Jaguar XK120
The Jaguar XK120 is a sports car manufactured by Jaguar between 1948 and 1954. It was Jaguars first sports car since the SS100, which ceased production in 1940, the XK120 was launched in open two-seater or roadster form at the 1948 London Motor Show as a testbed and show car for the new Jaguar XK engine. The display car was the first prototype, chassis number 660001 and it looked almost identical to the production cars except that the straight outer pillars of its windscreen would be curved on the production version. The roadster caused a sensation, which persuaded Jaguar founder and design boss William Lyons to put it into production, beginning in 1948, the first 242 cars wore wood-framed open 2-seater bodies with aluminium panels. Production switched to the 1cwt or 112 lb heavier all-steel in early 1950, the 120 in the name referred to the aluminium cars 120 mph top speed, which made it the worlds fastest production car at the time of its launch. In 1949 the first production roadster, chassis number 670003, was delivered to Clark Gable, roadsters were successful in racing and rallying.
The first roadsters, hand-built with aluminium bodies on ash frames mounted on modified Jaguar Mark V chassis, were constructed between late 1948 and early 1950, to meet demand, and beginning with the 1950 model year, all subsequent XK120s were mass-produced with pressed-steel bodies. They retained aluminium doors and boot lid, the DHC and FHC versions, more luxuriously appointed than the roadsters, had wind-up windows and wood veneers on the dashboard and interior door caps. With standard 8,1 compression ratio it developed 160 bhp, the Jaguar factory, with access to 80 octane fuel, provided roadsters with the higher compression ratio to the press. Journalists could test the models performance in Belgium, on a long. The XK engines basic design, modified into 3.8 and 4.2 litre versions, some cars were fitted with Alfin brake drums to help overcome the fade. The windscreen could be removed for aeroscreens to be fitted, the drophead coupé had a padded, lined canvas top, which folded onto the rear deck behind the seats when retracted, and roll-up windows with opening quarter lights.
The flat glass two-piece windscreen was set in a frame that was integrated with the body. Dashboards and door-caps in both the DHC and the closed coupé were wood-veneered, whereas the more spartan roadsters were leather-trimmed, all models had removable spats covering the rear wheel arches, which enhanced the streamlined look. On cars fitted with optional centre-lock wire wheels, the spats were omitted as they gave insufficient clearance for the chromed, two-eared Rudge-Whitworth knockoff hubs, chromium-plated wire wheels were optional from 1953. When leaving the factory it originally fitted 6.00 ×16 inch cross ply tyres on 16 × 5K solid wheels, cars could specify 185VR16 Pirelli Cinturato tyres as a radial option. In addition to wheels, upgrades on the Special Equipment, or SE, version included increased power, stiffer suspension. The Motor magazine road-tested an XK120 roadster in November 1949 and this pre-production car, chassis number 660001, road-registered as HKV455, was the first prototype built
Clemente Biondetti
Clemente Biondetti was an Italian auto racing driver. Born into a family, Biondetti raced motorcycles before turning to automobiles where he had greater success. Born in Buddusò, into a family, Biondetti began his racing career in motorcycles in 1923. By 1931 his performance earned him a spot in Grand Prix motor racing with the Maserati factory team and his success racing on circuits was minimal, but he was one of the best in tough endurance events. Driving an Alfa Romeo 8C 2900b, Clemente Biondetti won the 1938 Mille Miglia for sports cars, in 1939, he won the Coppa Acerbo voiturette class and took second place at the Swiss Grand Prix. His racing career came to a following the outbreak of World War II in 1940. By the time he was able to resume racing after the war, nevertheless, he dominated Italian endurance racing, driving to victory in the Mille Miglia for three straight years from 1947 through 1949 and the Targa Florio in 1948 and 1949. He won more Mille Miglias than any driver in history.
