Jaguar XJ13 – Malcolm Sayer’s Crowning Glory

Building The Legend Limited

“Sayer uniquely blended science and art to produce timeless shapes of exceptional and enduring beauty. He brought science to the art of car design; and scientifically produced works of art.”


21st May 2016 marked the Centenary of the birth of one of this country’s greatest design geniuses. Malcolm Sayer was taken away from us at a relatively young age when he suffered a fatal heart attack, outside Parkside Garage, next to the Regent Hotel in Royal Leamington Spa, 1 month before his 54th birthday.

His legacy is a collection of iconic Jaguar Sports Cars – C-Type, D-Type, E-Type and the sublime XJ13 – the latter being his crowning achievement.

1966 to 2016 – 50 Years

Coinciding with his birthday, the first public “reveal” of my recreation of Sayer’s 1966 XJ13 took place at the London Classic Car Show at the Excel in London. The car is my personal tribute to this great, and perhaps under-appreciated, man whose final resting-place is unknown – even today.

The car replicates Jaguar’s XJ13 as it first left Jaguar’s Competition Department – as Malcolm Sayer envisaged it and before it was crashed and re-skinned in 1972/73.

At the end of 2014, the bark of Jaguar’s legendary No.2 quad-cam V12 engine was heard for the first time in 50 years. The starter was pressed by the same Jim Eastick who started the No.1 engine for the first time in 1964 in the presence of Jaguar’s Bill Heynes – this time, in the presence of Jonathan Heynes, son of the late Bill Heynes.

1916 to 2016 -100 Years

Just over 100 years ago, Gilbert and Annie Sayer became parents to a son they named Malcolm. Malcolm Sayer – a name which was to become synonymous with Jaguar’s classic and most beautiful iconic designs. Malcolm’s birth in 1916 no doubt represented a bright spot in the otherwise dark times during the middle of the First World War in that eastern corner of the UK – Cromer, Norfolk. Malcolm’s father, Gilbert, was a teacher at Great Yarmouth Grammar School where he taught the unusual combination of Maths and Art – certainly a man whose interests would have influenced the direction his son’s career was eventually to take.

Malcolm’s birth, preceded by a German Zeppelin attack on the Eastern Coast of the England, coincided with the introduction of UK Daylight Saving on the 21st May 1916. Cars were relatively few and far between on Norfolk roads with most being made by the Ford, Rover, Wolseley, Morris and Humber car companies. Smaller-volume manufacturers such as Crossley also had offerings. The kind of cars on Britain’s roads around the time the infant took his first steps were similar to those pictured below – a far cry from the designs later to emerge from his pen!

EarlyDays

Malcolm’s Grandson, Sam (Founder of The Malcolm Sayer Foundation) takes up the story:

“From the start he was interested in maths art and science, and despite many childhood illnesses, he was a high academic achiever and gained the prestigious Empire Scholarship* at the early age of 17. This enabled him to attend the then Loughborough College, where he gained a first class honours diploma in Automotive Engineering. He was also Secretary of the College motor Club and for two years Editor of the College Magazine.

After graduation, Malcolm joined the Bristol Aeroplane Company, studying aeronautics and looking at ways of improving the efficiency and design of significant WW2 aircraft, particularly the Blenheim and the Beaufighter; and developing his expertise in aerodynamics as applied to mechanical design. Following the war he married Pat Morgan in 1947 and after his daughter Kate was born in 1948 he went to Iraq to work at Baghdad University. This turned out to only exist on paper, so he worked instead maintaining the fleet of government vehicles.”

*The “Empire Scholarship” referred to above were open to all British subjects living in any part of the Empire. These scholarships awarded the sum of £75 per annum which helped Malcolm complete his studies at the Faculty of Engineering at Loughborough College.

