Discussion
from the Coventry racers web site
http://www.coventryracers.com/cars/detail/?car=XKD...
1956 JAGUAR WORKS TEAM LONGNOSE D-TYPE
CHASSIS NUMBER XKD604
The Jaguar factory experimental department spent a great deal of time in 1955 developing an independent, de Dion, rear suspension. They felt that the Salisbury solid rear axle had limitations in it’s ability to translate power to the rear wheels. In addition the experimental department had been working on fuel injection for petrol delivery. They found that the Lucas mechanical fuel injection unit offered a little more torque and significant gains in fuel consumption over the standard specification triple Weber 45mmDCO3 carburetors. So as the specification for the 1956 Jaguar works team cars was developed it was decided to incorporate these 2 new innovations into the first car to be built. In January of 1956 XKD604 was the first of 6 D-Type longnose works team cars to be constructed.8 XKD604 would become the only D-Type to incorporate the
de Dion independent rear suspension in it’s original build specification. ,7,8,9 Additionally Lucas mechanical fuel injection was also specified for XKD604’s initial construction.9 XKD604 was then extensively tested by the experimental department to evaluate whether or not these new innovations would substantially improve the D-Type’s competitive edge. A copy of one of Norman Dewis’ (Chief Vehicle Proving Test Engineer for the Jaguar factory) test reports on XKD604 is included in the appendix section as Attachment 2. Five more longnose works team cars were built in February and March of 1956 completing a total of 6 longnose D-Types to be constructed in 1956 for use by the Jaguar factory racing team.7,8
The first competitive outing for XKD604 came at the Daily Express Silverstone event May 5, 1956. The Jaguar factory entered XKD604, race-number 3 Desmond Titterington driving, in the Daily Express International Trophy race along with XKD603, race-number 2 driven by Mike Hawthorn, and XKD504, race-number 4 driven by Jack Fairman.13 For this maiden competitive event XKD604 was still equipped with it’s de Dion independent rear suspension, making it the only D-Type to be raced with an independent rear axle.6,7,8,9 However the length of the Silverstone race did not warrant using the still novel Lucas mechanical fuel injection over the tried and true Weber carburetors so, at the last minute, XKD604 was given a carbureted engine for the race.9 Installation of the
D-Type engine dictates that this is done with the transmission assembled as one unit together with the engine. It is then expected the fuel injected engine and it’s transmission were swapped out for a carbureted engine and transmission of tested and proven compatibility. With this new engine/transmission specification completed XKD604 was taken to the May Silverstone event.
- The numbers following certain sentences in the text of this attestation refer to the respective Attachments provided at the end of this document.
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To review the history of the Silverstone Daily Express event I am attaching the reports of the race from 4 different books6,7,8,9 and 2 magazines,11,12 along with a letter from Norman Dewis,1 as well as a listing of the entries and finishing details provided by the website “World Sports Racing Prototypes.”13 Additionally I am also attaching copies of 12 pictures.20,21,22,23,24,25,26,27,28,29,30,31 Picture Attachment 20 and 21 are of XKD604 as used in practice the day before the race on May 5, 1956. In these pictures Mike Hawthorn is clearly driving a longnose Jaguar D-Type, race-number 3, registration number 032RW. This particular car, number 3, was assigned to Desmond Titterington to drive for the Silverstone race meeting. For this Silverstone event Mike Hawthorn was assigned D-Type XKD603, race number 2, registration number 774RW. As evidenced by the picture, Hawthorn drove XKD604, race number 3, registration number 032RW, during practice to revaluate the independent de Dion rear suspension in order to compare it to the solid axle car he was assigned.7,20,21,22
Apparently the Aston team, especially Roy Salvadori, saw Hawthorn in car number 3 during the practice and linked Hawthorn to that race number. The next day during the race Salvadori, as related by Roy Salvadori in a magazine article interview,11 saw car number 3 closing on him from behind and made the mistaken assumption of thinking that Hawthorn was in car number 3 and pushed the issue of preventing “Hawthorn” (actually Titterington) from trying to pass him.6,9,11 The result was the ensuing accident involving Titterington, driving car number 3, the de Dion axle XKD604, and a couple of other cars. The damaged D-Type, race number 3, can be seen on the side of the road after the accident in pictures marked Attachments 27, 28, 29, 30, and 31. Very clearly the damaged car in these pictures is number 3, the Jaguar driver that was out of the race due to this accident was Desmond Titterington, and the car was XKD604 with the de Dion axle, registration number 032RW. Hawthorn continued on in the race for a while, missing involvement in the accident, driving his assigned car Jaguar longnose D-Type, XKD603, race number 2 (Hawthorn passing the damaged XKD604, race number 3, Attachment 31). He was to later retire with a DNF after 17 laps. This account, and accompanying documentation, clearly substantiates XKD604 as being the de Dion axle car that was built in January 1956 by the experimental department.1,6,7,8,9
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In Summary:
1. XKD604 was built with a de Dion independent rear suspension.1,6,7,8,9
2. XKD604, registration number 032RW, race number 3, was driven by Mike Hawthorn
in practice a day before the Silverstone Daily Express race held May 5, 1956.