Clemente Biondetti participated in one Formula One World Championship event, the 1950 Italian Grand Prix, driving a self-built Ferrari-Jaguar hybrid car, engine problems forced him out of the race thus he failed to score any championship points. Biondetti loved racing cars and continued to compete in sports car and endurance events, after suffering from cancer for a number of years, he was forced to retire in 1954. He succumbed to cancer on 24 February 1955 in Florence, Coppa Acerbo 1939 Mille Miglia 1938,1947,1948,1949 Targa Florio 1948,1949
Roadster (automobile)
A roadster, sometimes referred to as a spider or spyder, is an open two-seat car with emphasis on sporting appearance or character. Initially an American term for a car with no weather protection. The roadster is a style of racing car driven in United States Auto Club Championship Racing, including the Indianapolis 500 and this type of racing car was superseded by mid-engined cars. In the nineteenth century, the word denoted a horse suitable for traveling. By the end of the century the definition had expanded to include bicycles and tricycles. In 1916, the Society of Automobile Engineers defined a roadster as and it may have additional seats on running boards or in rear deck. Additional seating in the deck was known as a rumble seat or a dickey seat. The main seat for the driver and passenger was usually further back in the chassis than it would have been in a touring car, Roadsters usually had a hooded dashboard. The earliest roadster automobiles had only basic bodies without doors, windshields, by the 1920s they were appointed similarly to touring cars, with doors, simple folding tops, and side curtains.
When roadsters of this era were equipped with seats, the seats folded into the body when not in use. They are popular with collectors, often valued over other open styles, the term roadster as applied to automobiles is American in origin, before World War II, the British equivalent was a two-seat tourer. By the 1970s, the roadster was applied to open two-seat cars of sporting appearance or character. Roadsters had become almost as well-equipped as convertibles, including side windows that retract into the doors, Roadsters of that time included the Alfa Romeo Spider, MGB, and Triumph TR4. A roadster is still defined as a car with two seats, with some roadsters having power tops or retractable hardtops. A few manufacturers and fabricators still offer roadsters that meet the older definitions and these include Morgan, with the windowless Roadster, with the doorless Seven, and Ariel, with the bodyless Atom. The American hot rod is based on pre–World War II roadsters, late run Model Ts and 1932 Fords were the most popular starting points.
The term roadster applies to front-engined AAA/USAC Championship cars, associated with the Indianapolis 500, the roadster engine and drive shaft are offset from the centerline of the car. This allows the driver to sit lower in the chassis and facilitates a weight offset which is beneficial on oval tracks, one story of why this type of racing car is referred to as a roadster is that a team was preparing a new car for the Indianapolis 500
Disc brake
The energy of motion is converted into waste heat which must be dispersed. Hydraulic disc brakes are the most commonly used form of brake for motor vehicles, compared to drum brakes, disc brakes offer better stopping performance because the disc is more readily cooled. As a consequence discs are less prone to the brake fade caused when brake components overheat, disc brakes recover more quickly from immersion. Most drum brake designs have at least one leading shoe, which gives a servo-effect and this tends to give the driver better feel and helps to avoid impending lockup. Drums are prone to bell mouthing and trap worn lining material within the assembly, the brake disc is usually made of cast iron, but may in some cases be made of composites such as reinforced carbon–carbon or ceramic matrix composites. This is connected to the wheel and/or the axle, friction causes the disc and attached wheel to slow or stop. The development of disc-type brakes began in England in the 1890s, successful application began in airplanes before World War II, and even the German Tiger tank was fitted with discs in 1942.
The Jaguar racing team won, using disc brake equipped cars, mass production began with the 1955 Citroën DS. Development of disc brakes began in England in the 1890s, the first caliper-type automobile disc brake was patented by Frederick William Lanchester in his Birmingham factory in 1902 and used successfully on Lanchester cars. However, the choice of metals in this period meant that he had to use copper as the braking medium acting on the disc. The poor state of the roads at this time, no more than dusty, rough tracks, successful application began in airplanes and tanks before and during World War II. At Germanys Argus Motoren, Hermann Klaue had patented disc brakes in 1940, Argus supplied wheels fitted with disc brakes e. g. for the Arado Ar 96. The German Tiger I heavy tank, was introduced in 1942 with a 55 cm Argus-Werke disc on each drive shaft, the American Crosley Hot Shot is often given credit for the first production disc brakes. For six months in 1950, Crosley built a car with these brakes, lack of sufficient research caused reliability problems, such as sticking and corrosion, especially in regions using salt on winter roads.
