The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car, manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, competitive pricing established the model as an icon of the motoring world; the E-Type's 150 mph top speed, sub-7-second 0 to 60 mph acceleration, monocoque construction, disc brakes, rack-and-pinion steering, independent front and rear suspension distinguished the car and spurred industry-wide changes. The E-Type was based on Jaguar's D-Type racing car, which had won the 24 Hours of Le Mans three consecutive years beginning 1955, employed what was, for the early 1960s, a novel racing design principle, with a front subframe carrying the engine, front suspension and front bodywork bolted directly to the body tub. No ladder frame chassis, as was common at the time, was needed and as such the first cars weighed only 1315kg. On its release in March 1961 Enzo Ferrari called it "the most beautiful car made".
In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s. In March 2008, the Jaguar E-Type ranked first in The Daily Telegraph online list of the world's "100 most beautiful cars" of all time. Outside automotive circles, the E-type received prominent placement in Diabolik comic series, Austin Powers films and the television series Mad Men; the E-Type was designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form and as a two-seater convertible "roadster". A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released several years later. Model updates of the E-Type were designated "Series 2" and "Series 3", over time the earlier cars have come to be referred to as "Series 1." As with other hand made cars of the time, changes were incremental and ongoing, which has led to confusion over what a Series 1 car is. This is of more than academic interest, as Series 1 E-Types—and Series 1 roadsters have values far in excess of Series 2 and 3 models.
Some transitional examples exist. For example, while Jaguar itself never recognised a "Series 1½" or "Series 1.5," over time, this sub-category has been recognised by the Jaguar Owners Club of Great Britain and other leading authorities. The "pure" 4.2-litre Series 1 was made in model years 1965–1967. The 4.2-litre Series 1 has serial or VIN numbers 1E10001 - 1E15888, 1E30001 - 1E34249. The Series 1.5 left hand drive roadster has serial numbers 1E15889 - 1E18368, with the hardtop version of the Series 1.5 having VIN numbers 1E34250 - 1E35815. Series 1.5 cars were made in model year 1968. The Series 1 cars, which are by far the most valuable fall into two categories: Those made between 1961 and 1964, which had 3.8-litre engines and partial synchromesh transmissions, those made between 1965-1967, which increased engine size and torque by around 10%, added a synchronised transmission, provided new reclining seats, an alternator in place of the prior dynamo, an electrical system switched to negative earth, other modern amenities, all while keeping the same classic Series 1 styling.
The 4.2-litre Series 1 E-Types replaced the brake servo of the 3.8-litre with a more reliable unit. "The 4.2 became the most desirable version of the famous E-Type due to their increased power and usability while retaining the same outward appearance as the earlier cars."As of the end of 2014, the most expensive regular production Jaguar E-Types sold at auction included a 4.2-litre Series 1 roadster, with matching numbers, original paint and interior, under 80,000 original miles, a history of being in the original buyer's family for 45 years and a 1961 "flat floor" Series 1, selling for $528,000 in 2014. Special run racing lightweights go for far more still. For example, a 1963 E-type Lightweight Competition advertised as original and with lots of patina, one of just twelve that were built, sold for $7,370,000 at the 2017 Scottsdale, Arizona auctions. Being a British-made car of the 1960s, there are some rather rare sub-types of Series 1 E-Types at the beginning and end of the Series 1 production.
For example, the first 500 Series 1 cars had flat floors and external bonnet latches. At the close of the Series 1 production run, there were a small number of cars produced that are identical in every respect to other Series 1 units, except that the headlight covers were removed for better illumination, it is not known how many of these Series 1 cars were produced, but given that 1,508 Series 1 roadsters were produced worldwide for 1967, combined with the fact that these examples were made in just the last several months of Series 1 production, means that these, like the flat floor examples that began the Series 1 production run, are the lowest volume Series 1 variant, save of course for the special lightweights. Worldwide, including both left and right hand drive examples, a total of 7,828 3.8-litre Series 1 roadsters were built, with 6,749 of the 4.2-litre Series 1 roadsters having been manufactured. While the 1968 Series 1.5 cars maintained the essential design of th
Jaguar S-Type (1963)
Not to be confused with the retro styled 1999-2008 Jaguar S-Type The Jaguar S-Type is a saloon car produced by Jaguar Cars in the United Kingdom from 1963 to 1968. Announced 30 September 1963 it was a technically more sophisticated development of the Mark 2, offering buyers a more luxurious alternative without the size and expense of the Mark X; the S-Type sold alongside the Mark 2, as well as the Jaguar 420 following its release in 1966. The Jaguar Mark 2 was sold throughout most of the 1960s, it had a live rear axle and was powered by the XK six-cylinder engine first used in the Jaguar XK120 of 1948. In the Mark 2 the engine was available in 3.4 and 3.8-litre capacities. In 1961 Jaguar launched two new models; the full size Jaguar Mark X saloon used Jaguar's new independent rear suspension and a triple SU carburettor version of the 3.8-litre XK engine. The other new car for 1961 was the Jaguar E-Type sports car, which shared the same 3.8-litre engine as the Mark X and a scaled-down version of the independent rear suspension.
