JAGUAR – MY PERSPECTIVE
A comment on Jaguar and its
products as Ken Stout has seen them during his career as a Jaguar specialist.
Living in the same suburb as Bruce McLaren , it is no wonder that a young lad in his apprenticeship as a mechanic should become highly interested in Jaguar cars. Remember it was Bruce who in 1960 or 61 brought a Mk 2 3.8 Jaguar to NZ and took it around the NZ racing circuit competing against such drivers as Dennis Marwood and Kerry Grant, pushing this heavy saloon around the tight NZ race circuits. He was famous; he was quick; and he was winning. Jaguar was tops. Jaguar had had a series of wins at Le Mans; the ultimate twentyfour hour sports car race. They were winning at Brands Hatch, and they were linked with the best drivers in the world; Stirling Moss, Archie Scott-Brown, and the Scottish Ecurie Ecosse Team, to name a few.
Jaguar was not only a quick production car, but it was also a luxury car with beautiful leather and polished timber interior, yet priced so competitively. No wonder so many of the British specialist manufacturers, who were catering for the wealthy gentry of England, went broke. Armstrong Siddeley, for example was a fine car with a beautiful interior, but it couldn’t handle or perform the same as a Jaguar and it was considerably more expensive to purchase.
So here was I, a young car enthusiast, serving my apprenticeship in Remuera, working on the odd Jag with all this going on at the same time. No wonder I have specialised in servicing and now trading Jaguar cars.
Not that it was all peaches and cream mind you. That twin overhead camshaft engine took three whole days to do a valve grind on! Working on a Jaguar has always been a test of ones ability and attention to detail.
However, I have gained a great appreciation of the Jaguar twin cam XK engine, particularly the 3.8 litre version. I know of no other car that can accelerate from less than 1000 rpm up to a maximum speed of 128 mph, in top gear without a shake, a shudder or cry of dissatisfaction from it. And whilst objecting to the time and cost in performing a head off job, it should be noted that they never blew head gaskets, a valve grind would not be needed before 60,000 miles (100,000 km in today’s language) and perhaps not until 100,000 miles. The tappets never need readjustment, like other vehicles, where it was part of the 6000 mile service routine.
And what a visual delight that engine is with its, multi-carb set up, polished alloy cam covers, and enamelised exhaust. Not until very recently have other manufacturers tidied up under the bonnet: and that by plastic covers, to hide the mess of wiring and “black spaghetti” they seem to need.
Now, about SU carburetters! They are the bees knees. Yes, believe it. I have heard all sorts of rubbish about them. They give good throttle response from very low revs right up to full noise. They are simple to work on, last for decades without wearing out, rarely need overhaul, and when they do, it is a simple bench job. The HD models had rubber diaphragms which were prone to perishing, particularly on the Daimler V8. Although, talking of the Daimler; it did have a lot of carb flooding problems when new, and we received a number of factory bulletins on how to fix. It seemed, that although this 2.5 litre V8 engine was perhaps the smoothest engine produced to date, it suffered from a frequency that attributed to carbs flooding. Each bulletin would start with “disregard previous bulletins.” The problem was sorted by fitting needle valves with Viton tipped ends. These are now standard in all service kits.
I well remember the first E Type Jaguar that came into the workshop. Wow. That bonnet; it goes for ever. And that performance. Not only the top speed of nearly 150 mph (250 kph) but the acceleration through the gears. Certainly one of the most exciting cars to drive, ever. Brakes that didn’t stop, steering that wouldn’t turn, but exciting and exhilarating it certainly is.
Such an outstanding shape and performance that the E Type has become a symbol of Jaguar. Owning one is a statement of the owners taste and lends him status! It is the only vehicle in the Museum of History.
Books are written on this one car alone, so I will not go into great detail on it. Let me just say that by the time the Series three E Type was produced it became quite a different vehicle. The harshness of the old 3.8 litre engine was gone, replaced by the smooth as silk V12 engine; an exceedingly robust and reliable unit. Power assisted steering enabled easy manoeuvring at less than motorway speeds! Upgraded power brakes with ventilated front discs gave lighter brake pedal pressures, flared wheel arches and a bigger mouth gave a more aggressive look. The cat had been tamed. The E became sweet: silent, simple to drive and still swift. However, the practicality of a rear kiddie seat, resulting in a longer and higher roofline upset the fine shape it had been. Although the convertible was still built on the short floor pan and in my eyes, looks as good as the Series One convertible.
