november 2010
The history of Jaguar by Sir William Lyons
ollowing our successful Jaguar It contains much that you may not and is still with Jaguar in a senior position. We 75 Drive it Day on 5 September, may never have known, such as the origin of started with an overdraft of £1,000 provided organised without any support from the name Jaguar, the acquisition of various by guarantees of £500 each by our respective Fthe local Jaguar organisations, it is interesting companies, the history of the move from fathers. I am afraid it proved very inadequate to read what Jaguar’s Head Office in the UK Blackpool to Coventry and the Government but, by repeated appeals for help to the did. They invited 75 owners of SS and Jaguar machinations throughout the years that in manager of the bank, which I visited every cars – one from each year since 1935 - on a many ways led to the downfall of the British Saturday morning for the wages, I managed 75th anniversary tour from Coventry to the motor industry. Tony and I (Rudy S.) hope you to keep paying the mounting accounts. I will Goodwood Revival Festival, during which an will find it interesting reading. always appreciate the confidence of the bank overnight stop in London included a black tie “I should start in 1922 when I joined with manager in allowing the overdraft to exceed dinner at the Mayfair Hotel to re-enact the a partner in Blackpool to make Swallow the guarantee by a considerable margin. moment when S.S. Cars presented the first sidecars for motorcycles. We started with It proved to be a successful business within true Jaguar model in exactly the same room. three men and a boy – the latter, incidentally, the limits of the potential markets, and it was Tony Brown considered it fitting not to offer these limitations which, in 1927, turned my anything written by his hand this month, but thoughts to building a body on the Austin instead present to you something written by a Seven chassis, which Sir Herbert Austin had far greater authority on Jaguar and the history brought out. The conception of this car had a thereof, none other than Sir William Lyons very strong appeal, except that the body himself. This was the 1969 Lord Wakefield was a very stark affair. I believed it Gold Medal Paper, which was presented to would also appeal to a lot of people if the assembled audience of the Institute of the it had a more luxurious and attractive Motor Industry in 1969. body. Continued on page 6...
Bonus 15 page issue! letter to the editor
Dear Editor I was intrigued by your editorial and your choices of your favourite cars. You requested readers to submit their lists and as I know how soul destroying it is to ask for feedback and not getting any, I thought, what the hell, let’s submit mine. They may How to contact us: be controversial –but I suppose any such list is- but my criteria Cape Jaguar Club and Committee are that the car must be eye-catching and attention-grabbing but Postal Address: P.O. Box 76, Plumstead, 7800 also be a pleasure to drive. For instance, I agree that the Citroën Chairman Terry Morris Regalia Michael Morris DS is “unspeakably beautiful”, but having owned one, it had a lot Home 021 434 8010 Home/Work 021 438 9140 of short comings like that ghastly old fashioned engine and I am Work 021 715 4095 Cell 083 252 7436 disappointed that during its 20 year production, Citroën never Cell 082 775 2520 Fax 021 438 9140 bothered to fit it with an engine appropriate to its looks Email [email protected] Email [email protected] My own TOP 5 list includes three cars which I think are the best looking cars ever made. Vice Chairman Position vacant Webmaster Erich Voigt Top of my list is the 1968 Ferrari 365 GTB Daytona, which Home 021 948 2337 won the first concours held at the Franschhoek Motor Museum Treasurer Ross West Email [email protected] earlier this year. It looks even better than Gina Lollobrigida, my Home/Work 021 790 9810 Cell 082 451 3154 Club Banking Details all time favourite film star, even though I know that it dates me. Email [email protected] Cape Jaguar Club 1968 Ferrari Standard Bank Helderberg 365 GTB Daytona Secretary & Branch Code 033012 Membership Rob Archibald Account number 374 11 2339 Home 021 855 2641 Cell 071 232 0574 Editor Richard Webb Email [email protected] Cell 078 155 3084 Fax 086 692 2507 Events Email [email protected] Co-Ordinator Rudy Schats Home 021 847 1707 Publisher Kari Fell Cell 082 899 7069 Cell 078 155 3102 Fax 021 847 1708 Fax 086 692 2511 Email [email protected] Email [email protected]
Marketplace: A max of 40 words are to be submitted to Rudy Schats, Second is the 1953/54 Studebaker Starliner Sports Coupé, such ads free to members, non members rates R75 per insertion. Such ads lauded by many at its introduction for its beauty and originality will also be displayed on our website for 3 months. of design. It won numerous awards around the world, which included being selected as the only American production automobile to be included in the Museum of Modern Art’s show of the ten most beautiful cars in the world. Unfortunately, I did not fare as well economically.