Having released the Mark X with its many technical refinements, Jaguar boss Sir William Lyons expected the Mark 2 would need updating with similar features if it was to retain its place in the market. Accordingly, work began on developing the S-Type as soon as development work was finished on the Mark X; the S-Type was a major redevelopment of the Mark 2. It used a mid-scale version of the Mark X independent rear suspension to replace the Mark 2's live rear axle and featured longer rear bodywork, among other styling and interior changes; the S-Type was available with either 3.4 or 3.8-litre XK engines but only in twin carburettor form because the triple carburettor setup would not fit into what was still the Mark 2 engine bay. By the time of the S-Type's release in 1963, the Mark 2 remained an unexpectedly strong seller despite its age. Although the Mark X was selling less well than hoped in its intended market of the USA, Sir William decided to retain all three models in the Jaguar range concurrently.
The Mark X was renamed "420G" in 1966 and was joined by another new model, the 4.2-litre 420. The 420 was developed to replace the S-Type but because some demand remained for the S-Type, all four saloon models remained on sale until the arrival of the Jaguar XJ6 in 1968; the XJ6 replaced all but the 420G in the Jaguar range. No new engines were developed for the S-Type, it was first released with the SU HD-8 twin-carburettor variant of the 3.8-litre XK engine, the same as that which powered the 3.8-litre Mark 2. The 3.8-litre was the only engine offered on S-Types sold into the US market. The lower powered 3.4-litre S-Type used the same 3.4-litre engine as the Mark 2. It was released a few months after the 3.8S and was not made available at any stage on Jaguar's press demonstrator fleet in the UK. Whereas the 3.4-litre version remained the most popular engine option for the Mark 2, the 3.8-litre S-Type outsold the 3.4 S in the ratio 3 to 2, this despite the 3.8 S being discontinued in mid-1968, a couple of months before the 3.4S.
Despite the S-Type's weight gain of 152 kg over the Mark 2, no changes were deemed necessary to the Dunlop four-wheel disc braking system. Major changes were made to the S-Type's steering system; the Burman power steering system in the Mark 2, with its 4.3 turns lock-to-lock, was regarded as being excessively low geared and lacking in road feel. In the S-Type it was replaced by a higher-geared Burman unit of 3.5 turns lock-to-lock, which linked the input shaft and hydraulic valve by a torsion spring to improve its "feel". The heating and ventilating system of the Mark 2 was not considered adequate for the more upmarket S-Type and was replaced with an improved system. Separate control of ventilation direction was provided for both front seat passenger. Warm air could be directed to the rear passengers through an outlet situated on the propeller shaft tunnel cover between the two front seats. A key element of the Mark X that Jaguar wanted to include in the S-Type was its sophisticated, by widely acclaimed, Jaguar independent rear suspension.
The suspension was a revelation at the time of its introduction, remained the benchmark against which others were judged until the 1980s. A double wishbone setup, it uses the driveshaft as the upper wishbone, it carries the drive, braking and damping units in a single fabricated steel crossbridge, isolated from the bodyshell by rubber blocks. Including this suspension in the S-Type necessitated the development of a new crossbridge suitable for its 54 inches track, coming as it did between the 58 inches track of the Mark X and 50" track of the E-Type; the S-Type used the same subframe mounted, coil sprung, twin wishbone front suspension as the Mark 2. Sir William wanted to introduce some of the Mark X's sleeker and sharper lines into the S-Type but with limited time and money available, most effort was applied to restyling the rear bodywork; the S-Type was given extended rear bodywork similar to that on the Mark X, which gave it a much larger boot than the Mark 2. Minor changes were made to the frontal styling of the car in an attempt to balance the longer rear styling, but the overall effect at the front was still rounded.
