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Following our successful Jaguar 75 Drive it Day on 5 September, organised without any support from
the local Jaguar organisations, it is interesting to read what Jaguar’s Head Office in the UK did. They invited 75 owners of SS and Jaguar cars – one from each year since 1935 - on a 75th anniversary tour from Coventry to the Goodwood Revival Festival, during which an overnight stop in London included a black tie dinner at the Mayfair Hotel to re-enact the moment when S.S. Cars presented the first true Jaguar model in exactly the same room.
Tony Brown considered it fitting not to offer anything written by his hand this month, but instead present to you something written by a far greater authority on Jaguar and the history thereof, none other than Sir William Lyons himself. This was the 1969 Lord Wakefield Gold Medal Paper, which was presented to the assembled audience of the Institute of the Motor Industry in 1969.
It contains much that you may not and may never have known, such as the origin of the name Jaguar, the acquisition of various companies, the history of the move from Blackpool to Coventry and the Government machinations throughout the years that in many ways led to the downfall of the British motor industry. Tony and I (Rudy S.) hope you will find it interesting reading.
“I should start in 1922 when I joined with a partner in Blackpool to make Swallow sidecars for motorcycles. We started with three men and a boy – the latter, incidentally,
is still with Jaguar in a senior position. We started with an overdraft of £1,000 provided by guarantees of £500 each by our respective fathers. I am afraid it proved very inadequate but, by repeated appeals for help to the manager of the bank, which I visited every Saturday morning for the wages, I managed to keep paying the mounting accounts. I will always appreciate the confidence of the bank manager in allowing the overdraft to exceed the guarantee by a considerable margin.
It proved to be a successful business within the limits of the potential markets, and it was these limitations which, in 1927, turned my thoughts to building a body on the Austin Seven chassis, which Sir Herbert Austin had brought out. The conception of this car had a
very strong appeal, except that the body was a very stark affair. I believed it would also appeal to a lot of people if it had a more luxurious and attractive
body. Continued on page 6...
november 2010
The history of Jaguarby Sir William Lyons
BonuS15 page issue!
Chairman Terry MorrisHome 021 434 8010Work 021 715 4095Cell 082 775 2520Email [email protected]
Vice Chairman Position vacant
Treasurer Ross WestHome/Work 021 790 9810Cell 082 451 3154Email [email protected]
Secretary &Membership Rob ArchibaldHome 021 855 2641Cell 071 232 0574Email [email protected]
EventsCo-Ordinator Rudy SchatsHome 021 847 1707Cell 082 899 7069Fax 021 847 1708Email [email protected]
Regalia Michael MorrisHome/Work 021 438 9140Cell 083 252 7436Fax 021 438 9140Email [email protected]
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Publisher Kari FellCell 078 155 3102Fax 086 692 2511Email [email protected]
How to contact us:Cape Jaguar Club and CommitteePostal Address: P.O. Box 76, Plumstead, 7800
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Precautions have been taken to ensure the accuracy of advice and information given to the reader. However, neither the Publishers nor Cape Jaguar Club can accept responsibility for damages or injury that may arise from them. Cape Jaguar Journal makes no warranties of any kind, written or implied, regarding the contents of this magazine and expressly disclaims any warranty regarding the accuracy or reliability of information contained herein. The views contained in this magazine are those of the writers and advertisers and do not necessarily reflect those of the editor, publishers or their agents. All rights reserved. We encourage the re-printing of items published in this publication, subject to written confirmation from the Publishers.
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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 be controversial –but I suppose any such list is- but my criteria are that the car must be eye-catching and attention-grabbing but also be a pleasure to drive. For instance, I agree that the Citroën DS is “unspeakably beautiful”, but having owned one, it had a lot of short comings like that ghastly old fashioned engine and I am disappointed that during its 20 year production, Citroën never bothered to fit it with an engine appropriate to its looks My own TOP 5 list includes three cars which I think are the best looking cars ever made.
Top of my list is the 1968 Ferrari 365 Gtb Daytona, which won the first concours held at the Franschhoek Motor Museum earlier this year. It looks even better than Gina Lollobrigida, my all time favourite film star, even though I know that it dates me.
