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Jaguar XJ-S (1st Series) V12 Lynx Eventer (1975-81) Engine 5343cc V12 OC
Production (Lynx Eventer 67 (52 Pre-Facelift 15 facelift : 18 LHD 49 RHD)
Production 71000 XJS (approx)
Registration Number GJK 850 X (Brighton for Hastings)
JAGUAR ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
The first XJ-S appeared in 1975 as a 1976 model, initial design work was the done by Malcolm Sayer, but after his death in 1970 it was completed by the in-house Jaguar design team, headed by Doug Thorpe.
Power came from the Jaguar V12 petrol engine with a choice of a manual or automatic transmission, but the manual was soon dropped The first series of XJ-S cars had a Borg-Warner Model 12 transmission with a cast-iron case and a bolt-on bell-housing. In 1977 GM Turbo-Hydramatic 400 transmissions were fitted.
The TH400 transmission was an all-aluminium alloy case with an integrated non-detachable bell-housing. When leaving the factory the XJ-S originally fitted Dunlop SP Super E205/70VR tyres on 15 × 6K alloy wheels, though British police forces would upgrade from this factory standard and fit a higher performing Michelin tyre.
The car was launched in the wake of the fuel crisis, restricting the market for a 5.3-litre V12 grand tourer, and at first the styling was not received well. German authorities refused to give the model type approval, citing the rear buttress as a restriction to vision.
Jaguar did seize promotional opportunities with the television series The New Avengers and Return of the Saint. The New Avengers and Corgi models produced a model of The Saints car.

LYNX EVENTER
The Lynx Eventer was produced by Lynx Engineering, converting new XJS fresh from the production line, to build the high end Lynx Eventer Shooting Brake (Sporting Estate Car), Lynx Eventer offered a significant improvement to the lines of the original donor car with far greater versatility for, while the boot space was similar to that of the standard car with the rear seats in place, it increased to some 39cu ft when they were folded, with the large rear hatch affording excellent access. Each Lynx Eventer was hand-built to order, and could be based either on a customer’s existing car or delivered as a brand new model. The overall build time was 14 weeks, and each car came with a complete photographic record of the conversion process. Production totalled just 67 examples over a period of some 16 years, with the final Eventer being built in the summer of 2002, based on a limited-production 6.0-litre Jaguar Sport XJR-S.

Records suggest that 52 pre-facelift XJ-S, and 15 post-facelift XJS, were adapted, with 18 being left hand drive and 49 being right hand drive

Diolch am 89,287,354 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 89,287,354 amazing views, every one is greatly appreciated.

Shot 06.11.2021 Regents Street In that London in the South (London-Brighton weekend). Ref. 123-023

Jaguar XJ-S (1st Series) V12 Lynx Eventer (1975-81) Engine 5343cc V12 OC
Production (Lynx Eventer 67 (52 Pre-Facelift 15 facelift : 18 LHD 49 RHD)
Production 71000 XJS (approx)
Registration Number GJK 850 X (Brighton for Hastings)
JAGUAR ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
The first XJ-S appeared in 1975 as a 1976 model, initial design work was the done by Malcolm Sayer, but after his death in 1970 it was completed by the in-house Jaguar design team, headed by Doug Thorpe.
Power came from the Jaguar V12 petrol engine with a choice of a manual or automatic transmission, but the manual was soon dropped The first series of XJ-S cars had a Borg-Warner Model 12 transmission with a cast-iron case and a bolt-on bell-housing. In 1977 GM Turbo-Hydramatic 400 transmissions were fitted.
The TH400 transmission was an all-aluminium alloy case with an integrated non-detachable bell-housing. When leaving the factory the XJ-S originally fitted Dunlop SP Super E205/70VR tyres on 15 × 6K alloy wheels, though British police forces would upgrade from this factory standard and fit a higher performing Michelin tyre.
The car was launched in the wake of the fuel crisis, restricting the market for a 5.3-litre V12 grand tourer, and at first the styling was not received well. German authorities refused to give the model type approval, citing the rear buttress as a restriction to vision.
Jaguar did seize promotional opportunities with the television series The New Avengers and Return of the Saint. The New Avengers and Corgi models produced a model of The Saints car.

LYNX EVENTER
The Lynx Eventer was produced by Lynx Engineering, converting new XJS fresh from the production line, to build the high end Lynx Eventer Shooting Brake (Sporting Estate Car), Lynx Eventer offered a significant improvement to the lines of the original donor car with far greater versatility for, while the boot space was similar to that of the standard car with the rear seats in place, it increased to some 39cu ft when they were folded, with the large rear hatch affording excellent access. Each Lynx Eventer was hand-built to order, and could be based either on a customer’s existing car or delivered as a brand new model. The overall build time was 14 weeks, and each car came with a complete photographic record of the conversion process. Production totalled just 67 examples over a period of some 16 years, with the final Eventer being built in the summer of 2002, based on a limited-production 6.0-litre Jaguar Sport XJR-S.

