1953 Jaguar C-Type

William Lyons founded the Swallow Coach Building Company to provide attractive aftermarket bodies for the 1920s Austin Motor Car. During the early 1930s, his own 'SS' cars used various chassis, transmissions, and engines with aesthetically appealing bodies. By 1936 the name of Jaguar was conceived and with it the SS Jaguar range. During World War II, the company produced parts for the Spitfire, Mosquito, and Sterling military aircraft.

Postwar production resumed by October of 1945 under the name Jaguar Cars Ltd., using the prewar models with slight improvements to the mechanical components. The first truly new postwar Jaguar arrived in 1948 as the saloon and drophead XK 120 Series. Along with its stunning appearance, it was equipped with the new double overhead camshaft six-cylinder engine, variations of which were destined to power Jaguar motor cars for nearly four decades.

During the 1950s, Jaguar Cars won the LeMans 24 Hours no fewer than five times. The company's first dedicated sports-racing design, the XK120C or 'C-Type', won the race in 1951 and 1953. The D-Type won from 1955 through 1957. In 1988 and 1990 the latest Tom Walkinshaw Racing Jaguar XJR9 and XJR12s added two further Le Mans wins.

Fewer examples of the C-Type were built than the D-Type. They could accommodate two persons with storage space on top of the paneled sills on each side of the cockpit, and in the body 'tub' behind the right-front wheel-arch. Additionally, there is some space above the spare wheel within its tail bay. Although the C-Types were famous for their accomplishments on the track, they were genuinely habitable fast touring cars.

The C-Type began life as the XK120 roadster, and several privateering customers entered factory-supported XK120 examples at the 1950 Le Mans race, where Leslie Johnson's car spent considerable time in 4th place. The competitiveness of these privateers persuaded Sir William Lyons and engineer Bill Heynes to build a lighter, more aerodynamic body with modified XK120 mechanical components to contest the grueling and prestigious race.

Work began with a new lightweight tubular space frame, one of the earliest uses of the technique in sports car construction. The steel tubing lightweight chassis with monocoque features had an independent front suspension with torsion bars and tubular shock absorbers, similar to the stock XK120. In the back, Jaguar creates a system that suspended the live axle from trailing arms with a single transverse torsion bar fixed at the car's center line. An upper triangular link at the right side connected the axle transversely and took torque reaction. The 3.4-liter XK engine received high-lift camshafts, a new cylinder head, racing pistons, and an un-muffled dual exhaust system, boosting power to 200 bhp. Lockheed 2LS four-wheel hydraulic drum brakes provided the stopping power for the 96-inch wheelbase vehicle. In the front were self-adjusting two-leading shoe brakes which helped with longevity during endurance races. Rack and pinion steering provided better response and control than the standard XK 120 recirculating ball steering box. Center-lock wire wheels were used for faster tire changes and better brake cooling. New aerodynamic bodywork with fluidic curves and bulges was designed by Jaguar stylist Malcolm Sayer. There was only one door, located on the driver's side, to satisfy technical inspectors. The entire nose of the XK 120C's body was a single piece that hinged at the front, allowing mechanics uninhibited access to the engine compartment. It took just six weeks to build the first three hand-built examples and were the first purpose-built race cars for the Jaguar Company.

The cars were initially known as the XK120C, with the C representing Competition. Prior to LeMans, the cars were secretly tested at the Motor Industry Research Association test track and once at Silverstone. The C-Type made their inaugural (and surprise) debut in 1951 at LeMans with a team of factory-sponsored cars. The cars brought to LeMans were XKC 001, driven by Leslie Johnson and Clemente Biondetti. Chassis number XKC 002 was driven by Stirling Moss and Jack Fairman and XKC 003 driven by Peter Walker and Peter Whitehead. After four hours of racing, Moss/Fairman was in the lead, Walker/Whitehead in second, and Johnson/Biondetti in third. On lap 50, XKC 001 driven by Biondetti lost oil pressure and was forced to come into the pits. Regulations dictated that the problem must be fixed with the tools carried in the car. Since the problem was unable to be fixed with the tools on hand, the car was forced to retire. At midnight, eight hours into the race, Moss also lost oil pressure in XKC 002, throwing a connecting rod at Arnage. By this point, the Jaguar mechanics had identified the problem on the Johnson/Biondetti car in the pits. The problem was with a copper oil line in the sump had fractured. With the problem located, Walker and Whitehead in XKC 003 were informed of the problem and cautioned against unnecessary engine revs that exacerbated vibration periods. XKC 003 pressed on for 16 more hours. At 4:00 pm on Sunday Whitehead crossed the finish line, bringing the XKC 120C home in the first place and capturing the overall victory, the first British car to win Le Mans in nearly 20 years. The second car was a full 77 miles (nine laps) behind the first place Jaguar. The C-Type had set the fastest lap speed of 105.232 mph, 24-hour speed record of 93.495 mph, and greatest distance traveled in 24 hours at 2,243.886 miles.

