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Record Creation: Entered on 25 October 2008.

Database Updates: Show dataplate edits


Car History



The Jaguar factory experimental department spent a great deal of time in 1955 developing an independent, de Dion, rear suspension. They felt that the Salisbury solid rear axle had limitations in it’s ability to translate power to the rear wheels. In addition the experimental department had been working on fuel injection for petrol delivery. They found that the Lucas mechanical fuel injection unit offered a little more torque and significant gains in fuel consumption over the standard specification triple Weber 45mmDCO3 carburetors. So as the specification for the 1956 Jaguar works team cars was developed it was decided to incorporate these 2 new innovations into the first car to be built. In January of 1956 XKD604 was the first of 6 D-Type longnose works team cars to be constructed.8 XKD604 would become the only D-Type to incorporate the de Dion independent rear suspension in it’s original build specification.7,8,9 Additionally Lucas mechanical fuel injection was also specified for XKD604’s initial construction.9 XKD604 was then extensively tested by the experimental department to evaluate whether or not these new innovations would substantially improve the D-Type’s competitive edge. A copy of one of Norman Dewis’ (Chief Vehicle Proving Test Engineer for the Jaguar factory) test reports on XKD604 is included in the appendix section as Attachment 2. Five more longnose works team cars were built in February and March of 1956 completing a total of 6 longnose D-Types to be constructed in 1956 for use by the Jaguar factory racing team.7,8

The first competitive outing for XKD604 came at the Daily Express Silverstone event May 5, 1956. The Jaguar factory entered XKD604, race-number 3 Desmond Titterington driving, in the Daily Express International Trophy race along with XKD603, race-number 2 driven by Mike Hawthorn, and XKD504, race-number 4 driven by Jack Fairman.13 For this maiden competitive event XKD604 was still equipped with it’s de Dion independent rear suspension, making it the only D-Type to be raced with an independent rear axle.6,7,8,9 However the length of the Silverstone race did not warrant using the still novel Lucas mechanical fuel injection over the tried and true Weber carburetors so, at the last minute, XKD604 was given a carbureted engine for the race.9 Installation of the D-Type engine dictates that this is done with the transmission assembled as one unit together with the engine. It is then expected the fuel injected engine and it’s transmission were swapped out for a carbureted engine and transmission of tested and proven compatibility. With this new engine/transmission specification completed XKD604 was taken to the May Silverstone event.

* The numbers following certain sentences in the text of this attestation refer to the respective Attachments provided at the end of this document.

To review the history of the Silverstone Daily Express event I am attaching the reports of the race from 4 different books6,7,8,9 and 2 magazines11,12 along with a letter from Norman Dewis,1 as well as a listing of the entries and finishing details provided by the website “World Sports Racing Prototypes.”13 Additionally I am also attaching copies of 12 pictures.20,21,22,23,24,25,26,27,28,29,30,31 Picture Attachment 20 and 21 are of XKD604 as used in practice the day before the race on May 5, 1956. In these pictures Mike Hawthorn is clearly driving a longnose Jaguar D-Type, race-number 3, registration number 032RW. This particular car, number 3, was assigned to Desmond Titterington to drive for the Silverstone race meeting. For this Silverstone event Mike Hawthorn was assigned D-Type XKD603, race number 2, registration number 774RW. As evidenced by the picture, Hawthorn drove XKD604, race number 3, registration number 032RW, during practice to revaluate the independent de Dion rear suspension in order to compare it to the solid axle car he was assigned.7,20,21,22

Apparently the Aston team, especially Roy Salvadori, saw Hawthorn in car number 3 during the practice and linked Hawthorn to that race number. The next day during the race Salvadori, as related by Roy Salvadori in a magazine article interview,11 saw car number 3 closing on him from behind and made the mistaken assumption of thinking that Hawthorn was in car number 3 and pushed the issue of preventing “Hawthorn” (actually Titterington) from trying to pass him.6,9,11 The result was the ensuing accident involving Titterington, driving car number 3, the de Dion axle XKD604, and a couple of other cars. The damaged D-Type, race number 3, can be seen on the side of the road after the accident in pictures marked Attachments 27, 28, 29, 30, and 31. Very clearly the damaged car in these pictures is number 3, the Jaguar driver that was out of the race due to this accident was Desmond Titterington, and the car was XKD604 with the de Dion axle, registration number 032RW. Hawthorn continued on in the race for a while, missing involvement in the accident, driving his assigned car Jaguar longnose D-Type, XKD603, race number 2 (Hawthorn passing the damaged XKD604, race number 3, Attachment 31). He was to later retire with a DNF after 17 laps. This account, and accompanying documentation, clearly substantiates XKD604 as being the de Dion axle car that was built in January 1956 by the experimental department.1,6,7,8,9

In Summary:

  1. XKD604 was built with a de Dion independent rear suspension.1,6,7,8,9

  2. XKD604, registration number 032RW, race number 3, was driven by Mike Hawthorn in practice a day before the Silverstone Daily Express race held May 5, 1956.

  3. Jaguar longnose D-Type XKD604, registration number 032RW, race number 3, was driven by Desmond Titterington at the 1956 Silverstone Daily Express meeting on May 5, 1956.1,6,7,8,9,11,13

  4. Mike Hawthorn drove Jaguar longnose D-Type XKD603, registration number 774RW, race number 2, during the Silverstone Daily Express race May 5, 1956.6,7,9,13

  5. Jaguar D-Type, race number 3, XKD604, with Desmond Titterington driving, was involved in an accident while competing in the Silverstone Daily Express meeting May 5, 1956 and was eliminated from competition as a result of that accident.1,6,7,8,9,13

  6. Mike Hawthorn, driving Jaguar D-Type, XKD603 registration number 774RW, race number 2, drove for 17 laps of the race, was not involved in an accident, and retired due to a mechanical problem prior to finishing the race.6,7,9,13

As evidenced by the photographs taken at the race XKD604 was not severely damaged27,28,29,30,31 sustaining injury to the right rear suspension and bodywork as well as slight to moderate damage to the bonnet.1,1b The damage to XKD604 was certainly not severe enough to warrant “writing the car off” and was easily repairable as evidenced by testimony from Norman Dewis, Chief Vehicle Proving Test Engineer and in-charge of the Jaguar factory experimental department at the time.1,1b Most of the car was untouched by the accident leaving it’s mechanicals intact.4 As the Jaguar experimental department had 5 other team D-Types to utilize in their final race meeting of the year, Le Mans 1956, there was no real need or desire to repair XKD604 to running order at the time.1b The frugal William Lyons had already decided that 1956 was the last year for the Jaguar factory D-Type racing effort, and that Le Mans would be the last race for the season, therefore he certainly would not justify the repair expense for a car he felt redundant to the racing program he was shutting down.1,1b

The June 1956 Le Mans event was the last competitive outing for the Jaguar factory racing team and the 1956 team cars were retired. At season’s end XKD603 and XKD606 were sold to the Scottish Ecurie Ecosse racing team. XKD604 was also sent along to Ecurie Ecosse with the former longnose works cars (as evidenced by Norman Dewis’ written and verbal communication provided in Attachment 1 and 1b). The catastrophic Jaguar factory fire of February 1957 meant that all of the tooling to produce Jaguar D-Types was lost. The fire spelled the end of the famous D-Type.