Drum brake conversions for Hot Shots were quite popular, the Crosley disc was a Goodyear development, a caliper type with ventilated disc, originally designed for aircraft applications. Chrysler developed a braking system, offered from 1949 to 1953. Instead of the disc with caliper squeezing on it, this system used twin expanding discs that rubbed against the surface of a cast-iron brake drum. The discs spread apart to create friction against the drum surface through the action of standard wheel cylinders
Ecurie Ecosse
Ecurie Ecosse was a motor racing team from Scotland. The team raced in three Formula One races, Ecurie Ecosses cars were always distinctive in their Flag Blue Metallic paint. Ecurie Ecosse had four Formula One Grand Prix entries, over three seasons, the first was by David Murray himself, driving a Cooper T20 in the 1952 British Grand Prix. However, he retired with engine trouble early in the race, for the 1953 event the team entered two cars a Cooper T20 for Jimmy Stewart a new Connaught A Type was entered for Ian Stewart. Unfortunately neither of the finished the race, Jimmy spun off track on lap 79. The teams last F1 outing was at the 1954 British Grand Prix, where the Connaught was again entered, although this time the car did take the finish, it came in twelve laps down on the leaders. From this point onward the team concentrated on sportcar events, Ecurie Ecosse raced in the European Formula Two Championship, from 1969 until 1971. Their first race was in 1969 at Thruxton where driver Graham Birrell finished 11th in a Brabham BT23C, at Enna Birrell couldnt start the race because he had crashed the car in practice and the team couldnt repair the car before the race.
In 1970 Ecurie Ecosse entered the car for Birrell. At Crystal Palace Birrell finished in 11th position, in the next race held at the Hockenheimring Birrell finished in 12th position. In Imola Richard Attwood took over from Birrell, after finishing sixth in the first heat, in 1971 Ecurie Ecosse had a new driver, Tom Walkinshaw, they had a new car, a March 712M. At Thruxton Walkinshaw retired on lap three due to a puncture, at the Nürburgring, Gerry Birrell finished in ninth position. In their last two races, at Jarama and Crystal Palace, Walkinshaw failed to qualify for the race, in the 195624 Hours of Le Mans Ron Flockhart and Ninian Sanderson were the winning drivers in a Jaguar D-Type. Ron Flockhart won again with a D-Type in the 1957 event, the teams second D-Type – driven by Sanderson and his new partner John Lawrence – finished second, a rare privateer 1–2 finish. The team would field a D-Type at Le Mans in 1959. Once again, neither car made it to the flag, the D-Type suffering engine failure after 70 laps.
Things went from bad to worse for the team in the 1960 running, the, by now much modified, D-Type was again entered, and lasted until the 168th lap before being forced out with a broken crankshaft. Ecurie Ecosses second car for this year, a Cooper T49 Monaco, the entrants for the 196124 Hours of Le Mans – a Cooper T57 Monaco and an Austin-Healey Sebring Sprite – retired after accidents in their 32nd and 40th laps respectively
Sports car racing
Sports car racing is a form of circuit auto racing with sports cars that have two seats and enclosed wheels. They may be purpose-built or related to road-going models, a type of hybrid between the purism of open-wheelers and the familiarity of touring car racing, this style is often associated with the annual Le Mans 24 Hours endurance race. First run in 1923, Le Mans is one of the oldest motor races still in existence, other classic but now defunct sports car races include the Italian classics, the Targa Florio and Mille Miglia, and the Mexican Carrera Panamericana. Most top class sports car races emphasize endurance and strategy, longer races usually involve complex pit strategy and regular driver changes. These makers top road cars have often very similar both in engineering and styling to those raced. This close association with the nature of the cars serves as a useful distinction between sports car racing and touring cars. The 12 Hours of Sebring,24 Hours of Daytona, and 24 Hours of Le Mans were once considered the trifecta of sports car racing.
In the 1920s, the used in endurance racing and Grand Prix were still basically identical, with fenders. Cars such as the Bugatti Type 35 were almost equally at home in Grands Prix and endurance events, but specialisation gradually started to differentiate the sports-racer from the Grand Prix car. As mainly Italian cars and races defined the genre, the category was called Gran Turismo, as long distances had to be travelled and some basic comfort were necessary in order to endure the task. After the Second World War, sports car racing emerged as a form of racing with its own classic races. Top Grand Prix drivers competed regularly in sports car racing, from 1962 sports cars temporarily took a back seat to GT cars with the FIA replacing the World Championship for Sports Cars with the International Championship for GT Manufacturers. The US scene tended to feature small MG and Porsche cars in the smaller classes, the combination of mostly British chassis and American V8 engines gave rise to the popular and spectacular Can-Am series in the 1960s and 1970s.
