|D-Type||British Racing Green|
|Open Two Seater|
|Right Hand Drive|
|1954||British Racing Green|
195 more photos below ↓
Record Creation: Entered on 13 March 2017.
Database Updates: Show dataplate edits
Second 1954 Works car. 1954 Le Mans, Moss/Walker (race number 12), retired after achieving new record speed on Mulsanne Straight, 172.97 mph. Reims 12 Hours, Moss/Walker, retired. TT/Dunrod, fitted with 2.5 litre engine, Whitehead/Wharton, fifth place.
Refitted with 3.4 engine (E2004-9, which had been fitted, at least temporarily, back in April). 1955 Daily Express race at Silverstone with Rolt driving, 3rd place.
Sold to Jack Broadhead for Bob Berry to race, Goodwood, 2nd place, Oporto Grand Prix, 5th place. With Norman Dewis driving, Goodwood 9 hours, 5th place. Crashed at TT, Dunrod; rebuilt, according to Berry "with a similar integral body sub-frame assembly which was originally built by the factory as a prototype."
In 1956, car was painted a lighter green. Raced at Silverstone, 3rd place. Goodwood, 1st. Heavily crashed at same Goodwood meeting (cartwheeled at St. Mary's) and was virtually written off. 403 was rebuilt, according to Berry, "with spare steel frame and production monocoque. To the best of my recollection all the running gear, ie, front and rear suspension (upon which we did quite an amount of work on our own), brakes (which were the full power system), steering, plus the engine/gearbox assembly, were all transferred from the older car."
Through 1956-1958 continued to be raced by a variety of drivers including Jack Fairman, Ron Flockhart, Peter Blond and cyclist Reg Harris.
In 1958 engine changed at works from E2004-9 to E2065-9. Soon thereafter sold to Gerry Crozier. In 1960 sold, via Chequered Flag, to David Jaycox in Canada. Later owners included George Gordon, James Mace and James Catto between early 1960s and 1980.
During this period, one driver was killed and car was crashed, around 1964, by A. Smith at Mosport Park. In 1980 403 was sold in damaged state to Geoffrey Miller (Canada), and soon thereafter sold to Lynx. Car that was re-imported was to late D-Type production specification with steel frame. In the early 1980s it was rebuilt and sold to James Wallis of Sevenoaks, UK. In 1995 it was sold to Robert Cooper of Gloucestershire, UK.
June: Lead team car for Le Mans, driven by Stirling Moss and Peter Walker (car # 12). Set best overall time in practice, led the race and achieved new record speed on Mulsanne Straight of 172.97 mph before retiring.
July: Reims 12 hours, Moss/Walker, retired
Tourist Trophy, Dundrod. Fit with 2 ½ litre engine, Whitehead/Wharton, 5th place
Jaguar factory test car over the winter. driven by Norman Dewis. Refit with 3.4 litre engine.
May: Daily Express at Silverstone, Tony Rolt, 3rd place.
One week later sold to Jack Broadhead for Bob Berry to race (Bob was Jaguar’s public relations manager). Bob referred to it as the “Ecurie Broadhead” team.
Goodwood, Johnson trophy race, Bob Berry, (prepared by John Lea), 2nd place
Goodwood, main sports car race, Bob Berry, 2nd place
Factory fit a new cylinder head.
Aintree, Bob Berry, 3rd place
Goodwood, Bob Berry, 5th place
Oulton Park, Bob Berry, 3rd place
June: Portuguese Grand Prix, Bob Berry. The transporter broke down in route, at Tours, France. OKV 2 was unloaded, filled with all the spares and driven 980 miles across Portugal, Spain and three-quarters of France to Oporto to compete in the race. After the race it was driven the 980 miles back to tours. 5th place
British Grand Prix at Aintree, Bob Berry, 7th place
Two minor race meetings, Bob Berry.
250 mile international sports car race at Oulton Park, Bob Berry. Bob had a fantastic duel with his good friend Masten Gregory in a 3 litre Ferrari. 5th place
August: factory rebuilt the gearbox and rear axle.
August: Goodwood 9 hour race, Bob Berry and Norman Dewis. Car prepared by John Lea and Bob Penney. 5th place
The last big race of the year was the Tourist Trophy race. To prepare for this race the engine was stripped and rebuilt. Bob Berry was teamed with Ninian Sanderson. Berry was 3rd behind Moss and Hawthorn when he clipped the bank at Tornagrough, causing a tire to go down and Bob to go off.