XKD604 remained in storage at Ecurie Ecosse until after the team had closed it’s doors for competition. A Scotsman by the name of Jim Tester learned of the parts to XKD604 still existing in the warehouse of the famous Scottish privateer racing team. He made arrangements to acquire XKD604 in the early 1970’s, beginning restoration of the parts with the intent to restore the car to original specification. During the early 1980’s he contacted Michael Fisher of Britain to solicit his interest in purchasing and completing the restoration of the longnose Jaguar works car. Mr. Fisher related seeing XKD604 for the first time describing it as if a Jaguar works car had exploded all over the floor of the building on Jim Tester’s property.3 The main chassis frame, rear sub-frame, engine block, engine parts including the wide angle head and Lucas fuel injection unit, radiator, radiator header tank, brakes, transmission, gauges, switches, lights, wheels, deDion rear axle (with D-type wheels still fitted), front suspension and hubs, fuel filler caps, etc., etc., etc. were spread all over the floor (a sampling of the parts are shown in pictures noted as Attachments 32, 33, 34, 35, 36, 37). Of particular note are the stamped main chassis frame (XKD604), the transmission (GBD182), and the chassis ID plate with proper markings for XKD604 found with all of these other original D-type items. Michael Fisher also noted that many of the items were recognizable as specifically D-Type works team specification. The brakes are of a particular Jaguar works team D-Type design.32 The radiator header tank is also of a configuration specifically found on the Jaguar D-Type works cars.34

Michael Fisher first entrusted Jim Tester to complete the restoration of XKD604 in about 1985/1986. Several years of restoration ensued and Mr. Fisher, frustrated with the speed at which the restoration was proceeding, decided to remove the car from Jim Tester’s supervision and entrusted it to Chris Keith Lucas of LYNX Engineering to finish the restoration process. The car was finally completed in 1992 but by this time Mr. Fisher had fallen prey to the financial collapse of the early 1990’s and had to reluctantly let XKD604 go.3 Landhurst Leasing, represented by Paul Baber, then undertook the sale of XKD604 on the behalf of the financial receiver’s. An American, Tom Armstrong, acquired XKD604 in 1993 and exported it to his home in the United States.8 Subsequently Greg Johnson purchased XKD604 from Tom Armstrong in 2004.

In Summary:

  1. XKD604 was built as a longnose works team car by the Jaguar factory experimental department in January 1956.6,7,8,9

  2. XKD604 was initially constructed with a de Dion rear suspension and Lucas mechanical fuel injection.6,7,8,9

  3. The Jaguar experimental department carried out extensive testing of XKD604 from January 1956 through May 1956.1,2

  4. Jaguar D-Type XKD604 was driven by Mike Hawthorn in practice a day before the May 1956 Silverstone Daily Express event.7,20,21,22

  5. XKD604 was driven as a Jaguar factory team entry by Desmond Titterington, race-number 3, registration number 032RW, on the May 5, 1956 at the Daily Express International Trophy race at Silverstone.13

  6. XKD604 was involved in an accident during the May 5, 1956 Silverstone race and was retired from competition.1,6,7,8,9,11,12,13

  7. Damage to XKD604, incurred at the May 5, 1956 Silverstone race, was not significant and was readily repairable.1,1b,4,28

  8. XKD604 was returned to the Jaguar factory after the Silverstone accident and was not repaired at that time.1,1b

  9. In un-repaired state XKD604 was sent to the Scottish racing team Ecurie Ecosse in 1957, along with works team cars XKD603 and XKD606, as the Jaguar company ceased official entry of D-Type racing cars in competitive events.1,1b

  10. XKD604 remained in the spares store of Ecurie Ecosse until obtained by Scotsman Jim Tester in the 1970’s.3

  11. Britain Michael Fischer purchased XKD604 from Jim Tester in un-restored condition in 1986.3

  12. XKD604 underwent several years of restoration and was finally sold to American Tom Armstrong in 1992.18

  13. XKD604 was purchased from Tom Armstrong by American Gregory Johnson in 2004.


XKD604 was found in the spares store of the Ecurie Ecosse team where it had resided since 1957.1,1b The parts for XKD604 have remained together as evidenced by the presence of the car’s serial numbered parts, i.e. the original gearbox, main chassis frame, and chassis ID plate, all of which are directly attributed to XKD604. All of the other parts that make-up a D-Type have also remained with the car such as the gauges, lights, suspension, etc.32,33,34,35,36,37 Of particular interest is the presence of items which can be directly attributed to a Jaguar works team car, i.e. the special brakes and radiator header tank which can only have come from a Jaguar works team car. The only parts missing from the original XKD604 are the rear and front bodywork along with the passenger tub. Although, during the period from 1957 to 1980 the car was not running, it has remained continuously together in one place with all of it’s important identifying and component parts.