The success of the C-Type brought increased interest from privateers, and 50 examples were built by early 1953.

At the 1952 LeMans, the three Works cars retired early due to new bodywork, which appeared more aerodynamic but did not provide sufficient airflow at speed, thus causing cooling system issues. After the Mercedes-Benz 300 SL dominant performance at the event, Jaguar engineers realized that the C-Type needed more to contend the overall victory. A final run of three lightweight Works cars was developed with several important upgrades. One of the most important improvements was the weight-saving components used throughout the vehicle, including new thin-gauge aluminum coachwork. They received more powerful Weber carburetors, an additional upper link to the rear axle, a rubber aircraft fuel bladder, and a fully synchronized gearbox and triple-plate clutch. These three cars were the only lightweight C-Types built by the factory and were the first disc-brake-equipped entrants to ever run LeMans. The use of disc brakes was quite significant in the race's outcome. The low weight and disc brakes made the C-Types essentially unmatched through the curves. The cars continued to set the race-leading pace at LeMans, and by daybreak, only of the three Ferraris remained, while all three Alfa Romeo's had retired early. At the completion of the 24th hour, the C-Type was in first and second, followed by Briggs Cunningham's C5-R in 3rd, and the final C-Type in fourth.

By the end of 1953, Coventry had turned their attention to the development of the next sports-racing model, soon to be known as the D-Type, to contest the following year's LeMans.

The Jaguar XK-120C's victories at LeMans brought massive publicity, which in turn inspired road car sales. 53 examples of the C-Types were built, with 42 percent exported to North America were John Fitch, Phil Hill, Masten Gregory, and Sherwood Johnston notched up many stateside victories in the 1952 to 1954 period. The introduction of the XK120 had brought resounding acclaim, but it was the C-Type that firmly established Jaguar on the map as a winning manufacturer. The well-balanced and fast C-Type was a pure sports car in every respect.

by Dan Vaughan

Roadster

In 1951, Jaguar launched an assault on LeMans with the XK120C or C-Type. The 'C' was for competition and Jaguar wasn't kidding. It was a pure race car designed with a space-frame chassis made of steel tubing along with an independent rear suspension. The aerodynamic body was designed by Malcolm Sayer and built of aluminum. Jaguar won the 1951 24 Hours of LeMans with a C-Type driven by Peter Walker and Peter Whitehead. When the 1952 LeMans cars retired due to overheating, the C-Type was redesigned slightly for the 1953 race and also made 150 pounds lighter due to the use of lightweight electrical equipment and aircraft-style fuel tanks. C-Types finished first, second, fourth, and ninth at LeMans in 1953.

The legendary C-Type is powered by a 205 horsepower version of Jaguar's venerable XK-Series 3.4-liter inline 6-cylinder engines.

One of just 39 produced, this car has an extensive racing history; its best finish third place in 1953 at Sebring with Sherwood Johnson driving. Amazingly, it finished thirty races before failing to complete its first event while racing against Cobras and Chaparrals. In 1976, a later E-Type engine was installed. That engine was replaced in 1988 when the original engine with which it was born was re-installed.

by Dan Vaughan

Roadster
Chassis number: XKC 053

For the 1953 Le Mans race Jaguar developed three 'lightweight' race cars. They carried Dunlop disc-brakes, Weber carburation, small chassis tubes and thinner body panels. The engine was a double overhead camshaft six-cylinder displacing 3,442cc's and producing 223 horsepower. That power went through a four-speed gearbox to a Salisbury rear end with a limited-slip differential. The entire package topped out at 146 MPH. They proved to be very successful. Tony Rolt/Duncan Hamilton won the event outright and the Stirling Moss/Peter Walker entry came in second.

XKC 053 has had an outstanding racing career. At the end of 1953, the factory sold it to David Murray's famous Ecurie Ecosse. They entered the car in several events in and around England and Scotland. It remains the only lightweight C-Type still retaining its original bodywork.