The pictures below show students working using Loughborough College’s wind tunnel during Malcolm Sayer’s years (pictures reproduced with permission from Loughborough University): 

Wind Tunnel – c1936 © Loughborough University
Wind Tunnel – c1936 © Loughborough University
Wind Tunnel – c1936 © Loughborough University

Malcolm Sayer – Aerodynamic Wizard

A few years ago the BBC recorded a tribute to Malcolm Sayer. The program was aired on Radio 4 and presented by Jonathan Glancey. Contributors included Sir Stirling Moss, Lord March of Goodwood, Philip Porter, Peter Wilson, Kate Sayer (Malcolm’s daughter), Jools Holland, Norman Dewis, Mike Kimberley, Mick Walsh and Yours Truly. The following video adds pictures to the radio broadcast:

Bristols

Malcolm Sayer graduated from Loughborough College and joined the Bristol Aeroplane Company on the 22nd September 1938.

According to our friends at Wikipedia …

“The Bristol Aeroplane Company, originally the British and Colonial Aeroplane Company, was both one of the first and one of the most important British aviation companies, designing and manufacturing both airframes and aero engines. Notable aircraft produced by the company include the ‘Boxkite’, the Bristol Fighter, the Bulldog, the Blenheim, the Beaufighter, and the Britannia, and much of the preliminary work which led to the Concorde was carried out by the company.”

A few years later there was to be a tenuous link between Malcolm and Jaguar as Norman Dewis OBE was to fly as gunner in Bristol Blenheims. I wonder if Norman and Malcolm ever discussed this when they met up at Jaguar years later?

The Mysterious German

Sayer, by virtue of having a “reserved occupation” at the Bristol Aeroplane Company, was spared National Service during WW2. Instead, he put his skills to good use helping design warplanes and their engines for the Allied war effort. He married Patricia at the end of hostilities. Patricia gave birth to their first daughter, Kate, in 1948. I am sure Kate won’t thank me for mentioning the date … 😉 Malcolm and Patricia later extended their family with another daughter (Mary – 1956) and a son (John – 1953).

Kate Sayer
Malcolm’s First Daughter

In the same year as Kate was born, Malcolm was asked to establish a Faculty of Engineering at Baghdad University. He duly arrived in Iraq only to find the opportunity to create the Faculty didn’t exist! His time wasn’t wasted however and he instead spent a few days alone in the desert by a German Mathematician. he was later joined in Iraq by his wife and new daughter.

Malcolm learnt from the mysterious German and used his teachings to develop his own unique way of defining complex shapes in a purely mathematical way – much as we do nowadays using CAD and computers. He always kept the details of exactly how he did this very close to his chest.

Ex-Jaguar Competition Department and Author Peter Wilson described Sayer’s way of working as follows in his book, “Cat Out of the Bag” (no longer in print):

“Malcolm’s drawings contained no lines per se, but consisted of a matrix of dimensional points defined in three planes from a common base reference point, which defined the outer surface of the skin panel. His method was unique in the motor industry, but more commonplace in the aircraft design world. Malcolm claimed he had been taught this mathematical method of complex curved surface definition by a German, when they spent a few days together in a tent in the desert ….

… It was a system which was relatively easy to use: just a case of marking out the points defined by the coordinates on a sheet of plywood, cutting it out, then assembling each piece relative to its datum on a wooden base and ‘hey presto’, you had a complete skin former …

… Malcolm kept his method of mathematically calculating complex curved surfaces very close to his chest …”

A Legacy

Malcolm Sayer has left us with some of the most beautiful examples of sporting automotive design the world has seen.

Even today, at Jaguar, the essential elements of his designs can be seen in cars such as the C-X75. Jaguar’s concept (which may see production) unashamedly draws on its styling cues from Sayer’s XJ13. Check out the following pictures and video:

© Building The Legend 2016
© Building The Legend 2016
© Building The Legend 2016
© Building The Legend 2016
© Building The Legend 2016
© Building The Legend 2016

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

Monticello Motor Club, NY

Building The Legend, XJ13, Neville Swales, Jaguar, LM69, Ecurie Cars

First outing in anger for our full-race 6.8-litre SOHC V12 re-creation. Stretches its legs in the capable hands of Robillard Racing team owner and driver – Joe Robillard.