The only change made to the center section was to flatten and extend the rear roof line, which made the car look larger and helped to give rear seat passengers more headroom. The styling of the S-Type was regarded by many of those who worked on it as being not altogether successful; the mismatch between the horizontal lines of its rear styling and the rounded front was least flattering when viewing the c
Jaguar Mark 1
The Jaguar Mark 1 is a British saloon car produced by Jaguar between 1955 and 1959. It was referred to in contemporary company documentation as the Jaguar 2.4 Litre and Jaguar 3.4 Litre. Its designation Mark 1 followed its October 1959 replacement by Jaguar's 2.4-litre Mark 2. The 2.4 Litre was the company's first small saloon since the end of its 1½ and 2½ Litre cars in 1949, was an immediate success outselling the larger much more expensive Jaguar saloons. The 2.4 Litre saloon was announced on 28 September 1955. The 3.4 Litre saloon announced 17 months in USA on 26 February 1957 was designed for the American market and was not at first available on the domestic market. In 1951 Jaguar relocated to Daimler's Browns Lane plant which provided not sufficient production capacity for their existing range, but enabled them to move into the middle-weight executive saloon sector occupied in the UK by cars such as the stately Humbers, the bulbous Standard Vanguard and the heavy Rover P4. Jaguar's new 2.4 and 3.4 introduced a modern style and a new level of performance to this respectable company.
Although having a family resemblance to the larger Mark VII, the Mark I differed in many ways. It was the first Jaguar with unitary construction of chassis; the independent front suspension featured double wishbones, coil springs, telescopic dampers, an anti-roll bar, all carried in a separate subframe mounted to the body by rubber bushes. The live rear axle used a simplified version of the D-Type suspension, with inverted semi-elliptic springs cantilevered into the main body frame with the rear quarter section carrying the axle and acting as trailing arms. Transverse location was secured by a Panhard rod, the system being a significant improvement over other contemporary Jaguar saloons and sports cars; the rear wheel track was some 4.5 in narrower than the front track and looked peculiar from behind, a feature, blamed for excessive understeer at low speed. It was reported to be better balanced at higher speeds - indeed, the narrower track was deemed to assist high speed straight-line stability and was a feature incorporated in many record-breaking cars of pre and post-War design.
It is probable that the narrower rear track was occasioned by the lack of a suitably dimensioned component from Salisbury, the axle manufacturer. The interior was of similar design to the contemporary Jaguar saloons and sports cars, with most of the dials and switches being located on the central dashboard between the driver and passenger; this arrangement reduced the differences between RHD versions. Although its profile was different from that of previous Jaguars, the side window surrounds and opening rear "no draught ventilator" windows are reminiscent of Jaguar Mark IV saloons. At launch the car had 11.125 in drum brakes but from the end of 1957 got the innovative option of disc brakes on all four wheels. The car was available in standard or special equipment versions with the former lacking a tachometer, windscreen washers, fog lights and cigarette lighter. Both versions did however have leather upholstery and polished walnut trim; the Mark 1 was offered with a 2.4 Litre short-stroke version of the XK120's twin-cam six-cylinder engine, first rated at 112bhp net by the factory at the launch in 1955.
From February 1957 the larger and heavier 3.4 Litre 210bhp unit used in the Jaguar Mark VIII became available in response to pressure from US Jaguar dealers. Wire wheels became available; the 3.4 had a larger front grille for better cooling, a stronger rear axle and rear-wheel covers were cut away to accommodate the wire wheels' knock-off hubcaps. The 2.4 Litre was given the larger grille. After 200 cars had been built and sent to USA and just prior to the car's announcement, a major factory fire destroyed 3.4 Litre production facilities. See Jaguar XKSS. In September 1957 a three-speed Borg-Warner automatic transmission became available with either engine, Dunlop disc brakes for all four wheels were made available as an optional extra on all Jaguar models except the Mark VIII saloon. 19,992 of the 2.4 and 17,405 of the 3.4 Litre versions were made. A 2.4 Litre saloon with overdrive was tested by the British magazine The Motor in 1956. It could accelerate from 0 -- 60 mph in 14.4 seconds. A fuel consumption of 18.25 miles per imperial gallon was recorded.
