By 1960 Jaguar had officially withdrawn from directly sponsoring a works racing team. Instead, they put the fame and fortune into the hands of some carefully selected privateers such as Briggs Cunningham, Tommy Sopwith and John Coombes. With Le Mans success a not too distant memory, Jaguar cars continued to vie for the ultimate endurance prize until 1964 with moderate success. Prototype race cars were dominating the headlines in endurance racing and Jaguar's answer, the XJ13 came too late. They did succeed in touring car racing, with the Mk2's dominating both British and European touring car races. E-Type drivers were on the podium for wins at scores of club and supporting sports car races in both Europe and the USA. The last big racing push for Jaguar was with the XJC, but a lack of funding from British Leyland for its development caused that great touring car to never realize its true potential. This era was however, the dawn before great racing victories yet to come.

JAGUAR RACING 1960 TO 1979:

Early 1960's - The Mk2's & Touring Car Domination
1960 Mk2 3.8 (Tour de France 1960): Bernard Consten and Jack Renel drove their Mk2 to a 1st place finish at the 1960 Tour de France. While Jaguar was not actively racing, they did maintain a competitions department, which assisted private teams such as Consten's (and with good result!) This car was factory prepared.
Model by IXO 1/43
1960 Mk2 3.8 (Tour de France 1960): Consten was one of France's most successful race drivers. He wont he Tour de France (auto) four times and was French Rally Champion driving his Mk2 in 1961 and 1962. He raced at Le Mans six times, the best effort n 1959 when he finished 11th overall in a DB HBR-5.
Model by Suber Factory 1/43
1960 Mk2 3.8 (Tour de France 1961): The pair of Consten and Renell teamed up once more, to again won the Tour de France in 1961. France was/is a big market for Jaguar and success in the Tour, while not as prestigious as Le Mans, was very important for Jaguar none the less.
Model by VITESSE 1/43
1960 Mk2 3.8 (Brands Hatch BSCC 1963): Probably the most successful private team racing Mk2's, was that of John Coombs. Coombs incorporated race-proven engineering modifications that made the 3.8 liter MKII sedan not just considerably faster, but smoother, less stressed, and totally reliable. Documented Coombs cars are much sought after today. This car BUY 12, is one of the most famous and was driven by Hill, Salvadori and others to many wins. Hill drove this car to 2nd place at the Brands Hatch BSCC.
Model by VITESSE 1/43

1960 Mk2 3.8 (Snetterton BSCC 1961): Tommy Sopwith, son of aviation pioneer Sir Thomas Sopwith, formed his racing team Equipe Endeavour in 1958. Over the next four years, the Equipe would be prominent in racing, particularly in the British Saloon Car Championship (later BTCC). Sopwith narrowly lost the first BSCC Championship driving his Jaguar 3.4 Saloon to Jack Sears. Sopwith would later hire Sears to drive for his team in the early 60's. Equipe Endeavour featured a line-up of great drivers. Besides Sears, Stirling Moss, Graham Hill and Michael Parkes all took turns behind the wheel of Equipe Endeavour's Jaguar Mk2's. Sears won the race at Snetterton in this car in 1961.
Model by JAGUAR MODEL CLUB (based on Classic Jaguar Miniatures) 1/43
1960 Mk2 3.8 (Silverstone 1961): With its 3.8 six-cyl. engine, the Mk2 was a powerful competitor in sedan racing in the early 60's, picking up where the 3.4L Mk1 left off. Private teams such as Equipe Endeavor which entered this car in the 1961 Silverstone race for Jack Sears, had great success for Jaguar in the British Saloon Car Championship (later BTCC) where the Mk2 dominated. Sears finished second in this race on the GP weekend.
Model by CORGI 1/43
1960 Mk2 3.8 (Silverstone 1960): Tommy Sopwith's Equipe Endeavor employed Stirling Moss to drive their Mk2 entry at the Silverstone GT race in 1960 (first major race for the Mk2). Moss finished 2nd to Salvadori in a Coombs Mk2, in what was a great rivalry between the two teams for the 1960-62 seasons. Moss would retire from racing in 1962, following a terrible accident and this was his last competition drive in a Jaguar before retirement.
Model by DEL PRADO 1/43
1960 Mk2 3.8 (Silverstone 1960): JAG 400 again, this time wearing #36 as Jack Sears drove the car in the Fordwater Trophy Race at Goodwood in 1960 for Tommy Sopwith's Equipe Endeavor. Sears finished third behind Roy Salvadori in the Coombs Mk2, both cars both Mk2's being beaten by Stirling Moss in the Equipe Endeavor Aston Martin DB4. Equipe Endeavour won the BSCC Group D Team Championship in 1961 and 1962 in this car, with Jack Sears the Drivers Champion in that class in 1962. At the end of 1962, Sopwith disbanded his auto racing team to focus on power boat racing. It was also the end of Jaguar dominance in the BSCC.
Model by SMTS 1/43