The Jaguar factory stamped the chassis number on the part of the car that they felt gave the car it’s identity.10,4 That part for a D-Type is the main chassis frame.10,4 The main chassis, along with the rear sub-frame, lend support to all of the car’s mechanicals, including the passenger tub.4 The Jaguar D-Type is not of a true monocoque construction. The passenger tub facilitates tying the 2 frames together, but does not support the cars suspensions or any other mechanical parts, it does partially contribute to the integrity of the car and contains the driver/passenger. The importance and contribution of the chassis frames to the overall integrity of the D-Type can be seen in drawings labeled Attachment 16 and 17. The D-Type was, for all intents and purposes, a chassis supported architecture like it’s predecessor the C-Type. When the Jaguar racing team received a car back from a competition event the car was stripped down to evaluate the condition of all of the parts. The engine and gearbox were removed and sent to their respective shops, the chassis was separated from the passenger tub and sent to the chassis area to check for cracks, etc. When the parts were ready to reassemble there was no care taken to mate-up the chassis with the specific tub and engine/gearbox it was built with in the first place. When the main chassis returned from the chassis shop for reassembly whichever tub and other items that were available were utilized to complete assembly of the car.10 There was no regard given to keep the tub, engine, gearbox, etc. associated with the numbered chassis from which they were originally built. All of these parts were ancillary to the main chassis frame and were merely used to complete the car.10 The D-Type as maintained in the experimental department at Jaguar was routinely broken-down, stripped, reduced to the chassis frames then reassembled using the numbered chassis frame as the cars identity. The identity of the car is carried by the stamped main chassis, the part of the car that the Jaguar factory has decided gives the car it’s identity; this fact is agreed upon by all authorities on Jaguar D-Types throughout the world.4,10 XKD604 carries it’s original number-stamped chassis.

The Jaguar D-Type rear sub-frame is not stamped with a number to identify which chassis it was originally built with. However XKD604 sustained identifiable damage in the racing accident at Silverstone in 1956. Specifically, significant damage to the right rear involving the suspension.27,28,29,30 Currently XKD604’s rear sub-frame is in perfect condition except for significant damage repair carried out on the right side. This damage repair is consistent with the type of damage sustained in the Silverstone accident. The rear sub-frame is directly identifiable as the original sub-frame to XKD604.4

The gearbox currently in XKD604 is numbered “GBD182.” The chassis ID plate indicates that the gearbox originally installed in XKD604 was numbered “GBD184.” These facts are specifically consistent with the changes in engine and gearbox that were carried out on XKD604 just prior to the Silverstone Daily Express race in May of 1956.9 Only the Jaguar factory experimental department could have changed gearboxes and provided a replacement that is just 2 numbers earlier from the one originally installed in XKD604.4 This occurred when the original fuel injected engine and mated gearbox were removed just before the May 5, 1956 race and then replaced by a carbureted engine and gearbox combination of known reliability. The gearbox now in XKD604 is an original Jaguar factory D-Type gearbox with original Jaguar factory stampings.4 The gearbox in XKD604 is the gearbox it possessed when the racing incident occurred in 1956 and is therefore considered the original gearbox to this car.

The rear sub-frame and the identifying number-stamped main chassis frame of XKD604 have both been extensively evaluated by Chris Keith Lucas, the known expert in Jaguar D-Types in Europe, and by Terry Larson, the accepted expert in Jaguar D-Types in the United States. Both of them are in full agreement that the rear sub-frame and the main chassis frame are of original Jaguar factory origin.4 To further substantiate the authenticity of these 2 frames they were subjected to specific scientific tests to determine their exact metallurgic content. The make-up of steel alloys has changed and evolved considerably over the years. Additionally, the steel made in one foundry will differ in specific element content to steel from another foundry. Therefore scientifically evaluating the alloy make-up of the steel content in the frames of XKD604, and comparing them to the frames of a known original Jaguar works team D-Type constructed by the Jaguar experimental department, would substantiate the authenticity of their origin.4,5

The frames of XKD604 were sampled in specific areas to be exactly the same areas to be sampled in the frames of XKD403, a known and proven works D-Type constructed by the Jaguar experimental department. Each of the frames were sampled in 2 separate locations and in frame pieces that were exactly the same for each car and of different shape and configuration. One of the areas sampled in the main-chassis frame was the upper attachment point for the right front shock absorber – this frame piece is where the Jaguar experimental department stamped the chassis ID number. An EDX test procedure was employed to compare the samples.5 This specific test in the metallurgic world is akin to the DNA test for humans. The results of the test are facts and are indisputable.4 Attachment 5 contains the engineering report that specifically describes the test and its results. The findings of the test procedure reveal that the frames of XKD604 match exactly to the frames of XKD403. This exact of a match is not possible unless the steel and the respective tubing shapes from these 4 frames were made at the same time and, most importantly, at the same steel foundry. To quote the conclusions of the EDX test:

“EDX testing of the samples from XKD604 and XKD403 clearly show the same material was used in each chassis. The testing showed that different materials appear to have been specified for various tubes and that both chassis used the same material in the same locations. As the miscellaneous material samples tested and a review of all the materials currently in product show it is statically impossible for this to occur if the chassis was not an original... Based on the evidence presented, it can be concluded that the chassis for XKD604 is an original Jaguar D-type chassis from the 1950’s.”

The frames of XKD604 are specifically and scientifically proven to be of original Jaguar works experimental department construction and origin.4,5

The ID-number stamped main chassis, the original rear sub-frame, the original gearbox, and the chassis ID plate from XKD604 along with the engine block, wide angle engine head and all other engine related components (starter, generator, Lucas mechanical fuel injection, etc.), radiator, radiator header tank, oil cooler, works-team specific brakes, brake reservoir and master cylinders, gauges, lights, switches and other electrical components, wheels, deDion rear suspension, front suspension and torsion rods, etc., etc. were all found together in the spares store of Ecurie Ecosse.3,32,33,34,35,36,37 All of these Jaguar D-type parts have been maintained continuously together as the original car numbered Jaguar XKD604. Just like the protocols of the Jaguar experimental department in 1956, XKD604 was disassembled into it’s component parts and re-assembled, starting with the original chassis frame XKD604, into a functioning car.10 A procedure which occurred daily at Jaguar’s experimental department in the 1950’s.

The numbered parts which can be specifically attributed to XKD604 have been proven scientifically and irrefutably to be of original Jaguar factory experimental department origin. Further, all of the other original parts that make-up a Jaguar D-Type were found with these numbered parts.3 World renowned Jaguar D-Type experts Chris Keith Lucas and Terry Larson have examined XKD604 and concur that the parts making-up XKD604 are of original Jaguar factory origin and the car presented is XKD604. Most importantly the world’s ultimate authority on what is a Jaguar D-type and, more specifically what constitutes a Jaguar factory experimental department works team car, Norman Dewis (Chief Vehicle Proving Test Engineer for the Jaguar Company and in charge of the experimental department at the time XKD604 was built), has personally evaluated XKD604. He has reviewed the reports concerning the consecutive history and the documents substantiating the authenticity of all the parts of XKD604 and has unequivocally pronounced that XKD604 presented here is the longnose works team D-Type Jaguar XKD604 and is a good example of a Jaguar factory longnose D-Type built by the experimental department in 1956.1,1b

Photos of XKD604

Click slide for larger image. This car has 33 photos. (Dates are when image was uploaded.)