Roadster
Chassis number: XKC 052
Engine number: E 1055-9

The Jaguar C-Type enjoyed a very successful racing career, winning the 24 Hours of LeMans twice for Coventry. The C-Type began life as the XK120 roadster. Several privateering customers entered factory-supported XK120 examples at the 1950 Le Mans race. Leslie Johnson's car proved to be very competitive, spending considerable time in 4th place. This performance convinced Jaguar founder Sir William Lyons and engineer Bill Heynes to build a lighter, more aerodynamic body with modified XK120 mechanics.

Work soon began on a new lightweight tubular space frame. The rear suspension of the XK120 was redesigned with additional positioning links, and the 3.4-liter XK engine received a new cylinder head, high-lift camshafts, racing pistons, and an un-muffled dual exhaust system, helped raise the motor's output to 200 horsepower. The mechanical masterpiece was then clothed in an aerodynamic body penned by Jaguar stylist Malcolm Sayer. The first three cars were hand-built in only six weeks.

These specially built cars were initially known as the XK120C (C for competition). The C-Type made its debut at the 1951 LeMans 24 Hours with a team of factory-sponsored cars. Two of the three entries were forced to retire early with oil line issues. The car driven by Peter Walker and Peter Whitehead took the overall victory - the first British car to win Le Mans in nearly 2 decades. The car finished 77 miles ahead of the 2nd place finisher and set the following records: fastest lap speed of 105.232 mph, 24-hour speed record of 93.495 mph, and greatest distance traveled in 24 hours at 2,243.886 miles.

By early 1953, 50 examples had been built. The factory's 1952 Le Mans campaign was not as successful, with all three Works cars retiring early due to cooling system issues. The engineer's at Coventry realized that the C-Type required a few upgrades to remain competitive for 1953, and a final run of three cars began development. This particular example, chassis number XKC 052, is the second of those three lightweight Works examples that were prepared specially for the 1953 Le Mans.

This final run of C-Type models received a new thin-gauge aluminum coachwork, more powerful Weber carburetors, a fully synchronized gearbox and triple-plate clutch, an additional upper link to the rear axle, and a rubber aircraft fuel bladder, amongst other lighter, weight-saving components. They were also the only three lightweight C-Types built by the factory and were the first disc-brake-equipped entrants to race at LeMans.

Norman Dewis tested XKC 052 on February 12th of 1953. It was given number 19 and piloted by Peter Whitehead and Ian Stewart at the 1953 LeMans race. During the race, all three Alfa Romeo entries retired early. By daybreak, only one of the three Ferraris remained in the competition. The C-Types continued to set the race-leading pace, with 051 and 053 in 1st and 2nd place respectively. XKC 052 was just a few laps behind in 4th. By the 24th hour, this order remained, with Briggs Cunningham's C5-R in 3rd place, breaking up the 1-2-3 sweep by the Coventry team. By the waving of the checkered flag, chassis number XKC 052 had completed 297 laps with an average speed of almost 167 km/h.

After LeMans, XKC 052 continued its factory competition campaign, with appearances at Silverstone and Goodwood, but mechanical issues resulted in two DNFs.

In November of 1953, with the company turning its attention to the next sports-racing model, the D-Type, XKC 052 was sold to Ecurie Ecosse. On December 12, 1953, the Scotland-based Scuderia registered the Jaguar with tags reading LFS 672. Wearing Flag Metallic Blue paint, the car was mostly driven by Jimmy Stewart through May 1954, finishing 1st three times at Goodwood and once at National Ibsley. Roy Salvadori took over driving duties in early June, winning two events at Snetterton on June 5 before Stewart returned to finish 1st at Goodwood two days later. The following month, Ninian Sanderson drove it to a 2nd place at National Oulton Park on June 12 and at the National Charterhall race on July 11.

On September 4th, Salvadori claimed another victory at National Chaterhall with the car, followed by a 2nd place finish at the Penya-Rhin Grand Prix on October 10. In total, XKC 052 netted Ecurie Ecosse eight victories during 1954, with four 2nd place finishes, four 3rd place finishes, and three 4th place finishes.

XKC 052 was advertised for sale in the October 22, 1954 issue of Autosport magazine. It was soon purchased by Peter Blond who repainted the C-Type green and used it for club racing throughout 1956, finishing 2nd at Goodwood in March 1955 and 5th at the Spa Grand Prix in May, with Hans Davids at the wheel. It earned three 4th place finishes at the Goodwood International, BARC Goodwood, and the Crystal Palace International rounded out the 1955 season. It earned a 3rd place finish at the Goodwood even the following March.

