This 1960 Jaguar Mk2 likely one of the last Coombs & Sons (Guildford) Limited modified cars, authenticated by Ken Bell of Coombs. Modifications took place between 27 January & 22nd May 1967.

 

I love the look of that car. Thanks for sharing the pictures.
I thought that the bonnet louvers were essentially the same as the E-Type welded in pieces on the early cars. I didn't realize they were more of a triangular shape and not the E-Type rectangle.

 

Of course for racing they ran wider rims & tyres.





This example now belongs to the Jaguar Heritage Driving Experience

 

COOMBS MK 2;

The Guildford Jaguar dealers Coombs and Sons had started modifying cars for racing in 1958 and had built three competition machines out of early 3.4-litre models. By 1960, they made the benefit of their experience available to customers, and over the next seven years they modified between thirty and forty Mk 2s for customers. Most of the Coombs Jaguars were 3.8-litre models, although a handful of 3.4s were also converted. Essentially, the Coombs conversion consisted of an uprated engine matched by steering and suspension modifications, but the company offered a menu of options from which customers could choose what they wanted. Options included an additional fuel tank, a wood-rim steering wheel and a chromeplated boot rack. Coombs would also modify the rear wheel arches, removing the spats and making up rolled edges to match the profile of the front wheel arches. The primary objective of this was to improve access for wheel changing during motor-sport events, but the modification improved the appearance of the car so much that it is surprising Jaguar themselves did not adopt the modification for production cars.

Not all the Coombs cars had the same state of tune, but the typical engine had 9:1 compression pistons, a lightened flywheel, and a different carburettor air-intake system. The whole bottom-end assembly would be balanced, and the cylinder head would be gas-flowed. A 3.8-litre saloon with a full set of Coombs modifications was claimed to be fast enough to keep pace with a 3.8-litre E-type up to 100mph (160km/ h).

Coombs modified one S Type to full spec.

credit: James Taylor.

Other research shows they had 2" carbs & a modified free flow exhaust.

 

Wider wheels of course and not chrome.

 

Yep! Generally stove enameled silver.

 

However. As these were essentially one-off cars to customer order (this one for road use only). I'm quite sure that Coombs would fit whatever wheels the customer wanted. While I see no good reason to waste money on chrome for racing and possible worries of hydrogen embrittlement of chrome spokes where there are processes to mitigate. I'm sure Coombs would oblige the customer's wishes.

 

It's a very nice car that has had an excellent restoration. The only point that I could nitpick (which I'm very good at with Mk2s) might be the bottoms of the front wings just ahead of the A-posts. I love the spatless rear wheels; it makes the Mk2 look the sports machine that it was. I'm sure that Jaguar would have adopted it for the GT version if it had made it to production. I don't think that the bonnet louvres are original Coombs, more likely the work of a later restorer. As I recall, it wasn't such a frequent modification and they were a rectangular layout, as already mentioned. I believe they were cut out of ex-WD metal lockers and when Coombs' supply ran out so did the option.

 

Ken confirms that the above louvres were fitted by the Coombs Surrey Workshops but not popular & very late from stuff I've saved over the years. (I'm more than happy to be corrected)

However ~ quote:
Ken Bell puts the record straight on the louvres of Mk2 Jaguar bonnets.
(Contrary to popular myth, very few original Coombs MK2 Jaguars actually had louvred bonnets)




"Of all the modifications carried out at Coombs, this was probably the least popular.

The louvres were long and narrow, and situated close to the stiffening rib that runs beneath the centre of the bonnet.
Riveting the louvred panels into place interfered with the bonnets strength, which you couldn't help but notice whenever you opened or closed one.
It also meant that whenever it rained the 'V' of the cylinder head would fill with water, soaking the plugs and H.T. leads.

Louvred bonnets were NEVER fitted to race cars.

Only 4 or 5 were made and - as far as I'm aware - only one original still exists. [of the straight louvres]

The more common E Type-style louvres fitted to cars in more recent years (like those on Grant Williams Mk1) are more practical, and probably more attractive too, but are definitely not Coombs bonnets."