Second is the 1953/54 Studebaker Starliner Sports Coupé, lauded by many at its introduction for its beauty and originality 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.
LeTTer To THe ediTor
1968 Ferrari365 GTB Daytona
Studebaker 1954 Starliner
MaRkETPlaCE: A max of 40 words are to be submitted to Rudy Schats, such ads free to members, non members rates R75 per insertion. Such ads will also be displayed on our website for 3 months.
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Third on my list is the Porsche 928, manufactured from 1977 until 1982. Disliked by Porsche aficionados as “not a real Porsche”, in my book it looks better, performs better and makes the adrenalin go into overdrive. If only my garage was bigger.
As a diehard Jaguar fan, two of my five favourites are Jaguars headed by the 1950 mark v drophead coupé, the last convertible Jaguar saloon car ever available to the marque’s enthusiasts. The Mark 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 models produced by its competitors.My final choice has to be controversial: my own 1984 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 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
[email protected]@[email protected]
[email protected]@[email protected]
1950 Jaguar Mark V drophead
1984 XJ-SC
Porsche 928
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paST evenTS
a daY aT THe darLinG FLoWer SHoW,19 SepTeMBerAlthough it took a bit of arm-twisting, we 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 were parked, together with Rolls-Royces and
Bentleys just outside the main hall. After complimentary coffee & cake, we were able “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.
JaGuar drive iT daY, 5 SepTeMBer
WHaLeS & WHeeLS Car SHoW aT HerMannuS, 25 SepTeMBerThis 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, Citroen, Peugeot and particularly GSM were well represented. Jaguar Cape Town was again
Rudi Wagenaar’s XJ-S Cabriolet
We have received this Certificate from the JAGUAR ENTHUSIASTS’ CLUB in BRISTOL
A happy group sheltering inside a marquee
Marius, Rob Archibald and Fred Phillips chewing the fat
Incredible creative displays gave the hall a festive atmosphere
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FuTure evenTSpresent and I find it sad that there were just 2 member cars on display: my S-Type and Karl Pretorius’ Series 1 E-Type, who drove all the way from Robertson. And for once, the weather was near perfect!
Fun-run To STeLLenBoSCH FLYinG CLuB + LunCH, SundaY 14 noveMBerWe have been there once before and it’s time we pay another visit to this friendly club run by and for enthusiastic pilots of small and often historic aircraft. It is located off the R.44 between 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.
Jaguar Cape Town showed a red XK Convertible and a diesel engined XF
Jaguars lined up on the lawn of the Greenways Hotel
A GSM Dart owned by club member Clive Spolander
A grand Old Lady, a 1938 Daimler Tickford 4-door semi-convertible
Only your scribe’s S-Type and Karl Pretorius’ E-Type represented the Club
Year-end LunCH aT GreenWaYS HoTeL, SundaY 27 noveMBerIt 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.
2011 Is just around the corner, so let’s farewell THE YEAR OF THE WORLD CUP in a 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.
Cape CLaSSiC Car SHoW aT HouT BaY,SaTurdaY 21 noveMBerThose 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 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.
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THe HiSTorY oF JaGuar continued from page 1
We therefore bought one of these chassis and produced the first Austin Swallow, an open sports two-seater and, in the following year, a saloon model; both had their own special radiator cowling and looked very different from the ordinary Austin. I took the saloon up to London to show to Henlys – a new, forward-thinking and quickly growing business. They immediately gave me an order for 500 cars – but stipulated that they, Henlys, should have the distribution south of a line drawn from and including Bristol to the Wash. I did not know how on earth we were going to make 500 but I accepted the order with alacrity, and indeed considerable amazement. I also agreed to the territory for which they asked. My visit to Henlys was the occasion of my first meeting with Frank Hough and Bertie Henly, the two partners. Hough was a dynamic man with a determination to do things quickly; Henly was the steadying influence and he was also the finest salesman I have ever met.