1963 Mk2 3.8 'Monza': Sponsored by Castrrol Oils, the aim was to set new international records, by averaging over 100 mph for a week. Geoff Duke, John Bekaert, Andrew Hedges, Peter Lumsden and Peter Sargent drove the record attempt in March 1963. The centrifugal force and poor surface of the Monza circuit took its toll and they broke two axles, dashing the hope of the week record as they ran out of time. However, they did set four International Class C records, averaging 106.62 mph over four days.
Model by SMTS 1/43
1964 Mk2 3.8: Down under, touring car racing was just as popular as it was in Europe. Bob Jane was the great Aussie driver of Jaguars in the 60's who dominated all competition. Jane was successful in developing his cars to produce maximum performance and handling (over 300 hp!) and is truly a legend in Jaguar racing.
Model by SCHUCO 1/43
1963 Mk2 3.8 (Charter Hall 1963): Mk2's were used extensively in club racing in the 60's and 70's and are still active today in historic racing in Britain. In 1963, Jackie Stweart drove Hugh Patrick's Mk2 at Charter Hall, a former RAF airbase which was one of the few racing circuits in Scotland.
Model by MINICHAMPS 1/43 (modified)
1960 Mk2 3.8 (Silverstone 1960): Roy Salvadori driving a Coombs prepared Mk2, beat Stirling Moss in the Equipe Endeavor Mk2 at Silverstone in 1960 for the National GT race. It was a hotly contested race with Moss the favorite, this was the first major race for the Mk2's. Salvadori drove for Coombs in many GT races with great success, including the Forwater Trophy race at Goodwood. Colin Chapman also drove this Mk2 to victory in 1960 at the Silverstone GP support race for GT cars.
Model by VITESSE 1/43

The E-Type Era
1960 E2A: The E2A was created by Jaguar as a racing prototype which bridged the gap between the D-Type and the E-Type. There were new elements such as IRS and aluminum 3.0L engine to meet current regulation, producing close to 300 bhp, which distanced it from the D-Type. Briggs Cunningham entered the E2A at Le Mans and Dan Gurney and Walt Hansgen drove. Fuel injection woes sidelined the car, but not before Gurney turned the fastest lap.
Model by MERIT/HYMAN 1/24
1960 E2A (Riverside 1960): After Le Mans, Cunningham brought the E2A to America for the racing season here and fitted with a larger 3.8L engine. Although it won at Bridgehampton, the E2A was not designed for most shorter USA sprint races. Jack Brabham drove the E2A at Riverside to 10th place where he did a creditable job of making the heavier E2A competitive against the lighter weight competition. Bruce McLaren drove the car in its last race at Laguna Seca, where he could only manage 12th.
Model by CONTACT 1/43
1960 E2A (Le Mans 1960): Dan Gurney tied Masten Gregory in a Maserati for fastest lap at Le Mans in 1960, with a average speed of 123.4 mph. Gurney was teamed with veteran driver Walt Hansgen. The E2A while havier than the D-Type was fast with a top speed of 158 mph, from the 3.0L six-cylinder fuel-injected engine (290 bhp). Fuel-injection dashed the hopes of victory as a split injection pipe caused burnt pistons and then head gasket failure at in the 10th hour. Ultimately, the E2A ended up being a decoy from Jaguar's big racing project, the XJ13.
Model by SPARK 1/43
SPECIAL NOTE: The E2A model here was built from a Merit D-Type kit and modified by a young enthusiastic teenager named Art Hyman when the E2A was new. I had the opportunity to buy the model from Art recently and his work of over 50 years ago is being preserved in our collection not only as a tribute to the car, but as a tribute to Art, a great auto and racing enthusiast!

1961 E-Type OTS (Goodwood TT 1962): Roy Salvadori drove this car to a creditable 4th place at the Goodwood Tourist Trophy race in 1962, behind three Ferrari GTO's. Owned by John Coombs, it is the prototype of the lightweight E-Types and employed alloy panels, center section and top. Graham Hill was the principal driver for Coombs, but drove Coombs GTO (2nd) in the TT race instead. Young Jackie Stewart was also a Coombs E-type driver.
Model by BEST
1961 E-Type OTS (Oulton Park 1961 - WINNER): One of the first E-Types to be entered into competition was Tommy Sopwith's Equipe Endeavor entry, ECD400. The car was driven on several occassions during the 1961 season by Graham Hill, with Hill winning the National Open at Oulton Park, giving the E-Type one of its first major wins. Besides, Hill, other drivers of note during the '61 season were Mike Parkes and Jack Sears. The 3.4L six-cylinder E-Type was put squarely and firmly on the racing map.
Model by BEST 1/43
1961 E-Type OTS (Brands Hatch 1961): Equipe Endeavor, along with Coombs, were the first teams to embark on racing the E-Type in basically production trim. ECD400, one of the most famous racing E-Types, was entered for Graham Hill at the 1961 Brands Hatch where Hill finished in 3rd place. It was common for the top drivers of the day to race in supporting events and series between F1 races. Hill did much of the development testing on the racing E-type.
Model by CORGI 1/43
1961 E-Type OTS (Oulton Park 1962 - WINNER): Ken Baker drove his E-type (7CXW) to many wins in club and minor races In England. He is considered the most successful E-Type club racer in the UK. He also did well against stiff competition such as the factory Aston Martin effort beating them at Oulton Park in '62.
Model by CORGI 1/43

