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  •   Phil Bell reacted to this post about 1 year ago
    THE BIG PICTURE / #Jaguar-Mk2 / #Jaguar / #1967

    Launched in 1967 as a final fling for the highly successful Mk2, the Jaguar 240 and 340 proved to be useful stopgap models prior to the arrival of the next-generation saloons


    Although the Jaguar-Mk2 had been killed off by September 1967, two re-branded versions – the 240 and 340 – were then launched, with the smaller-engined of the two being featured in this classic promotional photograph of the time. The 240 and 340 featured downgraded interiors thanks to their use of vinyl upholstery and poorer quality carpets in order to keep list prices as low as possible, but in every other sense they were a fitting continuation of the Mk2. Given the age of the design, however, these were only ever intended to be stop-gap models – hence the disappearance of the 340 after just twelve months on sale, achieving sales of 2788 cars during that time. The 240 remained in production through to April 1969, giving Jaguar a useful entry-level saloon (significantly undercutting the new XJ6) that succeeded in attracting 4446 buyers.
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  •   Paul Guinness reacted to this post about 1 year ago
    Car #Jaguar-Mk2
    Name Peter Davey
    Age 66
    From Billericay, Essex
    First classic This one!
    Dream classic An #Aston-Martin-DB4-Series-III
    Favourite driving song I Drove All Night Cyndi Lauper
    Best drive I once did a track day with an Aston DB6, which was fabulous


    ‘In order to be able to enjoy it, I made some changes while retaining much of the original character’

    I have been car-mad ever since I was a youngster, and have been lucky enough to have two XJ6s, an XJ8, six Jaguar Sovereigns and three Daimler Super V8s as company cars. From as far back as I can remember, I have always wanted to own a Jaguar Mk2, but it had to be the 3.8 model in Carmen red with manual-overdrive transmission and a red leather interior.

    In 1997, I found myself in the fortunate position of being able to afford to buy one, and I first saw the car when it was featured in Drive-My in June that year. It was advertised for sale in the same magazine, so I went to London, liked what I saw – although it needed some work done to it to bring it up to ‘near concours’ condition – and bought it.

    The Jaguar is an original 3.8 MOD. The Heritage Trust Certificate indicates that it was opalescent dark green with suede green interior when it was manufactured on 19 June #1961 , and it left the factory on 3 July to go to Henly ’s in London – it then had only one owner until 1984.

    In 1972, frost cracked the engine block and this was subsequently replaced. The present block is, in fact, that #1972 substitute. The second owner stripped the car completely to carry out a baremetal respray, and some new metal was let in. The car was then sold again and the buyer transported it to Newcastle-upon-Tyne, where it remained in dry storage until 1994.

    The person who bought it from him confirmed that the bodyshell was in superb condition with the exception of the rear doors and bootlid, which were replaced. When I first drove the #Mk2 home, I was very nervous because straight away you realise how you have to adapt your driving to suit #1961 technology. I was struck, however, by the wonderful smell of leather and wood, which is still there to this day and remains as evocative as it ever was.

    Two things became apparent from the outset: how hard it was to park due to the absence of power steering; and the way you had to double declutch to work the Moss gearbox. Also, with first and reverse being so close together I kept putting it in reverse at the traffic lights – not the thing to do!

    In order to be able to really enjoy the car, I decided make some changes while retaining much of the original character. I had an unleaded conversion carried out, replaced the Moss ’box with a reconditioned synchromesh unit from a late-1960s model and fitted Jaguar power steering. In addition, an electric fan and modern-spec tyres went on. The vehicle was then cavity-injected and undersealed, and was raring to go.

    We moved house 18 months ago and one of the criteria was to have a garage large enough to use as both storage and a ‘home’ for the car. I put in proper insulation, laid a rubber floor over the concrete and put a foam protector on the wall. I’ve covered about 10,000 miles in 17 years, and I try to use the car on a regular basis. When you start it up, you always get that distinct ‘burble’ from the exhaust that only Mk2 3.8s make – I wonder if that is where they got the idea for the new #Jaguar F-type ‘burble’ switch from?

    The transmission is great because you reach 50mph and slip it into overdrive, then watch the rev counter go down by 1500rpm. The combination of synchromesh gearbox, power steering and the modern tyres makes it feel and drive like a more recent car, although you have to remember that it takes longer to stop! Keeping an eye on the gauges is far more enjoyable than being told what the problem is by a computer. It ensures that you’re on your toes and you become one with the car, something that you can only really experience with a classic.

