first races. It was on this stint that Hamilton hit the chicane wall.

™~, suggested claiming that prize! On distance covered, the broken Jaguars were ninth and tenth; but neither passed the chequered flag under its own power, so they were not classified.)

What is most interesting of all, looking at the cold facts, is that 7.30pm pit-stop of car No. 1. It should have been a routine one, but Peter Walker had just run into the back of a Porsche at Lavant Corner and the front end needed straightening out. Whereas both other Jaguars took on four pints of oil at their equivalent stops, the Moss/Walker

car did not take on oil at this one or at its

next one just before 9pm. Everyone at Jaguar was seething about this failure, and “Mort” Goodall — not in the best of form, with a slipped disc — took the brunt of it. Bill Heynes was particularly angry that the cars were not all back in Coventry by

Monday

morning.

This,

of course

was

because Jaguar

never had a transporter and the cars’ brakes were considered too dangerous for towing in their post-race condition. Lofty England is terse about Goodwood:” The reason for that nine-hour race disaster was that the wet sump had so much baffling that it acted like a frying pan. Thus, when my dear friends Duncan and Peter started a race on their own and ignored all my signals to cut it out, I was not surprised when BOTH cars failed due to the oil temperature going up to the point where the oil went up in smoke. To avoid these sort of nonsenses again I revised our driver contracts to include ‘dismissal for disobe-

dience of pit signals’ which in fact resulted in Duncan leaving the team after Reims in 1956. If there had been oil surge the drivers should have seen it and come in for oil.” While Jaguar raced for no other purpose

than to win,

Less than one hour to go, and Whitehead stays in the car while Bob Penney and Len Hayden prepare to add oil. Moss (top left, with Stewart) has been out of the race a mere two minutes and at this very moment the Rolt/Hamilton car is coming in to retire. Whitehead managed to carry on and finish third (Goodwood, August 1953).

234

the canny Ecurie Ecosse continued to develop their long distance-race theory: Drive to finish and you will finish well-placed. In

Germany,

lan

Stewart

accompanied

by

Roy

Salvadori (who had wanted a C-type of his own but never obtained one) drove XKC 041 to second place behind the Ascari/Villoresi Ferrari in the first Nurburgring 1000km race, following the demise of the Lancias and Maseratis. Jimmy Stewart and John Lawrence were sixth in XKC 042, but XKC 046 was a non-starter. Scott Douglas had rolled it over a bank in practice. Undaunted, Sir James and Ninian Sanderson used one of the old XK 120s instead, to come tenth. The two Belgian C-types were there, but failed to finish.

The RAC TT was now back in the calendar, to be organised by the enthusiastic Ulster Automobile Club, and its secretary Charles Gordon Neill obtained an entry of no fewer than ten Jaguars; but the Ecurie Ecosse, Swift, and Wisdom cars failed to materialise, so there were only five on the day. The private ones were the former works car, XKC 037 which had been sold to John Manussis, an excitable Greek who represented “‘Coke’’ in Nairobi, and XKC 050 owned by Joe Kelly. Manussis was in trouble before the race began, virtually wrecking the hire car he had decided to use for practice. Dundrod had been resurfaced with abrasive chippings and tyre wear was high. Dunlop had to fly in extra covers when the extent of the problem was realised. In a race that would last nine or ten hours, there were going to be a lot of wheel changes by race day and, after all, it was the same problem for everyone. Beforehand,

‘“‘Mort’’

Goodall

that the three “‘lightweight”

advised

Gordon

Neill

cars (051/2/3) would

be

entered, but at the time of researching this book I have

not been able positively to identify each car in relation to its drivers. The driver pairings were as usual. Practice produced one gearbox breakage on the Whitehead/Stewart car; this was unusual.

It was attributed to

bad luck and the box changed. Moss, Rolt and Whitehead began well, but after only five laps Rolt was back at the pits with gearbox trouble. He tried to restart but was unable to select a gear. Meanwhile Manussis had been going like mad, dicing with Reg Parnell until the East African hit the bank, depriving Gerry Dunham (son of England’s old Alvis racing friend) of a chance to drive. Jaguar pitwork was helped by the presence of Tom Jones at the hairpin to watch tyre condition, and report to the pits when the white “‘breaker”’ began to show — the idea being that the driver should be told (by a second

signaller stationed far enough from the pits) to pull in for a new rubber on the same lap. This had worked in practice, and it did again in the race except when Stewart was unlucky enough to have a tyre fail as he passed the pits — though no “breaker” had been seen. Soon after half-time, Stewart was overdue. His gearbox had packed-

up

too.

England tells it this way: ‘““Wheel changes had to be made using thejack carried in the car. In 1951 we had run non-stop for three hours with a low tyre wear rate. Fortunately Manussis having worn out the tyres on his hire car in very few laps made me realise in good time that something was amiss and that it must be the new road surface which consisted of stones in the tar similar to diamond cutters. In first practice I decided to have the cars do 5 laps then check — they were almost worn out! In the race we relied on 7 laps maximum from a set of tyres.” Apart from the gravity of the tyre-wear situation, Dundrod was causing another problem. These particular gearboxes, it had been decided, would employ keyed constant pinion shafts; now the strain of heavy braking, plus wheel-locking, on the rough surface was causing the gear to split across its keyway, with consequent seizure. This construction of gearbox was not used again. Poor Jock Thompson, who had built them, was very proud of his gearboxes. When friends heard that Jaguar had lost the TT because of gearbox trouble he took it very personally, though it was no-one’s fault — more a matter of design detail. Moss and Walker very nearly made their car last-out the full distance, although it is doubtful if they could ever

had made up the extra lap which the Aston Martins had been given; Walker broke the sports-car lap record well into the race — 5 min. 1 sec. (88.70mph) — but his gearbox finally failed him too. Moss was at the wheel towards the

end of this troubled event, and stopped just before the finishing line — managing to struggle past the chequered flag to finish third on distance and fourth on handicap, behind two Astons — again! Fourth on distance but third on handicap was the amazing Frazer Nash of Ken Wharton and Ernie Robb — the latter certainly driving near the limit, a factor that made the Ulsterman decide it

was time to give up racing! Only one Jaguar was still running at the finish — eighth on handicap, seventh on speed, second in class to the Moss/Walker car — and this was the one driven by its owner, Irishman Joe Kelly, with

“occasional” works driver Jack Fairman assisting him. The TT was the sixth of seven events in that first World Sports Car Championship, and it was reported in Autosport that Jaguar had “‘moved into a precarious one-point lead”’ by virtue of Moss’s fourth place in Ulster. The true situation was that Ferrari and Jaguar had scored 27 points each from five events. As only the best four would eventually count, the true position was that Ferrari had 26 points (three “‘firsts’”” and a “fifth’’) and Jaguar 24 (a “‘first’’", two “seconds”, and a “third’’). In order to take

the Championship, Jaguar would have to win with Ferrari not higher than fourth in the final round, the Carrera Panamericana — a road race that was hardly the C-type’s forte. If the British marque came second and a Ferrari fifth or lower, they would have equal points but Italy

200

would win because of its three victories to Jaguar’s (theoretical) two. In other words, Jaguar did not have a hope!

In fact, the Mexican organisers Romulo O’Farrill and Enrique Martin Moreno had written to William Lyons in August, inviting Jaguar to enter. He had replied on 4 September, the day before the TT: Thank you for your letter signed jointly, and for your kind congratulations on the success of our cars in the Le Mans 24-hour race. I thank you also for your kind invitation to participate in the IV Carrera Panamericana

Mexico.

We have already given consider-

ation to this event, but, in view of the considerable cost of the organisation necessary to participate with any chance of success, we

are unable accept your kind invitation. We did seriously consider entering a team of our Mark

VII

saloon, but we are now advised that our standard engine modification would not be accepted. Previously we had understood that these engines, with high lift cams were accepted with a number of non-standard units. No doubt, however, you have tightened-up

the regulations on this occasion, with which we entirely agree. We hope to have the pleasure of reconsidering participation in your great race for 1954.

With best wishes, Yours sincerely, W. Lyons

William Lyons had a habit of gingering people up, and on one occasion Lofty England told him he had the impression that there was a racing-car being made in every department of Browns Lane. This car — nicknamed the Brontosaurus — began as an alloy body to Lyons’ design in Fred Gardner’s shop, and was built over a wooden frame with no chassis. Only when Lyons decided that the car must be a runner did the engineering department get involved; but it never had a proper chassis. Nevertheless, Norman Dewis distinctly remembers driving it on the Gaydon runway where the very limited lock didn’t matter. Before it was cast to outer darkness, the “bront”’ was photographed with Frank Lees modelling.

236

Three views of awooden model on the Brontosaurus theme,

made at a time when an all-enveloping G.P. car was also being considered.

re

es Earlier, Charles Hornburg had been lobbying Lyons, who had considered entering a single Mk VII for Stirling Moss to drive in the American-dominated stock-car class,

(4) Satisfactory oil cooling ws vital. (5) Our present “C” type suspension would not be satisfactory over the road surfaces encountered, which in my view call for a low

or a C-type for outright victory. XKC 038 was actually prepared with Mexico in mind — although this would have been entered from the U.S.A. had the project gone all the way. Masten Gregory had been the likely choice of

(6) If we are to compete in this race, the decision to do so must be taken at least six months before the event and the cars specially produced for that event. (7) We must be prepared to purchase and have constructed special transport vehicles to cover servicing along the route, which vehicles must have a maximum speed of at least 75mph, be constructed to serve as a mobile workshop and have sleeping

rale spring with a fair amount of suspension movement,

driver. ‘Mort’?

Goodall had been researching the race, too, and he had amassed copious notes on what spares would

be needed, how many treads Mercedes 1952,

and

much

more

— but

there

accommodation for ten mechanics.

(8) It will be necessary to take a car of the type to be used, together with supplies of the type of tyre to be used, and cover the entire course three months before the event takes place. (9) It will be necessary for the entire team of cars, mechanics, and transport vehicles to be in Mexico one month before the event to complete the organisation, the drivers to familiarise themselves with the course, which I feel they should cover at least twice, and for all personnel to become acclimatized to Mexican conditions. (10) I would estimate the cost of running in this event urth a

had stripped in

is no

substitute

for

reconnaissance and that is what it was decided to undertake.

Lofty England, Stirling Moss, and Tom French of Dunlop borrowed a Mk VII saloon in Mexico City and drove south to the start at Tuxtla Gutierrez. Then they headed north along the route, covering each stage ahead of the race, with England making notes. On the fifth of eight stages, Leon to Durango, they ripped the sump open as they tried to drive over some “roadworks” and had to wait for several hours for makeshift repairs in the small town of Encarnacion de Diaz. It was all a worthwhile exercise, if only to confirm the effort and expense needed to assure victory. England provided Lyons, Heynes, and Goodall with this summary

from the USA where he had stayed on, for other Jaguar business: Whilst, when Stirling Moss returns, I propose to arrange a meeting between him, Mr. French of the Dunlop Rubber Co. (who was with us nm Mexico) and myself, and submitting a precis of the notes we took when covering the Pan-American Road Race course, the following are my basic comments on this race: (1) The course itselftsnot highly dangerous, since the majority of corners have a continuous raduus. (2) Undoubtedly the main problem is tyres and the real requirement is a tyre which can be operated at a relatively low pressure to compensate for the rough surfaces in certain sections of the road, whilst having a tread thickness which will give reasonable running periods between tyre changes and without treads throwing on the fast sections. (3) In view of the very long, straight sections, combined with certain winding sections, an overdrive, orfifth gear 1s a necessity.

FIA Sports Car Championship,

Sebring

Ferrari Jaguar Aston Martin Lancia Cunningham _ Alfa Romeo

238

6th(1pt) 3rd(4pt) 2nd(6pt) Ist(8pt) ~

team of cars would be in the region of £30,000. Whilst I feel that with complete organization we could win both the

sports car event and the touring car event, I am frankly doubtful whether the amount of free publicity gained would be great, since the event does not get much publicity outside Mexico and the only real publicity I have seen has been that put out by Lincolns in newspapers and on television, on which they have probably spent something in the region of $2,000,000.

Works Lancias, led by Fangio, filled the first three places, with Guido Mancini fourth in a privately-entered Ferrari. An XK120

finished, well down

in the field, but

the only C-type (XKC 029, driven by Paco Ibarra) failed to complete the first stage. Afterwards it could be seen that, had they won the Tourist Trophy race, Jaguar would have taken the World Championship with 28 points to Ferrari’s final figure of 27. There were few “‘ifs’ and ‘buts’ and, following “Lofty”

England’s

memo,

little

further

interest

claim even more than usual, eight in all. The 1954 event

would be the fifth and the last road race, and yet again there would be no serious Jaguar entries. The first official FIA Sports Car Championship thus ended like this:

1953

Mille Miglia Ist(8pt) 5th(2pt) 3rd(4pt) ~ 2nd(6pt)

was

shown in the Mexican event.. The Carrera Panamericana invariably claimed lives — including Bonetto’s in 1953 — and a year later it would

Le Mans

Spa

Nurburg

Dundrod

Mexico

5th(2pt) Ist(8pt) 3rd(4pt) -

Ist(8pt) 2nd(6pt) -

Ist(8pt) 2nd(6pt) -

~ 4th(3pt) Ist(8pt) =

4th(3pt)

= Ist(8pt)

SEER

De Ridder’s streamlined XK120 does 150mph-plus at Jabbeke, October 1953.

Even more streamlined was the highly-modified works XK120; David McDonald of Dunlop holds a pair ofspecial straight-rib tyres; Joe Sutton and Len Hayden are in the picture too.

yn?

7, The

scoring makes were Frazer Nash (4pts), Porsche and DB (3pts), Veritas

other

Borgward

and and

Talbot (2pts), then Gordini, Maserati and Panhard with a point each.

On the “‘best-four-results”’ system, Ferrari’s total score

was reduced from 30 to 27, Jaguar’s from 27 to 24. It had been

the TT,

not

Mexico,

that

had

settled

the Cham-

pionship. Another point of interest is that private owners had gained a majority of Jaguar’s points, anyway. At the time, the Championship made few headlines. On the other hand, when Jaguar went to Belgium for the second time in one year (shortly before the Mexican race) some very positive publicity was generated. In September, a supercharged Pegaso had exceeded

Malcolm Sayer supervised shipping of MDU 524 to Ostende. The official seal goes on the fuel tank after the fastest XK120 of all has taken on pump fuel at a local

Belgian garage, with Lofty England in attendance and Len Hayden at the wheel.

Opposite : Norman Dewis under his Slingsby bubble for the 172.412mph run. (The experimental car can be seen beyond).

Pal 150mph at Jabbeke, this achievement being described as the best officially timed speed ever achieved by a sports car in Belgium.

At the same

time, Hermann

Roosdorp

made some slightly slower runs in his C-type (XKC 019). This galvanised Jaguar into booking the Jabbeke road for 20th October 1953, to show who really did have the quickest of the “‘production”’ cars. The rally car, MDU 524 (chassis number 660986) was used again. Engine preparation was by Jack Emerson, with twoinch SU carburettors and a 9.1 compression ratio. Phil Weaver organised the general preparation; this included fitting a close-ratio gearbox, heavy duty propellor shaft, 2.93.1 axle ratio, a second fuel pick-up, and twin pumps.

Bill Robinson, Malcolm Sayer, and Fred Gardner got together to improve the standard XK shape without altering it externally, by removing the rear and sidelamps, streamlining the headlamps, filling-in the front wing brake-cooling ducts, and fitting a metal “tonneau” cover,

a glider-type cockpit canopy, and an undershield. Norman Dewis rushed through the timing beams at the amazing average speed over a mean mile of 172.412mph in this far-from-supertuned machine. Jaguar’s dealer from St Niklaas near Antwerp, a M. de Ridder, was a keen XK120 tuner himself, and used the same occasion to beat

the Pegaso, too — at about 154mph, bearing out Lofty England’s contention that the atmosphere conditions could not have been nearer to ideal. It is worth

noting,

however, that Jaguar had booked seven miles of road for the run, instead of the five that had been closed for them

that spring. Also of note is the fact that MDU 524 later averaged 168.539mph in one direction with an aero screen instead of the bubble. On its best official run, the car did 173.159mph, the engine running up to 6300rpm. The weight was 2970lbs including driver, and the 6.00 x

16 Dunlops were track tyres with thin plain treads and double grooves a /a Brooklands, inflated to 50lbs per square inch.

24)

Left:

Norman Dewis at Jabbeke October 1953, with Malcolm Sayer, “Dunlop Mac” and Len Hayden.

Opposite :

Norman

Dewis at speed in the experimental car, XKC 054,

Jabbeke October 1953.

Below:

Joe Sutton warms up the tubular-framed experimental car (XKC 054) at Jabbeke, October 1953.

242

Pall Malcolm Sayer noted that the XK120 appeared to lift, suggesting imminent instability — but this never developed, and Norman Dewis quickly brought his car back to base, for there was a second car to be driven — even more quickly! With their overwhelming success at Le Mans and other achievements, often by privateers, Jaguar had had a good season in 1953 — but the C-type Jaguar was due for replacement. Various experimental cars were known to exist, and a photograph of one had been issued at Le Mans time (as mentioned earlier). This nameless car was the one that now appeared in Belgium. In his Jabbeke report, Malcolm Sayer called it the “XK120C Mk II’. It was much smoother-looking than any previous Jaguar. As late as 13th October, Heynes had asked Bob Knight and Malcolm Sayer to put a driver’s seat head-fairing in hand, but it was not fitted. Like the XK120, it was given a

transparent bubble instead. The ex-Moss/TT

engine (E

1054) with Weber carburettors was fitted, and

Tom

Jones

organised a modification to the engine mountings to accomodate triple-plate clutch operation. This car was built on the C-type spaceframe principle but it was very nearly ““D-type”’ in its looks. After Norman Dewis had averaged 178.383mph for the flying mile, Sayer made a note that, initially, the water temperature was 30°; so the intake was reduced from 378 sq.in. to 230sq.in. with a bit of leathercloth and the temperature rose to about 60° as a result. He also noted

that there was

“misfiring and crackling’?

on

the two

fastest runs. (On the final run, the kilometre was covered

at 179.817mph, so this car must have been the first Jaguar ever to exceed 180mph.) With Dewis aboard, the weight was 2335\b. “The XK120C

Mk

II’’, wrote

Sayer, ‘‘was noticeably

steadier. As it is obviously sufficiently stable at higher

m,,. speeds than those obtained, it appears feasible to reach them by the following modifications: (a) a properly designed blanking frame on the radiator intake. (b) a metal fairing to replace the rear half of the bubble, covering the filler cap and fairing properly into the tail, and (c) perhaps an attempt to obtain rammed air to the carburettors by a positive scoop in place of the louvres; and, particularly if fuel starvation is found not to have occurred after all, this is worth investigating.” This car was the first real step towards that classic of logical engineering-for-a-purpose — one of the brightest highlights of Bill Heynes’s great career — the D-type. The D-type Jaguar deserves a book of its own....

The shape of the car that would succeed the C-type and was

called the D-type. This is the prototype (XKC 401) with Andrew

Whyte driving it. If the 1952 Le Mans C-type represented the Jaguar nadir, creating the D-type (and three more Le Mans victories) was its zenith. Whyte’s second volume in this two-book history starts with the D-type story, and is also published by Haynes.

Yo

244

1953 Rallying

f 1953 was the last year of the C-type as a frontrunner in international races, the same applied to the XK120 as a rally car. As in sports-car racing, so in rallying, 1953 marked the first year of a major championship. Jan and Pat Appleyard were at the top of their form as Britain's leading rally team and the works-assisted

In acknowledging that the work would be carried out, Goodall told Appleyard that he considered himself very lucky: “This must be one of the best jobs in the motor world, and I am looking forward tremendously to next season’s competitions.” Shortly afterwards (following an official convention at

XK120,

factory was now fully operational) Appleyard’s plans began to jell, and he wrote to Bill Heynes on 2nd

NUB

120, was still serving them well after three

quite intense seasons. For the Monte Carlo Rally in January, the XK120 remained ineligible; cars of over 14-litres had to be fourseater saloons. Ian Appleyard was becoming more and more responsible as a partner in his father’s Leeds motor

and very nearly did not enter the November 1952, however, he wrote Manager Mortimer Morris-Goodall:

business,

1953 Monte. In to Competitions

T have no doubt that this is the first ofa very long series of letters which will pass between us during the coming competition season and I should like to take this opportunity to wish you the very best of luck in your new appointment. As you will probably have heard from Mr. Heynes my business commitments now allow me to do the Monte Carlo Rally and I have been fortunate enough in getting the place of someone who has dropped out of the entry list. Pat and I will therefore be taking the same Mark VII that we used in last year’s Monte and also the Tulip Rally — registration number PNW 7. The car ts at present nonstandard in a number of ways as the Tulip Rally regulations permitted anything. Can you therefore please have it put back to standard?

Browns Lane to show members of the trade that the new

December,

recommending

This became

a

full rally reconnaissance.

the basis of a ‘“‘factory service”

for the

nineteen Jaguar entrants, including home and continental distributor and dealer co-operation, and the avail-

ability of Goodall’s works car for a practice run round the Col de Braus mountain circuit in the first week of

January. starters, “Mort”

As

the

majority

of Jaguars

were

Glasgow

Phil Weaver went to Llandrindod Wells, while Goodall stationed himself at Le Puy on the

common route. Le Puy to Valence was potentially crucial, and Goodall was there to advise whether to use the direct but sinuous route through Lamastre or the longer, easier

one via Bourg Argental. Practice had shown that the longer way could be covered quicker unless there was fog in the Rhone valley or a lot of ice everywhere. Weather conditions

ommend

were

fine,

and

Goodall

was

able

to

rec-

that Jaguar drivers use the longer way round.

Mid-January had, in fact, seen a sudden thaw, and the mild weather turned the Monte into a bore. So many

245

“~,,. people reached Monaco unpenalised that times in the simple braking and acceleration test were the only means of selecting a “top hundred” for the mountain circuit. Stopwatch dexterity rather than driving ability was essential for this fifty-mile test. 1952 winner Sydney Allard, fastest in the qualifying test, was “‘irregular’’ by 6 seconds over the six regularity stages, but that was sufficient to drop him to ninth overall. Some irritated crews went to pieces, and experience and patience won through in the end. It was certainly a good year for Jaguar, with five cars in the top fifteen. The Appleyards came an excellent second, only three seconds adrift. Cecil Vard and Arthur Jolley were outstanding in the old MK V and were placed fifth, just ahead of Surling Moss and John Cooper in the bestplaced Sunbeam-Talbot. Air-Vice-Marshal Donald Bennett and his wife were sixth in their MK VII. The MK VIIs of Cotton/Didier and Adams/Gardiner came eleventh and fifteenth. (The same Ronald Adams would win the rally outright three years later in a works Jaguar MK VII) It was, however, that most experienced of rallyists, Maurice Gatsonides, who took the top prize. With Britisher Peter Worledge to help him, he kept his Ford Zephyr down to two seconds of error. Funnily enough the Dutchman, whose first Monte had been in 1936, admitted afterwards that, against his own instinct, he had taken the Lamastre

route over the Massif Central and was, at one

point, running three minutes late. He had nearly crashed

into an itinerant haycart while making up time and, ifthe Ford had failed to reach Valence on time, the Appleyard

Jaguar would have won the rally. The Monte Carlo Rally fa has always permitted itself many “‘ifs‘* and “buts”. Afterwards, Lofty England reduced Cecil Vard’s and ‘Pathfinder’ Bennett’s service department preparation bills, thanking them for their efforts which resulted in their winning (with the Appleyards) the Challenge L’Equipe for the three highest placings by one marque. Such was Jaguar’s success

that, from then on, factory

support was given to several competitors over the next few years, with Adams and Vard sometimes

using works-

owned and prepared MK VIIs. The reward was the nominated team prize in 1955 and Adams’ victory in 1956. Meantime, amid the post-Monte grumblings, the 1953

rally season continued to blossom for Jaguar. Whereas February's championship Sestriere Rally was poorly supported and poorly run, the non-championship Lyon-Charbonnieres in March was a tough one with some interesting high-speed stages and timed hillclimbs, the first being at La Baraque — part of the last Gordon Bennett Race circuit of forty-eight years earlier! Here the Gordini of Jean Behra and Harry Schell (which later split its axle casing) was quickest. However, Jaguar’s dealer for Lyon,

Henri

Peignaux,

was

to be the star of this event,

backed by his friend Luc Descollanges, both in XK120s which, said Autosport’s Gregor Grant,

‘sounded

very C-

The Appleyards’ second place in the 1953 Monte Carlo Rally with

the Mark Seven Jaguar gave them a good start in the first International Rally Championship.

246

Jaguar’s Lyon dealer Henri Peignaux with his very fast XK120, wearing the plate of the 1953 Lyon-Charbonnieres Rally which he

won. Note the Cibie foglights and the non-standard parking-light position.

type’. Descollanges and Durand blew their engine up on the Col de Rousset, but Peignaux and Jacquin kept their Jaguar ahead of the field of 138 starters, 70 of whom retired. Despite strong challenges from French and German marques, Peignaux’s well-prepared XK120 won convincingly from the Porsche 356 of Claude Storez, Cotton

in a Delahaye, and two more

Porsches. This was

the biggest of several successes for Peignaux; Lofty England has no hesitation in rating him Jaguar’s keenest dealer in France. By contrast with the first two championship rounds, the third — the RAC, in late March — was a distinct improvement over its predecessors. True, it was still labelled the

“Rally of the Tests’, and it was to be some time before the Forestry Commission’s “‘road-system”’ (or the motorcar itself) could cope with today’s concept ofspecial-stage rallying. Having let ‘Goff’ Imhof get the better of the him in 1952, Ian Appleyard was not going to allow the Allard driver to do it again. After the Monte, Lyons had sent Goodall one of his typed-in-red directives: “I have agreed for Mr. Appleyard to have an XKC for the RAC

Rally and the Alpine, the latter dependent upon a test in the Alps, which he will carry out in early June. Arrangements have been made to allot a new car for him, Body Number 1047; it will be necessary to fit a simple screen with wipers, and a hood. Mr. Appleyard will be contacting you regarding the necessary details. The last date for completion is March 14th.” On 17th February, Goodall confirmed Lyons’ instructions to Production Manager John Silver, requesting that the car be painted white and fitted with an axle ratio of 3.54 to 1. Appleyard

later changed

his mind,

however,

and (as

recorded elsewhere) XKC 047 was re-allocated for the Belgian Le Mans entry. Maybe it was the likelihood of seeming “‘unsporting”’ or simply the C-type’s rough-road drawbacks; whatever the reason, Appleyard decided to settle for good old NUB 120 for the third ‘RAC’’ running. The first night test at Castle Combe was tight, and was a battle between the Morgan, Frazer Nash and Dellow marques. Imhof was slow here, but made the fastest ascent of Prescott Hill in the dark; here Appleyard was a close second. After seven of the eleven tests, however,

247

NUB

lei

Ulsterman Ronald Adams (driving a works SunbeamTalbot as a last-minute substitute for his Mk VII Jaguar) was leading the touring car section and overall because the marking was on a “class improvement” basis. Appleyard rose to the occasion, however, and beat Imhofin the last three tests, including the high-speed one at Goodwood, to move into a clear lead. 1952 runner-up Jack Broadhead overcame his natural exuberance and, with John Lilley, finished fourth, ahead of “Pathfinder” Bennett. Five Jaguars finished in the first ten, in this

order:

Ist, lan Appleyard (Jaguar XK120), 2nd, 3rd, 4th, 5th,

Ronald Adams (Sunbeam-Talbot), Godfrey Imhof (Allard-Cadillac), John Broadhead (Jaguar XK120), Donald Bennett (Jaguar XK120),

6th, Len Shaw (MG 7th, G.H.

Turnbull

14), (Vauxhall),

8th, Frank Grounds (Jaguar XK120), 9th, George Hartwell (Sunbeam-Talbot), 10th, Denis Scott (Jaguar MK

248

VII),

Above: Ian Appleyard winning the 1953 RAC Rally in his faithful XK120, updated to ‘‘special equipment spec’, but basically the

same old machine he had been rallying for three years. (This speed test was run the ‘wrong way” round Goodwood). Right:

Jack Broadhead was a great sportsman, entering his XK120 for Charlie Dodson, Jack Fairman, and others to race, and for

himselfto rally. He was no mean driver, and came second in the RAC Rally of 1952 and fourth in 1953. This irresistible shot of

a Broadhead broadside was taken during the 1953 Morecambe Rally. Victory, however, again went to Appleyard in NUB 120’s final competitive fling. The Motor

Scott won the unlimited touring car class and the Jaguar XK120 trio of Appleyard (1st), Grounds (8th) and Norton (14th) took the team prize — the last-named driver being the self-same Walter Norton who had rallied SS 100s successfully in the nineteen-thirties. Monte-winner Gatsonides was penalised heavily, and the Appleyards were now well in the lead for the Championship. The Bennetts dashed straight to France for the A.C. de Cannes Soleil Rally which began at Montlhery next day

and was notable in that it attracted several C-type entrants, including Henri Peignaux in XKC 016, who made best time in the first test. This was, in effect, four laps of

the banked circuit from a standing start. Peignaux made best performance at an average speed of 122.50mph, with “Pagnibon’’ (2.7. Ferrari coupe) next at 122.32mph. Unfortunately, the high-speed thumping caused a trailing arm to break, so that the body fouled the nearside rear wheel. The Jaguar got into a huge slide at somewhere near maximum speed; luckily its path was from the top of

the banking to the infield and, as Peignaux had crossed the finish line well ahead of his group, no-one else was involved. This heart-stopping incident marked the end of Peignaux’s rally, but his friend Jean Heurtaux (XKC 035) continued and completed the difficult road section

through the Massif Central and the Alpes Maritimes where many cars, including the C-type, were penalised. Heurtaux managed to mess-up the high-speed driving test

at

Cannes,

spinning

through

the

straw

bales

and

sending marshals running. “‘Pagnibon”’ was quickest here and in the final hillclimb nearby. The Ferrari went up in 68.2 seconds with Heurtaux second in 70.8; so the x3 Pagnibon’’/Barraquet Ferrari made best performance of the rally, followed in the unlimited sports-car class by the Jaguar XK120s of Taylor and the Bennetts. Gilberte Thirion’s father Max won the over-2-litre saloon car class in his Jaguar MK VII, beating a Mercedes-Benz Type 300 — another good result for Coventry. It was tragic that both “‘Pagnibon” and Heurtaux would be killed very soon afterwards.

249

7, Although Frank Bigger’s XK120 was second-fastest up Corkscrew Hill in the Circuit of Ireland, no Jaguars were

“placed” in the final results of that famous Easter rally. Later in April, however, there were plenty of Jaguars taking part in Holland’s Tulip Rally, including the Appleyards in their factory-prepared MK VII. This year, the regulations were tougher, and Appleyard was careful to specify nothing that might upset the scrutineers. Much of the work was in fact done in the workshops of Appleyard’s own domain. The following letter gives an indication ofthe factory relationship and of the care Appleyard took to take advantage of, but not to break, the rules: M. Morrts Goodall Esq., Messrs. Jaguar Cars Ltd.,

31st March,

1953.

Coventry.

Dear Mort,

I hope PNW 7 arrived safely yesterday. I should be glad if work could be commenced immediately on the engine. The following points require attention: ih, Oil pressure: When she gets hot this seems to fall towards the 30lb mark and 1s I think too low. Some damage may have been caused in the final test at Monte with running it so hot. 2. Overheating: We never found the cause ofthe overheating in the Monte Carlo Rally. I think the water pump should be thoroughly examined and perhaps one of the modified type fitted.

De

The head has not been off since it was put back at Monte Carlo and consequently should be examined very carefully. 4. After reassembly of the engine I should like it tested on the bed to ensure that we are getting maxumum possible power. ”, The camshafts should be left as at present, as also should the exhaust system. 6. A standard type of air cleaner should be fitted, but uf anything can be done to improve the flow of air through tt, and for that matter through the exhaust system, so much the better. Te Rear axle: At the moment this is a 4.55 : 1 and may have to be changed for a 4.27 : 1. However, I have written to Holland for a ruling on this point and will let Mr. England know in due course. 8. Suspension: This 1s O.K. and need not be touched. 9. Clutch: Thais 1s, I think, all right. 10. Brakes: Newly-lined shoes have been fitted on the front following the Monte, and the back ones are all right. I think therefore that we can leave the brakes. 11. Steering: This ts O.K. The main work required, therefore, ts on the engine and possibly a change of rear axle. I am enclosing herewith a copy of this letter which you might pass on to Mr. England, and I will contact him immedately after Easter to see how the job 1s going. We leave for the Rally on April 24th, and I was wondering ifthe car could be completed by about Wednesday, April 15th, which gives about two weeks from now less Easter. Very best of luck in the Mille Migha. Yours ever, Tan. P.S. Would you please send me 3 copies of theMk VII catalogues you have had printed which mention the 4.55 to 1 alternative low axle. I may have to send these to Holland.

250

Shortly before the rally, Jack Emerson reported to Bill Heynes that a piston had seized on test, and the engine had had to be replaced. Still very “tight”, the new one had shown 135bhp at 4500 rpm (complete with Mk VII exhaust system), but power had dropped appreciably at higher

revolutions.

“‘It is felt’’, Emerson

“that with further running-in on the performance will be quite satisfactory.” The

told

Heynes,

road,

the

1953 Tulip was a good rally in several ways, and

mainly because of excellent organisation and an overdue clamping-down on blatant infringements of the regulations. Bill Banks/Michael Porter looked easy winners when the rally ended, because their Bristol 401 had performed (comparatively) better in its class than other cars had in theirs. Then came the disqualifications — nine in all — because of ‘“‘illegal’’ modifications, which meant a change of marking for the remaining competitors including Banks who had to be content with second place as a consequence. Fastest saloon throughout the event was Appleyard’s MK VII which had been successfully run-in, evidently, for it made best time in all the speed tests, and won its class from the similar car of Richard Mattock. By far the most accurate and pernickety of rally reporters in those days, John Gott had no brickbats to give to the man

who was still Britain’s best rally driver. For Autosport he wrote: “Ian Appleyard came fifth in his Jaguar MK VII, which was checked and found as per entry form, thus disposing of the jealous rumours of a C-type engine put about by those who gave too much credit for his outstanding performances to potency of engine and not enough to his brilliant driving.” The team prize went to Jowett, as Appleyard’s team-mates Horning and Waring lost a lot of time in bad fog. In mid-May, Ian Appleyard gave NUB 120 its final

fling, winning the Lancashire AC’s Morecambe Rally convincingly. Having decided to concentrate upon the rally championship, Appleyard had placed on order a brand-new XK120 roadster, so he disposed of NUB 120 to Jaguar Cars Ltd, for its ““museum’’. Actually the car has spent most of its subsequent life at Beaulieu, in what is now called the National Motor Museum. Winner of three successive Alpine Cups, victor twice in the RAC and the Morecambe, and once each in the London and Tulip

rallies, NUB 120 — the most famous XK120 of them all — remains original and unrestored. Slightly dog-eared, it is sull ready to bark healthily and wag its tail happily on command, as a thirtieth birthday run on the Yorkshire moors with its former master (and the author) proved. The Coronation RSAC Scottish Rally at the end of May was another Jaguar win, this time for John Cunningham’s XK120, and almost simultaneously Nicky Papamichail took a worthy but virtually unsung victory from Bertrand’s Citroen in the Greek International Acropolis Rally. Best Jaguar placing in Germany’s championship rally, the Travemunde, was that of Gendebien and Fraikin

Pal of Belgium, who came seventh in their XK 120 fixed-head coupe. The winners were Helmut Polensky and Walter Schluter driving a Fiat, and this pair was clearly emerging as a danger to the Appleyards in the championship “race”. Neither crew contested Sweden’s Midnight Sun Rally in late June, and their paths did not cross until July’s Alpine. Unfortunately the awarding of an Alpine Cup had less meaning than usual, for the quality of the entry was such that twenty-five crews came through unpenalised, includ-

ing the XK120s of the Appleyards, Fraikin/Gendebien, and Reg and Joan Mansbridge, Jaguar’s dealers in Lincoln. 1952 winners Alex and Kitty von Falkenhausen had forsaken their venerable 328 BMW for a works-loaned Frazer Nash, which also won a Coupe des Alpes, but it was the thoroughly modern Porsche of Polensky and Schluter that was placed first at the end. Appleyard was determined not to allow any loopholes for the scrutineer and, through Bill Heynes, had made sure that the company listed a close ratio constant-mesh

gearbox. An official company

compared

bulletin, dated April 1953,

the alternatives:

GEAR Ist

STANDARD Boldt) UO) Ak

2nd 3rd 4th

1.982 to 1 1.367 to 1 Direct.

RATIO

CLOSE RATIO 2.144 to 1

1.645 to 1 1.280 to 1 Direct.