Clubmans provided much entertainment at club-racing level from the 1960s into the 1990s, after a relative period of decline in the 1980s a British GT Championship emerged in the mid-90s. Road races such as the Mille Miglia included everything from stock touring cars to World Championship contenders, the Mille Miglia was the largest sporting event in Italy until a fatal accident caused its demise in 1957. The Targa Florio, another road race, remained part of the world championship until the 1970s. Between the late 1960s and late 1970s, Matra and Renault made significant, the competition at Le Mans even made it to the movie screens, with Steve McQueens film Le Mans. This era was seen by many as the highpoint of sports car racing, with the technology, a peculiarly American form of sports car racing was the Can-Am series, in which virtually unlimited sports prototypes competed in relatively short races
Autocar (magazine)
Autocar is a weekly British automobile magazine published by Haymarket Motoring Publications Ltd. It was first published in 1895 and refers to itself as The Worlds oldest car magazine, there are now several international editions including China, New Zealand and South Africa. Henry Sturmey stood down as editor of The Autocar magazine and left the company in 1901, Autocar claims to have invented the road test in 1928 when it analysed the Austin 7 Gordon England Sunshine Saloon. Autocar has been published weekly throughout its life with only strikes in the 1970s interrupting its frequency. In 1988, it absorbed its long-time rival The Motor magazine, founded by Temple Press Ltd on 28 January 1903, briefly calling itself Autocar & Motor afterwards, before reverting to Autocar. The magazine has scored many firsts in its history including the first full road tests and independent performance tests of the Jaguar XJ220, McLaren F1, and the Porsche 911 GT1. It was the first magazine to produce independently recorded performance figures for the Bugatti Veyron, news – includes scoop photographs and information about still-secret future models.
First drives – brief road tests of new models, group tests - analysis of how a model compares relative to rivals Motorsport – summaries of current racing news, predominantly in Formula 1 and rallying. Road tests – Thorough test and analysis of one new model per issue, in the issue closest to Christmas, Autocar traditionally publishes a road test of a more unusual vehicle. These have included tests of New Routemaster, HMS Ark Royal, used car news Long term car tests New car data In the 1950s, the magazines Sport Editor, John Cooper, used Cooper T11 parts to create the Cooper-Alta. Former Autocar writers include Russell Bulgin, Chris Harris, Top Gear presenter James May, current Autocar writers include Richard Bremner, Formula 1 journalist Joe Saward, used-car expert James Ruppert, and Editor-in-Chief Steve Cropley. The current editor is Matt Burt, Autocar has been licensed to publishers around the world and is now published in 16 countries outside the UK, including China, Indonesia, Japan and Vietnam.
In 1952 The Autocar retailed for one shilling, equivalent to five pence in post decimalization British currency, in 1968 the cover price of Autocar was increased from two shillings to two shillings and six pence. By 1972, the price had increased fivefold in the two decades since 1952, to 25p, in 1992, the price was £1.25. As of June 2016, the magazine sells for £3.80, Autocar official site Autocar India official site Autocar Indonesia official site Full Autocar History Trucksplanet
Weber carburetor
Weber is an Italian company which produced carburetors, it is owned by Magneti Marelli Powertrain S. p. A. which is in turn part of the Fiat Group. Carburetor production in Italy ended in 1992, although Weber carburetor production was shifted to Madrid, edoardo Weber began his automotive career working for Fiat, first at their Turin plant and at a dealership in Bologna. After the war, with prices high, he reached a certain success in selling conversion kits for running trucks on kerosene instead. The company was established as Fabbrica Italiana Carburatori Weber in 1923 when Weber produced carburetors as part of a kit for Fiats. Weber pioneered the use of two-stage twin barrel carburetors, with two venturis of different sizes, the one for low speed running and the larger one optimised for high speed use. In the 1930s Weber began producing twin-barrel carburetors for motor racing where two barrels of the size were used. These were arranged so that each cylinder of the engine has its own carburetor barrel and these carburetors found use in Maserati and Alfa Romeo racing cars.