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2 Third on my list is thePorsche 928, manufactured from 1977 until As a diehard Jaguar fan, two of my five favourites areJaguars 1982. Disliked by Porsche aficionados as “not a real Porsche”, in my headed by the 1950 Mark V drophead coupé, the last convertible book it looks better, performs better and makes the adrenalin go into Jaguar saloon car ever available to the marque’s enthusiasts. The Mark overdrive. If only my garage was bigger. V was an interim model on the way to the long awaited new saloon car, the Mark VII. Jaguar has made open top sport cars, but we are still awaiting the first true convertible 4-seater to compete with such Porsche 928 models produced by its competitors. My final choice has to be controversial: my own1984 Jaguar XJ-S Cabriolet. Only 5013 were made, with V-12 and 6-cylinder engines, between 1983 and 1987, when a true convertible was introduced. It is a unique Jaguar model with several configurations as a cloth top at the rear can be furled down and it has two roof Targa style panels, which can be removed independently and fitted in the boot. Virtually open top motoring can be had when 1950 Jaguar Mark V drophead all three items are removed, but other options are soft top down, both panels in place; one panel in place which is my wife Aura’s preferred option as she does not like the sun on top of her and I can still see the sky. As the sides remained in place, the structure is more solid than the convertible model. To me it offers the best of both worlds. Best Regards, RUDY
1984 XJ-SC
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3 past events
JAGUAR DRIVE IT DAY, 5 SEPTEMBER Bentleys just outside the main hall. After complimentary coffee & cake, we were able We have received this Certificate from the JAGUAR ENTHUSIASTS’ CLUB in BRISTOL “to do” the main hall with a fantastic display of fynbos flowers and flora. Unfortunately the weather took a turn for the worst and the tractor ride had to be cancelled, even visiting the many stalls was unpleasant in the blustery conditions, so most of our clan found their way to the restaurant where a good time was had until we were able to retrieve our cars at 3 o’clock when most people wended their way home. Prestigious classic cars remain a big draw card for such a show and the public certainly paid a lot of attention to the various models on show, defying the windy conditions to do so.
Marius, Rob Archibald and Fred Phillips chewing the fat
A DAY AT THE DARLING FLOWER SHOW, 19 SEPTEMBER Although it took a bit of arm-twisting, we A happy group sheltering inside a marquee did manage to pull together 10 Jaguars with 23 persons which included Rudi Wagenaar in an interesting XJ-S Cabriolet V-12, whom we were able to contact through the International Cabriolet Register. We hope that he will join the Club. We left our meeting point, the Milnerton Lighthouse, at 09h00 and arrived at the Darling Show an hour later, where we Incredible creative displays gave were parked, together with Rolls-Royces and the hall a festive atmosphere
WHALES & WHEELS CAR SHOW AT HERMANNUS, 25 SEPTEMBER
This very pleasant, well organised show does not seem to find much favour amongst our members. A remark often heard is that the traffic to and from Hermanus on the day is “horrendous” which I do not think is the case provided one leaves reasonably early. The event received high praise from the chairman of the Triumph club, who wrote in their news letter “This is one of the jewels in the events calendar, well organised, plenty to do and see for everyone”. Triumph, Sunbeam, Ford, Rudi Wagenaar’s Citroen, Peugeot and particularly GSM were XJ-S Cabriolet well represented. Jaguar Cape Town was again 4 future events
FUN-RUN TO STELLENBOSCH FLYING CLUB + present and I find it sad that there were just LUNCH, Sunday 14 NOVEMBER 2 member cars on display: my S-Type and Karl Pretorius’ Series 1 E-Type, who drove all We have been there once before and it’s time we pay another visit to this friendly club run by the way from Robertson. And for once, the and for enthusiastic pilots of small and often historic aircraft. It is located off the R.44 between weather was near perfect! Stellenbosch and Somerset West. The organisation is in the capable hands of Marius, a guarantee for a FUN-filled event that you do not want to miss. Further details will be emailed / faxed to you shortly.