1961 E-Type OTS (Oulton Park 1961):
Model by BEST 1/43
1961 E-Type OTS (Oulton Park 1961):
Model by BEST 1/43
1961 E-Type OTS (Oulton Park 1961 - WINNER):
Model by BEST 1/43
First E-Type Victory! (Oulton Park 1961): Diorama coming Soon!
Models by BEST 1/43
1962 E-Type FHC (Targa Florio 1988): Fixed Head Coupes (FHC) were campaigned from the beginning and were often favored for their better aerodynamics, even though they were heavier than the OTS cars. This E-Type is typical of the cars raced as new and currently in vintage events. This car was raced by Pietro Silva and Tiziana Borghi to 1st place on the 1988 Targa Florio retro,
Model by BEST 1/43
1962 E-Type FHC (Le Mans 1962): The John Coundley/Maurice Charles FHC was also entered as a private entry by Charles at Le Mans in 1962. Unfortunately, poor preparation resulted in a DNF, described by Coundley as the worst racing experience of his life.
Model by BEST 1/43
1962 E-Type Lightweight FHC (Le Mans 1962): The introduction of the E-Type brought Jaguar back to sports car racing with a true GT car. As with saloon car racing, factory support and assistance was given to select teams. Briggs Cunningham was one such team. The Cunningham/Salvadori driven coupe finished in 4th place, a heavily modified FHC developing 296 hp, it was a precursor to the light weight cars yet to come.
Model by BOX 1/43
1962 E-Type Lightweight FHC (Le Mans 1962): Another more detailed version of the Cunningham coupe from Le Mans in 1962. The lightweight coupes had modified versions of the 3.8L Jaguar XK engine. Cunningham's car was prepared by the factory and took the class win, scoring Jaguar another victory at Le Mans.2
Model by KYOSHO 1/43

1962 E-Type Lightweight FHC (Le Mans 1962): Peter Sargent enterd his lightweight coupe at Le Mans in 1962. Paired with Peter Lumsden, they finished 5th overall, just behind the Cunningham E-Type Coupe. This car was a low-line converted roadster. A broken engine mount allowed the Cunningham entry to get by for the class win.
Model by BEST 1/43
1962 E-Type Lightweight FHC (Le Mans 1962): Dick Protheroe heavily modified one of the first E-Type coupes by expanding the engine to 4.0L, brakes and suspension. He was very successful in National and International races with the E-Type. He finished 6th at the Goodwood Tourist Trophy in 1962 behind the Ferrari GTO's which finished 1-2-3, the Coombs E-Type in 4th and another GTO in 5th.
Model by BOX 1/43
1962 E-Type OTS (Brands Hatch, 1965):
Model by BEST 1/43
1962 E-Type OTS (Brands Hatch, 1965): Peter Mould finished 14th overall and 6th in class at the Redex Trophy race at Brands Hatch in 1965 in this E-Type. Mould was a keen racer of sports cars in the 1950s and 60s. He purchased the ex-Carrera Panamericana C-Type in 1957 and did well with that car in British events before moving on to a Cooper T38 in 1958, and a new Lister Knobbly the next year. Before he ran this E-Type he was very competitive in a Lotus Elan. He finished out his career driving for the British and factory Abarth teams in the mid-1960s.
Model by BEST 1/43

1961 E-Type OTS (Riverside, 1961 - Class Winner): Bill Krause drove this early E-Type to 2nd place overall and 1st in class in the production car race as a prelude to the GP Riverside 200 miles. The car was entered by Frank Millard Sports Cars. Millard was a San Fernando Valley Jaguar dealer and his business partner was cowboy star Roy Rogers. Krause went on to win the big race in a MASERATI Birdcage the next day.
Model by BEST (modified)1/43
1963 E-Type OTS (Portland, 1988): Our friend Bill Hapgood raced an E-Type similar to this one in vintage racing during the 1980's. Bill was part of our Purple Lips Racing Team and he was very quick in what was basically a stock E-Type. Bill bled the brakes on the E-Type before every race, making some close calls to being late for pre-grid. The car was sold off to a racer in Virginia and hope its still seeing track time today!
Model by BEST (modified) 1/43
1963 E-Type FHC (Targa Florio 1963): Clemente Ravetto, a wealthy Sicilian businessman and magistrate competed in the Targa Florio off and on from 1955 to the late 60's. With the race in his own backyard, Ravetto should have held an advantage over other drivers, but even though he raced Ferrari 250 GT)'s and 250 LM's on the Targa, never finished very high in the order.
Model by ATLAS 1/43
1963 E-Type FHC (Targa Florio 1963): On the Targa Florio in 1963, Ravetto was paired with Innocente Baggio, they drove this E-Type to 21st place overall and 1st in class in the +3.0 GTO class (only entry). Their pace was kindly described as leisurely and while finishing the Targa is a big feat, they finished two laps down to the winning Porsche. It was the only known race for the E-Type which was basically a street car with racing numbers.
Model by ATLAS 1/43