Before the rally, the A.C. de Marseille et Provence had agreed a variety of options including, at the “eleventh hour’ use of a second fuel tank. The XK120 “‘service demonstrator’

been entered for Tommy Wisdom

(MDU

524) had

and his wife, “Bill”,

but an accident with a Bristol at Le Mans had put him in hospital, so the entry was withdrawn — a pity, as demon ‘Monte’? man Cecil Vard had expressed interest in the

“Alpine” a few weeks before. The new Appleyard XK120 (RUB

120, chassis 661071)

was built to a specification drawn up by Lofty England as follows:

Instead of acquiring a C-type for rallying, lan Appleyard avoided regulation problems by having a brand new XK120 (RUB 120) for the 1953 Alpine. That dangling lamp must have made an awful noise — but there was no time to deal with it. The Motor

Zo

~=,,. Engine (to be built by Experimental Department): XK120 type to be fitted with Lead bronze bearings, 8 : 1 compression, XK.120.C. type pistons, X.K.120.C. type cylinder head with 1.5/8" valves, standard light flywheel, Part No. C.5806, XK.120.C. type water pump, no water bye-pass and no water thermostat, 1%" carburetters with manual self-starter carburetter control, standard dynamo and _ Starter, standard exhaust manifolds, competition type clutch unit. Gearbox.

Jaguar type XK.120 long mainshaft type with close ratio constant mesh gears, standard type XK.120 remote control with modified breather and gear lever brazed in mounting.

aluminium floor and boot-boards, standard bonnet with two large lowures per side, at rear, lightened side curtain storage contamer, lightened door structure with door trum pads cul oul to give baggage

carrying capacity, lightened hood frame covered with black materval, alloy side curtain frames, alloy radvator grille, light-weight bucket seats trimmed in dark blue cord, hinged to give access to hood, body

trimmed in dark blue, painted white, scuttle panel at rear of windscreen covered with blue leather, front bumper support bar to be of light-weight construction, standard bumpers to be fitted on alloy brackets.

On test, the engine (W8793-8S) produced 182.5bhp at 5500rpm,

Propellor Shaft. Standard type for long mainshaft gearbox.

Rear Axle. Standard Salisbury with 4.55 ratio. [later corrected in pencil to

4.27 A.W.] Chassis Frame. Standard frame with left-hand drive brackets removed, lightened side members welded throughout. Front Suspension.

Standard units with all mounting bolts cottered, 1” diameter torsion

and

in the rally this was

like this: Position 1. Polensky/Schluter (Porsche), 506.779 marks gained.

Class

2. Sauerwein/Castell (Porsche),

1.3-1.6-litresl

190.643.

Rear Suspension.

3. Herzet/Biancht (Ferrari),

Special rear brackets (Montlhery type in Experimental Store) with

489.631.

clips modified

4. Zeller/Wencher (Porsche),

chassis frame,

standard

rear

dampers

to make

before running off the road. However, when class coefficients were taken into account the final order looked

bars, standard Newton front dampers.

to clear

sufficient

Appleyard quickest of all in four of the six tests. Walo Hoerning of Switzerland made best time in the other two

1.3-1.6-litres

1.6—2.0-litres 1.3-1.6-litres

482.749.

(Girling).

5. Appleyard/Appleyard (Jaguar), Over 2.6-litres

Brakes.

Standard self-adjusting with Mintex M.20 linings, Lockheed Green Fluid.

482.190.

6. Falkenhausen/Falkenhausen

1.6—2.0-litres

(Frazer Nash), 481.782.

Steering. Standard steering box right-hand drive.

Exhaust System. Twin exhaust system with down pipes through chassis cross members maximum ground clearance to be obtained throughout run of System.

These

Fuel System. Standard main tank with standard auxiliary tank fitted above in boot compartment with separate fillers for quick filler caps, separate fuel pipes to pump incorporating on and off cocks, double ended fuel pump to be fitted. Radiator. Standard design but in alloy materval. Wheels and Tyres. Alloy rimmed wire wheels fitted with Dunlop R.1. 600 x 16 racing tyres, two spare wheels carried inside boot. Electrical Equipment. Standard dynamo, starter and batteries, Lucas racing headlamps, separate switch and warning light for direct operation of self-starter carburetter, two hgh frequency horns fitted at front of car wired up to horn push on passenger’s side, one high frequency horn fitted under bonnet and wired up to driver’s side horn button, wire up and fit surtch for one foglamp (no lamp to be fitted), fit map reading light under passenger's side facia, fit under-bonnet light, fit plug-in point under bonnet for inspection light, fit standard rev counter on driver's side, fit kilometre speedometer for 4.55 axle on passenger's side, fit second speedometer cable, taping alongside connected cable. Body.

Standard

Results of the tests (on

open

XK.120

body with lightened scuttle section,

tests, contained

“

“scratch’’) were (Opposite page):

within

five tough daily stages,

show that in 1953 the Appleyards’ last full season, a wellprepared, well-driven XK120 was still a match for anything in rallying. It did also show, of course, that the compact Porsche was beginning to set new standards in small-car performance and handling. There were few British cars in the Evian Rally, organised by Marcel Becquart for the A.C. de Mont Blanc. The Bennetts’ XK120 won the unlimited class but was well down the general classification. A more noteworthy rally result before July 1953 was over was achieved by Acropolis-winner Nicalaos Papamichail who brought his XK120 through the International Yugoslav rally very close behind Paul Strahle (Porsche) overall, and first in. class.

In the Liege-Rome-Liege marathon it was the year of the Lancia Aurelia, the true prototype of the gran turismo concept — and what better than (say) the Mille Miglia or the “Liege” to prove it? 1952 victors Polensky and Schluter were leading in one but retired with engine trouble after damaging the sump ona rock. Johnny Claes went on to win for Belgium in a similar car — a terrific performance as he drove single-handed; his partner

Reg and Joan Mansbridge won a Coupe des Alpes in 1953 with their XK120 fixed-head coupe. They had been impressed by Appleyard’s pace when they drove an Allard in 1951 which is why they had switched to Jaguar. Subsequently they acquired the Jaguar for Lincoln.

Class un-lumited

Stage 1:

Stage 2:

Monza

Dolomites

Appleyard Jaguar 32.6

2.6-litres

2.0-litres

SeC

Hoerning

Jaguar 42m.25

Stage 3: Stelvio Appleyard

Jaguar 16m.48.45.

Stage 4: Petit St. Bernard Hoerning

Jaguar 7m.58.0S.

Stage 5: Col d’Izoard

franchise

Finish: Cannes

Appleyard

Appleyard

Jaguar

Jaguar 28.65€C.

7m.48.6S.

Vegler

Gatta

Vegler

Vegler

Vegler

Ferrari

Lancia

Ferran

Ferran

Ferrari

Luran Lancia

34.4.S€C.

44m.15s.

16m.55.6S.

8m.21.0S.

7m.58.05.

29 .65€C.

Moore & Sutcliffe (FNs) and Asso

Herzet

Herzet

Ferrart

Ferrari

Falkenhausen Frazer Nash

Falkenhausen Frazer Nash

Falkenhausen Frazer Nash

33 .85eC.

44M.85.

16m.52.6s.

8m.9.45.

8m.7.45.

30.0Sec.

Thirion Porsche

Polensky Porsche

Polensky Porsche

Polensky Porsche

Polensky Porsche

Thirion Porsche

LEAR

42m.415.

17m.16.45.

Hilo

8m.5.6S.

30.85seC.

(Alfa) 1.6-litres

2S:

-

Me.

The Appleyards had either lost or rescued their swinging lamp when this picture was taken later in the 1953 Alpine, in which Ian Appleyard was awarded his fifth Coupe des Alpes. He did not contest this event again.

Trasenter was feeling ill throughout. (Incidentally, Trasenter’s pre-war record in the event is remarkable, for the Belgian had won three times and come second three times!). Gendebien and Fraikin — fastest of all over the notorious Stelvio and Gavia passes — came second in their XK120 coupe. Arthur Slater and Peter Bolton, eighth ina

Jaguar, were the only Britons. Ian Appleyard kept to his policy of not competing in an event in which fatigue

seemed managed

unavoidable.

Less than a third of the starters

to reach the finish, and all were well-penalised,

so his point-of-view is perfectly understandable. Anyway, there were still two more Championship events to go, and only the best four performances ofthe ten rounds were to count. Jaguar’s dealer in Nice, Joseph Novelli (Mk VII) did well in the Tour de France in September, winning his class in the production touring car category. Clashing with the French event was Norway’s Championship round, which Ian Appleyard had planned with

254

his usual thoroughness in conjunction with the works. Only a few months earlier, Jaguar had announced a new XK120 model in addition to the original roadster and

the newer

fixed-head

coupe,

both

of which

were

strictly two-seaters. The third variation was the drophead coupe, which (Lofty England pointed out) could conceivably accommodate two tiny rear seats for tiny legless people. It was decided to try and enter RUB 120 as a fourseater, by replacing its lovely white roadster body with a dark green convertible one. Appleyard got the car through scrutineering, but was given a diplomatic talking-to by the Norwegian organisers who happened to know that he had happened to bring his MK VII saloon too. Happen he might be a good British sportsman and use it in the rally? Appleyard was, and Appleyard did — only to come to grief, understeering off a loose-surfaced special stage and into a bridge parapet, causing the big saloon too much damage to continue. Jaguar honour was upheld by an inspired Norwegian

Pal called

Haaken

Mathiesen,

a novice

on

his first rally,

whose MK VII made best time on all three special stages — showing that maybe the Appleyards could have won if they had stayed on the road instead of making a rare mistake. Mathiesen and his co-driver Per Stefferud came thirteenth, not daring to engage a seizing first gear. Polensky followed his ‘“‘horses for courses” policy, and took second place in a Fiat 1100, behind a locally-owned Ford Zephyr. Everything now depended on the Lisbon Rally in October. If five or more rallies could have been counted, the British crew would have been favourite but, at the time, it seems that only Appleyard and his immediate rivals appreciated the real scale of the task. The situation was like this: Appleyard had scored in four events and could add more marks to his total only if he came fourth or higher in Portugal. Polensky, on the other hand, could count all his points in the final round; if Appleyard won the rally, Polensky would still be Champion unless he were to finish lower than fifth. In the Lisbon Rally, past-winner Joaquim Filipe Nogueira was first again, driving a Porsche. Appleyard was a hard-working runner-up in the rebodied XK 120. If Polensky had been seventh, the Championship would have gone to Appleyard, but the German came a strong third and became the world’s first international rally champion, despite reports to the contrary — such as Autosport’s ‘“Appleyards Clinch European Touring Championship for Jaguar” — which made the result all the more galling for Britain.

The table shows the progress of the duel: The battle for the Ist European Rally Championship,

Rally & organising

Ian Appleyard

Country

(British)

Monte Carlo

2nd in Jaguar

15th in Porsche (Opts)

Sestriere

(U.K.)

Helmut Polensky (German)

Mk. V11 (18 pts)

(Italy)

R.A.C

1953

Ist in Jaguar XK120 roadster (20pts)

Tulip

(Holland)

5th in Jaguar

Mk VII (12pts)

Travemunde (Germany)

Ist in Fiat

(20pts)

Midnight Sun (Sweden) Alpine

(France)

5th in Jaguar XK120 roadster

1st in Porsche

(20pts)

(12pts)

Liege (Belgium)

Viking

Retired in Lancia (Opts) Retired in Jaguar

(Norway)

Mk VII (Opts)

Lisbon

2nd in Jaguar XK 120 d.h.c.

(Portugal)

2nd in Fiat (18pts)

3rd in Porsche (16pts)

(18pts)

TOTAL SCORE BEST FOUR

80 points 68 points

74 pownts 74 points

Below and over:

After the 1953 Alpine, RUB 120 was given a new drophead coupe body. Appleyard drove the car very hard (as can be seen from these pictures taken on the same corner) in the final tests of the Lisbon Rally, and finished second. He came second in the Championship too.

255

=~, A fine driver in his own right, Walter Schluter partnered former racing-car constructor “Helm” Polensky in every event except the Sestriere. Ian Appleyard’s wife, Pat, went with him on each occasion. There were no other challengers for victory, but there was a dispute over third place in the Championship. Jacques Herzet of Belgium, who changed his Ferrari-like special-bodied Jaguar XK120 for a real Ferrari in midseason, would have taken that position, for he was third in the Alpine and the Liege, and fifth in Portugal but, in the latter, a scrutineer penalised his Ferrari for “‘ineffective bumpers” and that was sufficient to put him down to tenth in the rally and fifth in the Championship; the Gendebien/Fraikin Jaguar pair came eighth in the “league table’. Although Ian Appleyard would appear again in rallies (and races) from

time to time, the announcement

of his

retirement from serious competition was genuine. Denis Scott of Macclesfield was still driving his Mk VII as quickly as ever, being accompanied on the Lisbon by Scottish Rally winner John Cunningham. They came third in_ their class. Scott was impressed by the performance of the drophead coupe, RUB 120, in the

final tests and arranged to buy it from Appleyard for the 1954 season.

From now on, until the great days of the Mark Two and the Tour de France, which were “tailor-made” for one another, Jaguar’s support for rallies would be confined to the “Monte” almost entirely. There is no doubt that, without Ian Appleyard’s “‘push”’ as a driver, planner, and organiser, and as a diplomat in his relations with the factory, the Jaguar name simply would not have been associated with international success in some of the world’s classic rallies.

ppendix One The Works Drivers

1949 to 1953

his appendix lists the people who raced XK120s | and C-types for the works. Those who did not join the team until 1954 or later — ie Donald Beauman, Ivor Bueb, Paul Frere, Mike Hawthorn,

Desmond

Titter-

ington, and Ken Wharton — are featured in a companion volume to this covering Jaguar’s ‘D-type period”’ and beyond.

Clemente

Biondetti

Drove Jaguar works cars in 1950 and 1951, and his own works-engined Jaguar special between 1950 and 1952. He became

the first person

to race an XK Jaguar on

the

continent when he drove sensationally quickly in the 1950 Giro de Sicilia, holding second place until a connecting rod broke. Biondetti

was

born

in Sassari, Sardinia,

in 1898.

He

raced motorcycles in the 1920s and it was said that he broke 24 bones when he crashed at Ostia. He recovered miraculously, and began car-racing with a French Salmson, coming second in the 1928 Tripoli vorturette race and first in 1929. His early attempts to win the Targa Top left: Teamwork:

SS Cars Ltd., won its first two important prizes as a

Florio (with Salmson, unsuccessful, however.

Maserati

and

M-B

Special) were

E.W. Rankin.

His first great win was in the 1938 Mille Miglia, in an Alfa Romeo. There was no Mille Miglia in 1939, due to anxiety about its proved dangers, and a Tobruk-Tripoli race was held instead. Biondetti came second. He drove single-seaters, too, and won the 1939 Coppa Acerbo in the Type 158 Alfa Romeo, beating Pintacuda and Farina. In long-distance sports-car racing Biondetti can be classed as an “‘all-time great”’.

Bottom left: Sir William Lyons in his office, with the Roy Nockolds painting of the 1951 Le Mans winner.

again in 1948 and 1949 driving Ferraris. He won the combined Targa Florio and Giro di Sicilia races for

manufacturer-nominated team in the 1937 RAC and Welsh rallies (in which $$100s made best individual performance, too). Here William Lyons shakes hands with the Hon. Brian Lewis

who was more racing-driver than rallyist but did quite well in this RAC Rally. On the right is Tommy Wisdom, who borrowed factory cars for rallies and races (from SS to C-type) — and lent the company /us cars from time to time. The third member of

the winning team on this occasion was E.H. Jacob (/e/t) whose co-driver (the frozen-looking one) was Jaguar’s publicity man,

He won

the 1947 Mille Miglia in an Alfa Romeo,

and

259

aa ot.

Clemente Biondetti, the first overseas member of the Jaguar

team was always under-rated, especially as a long-distance driver. Here he is congratulated after breaking the Firenze-Fiesole course record with his works-engined

Jaguar special in 1951.

Ferrari in 1948 and 1949, too. He persevered with Jaguar from 1950 to 1952, despite its unsuitability for roadracing. He and his friends had some local successes with his works-engined Jaguar special. He was the only nonBriton to drive a Jaguar C-type for the works, and was able to bring the car back to the pits at Le Mans in 1951 when forced to retire (through no fault of his) after lying 3rd early on. He was not only 55-years-old, but unwell too, when he embarked on the 1954 racing season. Driving Ferraris again he won the Bari 3-hour race (beating his deadly rival Cortese in the process) and came 4th in the Mille Miglia, 4th in the Monza 1000km. race, and 5th in the Targa Florio — twenty-five years after first competing for the famous prize! He co-drove with young Masten Gregory (Ferrari) in that year’s Reims 12-hour, coming 4th behind three Jaguars. Biondetti died of cancer in his

260

adopted home town of Florence in February 1955. He is remembered affectionately by Jaguar people — especially by Lofty England and John Lea who knew him best, and who recall how he stayed on at Le Mans in 1951 (despite his own disappointment) to share in the team’s delight at giving Britain its first Le Mans victory for many years. It is fair to add that Biondetti had been feeling rather antiFerrari at the time.

> al John Claes Drove

for Jaguar Cars Ltd. only once in a race, when he

won the Belgian national production car event at Spa in 1951, using the ex-Jabbeke ex-Silverstone HKV

1949 XK120,

500.

He made history with the same car later that year, by winning the tough, high-speed Liege-Rome-Liege Rally, with Jacques Ickx, senior. His performance, in completing that course unpenalised for the first time in history, was never equalled and when he won the event again (in a Lancia, 1953) Claes was voted the Guild of Motoring Writers’ “Driver of the Year’, usually the province of the Grand Prix men. Indeed Claes was also an accomplished single-seater racing driver. Coventry people who remembered the highly-skilled Jazzman Johnny Claes (and his “‘Clay Pigeons’’) in the 1940s were delighted when he came 3rd in a Jaguar Dtype at Le Mans in 1955, but shocked when the young Belgian (whose mother was from Scotland) died of TB the following winter,

not yet aged 40.

Jack Fairman Lofty England and “‘B. Bira” re-united at Dijon-Prenois, 1974. F.R.W. England

SB Bbira ~B. Bira”’ (or Prince Birabongse Bhanuban of Siam), drove for the Jaguar works team only once, but it was a significant occasion.

He began racing in 1935, and received an ERA from his cousin

and

team

manager,

Prince

Chula,

for his 21st

birthday later that season. Lofty England was their “White Mouse” stable’s chief mechanic for a period during the later ‘thirties, and therefore contributed to Bira’s success in winning the BRDC Gold Star Championship. (Bira was eligible because he held a British competition licence).

Bira’s greatest postwar victory was at Zandvoort in 1948, and his invitation from Lofty England to drive the new Jaguar XK120 came the following year. 35-year old Bira led the first-ever production-car race at Silverstone but spun off when a rear tyre deflated. Up to that point, however, he had shown just how smoothly the new Jaguar could be driven at racing speeds. Bira rarely drove sports-cars, although he did have a works Aston Martin DB3S coupe for Le Mans in 1954, only to crash it. Nearly all his postwar racing was in single-seat

Maseratis,

and he won

the New

Zealand

GP

with a 250F in 1955 — his last year of racing before settling in Thailand.

Was Stirling Moss’s co-driver in the 1951 Le Mans 24hour race, but their débutante C-type retired while leading. Born John Eric George Fairman in 1913, he first raced in 1947. He competed in many different makes, gaining a reputation for steady driving and the ability to help develop competition cars. He drove a works C-type in the 1951 Le Mans race only; but he did co-drive Joe Kelly's car (XKC 050) at Dundrod in 1953. He drove XK120s, too, and was in the Leslie Johnson team that ran a works XK120 coupe around Montlhery to average 100mph for a whole week. Fairman re-joined the Jaguar team briefly in the D-type period, and did not retire from racing until the early sixties.

H.L.

Hadley

A former Austin apprentice, H.L. Hadley did most of his racing pre-war, in Austins. In the early fifties Bert Hadley drove at Le Mans several times, and was co-driver with Leslie Johnson in 1950 when the XK120 was first raced there. He was also one of Johnson’s co-drivers in the XK120 coupe which

ran

for

seven

days

and

seven

nights

at

the

Linas-

Montlhery in 1952.

261

sf

Ah iein dP

(Sir) William Lyons, Duncan Hamilton, and Tony Rolt show HRH Prince Philip the 1953 C-type at a special motor industry

gathering at the Goodwood circuit.

Duncan Hamilton (/e/t) with Philip Fotheringham-Parker, co-owner of the XK120 they ran, prior to Hamilton being invited to join the Jaguar works team for 1952. Hamilton continued to drive privately,

too,

buying a sequence

of Jaguar competition including ex-works ones.

models

J.D. Hamilton

J. Duncan Hamilton Did little competition work pre-war when he was still a teenager, but made up for the omission afterwards. Although generally regarded as a “‘lead-foot’’, Hamilton’s stamina in long-distance racing is evident from his Le Mans successes. With Tony Rolt, he brought Donald Healey’s entry home 4th in 1950 and 6th in 1951, by which time he was sharing a Jaguar XK120 with Philip Fotheringham-Parker in British events, and getting results. In 1952 he purchased a C-type and, simultaneously, joined the works team. He and Rolt kept their ailing car going longer than the other Jaguars at Le Mans in 1952; then won the race outright in the lightweight C-type in 1953. Hamilton and Rolt came a close second in 1954 with the new D-type, another Jaguar model of which Hamilton bought several.

colourful reminiscences.

One of the great things Hamilton did for Jaguar was to compete successfully at venues where the Coventry marque had not often been represented.

After the 1956 Reims 12-hour (which he won, with Ivor

Bueb) Lofty England dismissed him from the Jaguar team for speeding-up when told to “hold station”. Hamilton was offered a drive by Ferrari, but returned to his D-types for the 1957 and 1958 seasons — though the factory was no longer competing in sports-car racing by then. A crash at Le Mans

in 1958, when

he was assured of

second place, helped the ebullient Duncan Hamilton to decide to retire from racing soon afterwards and write his

263

Dunham

Alvis, and won

the Spa 24-hour

race that year,

partnering Horsfall in an Aston Martin. With all the makings of a top driver, Johnson was a natural choice to join the Jaguar team for the 1949 Silverstone race which he won, having been close behind Bira who had lost the lead when a tyre punctured. He took one of the cars (which had been raced at Silverstone) to the USA at the end of 1949 and came 4th (1st in production-car class) at Palm Beach Shores with it in January 1950. Shortly after his return to the UK, he acquired one of six 1950 works-prepared XK120s, and came 5th in the Mille Miglia, retired when well-placed at Le Mans, then finished 3rd in the Ulster TT. In 1951, he was selected to drive the new C-type at Le Mans, but Biondetti retired before he took the wheel. He was off-form at Dundrod, and handed over to Rolt to complete the TT. Although not picked again for the factory team, Johnson continued to put much effort into his Jaguar driving,

with occasional rallies, races, and (his speciality) record runs at Montlhery. His most memorable achievement in this sphere was in 1952 when, with a team of drivers to

help him, he averaged 100mph for a week in a worksprovided XK120 coupe. He did well in the Mille Miglia and at Le Mans, too, driving the works

Healey-Nash.

For 1953 he bought a C-type (XKC 008) and had it fitted with overdrive for the Mille Miglia, but he hardly drove it. Nota fit man, he took a Sunbeam-Talbot on the

Leslie Johnson, first man to race and win with the works XK120 in 1949, photographed at the Wellesbourne home of Bill Heynes (right). Also in picture: Jonathan Heynes, who was to follow in his father’s footsteps and join Jaguar Cars Ltd. W.M. Heynes

Leslie Johnson The first person to win a race with the Jaguar XK120 and to race one abroad. He was a regular competitor in pre-war rallies, and came 3rd in the 1938 and 1939 RAC events driving a BMW Type 328. It was about this time that he and Bill Heynes became friends, and it was his BMW engine that came to the SS works for wartime study. in the

2-litre

Belgian GP, making fastest lap of the meeting selling his BMW to Oscar Moore. He also drove Connell Talbot-Darracq in races and hillclimbs, best time of the day at Bo'ness, and continuing to

In

1946

he came

second

at Brussels,

before the exmaking run the

big French car in 1947. In 1948 he took over the dying ERA firm and tried to resurrect the pre-war E-type and failed — despite showing

tremendous speed at Montlhery and elsewhere. He came third in the 1948 Manx Cup driving the

264

1954 Monte Carlo Rally and collapsed at the end of the mountain circuit. He didn’t drive competitively again, nor did he live long.

Leslie Johnson was never destined to be the world-class driver that had been predicted by the press in 1946; but there is no doubt that his excellent results in 1949 and 1950, and his subsequent “nagging”’ at Jaguar, did the Coventry firm immeasurable good when it was clawing its way up the tree of success as peacetime business started booming.

er”

Stirling Moss Surling Moss is still called the “World Champion who wasn’t’. Choice of car was one of the biggest single reasons for his failure to win the most important title in motor-racing (Juan Manuel Fangio was another reason). His first competitions were in BMW 328 anda Formula Three Cooper. His big win came when Tommy Wisdom lent him his XK120 and, on the eve of his 21st birthday,

Moss won the 1950 TT with professional ease. From 1951 he drove Jaguars for the works and for the CannellWisdom partnership, winning frequently and influencing the company’s racing plans considerably during that time. When Mercedes-Benz invited Moss to join their Grand Prix and sports-car teams for 1955, it was an opportunity not to be missed and he left Jaguar. In the late-’fifties he raced Aston Martin and, occasionally, Lister-Jaguar sports-cars; but still he was concentrating upon becoming Britain’s first Formula One World Champion — a title which eluded him. Stirling Moss was badly injured in a crash at Goodwood in 1962. He remained close to the sport and took up racing again (in historic and saloon car classes) in the ‘seventies.

A happily boyish Stirling Moss, on the eve ofhis 21st birthday, with Northern Ireland premier Lord Brookborough after the first of his big wins. Sharing the somewhat murky limelight at Dundrod, 1950, are (from left) Frank Rainbow, Lofty England, Jack Lea and Phil Weaver. F. Rainbow Two men ofpurpose: Stirling Moss and William Lyons — soon to become Sir William — at Silverstone in the early "fifties.

Above:

“Inspection party”: Major A.P.R. Rolt (right) and friends, photographed by the Germans after one of several attempts to escape. The “German officer” second from left is MajorGeneral “‘Tubby” Broomhall another great escapist and Jaguar enthusiast. They nearly bluffed their way out in broad daylight, despite all their gear being homemade — but not quite. F.R.W. England

Anthony Peter Roylance Rolt Always dreamed of racing, even before his schooldays at Eton where he knew Bira although some four years the prince’s junior. At the age of 17 he acquired a Triumph Southern Cross and came 4th in class (behind the Adler team) in the 1936 Spa-Francorchamps 24-hour race with his great friend Jack Elliott as co-driver. He took part in that year’s Alpine Trial, too, and (like everyone else) was beaten soundly by Tommy and “‘Bill’? Wisdom in the works SS Jaguar.

Shortly afterwards, on a visit home to North Wales from Sandhurst, Rolt was ‘“‘booked”’ for doing 60mph in Denbigh High Street. This curtailed his motoring activities in 1937. Then he bought ‘‘Remus’’, one ofBira’s ERAs, Lofty England delivering it to the Rolt family home. Tony Rolt was not happy about ERA’s own preparation work in 1938, and enlisted the help of Freddy Dixon for 1939, then promptly won the British Empire Trophy at Donington. Already a subaltern in the Rifle Brigade, Rolt distinguished himselfin the war with four attempts to escape from prison (he spent 14 months in Colditz) and two

266

Military Crosses. He left the army in 1948 with the rank of major. He bought the Aitken Alfa Romeo (once bimotore) and nearly beat Bira with it at the first Zandvoort meeting. In 1949 he retired in the first post-war Le Mans, with Jason Henry (Delahaye), but with Duncan Hamilton he finished in the money in the French classic in 1950 and 1951, driving the Nash-engined Healey. 1950 also marked his first race in a Jaguar (the Belgian-registered XK120 of Nick Haines) in which he came second to Peter Walker at Silverstone. He went to Ulster in the hope ofa TT drive for Jaguar in 1950 and 1951, and his opportunity came when Johnson was feeling below par in the latter event. Rolt took over, broke the lap record, and brought

the C-type up to 4th place at the finish. From 1952 to 1955 (when he gave up racing) Tony Rolt drove Jaguars regularly for the works and occasionally for Ecurie Ecosse. His greatest victory was, of course, 1953 Le Mans although

his HWM,

Connaught,

and Delage-ERA

performances should not be forgotten. His friendship with St. John Horsfall and Freddy Dixon led to an interest in four-wheel-drive systems which he still develops at the “FF” factory near Coventry airport.

Ian M.M.

Stewart

Comes from Perthshire and did his agricultural training in Edinburgh. He drove a Healey Silverstone at Scotland’s first motor-race

meeting

(Winfield,

Berwickshire,

October

1950) taking a 3rd and a 4th place. For 1951, he bought an XK120 and had it tuned at Merchiston

Above:

Tony Rolt (right) — engineer, racing driver, and (by then) civilian — drove for Jaguar from 1951 to 1955. Here he shares his great Le Mans-winning moment with Duncan Hamilton and William Lyons in 1953. Top right; Ian Stewart, a founder member ofEcurie Ecosse, drove for the

works Jaguar team in 1952 and 1953, then gave up the sport.

Motors,

Edinburgh,

where

‘‘Wilkie”’

Wilkinson had just been appointed Works Director. Stewart won virtually everything he could that year, with victories at Crimond, Turnberry, and Winfield where he was able to beat Gillie Tyrer in the very fast ex-Mille Miglia BMW (which, it has been suggested, may have helped inspire the shape of the ‘“XK’’). Stewart

was,

naturally, drawn

into founder-member-

ship of Ecurte Ecosse for the 1952 season. He was selected simultaneously for the Jaguar works team. After a very brief Le Mans, where the works cars failed, Stewart drove

his own new C-type (XKC 006) to victory in the Jersey Road Race — the first of a string of further Ecurte Ecosse successes. When he beat Stirling Moss in a couple of races he really was regarded as one of Britain’s best drivers. His best result with a works car was 3rd in the 1953 Goodwood

9-hour

race,

with

his regular partner

Peter

Whitehead; he was also 2nd in the Nurburgring 1000km race that year with Roy Salvadori for the Scottish team (XKC

041).

Well-placed

in the first major race of 1954 (Buenos

Aires), Stewart crashed an EE C-type, having been forced

off the circuit by a couple of Porsches. Family and business pressures caused his premature retirement from racing. It is interesting to speculate how this very polished driver would have progressed in the D-type’s first year. As it was, his place in the 1954 factory team was taken by the redoubtable Ken Wharton.

267

Only Gerard Levecque (foreground) looks happy as Lyons, Walker and Heynes wait for Whitehead to reel off the final laps at Le Mans, 1951. F.R.W. England

P.D.C.

Peter Whitehead, winner at Le Mans in 1951 where he drove the new C-type (with Peter Walker).

Walker

Best known in the ‘thirties for his spectacular handling of Peter Whitehead’s ERA. His bravery was shown by his willingness to persevere with the E-type ERA and the V16 BRM when they were at their most dangerous. With Bira and Johnson, Peter Douglas Conyers Walker was chosen to drive the XK120 in its first race (Silverstone, 1949); he came second. He acquired one of six works-prepared XK120s and won the over-2-litre production car race at Silverstone in 1950. As a member of the works team he scored that wonderful

victory at Le Mans

1951,

following

that up

with 2nd in the TT. With Stirling Moss, he was runner-up at Le Mans in 1953 — so he was one ofthe most successful of all C-type drivers. He had one season with the D-type (1954), but did not respond to an invitation to a pre-1955 test session. He joined

Aston

Martin,

winning

the

1955

Goodwood

9-

hour race but.retired the following year after a bad crash at Le Mans, aged 43.

Peter Neild Whitehead Raced for fun from 1934, and even won a race in Australia with his ERA in 1938. He won the Czech GP and came 3rd in the French GP with his Ferrari in 1949.

Having lent his ERA

to Peter Walker on many

casions, it was Whitehead’s

oc-

turn to be lent Walker’s new

Jaguar for the 1950 Le Mans

24-hour race; with John

Marshall co-driving, Whitehead came 15th after a troublesome ride. He drove a works car in place of the sick Nuvolari at Silverstone that year, but retired. Then he

took second place with the same car (HKV Dundrod where he had already had a win in his He was the first man to win a race in a C-type (Le Mans 1951, with Walker) and in a D-type

500) at Ferrari. Jaguar (Reims

1954, with Wharton). An excellent and well-liked team member, he did not appear to take exception to being

dropped by Jaguar for 1955. He still had a variety of cars of his own,

Lister-Jaguar.

including

a

Cooper-Jaguar,

passenger in a 3.4 Jaguar saloon which 1958 Tour de France.

268

and

later,

a

It was a quirk of fate that he died as a crashed

in the

Thomas

A fine impression of Brooklands from an unusual angle, by Roy Nockolds, showing Tommy Wisdom lapping at 118mph in the

Henry Wisdom

34-litre works SS Jaguar, in 1937. ].F. Dugdale

Was not a works driver as such, but he was the man who raced the factory’s special 34-litre car at Brooklands in 1937 (having won the Alpine Trial with it in unmodified 24-litre form the previous year). He rallied and raced many

types of car, including SS100, XK120,

MkVII, and

C-type. His wife “Bill” was one of the greatest of women drivers. ““Tommy’’ Wisdom was a fulltime journalist. In later life he became Motoring Consultant to the Mirror Group,

and

Director of the British School

He drove at Le Mans

of Motoring.

11 times, but never in a Jaguar, his

best result being 3rd in 1952 with Leslie Johnson in the 4.1-litre Healey-Nash. He competed in the Alpine, the Monte Carlo Rally, the Mille Miglia, and the Targa Florio regularly.

Appendix Iwo

XK and C-type und The World

his appendix private Jaguar

is intended entries

to cover

in motor

the field of

races,

up to the

D-type. Without being comprehensive, the information and pictures are meant to give an indication ofthe activity by Jaguar owners worldwide — often unaided by dealers, let alone the factory. Arrival of the XK120 on the market coincided with the rebirth (sometimes the birth) of motor-racing. What has come out of this research is that, in the pre D-type era (which is what this book is about) Jaguars dominated true production car racing in the USA and elsewhere. What is more, the C-types and the Jaguar specials, which soon emerged to take on the bigger-engined Cunninghams and

Allards

and

the nimbler

Ferraris,

achieved

a great

deal more success than has been appreciated generally.

2/1

he

“ins

i

a

ge Left: Britain was well-served with meetings for the enthusiast from the early “fifties. Like Basil Tye (now in charge of the RAC’s

United Kingdom

motor-sporting activities) you could buy a special equipment XK120, fit an aero-screen and go racing in an everyday road car. This picture of Tye’s immaculate roadster was taken at the 1952 Goodwood Whit-Monday meeting.

Apart from Tommy Wisdom’s remarkable speed with the tuned works S100 in October 1937 and Harold Bradley’s

Bottom left: Alternatively, you could go to town and modify your car without spoiling its appearance too much. This is Hugh

car race, things might have been different. The XK might

Howorth, who was among the most successful of XK club racers

but gave up when on the verge of buying a C-type.

There were some impressive Jaguar specials in the UK in the early ’fifties, including Frank le Gallais’s rear-engined singleseater and these two creations of Gordon Parker: the Jaguette (MG Magnette chassis, Jaguar engine) and the Jaguara (Buckler frame, supercharged XK engine) which replaced it. Here Parker is being led by Coleman (the Jaguette’s second owner) on the Madeira Drive, Brighton, the oldest sprint course still in use. The

Motor

efforts

with

his

Hassan-tuned

machine,

there

is little

evidence of Coventry showing a direct interest in racing. It was to be encouraged at club level; but William Lyons hated to see his cars being outclassed, and it was with relief (to him) that the nineteen-thirties passed without an SS appearing in classic races like the TT and Le Mans. If Jaguar had ignored the 1949 Silverstone production have remained “‘pure tourer’’. As it was, a high proportion ofthe early XK120s owned in Britain, as abroad, appeared in competitions — with mixed results. Up to that time, $S100s continued to appear in sprints, hillclimbs and short races, the most

successful being driven by Noel Bean, Tom Cole (who borrowed a works engine for one or two hillclimbs), John Craig, Curly Dryden, Les Leston, Alex McGlashan, Cyril Mann, Don Parker and others — notably George Matthews who bought the factory’s “‘racer’’, the former BWK 77. He was assisted in his preparation of the car by Phil Weaver, who had joined Jaguar as London Service engineer. Matthews crashed and gave up racing, but the car was resurrected and reappeared in competitions in 1952,

> atl Left: Dual-purpose: Some enthusiasts like Peter Sargent (later to race C, D, and E-types and Jaguar saloons) used their XK120s for

West Country trials involving such hills as Fingle Bridge ...

Bottom left:

... and for racing too. Sargent is seen here at Goodwood’s famous chicane. P. Sargent

Jaguar Cars Ltd., still values the part played by private owners who compete, and offers an annual Driver of the Year award. The first winner, in 1974, was John Harper, whose XK120’s engine was prepared by Ron Beaty of the Forward Enginering Co. (left). Making the presentation at the Jaguar works were Phil Weaver (right) and sales director Alan Currie.

registered KDG

620 (it had not used its old registration

number after the war) and driven by E.H. Mecrow. The car was rescued by David Barber many years later, and restored to racing trim mechanically and bodily. Meanwhile, the XK120 had become available in small quantities. The distributors and dealers did not support compeution work generally. (Most of the notable exceptions are included in this book). Motor sport was very much the province of the amateur, still. Easter Monday at Goodwood used to be the racing season’s first major meeting but there were still only three XK 120s taking part in 1951, more than two years after the new Jaguar sports car’s announcement. There were still only a few getting on to the home market. As 1951 progressed, more and more XKs appeared, and the ‘‘club”’ names to be seen driving them quickly on English circuits included former $S100 man John Craig, Philip Fotheringham-Parker, Duncan Hamilton, Bill Holt, Hugh Howorth, Roy Salvadori, Philip Scragg, Jim Swift, George Wicken and Leslie Wood. Notable on the Scottish scene was Ian Stewart who drove his XK120 beautifully.