CAPE CLASSIC CAR SHOW at HOUT BAY, Saturday 21 NOVEMBER
Those who displayed their Jaguar or Daimler at last year’s Show, then held at the grounds near the CMMCS clubhouse, will remember the quality and quantity of the cars on display, making this a “Must-Attend” event. It was decided last year to rotate the Show between Parow in the northern suburbs and Hout Bay in the southern suburbs, making it easily accessible to residents in both areas in alternate years. A lot of helpers and marshals are required to ensure a well organised Only your scribe’s S-Type and Karl Pretorius’ E-Type represented the Club Show, so please volunteer your services. Our Team will be led and co-ordinated by Marius. Please contact him ASAP to advise him that you will bring your car (or cars!) to the Show, that you are willing and able to assist on the day and that you look forward to spending the day with us. Further information will be disseminated using the usual methods.
YEAR-END LUNCH at GREENWAYS HOTEL, Sunday 27 November It is a well known recommendation not to change a winning horse and the same applies to our YEAR-END lunch celebrating the end of another successful club year. Last year we changed from a dinner-dance format to a lunch at the magnificent setting of the Greenway Hotel, a staunch and longstanding advertiser in our magazine. That move was so successful that we are replicating it this year and with Susan Faussner as MINE HOST and Henk as the organiser, you know you will be in for a treat. A grand Old Lady, a 1938 Daimler Tickford 2011 Is just around the corner, so let’s farewell THE YEAR OF THE WORLD CUP in a 4-door semi-convertible happy mode, but no vuvuzelas are allowed to be brought to the restaurant. Wally Parkes set the tone for the dress code last year, so be brave AND DO IT YOUR WAY.
Jaguars lined up on the lawn of the Greenways Hotel
A GSM Dart owned by club member Clive Spolander
Jaguar Cape Town showed a red XK Convertible and a diesel engined XF 5 the history of jaguar continued from page 1
No current We therefore bought one of these chassis the station yard was full and the station master and produced the first Austin Swallow, an was raising hell. There was nothing for it but to “Arthur Whittaker, who later became general open sports two-seater and, in the following get into larger premises – we could hardly call manager then a director, and finally deputy year, a saloon model; both had their own the one we occupied a factory. chairman, headed the advance contingent; he special radiator cowling and looked very We had already found that our supply lines telephoned me on arrival to say that the main different from the ordinary Austin. I took the were too extended and that the type of labour electric feed cable to the factory had been saloon up to London to show to Henlys – a we wanted had to come from the Midlands so stolen, something I found difficult to believe new, forward-thinking and quickly growing I went to Coventry to see what I could find but it was unfortunately true and it cost us business. They immediately gave me an order and, after several days’ search, found a disused £1,200 to have it replaced. for 500 cars – but stipulated that they, Henlys, shell-filling factory. This was one of four It was a most exciting time. We worked from should have the distribution south of a line separate buildings. Two of them were occupied 8 o’clock in the morning until 11 or 12 o’clock drawn from and including Bristol to the Wash. by a firm of body builders, supplying fabric- at night, for we aimed to raise production from I did not know how on earth we were going to covered bodies to Hillman, the other two were 12 a week to 50 a week within three months. make 500 but I accepted the order with alacrity, vacant and I was interested in one of these. The We knew we could only do this by adopting and indeed considerable amazement. I also building was actually on the market for sale, a new method of coachbuilt construction; all agreed to the territory for which they asked. but as we had no capital to buy it, I persuaded bodies made in those