1963 E-Type Lightweight (Le Mans 1963): In early 1963 Jaguar announced the 'Competition E', which quickly also became known as the "Lightweight E-Type". Twelve were constructed and three went to Briggs Cunningham and all were entered at Le Mans. E-Type 850659 is one of those cars and this is how the car looked as it raced at Le Mans in 1963 and despite an accident, it finished 9th with Bob Grossman and Briggs Cunningham.
Model by BEST 1/43
1963 E-Type Lightweight (Le Mans 1963): The Lightweights were constructed with aluminium monocoque , alloy engine block and fuel injection. Power from the 3.8L engine was 300 bhp. While Le Mans was a poor showing by the team, the Cunningham cars had class wins at Daytona, Sebring and Road America
Model by REVELL 1/32
1963 E-Type Lightweight (Le Mans 1963): The hope of Jaguar, was that the Lightweight E-Types would successfully challenge the GTO Ferrari's at Le Mans. Attrition and the tendency of the front end to lift at speed cut short those hopes as the remaining car struggled to finish, three GTO's finished ahead of the Grossman/Cunningham car. This car driven by Roy Salvadori and Paul Richards failed to finish due to an accident in the 6th hour.
Models by BEST 1/43

1963 E-Type Lightweight (Le Mans 1963): Briggs Cunningham was persuaded to enter a team of three lightweight E-Types in the GT category at Le Mans in 1963. Walt Hansgen and Augie Pabst teamed up in this car. Unfortunately they retired after 8 hours due to gearbox problems.
Model by SPARK 1/43
1963 E-Type Lightweight (Le Mans 1963): The race in 1963 was Cunningham's last run at Le Mans as a driver and as an entrant. Cunningham and Bob Grossman were as high as 7th place in this car before a crash at the end of the Mulsanne straight and subsequent repairs dropped them to a 9th place finish.
Model by SPARK 1/43
1963 E-Type Lightweight (Le Mans 1963: An accident in the 6th hour of the race at Le Mans race in 1963 took Roy Salvadori and Paul Richards out of the race. A part of the car did finish though, as part of its bonnet was grafted onto the #15 car so that car could continue on in the race.
Model by SPARK 1/43

1963 E-Type Lightweight (Le Mans 1963): While Jaguar had no 'official' racing department, the factory was keen to give direct support to favored teams willing to carry the Jaguar banner; especially at Le Mans. In 1963, Briggs Cunningham arrived with three new alloy bodied lightweight-Type coupes fresh from Jaguar's competition shop. Cunningham and Jaguar hoped to take the GT 3000+ category and finish well in the race overall against stiff competition from Aston Martin and AC Cobras.
Model by JAGUAR MODEL CLUB 1/43
1963 E-Type Lightweight (Le Mans 1963): Le Mans was not to be a kind race to the Cunningham team, who had left their Maserati's at home in favor of Jaguar speed and reliability. The aluminum block 3.8L straight-six DOHC engine produced 310 bhp and was capable of propelling the lightweight E-Type at over 170 mph. One of the E-Types dropped out early with gearbox failure and another was taken out by accident, crashing after oil left of the track by Bruce McLaren's Aston caused it to spin. The E-type driven by Bob Grossman and Briggs Cunningham continued to move up the order, eventually claiming seventh place.
Model by JAGUAR MODEL CLUB 1/43
1963 E-Type Lightweight (Le Mans 1963): That changed early Sunday morning however when Grossman tried braking at the end of the Mulsanne Straight, only to find his brake pedal linkage broken. He went off into the hay bales at the run off road at the Mulsanne corner at full speed. The resulting crash badly damaged the car and Grossman was fortunately able to limp the car back to the pits. There the crew labored for over an hour and a half cobbling bits of the bonnet from its sister car to the wounded E-Type. A Frankenstein mess held together by black tape and rope allowed the car to get underway again, where it hung on to finish 9th overall and second in class to a Cobra.
Model by JAGUAR MODEL CLUB 1/43
1963 E-Type Lightweight (Le Mans 1963): No model maker has made a 1/43 replica of the Jaguar after the damage occurred and the car as it appeared at race end. Using a Provence Moulage kit as its base, Jaguar Model Club had master model builder Ian Burkinshaw (who made most of the club models) make a small run of the car for club members. This model is #23 of 25 made.
Model by JAGUAR MODEL CLUB 1/43