I returned to Blackpool full of excitement and I had little sleep for the next six months as chassis arrived at Blackpool railway station in numbers with which we could not cope –
the station yard was full and the station master was raising hell. There was nothing for it but to get into larger premises – we could hardly call the one we occupied a factory.
We had already found that our supply lines were too extended and that the type of labour we wanted had to come from the Midlands so I went to Coventry to see what I could find and, after several days’ search, found a disused shell-filling factory. This was one of four separate buildings. Two of them were occupied by a firm of body builders, supplying fabric-covered bodies to Hillman, the other two were vacant and I was interested in one of these. The building was actually on the market for sale, but as we had no capital to buy it, I persuaded the owners to lease it to us at a reasonable rent. It was five times larger than the premises in Blackpool and I felt it was a tremendous step forward. It was in terrible condition and the contractor’s price for repairing and painting it was more than the total value of our net assets, so we engaged a lot of labourers and did the job ourselves for a fraction of the cost. So in September 1928, we moved lock stock and barrel from Blackpool.”
no current“Arthur Whittaker, who later became general manager then a director, and finally deputy chairman, headed the advance contingent; he telephoned me on arrival to say that the main electric feed cable to the factory had been stolen, something I found difficult to believe but it was unfortunately true and it cost us £1,200 to have it replaced.
It was a most exciting time. We worked from 8 o’clock in the morning until 11 or 12 o’clock at night, for we aimed to raise production from 12 a week to 50 a week within three months. We knew we could only do this by adopting a new method of coachbuilt construction; all bodies made in those days were coachbuilt. Whereas in Blackpool each body maker had been responsible for the complete framing-up of the body, the latest method used for volume construction was the machining of the wooden parts in specially constructed jigs, so they could be assembled rather like a jigsaw puzzle. This saved a tremendous amount of labour, but the introduction of the method caused us many headaches. In fact, such trouble that at one time the body makers approached
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us en bloc and told me that the method was too complicated and doomed to failure, and that we should resort to the old method. We persevered, knowing that the economies could be very considerable and before Christmas we had achieved our target of 50 bodies a week.
So successful was this venture that by the summer of 1929 we had acquired the adjacent factory and commenced to produce the standard Swallow, Swift Swallow, Fiat Swallow and Wolseley Hornet Swallow, all of which raised our production to something like 100 cars a week, and we had started to make really good profits which we ploughed into the business.
A great deal of the body designs we had used were dictated by chassis design and, therefore, I had badly wanted to produce a chassis design which did not inhibit body design to such a degree. So, in 1930, we designed a chassis frame that would accommodate the Standard 16 or 20 hp engines, suspension and
transmission. Rubery Owen made it for us and R. W. Maudslay, who was then chairman and managing director of the Standard Motor Company, agreed to supply the complete chassis using this special frame. This was about the time that John Black joined Standard from Hillman as general manager.
This hybrid was to be called the S.S.1, a name which was agreed upon after a long argument between Maudslay and Black, which resulted from my determination to establish a marque of our own. There was much speculation as to whether S.S. stood for Standard Swallow or Swallow Special – it was never resolved. We introduced the car at the 1931 Olympia Motor Show and its low line and long bonnet caused quite a sensation.
The car, unfortunately, did not quite live up to the promise of its appearance for by no means could the engine be described as a good performer for its capacity. I was sure, however, that the way was now clear for a complete car
of our own – not only had it to be a good-looker, but it also had to have an exceptionally good performance. So we started to design a completely new body and at the same time, we called in Harry Weslake to design for us an overhead-camshaft cylinder head for the Standard Motor company’s six-cylinder side-valve engine which had a seven-bearing crankshaft and, basically, was very good. We used the same block, covering up the valve chest with a plate, and it made a very good-looking unit. But, more than that, it had a very good performance.
Now, we had the cylinder-head design, but we had no machine shop in which to make it. So I talked to John Black, who was more or less running the Standard Motor Company, Maudslay having been quick to realise his capabilities; and Black agreed to put in the plant to make the new head and supply the engine complete. This proved an ideal arrangement”.