days were coachbuilt. My visit to Henlys was the occasion of my first the owners to lease it to us at a reasonable rent. Whereas in Blackpool each body maker had meeting with Frank Hough and Bertie Henly, It was five times larger than the premises in been responsible for the complete framing- the two partners. Hough was a dynamic man Blackpool and I felt it was a tremendous step up of the body, the latest method used for with a determination to do things quickly; forward. It was in terrible condition and the volume construction was the machining of the Henly was the steadying influence and he was contractor’s price for repairing and painting it wooden parts in specially constructed jigs, so also the finest salesman I have ever met. was more than the total value of our net assets, they could be assembled rather like a jigsaw I returned to Blackpool full of excitement so we engaged a lot of labourers and did the puzzle. This saved a tremendous amount of and I had little sleep for the next six months job ourselves for a fraction of the cost. So in labour, but the introduction of the method as chassis arrived at Blackpool railway station September 1928, we moved lock stock and caused us many headaches. In fact, such trouble in numbers with which we could not cope – barrel from Blackpool.” that at one time the body makers approached 6 us en bloc and told me that the method was transmission. Rubery Owen made it for us of our own – not only had it to be a good- too complicated and doomed to failure, and and R. W. Maudslay, who was then chairman looker, but it also had to have an exceptionally that we should resort to the old method. We and managing director of the Standard Motor good performance. So we started to design a persevered, knowing that the economies could Company, agreed to supply the complete completely new body and at the same time, be very considerable and before Christmas we chassis using this special frame. This was about we called in Harry Weslake to design for had achieved our target of 50 bodies a week. the time that John Black joined Standard from us an overhead-camshaft cylinder head for So successful was this venture that by Hillman as general manager. the Standard Motor company’s six-cylinder the summer of 1929 we had acquired the This hybrid was to be called the S.S.1, a name side-valve engine which had a seven-bearing adjacent factory and commenced to produce which was agreed upon after a long argument crankshaft and, basically, was very good. We the standard Swallow, Swift Swallow, Fiat between Maudslay and Black, which resulted used the same block, covering up the valve Swallow and Wolseley Hornet Swallow, all of from my determination to establish a marque chest with a plate, and it made a very good- which raised our production to something like of our own. There was much speculation as looking unit. But, more than that, it had a very 100 cars a week, and we had started to make to whether S.S. stood for Standard Swallow good performance. really good profits which we ploughed into the or Swallow Special – it was never resolved. Now, we had the cylinder-head design, but business. We introduced the car at the 1931 Olympia we had no machine shop in which to make A great deal of the body designs we had used Motor Show and its low line and long bonnet it. So I talked to John Black, who was more were dictated by chassis design and, therefore, caused quite a sensation. or less running the Standard Motor Company, I had badly wanted to produce a chassis The car, unfortunately, did not quite live Maudslay having been quick to realise his design which did not inhibit body design up to the promise of its appearance for by no capabilities; and Black agreed to put in the to such a degree. So, in 1930, we designed a means could the engine be described as a good plant to make the new head and supply chassis frame that would accommodate the performer for its capacity. I was sure, however, the engine complete. This proved an ideal Standard 16 or 20 hp engines, suspension and that the way was now clear for a complete car arrangement”.