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

1966 Le Mans – Ford vs Ferrari …. vs Jaguar?

XJ13, Building The Legend, Neville Swales, 1966 Le Mans - Ford vs Ferrari .... vs Jaguar?

Original XJ13 – Would it have been competitive?

In my opinion?

Yes. Let me explain …

How did the competition look?

When I scan through reports, analyses and tests, Jaguar clearly had two cars in its sights – Ferrari’s 330 P3 and Ford’s GT40.

Ferrari P4

In 1964 their eyes will have been on a 1966 Le Mans debut for a team of XJ13s. These cars would have raced as Le Mans Prototypes. In the spring of 1963, Ford heard that Enzo Ferrari was interested in selling his company to Ford. Ford committed millions of dollars researching and auditing Ferrari’s company only to have Ferrari unilaterally withdraw from talks at a late stage. This angered Henry Ford II who directed his racing division to find a company that could help them build a Ferrari-beater on the world endurance-racing circuit. The Ferrari-beater turned out to be the GT40

GT40

which, although American-built, was based on a collaboration between Ford and England’s Lola. Ford did not, at this time, have the racing prowess to take on the likes of Ferrari so had earlier engaged in discussions with England’s Lotus, Cooper and Lola – eventually choosing the latter as a partner. The first GT40s raced in 1964 and 1965 with no great success. In 1966 however the 7-litre Mk II absolutely dominated the 24 Hours of Le Mans race with a 1-2-3 result – shades of the Jaguar victories in the 1950s. This dominance continued in 1967 with a win by the Mk IV version of the car.The Lucas Mechanical Fuel-injected 1966 Ferrari 330 P3 used a rather fragile transmission that was later replaced by a ZF. Jaguar’s design included Lucas Mechanical Fuel Injection and the more robust ZF DS25-1 transmission from the outset. In 1967 the P3 became the P4. The latter car finished 2nd and 3rd at Le Mans in 1967 behind the winning Ford GT40 Mark IV.

How would the XJ13 have fared against the mighty GT40?

Project delays and lack of commitment by Jaguar meant things got off to a slow start and the car wasn’t completed until 1966. Sadly, the car’s main opportunity to shine at Le Mans may have been missed.Although Jaguar’s rebuilt “original” will probably never race, my car perhaps could. However, even though I can recreate a car with similar power and identical handling characteristics to the 1966 original, it would probably be humbled by a GT40 if it lined up against it on a track today. The reason being that, since 1967, original GT40s have undergone continuing race development and are probably now achieving levels of handling and performance far in excess of those achieved in 1967. The Jaguar XJ13 hasn’t enjoyed the best part of 50 years continuous development and would likely be embarrassed if placed on a track alongside an original GT40 today.This would definitely be true of Jaguar’s one-and-only rebuilt “original” which has led a sheltered life punctuated only by the odd low-speed excursion and short run over the last 50 years since it was rebuilt as a “demo queen”. In performance terms, the engine powering the “original” is only a shadow of its former self and would likely struggle to maintain any sort of pace.

As a lasting homage to the genius of its late designer Malcolm Sayer, Jaguar’s rebuilt “original” does continue to inspire with its superb lines but is likely to remain as no more than an inspiration.

However ….

We can at least examine the many contemporary records and reports that have recently come to light. We are fortunate in being able to re-live events through things such as the detailed development and testing reports recorded at the time. The XJ13 Project Manager, Mike Kimberley fortunately recorded events in detail through his meticulous test reports and worklists that were prompted by post-test analysis. A then-current GT40 was acquired by Jaguar’s Competition Department in 1966 and the results of their findings were also recorded.

In addition ….

