September 2019 Classic & Sports Car 115it to spin. Sometimes one had to ease off to
prevent this happening in corners in which other
cars might sustain full throttle all the way.”
On a winding road circuit, Moss maintained
that the DB3S would outhandle a D-type every
time: “Coming to the Aston direct from the
Mercedes 300SLR, I found the DB3S so much
smaller, lighter and easier to drive. For a circuit
such as the Nürburgring I would have loved
to combine the nimbleness of the DB3S with
the sheer speed and reliability of the SLR.
That would have been the perfect car.”
Moss’ view of the D-type is possibly coloured
by frustrating unreliability, because his only
finish in one came after pushing the Jaguar
across the line at the ’54 Dundrod Tourist
Trophy to salvage 18th with failed oil pressure.
“It was a beautiful Jaguar,” said Moss, “perhaps
the most charismatic of them all. But it was very
much a precision instrument tailor-made for Le
Mans, and not at all a rough-road or aerodrome
racer. Compared to the C-type, the D-type was
certainly stiffer, quicker and more precise. It was
ideal on the smooth and very fast expanses of
Le Mans and Reims, but on an undulating road
circuit such as Dundrod it wasn’t as responsive
or as manoeuvrable as a DB3S.”
Racing journalist Frère was another who
drove both – including 62 EMU with Peter
Collins to second at Le Mans in 1955. “It rained
for more than half the race,” said Frère. “Peter
and I were quite good in the rain; it also suited
the Aston because it was rather underpowered.
I really enjoyed the DB3S, which was a very fine
car, much more of a racing car than the D-type.
The D-type handled virtually like a touring car,
it was so easy to drive and so flexible. The Aston
in comparison was harsher, with a noisier, less
flexible engine and a more difficult gearchange.
The D-type had extremely light brakes, nearly
as light as the accelerator, whereas the Aston’s
brakes needed quite a hard push.”
Aston works legend Tony Brooks confirmed
the appeal of the DB3S: “We had some pretty
hot drivers in those days and it was just as well.
Although the DB3S handled and braked beauti-
fully, we were struggling for power against the
Jaguars and Ferraris. Wherever there was any
kind of straight we were at a disadvantage, but
this was good training because you really had to
drive those Astons to be competitive.” Brooks
always rose to the challenge, and on his first visit
to the Nordschleife in 1956 he was 16 secs faster
than teammate Collins and finished fifth: “I liked
the ’Ring, and because the DB3S handled so
well it was easier to be competitive.”
The DB3S and D-type are high on my all-
time list and their divergent characters make it
a tough choice. Both are rewarding on the road,
the Aston’s more balanced handling matched by
the Jaguar’s shattering pace. In the race for the
keys the D-type’s mould-breaking and seductive
design is alluring, but the history and precious
patina of 62 EMU are equally tempting. To own
the very car my hero Collins raced has special
appeal, and if forced to choose I’d take the Aston
- mostly because it’s a proper two-seater and
there’s nothing like sharing the experience.
Riding shotgun in a D-type with the exhaust
cookingthefloorsoonlosesitsappeal.
Thanks to Martin Chisholm at The Classic
Motor Hub. For details of its popular Coffee &
Classics gatherings, see classicmotorhub.com
D-types were sold all over the world, including two
to Australia. The first to arrive was XKD526 in the
joint ownership of Jaguar agent Cyril Anderson,
racer Bill Pitt and Charles Swinburn, who later sold
his share. Anderson’s wife Doris, better known as
‘Geordie’, immediately entered XKD526 in sprint
events and became the only woman to compete in
a new D-type, setting a Queensland state speed
record of 135.2mph at the Leyburn sprints.
Pitt was XKD526’s regular pilot on circuits, with
impressive results including a second at Bathurst
behind Stan Jones (father of Alan) in a Maserati
250F. Pitt’s first season ended in drama at Albert
Park, where he lined up with Europe’s best including
Stirling Moss, Ken Wharton and Jean Behra. Bob
Stillwell’s D-type jumped the start and a frustrated
Pitt ran too deep into the first turn. After touching
the kerb, XKD526 rolled. Marshals put out the fire
and got the car back onto its wheels, but were
shocked to find no driver. Pitt had been thrown out
and, worried about being hit by Jack Brabham’s
Cooper, jumped a 6ft wall of hay bales to safety.
The D-type returned to Brisbane for repair and
emerged in bronze paint with a modified nose and
a 3.8-litre upgrade that ensured it remained highly
competitive Down Under. Later, XKD526 became
the only D-type to be fitted with a hardtop when
Formule Libre was replaced for 1961 by a new GT
championship. The six-year-old Jaguar, wearing a
striking Mako Shark livery inspired by the Corvette
concept car, won several times before next ownerBarry Topen crashed at Sandown Park. Amazingly,
the aluminium fastback body survives.
From 1966 the Jaguar was owned by Keith
Berryman, who restored it to original specification
and treasured the great car for half a century. He
also raced it occasionally until a full rebuild by Ian
Cummins at Classic Autocraft began in 1976. The
monocoque was reskinned and a new front frame
was made before the car was finished in ’82. The
pristine D-type was a star at prestige Australian
events including the 1985 Bathhurst 1000 when
paraded by Tom Walkinshaw and Win Percy. For
the new Jaguar F1 team’s debut at the Australian
GP in 2000, XKD526 was enlisted for promotional
work with both Eddie Irvine and Johnny Herbert
enjoying drives around Calder Park (above).
In 2015 the car returned to England when
acquired by Lord Bamford, who enlisted Chris
Keith-Lucas’ team at CKL Developments to refit
the original front frame and prepare XKD526 for a
competition return at the Goodwood Revival. Now
racing in new hands, the Jaguar looks even more
authentic with the recent removal of its fin, and is
regarded as one of the finest short-nose D-types.XKD526 IN DETAIL
Clockwise from main:
D-type cockpit is focused
and logical, with sharply
cranked gearlever; fin was
removed during rebuild;
signature Dunlop alloys