Above: Historic racing at one of the lastever Crystal Palace race meetings in the

1970s,

with

two

XKs

still

going strong — Paul Skilleter chases Anthony Hutton.

1952, and the newly-formed Ecurie Ecosse team of Bill Dobson (right) Ian Stewart and Sir James Scott Douglas pose with their XKs, in the

shadow of Arthur’s Seat (Edinburgh’s highest landmark).

> all That autumn,

‘‘Wilkie’’ Wilkinson moved

north from

the Parnell stable in the Midlands to join David Murray who had decided to start an Edinburgh-based racing team. They agreed that they needed a good sound basis of three similar cars, rather than temperamental singleseaters of the type Murray had raced, and the first three members of the team — Bill Dobson, Sir James Scott Douglas, and Ian Stewart — were chosen not just because

they were good drivers but because they owned XK120s! This team was to form Jaguar’s strongest “back-up” over the next six seasons of racing, culminating in two great Le Mans victories in the D-type period. Ian Stewart purchased a C-type of his own in 1952; the team acquired two new ones for 1953, when they scored some useful World Championship points for Jaguar. So highly thought-of was the Ecurte Ecosse (as the team was called) that Jaguar’s chiefs agreed to sell them the three works lightweight C-types at the end of the year. For the Scots, 1954 began badly with only a fourth place to show for a three-car trip to Argentine, and one badly bent machine. For the rest of the year the team wisely stuck to events held in the British Isles. Of the regular drivers (Ilan Stewart and Bill Dobson having retired from racing) Jimmy Stewart was the most successful, with Ninian Sanderson and Ulster-Scot Desmond Titterington adding to the laurels as the season progressed. The team’s results in the 1953/54 period are to be found in the C-type appendix.

The only Jaguar drivers to challenge the Scots at this time were Duncan Hamilton (C-type) and Bob Berry, who had acquired one of the three 1951 lightweight bodies (LT1) for his own XK120 which was being raceprepared at Gretton by John Lea. Berry’s XK120 was the fastest in the country in 1954. However, like the Ecurie Ecosse

drivers,

and

like Hamilton,

Berry found

himself

driving a D-type Jaguar to remain competitive in 1955.

Jimmy Stewart, who mastered the C-type and consequently

loved driving it. He was chosen to drive for the Jaguar works team in 1955 but gave up racing after an accident with an Ecurie Ecosse D-type at Nurburgring early in the year.

C-types had a good year on the home circuits in 1954. Here the ex-works cars, driven by Duncan Hamilton and Ninian Sanderson, are chased through the Goodwood chicane by Alan Brown’s Cooper-Bristol. J.D. Hamilton.

Above:

The Ecurie Ecosse 1953 line-up of KSF 181 (XKC 041), JWS 353 (XKC 006), KSF 182 (XKC 042), and MVC 630 (XKC 046). The

Continental Europe Moving from North to South, there is little to be said about Jaguar racing in Scandinavia that is not in Michael Head’s own story, told elsewhere in this book. The Swedish importer’s son Arne Fredlund tried racing a Ctype but wasn’t very good at it; he sold his car to Curt Lincoln of Finland, who did better. Denmark had excellent Jaguar representation in Erik Sommer

and his son

Ole, but there were

$S100 comes to rest for wheel examination after hitting kerb during pre-war road-race in Poland. Photo by courtesy ofAlf Naslund, Sweden, the car’s owner in recent times “=

ry,

4

few drivers or

races worthy of support in their country. Germany took a long time to re-establish

itself as a motor-racing nation and, apart from an Ecurie Ecosse Jaguar being runner-up in the 1953 1000km race at Nurburgring, there was little sporting achievement for Coventry there; but things would change in later years .... In Benelux, it was Joska Bourgeois of the Belgian Motor Company who set the pace, and she supported (or got the works to support) several ventures — notably her country’s successful participation at Le Mans. In addition, Spa-Francorchamps was a fast circuit and provided the Jaguar marque with some worthwhile victories. France, the birthplace of motor-racing, provided Jaguar with its goal — the 24-hour Grand Prix d’Endurance of Le Mans. Jaguar won there five times out of seven races between 1951 and 1957. France also had the high-speed circuits of Linas-Montlhery and Reims where Jaguar undertook testing, broke records, and won races. The importer Ch. Delecroix did not compete personally but several of his dealers did, notably Henri Peignaux of Lyon. Switzerland’s and Austria’s importers were keen. Emil Frey of Zurich had been a motorcycle racer, using Swallow sidecars. Marcel Fleury in Geneva hillclimbed with an XK120. Georg Hans Koch of Vienna had rallied an SS back in the ‘thirties; but Austria and Switzerland did not have many sports-car races, and they always seemed to be dominated by one man, Willy Daetwyler of Switzerland — and the only place he ever raced a Jaguar

278

Scottish team was famous for its “military”? markings. Sir James Scott Douglas’s plain car (thought Aufosport’s cartoonist Raymond Groves) should really be the Warrant Officer.

A

Rh >"

“2

‘

sf

ARI

@

Pe Sy

ex” he

”

;

e The American Colonel John Simone winning the Coupe du Salon production car race on the Montlhery circuit near Paris in 1952. G. Crombac

was in America! Italy’s Mille Miglia never brought victory for Jaguar. Probably the best entirely private Jaguar result in Italian road-racing was when Frenchman Jean Heurtaux took 3rd place in the 1952 Stella Alpina with his XK120. In what would nowadays be called a stage rally, this was an excellent performance over the high passes of the Dolomites. The Italian effort by Clemente Biondetti is fully covered elsewhere in this book. Activity in other European countries during the XK120 and C-type period was limited, despite the fact that the first overseas race win for the marque was in Portugal as far back as 1937.

Pails)

Right

rhe first man

Jaguar

100,

to race the 34-litre SS

back

in

1937

at

Brooklands, was also the first man to finish a race in a_privatelyowned C-type. Michael Turner later painted his impression of that event for the man himself, Tommy Wisdom. The car (XKC 005) is shown in the Casino Square on its way to 6th place in the 1952 sports car Grand Prix of Monaco, chased by a Gordini.

Bottom

There

left:

were

Jaguar

several

record

successful

attempts

at

Montlhery. This one, in October 1952, failed only because impossible weather conditions

intervened

— something

of which

the organiser, Henri Peignaux, had been warned by Lofty England. G. Crombac

Bottom right: Drivers on the abortive French record attempt were Crespin,

Descollanges,

Hache,

and

Heurtaux. Note built-in streamlined headrest. G. Crombac

Africa, Asia, and Australasia

Activity in these three continents in the SS days was limited, but the advent of the XK120 brought Jaguar’s name forward in the areas where the motor car was of any interest at all. East Africa and Morocco provided several opportunities for the enthusiast to go racing, and the XK had its share of the success. The Singapore Motor Club ran its “grand prix” of Johore, and Jaguar XK120s

were

runners-up

in 1950 and

Right: Rare sight: An SS 1 tourer stripped for sprinting by F. Allen in the Johannesburg region.

Viscount

finished

Mandeville

second

circuit Kenya,

(XK120)

at Langa

1952.

Langa

—

:

1951. Then in 1952 and 1953, Jaguar won it, driven by Derek White and Freddy Pope respectively — each being followed home by locally-owned XKs. There were several other “grands prix”’ in the far east, such as Portuguese Macau, but Jaguar’s successes there came with models newer than those within the scope of this book. In Australia, Jaguar was well-served with enthusiasm, and this was documented in 1980 by Les Hughes in his finely-detailed local history Jaguar Under the Southern Cross. Suffice it to say that Jack Bryson of Melbourne, the

Above:

John Manussis (XK120) winner at Langa Langa, 1952.

Left: John Manussis, East African champion, 1952.

Road racing at Marrakech, 1952...

importer, began his business life (as Hughes says) by collecting movie film from picture houses between reels and delivering to other theatres showing the same film a couple of reels behind. That was in the nineteen-twenties. Bryson acquired the SS business through Henly’s and began importing Jaguars officially in 1946. Bryson acquired enthusiastic distributors such as Cyril and “Geordie” Anderson in Brisbane and M.S. Brooking in Perth, and sporting activity with Jaguar was immediate. Probably the first Australian racing driver to report his success to Coventry was Keith Thallon whose S$100 — sometimes stripped of its wings and lamps — was runnerup in the 1948 Queensland Road Racing Championships at Lowood near Brisbane, and winner of the 1948 Queensland hillclimb series for sports-cars. On the back of the accompanying photograph he wrote: “Australian G.P. 1949, Leyburn Airfield Circuit, Qld., 18 September 1949: Full bore down the back straight (4800rpm); retired after 10 laps, big end, when well in running. Sold “100” and now own 34-litre saloon. Very interested in XK120, later maybe!” It was in Western Australia that the XK120 was first raced “‘south of the line’, however. Clem Dwyer drove Spiro Michelides’s XK120 (660004) at the Mundaring Weir hillclimb on 25th February, 1950. Thereafter, Jaguar began to build up an enviable reputation in Australian speed events. Probably the all-time highlight of the XK days was Mrs. “‘Geordie’”’ Anderson’s victory in the Mount

Druitt 24-hour race in February

1954, which

she won in an XK120 fixed-head coupe, assisted by Bill Pitt and Charles Swinburn. In New Zealand, similar enthusiasm was shown later on by the Archibalds on the South Island and the Shellys in the North.

Below: Airfield racing at Ballarat, New South Wales, November 1951. Leader here is race winner Donald Busch. He is followed by David Schmidt who finished 3rd.

Hillclimbing in Hong Kong (Capt.J. Furley).

Several SS Jaguars 100s were raced in Australia. This one is driven by Keith Thallon who won the 1948 Queensland Hillclimb Championship for sports-cars. This picture was taken during the so-called Australian Grand Prix at Leyburn, Queensland, in September, 1949, won by J. Crouch (Delahaye).

RRR

PLAN NN ETS

™~, America:

South and Central

road

Southern America has seen a limited amount of sportscar racing, although it is famous for its cross-country events for ‘ ‘‘specials”. Jaguar has scored in some of the genuine road races, and the most significant wins were in the 300-mile Colombian road races of 1952 and 1953, by the XK120s of Victor Bessudo and Daniel Rebolledo respectively. This Gran Premio Boyaca, from Bogota to Sogamoso and back, was contested mainly by big Ameri-

race

resume

reads:

1950: Oldsmobile Ist; One Jaguar MK V retired (J. Chamberlain). 1951: Works Ferraris Ist and 2nd; two Jaguar MkVIIs retired (J. Unser and F. Razo). 1952: Works Mercedes Ist and 2nd; best Jaguar, XK120 10th in class (D. Ehlinger). 1953: Works Lancias Ist, 2nd, & 3rd; best Jaguar, XK120 8th in class (G. Giron).

1954: Ferraris Ist and 2nd; no Jaguars finished.

can cars. Central America saw the XK120’s very first overseas race victory, in Cuba back in February 1950, but the toughest race of that part of. the world — the Carrera

The Carrera Panamericana

Mexico claimed lives every

year, and it was not held a sixth time. Jaguar had already looked at it and decided it was not worth entering — certainly not on the highly professional and expensive scale necessary to ensure victory. In local events those great Mexican brothers, Pedro and Ricardo Rodriguez, used an XK120 in the late nineteen-fifties, when they were still teenagers!

Panamericana — did not provide Jaguar drivers with any results to write home about. There was a great to-do in the press about the Mk VII Jaguar being eligible (on numbers built) following a promising start by two of them in 1951. This is how the Jaguar marque’s Mexican

Pi Tisbis

PRAT ae denea

Above: .

Pyv .

First race win for the abroad — Alfonso Gomez

sane

XK120 Mena,

Cuba, 24th February 1950.

ES \ lichens,

pipet

as

es

if oe

vay

‘

i f

J

Mexican Douglas Ehlinger competing in the 1952 Carrera PanAmericana carrying advertising (for a local electrical firm) and a passenger ready to bale out. (Ehlinger autographed this picture for Mortimer Morris-Goodall).

284

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Pal America,

North

It was in North America that Jaguars were raced with the greatest enthusiasm as soon as the sport was revived in peacetime.

Because of the great export boom, the representatives of European manufacturers were quick to take advantage of the publicity to be gained from sports-car racing, as were small engineering firms like Bill Frick’s on Long Island. Sporting chassis like theJ2 Allard and the Healey Silverstone were married to G.M.’s new 5.4-litre V8 engine before you could say “Jaguar”. The first Ferraris were soon in the USA too. It was not until Leslie Johnson

took part at Palm Beach in January 1950 that the XK was seen in races there; but 1950 did not provide good results to start with, and the XKs at Bridgehampton and Linden (for example) were not driven as if winning was the intention. Meantime, a young Californian called Philip Hill had been training with Jaguar in Coventry and he took an XK120 home with him at the end of his course, in time for the racing at Santa Ana blimp base on 25th June. Roy Richter,

giving theJ2 Allard

its west coast debut, won —

but not easily. “Phil Hill’s very aggressive handling of his Jaguar made it necessary for me to use all of my advantage of superior acceleration and top speed”, he told Road &Track. “1 was always aware of Hill in my rear view mirror and didn’t at any time feel I had the race clinched.” Hill spun on the first corner and afterwards passed everyone but Richter. Jack McAfee was third in another XK120. Jim Kimberly (Ferrari) won the feature race at Elkhart Lake that year. He was to be the regular man-to-beat for several years in SCCA racing. Fred Wacker (Healey Silverstone) beat James Feld (XK120) for third place. Jaguars did not feature at all at the third annual Watkins Glen

“‘grand

prix”

in September,

however,

the winner

being Erwin Goldschmidt (Allard-Cadillac). Goldschmidt was also runner-up to Phil Walters (Healey-Cadillac) in the Seneca Cup libre race. Bob Reider and Logan Hill seem to have had the quickest XKs, Hill’s being Wadesupercharged but off-song; Reider’s got up to 4th at one stage of the GP, leading the likes of Kimberly (Ferrari) and Fitch (Fitch-Bitch) but dropped back. The latter, incidentally, was a Ford V8-powered Fiat with a Crosley “Hot-Shot” body.

Publicity for the importer at an early Watkins Glen race meeting — but Max Hoffman was more interested in racing Porsches than

Jaguars. The official in the blazer is Alex Ulmann.

=, Allards came one-two at Pebble Beach that year, with the XK120 of Bill Breeze third ahead of Phil Hill’s Alfa. An interesting event back east was the revived Giant’s

It was Phil Hill who provided Jaguar with its first worthwhile American victory, in November 1950, on the winding, wooded, Pebble Beach circuit on California’s Monterey peninsula. He went into the straw bales on the first lap of his heat, and had to chase through the field again, finishing second to Michael Graham’s J2 Allard despite a broken clutch. Hill had an adventurous final, too, but managed to change gear clutchlessly and score his own first win. The XK of his brother-in-law, Donald

had not been held since 1916. An Allard-Cadillac benefit it may have been, with Delavan Lee creating a record of 674 seconds, but TV personality David Garroway’s regularly-raced XK-engined SS100 (chassis 39067) was very impressive at 74 seconds — beating seven of the dozen

Parkinson,

XK120s

came

second.

On New Year’s Eve 1950/51 North America’s first long-distance sports-car race — a six-hour one — was held at Sebring, Florida. The three competing Jaguars were handicapped out of the top placings but one of them, the XK120 of John Fitch and Coby Whitmore, was 7th-fastest

finisher behind two Allards and a Healey (all Cadillacpowered), and three Ferraris. All were outsmarted by a diminutive American Crosley, however, which won easily on Index of Performance. On the West Coast, Phil Hill had disposed of his XK120 for 1951 and was racing a fine old 2.9 Alfa Romeo, which lost a wheel at Palms Springs in April. Hill’s XK engine, which Richie Ginther had helped him tune, was now

fitted to Bill Cramer’s XK120 and, driven by Elliott Forbes-Robinson, this car came 3rd in the main event at

Palm Springs led bya Ferrari and an Allard, and followed by Don Parkinson’s XK120.

Despair

At

hillclimb

at Wilkes-Barre,

Pennsylvania,

present!

Bridgehampton,

June

1951,

Tom

Cole

was

in

winning form again. (Having been first with a Cadillac engine in 1950, he was now proving the effectiveness of the Chrysler-powered Allard.) This was probably the first appearance of an effective special-bodied XK120, of which several would be built in an effort to make the Jaguar more competitive. John Fitch made a smartlooking device for his friend Coby Whitmore, and raced it to a challenging fourth place at that Bridgehampton meeting.

Meantime the C-type Jaguars had been passed fit for Le Mans, and so Lyons had released two of the three works lightweight bodies (now built as complete cars, but by no means tested) for sale to Hornburg. These cars, known by their specially-designated body numbers of LT2 and LT3, appeared for the first time at Elkhart Lake in August 1951. Also at the Wisconsin circuit were the new Cun-

John Fitch (seen here) and Coby Whitmore, won their class if not the race, at Sebring on New Year’s Eve, 1950/51.

preter eoets

which

al ninghams, America’s own professional sports-racing car fresh home from a promising but unlucky Le Mans debut. Elkhart Lake was becoming an important meeting as it attracted good drivers from the east and the west (not that there weren’t some competent ones in between). The main event was over 200 miles, and Phil Hill drove LT3

steadily to third place. The Argentinian Pedro Malbrand drove LT2 fierily (in place of John Fitch, who got the Cunningham drive) and had to stop once to clear a balebashed wing; but he still came a close fourth in Hornburg’s second new Jaguar. The Cunningham was a popular winner, and the top six places were as follows: 1) John

Fitch

(Cunningham)

2 hr.

30

min.

20

sec.,

80.82mph. 2) Michael Graham (Allard-Cadillac) 2 hr. 31 min. 18 sec., 80.30mph. oo Philip Hill (Jaguar XK120 “‘S’’) 2 hr. 33 min. 7 sec.,

79.35mph.

4) Pedro Malbrand (Jaguar XK120 “‘S”’) 2 hr 33 min. 13 sec., 79.30 mph 5) William Spear (Ferrari America) 2 hr. 34 min. 38 sec.,

78.57mph 6) Briggs Cunningham (Cunningham) 2 hr. 35 min. 20 sec., 78.22mph.

The Road & Track reporter had been driven round the Elkhart road circuit in LT3 and found the difference between the “Silverstone”? and the normal XK120 “‘astounding”’. Jaguar publicity chief, Ernest Rankin, promptly wrote to Road & Track pointing out that there

Top left and centre: Sherwood Johnston had his XK120 modified by Hansen-McPhee Engineering of Boston in 1951, and made best Jaguar performance at Watkins Glen in it that year. This car was largely responsible for Johnston being the top-scoring driver in SCCA events for 1952. These pictures were taken at Thompson Raceway and at Elkhart Lake; on the latter occasion (1952)

he came 4th in the Sheldon Cup race, then spun off, damaging the tail, which

accounts

for the bent

rear wing. Sherwood Johnston later drove C-types and D-types with great credit. K. Ludvigsen

John

Fitch,

and

the

Coby

Whitmore XK120 special. The car proved competitive in Fitch’s hands, especially at his local

circuit, Bridgehampton, in 1951/2. Whitmore later raced it himself, too.

287

=, “One of the prettiest and most potent cars around”. That was the view of Road and Track’s reporter at Elkhart Lake, Wisconsin, on

looking

at

and _ riding

Hornburg’s

in

wire-wheeled

“lightweight”

Jaguar

(nowadays

known by the number of its onepiece body, LT3). On its very first

public appearance,

Phil

Hill was

3rd here against strong opposition.

Phil Hill concentrating hard in Charles Hornburg’s white alloybodied “lightweight” Jaguar, LT3. Hill drove it very quickly in late 1951 and early 1952, but the car usually overheated and its race record

was

poor.

Within

a year,

Hornburg was able to purchase a C-type to replace it — but not before

William

criticised

his

Lyons

had

Californian

representative for embarking on his racing programme. (On _ the other hand, if Hornburg had not seen

the two

XK120

“specials”’ in

Coventry, his appetite wouldn’t have been whetted in the first place.) LT3 was acquired for restoration in more recent times by

Washington

XK expert and arch-

enthusiast Tom

Hendricks.

LT2, the second Hornburg racing XK120, in dark green, came 4th at Elkhart Lake before being brought west

and,

almost

immediately,

suffered damage in a crash shortly after this photograph was taken at Reno, Nevada. Note the rocks behind the straw bales, which

caused the Jaguar a lot of damage and its driver, Bill Breeze, a broken shoulder. Later LT2 acquired a new nose, reminiscent of the Ctype, and in 1955 its then-owner

Charles Fifield came 5th in the rain-soaked Pebble Beach road race (won by Phil Hill in a Ferrari) and won the national hillclimb at Buffalo Bill Mountain, Colorado.

Road racing, American style: the start-and-finish line of the old Elkhart Lake circuit is in the foreground. This was the scene ofthe C-type’s first American race — and its first victory. Later, there came a purpose-built circuit called ‘“‘Road America”’.

was

no_

such

model

Hornburg’s were specification.

to

as

be

a

‘‘Silverstone’?

the

only

two

and_

made

to

that

this

Best result from a standard XK120 at Elkhart Lake was 9th,

in 2 hrs.

44

mins.

50

secs.,

driven

by Sherwood

Johnston.

The Glen

race. Hill never got LT3 running cleanly, and had to settle

Cunningham a few weeks

marque

scored

again

later, the top Jaguars

at Watkins

being those of

Johnston and Hansgen, 8th and 9th respectively; but Hornburg’s specials did not contest this meeting, and had been sent on to California from Elkhart.

At Reno in October, the Hornburg luck changed. Hill (LT3)

diced

with

Bill Pollack

(Allard-Cadillac)

for the

lead, but lost place after place with several engine-related problems. Bill Breeze (LT2) crashed into the boulders that lurked behind the straw bales, and broke _ his

shoulder. Don Parkinson, who had rebodied his Jaguar,

after damaging the original in practice at Pebble Beach made

second

a good

November provided the Jaguar marque with its best USA win of the year. In only his second race in his rebodied XK120, now wearing a set of Rudge-patent Borrani wire wheels (imported by Alec Ulmann), Don Parkinson ran away with the 150-mile Palm Springs Cup

impression

to Pollack.

at Reno,

and

finished

a close

for third place behind Bill Stroppe in Cramer’s compact V8-engined MG. Sherwood Johnston (XK120) won the production car race, so it was a good Jaguar day. In the final major west coast event of the year (the San Diego Cup race at Del Mar, California, in December) Hill drove a V8-powered MG special with his usual gusto but retired leaving the lead battle to Mike Graham (AllardCadillac) and Don Parkinson in his Jaguar XK120 special who crossed the line Ist and 2nd respectively. Jaguar did not win either of the “rival” twelve-hour races in Florida (Vero Beach and Sebring) in March 1952 but, as recorded in the main text, Schott and Carroll got factory advice and came a neat 2nd at Sebring in an XK120.

289

LN a, a

egwea

PI Bet ;

pe

at OW

a

pee

¥%2

Above: Road Racing, American style: Such was the nationwide enthusiasm for sports-car racing, crowd control remained a largely unattended problem until well into the ’fifties. After a serious accident at Watkins Glen in 1952, more and more local

authorities clamped down on road-racing, and the SCCA resorted to air base racing except in the few places where purpose-built circuits were laid-out. At Bridgehampton in 1951, however, it was all still very casual, and the beautiful new

Jaguars could be watched racing at close quarters by trusting spectators. Here Bob Reider’s XK120 chases another (possibly Fred Wacker’s) with a Cisitalia following, along Long Island’s country roads. John Fitch won Class C on this occasion, in the Whitmore Jaguar, followed by Reider and Wacker. Overall winner of the 100-mile race was Tom Cole (Allard-Chrysler). At its first west coast appearance, the Hornburg C-type seemed to have the 1952 Madera race tied up; then Phil Hill spun it on

spilt fuel (here) and Bill Pollack (Allard-Cadillac) was able to nip through to win bya fraction. Soon afterwards, however, Hill

and the C-type won the San Diego Cup at Torrey Pines to make up for it.

Right: Best in the west: Two views of the most consistently successful

Jaguar in California in the early 1950s. After a crash at Pebble Beach, 1951, Phil Hill’s brother-in-law Don Parkinson had his

XK120 rebuilt with this special body. First time out in this form

the car came 2nd at Reno; then it won at Palm Springs. These pictures were taken at Del Mar in December 1951, where Parkinson was runner-up in the main race.

290

Uy

LL

m,_ rhere were still no C-types for sale at home or abroad. Phil Hill soldiered into the 1952 season, using a Cunningham for Palm Springs in March, only to break the transmission at the first cOTNner. Parkinson (Jaguar Special) came second to Chuck Manning (Mercury Special), and ahead of Mike Graham (Allard-Cadillac). Chuck Hornburg’s Jaguars were out again for the Pebble Beach meeting in April, but both Phil Hill (LT3) and Sherwood Johnston (LT2) were in trouble with overheating, and Tom Carstens’ Allard-Cadillac (driven, as usual, by Bill Pollack) swept to victory.

At Golden Gate Park in May, Hill had a new Ferrari — the marque he was to use more and more — and the two Hornburg Jaguars were driven by Sherwood Johnston and Johnny von Neumann. The order here was Pollack (Allard), and Parkinson (Jaguar Special) — but the Hornburg cars were out of the running again. New York’s Bridgehampton meeting that month saw Jaguar specials well-placed in the main 100-mile race, which produced the finishing order: Ist Bill Spear (4.1 Ferrari), 2nd Fred Wacker (Allard), 3rd John Fitch (Whitmore’s Jaguar special), 4th George Harris (Allard), 5th

Jim Kimberly (4.1 Ferrari) and 6th Sherwood Johnston (Jaguar special) followed by Charles Moran and Charles Wallace in Ferraris. There were excellent drives by Walter Hansgen (XK120 fhe) and Paul Timmons (XK120), but a worthwhile outright victory in Eastern USA still eluded Jaguar in the SCCA’s ‘‘Modified”’ classes. (Jaguars often won the race for pure production cars). The late-summer arrival of the first C-types, with those victories for Phil Hill at Elkhart Lake and John Fitch at Watkins Glen marked the first interest by New York importer Max Hoffman — but it was only a fleeting interest. As before, it was Charles Hornburg who was keen to see Jaguar win races. He had already blotted his copybook with Coventry, as his undeveloped “‘lightweights” had continued to give a poor account of themselves; now the C-type was bringing him some long-

awaited success. Genuine bad luck prevented Hill winning at Madera, but his C-type victory in the San Diego Cup race at Torrey Pines in December was an encouraging end to the 1952 season in Jaguar’s best-selling state of California. C-types were 4th in the Tampa 6-hour and 3rd in the Sebring 12-hour races that opened Florida’s 1953 racing; but at Pebble Beach none of the new C-type owners

Above:

Under pressure from a C-type driven by its former owner (Walt Hansgen) the XK special of Paul Timmons heads for the lake at Thompson Raceway, New England, 1954. Hansgen, who won,

made his name a few years later, driving D-types.

Right:

One ofthe cruder Jaguar specials was Charles Schott’s machine photographed at Floyd Bennett Field, Brooklyn, in 1953. Gordon Mackenzte

seemed qualified to cope with the car, the course, or the

wet conditions and Phil Hill (Ferrari) showed everyone the way home. For a while it looked as if no new C-type would find its way into the hands of anyone able to get the best from it. Known top-line drivers such as Hill and Fitch were being wooed away to other marques, and were driving abroad more and more often. Then a hot-headed youngster from Kansas won a race in Oklahoma in an Allard early in 1953. He promptly

yi

Top right: Although the SCCA had not started its system of nominating national class champions in 1952, Texas-born Sherwood

Johnston, who lived in New England, was declared ‘‘No. 1 Sports-car Driver” that year on the basis of eleven class wins in fifteen races. He had driven Jaguars nearly all year and is seen here in Art Feuerbacher’s C-type (XKC 010) which arrived towards the end ofthe season. As a result of Johnston’s performances (mostly in “production” as opposed to “modified” classes) Jaguar was also rated 1952’s “No. 1 sportscar” in America.

~,,_ Story of a “C”’

—1n Six pictures

May 1953, and Masten Gregory (XKC 015) is about to move ahead

of

Jack

Armstrong

(Allard-

Cadillac) to win the Guardsman Trophy race at Golden Gate Park, San Francisco. This was probably

Gregory’s third race, and certainly only

his

second

one

with

the

Jaguar. ‘“‘His win at Golden Gate will not be the last heard of him”’, predicted Road & Track’s reporter.

Masten Gregory won superbly again at Offutt AFB, Omaha, in July 1953. This starting-line shot was taken atJanesville, Wisconsin, that August. (Background to the race numbers is supposed to represent a black flag, which Gregory had been shown at the recent Chanute AFB race meting for a refuelling infringement). Next to XKC 015 is one of Jim Kimberly’s Ferraris which tended to dominate many early SCCA races. I don’t know the Janesville result but, a fortnight earlier, Gregory had beaten Kimberly at Lockbourne AFB, Ohio, coming second

overall to Bill Spear (Ferrari).

294

switched to a C-type, gaining two important victories; when the car burned out, the young man bought another and won again! Such instant success for 21-year-old Masten Gregory meant that he would be driving Ferraris in Europe within a year — but he did much for Jaguar in America in 1953. (In later years he would drive daringly and expensively for Ecurie Ecosse, too). After the accident which had curtailed the Watkins Glen “grand prix” in 1952, a new course was used for this well-established meeting in upper New York state. In 1953, two new names came to the fore. One was that of Dr. M.R.J. Wyllie who won the Seneca Cup in his special-

Just a week after Janesville, on 28th August, Gregory, already America’s leading Jaguar driver for 1953, had a practice accident at Floyd Bennett AFB in Brooklyn, NY, resulting in a fire. Undaunted, he persuaded another driver, Henry Wessells, to sell his C-type

to him, and Masten Gregory was back in business. Sherwood Johnston looks at the wreck of XKC 015 as it is trailed to Boston. After a rebuild by Hansen-McPhee ofBoston, the chassis of XKC 015 appeared for the spectacular Mount Washington speed hillclimb in 1954, driven to a new course record by Sherwood Johnston.

™~, equipment XK120M; the other was Walter Hansgen who had built a new tubular-framed Jaguar special with a body which looked like a stubby C-type and had an exposed spare-wheel acting as a useful buffer. This car won a hard-fought “grand prix” (albeit in Gregory’s absence), and set Hansgen on his way to a career that would make him America’s greatest Jaguar driver of all. Don Parkinson faded from the Californian scene with the purchase of a C-type, but his old Jaguar special began 1954 well with a 2nd at Palm Springs in the hands of Chuck Daigh. The leading C-type men of 1954 in the mid-west and west were Louis Brero, Ernie Erickson, Ridelle Gregory, Loyal Katskee, and Carroll Shelby, all of whom made the now-obsolete car work well for them. Brero’s surprise win the end-of-season Torrey Pines six-hour race was the year’s best California result for Jaguar. The September meetings in the east once again showed the prowess of Hansgen and Wyllie. At Thompson Raceway, the Hansgen special was being driven by its new owner Paul Timmons, and Hansgen himself was in a Ctype. They were beaten by Bill Spear (Ferrari) in one race. Then, in the last race of the day, Hansgen harried his

Sn”

"il “mei i, et, li, ite esaeel “ep ee oie all

)

.

i” A we Afe

“customer” into a mistake which took Timmons over a sandbank and into a shallow lake. Hansgen went on to win, relieved to see Timmons none the worse for his soaking. A clearer-cut victory was that of Roy Wyllie in the Seneca Cup at Watkins Glen in the C-type which had

once been Hoffman’s. Sherwood Johnston year, Mount

though

was rarely seen in C-types this he did break the record for the climb of

Washington

in the rebuilt

Gregory

car,

running

bodyless. Often rebuilds were enterprising but unsuccessful, as exemplified by a Road & Track Palm Springs caption: “The performance of Ed. Wilder’s supercharged Jaguar special was not up to its rugged looks”. (The “rugged looks” were something like a Kurtis front-end grafted on to a C-type tail. C-type bonnets were beautiful, but almost impossible to restore after a crash, so subtle were the curves.) In 1954 the D-type era had begun in Europe, and now it arrived in America with an outright victory at Sebring early in 1955. Later in the season, Briggs Cunningham switched from racing his own marque to Jaguar, and began the most concerted effort on Coventry’s behalf yet

Ten years later, XKC 015’s restoration was being completed meticulously by Mark Daniels (with parts from XKC 034,

already a wreck) and this is what it looked like in 1966. The story may seem extreme, but other cars have had more fraught lives than this Jaguar — and lived. XKC 015 was brought to Scotland in the late 1970s.

seen in the USA. The C-type’s day was not quite done, however; but Watkins Glen 1955 marked the turning point. For the third year running Roy Wyllie took home the Seneca Cup (he drove a C-type again) while Sherwood Johnston won the main event in the new Cunningham team Jaguar Dtype. In California, too, the C-type era ended on a high note, with Pearce Woods winning the six-hour road race at Torrey Pines from Paul O’Shea’s Mercedes-Benz 300 SL —a car that was now threatening the XK’s supremacy in the production classes. Woods drove solo in the Jaguar, whereas O’Shea handed over to Phil Hill for the second half. (This late-1955 meeting was the last at Torrey Pines before it was turned into a golf course). From now on, C-types began to represent history, and in most cases their serious racing lives were over.

297

‘ oh

%

Appendix Three

Personal Experiences

Rallying an SS Jaguar 100 Although it was Tommy Wisdom who gave the marque its first Alpine Rally victory in 1936, Ian Appleyard’s is the name that stands out when one considers British success in rallies of the early postwar period, and particularly his gold Alpine Cup for his performances with NUB 120. In fact Appleyard won five Alpine Cups in all, failing by two minutes to achieve six in a row! This is the unique Appleyard record in the “Alpine”’.

Year

Car

Reg. No.

Penalties

1947 1948

SS Jaguar 100 SS Jaguar 100

EXT 207 LNW 100

5 min. NIL

1949

Healey Silverstone

JAC 100

2 min.

1950 1951 1952. 1953

Jaguar Jaguar Jaguar Jaguar

NUB NUB NUB RUB

NIL NIL NIL NIL

full. His later rallying is dealt with in the appropriate chapters of the main text. The photographs are from Ian’s and Jaguar’s files.