    As a member of the local branch of the Jaguar Enthusiasts’ Club, I attend regional events. I recently went to one at Battlesbridge that attracted a record turnout.

    I even took the car to the Jaguar factory at Castle Bromwich to have the interior professionally cleaned. I travelled up behind an X-type and in front of an XKR for the whole journey, and I enjoyed every minute of it. The Mk2 felt perfectly safe, behaved itself throughout and was a pleasure to drive.

    Jaguar really spoiled us during our visit, arranging for me to keep the Mk2 in its factory overnight. I was very proud of the fact that my car performed so reliably for the entire trip. The next day was spent washing and waxing my beloved saloon before giving it a wellearned rest in the garage for a while – making sure that it is ready for the next adventure.
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  •   Paul Guinness reacted to this post about 1 year ago

    Ian Callum used to dream of driving a Mark 2 #Jaguar-Mk2 when he was a boy. Now he’s Jaguar Cars’ Director of Design, he’s built his own modern version. And it’s a bit special. Words and images Daniel Bevis.

    Restomod. Hot rod. Tribute. New Classic. These are some of the names levelled at the Callum Mark 2 Jaguar. It’s a hard thing to pigeonhole with existing terms, as it takes the whole concept of reworking classic cars into something quick and reliable with modern upgrades – like an Eagle E-Type, say, or a Pug1Off 205 GTI-6 - and elevates it to celestial levels. Let’s just settle on ‘fantastic’, shall we? As fantasy is what it surely is, embodying the very apogee of childhood yearning in something surreal, sumptuous and exotic.

    ‘Sacrilege!’ cry some. ‘Inspired!’ counter others. It’s certainly a polarising creation. We first caught up with the car, along with a couple of its creators, at the Salon Privé concours in South London, where it was causing quite a stir among the classic collectors and retro aficionados. So just what is the story behind it?

    Well, there are two key names in this tale of dream-weaving: Classic Motor Cars (CMC), and Ian Callum. Let’s start with the latter. Callum is the Director of Design for Jaguar Cars, so it’s unsurprising that his dream car build would be based in something iconic from the marque’s illustrious history. His CV, however, spans more than just polished silver leapers; Jaguar may be where it all emotionally started for him, having submitted some design sketches to the company at the tender age of 14 back in 1968, but after studying at Lanchester Polytechnic’s School of Transportation Design, Aberdeen Art College and the Glasgow School of Art (graduating with a degree in Industrial Design), he subsequently strode from the Royal College of Art with a post-grad Masters degree in Vehicle Design and landed a job at Ford. He was there from 1979-1990, working on everyday fare such as the Fiesta and Mondeo along with the Group B bruiser RS200 and the Escort RS Cosworth, something that he counts among his favourite career achievements.

    After Ford, he moved on to be Chief Designer and General Manager of #TWR-Design , having a hand in drawing up the Aston Martin DB7 and Vanquish. He also penned the outrageous Nissan R390 which, if it’s not a car you’re familiar with, you really should Google right now, as it’s a masterpiece. In 1999 Callum made the move to Jaguar, neatly bookending his fascination with the brand by fi nally designing some cars for them – the XK, the XF, the sensational C-X75 concept and, most recently, the fabulous F-Type all have Callum DNA woven through them.

    Jaguar’s star is shining brightly in 2014 – the F-Type has proved to be a runaway sales success; the launch of the forthcoming XE represents, Callum reckons, a modern equivalent of the Mark 2; West London is heaving with longwheelbase XJ (LWB) limos… so to whom does a man of Callum’s calibre entrust the custom reworking of a classic car, built by the company that now acts as his own design outlet, in order to showcase and fulfil his desires in an extraordinarily public manner? Aha, that’s where Shropshire’s CMC comes in. No pressure, then.

    CMC needn’t feel any weight of pressure, of course – they thrive on this kind of high-end, bespoke work. ‘Every time I go to Classic Motor Cars it excites me to see so many wonderful cars being worked on with passion,’ says Callum. ‘I always leave feeling a much happier person.’

    The company has been operating since 1993, building a worldwide reputation for world-class restorations – it’s the quintessential example of that age-old cliché about being ‘built by enthusiasts, for enthusiasts’; you get the feeling that these chaps would be doing the work even if they weren’t being paid for it.