7 the history of jaguar continued from page 7
First Jaguar “All this coincided with the arrival of W. M. Heynes, who joined us from Humber, and who was to become chief engineer, and later vice- chairman (engineering). He was entrusted with the design and all three units – body, engine and chassis – came together as the first S.S. Jaguar. It was a really good car. When we introduced it to our distributors and dealers at the Mayfair Hotel, we displayed it on a stage and asked the seated audience to write their estimate of the selling price of the car, on a card which was handed to each of them. With two scrutineers from the gathering as supervisors, a comptometer operator calculated the average of every price handed in. This came to £765, and when I announced that the actual price was £395 it caused a lot of excitement. A derivative of this was the S.S. Jaguar 100, which was based on a shortened version of the new chassis, with a very practical two-seater sports body. We did produce an interim model with a side-valve engine called the S.S. 90, but it was soon replaced by the S.S. 100. The new engine in this car produced 40 bhp per litre which, outside the racing car field, was outstandingly good in those days and gave the S.S. 100 a performance superior to all its competitors, except perhaps that of the BMW 328, which was its equal. This enabled it to win most of its important rallies. Competition successes helped the company to build up a name for performance and things were going in the right direction, but I knew we had a long way to go before we were producing the 8 type of car at which we were aiming. Inspection Directorate requirements. Each the German S.S. and it was considered to In 1935 my partner expressed a wish to aircraft had to be stripped to the extent that be most desirable to discontinue its use and retire. I investigated the possibility of making its repair required almost the same number of change the name of the company from S.S. a public issue which yielded to the company man-hours as a complete aircraft. Cars Ltd to Jaguar Cars Ltd. Before we did £85,000. My partner took cash for his shares One of the many questions I have been this and in spite of our having already used but I retained a 50% holding and later acquired asked many times is “Why did you choose the name, I asked Sir Frank Spriggs, then additional shares to obtain a majority holding. the name Jaguar “? We felt that we should managing director of Armstrong Siddeley and War broke out in 1939 which, of course, give a model name to our 1936 ohv models, with whom I had become friendly during the put an end to car production and turned so I asked our publicity people to let me have war, if he had any objections to our doing so. our energies to aircraft and aircraft engine a list of animals, fish and birds. I immediately He agreed to our proposal both verbally and components, for which we built up a sizeable pounced on “Jaguar” for it had an exciting in writing. It is amusing that some 23 years machine shop. I have a vivid recollection of name to me, and brought back some memories later the British Aircraft Corporation should the arrival of the first Whitley bombers at of the stories told to me, towards the end of the ask our permission to call their new jet strike our Foleshill factory, as they went past my 1914-1918 war, by an old school friend who, fighter “Jaguar” – to which we agreed, but later office window on a convoy of Queen Mary being nearly a year older than I, had joined were unable to agree that their joint company transporters. I followed them into the factory the Royal Flying Corps. He was stationed at with the French “Breguet” company should be and was surprised how little they appeared Farnborough and he used to tell me of his formed under a title incorporating the Jaguar to be damaged. Together with the works work on the Armstrong Siddeley “Jaguar” name. Our choice of name has proved to be manager and the chief inspector, I examined engine. Since that time, the word Jaguar has most fortunate for it has helped to build up them carefully, and I made the remark to always had a particular significance to me and our world image. them – which I will never forget – “We’ll have so S.S. “Jaguar” became the name by which our Some months before the end of the war, these repaired in under a month”. Some of cars were known. in 1945, we received the “go ahead” from the them were still there a year later. I was at the After the war the initials S.S. had acquired government that we might revert some of time ignorant of the stringent Aeronautical a tarnished image, as this was a reminder of our activities to our peacetime production.