The rear end of the E Type was all new, and a design that Jaguar stuck to until 1986 and even then took the concept and updated it. Using a Salisbury differential unit, which can be manufactured with various ratios to suit, this new rear was assembled into a sub-frame and mounted on four rubber mounts to the chassis rails. Fully independent with inboard disc brakes and the axle shafts acting as upper links; the wheels are kept upright under all conditions, with no alteration of camber at all. This arrangement was so successful at keeping the rear end in control, that it is used universally in hot rods and many other “specials.” A rugged assembly absorbing as much power and torque as you can give it. Four coil over shock absorbers give great comfort also. This assembly was mated to all power units, including the V12. All this engineering comes at a cost and that is serviceability. Replacing worn seals, or bearings, or the inboard disc brakes is time consuming and best left to the experts.
In 1963 the S Type Jaguar was released. This model has never caught on amongst Jaguar aficionados, but a few knowledgeable people know that this is a far superior model to the Mark 2. The rear end developed for the E Type was installed into the Mark 2 and the rear bodywork modified to suit. What better than to mimic the Mark X shape? Or so it must have seemed to Lofty England and his engineers. It certainly enhanced road holding; putting an end to that slippery back end once and for all. The Mark 2 had suffered from its semi-elliptic springs and cross ply tyres making it very easy to induce oversteer – steering by the right foot! Now with this back axle assembly the S Type was more comfortable yet cornered better. More boot room too. The dash was also altered. The timber veneers were finished in high gloss rather than the previous matt finish and a bit of shaping around the instruments to emphasise to the occupants that this was a generic improvement. Not that the Mark 2 finished in production. The two models continued parallel along with the Mark X and E Type. A four model range. Very ambitious for such a low production manufacturer.
In 1968 the 420 was produced. This was another body styling update, but still on the S Type floor pan. Having redesigned the Mark 2 by sizing down the Mark X rear end body shape, Jaguar did the same with the front styling and called it the 420. Personally, I have a soft spot for this model. I prefer a smaller car than the Mark X and this is it. The styling is now consistent front to rear and mechanical improvements have been made. Brakes are improved, transmission updated, power steering added, engine smoother and more torque, better comfort and road holding. A shame so few were produced. But we still service a couple of nice examples. Spares are easy to come by as most parts are in the common parts bins.
If you get a chance to purchase a nice 420, don’t go past it without giving it due consideration. They are a lovely example of Jaguar engineering, although not generally so popular.
There was a line of faces against the TEAL workshop windows in Mechanics Bay. It was 1970 and I had just driven, in the new XJ6, into the car park of the company that was to become Air New Zealand,. This was the new model; the one that was to set standards for the next decade. Motoring journalists would compare other new models against “the best of British” for the next ten years. “Grace, Pace, Space” Jaguar called it. And indeed they were right. The old XK engine was now stretched to 4.2 litres and put into this all new design. A new luxury vehicle. I was on road test and had called in to see a neighbour of mine who worked there as an aircraft mechanic. Such was the interest in the vehicle.
It was quiet, real quiet, and the suspension was designed around the special Dunlop Aquajet tyres. They dispelled water so effectively that I have even heard tyre squeal driving on a wet road surface. A shame some of the bits inside didn’t hold together so well. A pre-delivery check would take a day and a half, and more to come on the first five hundred mile check. Door lock remote controls needed endless adjustment. But wait; there’s more.
Head gaskets! Never before but now head gaskets were to leak, even during the warranty period. This was an omen of bad things to come for Jaguar and owners of their cars.
An undetected or unrepaired leaking head gasket allows coolant to seep into cylinders, and cause considerable corrosion of the liners and top rings. This results in excessive oil consumption and smoking exhausts requiring a complete engine overhaul. Modified cylinder liners were developed and installed. These are a very satisfactory cure, but at considerable expense to the now poor owner. So often this is the death knell of an otherwise good car.
Later in the mid eighties when I had established my specialist repair workshop, I found the need to label engines and transmissions because we were to have several out and dismantled at once. I did not want to mix up engines or transmissions. Such were the number of engine failures.
By this time Jaguar was into its Series three model and badly needed its replacement for the XJ range. But they had gone bust and salvaged by the British Government in the form of British Leyland. Dark and gloomy days for Jaguar.
The replacement for the E Type, but never claimed as such. A far better unit because of the full unitary body construction. Really just an XJ12 with a two door body. Initially, not very pretty to my eyes, but becoming more and more attractive as time goes on and odd ball headlamps are “in.” The XJS is now recognised as becoming collectible. A beautifully smooth unit. The lower centre of gravity and the firmer suspension settings create less body roll than its big brother the XJ12. Horrible instruments, though, until revised in late 1991. Only a few manual V12s were manufactured, which are eagerly sought after by enthusiasts. What a shame that frontal impact standards prevent any more of these models being imported into New Zealand. If you get a chance to purchase a late model XJS, grab it, because there are very few in the country.