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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
THe HiSTorY oF JaGuar continued from page 7
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type of car at which we were aiming.In 1935 my partner expressed a wish to
retire. I investigated the possibility of making a public issue which yielded to the company £85,000. My partner took cash for his shares but I retained a 50% holding and later acquired additional shares to obtain a majority holding.
War broke out in 1939 which, of course, put an end to car production and turned our energies to aircraft and aircraft engine components, for which we built up a sizeable machine shop. I have a vivid recollection of the arrival of the first Whitley bombers at our Foleshill factory, as they went past my office window on a convoy of Queen Mary transporters. I followed them into the factory and was surprised how little they appeared to be damaged. Together with the works manager and the chief inspector, I examined them carefully, and I made the remark to them – which I will never forget – “We’ll have these repaired in under a month”. Some of them were still there a year later. I was at the time ignorant of the stringent Aeronautical
Inspection Directorate requirements. Each aircraft had to be stripped to the extent that its repair required almost the same number of man-hours as a complete aircraft.
One of the many questions I have been asked many times is “Why did you choose the name Jaguar “? We felt that we should give a model name to our 1936 ohv models, so I asked our publicity people to let me have a list of animals, fish and birds. I immediately pounced on “Jaguar” for it had an exciting name to me, and brought back some memories of the stories told to me, towards the end of the 1914-1918 war, by an old school friend who, being nearly a year older than I, had joined the Royal Flying Corps. He was stationed at Farnborough and he used to tell me of his work on the Armstrong Siddeley “Jaguar” engine. Since that time, the word Jaguar has always had a particular significance to me and so S.S. “Jaguar” became the name by which our cars were known.
After the war the initials S.S. had acquired a tarnished image, as this was a reminder of
the German S.S. and it was considered to be most desirable to discontinue its use and change the name of the company from S.S. Cars Ltd to Jaguar Cars Ltd. Before we did this and in spite of our having already used the name, I asked Sir Frank Spriggs, then managing director of Armstrong Siddeley and with whom I had become friendly during the war, if he had any objections to our doing so. He agreed to our proposal both verbally and in writing. It is amusing that some 23 years later the British Aircraft Corporation should ask our permission to call their new jet strike fighter “Jaguar” – to which we agreed, but later were unable to agree that their joint company with the French “Breguet” company should be formed under a title incorporating the Jaguar name. Our choice of name has proved to be most fortunate for it has helped to build up our world image.
Some months before the end of the war, in 1945, we received the “go ahead” from the government that we might revert some of our activities to our peacetime production.
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Coincidental with this, John Black advised me that he intended to concentrate the whole of the Standard organisation production on one model, which was to be called the “Vanguard”. He told me that he would no longer be able to make our engine and, after some discussion, offered to sell us the special plant he had put in for its production – very generously at the written down value.
Before the end of the war, Black had given me reason for a great deal of anxiety on the question of the exclusive continuity of the engine he was making for us. Several other makers had asked him to supply them, and I found it not easy to prevent him from doing so, even though he accepted that the design of the engine, apart from the cylinder block and crankshaft, was ours. Therefore I was delighted to learn of his proposals as I felt it was a release from an arrangement which I could not have broken, honourably, having regard that it was his willingness to put down the plant, which we could not afford at the time, that got us off the ground with this new engine. I saw this move as a great step forward to our becoming
a self-contained manufacturing unit at which I aimed.
I had a great admiration for John Black in many respects, but I quickly grasped the opportunity to gain security. Therefore, within a few days, I sent transport to collect the plant and sent our cheque in payment for it. It turned out I had been right to do so for it was not long before Black proposed that we should return to the previous arrangement and return the plant to Standard. I said “No thank you, John, I have now got the ball, and would rather kick it myself ”. He pressed me very hard, even to the extent that we should form a separate company together, but I was unwilling to accept his proposals, even though I much appreciated his help in the past.
About that time the Triumph Company, which occupied an adjacent factory to ours, was in very “low water” and a receiver named Graham was appointed. He approached me to ascertain if we were interested in purchasing the company. We examined the Triumph balance sheets and the prospects of the company and realised that, without jeopardising our
resources, we would be unable to restore the company to a profit earning basis.