The test car cost £1532 including taxes. They went on to test a 3.4 Litre automatic saloon in 1957. This car had a top speed of 119.8 mph, acceleration from 0-60 mph in 11.2 seconds and a fuel consumption of 21.1 miles per imperial gallon was recorded. The test car cost £1864 including taxes of £622. A manual overdrive version of the 3.4 Litre was tested by The Autocar in June 1958. Its 0–60 mph time was 9.1 seconds, 0–100 mph in 26 seconds, little more than a second behind the contemporary XK150 with the same engine. Mark I 3.4 Litre saloons competed in many rallies, touring car, saloon car races, notable drivers including Stirling Moss, Mike Hawthorn, Tommy Sopwith, Roy Salvadori. In Australia, David McKay won the 1960 Australian Touring Car Championship at the wheel of a 3.4 Litre "Mark 1" and Bil
A sedan — saloon — is a passenger car in a three-box configuration with separate compartments for engine and cargo. Sedan's first recorded use as a name for a car body was in 1912; the name comes from a 17th century development of a litter, the sedan chair, a one-person enclosed box with windows and carried by porters. Variations of the sedan style of body include: close-coupled sedan, club sedan, convertible sedan, fastback sedan, hardtop sedan, notchback sedan and sedanet/sedanette; the current definition of a sedan is a car with a closed body with the engine and cargo in separate compartments. This broad definition does not differentiate sedans from various other car body styles, but in practice the typical characteristics of sedans are: a B-pillar that supports the roof two rows of seats a three-box design with the engine at the front and the cargo area at the rear a less steeply sloping roofline than a coupé, which results in increased headroom for rear passenger and a less sporting appearance.
A rear interior volume of at least 33 cu ft It is sometimes suggested that sedans must have four doors. However, several sources state that a sedan can have four doors. In addition, terms such as sedan and coupé have been more loosely interpreted by car manufacturers since 2010; when a manufacturer produces two-door sedan and four-door sedan versions of the same model, the shape and position of the greenhouse on both versions may be identical, with only the B-pillar positioned further back to accommodate the longer doors on the two-door versions. A sedan chair, a sophisticated litter, was an enclosed box with windows used to transport one seated person. Porters at the front and rear carried the chair with horizontal poles. Litters date back to long before ancient Egypt and China. Sedan chairs were developed in the 1630s. Reputable etymologists suggest the name of the chair probably came through Italian dialects from the Latin sedere meaning to sit; the same experts report that the first recorded use of sedan for an automobile body occurred in 1912 when a new Studebaker model was described by its manufacturers as a sedan.
The same American dictionary provides this description: "Sedan an enclosed automobile for four or more people, having two or four doors". There were enclosed automobile bodies before 1912. Long before that time the same enclosed but horse-drawn carriages were known as broughams in the United Kingdom, they were berlinas in France and Italy. Both names are still used there for sedans. There is an unsubstantiated claim that the body of a particular 1899 Renault Voiturette Type B was the first motor vehicle, a sedan, it was a two-door two-seater vehicle with an extra external seat for a footman/mechanic. Georgano claims the earliest usage matching a modern definition of a sedan was a 1911 Speedwell sedan manufactured in the United States. In American English and Latin American Spanish, the term sedan is used. In British English, a car of this configuration is called a saloon. Hatchback sedans are known as hatchbacks. Super saloon is used to describe a high performance saloon car where sports saloon would have been used in the past.
Saloon has been used by British car manufacturers in the United States, for example, the Rolls-Royce Park Ward. In Australia and New Zealand sedan is now predominantly used, they were simply cars. In the 21st century saloon is still found in the long-established names of particular motor races. In other languages, sedans are known as berlina though they may include hatchbacks; these names, like sedan, all come from forms of passenger transport used before the advent of automobiles. In German sedans are berlines or limousines and limousines are stretch-limousines. In the United States notchback sedan distinguishes models with a horizontal trunklid; the term is only referred to in the marketing when it is necessary to distinguish between two sedan body styles of the same model range. Several sedans have a fastback profile, but instead of a trunk lid, the entire back of the vehicle lifts up. Examples include the Chevrolet Malibu Maxx, Audi A5 Sportback and Tesla Model S; the names "hatchback" and "sedan" are used to differentiate between body styles of the same model.