1963 E-Type Lightweight (Sebring 1963) : One of the first two of eleven factory built lightweight E-Types for 1963, this was the second coupe built (S850660), the first going to Briggs Cunningham (S850659). This car was sold to West Coast distributor Kjell Qvale, who along with Cunningham had entered the cars in the 1963 Sebring 12-Hours. Both cars flown to Florida direct from England, and both arrived at Sebring in the Cunningham colors of white with blue stripes. Thanks to a can of red paint found in a Sebring hanger, the Qvale car soon looked different. Drivers for Qvale would be experienced racers Ed Leslie and Frank Morrill.
Model by JAGUAR MODEL CLUB/PROVENCE MOULAGE 1/43
1963 E-Type Lightweight (Sebring 1963) : While the cars looked almost identical to a street E-Type, they were powered by a 315 bhp fuel injected 3.8L aluminum engine, mated to a five-speed ZF gearbox. The car finished 7th overall and 1st in Class at Sebring, just ahead of the Cunningham car. After Sebring it was sent to San Francisco and entered in one other SCCA race at Laguna Seca before Qvale sold it to a customer with the intent of racing the car. Instead, it sat for 35-years covered in boxes in the owners San Francisco garage. When discovered, it only had 2,663 racing miles on the odometer and now all 11 factory lightweights were accounted for. Hence the nickname, 'The Missing Lightweight'.
Model by JAGUAR MODEL CLUB/PROVENCE MOULAGE 1/43
1963 E-Type Lightweights (sebring, 1963) : Slot car version of the great lightweight E-Type Jaguar that raced at Sebring in 1963. Chassis No. S850660 was the second lightweight built of twelve and delivered to Kjell Qvale, the West Coast distributor for Jaguar. It was raced at Sebring where it finished 7th over all and first in class with Ed Leslie and Frank Morrill driving. The car was sold to a customer (Gidovlenko)in San Francisco who intended to race it, but never did. It was discovered by family while cleaning out his home after his death in one of his garages, covered with boxes and other accumulations over the three plus decades it sat there.
Model by REVELL 1/32
1963 E-Type Lightweights at Le Mans :

1963 Lister-Jaguar Le Mans Coupé (Le Mans 1964): The intrepid duo of Peter Sargeant and Peter Lumsden drove this Costin bodied coupe in the Experimental class at Le Mans in 1963. Powered by a fuel-injected Jaguar 3.8L DOHC six, which produced 306 bhp, this was a one-off space frame car with aluminium body. It showed promise, but retired after 4 hours with clutch problems. This car lent styling cues for the lightweight E-Types of 1964.
Model by GAMMA 1/43
1964 E-Type Low Drag Coupé (Le Mans 1964): The first Lightweight E-Types were roadsters fitted with a hardtop, which wasn't the most aerodynamic. For the 1964 Le Mans race Jaguar engineer Malcolm Sawyer developed a new coupe body designed by Dr. Samir Klat, specifically designed for the long straights. These 'Low Drag Coupes' featured a completely new rear end, and also a slightly revised nose. This car was raced at Le Mans in 1964 by Germans Peter Lindner and Peter Nöcker, however they retired in the 16th hour with a blown head gasket.
Model by SPARK 1/43
1964 E-Type Low Drag Coupé (Le Mans 1964) : The second Jaguar at Le Mans in 1964, driven by the English team of Peter Sargent and Peter Lumsden had run as high as 5th before retiring after 80 laps with gearbox trouble. At Le Mans it ran a pronounced "Vanwall" type nose, which gave it better aerodynamics and a top speed of 174 mph. Unfortunately however, even the lightweight cars were too heavy and though on par, were just not as fast as their GT class rivals. These were the last XK engined Jaguars to run at Le Mans and the last Jaguars to run there for ten years.
Model by SPARK 1/43
1964 E-Type Low Drag Coupé (Le Mans 1964) : The Lumsden/Sargent Lightweight Coupe in the form of a special model (#13 of 50) whose base has been signed by both drivers as well as the designer Dr. Samir Klatt. A great find and addition to our collection of this E-Type which ran at Le Mans in 1964.
Model by CLASSIC JAGUAR MINIATURES 1/43

1964 Le Mans : I have always liked the picture to the right and have wanted to try and replicate it. Using what I have on hand, here is my attempt to recreate the photo.

