|
| 
|
Jaguar S 1963
You recognize it easily within the family of Jaguar limousines. It had narrower bumpers than the broad of the Mark II with a slight curve beneath the radiator grille, unfavourable flashing light and position light that collide with
each other, no removable single mudguards on the rear wheels, and the long tail of the Mark X with fuel caps left and right.
With two tanks of 30 litres it used the luggage compartment a little better, whereby however, fueling became more cumbersome and an electrical change-over via a rocker switch on the dashboard was necessary after
almost half of the range. What it had inherited furthermore from the Mark X was the rear axle shown below, which also e.g. had graced the E-Type.
So we can already summarize that the Jaguar S thanks of the new rear axle had a heavenly suspension, but sometimes behaved a bit restless. So we can already summarize that the Jaguar S thanks of the new rear axle
had a heavenly suspension, but sometimes it behaved a bit unsteady. The new rear axle needed probably still some fine tuning. And the built-in disk brakes all around are sensitive to heat, rear probably due to its proximity
to the axle drive. The fact remains, however, that it was an ingeniously simple, if not exactly lightweight rear axle, an easily recognizable trademark of Jaguar over the decades.
Now we could talk about the significant improvement in transmission, but would probably not detect the essence of this car. Because that was the feeling of woodworking that one overwhelmed by the dashboard, security
features can, however, remain unanswered. Beautiful and maybe a little compensating the proud price of 25,000 DM for the larger engine without power steering and overdrive.
One drives excellent ....
one drives Jaguar.
© Jaguar |
A Jaguar was something for snobs in contrast to the Mercedes at the time, for people who attached importance to specific characteristics. And the limousines of Jaguar you could already attest a unique position opposed
to a certain monotony in the luxury class of vehicles. However, even the car turned out to be a snob, where is adhered to certain technical solutions sometimes far too long.
To the wood suited the solid engine (pictured above) the, of course, should be ordered with overdrive and in fourth gear with and without this covered all from 50 km/h up to top speed. Very fast driving was not
recommended anyway, because then the piston speed reached astronomical heights at 106 mm stroke, and consumption could achieve the pain barrier of 20 litres/100 km, according to tests. Downward the end should
be somewhere at 14 litres/100 km. So the maneuver with the dual tanks is by no means rare.
|
|