    Operating from a 40,000sq.ft. base which is so clinical and dust-free it’d make McLaren blush, they’re experts in all areas of the build: engineering, bodywork, trimming, electrics, paintwork – it’s very much a case of being the jack of all trades, but master of all too. Why a Mark 2 Jaguar, then? Well, it stretches way back into Callum’s past. ‘This is a very personal statement,’ he explains, ‘a long-held notion that, although the Mark 2 has always been a beautiful car, it could be even more exciting in shape and performance. The Mark 2 by Callum aims to retain the integrity of the original, a form and presence that I’ve always admired. It will possess an intuitive driving experience, because not only does it have to look exciting, it also has to be exciting to drive.’

    This resonates with memories of the young Callum seeing such machines racing at Ingliston in the 1960s. The stripped-out aesthetic of the racing cars appealed to him, in particular the practise of removing bumpers – however, while this works for a Mini or an Escort, you can’t do it to a Mark 2 as the bumpers don’t have anything beneath them. It’s for this reason that the Mark 2 by Callum has CAD-designed composite bumpers that are part of the overall form – ‘it’s a fi ne balance of extracting and adding’, he admits – and these are arguably the most controversial element of the design.

    Elsewhere on the exterior, the car is rife with natty tweaks. Mark 2 Jags are famously tricky to keep cool, and a large part of this is actually getting the hot air out, hence the louvres incorporated into the widened front wings. Much of the chrome brightwork has been removed to clean up the lines, and the left rear wing has a vented panel to draw air out of the passenger compartment. The centre-exit twin exhausts are just a bit of fun for Callum, really – he’s a hot-rodder at heart and hey, this is his car. So why the hell not, eh?

    On the subject of hot-rodding, that gruff straight-six has been in for a little workout as well. The high-torque 4.3-litre unit has twin SU carbs with ram air induction; architecturally, it’s a 3.4-litre head on a 4.3 block, which is the optimal setup for torque, as this was always designed to be a modern, reliable daily driver. How much torque? A neat, usable 280lb.ft. to complement the 260bhp – not absurd, but plenty.

    With all this in mind, there’s also electronic ignition and a high-torque starter, as well as the luxury of a bespoke CMC rack & pinion steering setup with electric power assistance. And when it comes to everyday drivability, a lot of thought has been put into how the thing can happily keep up with the traffic on today’s pockmarked roads – the front suspension has been totally reworked, with highlights being uprated springs and adjustable dampers, as well as a repositioned subframe to improve the anti-dive characteristics; at the rear a few parts have been robbed from the much-maligned X-Type’s setup, including the blade control wishbones (‘a brilliant piece of engineering,’ CMC’s Peter Neumark assures us).

    Another detail that has been ruffling the feathers of the purists is what’s going on under the arches. The car wears 17” Torrino splitrim wires of staggered widths, significantly broader than the originals, with the arches and spats reprofiled (and wings widened) to accommodate. They certainly work for us, but what do you think? Well, love ’em or loathe ’em, it’s certainly a statement.

    One criticism that’s often levelled at classic cars of most eras and genres is the brakes, but Callum’s got little to fear here when he jumps on the middle pedal, as the servo-assisted discs – 320mm front, 280mm rear – are more than up to the job of hauling the thing up.

    Good thing too, as there are one or two luxuries aboard to carry about… cast your eyes over the interior photos, and you’ll see something that looks like a cross between a classic #Jaguar and a very expensive handbag. The seats have been redesigned, and trimmed in fi nest Scottish leather - and trust me, it’s so soft it’s like having your thighs stroked by kittens. ‘Quilting on the interior is in vogue at present,’ says Callum, ‘but it does reflect a more traditional period. This seemed the most appropriate texture for the trim.’ The interior fairly oozes with moneyed panache, fusing classic design cues with modern accoutrements; the dash is in dark oak with piano black edging, the carpets are Wilton, and yet a flick of a switch reveals a cunning foldaway touchscreen, operating sat-nav, DVD, iPhone connectivity, Bluetooth, even a reversing camera (which has been rather niftily positioned in the aperture for the boot button, the boot release having been relocated inside). It really is a glorious place to sit, and with modern sound and heat insulation, combined with a pliant and controlled ride, it’s as close to driving a brand new Mark 2 Jaguar as you’re ever likely to get. Because, well, that’s what it is, really.