Exterior Photos (20)

Uploaded November 2015:

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Interior Photos (1)

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Action Photos (3)

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Details Photos: Exterior (1)

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Detail Photos: Interior (1)

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Detail Photos: Engine (3)

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Detail Photos: Other (3)

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Restoration Photos: Metalwork (1)

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2009-02-11 14:32:06 | Greg Johnson writes:

Exrtensive research on XKD604 has disclosed that the car was not "scraped/written off" as speculated on in period news reports. 604, minus the engine, was transported to Ecurie Ecosse by Wilkie Wilkinson in late 1956/early 1957. All of the parts of 604 remained together in the spare stores of EE until the 1980's when they received an extensive and complete restoration to running condition.

2009-02-11 14:40:04 | Greg Johnson writes:

(ed: long comment removed, reformatted and added as history, above)

2009-02-11 16:07:29 | Lofty writes:

It's amazing how many "scrapped" cars Jim Tester "found".

2009-02-11 16:23:21 | Greg Johnson writes:

Yes, Jim Tester's name does crop-up in interesting places. I certainly would be better if his name was not associated with 604, but the reality is he was. However the scientific evidence documenting the authenticity of the original parts to XKD604 are irrefutible. Norman Dewi's exacting memory of 604's condition after the accident at Silverstone as well as his specific recollection of the car being sent to EE is very compelling documentation to the car's history and authenticity.

2009-02-11 17:52:42 | db writes:

Just enjoy the car for what is .. A GREAT SPORTS RACING CAR ... I bet it drives as well it looks .. lovely car, just glad it exists in any shape or form, much better than "scrapped" !!

2009-04-13 19:21:31 | pauls writes:

The car is mentioned in the book "Jaguar D Type & XKSS" by Graham Robson as having been written off in '56 after a multiple accident.

2009-05-07 11:20:40 | GregJ writes:

In response to "Pauls" 2009-4-13 entry: Yes Graham Robson does report 604 "written of." However he also reports, in the appendix section of his book under the chassis numbers, that XKD604 was rebuilt! I would accept he is a bit confused on both scores. Norman Dewis is still extremely mentally sharp and specifically remembers the car and it's disposition. 604 was sent intact to Ecurie Ecosse, picked-up by Wilkie from the Jaguar Experimental Department supervised by Mr. Dewis.

2011-06-17 01:00:20 | Bill Jones writes:

This is a great story. Maybe not quite right though. EG: An associate can vouch for the source of a few of the parts concerned in the 80's. Plus there was a huge row Tester and others over this and other projects which could have involved some parts relating. Terrific car. But................................

2011-06-17 14:36:26 | GregJ writes:

The best view of the car is through the metalurgic testing of the salient parts making up the official identity of a D-type Jaguar and the personal, first person testimony of an astute and very cognitive Norman Dewis.

2015-11-01 15:28:55 | pauls writes:

Car to be at auction 1/16

Auction description:
Arizona 28-29 January 2016
1956 Jaguar D-Type Works 'Long Nose'

Chassis no. XKD 604
Engine no. E 4003-9
Gearbox no. GBD 182

2015-11-11 14:54:25 | Terry Larson writes:

To Anonymous: A few points to consider:
1) Myself and Chris Keith Lucas have both done a detailed inspection of the front & rear subframe assemblies of this car and looked closely at the welds. After this inspection we both believe them to be "genuine original Jaguar made frames". There has also been a metalurgy analysis done comparing the metal content of both to "known to be genuine factory D Type chassis", which also confirms what we believe, that these are genuine original Jaguar made components. The front chassis is to long nose specification. The rear subframe is not a production unit but a rare "works" subframe which has evidence of a repair to the right side. XKD 604 would have had a "works" rear subframe and did have an accident in Silverstone in 1956 where the right rear wheel was pushed in. Considering the rarity of this rear subframe this could suggest that the rear subframe in this car is the same that was in XKD 604 at Silverstone (See photo on page 180 of Register). Research is being done to see if there were any other cars with a works subframe that had a similar shunt.
2) Your statement about Heynes is not completely accurate & not the whole story. There are also factory notes stating the car was dismantled for spares. Again see photo on page 180 of C, D, & LWE Register. The car was not badly damaged, other than the tail section. Even though Jaguar had decided to discontinue the racing program, they still had need for spare parts and would not have thrown away (or as you describe "cut up") perfectly usable parts. Sir William would not waste perfectly good parts. Jonathan Heynes recently said his fathers notes did state scrap but also added "any usable parts would be retained". Looking at the photo after the accident, you can see there would have been a lot of "usable parts".
3) Regarding Ecurie Ecosse: Early FIA papers for XKD 604 did state that it went to EE but there are no other records of this that I am aware of. Norman Dewis wrote a statement some time ago that the car went to EE from the factory. When I spoke with him about it and asked more detail, he said he "saw Wilkie Wilkinson take it (incomplete condition) from the factory on a trailer". He then added "he did not know the details but assumed it went to EE because Wilkie worked for them, but in fact he had no way of knowing for sure where it went". This is his statement, he was there.
See full history in C Type, D Type, & LWE Register. Regards, Terry Larson

2015-11-15 20:36:05 | Terry Larson writes:

Anonymous: I have downloaded a photo of the repaired right side of the works subframe that you imply does not exist. It should be up for viewing soon. I was the first to notice this repair, nobody had noted it before and I took the photo myself. I have not, nor would I make this up.

I will not go through Normans statement is above in my previous post. Norman has a superb memory as anyone that knows him will confirm. Nobody has put words in his mouth. Anyone that knows him would also be well aware he would not do what you suggest. He has discussed this in detail with me twice.

You are stating "opinion" that is not factually correct. You were not there with Norman and I am sure you have not seen or inspected the car, or you would have known this repair existed. I won't waste any more time debating this.

2015-12-05 22:07:39 | Roger writes:


Just a note about disputes like the above. I have removed the anonymous comments which call into question the validity of this car's authenticity. To be clear, I, as site admin, do not have a problem with civil discussion of a car's provenance.

By the same token, the world's leading experts have weighed in under their own names and given strong evidence about this car's history. If someone wishes to challenge that, they will need to also weigh in under their own name, present their credentials to those reading as to why we should give weight to their arguments, and present factual information supporting their claims.

Anonymous "drive-bys" consisting of un-sourced anecdotes does not make the cut. If you have the facts, please share. Otherwise, please refrain from making allegations you apparently cannot support.