The First Attempt, 1947 — written by Ian Appleyard in September 1948 Preparation “Genuine 20,000 miles, one owner, well maintained, laid

because of the ‘‘period”’ flavour he gives to these events,

up throughout the war, terrific performance ...”’ I'd heard it all before but this time it really did seem as if it might be true. The car in front of me was a stonecoloured 1938 34-litre Jaguar 100 with red upholstery and wheels to match and in the April sunshine her rakish lines showed to perfection. “Would you like to try her yourself?”’ I heard him say. The run convinced me that 125 B.H.P. in a 2-seater car can make even normal motoring into an adventure and so EXT 207 changed hands on April 20th, 1947. After a few weeks of home to business motoring to get used to the car and to rectify a few odd troubles that had manifested themselves, the urge to engage in some sort of motoring competition came upon me. The question of how to start was the problem. Should it be a Rally, a local

I have had no hesitation in reproducing these stories in

Trial, a Sprint Event, a Hill Climb, or what? Then came

XK120 XK120 XK120 XK120

120 120 120 120

The following accounts of those first two rallies were written at the time, by the man

himself. The

1948 story

was published by E. W. Rankin in the employees’ magazine, Jaguar Journal, soon after the event. The 1947 story was never published. Because of Ian Appleyard‘s powers ofdescription, and

rash]

™~, the BIG IDEA. Why not have a go at something really difficult — like the French Alpine Trial due to start in July? The idea at first seemed

fantastic. I had no experience of

even British one-day trials or rallies, and apart from the name and the fact that it provided just about the most severe test of standard production cars in the world, I hadn’t even any real idea of what was involved in an Alpine Trial. The car was nine years old and would surely not be able to stand the pace. But then the attractions of the scheme were great also. It would make a wonderful summer holiday whatever the outcome,

and if we didn’t finish the course, what did it

matter, nobody would really expect otherwise. And so, in the middle ofJune, it was finally decided to “have a go” anyway and hectic preparations began. A copy of the regulations had by now arrived and after studying these I began to realise the difficulty of the task ahead. Entries were divided into seven classes and different overall average speeds, to include all stops, were set varying from 60 kilometres per hour (37 + m.p.h.) for the over 3-litre cars down to 40 k.p.h. for baby cars. The course started from Marseille and by means of three stages of about 380 miles each, one night and two by day, conveyed competitors almost to the Swiss border and then back to Cannes over some of the highest and worst roads in all Europe. Time controls at which one had a tolerance of only two minutes late or early were scattered throughout the route and two apparently free days during the course of the Trial proved on closer investigation to be occupied by a standing kilometre speed test and a driving test. All cars had to be perfectly standard production types of which at least 50 had been sold to the public and only very minor “hotting up’? was permitted. Any repairs necessary during the Trial had to be done during running time as the cars were locked up immediately after the end of each stage and only released again five minutes before starting the next. Detailed study of the Rally route showed that it was extremely complicated, being for most of its length over very minor roads. A wrong turning would mean the loss of vital minutes, perhaps at a time when even seconds were precious. A good navigator was therefore going to be essential and when I found that an old friend of mine, Peter Musgrave, could come with me, I ceased to have

any worries on that score. He had navigated a landing craft onto the Normandy beaches on D-day and so should be able to cope with an Alpine Rally route card. The main thing which did worry me was my complete lack of experience in any kind of rally or trial and in order to remedy this, and also to give the car a final try-out, I

entered for the Eastbourne Rally which was being held a few days before we were due to sail. The car was exactly as I intended it should be for the continent, even down to its five new tyres. With some

300

trepidation I faced the first test — a timed hillclimb with a timed stop and restart test half way up. The starter’s hand dropped and we shot away from the line up the loosely surfaced lane with both rear wheels spinning furiously. The stop and restart was successfully negotiated and we then went flat-out for the top, with the car leaping from

bump to bump and doing its best to unseat us. After our excessive wheelspin and consequent slow getaway I pictured a very slow time but fifth fastest ascent of the day was encouraging. The other tests went quite well and I had visions of seeing “‘Novice wins Eastbourne Rally” in bold type in the motoring papers. But it is not so easy as that and after smiting the kerb a hefty blow in the parking test, and thereby being penalised, my ambitions returned to a more lowly level. The final results showed that we finished 16th out of 89 starters and so we were quite satisfied. Friday, July 4th, came at last and saw us heading for Harwich and the night boat for Antwerp. We had chosen this route because it was a night crossing and also because Basle in Switzerland, which was our immediate objective, is, believe it or not, fifty miles nearer to Antwerp than it is to Calais. The car was off the boat and clear of the customs by 9 a.m. but we made an unfortunate start by getting ourselves lost in Antwerp. This was not really surprising because

our map

had the French

place names,

whereas

the signposting was in Flemish and Mechelen and Malines are not readily associated as being one and the same place after a roughish all-night crossing! By lunch time we were both beginning to realise that the difference between motoring in a 2-seater at 80 m.p.h. over a smooth English road and over Belgian pavé is a whole collection of bruises — mostly concentrated on one part of one’s anatomy. However, we were determined to reach the promised land

before nightfall, and having crossed into France at Sedan where the French defences collapsed in a matter of hours in 1940, and seen Petain’s immortal ‘““They shall not pass”’ on the First World War Memorial at Verdun, we pressed on towards Basle. By 8 o’clock we were gazing in wonderment at brilliantly lighted shops full of everything that Europe wanted and the milometer showed us that the battered docks of Antwerp were 380 miles behind us across the bumpy, dusty roads of France and Belgium. Practice We left Switzerland after only two days by way of the notorious Col de la Forclaz, whose many acute hairpins and slippery surface provided the shortest and most exciting way of getting from Martigny to Chamonix. Even with the Jaguar’s short wheel base of 84 feet, our steering lock proved inadequate on half a dozen of the worst corners, and some involuntary and very tricky “Stop, reverse, and restart’? tests had consequently to be performed on the very edge of terrifying chasms where a mistake meant being penalised not by the loss of 10 marks

For many years, Continental maps and roads were at slight variance, due to the number of temporary bridges replacing those destroyed during World War II. This typical scene was taken while Ian Appleyard and Peter Musgrave were on their 1947 Alpine reconnaissance.

but by about 50 years off one’s life. From

Chamonix,

we followed

the exact route that we

would be traversing in the opposite direction in the Trial and, after our first hour over interminably winding roads, were considerably depressed to find that we had covered only 32 miles instead of the required 374. Obviously this event was going to be harder than at first sight it appeared and something drastic would have to happen to my driving. So, forgetting all I had ever been told about “driving within the limit of vision’, “sparing my brakes and tyres’, and so on, I proceeded to force the pace and went flat out for the next hour. This time we covered 38 miles, but even that wasn’t good enough because it left no time in hand for fuel stops, tyre changes, brake adjustment, etc. For the rest of the afternoon and evening we

motored to the danger ofthe public in an attempt to beat our set average, but could never quite do it. We stopped for the night at Grenoble feeling dispirited and utterly worn out with the strain of the continual battle to save a few seconds. A French dinner, a bottle of wine and a good night’s rest did wonders to our morale and so next morning we decided to continue on the Rally route all the way to Cannes, as this would be the section we would be

coming up in the dark and it would be a great advantage to have run over it by day, albeit in the reverse direction. On the main road from Grenoble over the Col Bayard to Gap and Barcelonnette we did quite well and after making arrangements there for a filling station to be open for us during the first night of the trial, we set off for our highest pass thus far — the Col de la Cayolle, 7716 feet. Torrential rain the previous night had washed the road away in places and at others had deposited huge boulders in the way, and as we bumped and ground our way upwards

over what looked

like the bed of a stream, all

thoughts of keeping to our average vanished and whether we were going to get over the pass at all became our chief worry. Every time we touched down on a rock I had visions of oil pouring out of a shattered sump, but the pressure gauge was still reading 70 when we reached the summit and began the equally difficult descent. Hours later and long after darkness had fallen we reached Cannes,

and

whilst

looking

for an

hotel

met

Leonard

Potter in his blue Allard. He had come down over the route we would be following on the last day of the Trial and had similar tales to tell of appalling roads and the difficulty of getting anywhere near to the average speeds

301

7™~, required. This heartened us a lot because Potter was an experienced trials driver, although this was his first Alpine, and if he found it difficult then perhaps nobody would be able to keep up to average and we would have a chance after all. Two days rest in Cannes gave us a chance to check over the car and tighten up everything that was showing signs of dropping off after the incessant shaking and bouncing of the last week. We also had time for an afernoon’s bathing at the world-famous Eden Rock Pavilion, Cap d’Antibes, before moving to Marseille the day before the

start. Marseille Last minute preparations kept us busy until noon on the great day, July 11th, when we presented the car to the scrutineers for inspection, complete with special Rally plates fore and aft, and a large number 9 on each door. The check to ensure that the car ran absolutely as standard, was amazingly complete. Every part of the engine,

(carburettors,

starter,

dynamo,

cylinder

head,

etc.) as well as the wheels and even spare parts, was marked with a dab of special paint to make sure that no replacement, except from those carried in the car, could

be made en route. The Jaguar successfully passed the scrutineers and was locked up in the closed park. We were given our starting time, 22.34 hours, and feeling completely lost without the car, went back to the hotel to while away the hours before

dark. That afternoon was the worst time of all. We tried to sleep but kept waking up in a panic. “‘The lights — I’d forgotten to test the lights. What if aheadlamp bulb had gone or a fuse blown? That would cost us 5 minutes right at the start. And what about the battery — I’d never checked the acid level — would it last out all night? Tyre pressures — dash it, I’d checked them but they were at daytime running pressures. It would be cold at night and the pressures consequently less. And I’d forgotten to check the spare. I wonder if I did the right thing in putting the rear wheels to the front and vice versa. They were showing signs of wear but if they’re going to burst they’d be better at the back than the front. Too late to worry now, anyway. Must get some sleep’. Then Peter started. He was lying on his bed surrounded by maps, pencils and notebooks. “‘How are we going to find the control in Cannes?” “Why on earth don’t they tell us exactly where it is?” “Can you remember whether that temporary bridge where we have to

go so slowly is before or after the Cayolle?”’ And so the start gradually drew nearer and we got more and more frightened. The tension was relieved at 6 p.m. when we all went along to the Automobile Club for an “aperitif d’honneur” and to receive the final instructions. These were given in French at high speed, and all Peter and I could make out

302

was that there had been a big landslide somewhere on the Col de la Cayolle, and part of the road had been carried

away. There was much gesticulation all round by people who could

understand

exactly what

had been

said, and

the ten English competitors got together and proceeded to give each other ten different versions of the danger ahead.

Four hours later we were standing at the entrance to the closed park. It was nearly two hours since the first car, a Fiat 500, had buzzed away into the darkness and now the bigger fellows were getting away, one minute between cars, about ten minutes between each class. At 22.29 we'd be allowed into the park. Time to set our watches now. The Dutch crew of the Bentley No. 8 began to run to their car. Our turn next. The noise was terrific. There were two cars by the line waiting to go, and two more in the park warming up, and above the din an announcer was trying to make himself heard. “‘Neuf, neuf!” “Quick, that’s us.”’ We dashed across the park to the car with our bags, and

dumped them in. We’d 5 minutes to stow everything away, warm up the car and get to the line. She started first pip; the lights all worked; we could breathe freely again. Peter was arranging the maps and trying his map light. I moved the car up to the line and watched the starter. There was going to be no difficulty finding the way out of Marseille anyway. The route from the park was lined with excited, cheering people and there were gendarmes on every crossroads. Ten seconds to go. The route card was stamped and handed to us. Five seconds. A quick glance at the instruments. Oil pressure O.K. Ammeter O.K. The starter’s hand came down on my shoulder. “Bon chance”’| heard him say and then away we went with the tyres moaning as we made the sudden turn out of the park. Nothing seems very clear about that hectic drive out of Marseille, except the queer sensation of having complete right of way. Gendarmes were stationed all along the route and whistled all other traffic into the side to let us pass. Traffic lights at red at first caused us to slow up a little and then I saw a gendarme waving us through and down went my foot again. We caught and passed the Bentley whilst still in the suburbs with the speedo needle on the 80 mark and people jumping for safety onto the pavements. Peter was having a hectic time trying to keep us located on his map, which the wind kept trying to snatch away from him, and my main worry was a whole series of lorries with no tail lights, which we were catching up. Every village we passed through was lined with people, shouting, and waving us on, and the whole atmosphere was conducive to speed. After about half an hour we were amazed to see the headlights of three cars creeping up on us from behind. We were going as fast as I cared to go and so consequently I let them pass. They turned out to be the team of three Allards driven by Imhof,

Potter and Wick, and as they

had started at minute intervals after us, they must have

Tyre wear and a shortage of spares lost Appleyard his “‘clean sheet n the 1947 Alpine. Here his friend and rival Godfrey Imhof manages to fit new rubber to his Allard, which was leading its class but retired when the gearbox broke.

been travelling like trains to have caught us so soon. Every now and then we would come up on a Rally car parked at the road side with the crew working feverishly to get going again. At the end of the first hour the speedo trip showed that we had covered 54 miles and we felt that we were getting along quite well. Our first time control was not until Grenoble where we were due at 7.02 in the morning, but

we had to get our book stamped three times before then to prove we had kept on the correct route. The first of these checks was at Cannes and although we arrived there after midnight, the whole population seemed to be lining the road or else clustering round the control. To stamp our route book took only a few seconds and then we were away again on the very fast coast road eastwards throughJuan-les-Pins. Just before Nice we turned left and leaving behind us the warm pine-scented air of the Mediterranean coast, we raced northwards towards the rocky gorges and mountain roads where the real testing ground lay. After three hours running we had covered exactly 150 miles and hence we were just one hour ahead of schedule. But thus far we had been only on wide main roads of comparatively good surface whereas any moment now we had to turn off up a road shown only as a series of faint yellow dots on our excellent Michelin map.

On our reconnaissance trip down the route to Cannes,

we had had to omit this piece because of lack of time but we had noticed where the turn was. It was as well we had because in the dark the road looked little better than a cart track. The surface was loose red shale and it was carved out of the side of an immense gorge. Beginning to climb immediately we were soon down to second gear and swinging round corner after corner with the headlights flashing out over an apparently bottomless black pit beyond the unprotected road edge. Dust churned up by the cars ahead hung like a red fog over the road, which began to go through tunnels in places where the sides of the gorge almost met overhead. The dust grew thicker and soon we could dimly see the glow of headlights as cars flashed in and out of the tunnels ahead. Then a tail light appeared dancing about in front ofus like a Will O”’ the Wisp. Whose car was it? A flash of maroon through the murk supplied the answer. Maurice Wick’s Allard. That was encouraging, but it was a hopeless place to try and pass. The noise of the exhausts echoing back from the towering cliffs and tunnels; the blinding red dust swirling round the cars; the dancing red tail light ahead — it was like some awful nightmare, or a scene from Dante’s Inferno. But worse was to come. The Allard had suddenly slowed and on rounding a corner we saw the reason.

303

~, Standing at the side of the road on the very edge of the abyss was a Citroen, its bonnet open and orange flames shooting upwards. The crew were working frantically to save

the car

and

all around

them

were

the clouds

of

choking red dust as we scraped past. The road came out of the gorge and began to hairpin upwards. We could now see the lights from half a dozen cars as they swung round corners somewhere far above us and as the road widened slightly Wick waved us past. Up and up we went, the car bouncing and slithering round the corners with showers of stones rattling up against the mudguards and running boards. We were rapidly overhauling some more cars when suddenly, rounding a corner,

our

headlights

lit up a scene

of indescribable

confusion. Just ahead of us a car was broadside across the road attempting to get up a track which forked backwards somewhere over our heads. Another car, which had overshot

the

turn,

was

reversing

madly

towards

the

junction, and still another was trying to turn in the ruins of a deserted village, whose war-shattered houses rose all

around us. Running from one car to another with a rubber stamp was a harassed official of the Club attempting to impress on drivers that this was a control and their route books needed stamping. Peter collected a quick dab of the stamp somewhere on our card and then we were away again ahead of the whole bunch. The map showed no turns for another ten miles but almost immediately we reached a fork. Ah, a signpost, thank heavens! “Guillaumes left’ yelled Peter. “No, right’, I shouted back as the Jaguar slid to a stop in front of the post. We were both correct — two identical signs pointed in opposite directions. Right was our general direction so we took that one and soon found ourselves going steeply downhill. After a few miles the surface deteriorated, and

the track got so narrow that on every hairpin we had to reverse. In places there had been miniature land slides and large stones crashed against the underside of the car as we bumped over the obstructions. Further and further down we went, crawling slowly round hairpins with the

outside edge of the road crumbling away beneath our front wheels. The minutes we had saved in our first three hours were now slipping quickly away and speedometer trip seemed hardly to be moving. An ominous sign was the absence of dust in the air — the other cars must have taken the left hand fork. Behind and above us the black hillside was devoid of lights and when we stopped and switched off for a second, only the sound of the wind in the scrub broke the silence. Surely the signpost couldn’t be wrong — this track must eventually get to Guillaumes, however bad the going. So on we went for mile after mile. Then quite suddenly our lights

flashed

on

a_

house,

and

then

another

Guillaumes, at last. We were now back on the road we had reconnoitred on the way south and we were able to make better speed as we began the long climb towards the Col de la Cayolle.

304

Soon we began to overhaul Rally cars but were dismayed to find them to be the same ones we had passed earlier. They must all have taken the left hand fork and found a better road down than we had. The ascent to the top of the Cayolle was less frightening by night than it had been by day because the darkness hid the terrific drops beyond the unfenced road edge and in the excitement of catching other cars we had no time to think of the result of a front wheel slide on one of the muddy corners. The descent to Barcelonnette was slow and winding and almost saw the end of us. Coming fast round a right hand bend high up on the edge of a gorge I was temporarily blinded in a cloud of dust from a car just

ahead. I imagined that the road continued round the cliff and continued turning right but a frenzied shout of “Bridge left’? from Peter, a sudden wrench on the wheel and a tearing skid just got us across a rickety wooden fenced bridge to the left hand side of the gorge, instead of into the river hundreds of feet below. At Barcelonnette we got the route book stamped again, a quick fill of petrol and then we were off again on the comparatively good roads towards Grenoble, just as the dawn began to break over the jagged peaks of the mountains to the east. Again we were able to better our average and soon after six drove into the control with fifty minutes in hand much to our own amazement. But we needed all this time at Grenoble to get the car shipshape again. The doors, windscreen, horns, headlights and spare wheel had all worked loose and the holding down bolts of the battery had sheared right off with the constant bouncing. However, by 7.02 a.m. we had got everything fixed again and having got our book stamped with the time, set off on the last short section of the night’s run to Aix-les-Bains over the Col de Porte. Within fifteen minutes Imhof had caught me and I realised that at the rate I was going I should never make Aix-les-Bains in time. I let the Allard pass and then vowed that I would stay on its tail. It was a hair-raising ride because Goff was driving absolutely flat out and going much faster round blind corners than I would ever care to. However, I consoled myself with the thought that his

car would act as a battering ram for mine if anything did happen to get in the way. At Chambery we were up to schedule but then had to negotiate a very narrow road on a ledge round the western edge of the lake. This lost us precious minutes and as we finally emerged on to the main road we had only 9 minutes left for the 7 miles to the control.

On a clear road we raced towards Aix and the miles and the minutes ticked away together. With only a mile to go and 3 minutes left we saw a level crossing ahead with a red and white pole just coming down into the closed position. We screeched to a stop and while I blew the horn Peter screamed incoherently at the woman controlling the crossing. “Rally, Rally” he shouted, pointing to

Pal the numbers on the car but she just gaped at us and refused to do anything. A minute went by and two more Rally cars drew up and joined in the fray. Another minute ticked by and we could hear the train coming. Five cars were waiting now with the crews anxiously watching the approaching engine and their watches. As it passed the pole went slowly up and we shot beneath it and accelerated furiously away. Our watch was showing 8.59, the time we were due at the control, but we still had our 2 minutes tolerance left us. Driving absolutely regardless of our own or anyone else’s safety we hurtled down the road into Aix and saw the flags of the control ahead. I braked hard, Peter leapt out with the route book and just got it stamped 9.01 as the clock was changing. We'd just made it! Aix-les-Bains The car went straight into the closed park and we staggered off to our hotel for breakfast, a bath and some sleep. We were both black with dust and tired out after our 400 miles of hectic dicing, but at 3 o’clock we were up again for the driving and manoeuvrability test. This consisted of accelerating, braking and reversing across numerous lines and between pylons, with two laps of a circular traffic island thrown in — the finish being to stop exactly astride a line which one approached at high speed between two long lines of bottles, without knocking any down. In the first run we managed to do the best run of any car and beat Imhof’s Allard by one-fifth of a second. In the second, we both bettered our first times but he was

one second ahead of me and so recorded the best aggregate of the day, four-fifths of a second better than the Jaguar. However, we were well pleased with our second place out of 60 odd cars and even more so after the prize-giving in the evening when we found ourselves in possession of a cup about twice as big as Imhof’s. The French system of prizes is almost as difficult to understand as their regulations! We were away from Aix next morning by 6 a.m. heading for Chamonix by a very roundabout route which included the crossing of the famous Col de I’Iseran. This pass goes up to 9.088 feet and is the highest through road in Europe.

To

the natural

difficulty

of the

Col,

the

organisers had added another by installing time controls on each side of it. This meant that the actual crossing of the pass had to be accomplished at the set average speed with no straight fast stretches anywhere on which to gain time. The Jaguar took all the bottom section in third gear, with second on the hairpins, but toward the top the power fell off due to the altitude to such a degree that I had to use second all the time with first occasionally. Here and there were great drifts of snow by the roadside and melting ice on the hairpins added to the excitement. On the run down the brakes had a gruelling time with almost half an hour of continuous use.

It was on this section that Potter’s brakes faded almost completely as he approached a corner, and the frontal aspect of his Allard was considerably altered when he hit the retaining wall in consequence. Luckily the car didn’t go through and not having damaged anything vital was able to continue. We got into the time control after the Iseran with about four minutes in hand and just managed to get a hurried fill of petrol before dashing on again to Chamonix where the cars went into a closed park whilst the crews had a much needed rest and some food. Whilst we ate we gazed in awe at the ice cliffs and precipices of Mont Blanc towering up above the village into a perfect blue sky. It looked so cool and peaceful and quiet up there after the heat, noise and dust of the roads we had travelled. All too soon our rest was over and at 3 o’clock we left Chamonix for Annecy. By now there were a lot of blank spaces in the starting list. The morning’s run had taken its toll, one of the victims being Wick’s Allard with bearing

trouble. The Bentley was having a terrible time with tyres and had gone through one complete set already, and of four British entries that were missing, a B.M.W.,

a Fiat

and a Riley saloon had retired on the first night and an H.R.G. had crashed soon after the start. We got almost within sight of Annecy without further trouble, but then suddenly shooting over the blind brow ofa hill found to our horror that it was the edge of a cliff and the road turned sharp right. A thousand feet below was the lake. I locked hard over and the car immediately began to slide out towards that dreadful edge. There was nothing we could do but hang on. The tail came right round and sliding broadside down the road we eventually stopped with our spare wheel overhanging the edge and our front wheels in the narrow gutter on the other side. Forward,

reverse, forward, reverse ... I worked like mad

at the wheel to get the car straight again because Imhof was close behind and if he came over the hill .... Within a mile we had to stop again. Roosdorp’s Triumph had skidded into the cliff at the side of the narrow ledge of road and was completely blocking it. The front wing was pushed right into the tyre and the crew could do nothing to get out of the way. Within a few minutes there were four cars held up and we were all pushing and straining at the Triumph to get it far enough to the side to let us pass. At last we did it and crept past, one by one, fearing that at any moment the outside edge of the road might collapse and roll us over and over down the cliff. Another nightmare dash for the last control began; heightened this time because it was Sunday evening and the roads into Annecy were crowded with holiday-makers. Again we only just did it and clocked in during our two minutes tolerance. But at least we had lost no marks so far and the car was still going well. But the tyres were appalling. How I longed for the rubber I had left behind me whilst gyrating through the tests on the

305

ma, front at Eastbourne. The rears were completely smooth and the fronts showed only a faint trace of the old tread pattern. Great cuts and gashes ran across them and | viewed with dismay the thought of the standing kilometre speed test the following day. Annecy

But the tyres didn’t burst and the Jaguar put up the fastest time of any unsupercharged car. The average for two runs in opposite directions was 33.9 seconds giving an average speed from a standing start for the kilometre of 66 m.p.h. This wasn’t a bad effort from a nine-year-old car after 700 miles of the sort of motoring it had just done. For the first time in my life I had seen a genuine speedometer reading of 100 m.p.h. as we went over the finishing line, and so it was quite a day. Goff Imhof thought it was quite a day too, but in rather a different way. His gearbox disintegrated completely as he changed into second on his last run, and his white Allard rolled to a stop, making extremely expensive noises. The next morning’s start showed us that only about half of the original field was now left and a hasty glance at my tyres convinced me that there would very soon be one less. The first part of this last day’s run was very fast and we had time enough in hand at the first control at La Chambre to change one of our worn-out rear wheels for the still new spare. I would have done this earlier had I been able to make up enough time, but it had been impossible. At this control we heard that the Healey driven by Wisdom which so far had done so very well, had

arrived two minutes late — due, it was believed, to a burst water hose. In our category there were now only three of us unpenalised — Potter’s Allard, Burgerhout’s Delahaye and ourselves. The next section was, we knew, the worst in

the whole Rally comprising as it did the ascent and descent of the Col du Glandon 6,400 feet and the ascent to a control at the top of the Col du Galibier 8,400 feet.

I drove absolutely flat-out all the way on the Col du Glandon

and when

we reached

St. Jean de Maurienne,

after the descent, we were still up to time. And then came another level crossing gate. If we couldn’t get through at once it meant the end of all our chances. Peter did the only thing possible, and leaping from the car he seized the control wheel and wound up the pole. I shot across with him running after me and away we went with the gatekeeper shouting insults after us. Near the top of the Galibier we were again delayed by some road works and were forced to crawl slowly along for about a mile over a foundation of rough-hewn, sharp-edged rocks and stones. Then the power began to fall off as the altitude increased and I had to flog the car along in second gear with the rev-counter needle continuously in the red danger area. But we just made it and again collected our stamp just as the clock was changing. The Delahaye had been a minute late here they told us and Potter had burst

306

a tyre on a sharp-edged rock whilst trying to hurry through the road works and lost a lot of time. So now we were the only car in the big group unpenalised, and the worst was over. If only the tyres would last out — oh, why hadn't I brought two spares? Through the summit tunnel of the Galibier we roared and then skated down the winding road towards Briancon via the Col du Lautaret. The car, with its completely bald tyres at the front, and odd ones at the back, was beginning to slide dangerously on every corner, but again

we were just in time at the Briancon control. The Col d’Izoard, 7,900 feet came next and its loose rocky surface took further toll of our tyres. Just near the summit of the Izoard we caught up with the Delahaye for the first time. We had thus gained three minutes on him and he wasn’t pleased to see us. For some time he tried to keep ahead and we were unable to pass but at last our chance came and on a hairpin I slipped inside

him,

and

gave

the Jaguar

maximum

revs

in

bottom. For a second I thought we were past and then suddenly our bald front tyres lost their grip, the front began to slide and our wing crashed into his door. We bounced off again and shot past deluging him with stones whilst he hooted his indignation behind. Almost immediately we were again baulked by a Citroen. He eventually waved us past on a straight piece but it was just too narrow and a large boulder removed part of our running board and smashed in a rear wing as we scraped past him. The pace was quickening. The inevitable occurred just after we left Guillestre and began the ascent of the Col de Vars. With a colossal report, our worn-out rear wheel burst. The car skidded wildly as the tyre came off the rim and we finished up with the back in a ditch. We had carefully rehearsed wheel changing and could do it normally in 2 minutes, but our

luck had failed at last. With the tyre coming off the wheel and the back being right down we could no longer get the jack into its proper place in the chassis. As the minutes ticked remorsely by we sweated and heaved until eventually we lifted the car with the jack under a corner of the petrol tank. It held, so with Peter half supporting the car I started on the wheel. It wouldn’t come out from under the mudguard where this has been damaged when passing the Citroen. More minutes slipped by as I bashed at the offending metal with a hammer. The Delahaye and Allard had long since swept by in clouds of dust when we finally got the wheel off and the spare on. Flinging the tools in the back we leapt in and drove like fury after them, but the ten minutes

we’d lost were

too heavy a

handicap and as we skidded into the control at Barcelonnette we saw with heavy hearts that we were five minutes late. Well that was the end of our hopes of the Coupe des Alpes, the highly treasured award for completing an Alpine Rally without loss of amark; but we might still win our class if the others were to have similar bad luck. So off we went on the last stage to Cannes with the Col

> atl d’Allos

7,380 feet still to climb.

For mile after mile we

crept along a road hacked from the side of a great gorge until near the summit we crossed a terrifying temporary suspension bridge which literally swung and rippled as we crossed it. Over the side we could see the river glinting far below and were happy that heavier cars than ours had crossed ahead of us. After the Col we took a wrong turning and lost ten minutes chasing up and down the same piece of road before finding someone who knew the way. After that I hurried along as fast as our failing tyres would allow. Above all we wanted to reach the final control at Cannes and another burst tyre would finish us completely. Quite suddenly we realised that we had taken things too easily on this last stretch and couldn’t possibly get in on time. The minutes were flying past but with trying to save the tyres our average speed had suffered terribly. As we reached Grasse, only ten miles from Cannes, the hands of

our dashboard clock were pointing to our finishing time, 5.55. We hardly dared to look at each other. After a thousand miles of desperate dicing — to make fools of ourselves like this! Then suddenly as I swung the wheel for a corner I caught a glimpse of my wrist watch. That’s strange, I thought, it says 5.45 — must have lost ten minutes .. OR HAD THE OTHER CLOCK GAINED TEN? ‘‘What does your watch say?” I screamed at Peter.

His exclamation of surprise was enough — my foot went hard down and furious blasts of the horn were echoed back by the vineyard walls as we hurtled down the winding road towards the sea. Ten minutes for ten miles. We could just do it if the tyres held out. We could hear loose bits of the tyres flapping on the mudguard now and Peter hung over the side to give a running commentary on their appearance as our speed rose into the nineties. Pedestrians and cyclists scattered before us as the Jaguar screamed its way flat out into the final control. Good luck was with us at the finish. The control clock read 5-50: Cannes And so the great adventure ended. We finished third in class behind the Delahaye and a Ford, with Potter’s Allard

in fifth place. Of over 60 starters less than half ever reached Cannes and even the finishers presented a sorry spectacle of torn wings, dented bodies, smashed lights, starred windscreens and tyres hanging in tatters.

Appleyard and Imhof took part in the Swiss Automobile Club’s

hillclimb on the main road through the Jura between Develier and Les Rangiers, on their way back from the Alpine. Imhof

won his class; Appleyard scattered spectators as his run came to an abrupt halt.

BUT

Appleyard rarely had accidents.

ee

ast hairp little damage

2 &

:

The one at Les Rangiers, ona

long

fast hairpin, caused remarkably

ew

ay

j (

4

but the man in the

Pita , ~}

ont

PL

fo

a)

cap may well be thinking how lucky he is that the post was there.

*

SS ae

[h4LAe-

ae, a: Pp

None the worse for his experience, Ian Appleyard poses with the crunched EXT 207 at Les Rangiers, July 1947.

es

;

‘

Fe :

Ne ;

SEARS

a)

§

ta Se ay batts Ar ai

Pal A Coupe des Alpes was still just a dream to most of us. But next year ... ah, it would be different next year!

1947 Alpine Rally - Top Twelve Finishers Position in class

Driver

Car

Lost Marks

1

Descollas

Bugatti (S)

0

1

Clermont

Lancia

0

] ]

Burgerhout Wisdom

Delahaye Healey

10 20

2

Van Strien

Ford V8

20

]

Gay

Simca

30

]

Sanot

Citroen

40

3 ]

Appleyard Mme. Angelvin

SS Jaguar Simca

50 60

% 2 2

Mme. Descollas Landon Gatsonides

Lancia Simca Studebaker

70 90 100

The Second Attempt, 1948 — written by Ian Appleyard Preparation With many dearly bought lessons of the 1947 Alpine Trial still very vividly in mind, I began preparations for the second attempt in good time. The first consideration was what car to use. My trusty steed of the 1947 event, the nine-year-old 34litre Jaguar 100 which had astounded everyone by its performance and reliability, was still going well as ever, but first place in my affections was now held by a similar car for which I had secured the appropriate registration number LNW 100. Apart from its having done a very low mileage the car was identical with any other 34-litre Jaguar 100 in the country, but with vivid recollections of tattered tyres in last year’s event I did make provision for carrying a second spare wheel this time and also managed to secure

a very great improvement in steering lock by a bit of judicious filing and bending at the front end. Peter Musgrave was unable to come as my navigator this year so a young doctor friend, Dick Weatherhead, took on this extremely difficult and harassing task. We motored down to Dover on July 8th intending to stay at the White Cliffs Hotel and cross over on the SS. Dinard to Boulogne next morning. However, full of the holiday spirit we decided at the last minute not to waste the night in bed but to use it crossing the channel on the night ferry to Dunkirk. By 2 a.m. we were beginning to

regret our zeal and the excellent dinner we had consumed

before embarking began to be a serious embarrassment. To add to our miseries the railway train anchored somewhere many decks below us seemed to our landlubberly ears to be about to break loose at any moment as it clanked and groaned horribly with each roll of the ship. But we survived the crossing and by 5 a.m. were shivering outside the Dunkirk customs shed with our coat collars turned up against a freezing rain-laden wind. The initial glamour ofthe night ferry crossing had by this time all gone and we faced the long day’s motoring ahead of us without enthusiasm. However, a superb lunch at the Hotel France in Sezanne put new heart into us and we dined and slept at the excellent Hotel Royal, Chalon-sur-Saone with 390 miles of good solid ground between us and the scene of our misery. After this initial marathon run we meandered gently towards Marseille, pausing here and there to survey what appeared to be the more difficult parts of the first night’s Rally route. One of these places was Mont Ventoux, an isolated 6,000 foot lump of pine and scrub covered rock rising straight from the coastal plain east of Avignon. Climbing sinuously to the summit of this mountain was a motor road, and it was suggested by the Rally organisers that any competitors who felt so inclined, might like to vie with one another up this perilous ascent for the honour of acquiring a cup presented by the town of Aix-lesBains. The idea was to accomplish exactly a set average speed up the 22-odd kilometres, penalties being awarded for being either late or early at the top. The Rally itinerary included the climb in any case and this extra, and purely voluntary, competition was just thrown in en route We felt that nothing was to be lost in joining in this apparently harmless fun, so long as we were not tempted to indulge in any over-exuberance of the throttle foot likely to cause the disruption of vital pieces of the mechanism. It would have been infuriating to blow up the engine on something not an essential part of the Trial — the main purpose of our so-called holiday. Consequently, we practised with restraint and found that in daylight we quite easily bettered our set time of 21 minutes 36 seconds. All that was apparently required on the night of the trial was for us to repeat this effort, wait by the finishing line until our stop watch came up to the correct

time,

and

then

shoot

over.

It seemed

to

us

inevitable therefore that a Jaguar car, registration number LNW 100 was shortly going to take over the custody of a large silver cup from the town of Aix-lesBains. But we were just a bit too clever when we came to put this excellent plan into operation. In the dark we safely negotiated the hazards of the many hairpins in the pinewoods at the bottom, and the long curving sections over the bare rocky hillside at the top, and finally halted just short ofthe finish with our watch showing 20 minutes

309

~, 30 seconds for the climb. We consequently waited patiently for a minute and then nosed over the line exactly as the hand came up to 21 minutes 36 seconds. Confident of our success we attended the prize giving the following day but were mortified when no mention of the Jaguar was made as cup after cup was handed out. Subsequent perusal of the results showed us only too clearly what had happened. Our error in the climb was shown as minus 59 4/5th seconds — in other words, although the second hand of our stop watch had shown an error of only 1/5th second, we had misread the small minute hand in the dark and crossed the line exactly one minute too soon! In the Trials game one certainly learns the hard way!

roared away from the starting line by midnight — Delahaye, Hotchkiss, Bentley, Allard, Jaguar, Citroen, Healey, Sunbeam-Talbot, Lancia, H.R.G., Renault, Simca — all famous names and all with drivers determined to uphold the honour of their particular make. And the route too! That was certainly a tough proposition. Starting with this night section to Aix-les-Bains, the route went through Switzerland to Lugano, back from there to Chamonix for the third stage and finished with a terrific day’s run of nearly 400 miles to Nice, including the ascent in quick succession of five passes, each over 7,000 feet. The tolerance at controls had been reduced to only one minute late or early, and in addition an entirely new penalty-earning-device had been incorporated.

Marseille But we are getting ahead with the story and must go back two days to July 13th — an ominous date for the start of a Rally.

Somewhere

As before,

final preparations

took us a whole

day at

Marseille. We spent one very embarrassing hour in a watch shop attempting to convince three extremely pretty assistants that all we wanted was to check the accuracy of our stop watch against one of theirs. They seemed to think that we wished to spend either about 100,000 francs on a new watch or else a slightly smaller sum taking all three of them out to dinner! Then the car itself needed quite a lot of detailed attention, but here the Automobile Club stepped in. In their usual generous way the French had arranged three different cocktail parties at different times throughout the day and thus effectively prevented any competitor from concentrating on any job for more than an hour or two at a time. The organisers had perfected a very subtle technique for ensuring full attendance at these functions. They announced beforehand that essential information

relating to the route or regulations would be given out and one had perforce to attend for the whole session to avoid missing something vital! However, we safely survived these celebrations and got the Jaguar to the closed park for inspection by 3 p.m. As the car was perfectly standard it was soon passed and we retired to our rooms ostensibly to sleep, but in reality to worry about all the things we’d forgotten or might have done better. The fact that I had gone through it all last year [1974] seemed to make no difference. The same old thoughts chased hysterically through my brain ... tyres, petrol, oil, water, spares, lights, horn ..... had we checked them all? Were they going to be O.K.? And so on, over and over again. But it soon seemed to be 11 o’clock and we were down at the park watching car after car as it hurried impatiently away from the brilliantly lighted quayside as if anxious to get to grips with the gremlins which were waiting for it along the 1,200 miles of road ahead. The opposition was formidable indeed this year. Seventy cars, with drivers of eight nationalities, would have

310

on

the

1,200

mile

route

would

be

two

unannounced timed hill climbs. These might be anywhere and one’s only warning of entry into a timed section would be a man waving a French flag and a blackboard chalked with a figure showing the length in kilometres of the climb. A very high target speed was set for each class and penalty points would be awarded for its nonattainment. If nobody in the class reached the set average then anyone taking more than 5 per cent longer than the best man in the class would be penalised one point per fifth of a second late. This seemed a very tough proposition as it meant that although one might complete the entire trial without being late at any control, a bit of bad luck in getting baulked by a lorry or bus in a timed climb could ruin one’s entire chances. As before, the start was memorable.