9 the history of jaguar continued from page 9
Coincidental with this, John Black advised me a self-contained manufacturing unit at which resources, we would be unable to restore the that he intended to concentrate the whole of I aimed. company to a profit earning basis. the Standard organisation production on one I had a great admiration for John Black With the end of the war in sight, we started model, which was to be called the “Vanguard”. in many respects, but I quickly grasped the thinking about our return to car production He told me that he would no longer be able to opportunity to gain security. Therefore, within and decided that we must make the finest make our engine and, after some discussion, a few days, I sent transport to collect the engine it was possible to design. Our research offered to sell us the special plant he had put plant and sent our cheque in payment for it. satisfied us that we must go for a twin overhead in for its production – very generously at the It turned out I had been right to do so for it camshaft hemispherical head, six cylinder unit written down value. was not long before Black proposed that we and we set our sights as high as we could. We Before the end of the war, Black had given should return to the previous arrangement had a first class engine team led by W. Hassan, me reason for a great deal of anxiety on the and return the plant to Standard. I said “No under the direction of our chief engineer, question of the exclusive continuity of the thank you, John, I have now got the ball, and W M Heynes. In two years we produced an engine he was making for us. Several other would rather kick it myself ”. He pressed me engine which had a far greater horse-power makers had asked him to supply them, and I very hard, even to the extent that we should per litre than any other engine in the world found it not easy to prevent him from doing form a separate company together, but I was which was available to the public as a normal so, even though he accepted that the design of unwilling to accept his proposals, even though production engine. the engine, apart from the cylinder block and I much appreciated his help in the past. This new engine – the XK – put us right crankshaft, was ours. Therefore I was delighted About that time the Triumph Company, in the forefront and, in 1948, we introduced to learn of his proposals as I felt it was a release which occupied an adjacent factory to ours, it in what was regarded as a completely new from an arrangement which I could not have was in very “low water” and a receiver named conception of a sports car – the XK120 –so broken, honourably, having regard that it was Graham was appointed. He approached me to christened because its estimated top speed was his willingness to put down the plant, which ascertain if we were interested in purchasing the 120 mph. This proved to be far below the car’s we could not afford at the time, that got us off company. We examined the Triumph balance capabilities. It had been intended that this car the ground with this new engine. I saw this sheets and the prospects of the company would be just a test-bed for the new engine move as a great step forward to our becoming and realised that, without jeopardising our and the bodies were virtually hand-made in
10 aluminium. However, so great was the demand that we went ahead with a pressed steel body for volume production. Undoubtedly, this model paved the way for the very substantial expansion of our American business and enabled us to appoint the very best distributors and dealers available to us. I think I can fairly claim that Jaguar and MG virtually pioneered the USA market for imported cars, which now represents 10 per cent of vehicle sales. Volkswagen have by far the largest share of this business. It is interesting to recall that, in those early days, they proved very difficult to sell. So much so, in fact, that our then distributor to the East Coast, who was also the distributor for Volkswagen for the whole of the USA insisted that all dealers who ordered a Jaguar ordered a Volkswagen as well! The XK120 was tremendously successful in all parts of the world and it was a result of Leslie Johnson and Bert Hadley’s outstanding performance with one of these cars in the 1950 Le Mans race, in which they succeeded in getting into third position in the last few By 1951 our production had again outgrown Daimler Company. I do not recall a more hours of the race, before they retired with a the capacity of our factory and the need for amicable deal with anyone although, we both broken clutch, that we decided that, in a car expansion was vital to our continued progress, thought