    So, this is one man’s vision of the perfect, optimised, contemporised Jaguar Mark 2 – a unique proposition, a spectacular one-off. Yes? Well, no, actually – if your pockets are sufficiently capacious, CMC are building the car in a limited run. OK, it’s one of those if-you-have-to-ask-how-much-then-you-can’t afford- it sort of deals (take a deep breath, line up a six figure number, start it with a 3 and just keep going), but this is something that us mere mortals could actually buy, should we strike it lucky with our numbers on Saturday night. And doesn’t that make the world a little more wonderful?


    Engine & transmission: 4.3-litre straightsix, twin #SU-HD8 2” carburettors w/ ram air induction, aluminium radiator w/built-in oil heat exchanger & electric cooling fan, bespoke twin-bore stainless steel exhaust, electronic ignition, automatic choke, 90 amp alternator, high-torque starter motor, 5-speed manual ’box.

    Chassis: 6.5x17” (front) & 7.5x17” (rear) #Torrino split-rim wire wheels w/ bodycolour spokes & polished aluminium rims/ hubs, wheel spinners, re-engineered suspension including uprated coil springs, rollbar & wishbone bushes, adjustable dampers, solid subframe mountings, blade control rear wishbones & outboard discs, 320mm discs (front) & 280mm discs (rear), custom #CMC rack & pinion steering w/ power assistance & optimised steering geometry, 20-gallon fuel tank & Le Mansstyle quick-release filler.

    Interior: Redesigned front & rear seats trimmed in Scottish quilted leather, Alcantara headlining, leather sun visors & doorcards, dark oak wood with piano black edging, redesigned instrument faces & toggle switches, modern audio & sat-nav incorporated into original centre console/ radio tower, inertia reel seatbelts, Wilton carpets, modern heat & sound insulation, electric clock, stainless steel tread plates with Callum logos, Callum signature etched onto glovebox, modified heating & ventilation system, remote central locking, heated front & rear screens, #Clarion NZ502E single-DIN multimedia station (w/ 16cm flip-out touchscreen, sat-nav, audio & DVD, Bluetooth, iPhone & iPod connectivity), 6x 350W Clarion component speakers, studio-grade speaker cable.

    Exterior: Redesigned front & rear composite bumpers, widened front wings w/ louvres, reprofi led aluminium wheel spats, vented panel in left rear wing, repositioned fuel filler, chrome trim removed and smoothed, remodelled door handles, modified front quarterlights, front wing sidelight pods removed (w/ sidelights incorporated into headlights), wing mirrors fitted to both front doors, plastic inner wing shields fitted to front wings, Callum boot badge, boot opener button replaced by reversing camera (with boot release relocated to interior), uprated wipers with interval delay, quartz halogen headlights, daylight running lights, centre-exit exhaust tails. Thanks: Peter Neumark and all at #Classic-Motor-Cars , Sati Parmar at Salon Privé.

    “Owning a Jaguar Mark 2 was a boyhood aspiration of mine. Now the dream has come true”
    Redesigned by Ian Callum. Reengineered and rebuilt by CMC. #Ian-Callum

    “The #Jaguar-Mk2-Callum aims to retain the integrity of the original, a form and presence that I’ve always admired.”

    “Sacrilege!’ cry some. ‘Inspired!’ counter others. It’s certainly a polarising creation.”
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  •   Paul Guinness reacted to this post about 1 year ago
    The #Jaguar Mk2 / The very epitome of the stylish and sophisticated classic saloon, we advise on buying the best... WORDS Chris Randall /// PHOTOGRAPHY Magic Car Pics / #1959 / #1962 / #Jaguar-Mk2 / #Jaguar-Mk2-2.4 / #Jaguar-Mk2-3.4 / #Jaguar-Mk2-3.8 / #Daimler-250-V8 / #Daimler-250

    There are some classics that are a case of style over substance, and while it’s a very good looking thing indeed, that’s not an accusation that can be levelled at the Mk2. In fact, it’s the very essence of the capable sporting saloon and boasts the sort of driving manners that has you searching out the longest route just so you can enjoy everything this lithesome big cat has to offer.

