Steering Rack

The C Type was the first Jaguar to have rack and pinion steering. These racks were specially made by Alford and Alder. The first ten C Types had racks which were different to the later production C Type racks. This early rack with its unique centre casting and bearing system has been reproduced by Classic Car Developments in NZ specifically for this project

Rear Suspension

The rear suspension is being reproduced with the early single triangular top link. William Heynes designed this system to generate offset loads under acceleration which counteracts the tendency to lift the right hand wheel due to engine torque. This robbed the XK120 racers of traction out of right hand corners, quite a handicap on most clockwise racing circuits hence Heynes' new system for the C Type. Traction was improved but the suspension was compromised by a very high roll centre, offset to the right and quite severe lateral axle movement as the call rolled. The lower radius arms being bent sideways. Early C Types were reported as "oversteerers" by the drivers. The high triangular link was replaced by a more conventional panhard rod during 1952 and handling was improved. Very few original C Types exist with this early system.

Seats

Completed seats trimmed in Rexine by Graham Crummett (very few C Types were trimmed in leather, most were cloth). According to Norman Dewis the Le Mans regulation toolbox was removed for the Mille Miglia so the passenger seat reverted to the same height as the drivers seat. Tools were then carried in a roll in the boot.

Status Update

Over three quarters of the car has already been constructed. Renown Jaguar C Type expert Dave Brown of Classic Car Developments in New Zealand (+64 3215 6893) has built the chassis and most of the special C Type components. Body and rolling chassis will be complete summer 2010 ready for drive train fitment and final assembly in the UK.

Specification and Schedule

Jaguar C Type XKC003 Reproduction Specification and Schedule

Build Specification:

This car is being built to the original 1951 C Type Jaguar specification as a

replica of XKC003, the 1951 Le Mans winner and Mille Miglia entrant. It will

incorporate Jaguar works upgrades to 1952 level, most notably the prototype

Dunlop disc brake system.

All components will either be correct stock Jaguar XK120 original components

or newly manufactured parts made to original drawings and specifications.

Car to obtain FIA HTP certification.

Engine

Early spec 1951 XK120 engine fully reconditioned. Correct “A” series gas

flowed cylinder head with studless cam covers, siamesed spark plug wells, wide fan belt, 3/8” lift C Type

cams, twin SU H6 1¾ “ carburettors on XK120 manifold. 1¾” inlet valves, 1

5/8” exhausts. 9:1 pistons. Special two part wide eared aluminium cast sump.

Lightened flywheel. Gearbox: 1951 XK120 Moss gearbox.

Chassis

Tubular steel. Arc (stick) welded as original. Similar to the production C Type

frame apart from perforated swaged holes in the chassis floor cruciform. Minor

bracket and flange differences. Extra bolted flange fixings for the body

mounting along the bulkheads and floor to obtain extra structural stiffness

from the body. Chassis painted black.

Body

Body shape derived from Sayer’s original body data and drawings. Aluminium

hand formed by hammer and English wheel on a buck. No panel is identical to the standard C Type, it differs from production

C Type with

triangular bonnet

louvres, letter box

side bonnet louvres.

Headlamp apertures

were smaller (no side

lights) and trimmed

with an aluminium

bezel.

Body centre has steel bulkheads as

opposed to the production C type

aluminium. The steel bulkheads have a

horizontal swage running across the centre

and were fixed with a line of bolts to the

chassis to contribute to the structure.

The centre section has a bolt in passenger

door. For Le Mans it ran with a single aeroscreen (with no perspex) and at the Mille Miglia with a full width perspex screen and no aeroscreen. The rear view

mirror was cowled.

The rear body is similar to the production “C” type apart from the rear lamps mounted on the body surface as opposed to their own feature. The special nose badge has been cast in brass.

Interior

Similar to the production C but with a different gearbox cover (incorporating a wiggly gearbox breather) no Hardura trim covers, raised drivers heel floor, interior painted body colour rather than silver.

Light switch was early XK120. Seats were trimmed in green Rexine PVC. Longer pedals than standard with grooved pedal pads.

Suspension

Standard early C Type suspension, Koni classic adjustable dampers, correct torsion bars. Front Suspension links are XK120 apart from special lower wishbones and steering arms. Back axle modified XK120. 3.54:1 axle ratio, no L.S.D. Early type Haynes anti-lift triangular upper axle link, no Panhard rod. Steering rack and pinion but with a special cast early type pinion housing. Wheels correct 54 spoke (D Type Developments) aluminium rimmed with Blockley tyres.

Brakes

The prototype revolutionary Dunlop disc brakes were first fitted to XKC001 for development but first raced at Goodwood on XKC003 in 1952 (Moss 4th, fastest lap). The international debut of the disc brake was at the 1952 Mille Miglia (Moss Dewis). The car retired after crashing within 100 miles of the finish whilst in 3rd place.

These brakes differed from the later Dunlop discs by not having the distinctive separate piston housing and Plessey power system. They consist of 20 pads and pistons (6 pot fronts and 4 pot rear). Pads were circular (similar to the XK150). Each caliper piston fitted in its own cylinder, itself located in the main caliper bridge. To change the pads it was necessary to remove these cylinders withdrawing them past the circlip retention. All this necessitated rebleeding the system whenever the pads were changed.

Historically significant, this braking system is being researched to obtain maximum accuracy. Caliper internals have been designed using modern AP Racing seals for safety reasons. The caliper bridges will be cast while the pistons and cylinders billet machined.

Electrical

- Original style instruments

- Coil ignition with XK120 distributor

- Marchal headlamps (Le Mans regulation conformity, early 1950s)

- No sidelamps (dipped beams switch to low current)

- Twin SU fuel pumps

- Cotton braided loom

XKC003 History

- Built 1951 never road registered

- Le Mans Whitehead/Walker-winner

- Tourist Trophy Walker -2nd

- Fitted Disc brakes 1952

- Easter Goodwood, Moss- 4th, fastest lap

- Mille Miglia Moss/Dewis-retired after 827 miles whilst in 3rd place.

- Monaco GP Moss crashed-fastest lap

- Dismantled by Jaguar

Note, the full exciting story of the Moss/Dewis Mille Miglia is told in Paul Skilleter's excellent book "Norman Dewis Of Jaguar" published by PJ Publishing. The original pictures in this blog are from the same source.

Differences

The first three C Types Jaguar built differed in many ways from the later “production” C. Triangular bonnet top louvres, four large bonnet side letterbox louvres, lightening holes in the chassis cruciform, black painted chassis, twin SU H6 1¾”, carburettors, Marchal headlamps, headlamp trims, unique bonnet badge, Haynes anti wheelspin axle location, cockpit switches, cockpit trim, numerous detail differences to body and chassis, steel swaged body bulkheads bolted to the chassis to enhance the structure, unique steering rack. Prototype disc brakes. All these features are being faithfully reproduced.

Introduction

"The race that did the most for us was the 1951 Le Mans…it put us on the map” - Lofty England

Probably the most significant car in Jaguar’s history no longer exists, broken up as a redundant old racing car. It won at Le Mans, Jaguars maiden victory, and was the first car to race with disc brakes at Goodwood and the Mille Miglia. Though some features of the 1951 cars have been fitted to original cars and replicas no accurate reconstruction yet exists with all the detail features and the Mille Miglia brakes. The 60th anniversary of the Le Mans victory comes up in 2011 and the Mille Miglia in 2012.