Records suggest that 52 pre-facelift XJ-S, and 15 post-facelift XJS, were adapted, with 18 being left hand drive and 49 being right hand drive

Diolch am 89,287,354 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 89,287,354 amazing views, every one is greatly appreciated.

Shot 06.11.2021 Regents Street In that London in the South (London-Brighton weekend). Ref. 123-022

Jaguar E Type 3.8ltr. Low Drag (1963) Engine 3781cc S6 DOC
Production
Registration Number 2101 WK (Coventry)
JAGUAR ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623671588245...

Jaguar built just a dozen of the famous all-aluminium lightweight E-Types for racing. Of these, the factory modified just one for Peter Lindner, the German Jaguar importer. After having taken delivery of the car in 1963, Peter Lindner and co-driver Peter Nöcker entered in the Nürburgring 1000 KM and lead the field for much of the race. The following year saw the car return to Browns Lane, where Chief Designer Malcolm Sayer re-designed the car’s bodywork and carried out test sessions in MIRA’s wind tunnel. This resulted in a unique fastback-style coupé with near-perfect aerodynamics. Further modifications were made to the engine and mechanical system, resulting in an astonishing 340 brake horsepower and speeds reaching close to 170 mph at the 1964 24 Hours of Le Mans. Sadly, Lindner’s quest for greater speed ended in tragedy at Montlhéry, when he collided with a slower car and killed himself and several others.

The wreckage remained in storage for more than 20 years before Jaguar specialist Lynx was asked to restore it by owner Peter Kaus, of the famous Rosso Bianco collection, After being displayed for some 25 years as a lightweight roadster, it was acquired in 2008 by Peter Neumark, who commissioned a 7,000 man-hour restoration to resurrect the iconic Low-Drag Coupé. After much fanfare, Lynx would produce a small handful of all-aluminium Lindner/Nöcker Low-Drag recreations, which were based on original drawings provided by Peter Nöcker. Aside from the aluminium chassis, they used all the correct components, including a steel engine block, a wide-angle head, dry sump, Lucas fuel injection, magnesium Dunlop wheels, and all-aluminium body construction.

The body is built to the original Low Drag appearance, incorporating a new steel monocoque and updated chassis frames. The bonnet, doors, boot lid, rear wings, and roof were all hand-welded in 16-gauge aluminium to original specification, including the external riveting. The original steel-design windscreen surround encased the low drag, raked laminated safety glass from the original pattern. Driving lamps in the bonnet, a spring-loaded roof vent, a louvered vent panel over fuel pumps, and pit lamps only add to the authentic feel. The engines were handbuilt by Lynx for road and track use, producing a maximum 320bhp, modifications include aluminium gas-flowed and blueprinted cylinder head, triple Weber carburettors, a lightened and balanced flywheel, a semi-competition clutch, and side exiting exhausts. The front and rear suspension are fully adjustable, whilst the FIA-approved ATL fuel cell in aluminium casing, the Monza-style fuel filler, the braised fuel lines, and the large diameter front and rear brake discs with multi pot callipers


Diolch am 85,783,749 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 85,783,749 amazing views, every one is greatly appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-158

Gran Premio Nuvolari 2023 / Jaguar D-Type
Repubblica San Marino

Jaguar D-Type / Gran Premio Nuvolari 2023

LYNX first C Type / sn no. LC 76-01
built by Guy Black / Chris Keith Lucas / Roger Ludgate

one of only 5 built
LYNX St Leonards-on-Sea

Time for construction 1974 to 1976

built after xkc 006

No. LC 76-01 Lynx Jaguar C Type at British Car Meeting Morges 2004 number 1 of only 4 built by Lynx Cars in St Leonards-on-Sea

Built 1974 and finished in 1976

LYNX first C Type / sn no. LC 76-01
built by Guy Black / Chris Keith Lucas / Roger Ludgate

Time for construction 1974 to 1976

built after xkc 006

LYNX NO 005
built by LYNX
Guy Black / Chris Keith Lucas / Roger Ludgate

Jaguar E-Type lightweight number 13.
Officially there were only 12 lightweights built by the factory in the early 1960's.
This car was built by Lynx Engineering in the early 1980's using all genuine works parts, so not a replica more of a re-creation.
Here in the Silverstone paddock before racing at the J.D.C. meeting April 1982.