2015-12-07 06:39:46 | terry mcgrath writes:

Roger an interesting comment about Anonymous "drive-bys"
Whilst I totally disagree with Anonymous postings comments above by say pauls, db, lofty could also be anyone and are as good as Anonymous?
If all the Anonymous comments are to be removed from this site and xkdata you have quite a job ahead of you.
Whatever the comments were at least it got the response of posting a picture of the damaged part. Certainly this part ties up with photos I have of a collection of small mechanical bits and pieces located in Scotland and these I believe have been incorporated into a complete new body shell sometime prior to me seeing the car a Lynx in around 1992 and even then this car was discussed in hushed tones.
Whilst I know all the parties involved I do not personally believe that a complete, partially complete or accident damaged D type chassis number XKD603 was removed in period as is noted by Norman Dewis and that in real terms it is a collection of Secondhand parts that have been brought together to build up what is an incredibly nice long nose D type.

2015-12-07 14:25:48 | terry mcgrath writes:

In the previous post I of course meant XKD604

2015-12-07 19:24:11 | GregJ writes:

Dear Terry M., while I respect and applaud your efforts to promote Jaguar history, I must say you have miss-represented XKD604. To characterize the parts making up XKD604 as "a collection of small mechanical bits and pieces" is inaccurate. XKD604 was re-built with original D-Type parts for literally every mechanical system. The switches, gauges, transmission, rear sub-frame, main chassis frame, lights, radiator, oil cooler, aluminum wide angle head, valve covers, engine sump, brake master cylinder, brake reservoir, front suspension "A" arms and spindles, steering wheel, exhaust headers, electrical fuse boxes and junction boxes (D-Type electrical boxes are common Jaguar fare), etc., etc, are all period D-Type parts. While it is impossible to specifically identify a particular D-Type chassis for it's ancillary parts, in considering a "works" D-Type, some parts of a "works" Jaguar D-Type can be specifically identified as "Jaguar works only" parts not production or customer D-Type parts. The brakes at all four corners are very special "works" only brake caliper units. The radiator header tank configuration is a very specific original "works" only header tank. Yes, the body work has been replaced (see the description above) but literally everything else is original Jaguar D-Type in origin. I frankly don't think that your characterization of "a collection of small mechanical bits and pieces" is fair or accurate. The rear deDion suspension is "apparently" of works origin but that is hard to define as the part is not stamped with any identifying marks, though the part was originally recovered configured with D-Type hubs and wheels attached and is the correct "rear track" dimension for a D-Type. The rear sub-frame is a very specific type that was only found on the 1956 long nose D-Type works cars, it has the afore mentioned damage to the right rear associated with the Silverstone accident specific to XKD604, damage not found on any of the other rare 1956 rear sub-frames, The lower cross member of the rear sub-frame is specially machined, not found on any other 1956 car, which is most likely for attachment of the locating member for the deDion suspension. That is pretty much all of the parts that make up a Jaguar D-Type. Further many of these original parts are very specific "works only" parts. Characterizing them as "a collection of small mechanical bites and pieces" seems wanting and inadequate.

Regarding the account you reference by Norman Dewis, what do you have that is factual and substantiated that can refute the first-hand, eye-witness account of an exacting and very cognitive Mr. Dewis (who managed the Jaguar Experimental Dept in period)? You are expressing opinion substantiated purely on your own speculation born out of whimsical fantasy. Though your "drive-by" has a face to it, that does not make it responsible or worthy.

2015-12-10 23:57:28 | terry mcgrath writes:

I will not dispute that many/most of the parts were of period and D type origin. Given the factory tooled up to build 100 D types there were certainly lots of spare parts floating around.
I even have some Genuine D type parts myself off genuine cars including 2 original ID plates.
Reference to my personal opinion re the car being towed away given that factory records note it as dismantled this tends to make it a little difficult.
I have spoken with an ex EE mechanic who does not recall any spare damaged cars sitting around the small workshop in the late 1950's.

Additionally there are the 2 versions of Normans memory one clearly noting he supervised the removal the other distancing himself

"604 was sent intact to Ecurie Ecosse, picked-up by Wilkie from the Jaguar Experimental Department supervised by Mr. Dewis.

Norman Dewis "saw Wilkie Wilkinson take it (incomplete condition) from the factory on a trailer". He then added "he did not know the details but assumed it went to EE because Wilkie worked for them, but in fact he had no way of knowing for sure where it went".

In the late 1950's D types would have been regularly coming and going from Jaguar and including cars to EE and to recall one specific numbered car I would put in the realms of highly unlikely

Whilst there were a lot of mechanical items photographed at testers including the a rear frame holding the rear suspension there was certainly no monocoque until presumably a new one was made.
The most unusual and interesting thing about the car is the chassis number stamping where the number 604 has been overstamped 603 something I photographed back in 1991 I have posted this pic here. Even at this time it was discussed in hushed tones as to its authenticity.

The chance of a complete wrecked D type surviving undiscovered from 1957 through to when Jim Tester found it is unusual as the likes of Nigel Moore's made a real exercise of hunting out D types and parts right through the early 1960s even chasing up cars and parts from overseas.

"9.In un-repaired state XKD604 was sent to the Scottish racing team Ecurie Ecosse in 1957" "spares store of the Ecurie Ecosse team where it had resided since 1957"

2015-12-11 00:31:26 | terry mcgrath writes:

sorry about bold throughout didn't see the slash before last b bold

2015-12-15 23:00:07 | GregJ writes:

Terry I think you are perhaps confused in your referral to 2 different "versions"/reports from Norman Dewis. He did say in 2008 that he remembered Wilkie Wilkinson taking the car on a trailer away from the factory. Jim Tester told Michael Fisher that he obtained the parts of 604 from the chief mechanic at EE which Michael Fisher attested to under oath in his FIA application in 1989. As I understood the history it seemed logical that the parts went from the factory with Wilkie Wilkinson to EE, stored at EE as related by Jim Tester and then sold to him through the chief mechanic at EE after EE closed down and folded. That is the story as I understood it and thus how I reported it in the history of the car as presented above. Now I think it reasonable to understand that Norman Dewis saw Wikie W. leave the factory with 604 and assumed that it went to EE as WW worked for EE. But in fact he did not follow the trailer home, nor did he really care what happened to it after, so he really did not know where 604 landed and in what condition it was maintained in since the time it left the factory. I am confounded to understand why that is such a difficult concept to understand??? As of yet no one has come forward to confirm the storage of the parts at EE in corroboration of Jim Tester.