Readers of this blog will know of my intention to not only recreate the XJ13 exactly as it was in 1966 but also to eventually see it on a racetrack. I am taking great (some would say “obsessive” ) care to remain true to original suspension design/location so that my recreation should perform similarly to the 1966 original. The finished product may give us additional insight into how the original may have fared in competition. Watch this space!

“Jaguar’s GT40”

By the middle of February 1966, the XJ13 was nearing completion. With all eyes on the likely competition at Le Mans in 1967, “Lofty” England (Jaguar’s racing team manager) succeeded in borrowing a Ford GT40 from Ford Advance Vehicles. It was duly delivered to the Competition Department where it was subjected to a detailed analysis. Mike Kimberley, Derrick White and Malcolm Sayer were very much involved in this analysis of the “competition” and participated in its stripdown, measurement and analysis. Someone else also involved in this analysis was Peter Wilson – author of the definitive work on the XJ13, “XJ13 – The Definitive Story of the Jaguar Le Mans Car and the V12 Engine that Powered it”.

The car Lofty borrowed wasn’t a racer but a road-going version powered by a 4.7 litre wet-sump engine.According to Peter Wilson:“Touring equipment in the form of ‘luggage boxes’ were fitted either side of the engine compartment, adjacent to the exhaust manifolds. We felt these were good for very little else other than keeping one’s fish and chips warm on the way home from the chip shop! This car, road registered OVX 355D, sat on wire wheels and was painted silver, while the cockpit was fully-trimmed and featured a driver’s door mounted, push-button Motorola radio, together with a twin speaker system – sheer luxury on wheels!”Has this car survived? Perhaps any GT40 enthusiasts could please let me know?The car was taken to MIRA on 4th March 1966 by Mike Kimberley & Norman Dewis and the car was put through its paces. Testing wasn’t particularly extensive as the car wasn’t a full race version – in any case, time was running short!In his book, Peter Wilson gives an account of the MIRA test. Bearing in mind Norman Dewis had comparison with the XJ13 in mind, in summary:

  • Despite being a “road car”, the general handling characteristics were very good and the car was responsive with sensitive and positive steering.
  • There was low-speed understeer which only changed to oversteer at maximum power.
  • The car was very susceptible to being blown off course in conditions of changing wind direction – requiring correction to maintain course.
  • Maximum cornering force was just less than 1G.
  • Whilst smooth, even braking could be achieved, it was not possible to lock the wheels. The pads hadn’t been fully warmed for these tests however.
  • The maximum lap speed was found to be 133mph which compared poorly with the D-Type’s 155mph – highlighting the “road-car” spec of this GT40.
  • Even though the car was et up for the road, ride refinement was lacking with a hard ride and “kicks” from the steering.
  • Static geometry checks showed the car had been quite badly set up with a 1″ difference in track front-to-rear (both should have been 54″).
  • The gearchange for the DS25-1 transaxle was found to be light and easy to use (as was the case with the XJ13). I’ll let you know in due course!
  • Pedal spacing was ideal and made “heeling-and-toeing” very easy. The accelerator pedal was a pendant type wheras the XJ13’s was organ type.

After the driving tests, the car was taken into the MIRA wind-tunnel and Malcolm Sayer was able to examine the car’s airflow characteristics in some detail.Sayer noted differences between the car and its racing version including blanking-off of brake ducts and side-cooling ducts. He also noted the rear spoiler was a good 4″ shorter than the 1965 car and the car didn’t have the lift-reduction deflector plates which would have increased drag.Although drag for the road-car was lower than the 1962 E-Type and 1962 Ferrari Berlinetta, it was significantly worse than the 1955 racing D-Type. Aerodynamic lift did seem to be an issue and it was interesting to note that “reliable sources” stated Ford were suffering with excessive lift on their racing versions. These “reliable sources” may have been from MIRA who were carrying out secret air-studies for Ford at the time.It was interesting to see that the XJ13 (which was almost complete at the time these comparisons with the GT40 were carried out) had many similarities to the GT40. Two completely disparate teams of individuals working towards a common goal – success at Le Mans – ended up with very similar solutions. For example:

  • The Ford famously was just over 40″ high wheras the XJ13 was lower at just under 39″
  • Wheelbases were within an inch of each other (Ford 95″; Jaguar 96″)
  • Tracks were similar (Ford 54″; Jaguar 56″)
  • Width (Ford 70″; Jaguar 71″)
  • XJ13 had similar but smaller frontal area (Ford 16.91 sq ft; Jaguar 15.97 sq ft)
  • XJ13 had similar but superior drag (Ford 0.35; Jaguar 0.29)
  • XJ13 was lighter (Ford 2,707 lbs; Jaguar 2,600 lbs)
  • Lower centre of gravity for the XJ13 (Ford 15.02″; Jaguar (14.5″)

XJ13 – Tested at Silverstone

The XJ13’s main test driver was David Hobbs. Although Jaguar already had a competent driver in the shape of Norman Dewis, William Heynes recognised as early as 1964 that a car such as the XJ13 really needed a top-flight race driver to help develop it. There is some evidence to suggest that Jack Brabham had been approached in this respect but, in the end a former Jaguar apprentice – David Hobbs – was recruited for testing. In 1969 Hobbs was included in a FIA list of graded drivers which was an élite group of 27 who were rated the best in the world. It was Hobbs who achieved the unofficial UK closed lap record with the XJ13 which stood for the next 32 years. The XJ13’s main test and development driver, Hobbs, was joined at Silverstone for the XJ13’s final test at full racing speed by another top-flight racing driver (and ex-Jaguar apprentice) Richard (“Dickie”) Attwood.On the morning of Tuesday, 15th August, the XJ13 was taken to Silverstone amidst great secrecy. Mike Kimberley planned for David Hobbs to drive all that day for comprehensive testing under full racing conditions. They wanted to see what the XJ13 could do! Unfortunately, rain began to fall (this was an English Summer after all) and testing was curtailed early on. Conditions looked better the next morning and David Hobbs was joined by Richard Attwood. Although drying, the track was still wet in places and the XJ13 gingerly took to the track. Conditions continued to improve although a shower did interrupt proceedings for two hours and some dampness did remain at the end of testing. Hobbs and Attwood managed a full five hours of testing – although they had to seek shelter for two hours during the shower.Hobbs did outperform Attwood. Mike Kimberley later described Hobbs as “a fearless driver” who clearly drove with maximum commitment. Hobbs had also carried out the lions’ share of testing and so was very familiar with the car already. His best time was a respectable 1 minute 35.7 seconds – this on a drying track with a lingering damp patch at Beckets. A time comparable to Attwood’s previous best time in a Ferrari LM of 1 minute 35 seconds – the same time as the best time for a GT40 in the hands of P. Hawkins (1 minute 35 seconds).The test at Silverstone was to be the final outing for the XJ13. It was never to race and only emerged when required to play a supporting role in a promotional film in 1971 for the soon-to-be-launched Series 3 V12 E-Type. It crashed and was rebuilt in 1972/73 in a specification more suited to its role as “demo” vehicle. It has now been established that the crash was caused by the failure of a rear tyre that had been plugged to cure a slow leak – Norman Dewis having ignored instructions not to drive at racing speeds for the camera.

Would the XJ13 have been competitive at Le Mans?

After the Silverstone test, the data was examined and a package of improvements was proposed which may have delivered the following:

  • Improved brakes – an improvement of 2 to 3 seconds
  • Lower axle ratio – a further 1/2 to 1 second
  • Improved tyres/wider wheels – 2 seconds