3. Jaguar longnose D-Type XKD604, registration number 032RW, race number 3, was
driven by Desmond Titterington at the 1956 Silverstone Daily Express meeting on
May 5, 1956.1,6,7,8,9,11,13
4. Mike Hawthorn drove Jaguar longnose D-Type XKD603, registration number
774RW, race number 2, during the Silverstone Daily Express race May 5, 1956.6,7,9,13
5. Jaguar D-Type, race number 3, XKD604, with Desmond Titterington driving, was
involved in an accident while competing in the Silverstone Daily Express meeting
May 5, 1956 and was eliminated from competition as a result of that accident.1,6,7,8,9,13
6. Mike Hawthorn, driving Jaguar D-Type, XKD603 registration number 774RW,
race number 2, drove for 17 laps of the race, was not involved in an accident, and
retired due to a mechanical problem prior to finishing the race.67,9,13
As evidenced by the photographs taken at the race XKD604 was not severely damaged,27,28,29,30,31 sustaining injury to the right rear suspension and bodywork as well as slight to moderate damage to the bonnet.1, 1b The damage to XKD604 was certainly not severe enough to warrant “writing the car off” and was easily repairable as evidenced by testimony from Norman Dewis, Chief Vehicle Proving Test Engineer and in-charge of the Jaguar factory experimental department at the time.1, 1b Most of the car was untouched by the accident leaving it’s mechanicals in-tact.4 As the Jaguar experimental department had 5 other team D-Types to utilize in their final race meeting of the year, Le Mans 1956, there was no real need or desire to repair XKD604 to running order at the time.1b The frugal William Lyons had already decided that 1956 was the last year for the Jaguar factory D-Type racing effort, and that Le Mans would be the last race for the season, therefore he certainly would not justify the repair expense for a car he felt redundant to the racing program he was shutting down.1, 1b
The June 1956 Le Mans event was the last competitive outing for the Jaguar factory racing team and the 1956 team cars were retired. At season’s end XKD603 and XKD606 were sold to the Scottish Ecurie Ecosse racing team. XKD604 was also sent along to
Ecurie Ecosse with the former longnose works cars (as evidenced by Norman Dewis’ written and verbal communication provided in Attachment 1 and 1b). The catastrophic Jaguar factory fire of February 1957 meant that all of the tooling to produce Jaguar D-Types was lost. The fire spelled the end of the famous D-Type.
