Lot details
Registration No: BOX 878
Chassis No: 18003
Mot Expiry: April 2009

Among the first of William Lyons' creations to utilise the Jaguar name, the SS Jaguar 100 entered pre-production in October 1935. Although derived from its SS 90 predecessor, the newcomer benefited from a host of mechanical and stylistic improvements. Based around a cruciform-braced box-section chassis equipped with all-round semi-elliptic leaf-sprung suspension, rod-operated Girling drum brakes and an underslung back axle, the rakish two-seater was powered by a 2663cc straight-six engine allied to four-speed manual transmission (with synchromesh on 2nd, 3rd and 4th gears). Developed by Harry Weslake, its cross-flow overhead valve cylinder head was fed via twin SU carburettors (rather than twin RAG ones). Credited with developing some 104bhp @ 4,600rpm, the '2.5 litre' SS 100 was reputedly capable of 0-60mph in 12.8 seconds and 96mph. Treated to a revised shock absorber set-up, enhanced steering gear and new Dunlop wire wheels, it went faster and handled better than any previous SS model. Dynamically honed by chief engineer William Heynes and marketed as being "primarily intended for competition work and sufficiently tractable as a fast tourer without modification", the first Jaguar sports car enjoyed a successful racing / rallying career including victories on the 1936 International Alpine Trial, 1937 RAC Rally (manufacturer's team prize) and 1948 Alpine Rally.

From September 1937 onwards customers could specify a larger 3485cc engine which also boasted a stiffer chrome-iron crankcase, six individual exhaust ports and steel connecting rods. Notably more powerful and torquey (125bhp @ 4,500rpm), it allowed the SS 100 to sprint from 0-60mph in 10.4 seconds and on to 101mph. Among the most revered of all pre-WW2 sports cars, the Jaguar's appeal had as much to do with aesthetics as class-leading performance. Styled by Sir William Lyons, there was a confidence, even brashness, to its lines that belied the fact that the SS Cars Ltd concern was only five years old. From its extravagant front wings that peaked almost level with the low bonnet line to a sharply sloping tail (complete with prominent spare wheel and fuel filler) via the dual-cowl dashboard, the two-seater mixed musculature and flamboyance in equal measure. Disarmingly compact for all its curves, the Jaguar employed an 8ft 8in wheelbase, 4ft 6in track and weighed in at a lithe 23cwt. Essentially hand built, the SS 100 was very much a halo model intended to add prestige and boost showroom traffic. A true motoring icon, it remained in production until September 1939 by which time some 190 2.5 litre and 118 3.5 litre cars are thought to have been sold.

According to its accompanying Jaguar Daimler Heritage Trust Certificate, this particular example, chassis number 18003, was despatched to supplying dealer P.J. Evans of Birmingham on 17th April 1936. Swayed by the notion that the SS 100 was "primarily intended for competition work", first owner Paul Marx of Buxton had placed his order at the previous year's Motor Show and grown somewhat impatient over the intervening months. A historically significant motor car, chassis 18003 has the distinction of being not only the third SS 100 built but also the first Jaguar known to have raced in America. Accompanying Marx across The Pond, it participated in three Automobile Racing Club of America (ARCA) events during 1938. A forerunner to the Sports Car Club of America (SCCA), ARCA had been founded five years earlier by Sam, Miles and Barron (Junior) Collier. The sons of advertising magnate Barron Collier Senior, they created a twisting three-quarter mile circuit - known as the Sleepy Hollow Ring - on the family estate at Pocantico Hills, nr Briarcliff, New York. Intended to promote 'European Style' racing the Ring was one of several ARCA venues from New England through to Pennsylvania. An exclusive organization, the Club counted the likes of Briggs Cunningham and stylist Bill Mitchell among its members but refused to join forces with the American Automobile Association (AAA).