Ken Bell
Former Coombs Employee


Some points to note if you do decide to fit bonnet grills to your Mk2


Apart from fitting bonnet vents for cosmetic reasons they are normally fitted to help reduce the heat in the engine compartment, cylinder No 1 (nearest the bulkhead) tends to run hotter than the rest.

Modern modifications have been made to the bonnet vents by fitting a plate, under the newly formed vents, on the inside of the bonnet to channel the water away from the engine and air intakes.

If your engine is running hot and you feel you need bonnet vents, you probably need to check your cooling system and timing first.
Ken clearly points out they were not a sought after Coombs modification.

On behalf of fellow enthusiasts, many thanks for your guidance Ken!


So while there were very few genuine Coombs louvered bonnets there are many fake ones. So I think it fair to say that you are generally correct Peter. I'm not a Mk2 specialist like you. I think I know the S Type backwards & I'm still learning after over 30 years of ownership & research.

(I came across these having dumped them in a file at some time.)

BTW ~ I understand that the extra fuel tank was mounted in the spare wheel well.

When you say the "GT" version of the car do you mean the aluminium engined triple carb car? Of which one was built by the Jaguar Racing Dept. Idea scrapped and car returned to standard & sold.

 

For the GT version of the Mk2, I don't know exactly what I mean. I've seen it mentioned once or twice in books and articles. As I recall, there were memos between Heynes and his colleagues listing possible modifications beyond the standard Mk2, but little on a real car in the metal. Peter Wilson describes the only prototype Mk2 GT in his book 'Cat out of the Bag'. That car had a lot of the features of the racing Mk2s of the time such as stiffening and strengthening of the rear structure. In addition, there were triple SUs, a straight port cylinder head, auxiliary fuel tank, aluminium doors and bonnet (louvered - ouch!). It sounds like an homologation special intended to allow more possibilities for the saloon racers. It was registered as 1628VC and is still on DVLA records. My suspicion is that the ultimate, road going Mk2 GT existed more as a concept in William Heynes' head. Most likely, it all came to a halt as Sir William wanted Jaguar to avoid too much of a boy racer image. I've a suspicion that Jaguar's design, projects and model development process in those days was, if not whimsical or accidental, not particularly planned. One project merged or grew into another. Fortunately, it produced a few wonderful results. But, some amazing might-have-beens never reached completion.

Louvres - it's no secret that I don't like them. Put in without a lot of experiment or simulation, they may do nothing good for aerodynamics or lowering under bonnet temperature of a car in motion. At standstill, which is often the worst condition, they will help to release hot air, but at the cost of unknown effects at speed, providing yet another rust trap, and dripping rain onto the ignition electrics and onto our beautifully polished cam covers .. . As for lowering the temperature around cylinder 1, well, the XK engine is actually water-cooled. After water, the oil system will contribute a bit, especially to redistributing heat around the engine. When louvres and vents improve engine cooling, it's because they increase the air flow through the radiator rather than direct heat transfer from the engine to the surrounding air.

 

Thank you Peter. The only car I know of was the one-off, built for racing, with triple carb straight port head, modified inner arch & aluminium block etc. ~ then Lyons lost interest in running a factory/works team & the project was scrapped. I don't have your Jag collection of books. My book collection revolves around S Types & Aston Martin. (always wanted to restore a DB6). Huge Aston book collection. Been fascinated with Aston since being a schoolboy.

Totally concur re cooling!

 

Love that car! What a fabulous resto. I’ve seen a few Coombs tribute cars, but seeing the real deal is something special. I’m not a big fan of the bonnet louvres either. But it wouldn’t put me off buying one (when that elusive Lotto win comes in). I’m actually quite suss of any openings in a bonnet, after a Ford Territory Turbo (Aust only model) I once owned rusted solid it’s middle spark plugs, from rain getting in through the Intercooler’s bonnet slot. I don’t know if that would be a problem with those louvres. But I’d be wary of parking it in the rain. Actually, if I owned one, it’d never see rain!
PS I just read the comments of Ken Bell in Glynn’s post. So rain definitely would be a problem with the louvres. I think I’d be looking to fit a non louvred bonnet, if I’m ever lucky enough to own one.