I was not at the Experimental Dept in late 1956/1957 but I would assume that 604 leaving the Experimental Dept in damaged condition would certainly have been noteworthy as not many long nose works cars were left in the Experimental Dept, managed by Mr. Dewis, at that time. D-Types did come and go for repair but removal of one in damaged condition, particularly a long nose car, would have been especially unusual. Certainly D-Types came in damaged, but they left repaired - that was the reason they came to the shop in the first place.

Pictures of the main chassis frame with the chassis ID stamping you mention, are among the early pictures of the parts at Jim Testers barn. This is most notable as the frame was accompanied by the rare "1956 only" rear frame - not a common D-Type part, not even a common "works" part. Also notable are several other parts which can be specifically identified as "works" only. These were not common parts and not available to the average customer for their support.

2015-12-15 23:02:54 | GregJ writes:

Bold type - I entered the response in "non-bold" type but it posted as bold. This may be some type of web site issue...

2015-12-17 15:24:16 | terry mcgrath writes:

I had the opportunity to drive norman dewis around for a week and a half back in 1998 having arranged for him to visit Australia and NZ and he also stayed with us.
This was right at the start of his international travelling/speaking career. Whilst driving around with norman I had a tape recorder going all the time and was asking him questions listening to answers and generally listening to him talk. He subsequently went from WA to the eastern states of Australia and I went to a couple of his other meetings with Jaguar clubs.
I was asking all sorts of trivial questions unfortunately no not did he see 604 leave the factory but many other things.
Whilst he remembered many aspects on a lot of subjects he didn't actually recall a lot of minor trivial items.
As he travelled and met people and read stuff his memory improved!
One story he did relate was one of the Lemans mechanics at Jaguar getting the sack for taking a 1 gallon tin of petrol!
If XKD604 did leave the factory past the main gate the factory records would have said sold to? but they say dismantled/broken up meaning it didn't leave the factory.
I am not sure why its taking so long for the picture of the chassis number stamping picture that I posted to appear and I seem to recall that prior to taking this photo it had a piece of tape over the number - never good sign.
Another organisation involved in jaguar restoration go so far as to glue using a high strength adhesive a piece of steel over the chassis number stamping even the restorer doesn't know what car he is making a new body for.
These are never good signs.
Back in 1991 it was never thought 604 was the real car and was nothing more than a collection of good parts and was talked about in whispers
Jim Tester was the restorer who put chassis number 670150 on a car look up the history of this car on xkdata and other places.

2015-12-17 18:32:50 | GregJ writes:

Norman does talk about his trip to Australia. He was kept on the go big time the whole trip, never a chance to rest. The good sport he is he didn't complain but was very strung out at the end.

Lofty England was very interested in helping support teams campaigning the Jaguar "flag" after the racing program was shut down in mid 1956. It was not unusual for that gratuitous support to include parts and personnel to help the team. Not everything was recorded in the "sale book." The "notes" for the 1956 cars are especially absent entry and detail. At the Jaguar factory in 1956 they were old racing cars, used-up for the factory needs, and part of a scrapped program.

There are pictures of the chassis ID number on the frame, exactly as it is today, which predate the time at Lynx by 5 years. I presume, but would have to check with CKL, that the tape over the frame number was to protect it while fitting, mocking up and assembling the ancillary parts to the car. References to "whispers," "hushed tones," what someone did with another entity at another time and another place, etc. have no place in a constructive discussion in search of factual discovery and presentation... Isn't it interesting though that Jim Tester was able to amass a huge "collection" of D-Type parts, many rare "works" specific, in remote Scotland, after Nigel Moores and others had been scouring the world for 20 years before Testers acquisition???

2015-12-19 17:06:34 | GregJ writes:

To Anonymous (why we have to put up with A...and his uninformed statements I don't know - for the life of me I don't know where Bonhams came into it and certainly not for 2015) but to Terry M.:

1. RM and Greg have not withdrawn 604 from the sale. RM would have continued to offer the car for auction but I have elected to place it with them at the sale under" private treaty." Time to get the wankers out of it..
2. One of these days Terry M. will hopefully have an opportunity to actually review the authenticity evidence, and 604 itself, and have a chance to make an unbiased evaluation of it.. .When 604 was reconstructed 30 years ago the story about it was sufficient and no further research was undertaken to evaluate the components of the car. In the last 3 decades much has been researched and tested scientifically to substantiate the history. The authenticity story presented above has been fully documented by experts in the D-Type, not keenly interested journalists with no real practical experience with these cars.

2015-12-20 01:38:56 | terry mcgrath writes:

Greg you seem to have forgotten I have probably viewed and examined more D types than most people and this would include some of the main players and certainly including yourself and know as much about there authenticity as most people and it was I very early on by at least 1988 that knew there where several things on Jaguar Engines that would bring people unstuck in the future and recorded and photographed this information that has proved to be the case on forged alloy 120's etc etc No I will never own a D type totally unpractical but I would try to buy an XKSS.
I am not a journalist as such, I am a serious collector of Jaguar Cars have some 20 cars amongst others marques that has had the serious good fortune to travel the world and view these cars and the forsight to take a great deal of interest in them.
As to XKD604 I visited Lynx regularly and was there whilst the car was being built some 13 years before you brought it it was I who photographed properly the chassis number stamping for the first time the gearbox number the head number and the 1960's engine block in the car not an original and correct 3.75 litre block that a 6 series car should have. I still think very few people actually know that these cars the block had 3.75 litres cast onto it not 3.8 litres.
So whilst I have not seen you car since 1991 or so I have certainly seen your car when it was a brand new shell etc etc.
Yes I would love to view the car as it is now with fuel injection etc

2016-01-26 23:07:17 | pauls writes:

Additional research and commentary provided 1/26/16

Of the 6 1956 long nose "works" cars built in the Experimental Department, XKD 604 was one of the first completed and prepared for testing by Norman Dewis early in January of 1956. Five of these long nose works cars exist today. XKD 604 was one of only 4 D-Types ever fitted with a fuel injection engine and the only D-Type built and raced with an experimental de Dion rear suspension when new. Included in the car's file is a factory test report completed when Norman Dewis tested the de Dion rear suspension on XKD 604 at MIRA January 4th, 1956.