Twin updraught Webers fed superchargers on the 1938 Alfa Romeo 8C competition vehicles, after Webers death in 1945, Fiat finally assumed control of the company in 1952. In 1986, Fiat took control of Webers competitor Solex and this was reorganized as Magneti Marelli Powertrain S. p. A. in 2001. Genuine Weber carburetors were produced in Bologna, Italy up until 1992, when production was transferred to Madrid, Weber Carburetors are sold for both street and off-road use, with the twin choke sidedraught DCOE being the most common one. They are sold in what is referred to as a Weber Conversion kit, in modern times, fuel injection has replaced carburetors in both production cars and most modern motor racing, although Weber carburetors are still used extensively in classic and historic racing. They are supplied as high quality replacements for problematic OEM carburetors, Weber fuel system components are distributed by Magneti Marelli, Webcon UK Ltd. and, in North America, by several organizations, including Worldpac, marketing under the Redline name.
Other suppliers include Overseas Distributing and Pierce Manifolds, Weber carburetors are marked with a model code on the mounting flange, the body, or on the cover of the float-chamber. This begins with a number which originally indicated the diameter of the throttle bore, after the letters there will be a further number, which may be followed by a letter, e. g. 4B, 13A, these indicate the series. The full designation might be 40 DCOE29,45 DCOE9, etc
Jaguar D-Type
The Jaguar D-Type is a sports racing car produced by Jaguar Cars Ltd. between 1954 and 1957. Although it shares the basic straight-6 XK engine and many of its components with the C-Type. Jaguar D-Types won the Le Mans 24-hour race in 1955,1956 and 1957, in 195725 of these cars were in various stages of completion when a factory fire destroyed nine of them. Total D-Type production is thought to have included 18 factory team cars,53 customer cars, the structural design, revolutionary at the time, applied aeronautical technology. The tub, or cockpit section, was of monocoque construction and its elliptical shape and comparatively small cross-section provided torsional rigidity and reduced drag. To the front bulkhead was attached an aluminium tubing subframe for the engine, steering assembly, rear suspension and final drive were mounted to the rear bulkhead. Fuel was carried in the tail and the designers followed aviation practice by specifying a deformable Marston Aviation Division bag in place of a conventional tank.
The aerodynamic bodywork was largely the work of Malcolm Sayer, who had joined Jaguar following a stint with the Bristol Aeroplane Company during the Second World War, for the D-Type, he insisted on a minimal frontal area. Philip Porter, in his book Jaguar Sports Racing Cars, says that more likely reason was to provide space for the ram pipes feeding the three twin-choke Weber carburettors. Reducing underbody drag contributed to the high top speed, for the long Mulsanne Straight at Le Mans. Mechanically, many features were shared with the outgoing C-Type and its front and rear suspension and innovative all-round disc brakes were retained, as was the XK engine. Apart from the new system, the engine was further revised as development progressed during the D-Types competition life. Notably in 1955 larger valves were introduced, together with asymmetrical cylinder heads to accommodate them, elements of the body shape and many construction details were used in the Jaguar E-Type. Jaguar D-Types fielded by a team under the leadership of Jaguars racing manager Lofty England were expected to perform well in their debut at the 195424 Hours of Le Mans race.
The D-Types aerodynamic superiority is evident from its speed of 172.8 mph on the Mulsanne Straight compared with the 4.9 litre Ferraris 160.1 mph. For 1955 the cars were modified with long-nose bodywork and engines uprated with larger valves, at Le Mans, they proved competitive with the Mercedes-Benz 300 SLRs, which had been expected to win. Mike Hawthorns D-Type had a lead over Juan Manuel Fangios Mercedes when another Mercedes team car was involved in the most catastrophic accident in motorsport history. Driver Pierre Levegh and more than 80 spectators lost their lives, Jaguar opted to continue, and the D-Type driven by Hawthorn and Ivor Bueb went on to win
Leslie Johnson (racing driver)
Leslie George Johnson was a British racing driver who competed in rallies, hill climbs, sports car races and Grand Prix races. Leslie Johnson was born in Walthamstow, at time one of Londons poorest districts. His father, a maker, died soon after starting his own business. Johnson, left with a mother and younger brother to support even though he was still in his teens, when competition resumed after World War II he progressed from rallies to hill climbs, sports car racing and single-seaters. Although a prodigiously gifted driver who early in his career won the admiration of senior competitors such as Raymond Sommer and Louis Chiron, business interests remained his primary focus. Further, as a child his heart and kidneys were damaged by nephritis and acromegaly and he specialised in European sports car endurance events, competing in five Le Mans 24-hour races, two Spa 24-hour races and four Mille Miglias. He took part in five Grands Prix, and broke world speed records for production cars. In sports car racing, he achieved Aston Martins first postwar international victory and his business ventures included the acquisition of British racing car manufacturer English Racing Automobiles after World War II.