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XKD604 remained in storage at Ecurie Ecosse until after the team had closed it’s doors for competition. A Scotsman by the name of Jim Tester learned of the parts to XKD604 still existing in the warehouse of the famous Scottish privateer racing team. He made arrangements to acquire XKD604 in the early 1970’s, beginning restoration of the parts with the intent to restore the car to original specification. During the early 1980’s he contacted Michael Fisher of Britain to solicit his interest in purchasing and completing the restoration of the longnose Jaguar works car. Mr. Fisher related seeing XKD604 for the first time describing it as if a Jaguar works car had exploded all over the floor of the building on Jim Tester’s property.3 The main chassis frame, rear sub-frame, engine block, engine parts including the wide angle head and Lucas fuel injection unit, radiator, radiator header tank, brakes, transmission, gauges, switches, lights, wheels, deDion rear axle (with D-type wheels still fitted), front suspension and hubs, fuel filler caps, etc., etc., etc. were spread all over the floor (a sampling of the parts are shown in pictures noted as Attachments 32, 33, 34, 35, 36, 37). Of particular note are the stamped main chassis frame (XKD604), the transmission (GBD182), and the chassis ID plate with proper markings for XKD604 found with all of these other original D-type items. Michael Fisher also noted that many of the items were recognizable as specifically D-Type works team specification. The brakes are of a particular Jaguar works team D-Type design.32 The radiator header tank is also of a configuration specifically found on the Jaguar D-Type works cars.34
Michael Fisher first entrusted Jim Tester to complete the restoration of XKD604 in about 1985/1986. Several years of restoration ensued and Mr. Fisher, frustrated with the speed at which the restoration was proceeding, decided to remove the car from Jim Tester’s supervision and entrusted it to Chris Keith Lucas of LYNX Engineering to finish the restoration process. The car was finally completed in 1992 but by this time Mr. Fisher had fallen prey to the financial collapse of the early 1990’s and had to reluctantly let XKD604 go.3 Landhurst Leasing, represented by Paul Baber, then undertook the sale of XKD604 on the behalf of the financial receiver’s. An American, Tom Armstrong, acquired XKD604 in 1993 and exported it to his home in the United States. 8 Subsequently Greg Johnson purchased XKD604 from Tom Armstrong in 2004.
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In Summary:
1. XKD 604 was built as a longnose works team car by the Jaguar factory experimental department in January 1956.6,7,8,9
2. XKD604 was initially constructed with a de Dion rear suspension and Lucas mechanical fuel injection.6,7,8,9
3. The Jaguar experimental department carried out extensive testing of XKD604 from January 1956 through May 1956.1,2
4. Jaguar D-Type XKD604 was driven by Mike Hawthorn in practice a day before the May 1956 Silverstone Daily Express event.7,20,21,22
5. XKD604 was driven as a Jaguar factory team entry by Desmond Titterington, race-number 3, registration number 032RW, on the May 5, 1956 at the Daily Express International Trophy race at Silverstone.13
6. XKD604 was involved in an accident during the May 5, 1956 Silverstone race and was retired from competition.1,6,7,8,9,11,12,13
7. Damage to XKD604, incurred at the May 5, 1956 Silverstone race, was not significant and was readily repairable.1, 1b, 4, 28
8. XKD604 was returned to the Jaguar factory after the Silverstone accident and was not repaired at that time.1,1b
9. In un-repaired state XKD604 was sent to the Scottish racing team Ecurie Ecosse in 1957, along with works team cars XKD603 and XKD606, as the Jaguar company ceased official entry of D-Type racing cars in competitive events.1, 1b
10. XKD604 remained in the spares store of Ecurie Ecosse until obtained by Scotsman Jim Tester in the 1970’s.3
11. Britain Michael Fischer purchased XKD604 from Jim Tester in un-restored condition in 1986.3
12. XKD604 underwent several years of restoration and was finally sold to American Tom Armstrong in 1992.18
13. XKD604 was purchased from Tom Armstrong by American Gregory Johnson in 2004.
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AUTHENTICITY OF XKD604
XKD604 was found in the spares store of the Ecurie Ecosse team where it had resided since 1957.1, 1b The parts for XKD604 have remained together as evidenced by the presence of the car’s serial numbered parts, i.e. the original gearbox, main chassis frame, and chassis ID plate, all of which are directly attributed to XKD604. All of the other parts that make-up a D-Type have also remained with the car such as the gauges, lights, suspension, etc.32,33,34,35,36,37 Of particular interest is the presence of items which can be directly attributed to a Jaguar works team car, i.e. the special brakes and radiator header tank which can only have come from a Jaguar works team car. The only parts missing from the original XKD604 are the rear and front bodywork along with the passenger tub. Although, during the period from 1957 to 1980 the car was not running, it has remained continuously together in one place with all of it’s important identifying and component parts.