The car ahead of

us was a blue Allard driven by my last year’s rival, Leonard Potter. Characteristically he occasioned no loss of time in his departure and cinders from his spinning back tyres rattled on our screen as he left the line. One minute later it was our turn and the excited faces of the watching crowd changed to white blobs as our attention concentrated on the road ahead. Trams, buses,

taxis, bicycles — they seemed to come at us from all directions as we hurtled madly out of the town centre

towards the suburbs. Soon we had left the houses behind and the miles began to fly past as we really opened out along the dead straight roads leading towards Avignon. We

were

very soon

cruising at a steady 80-85

m.p.h.

through continuous avenues of trees, which to our strain-

ing eyes seemed always to be closing in on the road far ahead where the darkness swallowed up the beams from our headlights. Then suddenly came a splash of rain on the screen and then a few more and soon the wipers were working hard to keep it clean. This was what we had always dreaded — slippery roads which gave no chance of rectifying a mistake by last moment braking. And the rain had not long to wait before claiming its first victim. Flashing lights ahead warned us of danger and as we slowed for an unexpected right-angle corner the headlamps revealed

> oll the uniforms of many gendarmes crowded round the wreck of a Citroen which had skidded straight on through the hedge. As suddenly as it had begun, the rain stopped. Once again we could hear a comforting screech from the tyres on every corner, instead of feeling the tail snake sickeningly at every bend. Considering the rain, our first hour’s run of 62 miles

was encouraging. But there were no more roads ahead of us like the famous N 7 which we had just left, and by the time Bedoin was reached and we started the timed climb up Mont Ventoux, we were having to work hard to maintain our 374 m.p.h. Rally average. Mont Ventoux is the French equivalent of Shelsley Walsh, although about thirty times the length, and includes one freakish hairpin

with almost vertical banking. This was a terrifying sight as one approached at high speed in the dark and in fact looked so much like the wall of a house that we almost missed the corner. One of the British H.R.G. team did miss

it and went

straight over

the top of the banking,

luckily without much damage to the crew or car. In its upper reaches the road was narrow and traversed a completely barren mountain side, with horrible drops below the outside edge. Here we had some distinctly exciting moments overtaking one of the Healeys on which we had gained about twenty minutes since the start, but eventually reached the summit with time in hand. However, as already described, we crossed the line a minute early and so spoilt our chances in the supplementary competition for which we had been timed since the foot

Appleyard and his ‘‘new” car, storming through the mountain mists to win a Coupe and make best performance in the 1948 Alpine Trial. The main reason for putting the soft-top up in this weather was that, otherwise, moisture could easily settle on the unwiped side of the windscreen when taking slow corners. The Motor

“,. of the hill. Rally

proper

Luckily

and

this result

so

we

was

continued

not

included

on

our

way

in the

un-

penalised.

As this first section of the route from Marseille to Grenoble was about 240 miles, it was too far to risk attempting on one tankful of petrol, and so on the way down we had perfected a method of refuelling from tins whilst still on the move. Although this involved Dick spending about ten minutes perched precariously on the tail as the car bounced and slithered round the hairpins of the Col de Rousset, it did enable us to run right through to Grenoble non-stop. On the way we caught and passed so many other cars which had been forced to stop and refuel, that competitors in the 1,500 cc. class were only just arriving at the control as we did. Consequently we had nearly an hour before clocking in and were able to give the car a thorough check over. As we began the climb out of Grenoble up the illsurfaced and tortuous road over the Col de Porte, the rain decided once more to play its part, and a steady downpour began. We had found this section into Aix from Grenoble one of the worst last year [1947] when the conditions were perfect, but now the muddy road was like a skating rink and patches of drifting mist and cloud turned what would have been a highly pleasurable dice into a suicidal series of terrifying slides at each corner of the unfenced road. We hadn’t long to wait before seeing what might happen to us if for a moment we got careless. Skid marks going straight on over the edge at an acute left hand corner caused us to slow up and investigate. About fifteen feet below the road a Healey saloon was resting sideways against a tree, which had miraculously prevented it from falling into the valley two thousand feet below. Lying sideways on top of the Healey was an Opel which had missed the corner a few minutes later and fallen right on top of the other car! By great good fortune nobody was hurt in this double crash. A few miles further on, along the fast bit of road into Aix, Black, driving a beautiful Mark VI Bentley, was equally lucky in escaping uninjured when his car went into a slide at over 70 m.p.h. After many gyrations he finally left the road backwards and having demolished a large pole, finished up sadly battered with a broken rear spring. But although our phenomenal avoidances were many, all our skids had a happy ending, and we drove into the closed park at Aix with a minute to spare. The rain was

coming down in a form which the B.B.C. with masterly understatement would classify as ‘heavy’, and, not having had time to put the hood up, we were both drenched. A hot bath, breakfast and sleep soon put matters right but when we woke at 5 p.m. the sky was still leaden and the rain continued to fall in undiminished torrents.

312

Aix Rumours were circulating that the Susten Pass, our highest obstacle the next day, had been blocked by a heavy fall of snow and it was not until 10 p.m. that we heard that a plough had got through and it was once more open. With this encouraging news we went to bed to be wakened next morning by the steady drip of water outside. If anything it was raining harder than ever.

Obviously the ‘“‘dice with death” was going to continue, this time for a whole day by the look of the clouds. At the closed park we approached the car with some trepidation. Firstly we expected the driving compartment to be awash and secondly, feared there might have been

condensation on the plugs and in the distributor and that we might not be able “‘start the car normally” as the regulations put it. But the engine came to life immediately and the tonneau cover having been well made meant that we were saved from spending the rest of the day sitting in pools of water. We left the park with the hood down just to show the French

how

mad

Englishmen

can

be, but within a few

miles granted ourselves the luxury of its protection when we found that only at a speed in excess of what was practicable on the skating rink surface of the roads did the rain go over the top of us as we huddled down in our

seats. Our Rally plates and numbers had a sort of ““Open Sesame” effect on the Swiss customs officials at Perly and we passed through like visiting Royalty. Swiss law allows a maximum average speed in rallies of only 45 k.p.h. in comparison with the French 60, and so we were able to shop-gaze our way peacefully through Geneva and Lausanne towards the pleasant wooded slopes of the Jaun

pass. A large hole in a wall, an ambulance and some police

caused us to slow down but apparently Trials enthusiasts are not unique in trying to take corners too fast on a wet day and it was not a Rally car lying upside down in the field. We pressed on, with considerably more caution it’s true, until rounding a hairpin on the descent from the Jaun, we came upon our chief rival, an immensely fast 44litre Delahaye. Apparently a half shaft had broken on the corner and one of its rear wheels had come off. This car was the only one which we felt could definitely get up the hillclimbs 5 per cent faster than us and consequently the only one which could penalise us by so doing. And now here it was ~ crippled. We were told that long ago certain gentlemen, finding themselves in a not dissimilar position, passed by on the other side of the road; but that a certain other gentleman stopped to render assistance. Now it is true that at the time the Good Samaritan was not hurrying to clock in at a time control in Jericho, nor was he about to make a fool of himself in a foreign tongue, but we were feeling sympathetic and so we stopped!

> atl The presence of a mechanic was apparently the crew’s immediate desire so we sent one back from the next garage, thinking at the time that he’d be a good one ifhe could do the necessary in the short time available. All thoughts of the Delahaye were soon banished when, after passing though Interlaken, we began the climb up the snow-covered Susten Pass. Near the summit, 7,400 feet, the steady rain of the morning changed to sleet and

this, together with drifting patches of cloud which made us put on our lights, made the going distinctly hazardous. Great banks of snow rose up on both sides of the road and a freezing wind whirled it in little eddies over the car. But the road had been well ploughed and we were soon over the top and dropping down towards Wassen. Here we turned right and with wheels spinning furiously slithered up the chalky lower reaches of the St. Gotthard Pass to Andermatt — a time control. Being well ahead of schedule,

thanks to the lower Swiss average, we took the

opportunity of changing our worn rear wheels for the two new spares we were carrying. I was just telling Potter that the big Delahaye had had

lan Appleyard and Dick Weatherhead

it, and that therefore either the Allard or Jaguar stood the best chance of winning the unlimited class, when talk of the Devil, the great monster roared into the village. Being an experienced type and knowing his car, Daligand had apparently included a half shaft smongst his spares. After my confident predictions to Potter this was rather a blow and he rubbed it in by remarking “‘Well, you got him out of the soup, you'd better fix him for certain next

time. See that his other wheel comes off tomorrow!” Much laughter at my expense. After Andermatt the route deviated from the direct way over the St. Gotthard to Lugano and instead we had to climb the Oberalp and Lukmanier Passes. Within halfa mile we were again in trouble from wheel spin. The road was an absolute quagmire with rivulets of water running through the chalky mud, and after slowing for the hairpins we had great difficulty getting going again. Then rounding a corner, we came suddenly on a man waving a French flag. I was just thinking it was a bit queer for anybody to be spectating in this outlandish spot in such appalling weather, when Dick banged my arm.

with rewards after their final, successful dash to the finish of the 1948 Alpine.

|

eon, ‘Get cracking man, get your foot down, it’s the climb.” Phen the penny dropped. The timed climb, of course, that’s right, but we were flat out already and only seemed to be crawling. Fountains of mud shot out from our spinning rear tyres as we slogged along. The car slid bodily with all four wheels on every corner and as the road zig-zagged upward I prayed that if we met anything coming down it would be when we had the inside edge. And then came the cows. They were all over the road and as the Jaguar burst upon them, they just gazed placidly towards us. Fuming with rage we slowly jostled our way through and on to the end of the climb. Our stop watch showed us that we had taken ten seconds longer than the time we calculated would be allowed us. We cursed the cows, the rain, the mud and even the organisers for choosing such an obviously dangerous place for the climb. The Delahaye, the Allard and probably everyone else must have beaten us up there. We worried all the way to Lugano and arrived in despair. And there we found we needn’t have bothered after all. We'd both forgotten that we were in Switzerland and that the average speed for the climb was consequently only 45 k.p.h. We were still unpenalised. Comparing notes that night we found our experience with the cows was not unique. In fact we had escaped comparatively lightly. Poor Descollas, a veteran of twelve

Alpine Trials, was attacked by a cowman wielding a huge stick and had his windscreen smashed. As the rain contined to fall in torrents he arrived at the final control in a distinctly sodden condition! Lugano

The third day’s run to Chamonix being comparatively short, only 200 miles, and the start consequently late, we were able to spend a couple of hours, but no francs, in the shopping

wonderland

of Lugano.

But time, tide and a

Rally starter wait for no man. At 11 a.m. we were once more on the road, heading for the St. Gotthard.

We hadn’t long to wait for excitement. There were a lot of people on the road ahead, clustered round some car — a big one at that — and with a pronounced list to starboard. The crowd parted to let us through and once again we saw the familiar lines of our rival — the Delahaye. And the other rear wheel had come off! The gremlins must have heard Potter’s remark at Andermatt and obliged! This time we didn’t stop, he had plenty of assistance already and anyway once bitten ... Surely we could write him off now — no man would carry two spare halfshafts? After the Gotthard, we turned left at Hospenthal up the Furka Pass and once more got into the snow. We were badly delayed on the climb by what seemed to be a continuous procession of motor coaches crawling painfully to the summit. On the run down past the famous Rhone glacier the same thing happened and we had only a few minutes in hand at the control at Gletsch. But there

314

the road widened and we really got motoring on the long straights to Martigny. More than an hour ahead here, we

adjusted the brakes, tightened everything up, and took on our last tankful of good Swiss petrol. We dreaded the thought of the French stuff again — with 7 to 1 compression the poor old engine gave very audible signs of disapproval when hillclimbing on it. We left the country of unlimited cigarettes at 20 to the shilling, by way of our old friend the Col de la Forclaz with Donald Healey just ahead showering us with mud and small stones the whole way up. A little light relief was provided on this hill for some competitors when the steering column of a Lancia sheared and left the driver twiddling a useless wheel. He was lucky and didn’t go over the edge — so it was funny. It might quite easily not have been. A phenomenal feat was accomplished hereabouts by the crew of a 760cc Renault. Due to oil loss from an insecure sump plug their engine seized solid, but by changing four pistons and cylinder liners in an hour, they managed to get in on time. It certainly pays never to give up.

Daligand in the big Delahaye believed that too. How he got going again after breaking his second half shaft we never

found

out. What

mattered

was

that, although

he

lost 590 points for being late at a control, he eventually turned up at Chamonix. Consequently, although he now had no hope of winning the class, he might still beat us in the second timed climb, and by causing us to lose marks, prevent us from winning a Coupe des Alpes. But we had much to be thankful for. Only one day now remained and we were still unpenalised. The car was in perfect trim and at least we didn’t have to worry which of our wheels would come off next!

Chamonix We were away early on the last day heading for the highest control of the whole Trial on top of the Col d’Iseran, 9,088 feet. Near the top we experienced the same queer feeling of loss of power with increasing altitude as last year. But the few horses which were still working for us performed nobly on the dregs of our Swiss petrol and we had time in hand on top to admire the view. This was certainly memorable. Great snowfields stretched on all sides and in places the road had been cut through drifts 30 feet deep. There was not a cloud in the sky and as we swished down the other side we just couldn't help singing “Oh, what a beautiful morning”. We'd just got to “‘Everything’s going my way’? when we suddenly caught up with the big Delahaye. He was certainly going our way, but only very slowly. Smoke was pouring from his engine which was making dreadful noises, and his front suspension appeared to have collapsed. This was surely the end of the opposition. His car would take a week to repair. We had most certainly “got a beautiful feeling” now.

> oll

convinced us that it had departed for another world to cluck in peace. But a few moments later we were amazed to hear hen-like sounds from somewhere in front and smelt the delicate aroma of roasting chicken. Leaning

at once we seemed to be starting the climb to the rocky Col @Izoard. And it was here that we suddenly came upon the second of the timed hillclimbs. It was definitely less dangerous than the first because, although the edge had no fence, there were trees below to catch a falling car. The Jaguar really got a belting up that climb. With the engine screaming madly and the rey. counter continually in the

over the side Dick was able to see the bird, still very much alive and very angry, squatting on the shield in front of the extremely hot radiator. We proceeded with our new mascot for some way, until it took a sudden dislike to the way I was approaching a bend, and left us at an estimated air speed of about 75 m.p.h. (subject to stopwatch error!) When last seen, the bird had picked itself up, and sorting out its few remaining feathers, begun the long trek back to the village! But that was the last time we laughed for the rest of the day. Near the top of the Galibier the road was in a shocking state and we only just made the time control. From there downhill to the Briancon control then thirtyfive minutes allowed us was all too short and then almost

winding road with cascades of stones pouring out from the thrashing rear wheels. But it was worth the effort. The results showed that the fastest ascent of the Col d’Izoard by any car was made by the good old Jaguar in 7 minutes 7 seconds. Next came Potter’s Allard, only 14 seconds slower, and third best and fastest in the 2 to 3-litre class was Donald Healey, in 7 minutes 32 seconds. From the Izoard we ran down into Guillestre and then over the Col de Vars. It was here that our burst tyre last year had lost us five vital minutes, but this time we were on Dunlop Forts and they were still O.K. Running down the gorge to Barcelonnette we had a narrow shave when

The Col du Galibier came next, and with it the incident of the hen. This unfortunate bird chose to

attempt the crossing of the road at the same moment as the Jaguar came on the scene. A cloud of feathers

William

red in either first or second gear, the car careered up the

Lyons presents Ian Appleyard with a model of his Alpine-winning car, mounted

on a plinth, 1948

NG a workman on the hillside above the road prised loose a massive boulder just as we appeared round a corner. It hung poised for a second and then came bouncing and rolling towards us. There wasn’t time to stop so I dropped into third, banged my foot down and hoped. It was our lucky day. The great rock just missed our spare wheels as it plunged past us into the river. We only just scraped into the control at Barcelonnette with half a minute to spare, but the worst was over. The final 200 kilometres to Nice included some fast stretches near the coast and we had time now to get some petrol. But only one pump in the village was working and it took us ten minutes to get to the head of the queue. Potter was waiting too and confirmed that now only the two of us were unpenalised in the unlimited class. We each thought we'd get a Coupe des Alpes in the bag but pre-natal chicken counting is a dangerous thing and we were each to have a very salutary lesson. Mine came on the descent from the Col d’Allos about

LNW

forty minutes later. A peasant by the roadside made gruesome “turning over”’ signs as we shot past, and a minute later we saw with sinking hearts the tell-tale signs of black skid marks at an acute left hand corner. Donald Healey’s car was drawn in to the side and with his passenger, Nick Haines, he was just dragging someone up to the edge of the road. As we stopped we caught a glimpse of a bright red car lying upside down in a ravine about 50 feet below the road. It was Norman Hiskins’ Sunbeam-Talbot tourer. He himself had remained in the car as it turned over and was only saved from being crushed by reason of the car falling across a stream and consequently being supported fore and aft by the banks with the driving compartment clear of the ground. His companion, Bill Marsden, was less fortunate. He was hurled out as the car turned over in mid-air and was unconscious when Healey reached him. By the time we

arrived,

however,

he had

come

to and

Dick, being a doctor, took charge of him immediately. He

100 was sold after coming second in the first (1949) Tulip Rally. It was damaged in a garage fire and restored by Tom May,

and is now owned by Henlys Ltd. This photograph shows Ian Appleyard re-united for a picture, with the car and the trophy, some 25 yeears after his first big win.

316

al diagnosed damage to the right knee-cap and suspected a fractured thigh. He did what he could and then laying the patient across the back of the Jaguar we coasted as gently as possible down to a barn with the intention of getting him inside away from the chill wind that was now blowing. Luckily at this moment a saloon car arrived with assistance and first-aid equipment from the next village, to which Healey had earlier sent an $.O.S. by means ofa passing Rally car. Marsden by this time seemed fairly comfortable and so leaving him to be brought down to the village in the saloon, we got motoring again. But we were now faced with what seemed a hopeless task. We had been stationary for 25 minutes at the scene of the accident and were ten minutes late before that due to our petrol stop. Thirtyfive minutes late altogether — and only two hours left to catch it up. For some miles I drove at a snail’s pace — reaction after seeing the crash I suppose. Then gradually the queer feeling wore off and soon we were dicing as never before. But the road gave us no chance to get up speed. Twisting incessantly it wound up and down over scrub-covered hills towards the coast. Not until Grasse did it begin to straighten out at all but it was almost too late. We had exactly half-an-hour left for the 32 miles to the finish — that meant averaging 64 m.p.h. all the way into Cannes and along through Juan towards Nice on roads which were seething with Saturday afternoon holiday-makers. It was a terrifying ride. Clocking between 70 and 80 m.p.h. most of the way, and with the horn blowing incessantly, we passed obstructive vehicles on whichever side looked the more promising, whilst cyclists scattered before us like chaff in a hurricane. Cars coming against us were often forced on to the pavement as we swerved in and out ofthe traffic stream, whilst all around us sounded the horns of

dozens of outraged Frenchmen. But as we emerged onto the promenade at Nice there was still a minute to go and with the speedo needle creeping towards the century mark, the Jaguar hurtled towards the final control. Dick

was ticking off the seconds now. We’d just do it if nobody got in the way. Those final few yards seemed to take ages as we screeched to a standstill and handed over our route card. It was stamped. We were in on time. Nice In the park we met Potter. He’d hit a lorry only three miles from the finish and completely removed one front wing. This he’d just had time to fix on with copper wire before clocking in but his lamps were smashed and it seemed improbable that they would work at the final check. But after much frenzied juggling with bulbs, wires and fuses he got them to light up, the car was passed as roadworthy, and his Coupe des Alpes was at last assured. Then it was our turn to be examined. The engine started at the first attempt, all our gear ratios were still with us and the horn pipped encouragingly as the scrutineer

touched the button. So far so good. But now for the most exacting test of all. After the continuous vibration of the last four days would the lights work? Side lamps — yes! Headlamps — yes! A pause as he moved to the rear ofthe car. Tail lamps — yes! Hurrah! We’d done it! No marks lost anywhere. A Coupe des Alpes at last! But there was still one matter to settle — which of the two cars, Allard or Jaguar, was going to be placed first in the over 3-litre class? That was to be decided in the special test next morning. This consisted of a flat-out quarter mile run at the end of which one had to stop in the shortest possible distance and reverse back to stop exactly astride the finishing line — each section being separately timed, and then combined for the final result. Nervous as a kitten I faced the starter. It all depended on the car now. The tyres squealed as I banged in the clutch and the car leapt forward. “‘Second gear now, wait for the revs. to built up, ...4,000 ... 4,500 ... into the red, snatch

third, watch that rev. counter again ... top now’. Into the timed quarter mile we flashed with the speedo needle still climbing and the watching crowd just a blur at the roadside. “Watch for that finishing line.” The brakes go hard on and luckily the car skids absolutely straight. The front tyres begin to smoke and judder but the brakes hold firm. Quick, into reverse, and maximum

revs again. The

engine screams madly. ““Don’t mess up the finish now, slow down’. The Jaguar stops with a jerk — the line right under the car. It was a good run but Potter’s was fast too. Our second attempts seemed to the spectators to be identical. It seemed

terrible that after 1,200 miles of hectic motoring

the issue was going to be decided by an odd second or two. But the result was closer even than that. The Jaguar won — three-tenths of a second ahead of the Allard. Healey was best in the under 3-litre class with a time only one-tenth of a second behind ours. But unfortunately he had been unable to make up all of the forty minutes which he had spent at the crash and so lost the Coupe des Alpes for which he was so well placed. That night the prize-giving was a sort of “Benefit for Britain’. Half the Coupes des Alpes, four out of five class awards, and the much coveted team prize were all won by British cars and drivers, and in addition eight out of the ten awards in the Hill Climb and Final Test. The good fortune enjoyed by the Jaguar’s crew throughout the trial continued even at the prize-giving, when the award for the best navigator was announced. As eight cars had won Coupes des Alpes, a draw was held between their navigators

for the honour of receiving the one available prize ... out of the hat came

the Jaguar’s

number,

14, and so Dick

became the proud owner of a beautiful gold pen!

Oli

1948 Alpine Rally — Top Twelve

Finishers

Position

Car

Driver

in class

Marks

lost

l

Appleyard

SS Jaguar

0

2

Potter

Allard

0

l

Descollas

Lancia

0

7: |

Claude Murray-Frame

Lancia Sunbeam-Talbot

0 0

2

Gautruche

Citroen

0

l 2 3

Richards Auriach David

HRG Simca Simca

0 0 00.80

|

Healey

Healey

24.00

3 3

Gerakis Richmond

Citroen HRG

31.95 47.60

Top right:

Hot seat — LNW

100 cockpit makes an interesting comparison

with today’s rally cars. Brenda Hastings

LNW 100, as restored today. The driver is the late Midland Editor of Motor, Harold Hastings. Brenda Hastings

> all XK120 Race Preparation This account of the preparation of an XK120 for serious club and national racing was written by Bob Berry for the Jaguar Apprentices’ Magazine. He had already raced his fairly standard car for a season. After the modifications of the winter of 1953/4, he came third at the Goodwood Easter Meeting behind Michael Head (C-type) and Tommy Sopwith (Sphinx) and went on to enjoy a most successful season in what was probably the furthestdeveloped XK120 ever raced. (His driving led to Berry being offered a drive in a privately-owned ex-works Dtype for 1955).

A Beginner’s Entry into Motor Racing — written by Bob Berry

The urge to do a “‘spot of racing” assails every owner of a sports car. majority of production sports cars a tremendous disadvantage when the presence

of specials and,

is one that eventually Unfortunately the vast in standard trim are at raced, mainly due to

to a lesser extent,

to the

presence of production sports cars modified beyond the limits envisaged even by their manufacturers. The problem that faces the newcomer to racing is not, therefore, a

simple one and the writer has attempted to explain and justify the procedure he adopted to produce a sports car capable of holding its own in racing during 1954. The first problem is to decide whether one is going to race merely “for the fun ofit” or to really get down to the job of producing the fastest car possible out of what one has in the garage — whether it be Jaguar, Austin Healey or T.R.2. In the first instance one merely checks over the car and perhaps invests in a set of racing tyres — not very expensive, but then one starts in a race with the certain

knowledge that one hasn’t a hope of being anywhere near the leaders at the finish — and perhaps not even on the same lap! The second method is obviously much more expensive, but if one’s modifications are successful then it is possible to ‘“‘take on” considerably faster and more expensive machinery — thus adding greatly to the enjoyment of racing. In addition there is always a tremendous amount of enjoyment to be had from proving or disproving one’s pet theories on how to make a car go quickly. After due deliberation the writer decided on the “quickest car possible’’ formula — a decision which resulted in the embarkation on a project far beyond the limits of the original plan and one which nearly dominated two people’s spare time for the best part of nine months. The ‘vehicle for the job’ was a 1952 XK.120 which had covered some 35,000 miles at the time of the decision to

go racing. During this period it had given absolutely no trouble at all, and gave the impression that it was capable of another 35,000 with equal serenity. The main develop-

ment work on chassis, though “have a look” anything else. Dealing with rebuilding the

the car was directed at the body and it was decided to strip the engine and — more of an insurance policy than

the engine first, the job of stripping and engine was entrusted to John Lea of

Gretton, near Winchcombe, whose reputation in this field

is widely known. Close examination of the engine merely emphasised the excellent condition of the unit. In fact the pistons and bores were so good that it was decided to refit the same pistons (8:1 ratio), though it must be admitted that some delay in obtaining the correct type of 9:1 piston was a contributory factor. The crankshaft was unmarked and crank “‘bow”’ around the centre main journal barely measurable. The bearings themselves were unmarked but being of the white metal type, it was decided to replace these with a set of lead bronze bearings. In brief, the only item which could have come into the category of ‘worn’ was the timing chain tensioner blade, and this was replaced by one having a chromium plated surface. An increase in power output was obtained by fitting one of the latest “C’ type cylinder heads with the 1 5/8 exhaust valve — though it was decided to retain the 13 S.U. carburettors for the time being. The alternative was the 2” carburettor from the same firm — there being no suggestion of using the instruments from Bologna — even if they had been available. Work on the head was restricted to careful matching of the inlet manifold to the head and the polishing of the manifold ports to the same standard as those in the head. In addition the balance hole in the manifold was considerably enlarged. (The writer is doubtful if these measures had any effect on power output for later in the season a manifold was temporarily employed, the ports of which differed considerably from those in the head, yet the car went just as quickly!) Close examination of the flywheel showed that the “lightened”’ flywheel could be pared still further, and some careful machining reduced the flywheel weight from 19 Ilb.10 ozs. to 15 Ibs.3 ozs. — a handsome reduction of 4 lbs. 7ozs. The flywheel face was then re-machined to provide a true surface for the clutch. The clutch itself was a 10” competition type unit specially assembled and balanced by Borg & Beck. The complete unit of clutch, flywheel and crankshaft was then rebalanced and it is interesting to note that the “out of balance” was very small indeed. The engine was then rebuilt with the greatest care but, owing to lack of time, was not bench tested so no actual B.H.P. figures are available. Whilst the engine was being prepared, the rest of the car was receiving its share of attention. All efforts were concentrated on reducing that principal enemy ofall high performance cars — WEIGHT. By a really serious attempt to reduce the total weight of the car it was hoped that the general handling and braking as well as the performance would be improved. Any reduction in weight would improve the braking and performance and we hoped

eM Be,

7! that, by altering the weight distribution (within the limits of taking more off the front than the rear or vice versa), it would be possible to improve the cornering power and also promote those constant understeer characteristics for which the writer has such a preference.

Fortunately we were able to acquire an early type alloy body and this was mounted on the chassis in place of the fully equipped standard body. Thus we were able to lighten the body much more effectively as we did not have to worry about rebuilding it for sale afterwards. The body was stripped completely — instrument panel, instruments, wiring, lamps, interior panelling — in fact, anything not serving an essential purpose was removed. Further examination showed that there were a number of panels, welded into the body, which were not vital to the strength of the shell.

Such

items

as wing valances,

rear

wheel

arches, boot floor, spare wheel tray etc. were also dispensed with. Finally the somewhat heavy plywood floorboards were removed and thin sheet aluminium

320

Bob Berry, who joined the Jaguar publicity department in 1951, raced his own XK120 in 1953; it is shown on the Brighton

starting line.J.Lea

floorboards substituted for them. The floorboards on the driver’s side were strengthened locally to support the weight of the driver but this was not done — initially — to the passenger’s side. (This had its sequel midway through the season when returning from a meeting at Snetterton. It was pouring with rain and the passenger remarked that it was possible to get much further down behind the racing screen than appeared possible at first sight. This was undoubtedly true for the aluminium floorboard had split and the passenger’s side was gradually subsiding on to the road! After that the passengers seat received the same treatment as the driver’s!) The car was then rewired to cope with two sidelamps, one headlamp, two tail lamps and one number plate

Pal lamp.

Instruments

consisted

solely of a 5” ‘C’ type

revolution counter, an ignition warning lamp and a water

temperature/oil pressure gauge. A fuel gauge was omitted and this proved to be a mistake for the calculation of fuel supplies turned out to be rather difficult. The car never ran out of fuel during a race but got dangerously near it on one oftwo occasions. After that we always erred on the generous side when estimating the m.p.g.!

Another excellent source of weight reduction was the substitution of a 36 amp/hour lightweight battery weighing 364 lbs for the 64 amp/hour batteries of the normal XK.120 which weigh no less than 70 lbs. Thus the mere substitution of batteries resulted in a weight saving of 333 lbs! — well worth the expense involved. Initially the new battery was mounted behind the seats, but under the

weight redistribution plan it was moved to the bulkhead on the passenger’s side. The offside headlamp was utilised to provide a cold air intake to the carburettors via a light alloy duct which was itself ducted to ensure an equal supply of air to each carburettor. Finally a metal tonneau cover was made up out of sheet aluminium and securely fastened to the body by cage nuts and bolts. The engine, clutch and gearbox were installed and the car was then ready for test. The complete car weighed

20 cwts.2qrts. 5 Ibs — a saving of nearly 4 cwts. over the standard XK when stripped for racing. The weight distribution seemed a little odd at first — having 1 1cwts. 5lbs. on the front wheels and only 9cwt.2qtrs. on the rear. However the addition of the driver plus several gallons of fuel produced a state of near equilibrium — the front of the car retaining the advantage by a few pounds. On test the car was quite impressive. The performance — especially the acceleration — was vastly improved as was the braking, but the handling was decidedly poor. The reduction in weight had raised the tail of the car to a much higher position than normal and this had been counteracted by fitting spacer blocks between spring and axle to provide an axle position midway between the bump and rebound stops when the car was fully laden. The tests showed that the clearance between the axle and the rebound strap was insufficient — the strap tending to lift the axle on acute corners. In addition there were definite signs of movement between the axle and springs via the spacer blocks — thus allowing the nose ofthe axle to move quite an appreciable amount in a vertical plane. The elimination ofthe spacer blocks cured both troubles,

and instead the spring cambers were reduced by 23 ins. — thus producing a near flat spring when laden. This also increased the distance between the axle and rebound stop, at the expense of the distance to the bump stop.

For 1954, Bob Berry was able to obtain the last of the lightweight special bodies (LT1), and his car — shown at Oulton Park — was then the fastest XK racing in the British Isles./.Lea

~, Further tests were carried out at Oulton Park on rear spring rates and two spring settings were eventually used. The first was the standard spring with the free camber reduced by 24 ins. and with one leaf removed (for short distance racing), the other being the competition spring with the camber reduced by 14 ins. only. This latter was only employed in long distance races where a full fuel tank was required, though it was used once or twice at Goodwood where the smoothness of the circuit made it possible to use these springs with a consequent reduction in the amount of roll. Standard shock absorbers were used with normal XK.120 settings. After experimenting with 6.00 and 6.50 tyres as sets and pairs, it was found that the 6.00 tyre at 30 lb.sq.in. front and rear produced the best results. At Goodwood the pressures were increased to 35 lbs. which seemed to improve the handling slightly on that circuit. Unfortunately the brakes still proved inadequate. After only a few laps the brake pedal travel became excessive, making it necessary to ‘pump’ to produce a reasonable travel. As the front brakes were self adjusting the trouble obviously lay with the rear brakes, and we finally decided to convert these to the leading shoe/self adjusting system as well. This proved none too easy for the welding and

alterations required to adapt front brake back plates to rear axle mountings caused not inconsiderable distortion of the plates. However the job was successfully completed after one or two attempts, and two separate master cylinders operating on a 60/40 ratio front to rear completed the system. In addition air was carefully ducted to both front and rear drums, the latter via a duct drawing air from scoops mounted on the side of the body. Ferodo produced some racing linings, Alford & Alder some line bored drums free from balancing holes and the combined result was most impressive. In fact it was found possible to outbrake practically any other sports car with the exception of the three disc brake ‘C’ types and the H.W.M. of Abecassis. Admittedly the braking became rough after hard usage and the drum consumption pheonomenal,

but at least we did have a car that would

stop whenever required. Praise must be given to the linings which, though emitting a high pitched squeak and

some smoke under extreme conditions, never once showed any signs of fade. Thus the middle of March 1954 saw MWK 120 ready to race having taken some four months to complete.

Bob Berry (/e/t) and the most effective racing XK120 ofthem all in the 1954 season. He is shown with John Lea who did the preparation work at Gretton garage. Note one-piece alloy body construction.J.Lea

~~ Ma ‘sen

Sy

UFR Bove os

al Racing a C-type The following account of racing a C-type Jaguar in Scandinavia, by Michael Head, is reproduced directly

from the pages of the Jaguar Apprentices’ Magazine Summer/Autumn 1959.

THE

SCANDINAVIAN

JAGUAR

APPRENTICES’

MAGAZINE

SAGA

Racing a Sports Car

By MICHAEL This is a story of a car, a driver, and his wife, who spent a very pleasant month in Finland and Sweden. I embark on the description with some trepidation regarding the correct slant to adopt. If I dilute it with underStatements it will act only as a soporific. If |exaggerate there are many people who may, for want of something better, read it and be aware of such falsehoods. If I set it down truly as it occurred I may still be accused of shooting something of a line. I must leave it to the reader to decide: indeed | am not quite sure myself which of these possibilities | have adopted. *«

|

*

*

September. 1953, through the help of Sir William Lyons, I obtained a C-type Jaguar which had been owned by Tommy Wisdom and raced almost exclusively by Moss and Rolt. Although the car was in brand-new condition | wanted to carry out some modifications and, equally important, to strip and reassemble it so that I really knew its construction in case of the need for hurried rectification. | therefore spent the five months of winter reducing the car to its component parts and rebuilding it with great care. My garage at that time was a primitive hut and I attracted some unpopularity by spreading various engine parts around the house to keep them clean and dry. I can still hear the female yell occasioned by the discovery of the cylinder head in the airing cupboard. By March. 1954, the car was ready and sufficient time had been allowed for some careful testing under controlled conditions in order to arrive at the correct settings of ignition, carburation and tyre pressures. The car. which was one of the original 50 series production types with drum brakes, was now arranged so that it could be entered in standard form as a series production car or. in a matter of four hours, could be converted into a rather livelier vehicle with double-choke carburetters. special camshafts. lightweight fuel tank. ete. It was with this standard car that I decided to do a series of international races in Finland and Sweden in May 1954. I put the car on a ship at London which was due to reach Helsinki in six days and my wife and I flew out a few days later expecting to find the car already there. But we had not counted on a strike by the stevedores and this delayed the ship by three

HEAD

days. Even when it arrived early one evening in Helsinki I could not persuade the captain to unload it until nine o’clock the next morning. Thus I missed all but five minutes of the first day’s practice. This taught me a lesson: never to be separated from the car on any future journeys to a race! HELSINKI - 10th May, 1954 This race, as were the others in Scandinavia. was for Series Production Sports Cars. The second day’s practice went well and I achieved the fastest lap time. However, for positions on the starting grid they introduced a novel method of making each competitor do a standing-start lap at the end of practice. My car was not well equipped for this sort of test and thus I found myselfon the second row ofthe grid for the race. The course was narrow, tree-lined and incorporated some gradients. Because of the hard Finnish winter the ground is only beginning to thaw out in May and this produces eruptions in the asphalt. These had been filled up the day before practice and the surface was therefore very loose in places. I had raced here twice before and was rather fond of the twisty mileand-a-half circuit. The “ straight’? was 500 yards and was approached and dismissed by slowish bends. I knew that I would have to make a careful plan in order to get to the front on such a narrow tortuous course and so I studied every inch of it on foot before the race. I decided that if | entered the straight right on the heels of the man in front I might squeeze past him by using the pavement which, for a certain part of its length, did not have a kerbstone and was gently contoured into the road. If I overshot this smooth transition | would probably wipe off the sump on the kerbstone! Everything worked out as planned and | entered the straight at the start of the third lap breathing down the neck of a Cadillac-Allard which, due to its good characteristics for a standing-start test, had started on the front row. The other cars. considering the year was 1954, were quite an agile bunch and consisted of three 12-cylinder Ferraris, several Chrysler- and Mercury-Allards. another C-type Jaguar, three XK 120’s and a Lago-Talbot. The driver of the Allard was not an “ after you Claud ” type, and

of

THE

JAGUAR

APPRENTICES’

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retained his position in the centre of the road. The pavement technique was therefore necessary and I got the nose of the car in front of him before the next corner. I was now kept in the fully-awake

condition

by

a

snarling

pack

of

Ferraris on my heels and for a lap or two it was my neck which received the hot draught. However. | gained a yard or two on every lap (there were 25 in all) and won the race by half the length of the straight. It might not bore the reader to hear something about the general arrangements to do with the race. The track ts in the “ Hyde Park ” of Helsinki and some high rocks in the centre provide a natural grandstand for thousands of people. There were 85,000 paying spectators that year and so the promoters probably collected at In the centre of least £30.000 from this source. the course there is an athletic ground, surrounded by a high fence, and this is used as the paddock. It has a good hard gravel surface and, as all spectators, hangers-on and pseudoofficials are kept out, it is ideal for the preparation of one’s car without being smothered by the human ants that seem to make their way into the paddock so easily in Great Britain. The course is bedecked with flags and at the end of the race the first three cars are paraded on the grid, the appropriate National Anthem of the winner being played while his flag is hoisted upwards. We have recently adopted

some of this pageantry in this country but have been slow in doing so. After the race, all drivers and mechanics are invited to a dinner in the best restaurant on a scale which would cost the individual several pounds if he were asked to pay. There is an excellent cabaret and the presentation of generous prizes. There are several other races during the day (Formula I] and III and motorcycle) so there is a big list of prize winners. | think this pleasant social rounding off to a sporting event is a very necessary ‘* decompression ”’ process and is of course paralleled by the cricket tea and the rugger pub crawl. The Finns are wonderful hosts and one can see that they use every bit of the gate money for drivers’ expenses, prizes and the welfare of the contestants. Thus ended the Djurgardsloppet of Helsinki which was the second time we had been lucky enough to win the race. I returned the next year in a D-type owned by Duncan Hamilton and, with a cable from him saying ‘* remember it’s the small pedal you must press,’ = we won the race again, making the hat-trick on this course. LAPEENRANTA

- 14th May

| had noticed this race on the International Calendar and had provisionally decided to take part depending on a clarification of the conditions. I met the promoters in Helsinki and, as

1 tema. SF -

The author (C-type Jaguar) is followed by {rae Fredlund, son of our distributor for Sweden, during the Stockholin race (S 9 54). It will interest vou to know that, mM elgnt vearys of racing with Jaguar and Jaguar-powered cars. Michael Head started in 160 races and never failed to finish.