everything had been settled, a matter more suitable for the race, the XK engine could but we were faced with a particularly difficult of £10,000 arose between us. Since each of us win this greatest of all events. So, in 1951, we position because, although I went to the highest was honestly convinced that was in our own arrived at Le Mans with a brand new team of level, we were unable to obtain permission favour, we decided the only way to settle the three “C” types in charge of F. R.W. England as to extend our current factory; there was a matter was to toss-up for it. I am pleased to competitions manager, who later became joint complete embargo on building in Coventry. say I won. managing director and, in January this year, At that time a shadow factory in Browns Lane, The Daimler factory just about doubled deputy chairman. It was immediately obvious Coventry, which was occupied by Daimler, was our floor space and, in addition, we acquired from the practice session that these cars could falling into disuse, as Daimler were moving the bus manufacturing company as well as outpace the opposition and this proved to be back into their Radford factory. After many a contract from the Government for the the case in the race itself. Stirling Moss and hours of talks with the “powers that be” I was Daimler ferret armoured fighting vehicle. Jack Fairman led for about eight hours, until able to purchase the Browns Lane factory – Entry into the bus market also provided they fell out with a loss of oil pressure due to the only factory, I believe even today, not on us with an opportunity to get into the heavy the failure of an oil pipe flange. Unfortunately, a rental basis. There was one condition – that commercial vehicle industry, so we set up a the same fate befell Leslie Johnson and we should undertake the manufacture of the small engineering department at Daimler, Clemente Biondetti, but Peter Whitehead and Rolls-Royce Meteor “tank engine”. under a very competent designer – C. Elliot Peter Walker went on to win at a record speed – who had been responsible for the highly for the race. It was the first time that a British Tossing for Daimler successful Dodge truck. However, before car had won at Le Mans since 1935, that is By 1960 our factory was once again “bursting the final design was complete, I learnt that a for 15 years. This success set a pattern which at the seams”. Unfortunately, this came at the receiver had been appointed at Guy motors we were to follow and improve on for the next time when the Government was increasing Ltd. Of Wolverhampton by Lloyds Bank and eight years. Jaguar finishing in 1st place at Le the pressure on manufacturers who wished to I saw this as an opportunity to speed-up our Mans on five occasions; 1st and second on two expand, to move into distressed areas and, of entry into the commercial field. I must say that occasions; and on another occasion – 1st, 2nd course, no factory extensions were permitted a visit to the factory had some discouraging 3rd and fourth places. in Coventry. It came to my knowledge that effects, and the balance sheets of the company The reliability and performance of the XK the Daimler Company, which occupied the showed they had been making losses over the engine has been proved in the XK120 and it very fine factory at Radford, within two miles previous four years at an average of nearly was, therefore, with every confidence that we of our existing factory at Browns Lane, was £300,000 per annum. I had long negotiations put it in the new saloon, the Mk VII, which for sale. After some preliminary talks with with the receiver and, eventually, made him an was to be announced at the Earls Court Motor Jack Sangster, who was then the chairman offer. It was clear that, whilst I appreciated it Show. The Autocar described it as the “Prima of BSA having followed Sir Bernard Docker, was a low offer; it was the maximum to which Ballerina of the Show”. we eventually agreed terms to acquire the I was prepared to go. He put this offer to the 11 the history of jaguar continued from page 11