The Jaguar factory stamped the chassis number on the part of the car that they felt gave the car it’s identity.10,4 That part for a D-Type is the main chassis frame.10,4 The main chassis, along with the rear sub-frame, lend support to all of the car’s mechanicals, including the passenger tub.4 The Jaguar D-Type is not of a true monocoque construction. The passenger tub facilitates tying the 2 frames together, but does not support the cars suspensions or any other mechanical parts, it does partially contribute to the integrity of the car and contains the driver/passenger. The importance and contribution of the chassis frames to the overall integrity of the D-Type can be seen in drawings labeled Attachment 16 and 17. The D-Type was, for all intents and purposes, a chassis supported architecture like it’s predecessor the C-Type. When the Jaguar racing team received a car back from a competition event the car was stripped down to evaluate the condition of all of the parts. The engine and gearbox were removed and sent to their respective shops, the chassis was separated from the passenger tub and sent to the chassis area to check for cracks, etc. When the parts were ready to reassemble there was no care taken to mate-up the chassis with the specific tub and engine/gearbox it was built with in the first place. When the main chassis returned from the chassis shop for reassembly whichever tub and other items that were available were utilized to complete assembly of the car.10 There was no regard given to keep the tub, engine, gearbox, etc. associated with the numbered chassis from which they were originally built. All of these parts were ancillary to the main chassis frame and were merely used to complete the car.10 The D-Type as maintained in the experimental department at Jaguar was routinely broken-down, stripped, reduced to the chassis frames then reassembled using the numbered chassis frame as the cars identity. The identity of the car is carried by the stamped main chassis, the part of the car that the Jaguar factory has decided gives the car it’s identity; this fact is agreed upon by all authorities on Jaguar D-Types throughout the world.4,10 XKD604 carries it’s original number-stamped chassis.
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The Jaguar D-Type rear sub-frame is not stamped with a number to identify which chassis it was originally built with. However XKD604 sustained identifiable damage in the racing accident at Silverstone in 1956. Specifically, significant damage to the right rear involving the suspension.27,28,29,30 Currently XKD604’s rear sub-frame is in perfect condition except for significant damage repair carried out on the right side. This damage repair is consistent with the type of damage sustained in the Silverstone accident. The rear sub-frame is directly identifiable as the original sub-frame to XKD604.4
The gearbox currently in XKD604 is numbered “GBD182.” The chassis ID plate indicates that the gearbox originally installed in XKD604 was numbered “GBD184.” These facts are specifically consistent with the changes in engine and gearbox that were carried out on XKD604 just prior to the Silverstone Daily Express race in May of 1956.9 Only the Jaguar factory experimental department could have changed gearboxes and provided a replacement that is just 2 numbers earlier from the one originally installed in XKD604.4 This occurred when the original fuel injected engine and mated gearbox were removed just before the May 5, 1956 race and then replaced by a carbureted engine and gearbox combination of known reliability. The gearbox now in XKD604 is an original Jaguar factory D-Type gearbox with original Jaguar factory stampings.4 The gearbox in XKD604 is the gearbox it possessed when the racing incident occurred in 1956 and is therefore considered the original gearbox to this car.