OKV 2 returned to the works for rebuild , including being fit with a stiffer front anti-roll bar and a new anti-roll bar assembly to the rear.
2 minor race meetings, Bob Berry.
Oulton Park, Bob Berry.
Goodwood, Easter Monday meeting, Bob Berry, 3rd place behind Moss and Abecassis. Bob set a new class record for sports cars.
Oulton Park, British Empire Trophy, Bob Berry: after a first class start OKV 2 emerged from the group unscathed and had a lead over Flockhart in the Ecurie Ecosse D-Type. Unable to hold Flockhart off, Bob was able to come in 2nd place.
May: Daily Express Silverstone meeting, Bob Berry, beating both Flockhart and Musy, coming in behind the Aston Martins of Salvadori and Moss. 3rd place overall.
Goodwood Whitsun meeting, Bob Berry, qualified on the pole with fastest lap time of the day and led from flag to flag winning by 23 seconds over second place car. 1st place in class and 1st overall.
Oulton Park, Bob Berry, 1st place.
Goodwood Whitsun 100 trophy race, while leading Flockhart, Hawthorn and Chapman, Bob had a shunt at Fordwater. OKV 2 returned to the works for rebuild and was finished in time for the September Goodwood meeting later that year.
September: Goodwood meeting, Bob Berry, 6th place.
Snetterton 25 lap sports car race, Bob Berry, 5th place.
Oulton Park for the second Lancashire and Cheshire car club meeting:
- scratch race, Bob Berry, 1st place
- 1st handicap race, Bob Berry, 3rd place
- 2nd handicap race, Bob Berry, 4th place
- 3rd handicap race, Bob Berry, 6th place
Bob Berry was considered one of Britain’s best up-and-coming drivers and had much success with OKV 2.
March: according to works records OKV 2 was fit with a full-lenth screen, passenger door, modify drivers door, and fit with a wiper motor.
March: Snetterton sports car race, Peter Blond, 2nd place
April: Forex sports car race, Ron Flockhart, 1st place
October: Oulton Park meeting, Bob Berry, 1st place
JDC sprint meeting, Staverton Airfield, Glos., Bob Berry.
Continued to be raced by Jack Fairman and Reg Harris. Engine # E2065-9 fit by the works.
OKV 2 was the most actively raced D-Type of the 50s and raced by 10 works drivers: Moss, Walker, Whitehead, Wharton, Berry, Dewis, Blond, Flockhart, Fairman, and Harris.
April: factory replaced engine E2004-9 with E2065-9.
May: factory fit new gearbox.
August: sold to Gerry Crozier.
Advertised March in Motor Sport magazine for sale by The Chequered Flag in England for 1,850 pounds.
Purchased by David Jacox (who was to become President of Pacific Western Airlines) for his son. Apparently his son did well in some local drag races and acquired a few too many speeding tickets, which contributed to his father’s decision to sell the car.
April: advertised in April issue of Road and Track for sale for $5,500.
A friend of davids, Jim Baker, (who was a mechanic for the Ecurie Ecosse team) drove the car to Pett and Thompson motors in Toronto to sell for David. I have a letter dated May, 1962, from this dealership to Chris Phillips of Ontario offering him the car for $4,000.
May, 1962: OKV 2 was purchased by Jim Catto of Ontario and had it prepared by a young, ex-patriot english mechanic named Alistair Smith. Alistair raced it at Mosport Park, June 1, 1963. Unfortunatley he had an accident and was killed. Damage to the car was not major and it was driven back to the pits. I have several photos of the car after the shunt. The car remained in storage for the next 18 years.
Purchased by Godfrey Miller (Canada) and sold to Lynx Motors, England. Lynx restored the car and sold it to Jim Wallis (Sevenoaks, UK). All damaged panels were metal finished. There were no panels or major components replaced. Jim used the car occasionally for club events and in 1995 Robert Cooper (Gloucestershire, UL) bought the car. Robert also used the car sparingly (including the Jaguar factory cavalcade to Le Mans in 1996 and 1997).
Purchased by Terry Larson whose first drive in the car was racing at the Goodwood circuit. Used in many tours and raced several times including in the Monterey Historics. It was driven by Norman Dewis in the monterey historics twice.
All major work done during this cars life was done by the factory. As it sits today it is very original to the factory rebuild in 1956.
Chain of Ownership
- 1954 Jaguar
- 1955 Jack Broadhead who had works drivers drive the car for him
- 1960 Gerry Crozier
- 1961 David Jaycox, Canada
- 1962 Jim Catto, Canada
- 1980 Godfrey Miller, Canada
- 1980 Lynx Motors, England
- 1981 Jim Wallis, England
- 1995 Robert Cooper, England
- 1999 Terry Larson, USA.