324

THE

they offered reasonable inducements and we had plenty of time, I agreed to attend. We set off eastwards on Monday morning to cover the 100 miles to the event. It was bitterly cold and the road ran parallel to the Baltic which was still frozen. My wife was jammed into the passengers’ seat with the spare parts and a suitcase beside her. The road was appalling for an open car with such small ground clearance. Frost blisters had pushed stones above the surface, logs of wood had been tossed out of insecure timber lorries and the whole surface was a sea of mud as a result of the thawing of the dirt road. Several times we thought of going back but when one has already come all that way from England one does not lightly change one’s mind. Every “ clonk ” as a stone hit the sump caused my eyes to become riveted on the oil gauge in futile assurance that all was still well. Such impacts were too frequent and the mud too deep, for any inspection underneath the car to be worthwhile. When we arrived at the town I had a quick look at the course and did not like it at all. It was a squashed quadrilateral in shape, with a hairpin at each end. The majority of the track was hard surfaced but the sharp bends were loose gravel. The local boys had obviously been practising furiously and had caused the surface to bank up at the corners. Anyway, the first thing to do next day was to clean all the mud off the car and prepare it for racing. My first feelings after practising that evening were that the course was so rough and the driving of some of the other competitors so unconventional that the whole thing would prejudice my chances of taking part in the much more important race in Sweden the following week. Also, as I drove from the track the engine went very rough and I thought that the vile mixture of mud and dust that the car had been breathing had affected a valve. However the compression gauge that I carried indicated that the valves were all right and the trouble was due to two defective sparking plugs. Encouraged somewhat, I decided to start in the race and to see how things turned out. Because of my somewhat cautious and exploratory attitude in practice, I was on the second row at the start. We all got away together and after a few laps I found that this dirt-track stuff was really great fun, if highly unconventional for a race on the international calendar. The local lads had XK 120’s and Allards so I undoubtedly had the fastest car and can take little credit for the result. The Finn is a tough chap with lots of spirit at all times. Add to this basis the ‘* kick ” of a fast sports car and the vociferous backing of his friends and relations and the result is climacteric. The track ran through the forest with a low bank on each side. Several of the Page

JAGUAR

APPRENTICES’

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drivers with local knowledge used these banks as a means of assistance around the corners! If they overdid it, which they frequently did, they mounted the bank and disappeared into the forest to reappear further down the course and continue on their way. Obviously they had done a good reconnaissance of the escape routes. This treasure hunt continued for 20 laps and by dint of the extra speed of my car and a more conventional way of cornering | emerged from a thick pall of dust, stones, and fir cones to be faced by a cheerful man with a chequered flag. Immediately the race was over, a Finn whom I had met at previous races in Helsinki, came up to me in a great state of anger and holding the remains of a wire wheel. He erroneously thought I had something to do with the factory and complained bitterly that the wheel had collapsed, and would I convey his extreme displeasure to Jaguar Cars Ltd. As I had seen that he was the greatest exponent of the technique of cornering on the door handles and scampering in the forest, my powers as a diplomat were tested to the full. As usual in Finland, we were looked after with the greatest of kindness by these most charming people. There was a splendid banquet in the evening and we were given a guide who looked like Terry-Thomas and whose sole contribution to our language was when he lifted his glass and said “* Astonishing Luck ” in the pure tones of T-T! The prizes were handed out and my wife was given a beautiful bouquet of flowers and an enormous box of chocolates by the president of The Auto Club. Organising a motor race is a very expensive business and one must admire the energy and enthusiasm of these people who did so in a locality where spectators were bound to be few and money in consequence would be very scarce. My description of the state of the track and the driving methods of some of the competitors will I hope be taken as factual and not critical. Even though we shall not be able to race there again we have nothing but admiration and affection for the people of Finland. My wife, who was beginning to thaw-out and recover her composure, had now to face again the journey back to Helsinki. From there I persuaded her to ride in a bus for the 120 miles westwards to Abo whilst I went ahead in the car. We stayed in Stockholm for two days and I was able to give the car the necessary attention for the next race. On 17th May we covered the 110 miles northwards to Hedemora.

HEDEMORA - 21st May We arrived in time for me to make a thorough study of the 44 mile course which I had not seen before. It had quite a fast stretch on the eastern 13

529

THE

JAGUAR

APPRENTICES’

MAGAZINE

side and some undulations through the forest on the west. I bicycled around the course, getting off at various places to judge the shape of the corners, degree of camber and texture of the surface. The first day’s practice went well and I was satisfied with the car. Although | had been allotted a garage, it was some way from the hotel and, as the weather was perfect, I left the car outside during the night. On starting up next morning preparatory to doing the normal maintenance the most awful rattle came from the engine. | was certain that a worn bearing, drained of oil during the night, had now made its presence known. Switching off, I sat there deciding how long it would take me to fit new

The

Author

bearings. Then, simply to detect the offending bearing, | opened the bonnet and listened to the noise. It was evident that the clatter came from the air box leading to the carburetters. This collected cold air from a scoop in the radiator cowl and, with a mesh to allow for excess to escape, led the air to the engine. The noise was generated by a _ large bolt bouncing in the metal box. If the car had moved at any speed this bolt would certainly have entered the engine with unpleasant. effect on a valve or a piston. Now the strange thing was that neither this thread nor size of bolt was used on this car. It could not enter the scoop while the car was in motion and it could only be introduced by opening the bonnet and placing it in the airbox. It was quite impossible to think that any Swede would do such a thing: he makes almost a fetish of good sportsmanship. Neither could I suspect any of the other foreign drivers and | did not flatter myself that it was worth the while of anyone to “‘nobble” the car. | never found the true explanation. The ,second day's practice went well and | found myself on the front row for the race. The cars were mostly the same as at Helsinki and after the Le Mans type start, the Swedish-owned C-type was in the lead. I was second and had the two Ferraris on my tail. On the second lap the other C-type overdid it just past the start line and finished in the ditch. The car was severely Page

326

damaged but the driver was luckily unhurt. | had been keeping a watching brief on his tail and was now in the lead. It was an interesting course and quite fast in places. Some of it undulated through a wood and mistakes could not be laughed-off or disguised due to the trees and deep ditches on both sides of the track. The race distance was 100 miles, we were doing about 130 m.p.h. on the open part of the course and my average was 90 m.p.h. for the full distance. My lap speed had been higher but after the demise of the other C-type I was able to rest my car for the last quarter of the race and managed to win by a sufficient margin. The prizes were presented by Prince Bertil of Sweden and were accompanied by national music and the hoisting of flags. We were all entertained in the evening with typical Swedish hospitality. The reader may be wondering whether I went to Scandinavia for the racing or the joviality! The next day we loaded up the car, piling the luggage and tools on top of my wife, and covered the 300 miles to the west coast port of Gothenburg. The car performed as if it had been leading the most sheltered life and showed no signs of having done 3 races, 5 practice sessions and 800 miles of atrocious road work. We arrived in England towards the end of May and I put the car back into non-standard form. Apart from removing the cylinder head to smooth out the indentations of foreign soil, no other work was necessary. The car was raced almost every week-end during the next three months. STOCKHOLM - 5th September 1954

With the car returned to Series Production garb I shipped it to Gothenburg via Tilbury and drove it the 340 miles to Stockholm for an International race of 25 laps on an_ airfield course. I stayed with some friends and, as they took the incident of the bolt at Hedemora much more dramatically than I did, they insisted on locking up the car every night. Everything went well in practice and the race, and I had a good tussle with my Swedish friend who had rebuilt his C-type since its crash. We passed and re-passed each other several times, his car being faster on the straight and it occurred to me that I had perhaps overworked my car to some extent. However, at each of the two hairpins | was able to brake-later than he could, and managed to build up a lead of 100 yards. The pleasure of winning the race, augmented by a large cheque, was a fitting present for my birthday. I drove the car back to Gothenburg the next 14

THE

day, cruising happily on the straight smooth road at well over the 100 mark. The car had thus won 4 races and covered over

1,500

miles

of

road,

sometimes

under

atrocious conditions, in order to get to these places. I hope in this story I have not appeared to take undue credit for guiding the car in the right direction. I will claimsome credit for the arrangements necessary to get to these places in raceworthy condition and at the right time. Failure to fulfil one’s obligations can, quite rightly, mean no starting money, and the expense of getting to these distant parts is quite considerable. We kept our overheads as low as possible by being a team of only two and proving that the car was capable of getting there and back under its own steam. My wife acted as a very essential part of the team by checking on currency and papers, prodding me on things that had to be done, getting us settled into hotels when I was busy with the car, signing-on before races, collecting

JAGUAR

APPRENTICES’

MAGAZINE

practice times, and all the hundred-and-one points that have to be thought of. As things turned out, it was a very profitable series of races and it more than covered the cost of racing for the whole season. In conclusion I would like to pay a tribute to the kindness of the Finns and Swedes. Motor racing on the Continent was in those days done with more of a flourish than it was in England. The courses were decked out with the flags of participating nations, music played and _ spectators were wildly enthusiastic. Foreign drivers were met on arrival, shown to their hotels and garages, entertained to lunches, conducted on tours on non-practice days and lavishly entertained after the race. I have seen some pretty lonely looking foreigners at various British races and I think it is high time we did something about it.

So ends this tribute to a wonderful car— perhaps the last of the sports cars which could be driven all over the continent and was yet able to give its driver a good chance of success.

Sy

Appendix Four

Contemporary Reports on XK120 and C-type

he Jaguar XK120 was announced in a rush, so that it could be shown (in unfinished form) at the first postwar London motor show in October 1948. Although there had been a degree of participation in racing previously, Jaguar Cars Ltd had shown no inclination to get involved in that form of motoring competition. Wisdom’s and Appleyard’s wins in the Alpine Trial, and Harrop’s success in the Monte Carlo and RAC Rallies, had shown that Jaguar was quite capable of making high-performance cars for rugged road contests; but racing was another matter. On Ist October 1948, the very distinguished-looking Jaguar MK V saloon had been announced, with the familiar 2.7 and 3.5-litre ohv engine options and an impressive new chassis design. Exactly three weeks later — at a hastily-convened eveof-show preview in William Lyons’ favourite West End Hotel, the Grosvenor House — this statement was issued: 120 M.P.H.

BRITISH

CAR FOR

WORLD

MARKETS

sensational, this being less than half that of cars within measurable distance of the Jaguar’s specification. The car is offered with a choice of two engines, either a 4-cylinder of 2-litres capacity or a 34-litre 6-cylinder. Eighty per cent of the first year’s scheduled output has already been sold to America where the demand is msistent for a hgh quality Sports Car with a racing car performance.

The statement was dated 22nd October and signed by Ernest William Rankin as P.R.O. for Jaguar Cars Ltd. (The car itself could not be got into Grosvenor House, and Jaguar’s press guests were whisked off up Park Lane to get a showroom glimpse of the new car in Henlys’ showroom). Besides that short announcement there were eight sheets of specification on the equally-priced 2.0-litre XK100 and 3.4-litre XK120, but only the latter would come to fruition. A small leaflet was issued on the two models, however, and that is the first item to be reproduced in this appendix. Contemporary opinion and comment pursued

Record-breaking Jaguar Engine to go into production

Rankin’s “‘sensational’’ theme, and the car was the star of

Jaguar Cars Ltd announce the introduction of anew Super Sports Car to be shown for the first tume to the general public at the

the 1948 show. The other XK features on the following pages are reproduced by permission of I.P.C. They are as follows:

International Motor

Exhibition at Earls Court.

Powered by an

entirely new engine of the type used by Lt. Col. Goldie Gardner in his recent world record achievement of 176mph, this car 1s capable of speeds far higher than that of any sports car yet produced for normal use. Sensational as its performance 1s, the price of £988 is even more

The Autocar’s hurried 29th October 1948.

one-page

announcement

story,

Follow-up story by The Autocar on 17th December 1948.

O29

Show

demonstration

alloy-bodied

November

Geneva

“‘Bira’’-raced)

of the prototype

First road-test

car,

16th

The Motor,

1949.

CULAR?

a

Announcement of mild “‘competition specification” , model prior to introduction of Special Equipment (““XK120M” in the USA), The Autocar 17th August 1951.

iia

ey

\ \\ \

* Definitive technical description of standard (steel-bodied) XK120 roadster, Automobile Engineer, July 1950. (This above all, shows that it was a touring car design with which

\2

THE

ADN ANCE

XN

J

Jaguar first went motor-racing).

woo non

“4Q0 *° ee

technical description of the 1951 model, The Motor roadtest and cutaway drawing of Autumn 1952, and (for the

os

SU

se

or C-type, is covered here by The Autocar

The XK120C,

he

record) a reproduction of the token catalogue.

courtesy

SAGIENT In this new technical

range

knowledge

the Jaguar Company

In addition

of Jaguar

available

nearly

SEEAILUIRES®

engines

to-day

on

all compromise

naturally

O)F

in design

aspirated

petrol

Sake) has been

engines.

JAGUARS

eliminated.

Tests

carried

Each out

on

GR EsmexciGae

engine the

can

be truthfully

completed

units

have

thousands

of hours, extensive

engine, loaned to Colonel Gardner when he broke the world modified pistons to give a higher compression ratio.

speed

record

road tests at home

in the 2 litre class at

and abroad 176 miles

have

been

of the

Motar~

INIGIINIES stated

to

shown

incorporate

the

wisdom

all the

carried

out

per hour, is a completely

and

it is significant

standard

most

of the decision

nine years ago to develop an engine on these lines.

to bench tests, totalling many

teste

eae

unit

with

advanced taken

by

° that the 2 litre the exception

of

From the following condensed resume of the more important features of the Type XK engine, it will be seen that no reliance has been placed upon the use of new or untried inventions. Instead, a blend of known and proved detail designs of the highest efficiency has resulted in the creation of a production engine of unparalleled quality and performance. The following are some of the more important points: (1) Hemuspherical head of high strength aluminium alloy, (2) kalve seatings of special high expansion cast iron (3) Induction system, including the valve ports, were designed in collaboration with Mr. alloy are shrunk into the combustion head. Harry. Weslake. generally accepted as the (5) Oilinge svsten; chain, act directly on the valves through floating tappets. (4) Twin overhead camshafts, driven by a two-stage foremost expert in this particular science i] ; / / ’ CXCEL ally large capacity oil pump with iarge diameter ei wileries. a feature which ensures an adequate supply of cool lubricant and eliminates frothing. (6) Exhaust valves of high grade austenetic steel immune from lead at ( (7) Water enculation direct flow across the head froma high pressure pump. The head is fed by a gallery alongside the hlock which ensures equal distribution hemveen all cvlinders. The cooling to the block ix controlled ata coastant temperature by means of restricted circulation (8) The crankshaft isa 635 ton steel forging. adequately counterwei the main hearings in both four and six evlinder engines are 2%” diameter These hearings are larger than have ever been / previously used on p nger car engines of simila are responsible to a large degree for the exceptional smoothness with which these engines deliver their power, which is main ed up to the high maximum r.pan. of wi WIE ¢ sare capable The four evlinder hay three bearings and the six cvlinder hay seven bearings. The hearings them-

velves are

rings,

330

of the

which

tests

Vandervell thin shell type show

give

over

100

per

and have

cent,

increase

shown on test to have practically in life to the bores

unlimited

lite

(9)

Pistony—are

Aerolite ahaminiun

alloy, fitted with chromium

plated top

inka) Eel) Fe Whilst

appearance and

the Type

and comfort

distinction

seldom

NK

Jaguar

are

of the

found

afford perfect comfort,

when

in

not

AGIUTA RS 172.0)

“Super

Sports

highest

in high

upholstery

XK order.

performance

whilst

complete

Model

Perfect sports

weather

has

been

streamlining model

The

SaING

designed

combined generous

eT ©IWIRUINIGS

with

every

consideration

with sweeping width

of

protection

ts provided

by hood

tail which

also carries

the

the

TERS

contours

cockpit

and side

directed

endow

(s2 inches)

curtains

which

to performance,

this car and

are

the deep,

stowed

use

\ capacious

luggage

compartment

Is provided

in the

spare

wheel

in

a separate

compartment.

its

with a beauty resilient

out of sight

SAS

a

Daal

seas Coa adele ce ee

MO

Oe

Ay

G

en an DIRE

ENGINE. Four cylinder 7o° twin overhead camshaft; 2 litre Jaguar engine; 80.5 mm. bore x 98 mm. stroke; 1,995 c.c. developing 105 b.h.p. at 5,000 r.p.m. ; Compression ratio, 7 to 1 ; highest grade cast iron block ; cylinder head of high tensile aluminium alloy with spherical combustion chambers; aluminium alloy pistons; light alloy connecting rods; forced lubrication throughout by submerged pump through Tecalemit full flow floating suction filter; twin S.U. horizontal carburetters with

set

3S Sl

(kilapiis

ENGINE.

bevel

rear axle;

overall

gear

34 litre Jaguar

lubrication throughout by submerged pump through Tecalemit full flow floating suction filter ; twin S.U. horizontal carburetters with electrically

shaft

hypoid

Is@ Ip lslt

camshaft

cylinder head of high tensile aluminium alloy with spherical combustion chambers ; aluminium alloy pistons ; light alloy connecting rods ; forced

shaft

bearings;

88920?"

engine ; 83 mm. bore x 106 mm. stroke ; 3,442 c.c. developing 160 b.h.p. at 5,000 r.p.m. ; compression ratio, 7 to 1 ; highest grade cast iron block ;

controlled choke;

roller

XK

Six cylinder 7o° twin overhead

electrically controlled choke ; counterweighted crankshaft, 2}” diameter in three steel backed bearings. TRANSMISSION. Four-speed single helical gearbox with synchromesh on 2nd, 3rd and top; remote control centrally positioned gear lever; Borg & Beck 10” diameter single dry plate clutch ; Hardy Spicer propeller in needle

yl

2@aaer Ngee

counterweighted crankshaft,

2?” diameter

in seven

steel backed bearings. TRANSMISSION. Four-speed single helical gearbox with synchromesh on 2nd, 3rd and top; remote control centrally positioned gear lever;

Borg & Beck 10” diameter single dry plate clutch ; in needle

roller

bearings; hypoid

bevel

Hardy Spicer propeller

rear

axle;

overall

gear

ratios; 1st 13.79, 2nd 8.1, 3rd 5.59, top 4.09. SUSPENSION. Independent front suspension by wishbones and torsion bar ; telescopic hydraulic dampers ; half elliptic rear springs with Girling P.V.7 dampers STEERING. Burman re-circulating ball type, positive and accurate at all speeds ; 18” diameter steering wheel. BRAKES. Girling full hydraulic two leading shoe brakes ; 12” diameter Millenite drums fitted with cooling ducts ; friction lining area, 184 sq. ins. ELECTRICAL EQUIPMENT. Lucas 12 volt de luxe with 64 ampere-

ratios:

hour battery ; constant voltage control dynamo ; vacuum and centrifugal automatic ignition advance; flush fitting head lamps and wing lamps.

hour battery ; constant voltage control dynamo ; vacuum and centrifugal automatic ignition advance; flush fitting head lamps and wing lamps. INSTRUMENTS. 120 m.p.h. speedometer ; revolution counter ; petrol gauge; oil pressure gauge; water temperature thermometer ; ammeter ; clock; twin bladed screen wipers; electric petrol reserve tap with

INSTRUMENTS.

120 m.p.h. speedometer ; revolution counter ; petrol

gauge ; oil pressure gauge ; water temperature thermometer ; ammeter ; clock ; twin bladed screen wipers; electric petrol reserve tap with

warning light. FUEL SUPPLY.

From

15 gallon rear tank with reserve supply ; twin

S.U. electric pumps. WHEELS AND TYRES. Pressed steel, bolt-on disc wheels with wide base rims; fitted with Dunlop 6.00” 16” tyres. BODY. Aerodynamic two-seater body of aluminium on laminated frame; capacious luggage locker in tail with separate spare wheel compartment ;

individually DATA.

adjustable bucket seats.

Piston area sq. ins. per ton, 30.1;

r.p.-m., 19.7;

top gear m.p.h. per

1,000

top gear m.p.h. at 2,500 ft. per min. piston speed, 76.23 ;

litres per ton-mile,

dry, 2903.

Awe

ground

clearance, 73”;

Gan Uae Aaa

SUSPENSION. Independent front suspension by wishbones and torsion bar; telescopic hydraulic dampers; half elliptic rear springs with

Girling

P.V.7 dampers.

STEERING, Burman re-circulating ball type, positive and accurate all speeds ; 18” diameter steering wheel. BRAKES.

at

Girling full hydraulic two leading shoe brakes ; 12” diameter

Millenite drums fitted with cooling ducts ; friction lining area, 184 sq. ins. ELECTRICAL

EQUIPMENT.

Lucas 12 volt de luxe with 64 ampere-

warning light. FUEL SUPPLY. From 15 gallon rear tank~with reserve supply ; twin S.U. electric pumps. WHEELS AND TYRES. Pressed steel, bolt-on disc wheels with wide base rims; fitted with Dunlop 6.00” « 16" tyres. BODY. Aerodynamic two-seater body of aluminium on laminated

frame ; capacious luggage locker in tail with separate spare partment ; individually adjustable bucket seats. DATA.

Piston area Sq. Ins. per ton, 45.48;

I.p.m., 22.1;

wheel com-

top gear m.p.h. per 1,000

top gear m.p-h. at 2,500 ft. per min, piston speed, 80 ;

litres per ton-mile, dry, 4250.

PRINCIPAL DIMENSIONS. Wheel base, 8’ 6"; track front, 4’ 3”; track rear, 4’ 2”; overall length, 14’ 0”; overall width, 5’ 1”; overall

height, 4’ 2";

Ist 12.3, 2nd 7.23, 3rd 4.98, top 3.643.

CN

dry weight,

INS

21} cwt.

approx.

eae)

PRINCIPAL

DIMENSIONS.

Wheel

base, 8’ 6”;

track front, 4/ 3";

track rear, 4’ 2”; overall length, 14’ 0”; overall width, 5‘ 1”; overall height, 4’ 2”; ground clearance, 74"; dry weight, 224 cwt. approx.

SOY AB IN a GRE

ES NG

yi A

Printed in England by A.B. &S.

NSD Ltd., Leicester

Reprinted from Autocar October 29, 1948 NEW

CARS

DESCRIBED

A _ well-proportioned body gives the new Jaguar Super Sports two-seater very fine lines. There is a choice of two engines, the four-cylinder being the production version of Lt.-Col. Goldie Gardner's record engine.

Jaguar

Speedster

weight as possible. been given twin

Super Sports Two-seater: 160 b.h.p. from a Twin o.h.c. Engine a

HERE is an exciting new Jaguar to thrill the fast-motoring fans. It is two-seater with new high-efficiency

twin-overhead camshaft engine. The chassis follows the lines of the recently announced Jaguar Mark V saloon, but it has a shorter wheelbase, and the rigid straight-sided box-section frame needs no cruciform and economises in weight [Independent front suspension with widebase wishbones and torsion bar springs is fitted.

There

will

be a choice

of six-

cylinder 3}-litre and four-cylinder 2-litre engines, and perhaps the most surprising matter

is the

relatively

low

price,

£988

plus purchase tax £275 3s 11d, total £1,263 3s tid, irrespective of engine size When Lt. Col. Goldie Gardner recently established the new 2-litre class record of an easy 176 m.p.h., he had in his car a four-cylinder prototype of the new engine, which was modified to a ro to 1 compression ratio and developed over 140 b.h.p These new X.K engines have been designed to incorporate the most advanced yet well-proved points of technical knowledge. The design really starts

with a massive crankshaft having journal bearings of 2}? inches in diameter, made of 65-ton steel, and suitably counterweighted. This shaft is carried in seven hearings

on

the Six,

three

on

the

Four,

and the bearings are supported in webbed walls in the monobloc casting of cylinders and crankcase. This block is well ribbed for rigidity, and there is a strong tie between the bearings and the head. Now comes a very important part ol the design. The detachable cylinder head is made of a high tensile strength aluminium alloy, the combustion chambers are of hemispherical shape, and the valves are overhead and set at an angle of 70 degrees, with the sparking plugs offset between them. The valve seats are ot a special high-expansion cast iron alloy and are shrunk into position. The inlets are larger than the exhausts, and the exhaust valves are made of corrosionresistant Austenitic steel. The induction system and combustion chambers were designed in collaboration with H Weslake and Company to achieve the

maximum

tlence

the X.K

has

overhead camshafts, with the cams operating upon the hard crowns of light floating piston-like tappets working in guides. The valve stem bears upon the underside ot the piston, and clearance adjustment is set by small pads or “* biscuits’’ of selected thickness. Lubrication of this valve gear is cleverly arranged so that the

pistons and cams are in an oil bath, but the valve stems are guarded from swamp ing by means of a draining gallery. The twin camshafts are driven by a very neat

arrangement

chains. An extra

of

two-stage

large oil pump

twin

picks

up oil

through

a floating

filter and

through

a full-flow

filter to all bearings,

delivers

it

right up to the gudgeon pins through tubes in the light alloy connecting rods I'rom a high-pressure pump the wate flow is directed across the cylinder head, and the block is controlled at constant temperatures by a restricted circulation Sao

Se BOLT CATION

Engine.—6

cylinders,

83 x 106 mm

(3,442

c.c.); 4 cylinders, 80.5x98 mm_ (1,995 GiG:) Overhead valves, hemispherical combustion chambers, twin overheacl camshafts; two-stage duplex chain drive

filling of the cylinders through

the wide range of engine speed, to ensure adequate turbulence in order to obtain

smooth combustion without high pressure rises, and with effective scavenging during the exhaust stroke. As the cylinders are adequately filled, it is possibl« to obtain a high power output without recourse to a high compression ratio. For an engine to be able to rev freely, it is essential that the valve mechanism should have as small reciprocating

Counterweighted

steel

bearings

3

for

Six,

crankshaft;

bearings

for

7

Four

Pump lubrication with floating and full- | flow filters. Pump water circulation. | Twin S.U. carburettors Compression TACO tos. Six, 160 b.h.p. at 5,000 mpun. Wour, 95 b-hopl at 5,000 rpimTransmission.—Single-plate clutch. 4speed gear box with synchromesh on Ry | Central change. Gear ratios: Six lop 3.634, third 4.98, second 7.23, |

first

12.3

to

1.

Four:

Top

4.090,

third;

5.57, second 8.1, first 13.79 to 1. Hardy Spicer open propeller-shaft and hypoid | bevel final drive. Suspension.—I'ront independent; wishbones and torsion bar Rear, half-' elliptic Brakes.—Girliny hydraulic two-leading-

shor Steering.—Burman

i re-circulating

Fuel System.—15-gallon S.U. fuel pumps.

Wheels

and

Tyres.—Pressed

Twin

steel

wheels with Dunlop 6.00x16in wide-base rims. Electrical Equipment.—re-volt

with 64 ampére-hour fitted head lamps

ball

tank.

battery.

Lucas Flush-

Main Dimensions.—Wheelbase, 8ft Track (front); 4ft 3in} (rear); 4ft Overall length, 14ft; width, 5ft height, 4f{t 2in. Ground clearance, Unladen weight; Six, approx. 22

Four,

approx.

21)

disc |

tyres; 1 ' 1 1 1 1 1 1

6in, 2ins 1 tin;

7}$in. ewt.

cwt

This is the 3}-litre six-cylinder engine which can be supplied in the new speed model. Printed in E neland by

The

Cornwall

Press

Ltd.,

Paris Garden,

London,

S.E.1

RPS617—H8640

‘Hee

NEW

CARS

DESCRIBED

Further Particulars of the New

Jaguar

Type

XK

100

and

120

Super Sports Models

Prescription NNOUNCEMENT the space

Show, in

Show

and

the

issues,

at the opening of need

to conserve

somewhat

cur-

tailed the description which could be accorded to the new Super’ Sports Jaguars. By virtue of their mechanical design, their fascinatingly graceful appearance, the promise of high performance, and relatively a very modest price, these cars have aroused so much interest that an amplification of the original description, which appeared in The Autocar of October 29, page 1073, seems desirable. That description included the mechanical _ specification, and gave details of the new four- and six - cylinder twin - overhead - camshaft engines. Now follow some details of the coachwork.

The 3}-litre Super Sports Jaguar engine, showing one of the twin overhead camshafts, the valve gear and hemispherical combustion chambers.

334

tor

Designed to offer minimum air resistance, the body is streamlined from end to end and is devoid of excrescences. It is constructed of aluminium panelling on a laminated framework. The Lucas head lamps are a_ specially developed type to give suitable light for fast Continental motoring at night; they are countersunk at the correct height into fairings between wings and bonnet, and there are small side lamps streamlined along the top.of the front wings. There are no exterior door handles. The windacreen is of the V-type, strongly supported at the outer ends and in the middle ; it is of sufficiently large area to give free vision and good protection, and is

considerably

air

resistance

sloped

as

to

possible.

cause

as

little

Speed This body is a two-seater, 52in. wide in the driving compartment, with a wide door on each side carried on concealed front hinges. The streamlining of the front wings is carried through the length of the body to a point about two-thirds of the height of the rear wings, which are closed off by easily detachable valances. Such construction provides doors of considerable “hollow _ thickness,” and advantage is taken of this to provide pockets within the doors able to accommodate a number of odds and ends. One feature that immediately strikes the eye is the low build. It is made possible by the low transmission line afforded by the hypoid bevel rear axle, and advantage is taken of the low floor

Autocar

main unless

Looking down into the cockpit of the Jaguar.

Note the interior width and the size of the seats, also the position of the steering wheel, and the short and handy remote-mounted gear lever.

to provide seats of considerable size with high backs. The seats are wide and comfortable, and are independently adjustable for leg reach. Their back rests are not over-sloped rearwards. The steering wheel is more nearly vertical than usual, and has a telescopic mounting so that the driver can suit himself, and the top of the rim is not sufficiently high to interfere with the vision of a man of normal stature. The seat backs tilt to give access to a considerable space behind them, which is under cover of the body shell. The interior of the body and the seats are trimmed in two shades of leather, ABRIDGED

A

ratio, 7 to 1. Six, 160 b-h.p. at 5,000 r.p.m., Four 95 b.h.p. at 5,000 r.p.m. Transmission : 4-speed gearbox with synchromesh on 2, 3 and 4. Ratios : Six—top 3.634,

third top

4.98, second 4.09,

track

third

7.23,

5.57,

first 12.3

second

Dimensions: (front),

length, Ground approx.

4ft.

ably accessible.

SPECIFICATION

Engine : 6-cylinder, 83> 106 mm. (3,442 c.c.): 4-cylinder, 80.5 «98 mm. (1,995 c.c.). Compression

Main

A similar type of toggle holds up the alligator bonnet top when it is opened. The catch is controlled from inside the car. When the bonnet is opened there is a sight to delight the eye of the enthusiast—a bonnetful of overhead camshaft engine, with nicely polished aluminium covers over the twin camshafts. On the left side are the stove-enamelled triple branches of the exhaust manifolds, and on the right the twin S.U. carburettors and twin fuel pumps. Most of the components to which one pays attention for tuning purposes are high up and reason-

3in.

to 1 : Four—

8.1, first 13.79

Wheelbase, ; (rear),

8ft.

4ft. 2in.

to

1.

6in. ; Overall

14ft. ; width,

5ft. tin. ; height, 4ft. clearance, 74in Unladen weight, 22 cwt.; Four, approx. 21) cwt.

2in Six,

cal

nleasing

to

the

eye.

The

instruments

and minor controls are grouped in a central panel ; on the left side of it is a arge-dial rev. counter, and on the right a corresponding speedometer reading ‘to 120 m.p.h. Ammeter, oil pressure gauge, water temperature gauge, and fucl gauge are

provided

; there

is also a clock.

There

is an clectrically operated fuel reserve control with a warning light, and the feed trom the 15-gallon rear tank is by twin S.U. electric pumps. Enclosed

Luggage

Space

Within the flowing tail of the body is a luggage locker of considerable length and width, and beneath the floor of this is a separate compartment housing the spare wheel. Whe lid of the locker is hinged to lift upwards, and is provided with a smoothly operating toggle device to hold it open. The filler of the fuel tank is inside the boot, so that it is automatically locked.

Printed

in

England

by Adams

Bros.

&

Shardloz

Piece

of Work

design,

for

the

engine,

transmission,

suspension and frame of the Super Sports Jaguar are of a definitely high order. The engine in particular is a beautiful piece of work; it has all that modern experience deems necessary to render it able to deliver the kind of high performance which can be tuned higher if required

neige and dark brown, and the instrument panel and facia are similarly treated. This gives a finisn which has character as well as being merely

Beautiful

The foregoing notes really cover the trimmings which go with a fine mechani-

in the future.

Moreover,

so many

of the points which make for exceptional output are “what the doctor orders” for smoothness of running. For example, the stroke-bore ratio is not high, approximately 1.23 for the 2- litre and 1.27 to 1 for the 34-litre, and as the crankshaft journals are of large diameter (2gin.), the crank-pins have a fair overlap in the webs, and a stout crankshaft

is the result in both of the available engines. These crankshafts are counterweighted and carried in bearings which are particularly well supported in the considerably webbed monobloc cylinder block and crankcase, so that all is set for high-revving capabilities. The cylinder barrels are separated with water spacing all round, reaching to the foot, to keep distortion under heat at bay. It is of course useless to design the

reciprocating the

valve

parts

gear

for

high

is similarly

revs.

treated,

for valve-spring surge and valve bounce will set in if the reciprocating masses of the valve mechanism are heavy. The answer to that problem is to use twin overhead camshafts with cams that act straight on to featherweight piston-type tappets surrounding the head of the valve stem. And modern duplex roller chains provide a simple, reliable, and quiet means of driving overhead camshafts. The cams and tappets work in oil baths, but drainage galleries prevent the valve stems from being overlubricated. It is well known that one of the best shapes for combustion chambers is the hemispherical, presenting minimum heating area, short flame travel, and various other advantages. So inclined overhead valves are set in hemispherical combustion chambers in these Jaguar engines. Maximum advantage is not obtained from this cylinder head design unless a lot of research is made into relative sizes of inlet and exhaust valves, the shape of the ports and the free full flow of the gases in and out. For this an acknowledged specialist was called in, Mr. H. Weslake — with remarkable success, it may be added, because a prototype of the four-cylinder engine, with little alteration beyond a compression ratio raised from 7 to 1 to 10 to 1, was able to develop over 140 b.h.p. and enable Lt.-Col. Goldie-Gardner to establish a new record in the international 2-litre class with his famous car. Light

Alloy

Head

In order to keep the new engine light, the detachable cylinder heads are made in a special aluminium alloy, with inserted hard valve seats. The pistons also are of aluminium alloy and have chromium - plated top rings which increase the life of the cylinder bores. Then another point is that a high-duty engine must have a good _ lubrication system as well as a good water - cooling system if it is to stand up to prolonged spells of full power output. This has been taken care of by employing an unusually large gear-type oil pump which feeds a considerable volume of lubricating and cooling oil through large

galleries to all the bearings. Among other features of these cars to which attention should be especially directed is the design of the frame, with its straight - sided large box - section side members. Another is the torsion bar independent front suspension, in which the unsprung weight is kept at a minimum by an ingenious use of ball joints between wishbones and king pins. The Girling brakes are fully hydraulic, with two leading shoes, and are in Millinite

drums

of 12-inch

diameter,

with a lining

area of 184 square inches; the back plates are provided with air ducts for cooling. Finally it may be noted that the top gear of the 2- litre gives 19:7 m.p.h. at 1,000 r.p.m. and the 3$ -litre 22°1 m.p.h. at 1,000 r.p.m,

The 3!-litre engine in the XK120 model with its polished aluminium covers with the twin overhead cam-

shafts. There are twin S.U. carburettors and twin fuel pumps.

iii

eNom

Once ne Lrereenrey

oo)

Reprinted from ‘The Motor,’ November

“(ae

16, 1949

Continental Road Test No. 7C/49 Type: XK 120 2-seater

Make: Jaguar Makers: Jaguar Cars Ltd., Coventry

In Brief

Dimensions and Seating Price GROUND CLEARANCE

£275

747

| JAGUAR

1

SEAT

XK 120

SCALE 1:50

“

TO HOOD

}

£988,

plus

purchase

3s. 11d. equals

tax

£1,263 3s. 11d.