The rear sub-frame and the identifying number-stamped main chassis frame of XKD604 have both been extensively evaluated by Chris Keith Lucas, the known expert in Jaguar D-Types in Europe, and by Terry Larson, the accepted expert in Jaguar D-Types in the United States. Both of them are in full agreement that the rear sub-frame and the main chassis frame are of original Jaguar factory origin.4 To further substantiate the authenticity of these 2 frames they were subjected to specific scientific tests to determine their exact metallurgic content. The make-up of steel alloys has changed and evolved considerably over the years. Additionally, the steel made in one foundry will differ in specific element content to steel from another foundry. Therefore scientifically evaluating the alloy make-up of the steel content in the frames of XKD604, and comparing them to the frames of a known original Jaguar works team D-Type constructed by the Jaguar experimental department, would substantiate the authenticity of their origin.4,5
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The frames of XKD604 were sampled in specific areas to be exactly the same areas to be sampled in the frames of XKD403, a known and proven works D-Type constructed by the Jaguar experimental department. Each of the frames were sampled in 2 separate locations and in frame pieces that were exactly the same for each car and of different shape and configuration. One of the areas sampled in the main-chassis frame was the upper attachment point for the right front shock absorber – this frame piece is where the Jaguar experimental department stamped the chassis ID number. An EDX test procedure was employed to compare the samples.5 This specific test in the metallurgic world is akin to the DNA test for humans. The results of the test are facts and are indisputable.4 Attachment 5 contains the engineering report that specifically describes the test and its results. The findings of the test procedure reveal that the frames of XKD604 match exactly to the frames of XKD403. This exact of a match is not possible unless the steel and the respective tubing shapes from these 4 frames were made at the same time and, most importantly, at the same steel foundry. To quote the conclusions of the EDX test:
“EDX testing of the samples from XKD604 and XKD403 clearly show the same material was used in each chassis. The testing showed that different materials appear to have been specified for various tubes and that both chassis used the same material in the same locations. As the miscellaneous material samples tested and a review of all the materials currently in product show it is statically impossible for this to occur if the chassis was not an original... Based on the evidence presented, it can be concluded that the chassis for XKD604 is an original Jaguar D-type chassis from the 1950’s.”
The frames of XKD604 are specifically and scientifically proven to be of original Jaguar works experimental department construction and origin.4,5
The ID-number stamped main chassis, the original rear sub-frame, the original gearbox, and the chassis ID plate from XKD604 along with the engine block, wide angle engine head and all other engine related components (starter, generator, Lucas mechanical fuel injection, etc.), radiator, radiator header tank, oil cooler, works-team specific brakes, brake reservoir and master cylinders, gauges, lights, switches and other electrical components, wheels, deDion rear suspension, front suspension and torsion rods, etc., etc. were all found together in the spares store of Ecurie Ecosse.3,32,33,34,35,36,37 All of these Jaguar D-type parts have been maintained continuously together as the original car numbered Jaguar XKD604. Just like the protocols of the Jaguar experimental department in 1956, XKD604 was disassembled into it’s component parts and re-assembled, starting with the original chassis frame XKD604, into a functioning car.10 A procedure which occurred daily at Jaguar’s experimental department in the 1950’s.
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The numbered parts which can be specifically attributed to XKD604 have been proven scientifically and irrefutably to be of original Jaguar factory experimental department origin. Further, all of the other original parts that make-up a Jaguar D-Type were found with these numbered parts.3 World renowned Jaguar D-Type experts Chris Keith Lucas and Terry Larson have examined XKD604 and concur that the parts making-up XKD604 are of original Jaguar factory origin and the car presented is XKD604. Most importantly the world’s ultimate authority on what is a Jaguar D-type and, more specifically what constitutes a Jaguar factory experimental department works team car, Norman Dewis (Chief Vehicle Proving Test Engineer for the Jaguar Company and in charge of the experimental department at the time XKD604 was built), has personally evaluated XKD604. He has reviewed the reports concerning the consecutive history and the documents substantiating the authenticity of all the parts of XKD604 and has unequivocally pronounced that XKD604 presented here is the longnose works team
D-Type Jaguar XKD604 and is a good example of a Jaguar factory longnose D-Type built by the experimental department in 1956.1, 1b
A wee dram of understeer in that shot! ^^^
DBSV8 said:
from the Coventry racers web site
The numbered parts which can be specifically attributed to XKD604 have been proven scientifically and irrefutably to be of original Jaguar factory experimental department origin. Further, all of the other original parts that make-up a Jaguar D-Type were found with these numbered parts.3 World renowned Jaguar D-Type experts Chris Keith Lucas and Terry Larson have examined XKD604 and concur that the parts making-up XKD604 are of original Jaguar factory origin and the car presented is XKD604. Most importantly the world’s ultimate authority on what is a Jaguar D-type and, more specifically what constitutes a Jaguar factory experimental department works team car, Norman Dewis (Chief Vehicle Proving Test Engineer for the Jaguar Company and in charge of the experimental department at the time XKD604 was built), has personally evaluated XKD604. He has reviewed the reports concerning the consecutive history and the documents substantiating the authenticity of all the parts of XKD604 and has unequivocally pronounced that XKD604 presented here is the longnose works team
D-Type Jaguar XKD604 and is a good example of a Jaguar factory longnose D-Type built by the experimental department in 1956.1, 1b
Hmmmm .... if it says so on the web it must be true The numbered parts which can be specifically attributed to XKD604 have been proven scientifically and irrefutably to be of original Jaguar factory experimental department origin. Further, all of the other original parts that make-up a Jaguar D-Type were found with these numbered parts.3 World renowned Jaguar D-Type experts Chris Keith Lucas and Terry Larson have examined XKD604 and concur that the parts making-up XKD604 are of original Jaguar factory origin and the car presented is XKD604. Most importantly the world’s ultimate authority on what is a Jaguar D-type and, more specifically what constitutes a Jaguar factory experimental department works team car, Norman Dewis (Chief Vehicle Proving Test Engineer for the Jaguar Company and in charge of the experimental department at the time XKD604 was built), has personally evaluated XKD604. He has reviewed the reports concerning the consecutive history and the documents substantiating the authenticity of all the parts of XKD604 and has unequivocally pronounced that XKD604 presented here is the longnose works team
D-Type Jaguar XKD604 and is a good example of a Jaguar factory longnose D-Type built by the experimental department in 1956.1, 1b
Incidentally, Norman Dewis was NEVER in charge of Jaguar's Experimental Department. Norman Dewis is an absolute gentleman but "the world's ultimate authority on what is a Jaguar D-Type"? Give me a break! I have the utmost respect for Norman Dewis but sadly his comments should be taken with a pinch of salt. For example, he claimed that it was he who set the UK closed lap record with the XJ13 (it was actually David Hobbs). In truth, Norman carried out very little testing of the car and, instead, Jaguar called on the talents of David Hobbs and Dickie Attwood (William Heynes also sounded out Jack Brabham in 1965 who said he would be happy to help out but this never came to pass). Norman also claims that he carried out secret testing of the XJ13 against Lyons' wishes and was hauled up in front of him to explain himself - a complete fabrication. Never happened. All testing was carried out with the full knowledge of all senior managers (Lyons included). The XJ13 crashed at MIRA in 1971 while Norman was driving because a wheel collapsed? Not true. A rear tyre was plugged before the session to cure a slow leak and Norman was told not to drive anywhere close to racing speed (by more than one person)- he ignored these instructions with the result that the rear tyre blew out. Ask anyone who was there (Jaguar's Peter Wilson certainly did and reported the findings in his book). There are many more examples that should teach us to not to take this gentleman's comments as gospel.
I would be interested to know how exactly the numbered parts "have been proven scientifically and irrefutably to be of original Jaguar factory experimental department origin"? Some sort of metallurgical analysis? I think not.
By the way, the person who wrote all those comments on the Coventry Racers website claims to be the owner of the car .... some bias here perhaps?
Oh - I should add - who do you think restored the car? Chris Keith Lucas - the man referred to in the article as a "world renowned D-Type expert". Hmmmmm .... got another pinch of salt?
Edited by XJ13 on Friday 27th July 20:38
Well, you've picked on a car here that is one I always question, and I know the owner seems to have a sophisticated web search set up for any mention of his car. Anyway, here goes for my version. XKD 604 was driven by Desmond Titterington at Silverstone and had a bad accident. According to the works records and the Andrew Whyte tome, the car was dismantled for spare parts and no longer existed. Fast forward to the early 80s when Ecurie Ecosse sold off their parts bin, and in it were the chassis and other parts of XKD 604. Over some years these parts were built up and 604 lived again, the person who built it was dying and it was sold on, then I believe the acquirer went bust (after the classic car boom/bust) and the car finished up in California. I have photos of it.