The replacement for the XJ6 range, the XJ40 model was a long time coming, but in 1987 it appeared.
With this model Jaguar was as conservative as they had been bold in 1969 with the XJ6. However, it was a big step forward in engineering. All new power train. The new AJ6 engine has proved to be extremely reliable. I have driven them with close to 300,000 km on the clock and still showing no signs of deterioration. The transmission by ZF is unbreakable and the rear end has been redesigned, although using the same principles as before. Outboard disc brakes are the most obvious improvement from a servicing point of view.
New technology in the form of electronics was installed throughout the car. In fact, the only electrical item not controlled electronically is the boot light. So, one step forward and another step back. . Jaguar’s on board vehicle condition monitor! What is the point of a device to tell if a bulb has failed if the device gives more trouble than the bulb?
With the new mechanical reliability we were to be faced with the challenge of upskilling into electronics. After a period electronic circuit boards started failing. Initially replacement parts prices were horrific, but as the model became more common on the roads, more parts suppliers came into the market and used parts became available. Also we became proficient at repairing modules and diagnosing faults.
Today they are reasonably reliable because most of the problems have been sorted out and new and used parts are readily available.
1989 4.0 and 1991 3.2 Litre Models Released
Jaguar were going broke again, but they did well and produced new models, with larger engine capacities and with all new electronics. Perhaps there is no car ever produced with so many changes with so little exterior evidence of those changes. New brake system, new ABS system, complete management programme for engine and transmission, new driveshaft and dif. head, new instruments, new door handles, yet externally, apart from badging, the only clue to all this were chrome bezels around the tail lights. And it was all better.
In late 1992 more updates included Self Restraint Systems (air bags.) By now Jaguar had a pretty good car, although its styling was somewhat conservative.
Ford
Money and the X300
In 1990 Ford took ownership of Jaguar and undoubtedly saved it from more ignominy. Can you imagine what a pile of 1.2 billion bank notes looks like? I can’t, but that is how many UK pounds Ford threw at Jaguar to create an all new up to date production facility at Coventry. Wow.
The first new X300 rolled out from this production line in 1994. The XJ40 was a pretty tidy vehicle by now, and I could not credit how much improved the X300 was. Just as body styling was vastly improved, so was driveability. Much more lively and responsive than its forebear.
Current
Model Range
I am excited with the new models that
Jaguar are now producing. Some I have not even driven. There are some who
hanker for the traditional and more classical styling, but not me. Jaguar never
made its reputation by producing old vehicles before their time, but by
producing new vehicles for other auto manufacturers to aspire to.
So it is a Ford floor pan. Parts are sourced from outside of Britain. Who cares? Does it perform? Is it a new standard? Four wheel drive, all alloy body, with superb engine technology, and a cabin that beats allcomers. That’s for me. These are cars that we at Ken Stout Motors are keen to get to know inside out, just as we have its predecessors.
Availability
So much car for so little money. We Kiwis are indeed fortunate. We can purchase a modern shape Jaguar at very attractive prices. The body shape changes between the all new, all alloy, X350 Jaguar and its predecessor the X308 or even the X300 range are very subtle. We now see quite a few S Types on the road and it will not be long before we see as many X types.
Motorsport
Jaguar made their mark in sports car and production car racing in the fifties, sixties, and seventies. What an achievement with so many wins at Le Mans and other circuits.
Formula One is their current challenge and I’m sure readers of this article will join with me and wish them well in this ultimate motorsport challenge.
Looking back over my career, I have been fortunate to have enjoyed a long term involvement in the Jaguar scene. I am supported by a great team of technicians in keeping up with constantly changing technology. They maintain a high level of expertise and customer service in the workshop, while I attend mainly to car sales.
Ken
Stout trained as an apprentice automotive engineer, attaining his A grade
certificate. He has owned and managed Ken Stout Motors Ltd for the past
twenty-six years, specialising in Jaguar pre-owned car sales, repairs and
service. He employs a staff of four technicians who are dedicated to the
product, and who, along with him have a wealth of experience and knowledge in
Jaguar, Rover and British cars. They all wish him well and eagerly await the
day when he will retire!
You
are welcome to visit Ken Stout Motors at 113 Diana Dr, Glenfield, Auckland.
Ken
Ian, Andrew, Jamie, and Shakir are available five days a week for all
enquiries, and Saturdays for pre-owned
car sales.
Or
visit their website anytime at www.ksmjaguar.co.nz
Or.
Ph 09-444-92-90.