    And it all starts with the straightsix XK engines that are bursting with character, and that prove a joy to extend with a smooth-revving and responsive nature. This is all backed by a stirring soundtrack that encourages you to extend them whenever possible. Some people find the 2.4-litre model a little under-nourished in the power department but it proves brisk enough for most and there’s always the lure of the lustier 3.4- and 3.8-litre units, the latter ensuring the Mk2 is a genuine 120mph car with acceleration to match. Snicking through the gears is a pleasure too, and while the Moss ‘box needs acclimatisation and a short pause between selecting ratios, the Jaguar four-speeder or the threespeed automatic prove easy going companions. And this is a car that can handle too, blending an impressively composed and confidence-inspiring feel when pressed with a relaxed ride that’s perfect for tackling a trans-continental blast. The Mk2 steers and stops well, too, although the unassisted steering is heavy at parking speeds and certainly benefits from the optional power assistance.

    So it’s good to drive, but what’s it like to travel in? In short, delightful. The cabin is a cocoon of the sort of old-school luxury at which Jaguar excels, with rich leathers and beautifully matched woods, and all assembled with superb attention to detail.

    The sumptuous seats are comfortable for miles on end, and the clearly laid out dashboard with its array of white-on-black dials is fronted by an elegantly thin-rimmed steering wheel that’s a pleasure to hold. The upshot, then, is a very special experience indeed with the sort of feel-good factor that makes every journey one to relish.


    A superb blend of performance, entertaining handling, sheer class and luxury ensure that Mk2s always remain in demand. And there’s the added bonus of a great club and specialist support, plentiful parts supply, and a wealth of knowledge when it comes to fixing them. A neglected one will be an utter money pit, but avoid those and you’ll own a fine sporting saloon.

    Wire wheels were a popular addition and suit the sporting Jaguar to a tee.


    Bodyshell issues

    The complex monocoque bodyshell is well known for being a complete rust trap, so it pays to be super-careful when looking. Examine the front and rear valances, floorpan, inner/outer sills, wheel-arches, the bottom of the doors, and the wings. And never dismiss seemingly minor bubbling. Poor door alignment could signal serious problems with the bodyshell, and remember to examine the box sections and chassis legs, the front crossmember (particularly the ‘crow’s feet’ at either end), the suspension mountings and jacking points, and the boot floor. Replacing chrome or Mazak exterior trim can be pricey, while righting poor restorations or bodgery can mean a world of financial pain.

    Engine checks

    Excessive smoke from the exhaust could mean an expensive rebuild, although don’t rule out blockages in the breather system. A leaking crankshaft oil seal is a common problem, while rattles from the front of the engine can signal impending timing chain replacement, an expensive job. That said, low oil pressure affects the operation of the hydraulic tensioner leading to poor adjustment – expect at least 40 psi when hot. Irregular oil changes will accelerate camshaft wear so listen out for rattles from the top of the engine.

    Carbs and cooling

    Leaking or blocked radiators risk head gasket failure and damage to the alloy head so ensure the cooling system has been properly maintained: an electric cooling fan upgrade is popular. And check for poor running caused by worn or poorly adjusted carburettors – Solex items can be more troublesome than SUs. Engine swaps are common, too, so check the chassis number stamped above the grille, beside the bonnet catch. If you’re looking at a 3.8 with a choke control on the dash, it will have started life as a 2.4.


    The Moss manual gearbox can be slow in operation, but apart from worn synchromesh and selectors is otherwise reliable; the later full-synchro Jaguar ‘box is smoother. The overdrive unit itself is generally trouble-free and can be replaced without removing the gearbox but replacing a worn clutch means the engine has to come out so check it carefully on the test drive. A failed master or slave cylinder could be the cause of clutch problems but you’ll want to be sure. The Borg Warner Type 35 automatic lasts well with regular fluid changes but beware of a whining back axle and check it for oil leaks. Conversion from manual to automatic, or vice versa, isn’t uncommon, so ensure the work has been done properly.

    Springs and dampers

    The Mk2’s suspension isn’t known to be problematic but a knocking from the front of the car can indicate broken coil springs while a change to coil springs at the rear is a popular upgrade so see if this has been done on the car you are looking at. Replacing the springs, dampers, or bushes isn’t particular y difficult but the costs will soon mount so budget accordingly, and watch for rot around the Panhard Rod mounting at the rear.