1963 E-Type Lightweight
Model by BEST 1/43
1964 E- Type Low Drag Coupe
Model by PROVENCE MOULAGE 1/43
1964 E-Type Low Drag Coupé
Model by REVELL 1/32

XJ13 - What could have been...
1966 XJ13: The XJ13 was designed to race at Le Mans. However, before it could be constructed, regulations changed and the XJ13 was rendered obsolete for its intended purpose against the 7.0L GT40 Fords.. Only one car was built and it was almost destroyed in an accident during the filming of a publicity film for the introduction of the V12 E-Type in 1971 and gave Norman Dewis the ride of his life.
Models by MILESTONE MINIATURES 1/43
1966 XJ13: The aluminium body was designed by Malcolm Sayer, the aerodynamicist responsible for the Jaguar C-type, D-type, E-type and XJS. The prototype was tested at MIRA and at Silverstone, which confirmed that it would have required considerable development to make it competitive. The prototype was put into storage and no further examples were made. One of the best looking race cars ever!
Model by AUTOART 1/43
1966 XJ13: The XJ13 had mid-engine format with the 5.0 litre V12 engine mounted behind the driver, used as a stressed chassis member together with the five-speed manual ZF Transaxle driving the rear wheels. The engine design was essentially two XK 6-cylinder engines on a common crankshaft with an aluminium cylinder block, although there were differences in the inlet porting, valve angles and combustion chamber shape.
Model by AUTOART 1/18

1966 XJ13: When Norman Dewis, OBE passed away in 2019 at the age of 98, he had lived a full, exciting life car nuts like me envy. Norman had been a tail gunner in WWII, he raced at the Mille Miglia and Le Mans, and he set speed records in Belgium. He was the Chief Test Driver for Jaguar for 33 years (1952-1985) and was instrumental in development of the Jaguar C, D and E-types; as well as all Jaguar production cars up until his retirement. Norman logged a lot of miles on the MIRA test track during his career, every work day another high speed adventure! His OBE designation achieved in 2015 was a fitting tribute to the man and his career.
Models by JAGUAR MODEL CLUB 1/43
1966 XJ13: After his "retirement" Norman became an ambassador for Jaguar and was frequently seen behind the wheel of historic and modern Jaguar race cars. He was an engaging personality with a great smile and laugh and sense of humor which made him one of those endearing characters to those that knew, or knew of him. I consider myself in the latter category and regret that he passed before we had the opportunity to meet. Perhaps one of Norman's greatest adventures (misadventures?) was the unfortunate accident in the Jaguar XJ13 prototype in 1971.
Models by JAGUAR MODEL CLUB 1/43
1966 XJ13: Norman had helped in the development of the XJ13 in the mid-60's, with the intent of Jaguar racing again at Le Mans in the 5.0L V12 car. Rule changes however rendered the car obsolete before it could turn a wheel in competition. However, Jaguar planned to use the car in its promotion of the new V12 E-type. During filming of a commercial for the new E-Type, XJ13 had a tire burst on the MIRA high speed banking. The end result was a high speed, multiple rollover accident which Norman was able to walk away from. The car was subsequently rebuilt in 1973. Even though XJ13 never turned a wheel in anger, it has remained an iconic Jaguar for enthusiasts and non-enthusiasts of the marque alike.
Models by JAGUAR MODEL CLUB 1/43
1966 XJ13: Much of XJ13's appeal has to do with the beautiful shape and design by Malcolm Sayer, being the culmination of his other famous Jaguar designs, the D and E-Types. That popularity has led to many models of XJ13. The Jaguar Model Club commissioned the building of 50 models of XJ13, based on the Paddock Miniatures XJ13 kit with additional photo etched parts. They also commissioned this one, which was presented to Norman at the signing of the bases for the Club model. I recently purchased this model at auction which included other pieces from Norman's collection offered by his estate. I would have been thrilled with any JMC edition of this model, let alone one that has actually been in the hands of a hero of mine. A crown jewel in my collection!
Models by JAGUAR MODEL CLUB 1/43

1970's - The Cat is Back!
1970 XJ6 S1: This car was driven in the Jaguar Enthusiasts Club (JEC) Saloon Championship in 2005 by Carl Gannon, one of the foremost experts on Jaguar saloon car racing along with his partner Nick Gwinnutt. The Series 1 XJ6 ('68-'73) is powered by a 4.2L twin-cam engine, producing about 245 hp. Its nice to see this old crocks still actively racing. The cars too!
Model by VANGUARDS 1/43
1969 XJ12 S1: Not a race car, but very race related. This is a fire tender that Jaguar provided to the Silverstone circuit. Jaguar has supplied cars for this use with specially mounted water tanks and fire equipment to allow rapid response to incidents that may occur during races there. This was the prototype XJ6, later fitted with a 5.3L V12 as the prototype XJ12.
Model by VANGUARDS 1/43
1976 Broadspeed XJ12C: The 5.3L XJC was a natural candidate for saloon car racing in Group 2 and showed great potential throughout its short career. British Leyland agreed to limited funding of a racing project managed by Broadspeed, hoping the company could emulate its Triumph touring car success with the Jaguar. This is the car as introduced to the press in early 1976 at Silverstone.
Model by CLASSIC CARS 1/43
1976 Broadspeed XJ12C (Silverstone RAC TT 1976): The 5.3L V12 powered XJC was often the fastest car on the track, but a lack of development due to limited funding led most often to a failure of the car to last the race distance. This car is from the only race in 1976 the car participated in, The Tourist Trophy at Silverstone, driven by Derek Bell and David Hobbs. Bell led the race, holding off the BMW's, but lost a wheel on lap 38 and retired.
Model by PROVENCE MOULAGE 1/43