Now to be fair to the owner, no other claimant for the title of XKD 604 has come forward, and there are many original parts in the said car, but I'm afraid that my personal view is that if a car is dismantled and doesn't exist for over thirty years, it is hard to claim that this particular car is the "real" one. The body shell is completely new for example. One bone of contention between the owner and I is the question of a Heritage Certificate from the JDHT; I say that if the museum will issue a certificate of authenticity then this is incontrovertable proof, but this car has been refused. The owner disputes that the Heritage Certificate has any worth. I don't want to get into a dispute again on this, so I've tried to put both sides of the story so that you yourselves can make your own minds up.
ETA I see the full history is above, and so mine is a potted version, although we differ in detail but then I may well be wrong. Also remember that 032 was a works number like 774 RW which itself appeared on two Le Mans-winning cars, one a C-type and one a D-type. It was therefore worn by several cars, not just XKD 604. The history above copied down by DBSV8 has, I am sure, been written by the current owner, since it is (was) he who had the metallurgy tests done. It all comes down to the sale value of the car I'm afraid; Duncan Hamilton sold recently the ex-Nigel Moores D-type which was one that had been missing for many a year. The asking price was #1.25 million - way below the price of an unquestionable car.
Now to be fair to the owner, no other claimant for the title of XKD 604 has come forward, and there are many original parts in the said car, but I'm afraid that my personal view is that if a car is dismantled and doesn't exist for over thirty years, it is hard to claim that this particular car is the "real" one. The body shell is completely new for example. One bone of contention between the owner and I is the question of a Heritage Certificate from the JDHT; I say that if the museum will issue a certificate of authenticity then this is incontrovertable proof, but this car has been refused. The owner disputes that the Heritage Certificate has any worth. I don't want to get into a dispute again on this, so I've tried to put both sides of the story so that you yourselves can make your own minds up.
ETA I see the full history is above, and so mine is a potted version, although we differ in detail but then I may well be wrong. Also remember that 032 was a works number like 774 RW which itself appeared on two Le Mans-winning cars, one a C-type and one a D-type. It was therefore worn by several cars, not just XKD 604. The history above copied down by DBSV8 has, I am sure, been written by the current owner, since it is (was) he who had the metallurgy tests done. It all comes down to the sale value of the car I'm afraid; Duncan Hamilton sold recently the ex-Nigel Moores D-type which was one that had been missing for many a year. The asking price was #1.25 million - way below the price of an unquestionable car.
Edited by lowdrag on Saturday 28th July 11:58
Here we go again. As a Jaguar historian there is a fine line between a car with impeccable provenance and one that isn't what it purports to be. I have no gripes with the person or the car - just the claim that it is what it says on the tin. We differ in our opinions - just that. In the current market it would seem that a D-type with continuous and contiguous history is valued around £3 million or so. Compare that to the car sold by Duncan Hamilton at around £1.25 million and there is every reason to have the car accepted as the genuine article.
Yet, paradoxically, trigger's broom or the woodman's axe comes into play here. A car may have had so many accidents that few parts are original, but if it has a continuous history it is "the real thing", whereas a car that was missing for many a year isn't considered so. So many cars have "turned up" in the last decade that they are subjected to full scutiny purely because of the money involved. Now before you react, that isn't my opinion but that of the Jaguar Heritage trustees. I had an idea that replying in the first place was a bad idea, since I've had such invective before, purely for stating a point of view. You have yours, I have mine, except that in this case I am only reiterating the view of the Museum Trustees. Leave it at that please.
Yet, paradoxically, trigger's broom or the woodman's axe comes into play here. A car may have had so many accidents that few parts are original, but if it has a continuous history it is "the real thing", whereas a car that was missing for many a year isn't considered so. So many cars have "turned up" in the last decade that they are subjected to full scutiny purely because of the money involved. Now before you react, that isn't my opinion but that of the Jaguar Heritage trustees. I had an idea that replying in the first place was a bad idea, since I've had such invective before, purely for stating a point of view. You have yours, I have mine, except that in this case I am only reiterating the view of the Museum Trustees. Leave it at that please.
Edited by lowdrag on Sunday 29th July 19:02
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