    Brakes and steering

    Dunlop disc brakes were standard but can seize on little-used examples while a weak handbrake is normal. Replacement parts are reasonably priced, though, so a system in need of overhaul shouldn’t be a deal-breaker. Movement in the steering column means bushes need replacing, while the fitment of power steering (a period option) is a popular modification and worth seeking out. If wire wheels are fitted check for wear in the spokes and splines as professional refurbishment can be costly.

    Leather an wood

    Major cabin refurbishment can cost the thick end of four figures so check the leather and wood carefully as even minor damage can be a wallet-bashing experience. Secondhand parts can reduce costs – a complete set of wood trim can be had for around £2000 or so – but could involve a lengthy search for the right bits. A damp interior not only damages trim but can play havoc with the electrics so check for wet carpets and ensure everything’s working, including the dials. And many cars have been converted to an alternator set-up so worth checking for this.

    Kissing cousin

    DAIMLER 250 V8 A big seller for Daimler, and the Edward Turner-designed V8 was a gem

    Comfortable and sporting with plenty of wood ‘n’ leather in the fi nest Jaguar tradition. It’s costly to refurbish, though, so be wary.

    Straight-sixes offer plenty of character, although neglect will result in a hefty bill for re-building.


    ‘I’ve owned my #1965 3.8 model for 36 years now, having loved Jaguars since boyhood. And as a marshal at Silverstone I saw the Mk2 racing in the 1960 International Trophy meeting with drivers such as Stirling Moss and Colin Chapman at the wheel, so I had to have one. After looking for a while I bought mine privately, and although the automatic gearbox wasn’t ideal it was in the perfect colour of opalescent maroon and came with wire wheels. It’s had plenty of work done over the years, including a swap to an overdrive manual transmission and the fitting of a limited-slip differential, and the engine has been rebuilt to racing spec. The brakes have been uprated, and the bodywork has received attention as well.

    So far, my 3.8 has covered 250,000 miles and still gets plenty of use, including trips across America and Africa, and touring around Europe. As well as using it to tow a caravan, I also enjoy taking it on circuits. It’s been round Le Mans and various British tracks and its great fun to really use all of its performance. It’s certainly not a car that I could ever imagine parting with.’

    Simon Cronin (right) with John Sergeant during filming for a new TV programme about Inspector Morse.


    Concours £50,000
    Excellent £30,000
    Usable £10,000
    Project £2000+

    Values here are for a Mk2 3.8, but you’ll pay a few thousand less for a 3.4 in excellent condition and around £5000-10,000 less again for a 2.4-litre engined example. Condition is the most important factor with the Mk2 rather than age, and it’s vital to bear in mind the potentially eye-watering restoration costs. Still, according to the Jaguar Enthusiasts’ Club, values have been relatively static of late, so now is a good time to get behind the wheel of this desirable Jaguar. If you’re thinking of taking on a project you’ll need a strong constitution as well as restoration skills – or at least the means to pay for them.


    Front wing £2552.00
    Outer rear wheel arch £239.29
    Head gasket set £71.66
    Timing chain kit £278.39
    Front coil spring £33.71
    Front brake discs (pair) £85.04 (Prices for a 3.4/3.8 from SNG Barratt and including VAT)


    1963 JAGUAR MK2 3.8 – VALUE £29,000

    45-year-old male living in Cambs, club member, car garaged and used as second vehicle, 3000 miles pa £80.42 or £97.42 inc Agreed Value.

    ENGINE 3781cc/6-cyl/DOHC
    POWER [email protected]
    TORQUE 240lb [email protected]
    MAXIMUM SPEED 125mph
    0-60MPH 8.5sec
    TRANSMISSION RWD, four-spd manual, plus opt. overdrive/three-speed automatic
    LENGTH x WIDTH x HEIGHT 180.8in x 66.6in x 57.5in

    Jaguar Enthusiasts Club
    Jaguar Drivers’ Club
    JD Classics
    SNG Barratt
    David Manners
    West Riding Ind
    Heritage Car Co
    XK Classics
    MV Classics 01489 878059
    Past Parts
    Aldridge Trimming


    1968 Jaguar Mk2, £3500 – Good bodywork and chassis but some re-commissioning needed.

    1969 Jaguar Mk2 3.4, £9450 – Very original and a good example according to the vendor.

    1966 Jaguar Mk2, £35,000 – A 3.4 with manual overdrive gearbox. Super condition and lots of recent work.
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    Jaguar Mk2

    Jaguar Mk2
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