|Production||1966 (1 produced)|
|Body and chassis|
|Engine||5.0 L DOHC V12|
|Successor||Jaguar "Group 44" V12 E-Type|
Jaguar XJ13 at Goodwood Festival of Speed 2009
|Problems playing this file? See media help.|
The Jaguar XJ13 was a prototype racing car developed by Jaguar to challenge at Le Mans in the mid-1960s.
It never raced, and only one was ever produced. The car has not been officially valued, but a £7 million bid for it was declined by the owners in 1996.
Jaguar had considered the manufacture of a DOHC V12 engine as far back as 1950, initially for racing purposes, and then developing a SOHC road going version, unlike the XK which was designed as a production engine and later pressed into service for racing. 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. The first engine ran in July 1964.
The idea of a mid-engined prototype was first mooted in 1960, but it was not until 1965 that construction began, with the first car running by March 1966. The aluminium body was designed by Malcolm Sayer, the aerodynamicist responsible for the Jaguar C-type, D-type, E-type and XJS, who used his Bristol Aeroplane Company background to build it using techniques borrowed from the aircraft industry. The task of building the car was entrusted to Bob Blake - described by his contemporaries as "An Artist in Metal". William Heynes recognised as early as 1964 that a car such as the XJ13 really needed a top-flight race driver to help develop it. There is some evidence to suggest that Jack Brabham had been approached in this respect but, in the end, the former Jaguar apprentice - David Hobbs - was recruited as the XJ13's main test driver. In 1969 Hobbs was included in a FIA list of graded drivers which was an élite group of 27 who were rated the best in the world. Hobbs achieved an unofficial UK closed lap record with the XJ13 which stood for the next 32 years. The XJ13’s main test and development driver, Hobbs, was joined at Silverstone for the XJ13’s final test at full racing speed by another top-flight racing driver (and ex-Jaguar apprentice) Richard Attwood("Dickie" Attwood - a Le Mans winner).
The front suspension wishbones were similar to that of the E-Type, however where the E-Type used longitudinal torsion bars, the XJ13 had more conventional coil spring/damper units. At the rear there again remained similarities with the E-Type—the use of driveshafts as upper transverse links—however the rest was quite different, with two long radius arms per side angling back from the central body tub together with a single fabricated transverse lower link.
The development of the XJ13, although treated seriously by the designers, was never a priority for company management (despite assistant MD Lofty England's Le Mans success in the 1950s), and became less so following the 1966 merger with BMC. By that time Ford had developed the 7.0 litre GT40, and so the XJ13 was considered obsolete by the time the prototype was complete. 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.
In 1971 the Series 3 E-type was about to be launched with Jaguar's first production V12 engine. The publicity team wanted a shot of the XJ13 at speed for the opening sequence of the film launching the V12 E-Type. On 21 January 1971, the XJ13 was taken to MIRA for the filming with Jaguar test driver Norman Dewis at the wheel. Unfortunately, a rear tyre (which had been plugged to cure a slow leak) deflated at speed, the car rolled heavily and was nearly destroyed although Norman Dewis was fortunately unharmed. The wreck of the car was put back into storage.
Some years later, Edward Loades spotted the crashed XJ13 in storage at Jaguar and made the offer to 'Lofty' England that his company Abbey Panels should rebuild the car. The car was rebuilt, to a specification similar to the original, using some of the body jigs made for its original construction and at a cost of £1000 to Jaguar. In Jaguar's own words, "The car that can be seen today is not an exact reproduction of the original."  The XJ13 finally made its public debut in July 1973 when 'Lofty' drove it around Silverstone at the British Grand Prix meeting and it is now displayed at the Heritage Motor Centre Museum at Gaydon in the UK.
- Frankel, Andrew (October 1, 2006). "The finest Jaguar that never was". The Sunday Times (London).
- Swales, Neville (October 21, 2011). "How many quad-cam V12s were built and where are they now?". www.xj13.eu (UK).
- Swales, Neville (October 21, 2011). "Designing the XJ13". www.xj13.eu (UK).
- Swales, Neville (October 21, 2011). "Bob Blake - "An Artist in Metal"". www.xj13.eu (UK).
- "Jaguar Heritage Trust - XJ13". UK. 2000.
- XJ13 page at the Jaguar Daimler Heritage Trust
- The finest Jaguar that never was Andrew Frankel of the Sunday Times tests the Jaguar XJ13
- A personal XJ13 blog that contains unpublished and original material concerning the development of the XJ13 prototype V12
- The full story of the legendary Jaguar XJ13 A site devoted the to the XJ13
- 3D representation of Jaguar XJ13 - post-rebuild
|Jaguar Cars road and race car timeline, 1940s–1970s — next »|
|Sports||XK120||XK140||XK150||E-type S1||E S2||E-type S3||XJ-S|
|Saloon||Mark 1||Mark 2, 240, 340|
|420||XJ6 S1||XJ6 S2|
|Mk IV||Mk V||Mk VII||Mk VIII||Mk IX||Mk X||420G||XJ12 S1||XJ12 S2|
|Racing||C-Type||D-Type||E-Type||XJ13||XJ-C||XJ41 / XJ42|