Wolverhampton. Apart from their light engineering interests they also manufactured an excellent range of marine gearboxes. In these six factories we employ approximately 10,000 persons. In the mid 60s there was talk of the leading British manufacturers getting together so that as an industry we would be better able to face world competition. I was an enthusiastic protagonist as I believed that this was both necessary and desirable. We had many discussions together, but marriages of this kind are not easily arranged and little progress was made until Sir George Harriman said to me one day “We don’t seem to be making much progress, what about you and I getting together?” I agreed, although I knew this would mean having to give up my majority holding bank and they accepted it. built up to over £300,000 per annum in the organisation I had founded, and British We transferred the small commercial In 1963 we acquired Coventry Climax. We Motor Holdings Ltd was the outcome. This engineering department from Daimler to Guy, had a great admiration for their achievements was soon followed by Rover joining Leyland. I re-organised the administration, and put the and Leonard Lee had built up a most successful played an active role in the negotiations which, general manager, Arthur Jones, in charge as fork lift truck and fire pump business. The in May 1968, completed the unification of 95 managing director. We put a lot of effort and story of how the fire pump was developed per cent of the British motor industry, under “know-how” into Guy and we were soon out into a successful racing engine is well known. the banner of the British Leyland Motor of the loss-making situation and profits have Finally in 1964, we bought Henry Meadows, Corporation”. marketplace
UNIQUE CLASSIC JAGUAR RESTORATION OPPORTUNITY Partly restored Mark 2 Jaguar for Sale R 149,000 or nearest cash offer Brian MacMahon 021 762 6575 • 083 229 7368 [email protected]
1965 Jaguar Mark 2 • 3.4 litre XK 6 cylinder DOHC engine • complete original tool kit cover painted Quartz Grey all original • Borg Warner Automatic • ground-up restoration partially completed tools except non-standard shifting spanner• original owner’s • ex Rhodesian car – no rust • complete file with step by step workshop manual • body has restored suspension, steering and restoration photographs in albums • all invoices and receipts • body original steel wheels and tyres and all chrome beading fitted stripped, glass bead blasted and painted in contemporary Jaguar • all doors with handles, locks and glass fitted • bonnet and boot “Quartz” Gunmetal Grey • all woodwork professionally restored lid fitted • engine in pieces, block & head in excellent condition, and re-polished in dark burr walnut • all chrome (except grille) all parts present • refurbished XJ6 automatic 3-speed gearbox re-chromed • all glasswork clean and intact • 5 new MWS chrome • original box available • refurbished tropical core radiator • many wire wheels, spinners and hubs still in boxes imported from UK new and refurbished parts and all old parts with vehicle
R 270,000 already spent on the restoration • Must be seen to be appreciated • Come and browse through the photo albums • Complete the restoration with upholstery of your choice – would suit navy blue or dove grey to give you the finest Mark 2 in the Cape or the country
12 CAPE JAGUAR CLUB CALENDAR 2010/2011 In Principle one monthly outdoor activity will be organised which could be coinciding with a Classic Racing Event at Killarney, a Fun-Run on the 3rd weekend of the month, the Concours or joining an event organised by another Classic Car Club. Indemnity forms can be signed on-site by guests or anyone not already covered. The Club also holds a monthly Get Together (Natter & Noggin’) during the September – April period, usually on the penultimate Thursday of each month.
NOVEMBER Sunday 14 Fun-Run + Lunch Stellenbosch Flying Club Saturday 21 Cape Classic Car Show HOUT BAY Saturday 27 Year-End Lunch Greenways Hotel DECEMBER Sunday 12 Chairman’s Fun-Run + Lunch To be decided 2010 Wednesday 15 All Bike Race Day Killarney Race Track JANUARY Sunday 09 NY’s Day Fun-Run + “Well Wishing” Killarney Clubhouse 2011 Sunday 23 IPA Classic Car and Bike Show Timour Hall FEBRUARY Sat/Sunday 5/6 Cape South Easter Racing Festival Killarney Race Track Saturday 12 The George Old Car Show George Sunday 20 Fun-Run + Lunch Suggestions Welcome Thursday 24 AGM + Natter & Noggin’ Killarney Clubhouse MARCH Sunday 19 Fun-Run + Lunch Suggestions Welcome Sunday 27 Annual Concours Vredenheim Wine Estate APRIL Sunday 20 Fun-Run + Lunch Suggestions Welcome MAY Sunday 17 Fun-Run + Lunch Suggestions Welcome JUNE Thu/Sunday 16/19 JCASA JAMBOREE 2011 QUEENSTOWN 50th Anniversaries E-Type& MARK X
Changes do occur, so if in doubt, consult Rudy S. or Marius VdW. Events co-ordinator, Rudy Schats, welcomes suggestions for future events. 13 Regalia
New! Long sleeve/short sleeve shirts with CJC emblem (white or blue) R165 New! Peak Caps with Jaguar ‘Leaper’ R50 Jaguar Key Rings R80 CJC Bumper badges R110 Jaguar Watches R300
Need anything? Contact Michael Morris Home/work: 021 438 9140 Cell: 083 252 7436 Fax: 021 438 9140 Email: [email protected] [email protected]
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