1977 Broadspeed XJ12C (Silverstone RAC TT - 1977): Lighter than the 1976 car, in race trim the V12 produced over 560 hp and was very fast. Raced with British Leyland sponsorship, the XJC was developed, prepared and raced by Broadspeed for the ETCC series in 1976 & 77. This car was entered in the 1977 RAC Tourist Trophy at Silverstone where it spun on oil ten laps from the finish while leading and finished 4th. Andy Rouse and Derek Bell were the pilots for that race. They set both pole and fastest lap. The team's best result was a second place finish at Nurburgring for Rouse and Bell.
Model by SPARK 1/43

1977 Broadspeed XJ12C (Silverstone RAC TT - 1977): Broadspeed ran a second team car most of the 1977 season. This is the car Fitzpatrick and Schenken drove in the Tourist Trophy race at Silverstone. This car retired on the 35th lap due to rear axle problems. Ironically the race was won by Tom Walkinshaw in a BMW 3.0CSL. Walkinshaw would go on to be instrumental in Jaguar's return to racing prominence a few years later. British Leyland lacked the resources to properly support the team and the program ended with the discontinuance of the XJC road car in 1977.
Model by SPARK 1/43
1977 Broadspeed XJ12C (Silverstone RAC TT - 1977)
Model by BEST OF SHOW 1/18

1977 Broadspeed XJ12C (GP Nurburgring - 1977): The 6th Round of the European Touring Car Championship at Nürburgring in 1977, was a race that certainly epitomized the potential of the XJ12C. BL sent two cars to run at the GP Nürburgring in July 1977. The car of Fitzpatrick and Schenken sat on pole, while the car driven by Derek Bell and Andy Rouse was gridded 5th in a race where they would eventually finish 2nd behind a BMW 3.0CSL.
Model by FRED SUBER/SUBER FACTORY 1/43
1977 Broadspeed XJ12C (GP Nurburgring - 1977): Fitzpatrick led the race from the start, on the "Green Hell' 14-mile course through the Eifel mountains. He then set a course record for Group 2 cars with a blistering first lap time of 8.29.800 from a standing start! Unfortunately, the reoccurring oil surge issue reared its ugly head and their race was over on the second lap. Meanwhile, Bell and Rouse continued to have a great race in this car, challenging the race leader and finishing three seconds behind after four hours and twenty-seven laps. So much promise, so little money and time for development!
Model by FRED SUBER/SUBER FACTORY 1/43
1977 Broadspeed XJ12C (GP Nurburgring - 1977):
Model by FRED SUBER/SUBER FACTORY 1/43
1977 Broadspeed XJ12C (GP Nurburgring - 1977):
Model by FRED SUBER/SUBER FACTORY 1/43

SCCA E-TYPE DOMINANCE!
1974 E-Type V12 SIII: At the same time Bob Tullius and Group 44 were developing their E-Type for SCCA BP racing on the E. Coast, Joe Huffaker was preparing a car on the W. Coast. With Corvette as the main competition, each car won its respective region and met up in the SCCA finals in 1974 & 75. Group 44 got the upper hand both times, but I watched this 450+ hp car being driven by Lee Mueller, race several times those years and if not for a flat tire the first go round in '74, I think they would have split the Championships.
Model by PROVENCE MOULAGE (factory built) 1/43
Champions!: East and West Coast SCCA Champions in B Production. Formidable cats!
Models by PROVENCE MOULAGE 1/43
1974 E-Type V12 SIII: This is the 5.3L V12 powered E-Type that Bob Tullius drove to the SCCA National Drivers Championship in B Production in 1975 and was runner-up in 1974. If the tires had not started to go away, the big cat would have won both years. As with the Huffaker car, Tullius had modest Jaguar support for the Group 44 racing effort. From here for Tullius, it was on to the SCCA's Trans Am for 1976 in the new XJS and ultimately IMSA and Le Mans in the XJR5.
Model by PROVENCE MOULAGE 1/43