Therefore the term "hatchback sedan" is not used, to avoid confusion. There have been many sedans with a fastback style. Hardtop sedans were a popular body style in the United States from the 1950s to the 1970s. Hardtops are manufactured without a B-pillar leaving uninterrupted open space or, when closed, glass along the side of the car; the top was intended to look like a convertible's top but it was fixed and made of hard material that did not fold. All manufacturers in the United States from the early 1950s into the 1970s provided at least a 2-door hardtop model in their range and, if their engineers could manage it, a 4-door hardtop as well; the lack of side-bracing demanded a strong and heavy chassis frame to combat unavoidable flexing. The fashion may have delayed the introduction of unibody construction. In 1973 the US government passed Federal Motor Vehicle Safety Standard 216 creating a standard roof strength test to measure the integrity of roof structure in motor vehicles to come into effect some years later.
Roy Francesco Salvadori was a British racing driver and team manager. He was born in Essex, to parents of Italian descent, he graduated to Formula One by 1952 and competed until 1962 for a succession of teams including Cooper, Vanwall, BRM, Aston Martin and Connaught. A competitor in other formulae, he won the 1959 24 Heures du Mans in an Aston Martin with co-driver Carroll Shelby. In 47 starts he achieved two F1 Championship podium finishes: third place at the 1958 British Grand Prix and second place at that year's German Grand Prix, won non-championship races in Australia, New Zealand and England. In 1961 he was lying second in the United States Grand Prix. At the end of 1962 he retired from F1, stopped racing altogether a couple of years to concentrate on the motor trade, he returned to the sport in 1966 to manage the Cooper-Maserati squad for two seasons, retired to Monaco. With his ambition thwarted by World War II, Salvadori began his career in 1946, racing purely for pleasure, in minor events, in a MG and an ex-Brooklands offset Riley racer before stepping up to an ex-Tazio Nuvolari Alfa Romeo P3 in 1947.
It was with this car, he raced in the 1947 Grand Prix des Frontières, where late into the race, his Alfa would remain stuck in top gear. Despite this, Salvadori still cruised home to record an impressive fifth place, he decided to become a professional racing driver, drove a number of different makes as his career progressed. In the May 1951 BRDC International Trophy race at Silverstone, Salvadori had a serious accident when his Frazer Nash Le Mans Replica somersaulted two and a half times, ejecting him into the hay bales, he was in a critical condition, suffering a fractured skull and other severe injuries which left him so close to death he was given the last rites. Salvadori knew his limitations, realized that chasing the likes of Stirling Moss at circuits like steeply cambered, high-banked Dundrod or Pescara, with its blind bends and flat-out blinds, was futile, verging on suicidal. Through he wasn't alone in that, he became known as "King of the Airfields", accumulating wins at Silverstone and flat English airfield tracks.
Salvadori twice won the Oulton Park's International Gold Cup where there were plenty of trees to hit and a lake to plunge into, which he did once driving a Jaguar Mk. II 3.8 saloon. Nor was the Le Mans Mulsanne Straight at night a place for the careless or nervous he scored his most notable success there in an Aston Martin DBR1/300 in 1959. Salvadori's association with tractor magnate David Brown and his Feltham-built Aston Martin sports cars, GTs and F1 underscored his career; however he recovered sufficiently to make his first entry into Grand Prix racing in 1952 when he drove a two-litre four cylinder Ferrari 500 in the British Grand Prix for G. Caprara, finishing eighth, three laps down, he would continue to race the Ferrari, winning the Joe Fry Memorial Trophy. For the 1953 season, Salvadori joined the Connaught team and competed in five Grands Prix with the Connaught "A type" but retired from all of them. However, he did secured a number of non-championship victories during the season. Between 1954 and 1956 Salvadori drove a Maserati 250F in Formula One for Syd Greene's Gilby Engineering team, taking a numerous good results in predominantly non-championship F1 races, with one entry for Officine Alfieri Maserati in the Großer Preis der Schweiz where he did not start and the car was driven by Sergio Mantovani.