On May 5, 1956 XKD 604 was raced at Silverstone in the Daily Express meeting, piloted by Desmond Titterington, entered under race number 3. This would be the only race for a D-Type with a de Dion suspension. Mike Hawthorn drove the car in practice to test the new suspension dynamics and set the fastest time of the day for a D-type. During the Silverstone race itself, the car was hit in the right rear by the Ecurie Ecosse D-type XKD 501 (or by Peter Collins's Aston Martin?), which then pushed it into Reg Parnell's Aston Martin. Damage to the car was not major, as confirmed by period photographs taken right after the accident.

William Lyons had decided that 1956 would be the last year for the Jaguar D-Type racing program, so when XKD 604 returned to the factory it was set aside and allocated to be dismantled for spares. There was no reason to rebuild the car, they were having trouble selling D Types at this point and were eliminating the racing program. There was, however, still need for spare parts. Factory records show that some parts from 604 were used in the factory rebuild of XKD 603 and XKD 606.

Gary Pearson confirms that in the early 60s there were a lot of parts of the dismantled de dion car (XKD 604) at the factory in a store room nicknamed the 'fire station' because it also stored fire extinguishers. There was an abundance of D Type parts in this large storage room which were being sold off by Jaguar. Norman Dewis also remembers when XKD 604 returned to the factory and confirmed it was not badly damaged except for the tail section. He said the offside rear wheel was pushed inward and upward. He was also aware of it being in storage & being used for spares. Norman recalls XKD 604, or a lot of parts of XKD 604, being picked up by Wilkie Wilkinson and taken away with a car and trailer. He assumed it was going to Ecurie Ecosse because Wilkie was employed by them and the factory was very supportive of the team, but he really had no knowledge of where it went or what happened after that. He didn't give it much thought, the racing program had been cancelled and it wasn't important at the time. There were no records of it leaving the factory or of it being received by Ecurie Ecosse.

John Harper purchased a lot of various D Type parts from Nigel Moores and other sources. He sold this lot of D Type parts to Jim Tester along with a body built by RS Panels.

In 1986 Mike Fisher (UK) agreed to purchase XKD 604 from Tester who had a treasure trove of D Type parts in his barn in northern Scotland. When Mike Fisher first saw it he said "it was as if a D-Type had exploded all over the floor with all the pieces there". He added "There was no bodywork present however the front chassis frame, rear frame, engine parts with a wide angle cylinder head, gearbox, suspension," works" brakes and header tank, the wheels, radiator, de Dion rear end, etc. etc. were all there". He also said "it was very obvious these were significant ex-Jaguar works D-Type parts, not just production D-Type parts." Tester agreed to sell XKD 604 to Fisher and finish the restoration. Tester did the restoration but Fisher decided to send the car to Lynx to tidy up the final details in 1992. In 1993 it was sold by Landhurst Leasing, represented by Paul Baber after Fisher had financial problems (he had a 1M pound loan against the car), through Chris Mann to Tom Armstrong in the USA, then to the current owner.

Like a number of other D-types that exist today, XKD 604 was reconstructed, in this case around the original rear 'works' frame, still showing scars from the accident at Silverstone, an original front chassis frame and other genuine & 'works' D-type parts. In an effort to evaluate this car, Jaguar D-Type specialists Terry Larson in the U.S. and Chris Keith Lucas in the UK have conducted a detailed inspection of the car with help from Gary Pearson (UK) and Norman Dewis who have been most helpful. The result of this research has been extensive & a group effort. The Jaguar factory employed very specific weld patterns in certain areas of the chassis' which are not known to ever have been duplicated. These factory welds are evident on the front & rear chassis frames of XKD 604. We are all in agreement that the front & rear chassis frame are certainly genuine Jaguar factory components, with at least the rear frame being the original from 604. In addition an EDX metallurgy test was conducted on both the front chassis frame and rear frame. Several metal samples from various sized tubes making up the front chassis frame & rear frame were taken from XKD 604 and sent out for metallurgic analysis in comparing them to metal samples removed from other "known to be genuine" factory D-Type front chassis frame & rear frame. The results of the EDX testing analysis confirmed the metal content of the front chassis frame & rear frame of XKD 604 are of the same composition to samples taken from known to be genuine factory chassis'. The EDX test is primarily used in the aircraft industry to determine metal content in fluids, which determines exactly what is wearing and exactly when components require rebuilding or replacement. If anyone doubts the veracity of this EDX metallurgy test they should remember that every time we get on a plane we literally trust our life with this test.

The front chassis frame, carries a stamping of XKD 604 with a 3 stamped over the 4. The reason for this is unknown however the factory has done overstamping before and the stamping style is in keeping with one of the styles done by the works. There is no logical reason that anyone, other than the factory, would do this overstamping. While the reason for this is unknown, it is reasonable to speculate that perhaps the factory at first, intended to use the front chassis frame from 604 as a replacement for the damaged 603 front frame (in its factory rebuild), stamped a 3 over the 4, and then decided against that initial plan for the security of structural issues and fit a new replacement front chassis frame in XKD 603 instead. The factory has overstamped before and this seems the most logical explanation. Fortunately we can discuss situations like this with Norman Dewis who was there at the time and knows better than anyone the methods the factory would employ. He states that front chassis frames were swapped quite often. This is the reason the design was changed from the early design (front frame welded to the tub) to being bolted on, which made replacement so much easier. Norman has seen this stamping and believes it to be a genuine works stamping. He agrees this is a logical theory and something he believes could have happened. Factory notes document that some parts from XKD 604 were used in the factory rebuild of 603 (the factory rebuild of 603 was 2 weeks after 604 returned to the factory after the accident and 603 needed a front chassis frame) so.........IF a used replacement front chassis frame was being considered, it would likely have been from XKD 604.

The rear frame in XKD 604 is its original very rare "works" (not production) unit, which had the rear anti roll bar running through the upper trailing arm pivots. Only the later long nose series cars and possibly 2 others (6-8 built) were fit with these units, so they are very rare. Significantly, there is still evidence of a repair to the right side of this frame as a result of the crash that 604 had at Silverstone in 1956. It was quite a unique shunt in that the right rear wheel took a direct hit. Photos of the accident clearly show the right rear wheel was pushed in. Research which included referencing factory records, show there was no other car (fit with this "works" rear frame) that had a similar crash to the right rear that would have caused the type of damage 604 received at Silverstone & found on this rear frame. You can look under this car and still see the evidence of a repair from the accident at Silverstone in 1956. It should also be noted that XKD 604 wears a set of special Jaguar "works" brake calipers (which have a pad wear indicator) on both left & right front and the left rear, but the right rear, which sustained the Silverstone damage is a standard replacement production brake caliper.