He initiated and negotiated Stirling Mosss first commercial sponsorship deal, among his close friends were Jaguar founder William Lyons and Mercedes-Benz Grand Prix engineering supremo Rudolf Uhlenhaut. His worsening heart condition finally forced permanent retirement from competition in 1954 and he bought a farm in Gloucestershire that included three houses, one was for himself and his family, one for his farm manager, and one for his bank manager. He continued to run his Maidenhead-based company Prototype Engineering, which produced components for the fledgling nuclear industry. Towards the end of his life he developed a keen interest in the Sport of Kings, Doug Nye recorded motor racing photographer Guy Griffithss personal recollection of Leslie Johnson, uite the most charming, friendly and courteous man in motor racing. Furniture factory an extremely paternalistic, caring concern, in which employees were looked after virtually to the grave. When they became too old for their work they might be put onto lighter duties for a lesser wage.
When he acquired ERA Ltd and re-established it at Dunstable he a number of old lags from pre-war racing who were looking for a job postwar. When he drove the E-Type, I think in the Isle of Man, Reg Parnell wandered over for a chat with Johnson and you cant race this Leslie, youll kill yourself. Oh yes, well, it takes a bit of getting used to but you know and he was married to the widow of Anglo-French driver Pierre Maréchal, and stepfather to her son Christian Maréchal, an advertising copywriter, UK ultralight aviation pioneer and freelance journalist. Leslie Johnson died in 1959, aged 46, at Foxcote House, Rootes Competition Manager Norman Garrad said Johnson knew more about the geometry of driving than anybody in the business
Jaguar Cars
Jaguars business was founded as the Swallow Sidecar Company in 1922, originally making motorcycle sidecars before developing bodies for passenger cars. Under the ownership of S. S, Cars Limited the business extended to complete cars made in association with Standard Motor Co many bearing Jaguar as a model name. The companys name was changed from S. S, Cars to Jaguar Cars in 1945. Jaguar was de-merged from British Leyland and was listed on the London Stock Exchange in 1984, Jaguar has, in recent years, manufactured cars for the British Prime Minister, the most recent delivery being an XJ in May 2010. The company holds royal warrants from Queen Elizabeth II and Prince Charles, the carmaker said around 1,000 academics and engineers would work there and that construction would start in 2014. The Swallow Sidecar Company was founded in 1922 by two motorcycle enthusiasts, William Lyons and William Walmsley, in 1934 Walmsley elected to sell-out and Lyons formed S. S. Cars Limited funding the replacement of Walmsleys investment by issuing shares to the public, the SS Jaguar name first appeared in September 1935 on a 2. 5-litre saloon, sports models of which were the SS90 and SS100.
On 23 March 1945 the S. S, Cars shareholders in general meeting agreed to change the companys name to Jaguar Cars Limited. Said Chairman William Lyons Unlike S. S. the name Jaguar is distinctive, Jaguar made its name by producing a series of successful eye-catching sports cars, the Jaguar XK120, Jaguar XK140, Jaguar XK150, and Jaguar E-Type, all embodying Lyons mantra of value for money. The sports cars were successful in motorsport, a path followed in the 1950s to prove the engineering integrity of the companys products. Jaguars sales slogan for years was Grace, Pace, during the time this slogan was used, but the exact text varied. It had a hemispherical cylinder head with valves inclined from the vertical, originally at 30 degrees and 45 degrees. As fuel octane ratings were low from 1948 onwards, three piston configuration were offered, domed and dished. The main designer, William Bill Heynes, assisted by Walter Wally Hassan, was determined to develop the Twin OHC unit, Bill Lyons agreed over misgivings from Hassan.
It was risky to take what had previously considered a racing or low-volume and cantankerous engine needing constant fettling. The subsequent engine was the powerplant of Jaguar, used in the XK120, Mk VII Saloon, Mk I and II Saloons. It was employed in the E Type, itself a development from the winning and Le Mans conquering C and D Type Sports Racing cars refined as the short-lived XKSS. Properly maintained, the standard production XK Engine would achieve 200,000 miles of useful life, Two of the proudest moments in Jaguars long history in motor sport involved winning the Le Mans 24 hours race, firstly in 1951 and again in 1953