The above, conservative, estimates would have resulted in a Silverstone lap time in the region of 1 minute 30 seconds. A full five seconds faster than the best lap time achieved by P Hawkins before 1967 and coincidentally, similar to Hobbs’ best lap time in a BRM V8 F1 car at the British Grand Prix in 1967 at Silverstone.The XJ13 was designed in 1964 by a small team of people under Bill Heynes – Malcolm Sayer, Derrick White and Alex Frick. At the same time, they were working on a number of actively-campaigned E-Types. This team was incredibly small considering their workload (even Connaught had a design staff of 8 in 1955!).In 1964 they settled on a monocoque design using Baily’s quad-cam V12 as a fully-stressed member – like the D- and E-Types before it, a more sophisticated and advanced design than its contemporaries. By the end of 1964 they had settled on the basic layout of the rear suspension. In essence, similar to the E-Type with a lower wishbones and a fixed-length driveshaft acting as upper link. White, argued for a transverse upper suspension link coupled with a sliding driveshaft. This would have ensured greater accuracy in controlling rear wheel geometry when faced by the demands of tyres rapidly growing in width at the time. His wishes were constantly rejected by William Heynes.Derrick White also designed a series of completely novel state-of-the-art front suspension setups. Heynes, it seems, from the outset wanted to adopt an E-Type based setup. Each of White’s designs were rejected by Heynes in turn. He also became increasingly frustrated at Heynes’ lack of progress and stubborn attitude. In the end White became royally pi**ed off with all this and left Jaguar to join Cooper.Shortly after joining Cooper (and having been given free reign to design a car in the way he felt it should be designed) his Cooper-Maserati became a front-runner in the 1966 F1 season then won the first race of the 1967 season. He later joined the Honda/Lola/Surtees consortium and helped design the “Hondola” wich won first time out in 1967.It is a shame he was prevented from exercising his talents on the XJ13 as well as the lack of urgency throughout 1965 as Ford may really have been humbled by the XJ13!

What do you think?

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

Today in the Workshop …..

Today in the workshop …

Original 1966 Jaguar V12 Prototype Quad-Cam Engine …. Street-Legal re-created XJ13 …. polished XJ13 in progress … “Building The Legend” Quad-Cam 7.7-litre V12 …. Lightweight E-Type front suspension ….

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

“The Gathering”

Looking back on a very special gathering a few years ago.

A big part of the project for me is the opportunity it gives me to spend time with the skilled engineers who worked on these cars in the 1960s and earlier. “Backroom Boys” without whom Jaguar would not have enjoyed the success it achieved.

Thank you gentlemen 👍

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

Street-Legal

Jaguar XJ13, Building The Legend, Street-Legal, XJ13, Jaguar

A valuable piece of paper!

A fully road-legal, IVA-tested, 2019-plate car that be driven on the road in the UK (can be registered in other EC and International countries subject to minor formalities).

Imagine it …. a quad-cam V12-powered car that could have squared up to cars on the 1966 Le Mans grid …. and one that can be driven on the road …..

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

“In the metal”

  • XJ13, Building The Legend, Neville Swales, Jaguar, Ecurie Cars. LM69, tera-, quad-cam, V12

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

tera-

Coming soon …..

Building The Legend, Quad-Cam, V12, tera-, To the Power of 12

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

Doodling ….

….what might a privateer Jaguar XJ13 have looked like in ’67? …… 1967 Le Mans – the “sweet spot” for some of the most beautiful race-cars in history – the mighty Ford GT40, the sublime Ferrari 330 P4, the gorgeous Porsche 906 – varied entries from marques such as Marcos, Alpine, Abarth, Matra. Truly a special “moment in time” …. Any thoughts?

Jaguar, XJ13, Le Mans, 1967, Ferrari, GT40, P4, 330, Lola, T70, Porsche 906, Building The Legend

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.

A bit of cam-timing …

Building The Legend, Quad-Cam, tera-, V12

A bit of cam-timing on our own full-race, quad-cam V12 ……

The words Jaguar, Jaguar XJ13, XJ13 are used in a historical/descriptive context and in no way suggest our recreations/replicas are approved by Jaguar. It is widely known that there was only ever one Jaguar XJ13 and any others can only ever be replicas, facsimilies, tributes, recreations, toolroom copies or similar.