In addition, there is a unique feature to the rear frame of XKD 604 not seen on any other D-Type. There is a machined area on the center of the lower cross tube. The purpose for this is unknown but we believe it can only be related to the de Dion rear suspension that was tested on XKD 604. This would be a complex area to machine and there is no other reason to machine this, if not for the de Dion testing. This machine work would have been done to the lower tube prior to building the rear frame and before the uprights were welded in place. Norman Dewis said that 604 was the one and only car tested and raced with the experimental de Dion suspension. He was in charge of testing this de Dion rear suspension and believes there is no other reason for this machined area other than the de dion testing. He noted that Jaguar would not make the effort to machine an area like this without a specific reason and there would be no reason to do this on a live axle car. All this significant evidence is consistent with the rear frame of this car being the original rear frame from XKD 604.

XKD 604 is one of several D-Types existing today that were decommissioned and later reconstructed. These cars have been accepted as genuine by the FIA and currently accepted in the most prestigious events throughout the world such as Goodwood in the UK, the Mille Miglia in Italy and the Monterey Historics in the USA. There has never been another claim to the number XKD 604. As it sits today, this car is in superb condition and its chassis number XKD 604 is unduplicated.

2016-11-30 16:06:36 | Tony Brown writes:

Well, we are a long way down the line from the last post. The car was withdrawn from auction by RM Sothebys, and rightly so. It was later sold and was to be seen at a garage in the south of England for a while. The car was sold, if I am right, at about one quarter of the RM estimate. I think that puts to bed the claims that this was an "original" car.

2016-11-30 19:58:38 | Greg Johnson writes:

Tony I am sorry to see you continue to spread false rumors and persist in information that you make up on your own and is blatantly false. Every salient point in your post is wrong.

2017-01-11 08:52:26 | Keith Woodcock writes:

What happened to the original de Dion suspension and has there ever been a drawing showing its geometry?

2017-05-07 17:48:47 | Keith Woodcock writes:

XKD604 is known to have had a de Dion rear suspension but I have never come across any photos or drawings of its installation. As you are probably aware there are many different types of de Dion with the axle location being made with a variety of methods. Are there any drawings, descriptions or photos of XKD604's installation?
I should point out that I have been a professional motoring artist for 35 years with many published paintings of Jaguars and saw the D-types racing in their competition heydays back in the 50s. As I was previously a design engineer I am also interested in their technical features.

2017-12-01 13:55:03 | Tony Brown writes:

I went to see the car recently. After much argument about this car, the rear chassis has had the serial number ground off. The car may continue to call itself XKD 604 should it wish I suppose, and I can call myself the man in the moon, but the last piece associating it with the original car has now been removed. I think that this finally lays to rest the convoluted history of this saga.

2017-12-28 18:56:07 | Anonymous writes:

Tony, you must be confused or poorly informed. The rear chassis of a D-Type never has a chassis number stamped on it. It could not have been removed, it was never there. The rear chassis in XKD604 (at least when I owned it) had a very rare version of the longnose D-Type rear chassis, only 6 maybe 7 chassis like it were built and all for the 1956 long nose cars. Additionally the particular chassis in 604 had very specific damage repair and alteration specific only to XKD604 which made that particular chassis identifiable to XKD604. Those points were well researched by several authorities on the D-Type. See entry by Paul 2016-01-26

2017-12-30 14:08:13 | terry mcgrath writes:

Its funny the less a car has to being genuine the greater the amount of material that is published here trying to prove it is !
Certainly there maybe odd parts in this car from genuine D types built by Jaguar but the car is certainly not the original 604

2018-03-19 07:18:33 | GregJ writes:

Terry I am surprised at your entry of 2017-12-30. XKD604 was rebuilt utilizing the following original period Jaguar D-Type parts: wheels, brakes (brake calipers are of a special works design utilizing pad wear indicators), gauges, switches, radiator, engine oil cooler, starter, transmission with Plessey pump, steering wheel, master brake reservoir, wide angle cylinder head, Lucas fuel injection, front suspension, rear deDion suspension and hubs, rear sub-frame and main chassis frame. XKD604 was accidented in 1956 and later rebuilt using the aforementioned original parts, some of which are attributable to XKD604. XKD604 is what she is, nothing more and nothing less but not as you infer.

2018-05-28 03:17:06 | Tony Brown writes:

I have a photo of the claimant to be XKD 604 taken last month with a new De Dion suspension. I also noted (and it was confirmed) that the chassis number has been ground off and the car makes no further claim to be what has been purported to be. It is now officially a replica.

2019-11-25 03:18:21 | Bill Malcolm writes:

As soon as I read, not once but at least three times that the author is of the opinion that de Dion is "independent" suspension, I knew I had stumbled on an anorak site. I call these blurts an opinion, because it's wrong, and not factual.

The de Dion is a beam axle tying together the two rear wheel hubs. The whole point is to replace the heavy solid axle with a lightweight beam, but still keep the characteristic parallel upright tire orientation that a conventional solid axle provides. If one rear wheel strikes a bump, the de Dion beam transmits that disturbance to the other wheel. Independent wheel motion is not possible.

All 13 occurences of "It's" in the main article are also used incorrectly. The possessive is "its" -- "it's" means "it is", rendering the text insane if taken at face value. I was born and brought up in England before our family emigrated, and the lax standards of spelling I read on most British websites annoys the hell out of me.

2021-02-18 13:31:35 | Simon Bathurst Brown writes:

The text says. O32 RW, XKD604, was not repaired after its (note, no apostrophe is correct) Silverstone crash and was not entered for the 1956 Le Mans race.
As a 17 year old schoolboy I was there. I have a photo of a long nose D Type wearing race number 2 and the registration 032 RW. Which car was that? Did Jaguar put 032 RW on another car fir the race?

2021-04-11 14:53:01 | Clive Beecham writes:

Simon, XKD 606 was meant to race, but crashed in practice with Titterington. Subsequently Titterington and Frere raced XKD 603 instead, also with the race no 2, but it of course, had the number plate, 774 RW. As you probably know Frere then crashed out on the second lap, so Titterington never got a race drive.

2021-04-11 14:56:25 | Clive Beecham writes:

I should add that 032 RW was not used as a plate in the race proper. It was however, removed from 604 after Silverstone and its being scrapped, and used elsewhere - as was the lot of trade plates.

2023-04-11 13:44:09 | Richard Jackson writes:

some of the latter 'history' is wishful thinking in key details.


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