With the end of the war in sight, we started thinking about our return to car production and decided that we must make the finest engine it was possible to design. Our research satisfied us that we must go for a twin overhead camshaft hemispherical head, six cylinder unit and we set our sights as high as we could. We had a first class engine team led by W. Hassan, under the direction of our chief engineer, W M Heynes. In two years we produced an engine which had a far greater horse-power per litre than any other engine in the world which was available to the public as a normal production engine.
This new engine – the XK – put us right in the forefront and, in 1948, we introduced it in what was regarded as a completely new conception of a sports car – the XK120 –so christened because its estimated top speed was 120 mph. This proved to be far below the car’s capabilities. It had been intended that this car would be just a test-bed for the new engine and the bodies were virtually hand-made in
THe HiSTorY oF JaGuar continued from page 9
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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 hours of the race, before they retired with a broken clutch, that we decided that, in a car more suitable for the race, the XK engine could win this greatest of all events. So, in 1951, we arrived at Le Mans with a brand new team of three “C” types in charge of F. R.W. England as competitions manager, who later became joint managing director and, in January this year, deputy chairman. It was immediately obvious from the practice session that these cars could outpace the opposition and this proved to be the case in the race itself. Stirling Moss and Jack Fairman led for about eight hours, until they fell out with a loss of oil pressure due to the failure of an oil pipe flange. Unfortunately, the same fate befell Leslie Johnson and Clemente Biondetti, but Peter Whitehead and Peter Walker went on to win at a record speed for the race. It was the first time that a British car had won at Le Mans since 1935, that is for 15 years. This success set a pattern which we were to follow and improve on for the next eight years. Jaguar finishing in 1st place at Le Mans on five occasions; 1st and second on two occasions; and on another occasion – 1st, 2nd 3rd and fourth places.
The reliability and performance of the XK engine has been proved in the XK120 and it was, therefore, with every confidence that we put it in the new saloon, the Mk VII, which was to be announced at the Earls Court Motor Show. The Autocar described it as the “Prima Ballerina of the Show”.
By 1951 our production had again outgrown the capacity of our factory and the need for expansion was vital to our continued progress, but we were faced with a particularly difficult position because, although I went to the highest level, we were unable to obtain permission to extend our current factory; there was a complete embargo on building in Coventry. At that time a shadow factory in Browns Lane, Coventry, which was occupied by Daimler, was falling into disuse, as Daimler were moving back into their Radford factory. After many hours of talks with the “powers that be” I was able to purchase the Browns Lane factory – the only factory, I believe even today, not on a rental basis. There was one condition – that we should undertake the manufacture of the Rolls-Royce Meteor “tank engine”.
Tossing for daimlerBy 1960 our factory was once again “bursting
at the seams”. Unfortunately, this came at the time when the Government was increasing the pressure on manufacturers who wished to expand, to move into distressed areas and, of course, no factory extensions were permitted in Coventry. It came to my knowledge that the Daimler Company, which occupied the very fine factory at Radford, within two miles of our existing factory at Browns Lane, was for sale. After some preliminary talks with Jack Sangster, who was then the chairman of BSA having followed Sir Bernard Docker, we eventually agreed terms to acquire the
Daimler Company. I do not recall a more amicable deal with anyone although, we both thought everything had been settled, a matter of £10,000 arose between us. Since each of us was honestly convinced that was in our own favour, we decided the only way to settle the matter was to toss-up for it. I am pleased to say I won.
The Daimler factory just about doubled our floor space and, in addition, we acquired the bus manufacturing company as well as a contract from the Government for the Daimler ferret armoured fighting vehicle.