1974 E-Type V12 SIII: There were slight variations of the Group 44 car during the two seasons it was campaigned, this is the V12 E-Type in early 1974 season configuration.
Model by PROVENCE MOULAGE 1/43
1974 E-Type V12 SIII: Yet another slight variation on the Group 44 theme. One of my projects is to construct the Group 44 transporter used to haul the cars from race to race. The transporter was sold to Tullius by my neighbor.
Model by PROVENCE MOULAGE 1/43
2005 XKR Group 44: For the 30th Anniversary of the SCCA Championship, I created a commemorative XKR. Since the XKR is the spiritual successor to the E-Type, it seemed fitting. A bit of whimsy.
Model by MODEL ART 1/43


1978 XJ-S: In 1976 Group 44 began developing and racing the XJS in the U.S. Trans-Am series. Coming off 5 victories in the '77 season, in '78 the team won 7 more, Tullius won the drivers title and the manufacturers championship for Jaguar. Powered by 560 bhp, 5.5L V12, the XJS outgunned the Corvettes all season long.
Model by RPM 1/43

1978 XJ-S:
Model by MATRIX 1/43

1978 XJ-S:
Model by SUBER FACTORY 1/43


1978 XJ-S:
Model by SUBER FACTORY 1/43



To continue to another section of the collection, select one of the following:

THE SIGNATURE PROJECT & RACING DIORAMAS

RACING SUPPORT VEHICLES, TRANSPORTERS & OTHER TRUCKS

JAGUAR RACING CARS:
1950's
1960 - 1979
1980 - 1989
1990's - Present

JAGUAR AT LE MANS

JAGUAR AUTOMOBILIA

JAGUAR PRODUCTION CARS:
PRE-WAR to 1959
1960 to 1968
1969-1987
1988 - Present

JAGUAR CONCEPT CARS

EACH JAGUAR MODEL FROM 1935 IN PRODUCTION ORDER

FERRARI RACING CARS:
1949 - 1959
1960 - 1969
1970 - 1979
1980 - Current

FERRARI FORMULA ONE

FERRARI PRODUCTION CARS

PORSCHE RACING & PRODUCTION CARS:
PORSCHE RACING 1950's & 60's
PORSCHE RACING 1970's
PORSCHE RACING 1980's
PORSCHE RACING 1990 - Current

PORSCHE PRODUCTION CARS

FORMULA 1, GRAND PRIX, INDY:
1900 - 1959
1960 - 1969
1970 - 1979
1980 - PRESENT

THE TRIPLE CROWN OF ENDURANCE RACES:
THE 24 HOURS of LE MANS 1923-2019
THE 12 Hours of SEBRING WINNERS
THE 24 HOURS of DAYTONA WINNERS

GREAT AUTOMOTIVE MAKES:
ABARTH
ALFA ROMEO
ASTON MARTIN
AUDI
AUSTIN HEALEY & HEALEY
BMW
CHAPARRAL
CHEVROLET POWER
DATSUN/NISSAN
FORD POWER - GT40's, MUSTANGS, MIRAGE & MORE
LANCIA
LOLA SPORTS CARS
LOTUS
McLAREN
MASERATI
MERCEDES BENZ
MG CARS
SHELBY'S COBRAS, DAYTONAS, FORD GT40's & MUSTANGS
TOYOTA
TRIUMPH

RACING, RALLYE, SPORTS, GT & CLASSIC CARS
RACING SPORTS, GT & PROTOTYPE CARS 1945 to 1959
RACING SPORTS, GT & PROTOTYPE CARS 1960 to 1969
RACING SPORTS, GT & PROTOTYPE CARS 1970 to 1979
RACING SPORTS, GT & PROTOTYPE CARS 1980 to Current
LAND SPEED RECORD CARS
SPORTS. GT & TOURING CARS
VETERAN, CLASSIC & SPECIAL INTEREST CARS

DRIVER TRIBUTES:
THE OLD IRISH RACING HALL OF FAME
JUAN MANUEL FANGIO TRIBUTE
STIRLING MOSS TRIBUTE
DAN GURNEY TRIBUTE
JIM CLARK TRIBUTE
WORLD DRIVER & CONSTRUCTORS CHAMPIONS 1950 - 1985

GREAT RACING TEAMS:
BRUMOS RACING TEAM
CUNNINGHAM RACING TEAM
ECURIE ECOSSE
GROUP 44, Inc.

OLD IRISH AIR FORCE:
HISTORIC AIRCRAFT

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PLEASE NOTE: From 1968 into the 1990's tobacco companies sponsored many significant race cars. We don't promote tobacco use, rather we stronly discourage it. However, we do promote historical accuracy, Old Irish Racing chooses to display models in our collection as historically accurate as possible. While seeing a tobacco advert on a car gives me no more desire to go smoke than seeing a car makes me want to go suck on its exhaust pipe. If tobacco (or alcohol) adverts on race cars offend you, please go look at nice pictures of bunnies and kittens on another site. Thank you!