It was in the 1956 RAC British Grand Prix at Silverstone when only a 250F mounted Moss shaded him and a possible victory was lost to a fuel line problem, marked him out as a potential top-level driver. However, he remained active in domestic motor sport and in sports cars for Aston Martin. Since his Championship debut in 1952, Salvadori would experience retirement after retirement. Out of the ten races contested between 1953 and 1956, he would retire early in every single one of them, but this all change in 1957, when he signed with Cooper achieving only one fifth place at RAC British Grand Prix. However, 1958 was his most successful season, finishing fourth in the World Drivers' Championship for Cooper, behind Mike Hawthorn, Stirling Moss and Tony Brooks. Over the course of the season, he would earn two podium finishes, including a second place in the Großer Preis von Deutschland; however he was not retained by Cooper for 1959 but drove a entered Cooper, as well as the works Aston Martin, in which he achieved two sixth-place finishes.
The Aston Martin was a traditional front engined car, soon outclassed by the Cooper rear engined concept. He did, win the London Trophy at Crystal Palace with a Formula Two Cooper; the Aston Martin team continued into 1960 but again without success and Salvadori continued with the entered Cooper. For 1961, Salvadori moved to Reg Parnell's Yeoman Credit Racing team as partner to John Surtees, competing in five Grands Prix and achieving three sixth-place finishes with the team's 1.5-litre Cooper T53-Climax. The Cooper now had strong competition in the form of Colin Chapman's Lotus cars, but Salvadori was catching Innes Ireland for the lead in the United States Grand Prix at Watkins Glen when the engine failed, he continued with Parnell for 1962, now under the Bowmaker Racing Team name with the Lola Mk4-Climax, but eight attempts yielded seven retirements and one failure to start. 1962 was Salvadori's last season in Formula One. Th
The Mitsuoka Viewt is a modification of the Nissan March/Micra sold by the Japanese automaker Mitsuoka, intended to resemble the 1963 Jaguar Mark 2. The line was launched in January 1993 and over the course of its production over 12,000 have been sold. It, along with Mitsuoka's Galue, encouraged larger Japanese manufacturers to produce retro-styled versions of their own cars such as the "Flying Pug" version of the Mitsubishi Pajero Junior; the first Viewt, introduced in January 1993, was produced on the basis of the K11 March. The March's hatchback was replaced by a fixed rear window and rounded boot, the front grille and headlamp assembly was replaced by one resembling that of the Jaguar Mark II. In standard form the interior was much the same as the March's, but leather seats and wood trim could be added at extra cost; the Viewt shared its 1.0- and 1.3-litre engines with the March. It was available with manual or automatic transmissions. Changes to the March were echoed in the Viewt. After the March convertible was introduced in 1997, Mitsuoka developed a Viewt convertible which used the Jaguar-style front but had a unique built-out rear.
When the March was updated Mitsuoka produced a new Viewt, which first appeared in September 2005. The changes in the style of the March are evident to some extent in the new Viewt: for example, the shape of the rear door has changed and the cabin appears rounder. However, Mitsuoka have persisted with their Jaguar-style rear; the only two-door version is the 12SR, based on the March 12SR. Like the March, the new Viewt is available with 1.2-, 1.4- and 1.5-litre engines, with automatic or manual transmissions. The interior resembles; the 12SR version uses some of the March 12SR's interior decoration, such as carbon fibre inserts on the dashboard. Mitsuoka's adaptation of Jaguar styling themes to an already-popular car gave Mitsuoka a boost in publicity, which allowed it to satisfy the conditions to be recognised as a car manufacturer. After the Viewt, other manufacturers modified the March to resemble either some particular classic car or classic cars in general. Official Mitsuoka Global page Mitsuoka Viewt
Robert Frederick Jane was an Australian race car driver and prominent businessman. A four-time winner of the Armstrong 500, the race that became the prestigious Bathurst 1000 and a four-time Australian Touring Car Champion, Jane was well known for his chain of tyre retailers, Bob Jane T-Marts. Jane was inducted into the V8 Supercars Hall of Fame in 2000. Bob Jane grew up in an inner-city suburb of Melbourne, his passion for racing began in the early 1950s as a champion bicycle rider, holding many state records before turning to four wheels. In the 1950s, he started Bob Jane Autoland, a company that distributed parts for Jaguar and Alfa Romeo. Through this venture, a love of cars and motor sport blossomed and he first entered competitive racing in Australia in 1956. In 1961, Jane and co-driver Harry Firth won the Armstrong 500 at Phillip Island, driving a Mercedes-Benz 220SE. Jane and Firth won the race again the following year, the last before the event moved to Mount Panorama at Bathurst, New South Wales, retaining the Armstrong 500 name.