The accompanying history file alludes to correspondence between Paul Marx and William Lyons via the following extract: "Having written so many impatient and hasty letters while waiting for my Jaguar '100', I somehow feel urged to write to you, on completion of 9,000 miles, a slight appreciation of the car. The performance rose far above my expectations and fully justified my confidence in giving the order at the last show without having a trial run". Chassis 18003 certainly gave a good account of itself against the various Ford V8 Specials, six-cylinder MGs and Bugattis fielded by regular ARCA members. Entered for the New London TT (a combined Tour and Trial event run in Connecticut) on July 10th - 11th 1938, the black hued roadster finished third overall; the ARCA Annual Review magazine commenting that car and driver had done well "in the first test which stressed roadholding, driving accuracy and principally acceleration". The same publication noted that Marx had set the fourth fastest time (13 minutes 22.6 seconds) for the 'Climb to the Clouds' ascent up Mount Washington, New Hampshire on July 24th 1938 despite "playing the slot machines all night and keeping everyone else awake". The Jaguar's last Club outing was the Alexandria Bay 'Round the Houses' race. Run to ARCA's 'GP rules' (no lights or wings) and over closed-off public roads, it attracted a crowd that was estimated at four times the town's everyday population. Somewhat over-handicapped, Marx pushed chassis 18003 to the limit but was forced to retire on lap forty-four with overheating and an electrical fault. Hailed by the Annual Review as a "game" if somewhat "fierce" competitor, the Englishman accumulated enough points from his three outings to take seventh place in ARCA's 'Season's Cup' standings just above the Bugattis of W. Gerner and R. Fuller.

Doubtless conscious of the war clouds gathering over Europe, Marx returned to the UK sometime thereafter bringing the SS 100 with him. Unfortunately only one of the pair survived the conflict with Marx thought to have lost his life during a 1942 bombing raid. Indeed, little is known of the Jaguar's history between 1938 and 1962 when it was acquired by Tom Neves, an American serviceman stationed in Bedfordshire (though, there is a suggestion among the paperwork on file that chassis 18003 spent at least some of those missing years with a Roy Boulter of Middlesex). Having advertised for a SS 100 in The Exchange and Mart, Neves went to see several before settling on chassis 18003. A non-runner which still sported the bumpers and Lucas P100 headlights it had acquired in America, the two-seater was offered for sale with a spare SS Jaguar 3.5 litre engine. Following in the footsteps of Ian Appleyard (and many others) whose famous Alpine Rally winning SS 100 'LNW 100' had been upgraded from 2.5 litre to 3.5 litre power, Neves had the more potent unit installed together with larger SS Jaguar front brakes. One of just two cars that Neves chose to take back to the USA (the other apparently being a Rochdale), chassis 18003 was shipped to Chicago and then driven to its new home in Mount Pleasant, Iowa. Reputedly the cause of numerous accidents, the ex-serviceman recalled how "Every time I pulled into a gas station, I would hear a crash from other car drivers who simply could not take their eyes of that beautiful Jaguar".

Listed in the first edition of the Classic Jaguar Association's SS 100 Register (1971), chassis 18003 was bought from Neves by Bill and Jane Locke of Indiana during July 1970. Recounting their time with the Jaguar, Bill Locke told how "during the dozen years that had the car we drove it extensively, although it was pretty run down. It went well and was 'mighty peppy' for its vintage. We raced it at SCCA Solo 2 Blackhawk Farms racetrack, Illinois on 30th May 1971 with Jane driving. This was after all my wife's car". Sold by the Lockes to Ed Martin of New York in November 1982, the two-seater passed into the hands of a British collector some seven years later. Entering the current ownership via Brooks' 1993 Goodwood Festival of Speed auction where it appeared stripped of paint and some fittings, chassis 18003 was subsequently entrusted to Beaufort Restoration Services (UK) Ltd. The subject of a comprehensive refurbishment programme that saw attention paid to its chassis, engine, gearbox, back axle, steering, suspension, electrics, instruments and brake system, the Jaguar further benefited from a new ash frame and replacement wings (the latter supplied by Terry Rowing of TRAC Engineering). While, the body tub was reskinned in-house using the original panels as templates (though, some of the factory 1936 metalwork proved salvageable). Finished in its build sheet livery of black with maroon leather upholstery, the SS100 took part in Louis Vuitton concours events at the Parc de Bagatelle (Paris) and Hurlingham Club (London). Still sporting Lucas P100 headlights in recognition of its American sojourn, chassis 18003 also plays host a black mohair hood, sidescreens, aeroscreens and tool kit. Starting readily upon inspection and showing an indicated 3,240 miles to its odometer (the distance covered since rejuvenation), this important SS 100 is offered for sale with history file (including a letter from Lofty England), Jaguar Daimler Heritage Trust Certificate and assorted restoration invoices.