Capacity : . 3,442 c.c. Unladen kerb weight 25} cwt. Fuel consumption 19.8 m.p.g. Maximum speed 124.6 m.p.h. Maximum speed on 1 in 20 gradient 108 m.p.h. Maximum top gear gradient 1 in 7.1 Acceleration, 10-30 m.p.h. in top .. §.7 secs. 0-50 m.p.h. through gears 7.3 secs. Gearing 22.1 m.p.h. in top at 1,000 r.p.m. 79.5 m.p.h. at 2,500 ft. per minute piston speed.

Specification Engine

=

ssiacecl ff

DOOR WIDTH”

=

Cylinders ae ts Bore .. oe ac Stroke .. Cubic Capacity Piston area. Valves .. aie Compression ratio ..

cs ne

Max. power at

'

.

NOT

Transmission Clutch . Top gear “(s/m)

TO SCALE

Cool, dry weather with little wind. Tested on smooth tarmac and concrete, at Montlhéry autodrome and iat Jabbeke motor road, using petrol of approx. 72 octane rating. Dunlop “ Road Speed" tyres operated at increased inflation pressures. Test car fitted with optional undershield, and tested with hood and sidescreens erected.

Test Data TIMES on Two Upper Ratios

Top 6.7 secs. 6.7 secs. 6.6 secs. 7.4 secs. 8.1 secs. 8.5 secs. 9.9 secs. 11,3 secs.

10-30 m.p.h. 20-40 m.p.h. 30-50 m.p.h. 40-60 m.p.h. 50-70 m.p.h. 60-80 m.p.h. 70-90 m. 80-100 m. p.h. ACCELERATION

FUEL

CONSUMPTION

Overall consumption for 174 miles, at moderately high speeds, 8.8 gallons =19.8 m.p.g. .at constant 30 m.p.h. .at constant 40 m.p.h. . at constant 50 m.p.h. . at constant 60 m.p.h. .g. at constant 70 m.p.h. .g. at constant 80 m.p.h. .g.at constant 90 m.p.h. . at constant 100 m.p.h.

HILL CLIMBING

..

160 b.h.p.

5,400 r.p.m. Piston speed at max. b.h. p. "3,750 fe. per min. Carburetter .. ne . 2 horizontal S.U. .. Lucas Coil Ignition ‘ 114 mm. Champion NA8 Sparking plugs. Fuel pump 5 S.U. Electric “Tecalemit full-flow Oil filter

‘Test Conditions

TIMES Through Gears: 3.2 secs. 5.1 secs. 7.3 secs. .. 10.0 secs. .. 12.4 secs. Pat Se 7esecs. .. 20.1 secs. 2S SECS: . 17.0 secs, Standings quarter- mile

ae 6 83 mm. 106 mm. ia Aaa iC.c. ..50.3 sq. ins. Twin o.h.c. (Optional 7/1)

8

Pr,

. 10” s.d.p., Borg & Beck 3.64 (Optional 3,27)

3rd gear (s/m)

ACCELERATION

te ar

3rd 5.1 secs. 5.0 secs. 4.8 secs. 5.4 secs. 5.9 secs, 6.1 secs, — =

‘MAXIMUM SPEEDS Flying Half-mile Mean of four opposite runs . . 124.6 m.p.h Best time equals . 126.8m

:

Speed in Gears Max. speed in 3rd. gear Max. speed in 2nd gear

90 m.p.h. 62 m.p.h.

INSTRUMENTS

(at steady apecas)

aa

a

a

.. eas ..

Sod,

Max. top-gear speed on 1 in 15

Max. top-gear speed on 1 in 10 Max. gradient on top gear

Max. gradient on 3rd gear

: "142.29 Hardy Spicer, open Hypoid bevel

Chassts Brakes Lockheed nya age, (2 Lis. front) Brake drum diameter ee 12 ins. Friction lining area .. A "208 sq. ins. Suapension: Front .. A Torsion Bar I.F.S. Rear .. .. Semi-elliptic leaf Shock absorbers: Front Newton telescopic Rear’ 5...) Girling PV7 Dunlop *‘ Road Speed,” 6.00-16 Tyres

Steering Steering gear .. Burman re-circulating ball Turning circle Meo) fea Turns of steering wheel, lock to lock AST

Performance factors (at laden weight as tested) Piston area, sq.in. per ton at .. 34.6 Brake lining area sq. in. per ton .. AS Specific displacement, litres per ton/mile 3,220 Fully described in ‘‘ The Motor,”

October

27, 1948

Maintenance Fuel

tank:

254 ewe. 48/52

1 in 7.1 (Tapley 310 Ib./ton.)

14 gallons

(Optional

25

25 pints, S.A.E. 30 summer,

gallons).

S.A.E. 20

winter. Gearbox: 24 pints, S.A.E. 30. Rear axle: 34 pints, S.A.E. 90 E.P. gear oil. Steering gear : S.A.E.140 gear oil. Radiator : 25} pints. Chassis Lubrication: By grease gun (heavy grease) to 22 points every 1,000 miles. Ignition timing: Set to pink lightly at 1,500 r.p.m., full throttle, Spark plug gap: 0.022 in. Contact breaker gap: 0.012 in. Tappets (cold) : Inlet 0.006 in., exhaust 0.008 in. Front wheel toe-in: tin. to fs in. Camber angle: 12° to 2° positive. Castor angle: 42° to 54° positive.

Tyre pressures: For

high

Torsion

1 in 5.3 (Tapley 415 Ib./ton.) 1 in 3.6 (Tapley 600 Ib./ton.)

Max. gradient on 2nd gear

7.22

acs

ae

Sump:

* Front/rear weight distribution Weight laden as tested

Max. top-gear speed on 1 in 20

.. 4.98

=

mia

1st gear ; Propeller shaft Final drive

°

WEIGHT Unladen kerb weight

Speedometer at 30 m.p.h. Speedometer at 60 m.p. Speedometer at 90 m.p.h. p Distance recorder

as

2nd gear (s/m)

speed

bar

Normal,

driving,

setting:

25 |b. per sq. in.

35 !b.

per

sq.

in.

|b. load

on

With

200

side

member

front seats, and 25 Ib. tyre pressure, set ground clearance

under

chassis

behind

sump to 74 in. Brake fluid : Lockheed Orange.

Sheek absorber fluid: Front, S.A.E. 10 engine

(thin) oil. irling piston-type ear, Ons Battery : 2 in s>ries, Lucas 6-volt 64 amp.-hour. Lamp bulbs: 12 volt. Head lamps 48/48 watt (Lucas 302 or 303). Side and number plate 6 watt (Lucas 989). Tail/stop lamps 6/24 watt (Lucas 189). Ref. B/35/49. oo _ —’ BRAKES

0.97g. 0.65g. 0.41g. 0.28g.

336

AT

30

retardation retardation retardation retardation

. stopping distance) - stopping distance) t. stopping distance) . Stopping distance)

with 115 Ib. pedal pressure. with 75 |b. pedal pressure. with SO lb. pedal pressure. with 25 Ib. pedal pressure.

The JAGUAR A Docile

and

Comfortable

Touring Car with Phenomenal Acceleration

to

More

Than

120 m.p.h.

Y attaining a timed maximum speed B= over 124 m.p.h. with comprehensive all-weather equipment in place, and accelerating from rest up to 100 m.p.h. in a two-way average time of 44.6 seconds, the Jaguar XK 120 model recently proved itself to be very much the fastest postwar car to be subjected to road test by “The Motor.” The actual character of the car will more truly be appreciated, however, when it is mentioned that the hitherto

TOURING ESSENTIAL.—The locker is of useful capacity,

enclose

a

second

compen

spare

unequalled acceleration time quoted above was obtained with the car driven away from a standstill in top gear, and that very much better times still were obtained when the

luggage or can

wheel

for

gearbox was used to obtain the acceleration

ONnePUrROses.

figures published on the data page. In their catalogue, the manufacturers refer to this as a super-sports model, but it is a description which we cannot regard as appropriate. Sport of any kind usually implies deliberate acceptance of some degree of discomfort in the quest for utmost performance

or

precision,

whereas

the

Jaguar

is a two-seater car in the design of which sacrifice of comfort has certainly not been accepted. Equally, a sports car has often come to be regarded as a vehicle which is not really as fast as some big touring roadsters but which keeps up with them by phenomenal controllability in tight corners—and the Jaguar is simply the fast touring car with impeccable handling qualities

i s SHELTERED SPEED.—A broad ‘‘V”’ windscreen and high sides to the wide body make speeds in

excess of 120 m.p.h. comfortable.

which Race :

proved at

note

in

the

Een

Silverstone ;

its se ability

of

catalogued

all

the

Car to stay sports

Left- or right-

hand drive cars are availabie.

Enough

So far above

for Everyone

is the performance of the Jaguar that the precise figures (which could only be recorded by the complementary use of both French and Belgian testing sites) can virtually be described as of scientific interest only. There is, in effect, an amount of power in reserve sufficient to ensure that on normal roads the car will go almost as fast as conditions make safe, and on the wide open spaces of track or motor road the ultimate speeds sustained are such that road tyres can only be preserved intact with certainty if quite high inflation pressures are used. It should

normal

be made

very plain, at the

outset, however, that we do on the Jaguar’s performance

Se

: CLASSIC camshafts

features

chain-driven overhead S.U. carburetters are of the neat 6-cylinder, 3}-litre engine. STYLE. Twin and horizontal

not look as either

unnecessarily high or as_ inherently power accelerating Vast dangerous.

and brakes to match mean that running out of Central London on a normal weekday the speed can safely rise above a genuine 100 m.p.h. several times even in the first 20 miles, full advantage being taken of every open stretch almost irrespective of adverse gradient. Equally, although the car is capable of arriving over the brow of a hill, or at a crossing preceded by a corner, at speeds which other road users just ‘had not dreamed about, a driver using the power intelligently can cover long distances in astonishingly short times without doing anything dangerous, going gently when necessary in the happy knowledge that time can quickly be made up so soon as conditions are better. The length of clear road needed for overtaking slower cars is of course abnormally small, and the Jaguar can accelerate past a lorry and be back on its own side of the white line within an astonishingly brief time and distance.

Restrained

Power

Fast though it is, the Jaguar is the most docile of cars to drjve, as the recording of acceleration from a standing start in top gear has already implied. Any normal motorist can get into the driving seat and go off through town traffic quite peacefully, and unless he depresses the accelerator pedal a long way or discovers that thanks to the willingness of the engine to rev. the town speed limit is easily exceeded even in bottom gear, he will hardly suspect what power lies in reserve. There is no embarrassing sudden response to the accelerator pedal, but rather a docility of the power unit and a smoothness of the clutch which make for a delightful willingness to crawl in tightly packed traffic. Although the compression ratio is high, the engine accepts Pool petrol with a very tolerable amount of pinking during full throttle acceleration. Normally, the car is started quietly from rest in second gear—and, after a few seconds’ accelerations, top engaged directly and probably brakes used to reduce speed to over-shot legal speed of 30 m.p.h. ! smoothness of the engine is such one can easily fail to appreciate

is

the the The that that top-gear acceleration is astonishingly rapid—it is only side-by-side driving or stop-watch tests which reveal that, for example, the Jaguar has quicker acceleration in top gear from 20 m.p.h. upwards than has a modern 4-litre American _ straight-eight automobile with torque converter transmission. When utmost speed is called for, the Jaguar suddenly changes its personality.

Oo

Reprinted from ™

The Motor,”

November 16, 1949 AS TESTED.—All-weather equipment is easy to erect, and streamlines the car for utmost speed. A threepoint attachment to the windscreen holds the hood secure at all times.

TAIL PROTECTION. —Vertical bumper bars protect the tail against most risk of damage without spoiling the lines of the

body,

and dual tail lamps

incorporate

ered stop

Started

away

from

rest

by

imagined. In terms of maximum speed, our test was made on a fully equipped car with normal 3.64:1 top-gear ratio, and speeds as high as the 132.6 m.p.h. recorded on a demonstration car using the alternative 3.27 : 1 top gear and a single aero screen were not expected. With the hood and sidescreens erected, however, less than two miles’ acceleration from rest was needed for the car to show a timed two-way mean speed of 124.6 m.p.h. on the Jabbeke motor road, the car running perfectly true with only a single guiding hand on the steering wheel. Lowering the neat hood reduced the mean timed speed only to 122.1 m.p.h., and on the steeply banked Montlhéry autodrome where the tight curves add 50 per cent. to the load on the tyres and springs a few unrehearsed

Speed Fast degree,

speeds of over 14-mile circuit.

in Luxury

though it is, to the Jaguar is a

an extreme comfortable

touring machine, as we appreciated on first acquaintance with it, introductions being made in Central London on a wet autumn night. With the hood raised, it is necessary to bow the head low when getting in, but once inside it is dry and reasonably warm, there being quite enough headroom and a great deal of elbow room. The hood, incidentally, does not flap, even at the car’s very high maximum speed. When tyre pressures are normal the suspension is extremely comfortable, either on the open road or in town, Even with the very high tyre pressures used on the banked track at Montlhéry, the negotiation of cobbled village streets produced a trace of rattle from the optional undertray rather than any bumping of driver or passenger.

Nevertheless, soft though the ride is, even the worst surfaces likely to be tackled at speed failed to reveal any inadequacy of damping. The driving position selected for present production models to some extent emphasizes the car’s intended roadster

character,

the

seat

backrest

being inclined backwards slightly and shaped to give only a moderate degree of lateral support, the adjustable spring-spoke steering wheel raked a fraction too steeply for the most rapid lock-to-lock manceuvres, and _ the operating pedal for the very light yet slip-free clutch coming back rather far from the natural rest position of the left foot. So far as the latter point was

concerned,

we

found

that,

for the

small number of gear changes made when keeping in formation with a 90-95 m.p.h. car on the road, it was not necessary to use the clutch at all. The four-speed gearbox has a rigid remotecontrol lever placed well back and incorporates that sort of synchromesh mechanism which conceals driving inaccuracies without impeding really fast movements of the lever. For the passenger, on his separately adjustable seat, the degree of comfort provided is fully as great as that enjoyed by the driver. Although there is a fair amount of wind roar (which may, perhaps, be minimized on later cars, which have a more rounded windscreen shape), the car is in general very reasonably silent, and _ the luggage locker, plus large compartments in the doors and behind the seats, allow a fair amount of miscellaneous touring impedimenta to be carried.

Flexible suspension allows a trace of roll to be observed during really fast cornering, but this does not interfere with stability. The car’s precise controllability is not always fully appreciated at first, Lut once it is realized that only small wheel movements and finger-and-thumb effort are needed it is instinctive to negotiate winding roads at really high speed, audible protest from the tyres being very, very seldom heard except during violent braking. The steering is stable on the straight, apart from slight correction being needed for sudden changes of camber, and behaves well

in strong, gusty side winds, while the turning circle is exceptionally compact.

Fast Brakes Outstanding qualities of acceleration and maximum speed are only of real use on the road if they are matched by excellent brakes, and in this respect the Jaguar is magnificently equipped. Lockheed hydraulic brakes with 12-in. diameter drums give really good stopping power, calling for pedal pressures which are quite low without being so small as to give unduly easy locking of the wheels. The figures published on our data page tell only a small fraction of the story concerning brakes,

however,

since

they

are

based

on low-speed tests; what is especially creditable is the way in which the car can be slowed or brought quickly to rest from speeds above 100 m.p.h. without fuss or misbehaviour on smooth or rough road surfaces. Unlike the brakes, the head lamps are not really worthy of the car. True, their bulbs are of one-third greater power than is usual on cars of half the speed potentialities, but even with fluted reflectors giving a closely controlled beam a road must be very free from curves or undulations before a night speed of 70 m.p.h. becomes comfortable. The remainder of the car’s equipment is very much more satisfactory; for example, the automatic choke, which gives easy starting from cold, and the facia panel cigarette lighter, which is especially useful on an open car. Regarded simply as a_ technical achievement, the Jaguar is outstanding, not because it is unorthodox in any major detail, but simply because of its

excellence

as

a

comfortable

car

of

very high performance. When _ the basic price of below £1,000 is taken into consideration, it becomes evident that Jaguar Cars, Ltd., have produced a model which, in terms of value for money, far outstrips anything even they have hitherto marketed, which is saying a great deal. The Jaguar technical team have very evidently evolved a winner, a car which is superb even at this early stage in what should be a very long and honourable career.

Temple Press Ltd., Bowling Green Lane, London,

338

pow-

dropping

the clutch in at a tachomerer reading of 2,500 r.p.m. it sizzles away with the rear axle shuddering slightly and righthand rear wheel tracing a black line up the road, to attain 30 m.p.h. in barely more than 3 secs. before a change to second gear is needed for further acceleration to 60 m.p.h. in 10 secs. total time, whereafter a change into third gear and another 10 secs. deceleration allows top gear to be engaged at a genuine 90 m.p.h. The engine which pulls hard at 500 r.p.m. is delivering 160 of the hairiest-legged horses when the tachometer needle points to 5,500 r.p.m., and despite the car’s luxury and its unladen weight of 254 cwt. it will provide acceleration such as most drivers have never even

laps at dusk showed 117 m.p.h. around the

higher

lamp filaments.

E.C.1.

6359—49

Keprinted

from

Thfutocar

Augusl

17,

91 CRWITH YB8LIFT CAMSHAFT, | QUAL EXHAUST, 85/90 OCTANE FUEL 4

ae

8:1 CR WITH 3/gLIFT CAMSHAFT, DUAL EXHAUST

Pp

80/85 OCT.

WES

jee

8:1C.R. STANDARD

What the XK can do has been shown by Ian Appleyard, here seen on the top bend of Rest - and - Be Thankful.

XK MAKER'S

ADVICE

=

HOW

UDGED by its competition results from the first time that it appeared, there is no question that the Jaguar XK120 is capable of winning events when it is in a perfectly standard form. However, the phrase “good enough” will never apply to competition work, and there is no doubt that individual owners wish to improve their cars in order to increase their chances of success. To respond to this desire, Jaguar Cars, Ltd., have very wisely produced a service bulletin entitled Tuning Modification on XK120 Cars for Competition Purposes, which was briefly mentioned in The Autocar of June 22. Jaguar’s are to be congratulated on making public such information. Apart from improving the performance of the cars in no uncertain manner, it also indicates the limits to which one can go without making major structural alterations. Probably the most important engine “mod” is made possible by pistons

TO

MAKE

A JAGUAR

|

72 OCTANE

amr

FUEL

100 2500

: 3000

3500

4000

4500

S000

5500

6000

RPM.

With various standard stages of tune the horse power developed by the XK can be increased from 150 b.h.p. at 5,000 r.p.m.to 190 b.h.p. at 5,400 r.p.m.

WIN!

providing compression ratios of 7, 8, and 9 to 1, but the manufacturers

stress the point that no satisfactory increase in performance can be obtained by raising the compression ratio beyond 7 to 1 unless a fuel of octane rating higher than 72 is available. However, an improvement in performance can be obtained with 70 octane fuel and a 7 to 1 compression ratio by fitting Zin lift camshafts (the standard camshaft being ‘sin lift); but to carry out this modification it is necessary to reduce the length of the valve guides and also the tappet guide inserts in order to give the necessary clearance for the increased valve lift. To improve getaway from standstill and low gear acceleration a lightened flywheel (reduced by about 81b) is available.

FUEL

|

Su | 7:1C.R. STANDARD

Tune-up ON

8O OCTANE

It is, of course, necessary to have

the crankshaft—complete with its damper, new flywheel, and clutch— balanced as a unit. The special crankshaft damper has a steel inertia disc

designed to stand up to the increased engine speed. With these modifications, and with RF needles in the S.U. carburettors, a further increase in horse power is obtained. In countries where 80 octane fuel is available it is advantageous to increase the compression ratio to 8 to 1 by fitting grade F pistons; also to change the sparking plugs to Champion

NA

10

and

replace

the

distributor

(No. 2747) with unit No. 2748. Actually the only modification to the distributor unit is the fitting of different centrifugal advance springs, and although some may consider that this spring change is a fairly simple matter, the manufacturers feel that for a highperformance vehicle the advance curve on the complete distributor should be

checked before it is fitted to the engine. In consequence they recommend that a new distributor unit should be used. For racing purposes the manual says that the vacuum advance unit should be

A group of tune-up components, consisting of a lightened flywheel, high-lift camshafts, crankshaft damper, sparking plugs and carburettor needles.

O90

XK

Tune-up continued

disconnected, although this equipment is supplied with the special replacement distributor. With 8 to 1 compression ratio pistons and iin lift camshafts something better than 180 b.h.p. is developed at 5,300 r.p.m. If there is no limit to the quality of fuel obtainable it is possible to increase the compression ratio still further to 9 to | and to use 85 to 90 octane fuel. RB carburettor needles and Champion NA 12 sparking plugs are also required, but with this com-

Front

torsion

bination the standard distributor (number 2747), as used on the 7 to 1 com-

pression ratio engine, should be replaced. This combination produces around 190 b.h.p. at 5,400 r.p.m. To obtain the best performance tor engines with any of the above modifications it is advantageous to fit a dual exhaust system, and in this the two branches (each catering for three ports) are extended right through the silencer, which

is, in fact, two silencers

built in

one. Unfortunately it is not possible to fit both pipes through the hole in the frame cross member (as with the single pipe used on the standard system) and in consequence the pipes are led below the frame member. This reduces the ground clearance of the car by approxi-

mately

two

bars and rear leaf springs can be supplied to give approximately 20 per cent increase in suspension stiffness.

inches,

but this disadvan-

tage is partially offset if the road springs are replaced by. a special set of competition components which increase the stiffness by approximately 20 per cent and consequently give a firmer ride for high-speed work. To transmit the increased horse power made available by tuning, a new clutch assembly which is balanced and specially tested for high-speed operation should be used. In conjunction with this unit a solid clutch centre plate, designed to stand up to strenuous racing start conditions. should also be

fitted.

a

Other recommended engine modifi cations consist of the removal of the water thermostat unit to allow a more direct flow of coolant and the fitting of a manually operated switch for the starting carburettor so that carburation is controlled by the driver and not directly by temperature as with the standard car. Four different axle ratios are available, ranging through 3.27 to 1, which gives 145 m.p.h. on top gear at 5,800 r.p.m.; 3.64 to 1, which produces 139 m.p.h. at 5,800 r.p.m. and is the standard ratio; and two higher ratios, 3.92 to 1 and 4.3 to 1, giving 121 m.p.h. and 112 m.p.h. respectively at 5,800 r.p.m. The low

ratio

(3.27

to

1) axle

is recom-

mended only for very fast circuits having straight sections of approximately three miles in length.

Stoppers

|

LS)

A UPLD DUD EDL LD

Not content with just making the engine go more quickly, Jaguar’s have tackled the question of making the car stop under racing conditions also—a matter of utmost importance on a fast car whether it be used on the roads or for competition work. One finds that the manufacturer’s recommendation is to leave the brakes alone, as they say that best results will be obtained by using the standard brake drums and shoes. However, they do recommend that increased cooling should be provided by removing the hub caps and the rear wheel cover plates. Also, for long races it is possible to fit linings which are jin thick in place of the standard "in components, but this requires modification of the pull-off springs and micro-adjusting mechanism. To save weight on the body alternatuve seats upholstered in Bedford cord can be supplied and also racing windscreens and cockpit cowling. As to the cost of this quite comprehensive list of modifications, to “go the whole hog” would cost about £160, which cannot be considered excessive

5

TAF LI F ADAG ADIT

a ee pe mamma CLL

when it is realized that this is not a

VEZ

hit-and-miss method of tuning, but the

result of much development work that has been carried out by people who know the car as only the manufacturer

Medification to the shape of the combustion space brought about by fitting alternative compression ratio pistons. The arrows show the modification neces. sary when high-lift camshafts are fitted Printed

340

in

England

by

Cornwall

Press

can.

Ltd

Pans

Garden,

London.

SE

1

RP10Y80—K

769%

AUTOMOBILE ENGINEER

THE A Super High-speed

JAGUAR

XK120

Car of Exceptional Controllability and Comfort

The Jaguar XK120 two-seater.

N appraising the design, performance and handling of the Jaguar XK120,

it is difficult

to realise

that the price is only £988. Moreover, although the car is described as a “super sports” vehicle, there is no doubt that the term is misleading in that it gives no hint of the true character of a car in which comfort, smoothness, and refinement are associated

with an all-round performance substantially in excess of anything offered in a standard production vehicle. It would be unfortunate if a flawless appearance, and the remarkable performance figures, among which may be noted a maximum speed in the neighbourhood of 125 miles an hour and an acceleration time from rest to 100 miles an hour of about 30 seconds,

were

allowed

to

obscure

other qualities of more practical significance in everyday use. Of these, the suspension, sweet running, and flexibility would be quite outstanding in cars of much less performance and far higher price. Indeed it is in the suspension and steering that the car offers perhaps the greatest technical interest. Superb handling has been attained not by reason of any radical departure in layout, but on account of the excellent compromise that has been made in the control of a suspension relatively soft for the type of car. Accurate and decisive steering

at high speeds is coupled with a lightness of touch right down to manceuvring conditions. The vehicle gives an impressive feeling of complete confidence and control that is apparent SPECIFICATION ENGINE. Six cylinders. Bore and stroke 83 mm. by 106 mm. Swept volume 3,442 c.c. Maximum b.h.p. 160 at 5,200 r.p.m. Maximum b.m.e.p. and torque 140 Ib. per sq. in. and 195 Ib. ft. at 2,500 r.b.m. Compression ratio 7:1 or 8:1. Seven bearing crankshaft. | Twin overhead camshafts driven by two-stage duplex roller chain. Twin S.U. carburettors. CLUTCH. Borg and Beck single dry plate 10in diameter. GEARBOX. Four speeds and reverse with constant load synchromesh on top, third and second. Ratios : top, |: 1; third), 1-367 210; second,, 7982-21); first and reverse, 3-375 : |. REAR AXLE. E.N.V. banjo type with hypoid gears. Alternative ratios 3-27, 3-64, 3:92, 4:3 or 4:56 to |. SUSPENSION : Front—wishbones and torsion bars with anti-roll bar. Rear— semi-elliptic springs in conjunction with Hotchkiss drive. BRAKES. Lockheed hydraulic, two leading shoe at the front. Brake drum diameter and effective width |2inx

24in. Friction area 207 sq. in. TYRES. Dunlop Road Speed 6 00O—16. Pressed steel wheels, five stud mounting. DIMENSIONS. | Wheelbase 102in. Track—front 50Zin at ground, rear 50in. Turning circle 3|ft. Ground clearance 7{in. Weight, dry, 2,800 Ib.

from the moment of first driving the

car. Without restating the case so often made in the Automobile Engineer concerning the contribution to the improvement of the automobile made by the pure racing car in recent years, it may be said that soft suspension, light steering and a pronounced understeer characteristic constitute the general trend in essentially touring car development over the last fifteen years. These characteristics are admirably blended in the Jaguar XK120 and the record of the car in competition, even at this early stage in the life of the design, is evidence of the quality of the vehicle. The behaviour of the car in this respect is not inferior to that of vehicles designed on what may be called the classical sports car principle, in which comfort is sacrificed to controllability. This excellent balance in suspension and steering is a vindication ot the logical process of development in which the desirable principles of touring car suspension have been coordinated and refined to a point where safe and comfortable travel can be maintained at speeds well beyond anything at present conceivable in daily

transport. It is the more surprising therefore that the Jaguar chassis should be so entirely orthodox in conception and

34]

AUTOMOBILE ENGINEER

=I |

iva WE.

Bore

342

Casi

Ne

tl

and stroke

83 mm.

x

106 mm.

AUTOMOBILE ENGINEER tending down to the crankshaft centre-line, the seven main bearing housings being not only well ribbed vertically, but also tied to the crank= So case wall by fillets of generous radius, Lbf Lbpersqin as shown in the illustration. There are full length water jackets with a separate gallery along the near-side, into which the water pump delivers directly. Water spaces are provided between adjacent bores. The cylin-

Exhaust

ao Ss

O

| eee ae

Sparking plug

Direction of

der bores are machined with a single point tool and finished by honing. Each main bearing cap is secured by two 4in diameter bolts and located by two dowels. A circumferential oil groove in the caps and housings is

rotational swirl

provided for distribution of the feed L

1

de

}

—

ey

0 — 500 1000 1500 2000 2500 3000 3500 4000 4500 500) 5500 Revs per min

Performance curves.

layout, and upon superficial examination exhibits nothing that would suggest unusual

performance.

There is,

however, much evidence of great care and judgment in detail design, and doubtless it is here that the reasons must be sought for the quite exceptional character of the car. It is in fact so good, that some

restraint

is

necessary in describing its charm. Without indulgence in too many superlatives, however, it must be ad-

mitted that the advent of a vehicle of this kind in which all the desirable attributes are combined, is something of an event. From nowhere else in the world is such a car forthcoming, and the prestige of British industry is correspondingly raised. Engine

behind the bearing shells, which are of Vandervell steel-backed white metal type, “having single circumferential oil grooves with two feed holes in each half bearing. The main oil gallery and cross feeds to the main bearings are formed by drillings in the casting. Of En.16 manganese molybdenum

Plan of inlet and exhaust ports.

sealing collar, and a taper sleeve on which is mounted the Metalastik bonded

rubber,

torsional

vibration

damper to which is also attached the

course, statically and dynamically balanced, has journal diameters of 2:75in and crankpin diameters of 2:088in. The effective crankpin length is 0-97in, while the journals have the following effective lengths:

fan pulley. These individual components at the front of the crankshaft are located by single Woodruff keys with the exception of the damper mounting cone, which has two Woodruff keys. The whole assembly is pulled up against the front journal by

front, centre

means of a washer behind the starting

steel,

the

crankshaft,

and

rear

which

is, of

1-5in, inter-

mediate 1in. Crankshaft end thrust is taken by steel-backed white metal strips carried on each face of the centre bearing. Behind the rear main bearing is an oil flinger and return thread, the crankshaft terminating in a flange to which the flywheel is attached. The clutch spigot bearing is of porous bronze. A separate split housing surrounds the return thread, the upper part being secured to the rear face of the cylinder block, while the lower

The six-cylinder engine has a bore and stroke of 83 mm. by 106 mm. (3:27in by 4-17in), giving a swept part, located by two dowels, forms a volume of 3442 c.c. (210 cu in) and joint with the sump. a piston area of 50-4 sq in. A comBeyond the front main bearing the pression ratio of either 7 to I or 8 crankshaft carries the oil pump and to I is employed and with the 8 to 1 distributor drive skew gear, the camtatio the maximum b.h.p. is 160 at shaft drive sprocket, an oil thrower, a 5,200 r.p.m. while the maximum b.m.e.p. and torque is 140 lb per sq in and ‘ | 7 195 lb ft at 2,500 a eg r.p.m. The dry weight of engine & s and gearbox is 640 Ib, of which the gearbox accounts for 110 lb. Made in chrome cast iron,

the cylinder block and crankcase forms an integral unit ex-

Port offset slightly exaggerated

Cylinder

head

with

camshafts

in

position.

handle dog and the oil seal is formed by graphited asbestos housed in the crankcase and sump. Diagonal drillings from the journals lead to {4in diameter blind bores in the crankpins. The feed to the bigends is by means of a transverse hole drilled right across the pin so that in

effect there are two feed holes. Since these holes are well inside the maximum radius described by the crankpin bores, an effective sludge trap is provided that would be unlikely to interfere with the oil flow to the bearing. Made in En.16 the connecting rods have a centre distance of 7-75in and the single ribbed caps are located by fitted bolts. Oil is fed to the small end through a >in

‘i

diameter

drilling. As in the case of the main _ bearings, the big-end bear-

ings are of Van-

dervell _ steelbacked white metal type. The Aerolite aluminium alloy solid skirt pistons are tinplated and each

carry two compression rings

343

AUTOMOBILE ENGINEER and one slotted scraper ring, the upper ring being chromium plated. Fully floating gudgeon pins made in casehardened steel are gin. in diameter and are located by internal circlips. Secured to the cylinder block by fourteen

jin diameter

waisted

studs,

the cylinder head is of aluminium alloy in RR.5o0. In addition to the main studs there are six smaller studs securing the front end of the head. The combustion chambers are approximately hemispherical and the general design of the valve ports, induction system and combustion chamCylinder head showing combustion chambers.

bers has been carried out in collaboration with Weslake & Co., Ltd.

The accompanying _ illustration shows the port layout in which the off-set of the inlet port has been slightly exaggerated. Control of turbulence is brought about by the curved sides of the inlet port and the degree of swirl can be controlled by an increase or decrease in the rate of curvature of these walls. It will be seen that the port entry is tapered to increase the velocity of the charge from the induction pipe and to produce a piled effect by making use of the kinetic energy of the charge. This first zone is followed by a second zone around the valve guide shaped to decrease the obstruction caused by the guide. The third zone Piston,

connecting

rod,

crankshaft

and_

bearings.

18 the inlet

radiused

valve

entry

to

seat

the

which

valve

has

a

seat

proper. This, in conjunction with the valve shape, gives the highest possible flow at low valve lift. It is claimed that the control of turbulence provided in this engine permits the burning of lean mixtures and over the normal speed range of the engine at 75 per cent full load the fuel consumption need not exceed 0-47 pints per b.h.p. hour and at 50 per cent load, 0-52 pints per b.h.p. hour. Under full load conditions the maximum power fuel consumption is between 0-5 and o- 53 pints per b.h.p. hour and an economy setting giving 0-47 pints per b.h.p. hour can be used with some loss in brake mean effective pressure. The valves are set at an included angle of 70 deg and are operated from twin overhead camshafts by cylindrical tappets made in chill cast iron, with tappet bearings also of cast iron and a shrink fit in the cylinder head.

The valves seat on Brimol inserts shrunk in by heating the head in oil. The seat angles are 30 deg for the inlet and 45 deg for the exhaust. The inlet valves are of En.52 silicon chrome steel and have a throat diameter Cylinder

344

of

rgin

and a lift of in,

whereas the exhaust valves are in Fox 1282 austenitic steel and have a throat

| block

and

crankcase

showing

main

bearing

housings.

diameter of 14in and a lift of yin.

AUTOMOBILE ENGINEER Valve timing is as follows: Inlet opens 15 deg before top dead centre. Inlet closes 57 deg after bottom dead centre. Exhaust opens 57 deg before bottom dead centre. Exhaust closes 15 deg after top dead centre. The firing order is 1, 5, 3, 6, 2, 4, No. 1 cylinder being at the rear. Both valve guides project slightly into the ports, the exhaust guide having an enlarged bore for a depth of about in at the inner end. Duplex valve springs retained by split collars are employed, and the valve clearance is set by means of adjusting pads between the tappets and valve stems. When cold the valve

clearances are 0: 006in for the inlet and 0-oo8in for the exhaust. Made

in chill cast iron, the two

camshafts are each carried in four bearings having Vandervell steelbacked white metal liners. From the crankshaft, double roller chains of

0-375in pitch with 4in rollers provide a two-stage drive for the camshafts. The first stage has a bladetype tensioner and drives an intermediate sprocket keyed to the hub of the second stage driving sprocket. The second stage chain passes around the two camshaft sprockets, in between which is placed an idler sprocket mounted on an_ eccentric spindle whereby the chain tension can be adjusted. Access to the idler adjustment is gained by removing the

re

breather housing on the front face of the cylinder head, adjustment being effected by slackening a locknut on the idler spindle and rotating a serrated plate. Two _ spring-loaded plungers carried in the spindle support bracket provide location for the serrated plate in steps equivalent to half the pitch of the serrations. The plate is, of course, so mounted on the

spindle

that

rotation

of the

plate

rotates the spindle. Both the idler sprocket and the second stage drive sprocket have steel-backed white metal bushes in the bores. The camshaft sprockets are each attached to flanges on the ends of the

camshafts by means of two setscrews. Each sprocket consists of a rim on which the teeth are formed, and a hub

2)

: afl Dunham, C.G.H.F. (Gerald) — 77, 235, 388.

Dunham, Richard — 77.

Dwyer, Clem — 283.

Fitch, John — 10, 136, 139, 153, 181 to 184, 199, 215, 220, 285 to 292, Sale Fitch-Bitch car — 285. Fleury, Marcel — 278, 382.

Gordini, Amedee — 205, 217, 229. Gordini cars — 169, 172, 198, 205, AN thes BOM 5AMO, BAM).

Gott, John — 149, 197, 198, 250. Graffenried, E. de — 161, 162.

Flint,J. — 48. Forbes-Robinson, E. — 286. Ford cars — 31, 45, 53, 55, 145, 149, 193, 1955 202) 231,246, 255, 285) 307, 309.

Graham, Keith — 15, 174. Graham, Leslie — 152. Graham, Michael — 286, 287, 289, 292.