Ownership passed to Maurice Charles in mid-April of 1956, who continued to improve upon its racing resume, with appearances at Goodwood and the Aintree 100. It placed 5th at the Brands Hatch race on August 6. In October, the car was offered for sale, and soon purchased by Jim Robinson, of Northampton, who race it twice at the Evesham sprints, finishing as high as 2nd in class. By the close of 1957, it was in the care of Alan Ensoll. Mr. Ensoll raced the car in various hill climb and sprints. It was sold in September of 1958 to Tom Candlish who placed 4th at Charterhall and 1st overall at the Rest-and-Be-Thankful Hill Climb Championship and the unlimited GT race at Charterhall in July 1959. Around this time, it was involved in a moderate accident.

In late 1959, the car was sold to Ian Denney, who treated the car to a complete restoration, including fitting it with a new lightweight body. It was sold to Brian Classic in 1969 and then acquired by Paul Grist in 1970, who cosmetically returned it to its Ecurie Ecosse livery.

The car was purchased by Martin Morris in 1971 and would remain with the Morris family for over three decades. A comprehensive two-year restoration was commissioned in 1986. In 2000, Morris's son assumed control of the C-Type's care. A short time later, it was sold into American ownership, from whom it was acquired by the current caretaker. Since then, it was been given a proper renewal to 1953 Le Mans specifications.

by Dan Vaughan

Roadster
Chassis number: XKC-050
Engine number: E1049/8

The Jaguar XK120-C, or C-Type as it became known, was built by Jaguar from 1951 to 1953. A total of 53 were built, 43 of which were sold to private owners.

Jaguar C-Type with chassis number XKC-050 was finished in British Racing Green, body number K-1050, and engine number E1049/8. It received registration ZU 2357, and just a month later it was entered in the 1953 Tourist Trophy at Dundrod near Belfast in Ireland, a World Sports Car Championship event. Kelly and Jack Fairman drove XKC-050 on September 5th to 2nd in Class and 7th overall. Six days later, the C-Type was entered by Kelly in the Irish circuit known as The Curragh, for the Wakefield Trophy race, where Kelly finished 2nd overall. A day later, it raced in the O'Boyle Trophy Handicap to a 5th place overall finish.

For the 1954 season, Kelly raced it in July at the Leinster Trophy event held at Wicklow, where he finished in 2nd place overall. A week later it raced at Carrigrohane in Cork, Ireland, and brought home a 3rd place finish. In August, Kelly and XKC-050 returned to The Curragh to compete, with another 2nd place finish in the Wakefield Trophy. It placed 3rd overall in the O'Boyle Trophy Handicap event.

Driving duties were entrusted to Joe Flynn and Torrie Large for the 1954 Tourist Trophy in Dundrod, and against very stiff competition, finished 13th overall.

In 1955, the C-Type raced at Oulton Park in Cheshire, England, for the British Empire Trophy. During the race, Bob Berry drove his XK120 into the back of Kelly and XKC-050, forcing a rather severe accident to the coachwork.

Kelly retired from racing and sold the C-Type to Paul Emery. C. Unsworth is also recorded as a mid-1950s owner. Around this time, the car was rebuilt and refinished in bright red. From there, the car made its way to the Wayside Garage in Rusper, West Sussex, run by Alan Mann and Roy Pierpoint. It is known that Alan Mann raced a C-type early on in his career, and it is likely XKC-050 is that very car.

Keith Jeans purchased XKC-050 from the Wayside Garage in 1959 and registered it as 333 GMT. Along with road use, Jeans raced the car at Wiscombe, Brighton and Weston-Super-Mare with some success, receiving multiple class wins.

David Harvey of Surrey, England was the car's next owner and retained it until 1965 when it was sold to Jeremy Broad of Warwickshire, England, before being passed to Bryan Corser of Shrewsbury. Mr. Corser commenced a two-year rebuild of the C-Type, and upon its completion it received registration SVM 737. In 1983, the XKC-050 was offered for sale by DK Engineering, at which time Bob Baker of Omaha, Nebraska, purchased the car. The car was restored prior to its arrival in the US. In 1984, the C-Type was bought by the previous owner.

In 1985 the Jaguar was sent to Phil Reilly & Company for complete restoration as needed. After the work was finished, the car was taken to the Kansas City Grand Prix with David Love given driving duties. The car also competed at the St. Louis Grand Prix and the Monterey Historics. It ran the 1986 and 1987 Mille Miglia, then the 1987 Monterey Historics, and then back to the Mille Miglia in 1989.