Jane, driving for the Ford works team, won a further two Armstrong 500s at the new venue, the first with Firth in 1963 and the second in 1964 with George Reynolds as co-driver. Despite the change of venue, Jane is credited with winning Australia's most famous endurance race four times in a row, something no other driver, not nine-time race winner Peter Brock, has done. Jane won the Australian Touring Car Championship in 1962, 1963, 1971 and 1972, his 1971 ATCC win was in a Chevrolet Camaro ZL-1 with a 427 cubic inch engine. Jane was forced by a rule change to replace the 427 engine with a 350 cubic inch engine for the 1972 championship but the Camaro still managed to beat the opposition, which included Allan Moffat's Ford Boss 302 Mustang, Ian "Pete" Geoghegan's Super Falcon, Norm Beechey's Holden HT Monaro GTS350. Of the 38 races he started in the ATCC, he finished on the podium 21 times. Jane won the 1963 Australian GT Championship at the wheel of a Jaguar E-type, the Marlboro Sports Sedan Series, in both 1974 and 1975, at his own Calder Park Raceway driving a Holden Monaro GTS 350.
Jane retired from competitive motor racing at the end of 1981 due to sciatica. At the time of his retirement he had been driving a 6.0 litre Chevrolet Monza in the Australian Sports Sedan Championship. After giving up driving, Jane asked touring car star Peter Brock to drive the Monza in the re-formed Australian GT Championship. Brock raced the car in 1982 and 1983 before Jane sold the car in early 1984 to Re-Car owner Allan Browne. In 1965, Jane opened the first Bob Jane T-Marts store in Melbourne; the company remains an family-owned business to this day. In 2011, 81-year-old Jane resigned as chairman of T-Marts citing difficulties in the relationship with his son Rodney. From 2002 to 2004, Bob Jane T-Marts held the naming rights sponsorship for the Bathurst 1000, the race Jane dominated early in his career; the company held the naming rights to the former Bob Jane Stadium, home of South Melbourne FC. Bob Jane T-Marts is the only major tyre retailer in Australia. Jane's personal reason for this is that his second eldest daughter Georgina had died in a car accident in 1991 due to a retreaded tyre blowing out.
Having lost control of Bob Jane T-Marts, Jane attempted to create a new tyre business using his name. It was blocked by son Rodney in court which ruled Jane pay legal costs. In May 2015, his Diggers Rest farm was seized by the state sheriff in order to settle the outstanding costs. From 1980 to 1984, the Australian Grand Prix was held at his Calder Park Raceway in the outer suburbs of Melbourne, Jane taking over the promoting and staging of the Grand Prix in the hope of Calder Park being granted a round of the Formula One World Championship; the 1980 Grand Prix was open to Formula 5000, Formula Pacific and Formula One cars and was won by Australia's 1980 Formula One World Champion Alan Jones driving his World Championship winning Williams FW07B-Ford. Second home was fellow F1 driver Bruno Giacomelli driving his Alfa Romeo 179, with Ligier F1 driver Didier Pironi finishing 3rd, driving an Elfin MR8 Formula 5000 for leading Australian team Ansett Team Elfin. From 1981 until 1984 the races were run under Formula Mondial regulations and Jane succeeded in attracting many of the best Formula One drivers of the era.
Each race from 1981-1984 was won by those driving the popular Ralt RT4-Ford. The 1981 Australian Grand Prix was won by future F1 driver Roberto Moreno from Brazil. Finishing second in an RT4 was 1981 World Champion Nelson Piquet with Australian Geoff Brabham finishing 3rd in his RT4. Alan Jones and Ligier's Jacques Laffite participated in the race, though both failed to finish; the 1981 race was the first time since 1968 that the AGP had two or more, current or past World Champions, on the starting grid. On that occasion, Jim Clark, Graham Hill, Denny Hulme, Australia's own triple World Champion Jack Brabham participated as the race was part of the popular off-season Tasman Series. For the 1982 Australian Grand Prix, Jane again attracted F1 drivers in Piquet, the retired Jones, plus future Formula One World Champion Alain Prost. Frenchman Prost won 1981 winner Roberto Moreno; when Prost won his second AGP in Adelaide in 1986 to win his