Eastbourne Rally — 27, 31, 300. Eberhorst, R.E. von — 142. Ebury, Lord — 398.

Fotheringham-Parker, P. — 125, 152, Nose, PAIRS), Fraikin, M. — 198, 250, 251, 254, 256.

Gray, Harry — 154, 199, 383.

Ecurte Ecosse — 125, 154, 167, 173, 227, TSN ayo PAO, PA OMI Tints 365, 366, 369, 394, 395, 398, 402 to 407.

Frame,

E

Gregory, Masten — 238, 260, 294 to 296,

376, 380, 381.

Gregory, Ridelle— 296, 386.

Frazer Nash cars — 33, 45, 60, 67, 73,

Gaathiqne 2a oils Griffiths, Guy — 82, 83, 373. Grinham, E. — 33.

and from page 78 throughout.

Ehlinger Douglas — 284.

259, 373. Frey, Emil — 164, 278. Frick, W. (“Bill’’)— 285.

Emerson,

Green, W. (‘Bill’) — 28

Francis-Barnett motorcycles — 65.

Frazer Nash-BMW (see BMW) Fredlund, Arne — 278, 324, 367, 396.

Elsworth, Stanley — 230.

193, 214, 246.

G. Murray — 195, 318.

Ecurie Francorchamps — 209, 230, 399. Edwards, Sterling— 189, 378, 381. Eerdmans, Johannes — 186.

Elliott, Jack — 266.

Grant, Gregor— 100, 136, 140, 177,

Frere, Paul — 149, 203, 204, 227, 230,

Grinton, G. — 19. Grounds, F. — 145, 248. Guelfi, A. — 381, 387.

John (“‘Jack’’) — 21, 25, 69,

86, 87, 98, 99, 169, 171, 174, 175, 180, 206, 208, 209, 211, 241, 250, 366.

England, F.R.W. (“Lofty’’) — 9, 10, 13, S64,

24255 28005

H Habisreutinger, R.— 113, 145, 147, 148,

G

149,

Hache, M. — 150, 280.

04007, and

Gable, Clark— 85.

Hadley, H.L. — 93, 175, 177, 261.

ERA cars/company — 64, 67, 69, 75,

Gale, Guy — 125, 151, 152, 230.

Haines, L.H. (““Nick’’) — 88, 92, 93,

(ip oos Lae ols 200.2615 2645 266, 268. Erickson, Ernest — 269, 385. Essex cars — 31. Estager, Jean — 96, 150.

Gardner, A.T.G. — 67, 68, 329, 333. Gardner, Frank — 388, 389. Gardner, F (““Fred’’) — 241.

Hall, Mrs Anne— 147.

Gardner, Gordon — 155, 170, 204, 209,

Hall, E.R. (““Eddie’’) — 96, 139.

PL, Garot, M.— Garroway, Gatsonides, 196,

Hamilton,J.Duncan — 96, 100, 102 and

from page 63 throughout.

Bvansy bse

25s

Evian-Mont Blanc Rally — 252. Excelsior motorcycles — 25.

F

PPL, PML, Carey, Coy, RST, 149, 150. D. — 286. M. — 113, 147, 148, 195, 198, 246, 248, 309.

177, 230; 235, 249, 261, 366.

Falkenhausen, A. von—

195, 196, 251,

LODO), Fane, A.F.Pi)—52, 63, 67. HangiOn |p Vin 88, 9p Oza

265,378. Faria. G.— 78, 102, 143, 204, 230; 3:85.

Feld,J.— 285.

Fenton, Miss Alice — 63. Ferrari cars — 13, 73, 78, and from page

86 throughout. Ferguson,

Harry — OS:

Feuerbacher, A. (‘‘Art’’) — 188, 189, 199, 293. HUAGicars!— 27 (OOM loom Zolle oon Sor 305.

Fifield, Charles — 288. Finburgh, A — 396. Firenze-Fiesole hillclimb — 122, 123, 260.

22 5al4 2.

from page 125 throughout. Hand, D.S.—45. Ean senyeli; ——23)/e0295) 3176, Hansgen,

W — 153, 289 to 296, 380.

Hardman, C.R. (““Doc’’) — 198.

Gautruche, M. — 113, 114, 318. Gee, N. — 126, 127.

Harley-Davidson motorcycles — 16, 19. Harper, John — 275.

Gegen, R. (“Rob”) — 199, 383.

Harrop,J. (“Jack’’) — 48, 53, 57, 58,

254, 256, 399.

Gerard,

F.R (“Bob’’) — 102, 103, 126, 143, o2s

120.

Hartshorn, Bernard — 151. Hartwell, G.R. — 248. Harvey, D.V.—401.

Gerard, Louis — 60.

Harveyson, R. — 37.

Gibson, C.J. — 52, 56.

Hassan, W.T.F. — 15, 55 to 60, 63, 67 to

Gibson, T. — 407. 9) AQ, Sey

OMe

Gaze, A. (““Tony’’)— 161, 222, 392.

Gendebien, Olivier — 198, 250, 251, Fagioli, L. — 92, 158, 167, 169. Fairman, J.E.G. — 128, 132 to 143, 175,

96n9Ss LOOM OS 266, 316.

Gill, Harry Leslie — 33, 42, 63. Gillitt, Harry Noel — 30, 31, 63. Ginther, R. (“‘Richie’’) — 286. Giro della Toscana — 169. Giro delle Calabrie— 144. Giro dell’ Umbna—92, 169.

Uy Mey Wl choy G5 NOG, AVS.

Elastingsy i

Ga /ilisoO,ro lic.

Hathaway, L. — 58, 206.

Hawkins, H. — 60, 65. Hawthorn, J.M.—129, OS 2042 22

141, 154, 187, oR

2olbes oO)

Hawthorn, L. — 152, 186, 187.

Giro di Sicilia— 73, 89, 122, 259.

Slee, Veilysyln = Xo), GAs.

Giron, G. — 284. Goldman, Alfred — 56. Goldschmidt, E. — 285. Gonzalez, J.F. = 136, 139, 187, 230.

Hayden, L.W. — 201 to 242, 402. HaynesJ. (publisher) — 208, 244.

Goodacre, C. — 152. Goodall, W.A.G. — 147. Goodall, M.H.M. (see Morris- Goodall) Goodwood circuit — 152, 154, 155 and

Healey cars — 82, 85, 86, 90, 92, 96 and

from page 177 throughout.

Head, M.W. — 278, 319, 323 to 327, 368, 396, 397.

from page 102 throughout. Healey, Donald — 29, 30, 31, 45, 78, 82, 84, 86, 108, 113, 114, 263, 314

to 318.

411

~,,_ Heath, John — 208, 229. Hendricks Field (see Sebring). Henly, H.G.

Italian F.1. Grand Prix— 101, 102, 140, 143.

Lawrie,

95.99"

(“‘Bertie’’) — 27.

285,916. S. — 145.

ELGrZeten eee WelOseaay

120, 149, 150, 193,

196, 252, 253, 256.

100,

1025 l06s122

2a.

125, 135, 136, 138, 140, 141, 1552 175.202.260.265. 277. 319 to 322, 366, 371.

Henlys — 27, 28, 33, 86, 125, 139, 196, Henson,

R. — 96, 128, 135 to 139.

Lea, John (“‘Jack’’) — 69 to 73, 79, 85 to

4

Lea-Francis cars — 69, 92, 156.

Lee, Delavan — 286.

Heurtaux,J.— 178, 193, 203, 204, 205, 249, 279, 280, 386.

Jabbeke, Belgium — 67 to 73, 83, 108,

Heynes, W.M. (“Bill’’) — 9, 13, 14, 15, 36, 44, 47, 55, 57, 62, 63, 67, 71,

Jacob; Es — 487490258" Jaguar cars — from page 44 throughout. Jaguara special — 186, 273.

200, 240 to 243.

Lee, Gordon — 373, 400. Lees, Frank — 236.

Le Man races — from page 93 through-

Jaguette special — 186, 273.

out (see index introductory notes ). Lester-MG cars — 167. Leston, L. — 60, 273.

Jennings, Mrs. M. — (see Allan) Jenkinson, D.S. — 25, 107.

P Bevegh a pawl

Jersey Road Race — 173, 267, 369.

Lewis, Hon.

Johnson, L.G. — 49, 52, 64, 67, and from page 75 throughout.

Lewis, Marshall — 153.

Himmelwagen special — 60. Hirsch, David — 199, 383.

Johnston, S. — 153, 180 to 184, 189, 199,

Liege-Rome-Liege rally — 110, 111, 120,

Hoare,

Jones, Peter 17523577402; Jones, T. (“Tom”’) — 155, 174, 208, 209,

RSD ANT, OXON Light, S.H. — 36 to 41, 66.

PAR UN ak UPNE VBAoy Po Nas Ve oye Jowett cars — 78, 79, 80, 96, 102, 128, 140, 150, 250.

Limerick race — 58, 59. Linas-Montlhery circuit — 83, 105, 121,

73 75, 84, 86, and from page 90 throughout. Hill, Graham — 390, 391. Hill, Logan — 285. Hill Philip — 152, 180 to 183, 188, 189, 285 to 297, 370, 380, 381.

Hill, Walter — 386, 393.

Hodkinsin, H. — 156 to 158, 229. Hoerning, N. — 147, 250, 252, 253.

Hoffman, M. — 85, 86, 153, 180 to 186, Lor2, OE:

Holt, E.W. — 125, 152, 154, 187, 199,

276,579) On

189, 238, 286 to 292, 370, 374. Horsfall, Cae 092045206;

Hotchkiss cars — 36, 37, 120. Hough, F. — 27. Houlding, Bert — 19. HowortheHe— ole 152. 1S6N2 7229 75. HRD motorcycles. — 24, 25. HRG

149, 150, 152, 196 to 198,

cars — 48, 78, 117, 147, 149, 305, SSS.

Huckvale, E.F. — 29. Hudlass, M. — 211.

1227 175) to! L7e 203, 243249)

Kelly,J.(“Joe”) —235, 261, 401.

Lincoln, Curt — 278, 396. Lisbon race — 230. Lisbon rally — 150, 255, 256. Lister cars — 265, 268. London Rally — 150, 250. Loughborough, A.H. = 28.

Kettle, Roy — 169, 174, 206.

Louveau,

Kimberly, James — 153, 285, 292, 294,

Wows BroteAdVie=="19) Lowrey, Joseph — 83.

ee

Hornburg, C. — 152, 153, 180, 182, 188,

2220

B. — 40 to 42, 45, 48,

261, 264, 278, 279, 280, 390, 395. Lincoln cars — 45, 52, 238.

Holland, C. — 24, 27, 63.

FIOOSOn|e

G. — 136, 138, 177, 221, 268.

49, 258

287 to 297, 372, 376.

R. — 399.

DOO 222 OOO)

Levecque,

K Katskee, L. — 296. Keeling, John — 395.

380, 385.

H. — 96.

Kingston-Whittaker, J. — 30, 120. Kling, Karl — 154 to 159, 216.

Lucas, Jean — 143.

Knight, R.J. (“Bob’’) — 15, 174, 208,

Lurani, Count G. — 89, 90, 91, 253. Lush, T. (““Tom’’) — 90, 120, 148, 193,

PAO DEIN PN, POS, ULES Koch, G.H. = 33, 35, 278.

Lund, E. (‘“Ted’’) — 145.

Hughes, Les — 281, 283. Hughes sidecars — 19, 21.

Komossa, Walter — 399.

Lynx Engineering — 370.

Humber cars — 13, 67.

Kulok, Larry— 154, 180.

Lyon-Charbonnieres rally — 193, 246,

Humber motorcycles — 25.

Kurtis cars — 296.

195.

247.

Hume, Anthony— 90, 92, 122, 169.

Lyons, Greta (Lady)— 14, 17, 53, 54, 84.

Humphreys, L.N. — 174. Hunter, Hugh — 52, 96.

Lyons, John Michael — 54, 145, 147,

Huntoon, George— 86, 199, 386. HWM Cars — 102, 139, 173, 187, 208, OG, CEG, 2), HS, PAG, GY.

Lyons, Patricia (Mrs Appleyard) — 84,

Hyeres races — 173, 204, 205, 215, 392.

WAZ VIS W719 3)

L

107 to 120, 150, 191, 193, 196,

222A Ladd, Lemuel — 181. Lagerwy, J. — 191, 193, 396.

Lyons, William (Sir) — from page 9 throughout.

Lagonda cars — 66, 181, 191. Lakeland Rally — 120, 150. Lanchester cars — 27, 28.

I Ibarra, Paco — 238, 383.

Ibsley races — 394 to 407. Ickx, Jacques Sr. — 149, 150, 197, 261. Imhof, A.G. — 148, 149, 193, 194, 195, 247, 248, 302, 305, 306.

Indian motorcycles — 17, 25. Invicta cars — 29, 30.

“Ippocampo” — 159.

412

Lancia cars — 144, 149, 157 to 159, 146,

167, 169, 190, 197, 204, 205, 2135230) 23642385 2oee2oo. 261, 284, 309, 318.

M

McAfee, Jack — 285.

Lang, Hermann— 157, 166, 167. Langmann, Harry — 18.

Macdonald, David (“Dunlop Mac’’) —

Lantlin, H. — 29, 30. Laroche, M. — 150, 197, 198.

McEvoy,

Laurent, R. 209 to 220, 230, 399. Lawrence,J.— 231, 235, 407.

McClure, Donald — 58, 60. 63,.72239) 242) McEvoy,

Fe

49: M. — 33, 35.

McGlashan, Alex. — 145, 273.

> Mackenzie, Gordon — 383, 384. Mackenzie, W.A. (“‘Bill’’?) — 147, 148, 159, 195.

Mackle, Joseph — 29. Macklin, Lance — 90, 96, 103, 104, 142, 169. McMaster, Wm.

164, 169, 189, 190, 200 to 204, HOS, 222, BOY PSO), 260), Way". 269, 279. Millership, A. — 29. MIRA— 78, 98, 130, 215. Monaco

A. —58.

McMullan, Wm. — 29, 30. McMullen, Lorin — 386.

Maggi, Count Aymo — 122, 124, 156,

race— 167 to 169, 280

Monte Carlo rally — 30, 36, 37, 40, 41, NS, Di, Gio, AOS, ahs, EMG, WO). 191 to 193, 245, 246, 256, 264, 269.

O Oats, R.F. — 47.

O’Hara Moore, H. — 197, 253. Oldsmobile cars — 86, 284. Oliveira, Casimiro de — 49 to 51, 128, BD. No)

Oliver, Eric=—21, 25, 83:

Opel cars — 36.

Mairesse, Guy— 172, 173.

Monza circuit — 101, 102, 140, 260. Moodie,J. — 181.

Opontoraces— 95 73 o 222, Orr, Stanley — 30. Orr, W.C.E. (‘Ted’) — 63, 168. Orssich, Count Peter— 33, 35.

Malbrand, Pedro — 287.

Moore,

OSCA

Mancini, G. — 144, 238.

Moran, Charles — 220, 292. Morecambe Rally — 108, 145, 249, 250. Morel, A. — 96.

204.

Maglioli, U. — 197, 204, 227, 231.

Mangoletsi, George— 57, 58. Mann, Cyril — 53, 64, 79, 273. Mann, Nigel — 96, 198.

Montlhery (see Linas-Montlhery).

Oscar— 125, 173, 187, 264.

Manning, C. (“‘Chuck’’) — 180, 189, 292.

Morgan cars — 145, 146, 193, 247. Morgan, F.W. — 37, 38, 39.

Mansbridge J.R.J. — 251, 253.

Morgan,J.— 177.

Manussis, John — 235, 282, 388.

Morris cars — 27, 28, 60, 69, 78, 147. Morris, Martin — 406. Morris- Goodall, M.H. — 96, 136, 175,

Mianx races for cars — 77, 167, 227, 228, 264, 393.

188, and from page 198 throughout.

Manx races for motorcycles — 15 to 25. Manzon,

Robert — 169, 172, 173, 204,

Bale

Marathon de la Route. (See Liege)

Marchant, Dougal — 21. Margulies, D. — 390, 391. Marimon, Onofre — 139. Marne G.P.— 49. Marshall, John — 93, 96, 98, 151, 268. Martin, Eugene — 76.

Moss, A.E. — 173, 204, 221.

Moss, Surling — From page 102 throughout

Owen, A.G.B. — 140.

P “Pagnibon”’— 150, 204, 249.

Panhard cars — 37, 117, 118, 240 Panks, John — 77. Papamichail, N. — 250, 252.

Paris Cup race — 390. Parker, D. — 273.

Murray, David — 125, 167, 199, 277,

Parker, Gordon — 186, 273. Ranker loeneslscnas)——wloe

Musgrave, Peter — 300 to 309. Musy, Benoit— 397.

Martin, Percy— 29. Martins & Almeida (A. Martins) — 93,

Parker, Stanley — 27. Parkinson, D. (‘““Don’’)— 153, 180, 189, 286 to 292, 384.

Parma-Poggio di Berceto race — 92. Parnell, Reginald — 96, 102, 125, 139,

eee

Marx, Paul — 85. Marzotto, Giannino — 89, 91, 92, 203,

cars — 92, 93, 198, 199.

O’Shea, Paul — 153, 297. Oulton Park circuit — 322, 408, 407.

Munks, Austin — 25. 394.

atl

161, 167, 169.

N

Patchett, George — 21.

Marzotto, Paulo — 220.

Naismith, Miss (“‘Paddie’’) — 28.

Marzotto, Vittorio — 122, 158. Maserati cars — 66, 67, 75,.78, 79, 88,

Needham, C.M. — 32 to 39. Neill, C. Gordon — 235.

Pegaso cars = 205, 240.

ING):

91, 93, 144, 151, 181, 235, 240,

Neumann, J. von— 292, 378.

Peignaux, Henri— 145, 147, 203, 246 to 249, 278. Pelham-Burn, R. — 31. Pescara race — 230, 231.

259, 261.

New Avon bodywork — 28.

Penney eke

New Imperial motorcycles — 25. New Scale motorcycles — 19, 20.

Pezzoli, R. — 157, 164.

Phillips, G. — 96.

New Zealand (sport in) — 261, 283, 392.

Philpott, F. — 169.

Newcombe, C. — 65, 66, 69. Newsome, S.H. — 48, 52, 53, 54, 60, 64, 67, 104, 105.

Phoenix Park race — 58. Picard, F. — 205.

Newton, Miss. A. (see Hall).

Pilette, A. — 204, 205, 230.

May, Dennis — 82.

INNO,

Pinto, J.A. Nogueira — 222, 230.

Mecrow E.H.-— 275. Mena, A. Gomez — 86, 87, 284. Mercedes-Benz cars— 13, 141, 157 to 160, 164 to 167, 189, 190, 205, 206, 222230) 260, 284, 297. Mich CGin| ara n Meyrat, P. — 95, 136, 139. IMU (G:, CAS — AS, eh, Ds GO), lO, i, (Oe, 78, 85, 96, 112, 120, 140, 145, 289, 398.

Nogueira, J.F.— 150, 255.

Pitt, W (Bill”) — 283.

Nogueira Pinto, J.A. (see Pinto).

Planfoy hillclimb — 204.

Norbury, T.W. — 75.

Polensky, H. — 197, 198, 251 to 256.

Norton motorcycles — 18, 25, 83, 166. Norton, W.C.N. — 55, 148, 248.

Pollack, W. — 188, 189, 289, 380. ROMEOyaplen | eS OO or

Novelli,J. — 254. Nuerburgring— 150, 227, 235, 267, 277,

POMEL OYwleole RONG wir ole

Mason, B. (““Ben’’) — 63, 200. Matador motorcycles — 19, 20, 21, 25. Matthews, George — 48, 49, 60, 65, 104, 273.

Mathieson, Haaken — 255. Mathieson T.A.S.O. — 96. Mattock, Richard — 250.

MCC Rally— 120, 198.

IE Jf,=, 186.

OP, MWA), Wall, We

Pietsch, P. — 161, 162.

Pitt, Donald — 143.

29.

Porsche cars — 13, 128, 136, 150, 153,

278. Nuvolari l=

|p— 20 25to 23542

00229268.

195, 197, 198, 205, 234, 240, Dail, LER, RSe%, XN), VAG!

Michelides, S. — 283.

Porter, Stanley — 60.

Midnight Sun rally — 251, 255.

Potter, Leonard — 79, 82, 113, 114, 120,

Mille Migha race — 50, 67, 86, 90 to 93, 122 to 125, 144, 154 to 160,

BOZO:

Pozzi Charles — 205, 220.

413

~™,,. Prescott hillclimb — 102, 175, 186, 247, Wits

Protheroe, E.R. (““Dick’’) — 379, 407. Purdy, K. (‘‘Ken’’) — 82.

Roosdorp,

Hermann — 230, 241, 305,

Spa-Francorchamps

circuits — 73, 128,

379. Rosier, J-L. — 95, 96.

Sparken, M. — 205.

Rosier,

Spear, W. (“Bill’’?) —85, 217, 220, 287,

L. — 95, 96, 98, 135.

RSAC rally. (see Scottish) Ruesch, Hans — 227, 228. Rutherford,J.— 86, 199, 375.

292, 296. Sphinx car — 319. Spikins, F.R.G. — 126.

SS (pre-Jaguar) cars — 28 to 44, 281. Stagnoli, A. — 143, 169.

Q

Standard cars — 27, 28, 31.33, 63:

Qvale, Kjell — 381.

R RAC Rally — 28 to 31, 40, 42, 45, 48, 53, 54.67, 120, 145 to 147, 150, eee ACES ee UPN I ale GARGS Aa pote

S

Stanguellini cars — 92. Stanley, L. (“Les”) = 211, 212.

Salmon, P.M. (‘‘Mike’’) — 369, 373. Salmson cars — 259. Salvadori, Roy — 126, 161, 175, 275. Samworth, George — 148, 195.

Stefferud, Per — 255. Stella Alpina race/rally — 279

Sanderson,

throughout. Stewart, J.R. (‘Jimmy’) — 227, 231, 235,

Ninian — 227, 235, 277.

Sargent, Peter — 274, 369, 390, 391.

Sterzi, Bruno — 222, 231.

Stewart, Ian — from page 152

Sayer, Malcolm — 128, 129, 166, 169,

277, 394, 406, 407.

Scampolo cars — 399. Scannell, Desmond — 175, 177, 193.

Stoop, Richard — 96. Storez, Claude — 247. Strahle, P. — 252.

Schell, Harry — 217, 220, 246. Schellenberg, C.K.W. — 407.

Straight, W.W. — 36, 65, 66. Studebaker cars — 33, 309.

Schluter, Walter — 198, 251 to 256. Schott, Charles — 153, 154, 289, 293.

Sunbeam motorcycles — 15, 25. Sunbeam-Talbot cars — 113, 193, 195,

Ramponi, Giulio — 66, 92. Rand, George— 86, 153.

Scott, D. — 248, 256. SCO Pa): — O80:

Susa-Mont Cenis climb — 143.

Rankin, Ernest William — 37, 40, 42, 44,

Scott motorcycles — 18.

Radix, M.—

174, 240 to 244, 366, 373.

150, 197, 198.

Railton cars — 52, 120. Railton, Reid — 57. Rainbow, Frank — 60, 69, 91, 100, 102, OS. 122.1245, Val 55s Nei, MS)

Ramponi,

SUPA, SIV

Francesco

DE

IWeK0)

— 66.

49, 55, 58, 60, 63, 69, 72, 81 to 84, 107, 120, 147, 148, 168, 176, [SS sl 95e 209 258 e26, 299, O29:

Scott-Brown, Scott-Brown, Scottish Rally 48,49,

W.A. Jr. — 400. W.A. Sr. — 30. (RSAC) — 30, 31, 40, 42, 55, 59, 145, 250, 256.

248, 264, 316, 318.

Sutcliffe, H. — 147, 196, 253. Sutton, BJ. ( loe)=I3 213

366.

Raynes,J. (“‘Jimmy’’) — 82, 83.

Scrage, E.P.— 186, 275.

Razo. F. — 284.

Seaman,

Rebolledo, D. — 284. Reed, Harry — 18 to 25. Reggio Calabria circuit — 180. Regibus, M. de —- 195. Reid, R. Graham (“‘Jock’’) — 10, 153,

Sebring races — 153, 154, 190, 199, 286, SA Oo

Swahn, Oscar — 396.

Serafini, Dorino — 91, 92, 100, 102. Sestriere rally — 246, 255. Shaw, L. — 248.

Swallow sidecars — 13 to 25.

Shawe-Taylor, B. — 143.

Swinburn, C. — 283.

Reider, R. — 285, 290. Reims races — 49, 173, 206, 209, 222,

Shelby, C. — 296, 379, 386. Shelly, A. — 283.

Swiss race. (see Bern) Symons, H. —32, 44, 45.

227, 228, 229, 234, 260, WOom ey oe Renault cars — 118, 128, 149, 314.

Shelsley Walsh climb — 36, 48, 60, 64,

181 to 186, 370, 371, 374.

Richter, Roy — 285. Ridder, M. de— 239, 241. Riddoch, Ivan — 20, 21.

Riess, Fritz — 167, 216. Riley cars — 29, 30, 31, 50, 52, 69, 78, SLI OSI

OMI SON 20443 05%

Riley, Peter — 150. Robb, C.E. (“‘Ernie’’) — 58, 59, 60, 143, 23%

Robbins, Norman — 33. Robins, G.H. — 48, 52. Robinson, W. (“Bill”) — 156, 175, 206, 241. Roboly, Armand — 204, 205, 381.

Rodriguez, Pedro — 284. Rodriguez, Ricardo — 284. Rol, Franco — 90. Rolls-Royce cars — 69. Rolt, A.P.R. (“Tony’’) — 45, 67, 76, 82,

96, 99, 100, 102, and from page 125 throughout.

414

Sutton, R.M.V.—

15, 69 to 73, 78, 88,

130, 156.

R.J.B. — 65, 66, 77.

$3, 102

5,01365

Nexo, WAS. WAS, WA, PAO), AN, DING, OAS INO), PPThs Pa, PAGS),

Swallow bodywork — 26 to 31. Swaters,J.— 399.

Swift cars — 27.

S57 186, 2098373.

Sighinolfi, Sergio — 92. Silcocks Gdir 525120) Silver,J.— 63, 247. Silverstone circuit — 73, 74, 78 to 84, 100

to 102, and from page 125 throughout. Simca cars — 75, 149, 205, 309, 318.

Simone, John — 150, 172, 205, 279, Bol pOSLO Te

Singapore GP— 281. Singer cars — 45. Skilleter, P.O. — 276, 395.

Slater, Arthur — 254.

Sleigh, Miss Jessie — 49. Smith, W. (‘Bill’) — 402, 403. Snetterton circuit — 394 to 407.

Soleil rally — 145, 147, 248, 249. Sommer, Erik — 278.

Sommer, Ole— 278, 382. Sommer, Raymond — 76, 95, 100. Sopwith, T. — 319. SOSA, |Ne—

loO:

T Tadini, M. — 203, 397. Talbot cars — 33, 36, 37, 45. Talbot-Lago cars — 95, 96, 136 to 139, 1445 W725 1735 205 to 27. 230, 240. Tanner, H. — 166.

Targa Florio race — 73, 87 to 91, 93, 122, 143, 144, 190, 204, 259, 260, 269.

Varuth, P= 1225157 to 159) Tattersall, Bert — 174, 209. Taylor, A.E.—19. Taylor, DI OM.

— 145, 198) 249)

Taylor, J.W.— 19, 20 Thallon, K. — 282, 283. Thirion, Mlle. G. — 249, 253.

Thirion, M. — 249. Thompson,

Eric — 102, 143, 151, 152,

1G) weil,

Thompson, “Joe” — 175, 177, 366.

x

Volkswagen cars — 182.

Thompson, “Jock” — 175, 211, 213,

223,,224~226, 235,

Yorke, D. — 221, 388.

Thornton, W. (‘‘Bill’’) — 174.

Ww

Thrall,J. (“Joe’’) — 87, 93, 153. Thruxton circuit — 394, 395. Timmons, Paul — 153, 292, 296. Tinkler, Almond — 19, 20, 21, 25.

Wacker, F. — 183, 285, 290, 292, 379.

Titterington, J.D. — 259, 277. Tobruk to Tripoli race — 259.

Walker, Graham — 18.

Wadham, W. — 145, 191. Wadsworth, E. — 57, 112, 147.

Zz

Walker, Peter — 75, 78 to 82, 88, and

Tornaco, Charles de — 211 to 220, 399. Tour de France Automobile — 150, 198, 254,

256, 268.

Tourist Trophy car races — 60, 69, 102 to 105, 107, 140 to 144, 148,

190, 235, 264, 265, 268. Tourist Trophy motorcycle races — 16

from page 93 throughout. Walkerley, Rodney — 28, 68. Wallace, C. (“Chuck”) — 292. Waller, Ivan — 128, 135 to 139. Walmsley, William — 16, 17, 18, 21, 27,

Zio 20 Son Warburton, Guy— 193.

Travemunde rally — 250, 255.

Waring, W. — 191, 250.

Trevoux,J.— 150.

Warren, D. (““Dan’’) — 63, 65. Warren, Eric — 98. Watkins, K.— 125, 161. Watsonian sidecars — 17, 24. Weatherhead, R. — 309 to 317. Weaver, C.P. 86, 93, 98, 102, 104, and

Treybal, Z — 82. Trimble, J.M. — 398. Trintignant, M. — 217, 220.

Trips, W. von — 399. Triumph cars — 45, 266, 305.

Triumph motorcycles (ex-WD)— 16.

from page 122 thoughout.

Truett, C.E. — 56.

Weaver, G. — 180, 181, 182, 371.

Tucker, G. — 18, 19.

Welsh rally—49, 55, 258.

Tulip rally —62, 84, 110, 145, 150, 193, ZOO ZOD)

Weslake, H. — 33, 44, 47, 69, 180, 208, SO.

Turle, B. — 158.

Wharton,

Turnberry circuit — 267. Turnbull, G.H. — 248.

DEY, P35, LOD, Aik, AN White, D.B. — 281.

Turner, Stuart — 149.

White, F. — 181. White, G. — 125. Whitehead, A.G. — 152, 204, 205, 392.

Tye, Basil — 272, 401. Tyrell-Smith, H.G. — 25. Tyrer, Gilbert — 67, 120, 126, 154, 267,

SD

40. Walters, P. — 86, 96, 180, 181, 182, 199,

Trasenster, M. — 254.

TORZON105.L26;

Zandvoort circuit — 261, 266, 370. Zoller superchargers — 33, 35, 36.

K. — 84, 145, 186, 187, 193,

Whitehead, P.N. — 75 and from page 93 throughout. Whitmore, C. — 153, 181, 286, 287.

390, 400, 407.

Whittaker, A. — 63, 128, 188, 224. Wick, C. — 209. Wick, M. — 302, 303, 305. Wicken, G. — 125, 128, 275.

U

Wilder, R. — 199. Ugnon, P.G. — 203, 204, 377. Ulmann, A. — 153, 154, 285, 289.

Wilkins, G. — 71, 113, 150, 191.

Wilkinson, W (“Wilkie’’) — 267, 277,

Ulmen, T. — 230, 379.

394.

Ulster rally— 29, 30. Ulster Trophy race— 77, 102, 129, 148.

Wilson, P. — 96. Winfield circuit — 267.

Under the Southern Cross (Jaguar book) — 281.

Winterbottom, E. — 96,126, 148.

WmSer

Wisdom, Mrs. E.M. — 45, 47, 53, 54, 60,

ae 2 oA

Urbas,J. — 180.

Wingfield, Bryan — 396.

6256502515

269.

Wisdonne le bia— 94.5 itOvoi7 02,01

leapoensor

and from page 87 throughout. Wise, T.C. — 79, 96. Witherall, L. — 99.

Vv

Wolseley cars — 27, 28, 47. Wood, S. (“Ginger”) — 25.

Vack, Bert Le — 20, 21, 25. Vard, Cecil — 145, 146, 191, 246, 251.

Wood, Leslie— 145, 197, 275. Woods, Pearce — 297.

Velocette motorcycles — 25.

Wright, James — 32. Wright, Joe — 135.

Veritas cars — 240. Viking rally — 254, 255.

Wyer, John — 227, 231.

Wyllie, M.R.J.— 295, 297, 371, 385.

Vila Real race — 49 to 51. Wailloresiniun— 8 OH Ola

llovae2Z lo

.9230:

415

PERFECT COMPANIONS TO THIS BOOK 8 Sy) 3

§

iS Py

JAGUAR JAGUAR

SALOON

section by Andrew

CARS

by Paul

Skilleter,

with

SPORTS

CARS

by Paul Skilleter

competition

Whyte.

At the start of the 1980's it has been realised that the older Jaguar saloons offer a style of motoring and equipment which is no longer available — consequently, saloons of the 1950's and 1960's are rapidly increasing in value as collectors’ pieces, and many more are in the process

of restoration. This is an incredible story of private enterprise and powerful personalities, but is first a comprehensive record of every model ever made, presented in a high quality, artpaper publication.

A chronological history starting with the original Austin Seven Swallow of 1927, though the SS 90 and the classic SS 100 Jaguar. After the war came the supreme Jaguar XK 120, the XK 140, XK 150 and then the E type, a car perhaps which impressed more than any other. The tremendous. victories of the C and D-types are epic stories in themselves, and probably had an even greater effect on Jaguar's reputation than was realised at the time. The author skillfully probes and discloses much not previously recorded in

print. Also included are the many special Jaguars, one-offs and prototypes such as the XJ13, and variants such as the Lister Jaguar.

ALSO AVAILABLE THE E TYPE

JAGUAR

XK by Chris Harvey.

- End of an Era by Chris Harvey.

This book has been carefully researched and written to appeal to the enthusiast. It com-

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car as only another E type result is a colourful, practical

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The story of the 13 year reign of the XK’s; comprehensively and entertainingly told by Chris Harvey covers the whole production history and includes road test reports, world-

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how to.go.about buying one; plus accounts and

amusing anecdotes the world.

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owners

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The Haynes Publishing Group is the world’s largest publishers of motoring and motorcycling books, including the range of Haynes Owners Workshop Manuals for cars and motorcycles. For further details please contact the address shown on the title page.

|

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Andrew Whyte

Being brought up during wartime and in the Highlands, it is not surprising that the first Jaguar sports car Andrew Whyte can recall seeing was the $S100 on one of those beautifully-printed Player’s cigarette cards. Soon afterwards he became the proud owner of his first Jaguar — the same model, as interpreted by Dinky! The seed was sown... Andrew Whyte knew he wanted to work among cars, but it was not until well into the ‘D-type’ period when Andrew’s wish was fulfilled and he joined Jaguar as an apprentice. Even then the C-type was still very much in evidence as a racing machine for the more skilful clubman, and the author — who edited the apprentice magazine — took every opportunity to drive both models, though never in competitions. He did increase his motoring experience through rallying but,

by

the

late

’fifties, club rallies were

taking

more and more to the lanes and tracks where Jaguars were simply too big to be thrown around. Nevertheless, Andrew does remember navigating a friend’s Mark Five saloon on one occasion. Later, during a stint as a Motoring News colum-

nist, he was to cover the great rallies like the ‘Alpine’, the ‘Liege’, and the Tour de France in which the compact Jaguar Mark Two saloons put up such stirring performances. Andrew soon returned to Jaguar in Coventry, working his way through from Magazine Editor to P.R. Manager but, after the retirement of his boss,

‘Lofty’ England, in 1974, it became apparent that Jaguar was not going to retain its family identity if Lords Stokes and Ryder (in that order!) got their way. Finding fewer and fewer ears prepared to listen to his pleas to ‘“‘save Jaguar’s soul” Andrew Whyte decided, in 1979, to become his own master and return to the world of writing. Andrew has never lost his particular affinity for Jaguar, although he delights in researching all areas of motoring history. The author, his wife Wendy, their two daughters and their two dogs live near the Fosse Way in south Warwickshire.

Inn Dill77-9 ll ll one-hour 194:

Postwar international production car racing began at Silverstone on 20th August race im which three XK120 Jaguars — the type which had captured the public’s imagi == the 1948 Earls Court show but, as yet, had not been seen on the road — made their competition == _[ponsorship by the Daily Express and the promise of untold publicity allowed Jaguar chief William Lywms-vo go against his own better judgement and enter his new cars for ‘B.Bira’ (who retired with a puncture when leading), Leslie Johnson (who won in the white car glimpsed here, Chassis No. 670002), and Peter Walker who is seen here in the red car (Chassis No. 670001) with which he came second. It was the success of these two cars, which had been converted from LHD for the race, that soon forced Jaguar to develop the model for competition and to create a new version specifically aimed to.win Le Mans, which of course the C-type did. The car featured here was sent to America where Leslie Johnson drove it to 4th place overall in the Palm Beach Shores road race early in January 1950. It was then sold to Jack Rutherford of Florida, still with its right-hand steering. The Photographer: This picture was taken in 1949 by former US serviceman Robert Francis Blake of Arlington, Virginia, whose wife Jean came from the Silverstone county of Northamptonshire. Bob Blake later built the Cunningham sports-car bodies before joining Jaguar in 1955, to become deeply involved in the’ construction of the D-type and its successors. Bob retired from Jaguar quite recently and lives in Coventry. ’

KQ-5

ISBN

0 85429

277 2