Entry into the bus market also provided us with an opportunity to get into the heavy commercial vehicle industry, so we set up a small engineering department at Daimler, under a very competent designer – C. Elliot – who had been responsible for the highly successful Dodge truck. However, before the final design was complete, I learnt that a receiver had been appointed at Guy motors Ltd. Of Wolverhampton by Lloyds Bank and I saw this as an opportunity to speed-up our entry into the commercial field. I must say that a visit to the factory had some discouraging effects, and the balance sheets of the company showed they had been making losses over the previous four years at an average of nearly £300,000 per annum. I had long negotiations with the receiver and, eventually, made him an offer. It was clear that, whilst I appreciated it was a low offer; it was the maximum to which I was prepared to go. He put this offer to the
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MarkeTpLaCeuniQue CLaSSiC JaGuarreSToraTion opporTuniTYPaRTly RESTORED MaRk 2JaguaR FOR SalE
R 149,000 or nearest cash offer
Brian MacMahon021 762 6575 • 083 229 [email protected]
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
1965 Jaguar Mark 2 • 3.4 litre XK 6 cylinder DOHC engine • Borg Warner Automatic • ground-up restoration partially completed • ex Rhodesian car – no rust • complete file with step by step restoration photographs in albums • all invoices and receipts • body stripped, glass bead blasted and painted in contemporary Jaguar “Quartz” Gunmetal Grey • all woodwork professionally restored and re-polished in dark burr walnut • all chrome (except grille) re-chromed • all glasswork clean and intact • 5 new MWS chrome wire wheels, spinners and hubs still in boxes imported from UK
• complete original tool kit cover painted Quartz Grey all original tools except non-standard shifting spanner• original owner’s workshop manual • body has restored suspension, steering and original steel wheels and tyres and all chrome beading fitted • all doors with handles, locks and glass fitted • bonnet and boot lid fitted • engine in pieces, block & head in excellent condition, all parts present • refurbished XJ6 automatic 3-speed gearbox • original box available • refurbished tropical core radiator • many new and refurbished parts and all old parts with vehicle
bank and they accepted it.We transferred the small commercial
engineering department from Daimler to Guy, re-organised the administration, and put the general manager, Arthur Jones, in charge as managing director. We put a lot of effort and “know-how” into Guy and we were soon out of the loss-making situation and profits have
built up to over £300,000 per annumIn 1963 we acquired Coventry Climax. We
had a great admiration for their achievements and Leonard Lee had built up a most successful fork lift truck and fire pump business. The story of how the fire pump was developed into a successful racing engine is well known. Finally in 1964, we bought Henry Meadows,
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 in the organisation I had founded, and British Motor Holdings Ltd was the outcome. This was soon followed by Rover joining Leyland. I played an active role in the negotiations which, in May 1968, completed the unification of 95 per cent of the British motor industry, under the banner of the British Leyland Motor Corporation”.
THe HiSTorY oF JaGuar continued from page 11
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CaPE JaguaR CluB CalENDaR 2010/2011In 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.
Changes do occur, so if in doubt, consult Rudy S. or Marius VdW.Events co-ordinator, Rudy Schats, welcomes suggestions for future events.
NOVEMBER SundaySaturdaySaturday
142127
Fun-Run + LunchCape Classic Car ShowYear-End Lunch
Stellenbosch Flying ClubHOUT BAYGreenways Hotel
DECEMBER2010
SundayWednesday
1215
Chairman’s Fun-Run + LunchAll Bike Race Day
To be decidedKillarney Race Track
JANUARY2011
SundaySunday
0923
NY’s Day Fun-Run + “Well Wishing”IPA Classic Car and Bike Show
Killarney ClubhouseTimour Hall
FEBRUARY Sat/SundaySaturdaySundayThursday
5/6122024
Cape South Easter Racing FestivalThe George Old Car ShowFun-Run + LunchAGM + Natter & Noggin’
Killarney Race TrackGeorgeSuggestions WelcomeKillarney Clubhouse
MARCH SundaySunday
1927
Fun-Run + LunchAnnual Concours
Suggestions WelcomeVredenheim 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 50th Anniversaries E-Type& MARK X
QUEENSTOWN
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Need aNythiNg?Contact Michael Morris
Home/work: 021 438 9140 Cell: 083 252 7436Fax: 021 438 9140 Email: [email protected]
RegaliaNew! 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
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