Along with several appearances at the Monterey Historics, it has competed at the Coronado Festival of Speed, Lime Rock Historic Festival, Wine Country Classic, Goodwood Revival Meeting and Monaco Historique Grand Prix. The car has additionally participated in numerous Colorado Grands, Copperstate 1000s, California Milles and the Japan Mille Miglia, and C- and D-Type Jaguar Tours.

The engine was removed from the car in 1997 and rebuilt by Intrepid Motorcar Co. in Sparks, Nevada. The engine was fitted with the standard dual SU carburetor set up and placed on a display stand. The engine currently installed is a proper type motor, specified for racing with the triple Weber combination, built in 2011 by John Anderson Racing.

In 2010, the C-Type was given a complete chassis overhaul by Thomas Vintage Motors of Boulder, Colorado.

by Dan Vaughan

Roadster
Chassis number: XKC051

After an unsuccessful 1952 Le Mans campaign, Coventry's engineers realized that the C-Type needed a few upgrades to remain competitive, including triple Weber carburetors, high-lift cams, revised Panhard rod rear suspension, and, most notably, four-wheel Dunlop disc brakes. A final run of three lightweight Works cars, each wrapped with thinner-gauge magnesium alloy coachwork and with all of the above improvements to boot, were developed to compete at Le Mans in 1953. Chassis XKC 051 is the first of those final three lightweight C-Types built, representing the peak of development for the model.

This Jaguar C-Type won Le Mans in 1953, driven by Tony Rolt and Duncan Hamilton, completing 304 laps at an average speed of 100 mph - a first for the Le Mans race. This result finished a 1st, 2nd, and 4th finish for C-Types that year (2nd was piloted by Stirling Moss / Peter Walker) and furthered the model's eminence as a superlative racer. Wrapped in thinner-gauge alloy coachwork than its predecessors, and sporting three Weber carburetors and four-wheel disc brakes, the C-Type was unbeatable. XKC 051 also finished with an average speed of 105.85 mph, the first car to average over 100 mph, an improvement of some 10 percent over the previous highest average speed.

XKC 051 continued to compete throughout the mid-1950s with Jaguar and later Ecurie Ecosse, as well as by privateers Bill Smith and Geoffrey Allison. In 1957 the C-Type was sold to Miles Brubacher of California, who kept it for over a decade, using it as a road car and restoring the bare chassis before passing it in 1968 to the famed American sportsman and racing legend, Briggs Cunningham, for display in his famed museum in Costa Mesa. So impressed was Cunningham with its engineering that he displayed the Le Mans-winning C-Type without its coachwork as restored by Brubacher. In 1986, XKC 051's story came nearly full circle when it was acquired by Duncan Hamilton's son, Adrian. The younger Hamilton continued to enjoy his father's former Le Mans winner for the ensuing decades as a vintage racer, with new coachwork, while carefully preserving the original body in storage.

The current caretaker, recognizing its significance, treated the car to a sympathetic restoration. Based on previous collaboration, Chris Keith-Lucas and the specialists at CKL Developments were entrusted with this task which has resulted in a car that is correct, retains all of its original major components, including virtually all of the original magnesium alloy coachwork, and represents the ultimate development of the Jaguar C-Type, which set the stage for all future Le Mans winners to come.

This C-Type remains one of the most significant racers from the Jaguar stable.

The Jaguar C-Type was produced from 1951 to 1953 with an estimated 54 being produced. After a team of Jaguar XK 120C, the 'C' representing 'competition', vehicles had an excellent showing at LeMans, William Lyons commissioned a car to be built that could contend for the overall victory. Malcom Sayer designed the aerodynamic body and Bob Knight was responsible for the lightweight, multi-tubular, and triangulated frame. The body panels were constructed of aluminum. The mechanical components borrow heavily from the Jaguar XK120. Under the bonnet was a modified twin-cam, straight six engine. Horsepower had been increased from 160 to 205. All non-essential items were removed in an effort to reduce the overall weight. Nearly a thousand pounds was shed.

Later versions of the C-Type received extra modifications including disc brakes, reduced weight, and engine improvements. The engine was fitted with twin-choke Weber carburetors and high-lift camshafts.

The Jaguar C-Type made its LeMans debut in 1951. When the checkered flag dropped, it was a C-Type driven by Peter Walker and Peter Whitehead in first place. This is an astonishing accomplishment and a true testament to the capability of the car and drivers. The legendary Stirling Moss was also driving a C-Type but unfortunately was forced to retire prematurely due to mechanical difficulties.

In 1953 a modified C-Type repeated its accomplishment by winning again at LeMans. It was driven by Duncan Hamilton and Tony Rolt.

by Dan Vaughan