Additional Items Collected with Car
- Spare freshly rebuilt engine. Both engine blocks are works blocks and each one has an “RAC” stamp, which indicates it did well in a race, was inspected by the RAC to make sure it complied with the rules and passed inspection.
- Several notebooks and files with lots of factory documentation, photos, ads when the car was for sale, original bill of sales, etc. include:
- 1954 lemans factory entry papers
- Over 100 period photos
- Over 100 pages of factory documents and test reports.
Norman Dewis used this car over the winter of 54 (after Moss raced it at Le Mans) as a test car and gave me copies of all his records.
- One large 3 ring binder 3” thick has numerous photos in clear sleeves from Le Mans and other period races. Norman Dewis has written on the clear sleeves the names of the people in the photos. Nobody else today could do this.
- There are several photos of Norman racing the car 50 years after he raced it at Goodwood.
- Several magazine stories about this car.
Photos of XKC403
Click slide for larger image. This car has 196 photos. (Dates are when image was uploaded.)
Exterior Photos (32)
Uploaded December 2017:
Uploaded March 2017:
Uploaded May 2011:
Uploaded December 2009:
Uploaded October 2008:
Interior Photos (11)
Uploaded October 2008:
Action Photos (99)
Uploaded October 2008:
Details Photos: Exterior (11)
Uploaded December 2017:
Uploaded October 2008:
Detail Photos: Interior (9)
Uploaded December 2017:
Uploaded May 2017:
Uploaded October 2008:
Detail Photos: Engine (19)
Uploaded December 2017:
Uploaded October 2008:
Detail Photos: Other (15)
Uploaded December 2017:
Uploaded January 2017:
Uploaded October 2008:
We now require an email address to leave a comment. Your IP will be recorded in an effort to reduce spam. (Report problem posts here.)
2008-10-26 02:51:28 | Roger writes:
Many thanks to Terry Larsen for the excellent photos--period and current--of this machine.
2008-10-31 03:21:21 | Roger writes:
Note, all photos credited to the "Terry Larsen collection" may also be credited to:
2009-02-03 00:20:46 | Anonymous writes:
reported to have recieved XKD 556 Engine n° E2065-9
XKD-556 1957 tested at MIRA; destroyed in factory fire same day; dismantled for spares; 1958 engine fitted in XKC 403
2010-09-08 15:01:38 | pauls writes:
Car participated at CSRG Season opener, Infineon raceway April 9-11, 2010. Driven by Dean Meiling.
2011-11-10 15:32:23 | pauls writes:
Car was reported to be at auction in '93. Errors exist in the listing however the registration points to this car.
Lot 173: Jaguar D Type Shortnose (1954)
Collectors' Motor Cars, Brooks (2 December 1993)
Auction Collectors' Motor Cars
Brooks, Olympia, London
Lot Number 173
Outcome NOT SOLD
Hammer Price -
Hammer Price (inc premium) -
Registration number OKV 2
Chassis number XKD 403
Engine number E206-9
2012-09-16 20:39:08 | pauls writes:
Car can be seen in the following "Victory by Design" video:
2016-04-11 13:31:15 | Peter writes:
Do anyone know, whether Mr. David Jacox bought another Jaguar in the year 1961/1962?
The first owner of E Type 875994 was an David R. Jacox
I am interested in the history of 875994
2016-07-10 21:33:51 | Alex Mamas writes:
I have just come across an old "For Sale" advert in the April 1961 Motor Sport Magazine, page 314, offered by "THE CHEQUERED FLAG" OF Gemini House, High Street, Edgeware, Middlesex of OKV-2.
D-Type Jaguar - The successful and well-known OKV-2 ex-Works car, which has not been racred since being completely rebuilt bu Jaguars in late 1958. Spotless in Racing green, with 265 b.p.h. 3.4 litre engine, all synchromesh gear box, Webers, disc-brakes, etc. A unique opportunity to acquire one of the world's classic sports 0racing cars.......£1,685
2016-07-11 15:55:41 | David Barnett writes:
I worked for the Chequered Flag in the 70's. The owner, Graham Warner, once told me they had handled every one of the Ex Works 'D' Types (and some C-Types) and said he breathed a sigh of relief when they sold the last one for £1,500.
2016-08-17 20:09:51 | Mike Jacox writes:
Does anyone know the current status of this car?
My grandfather was David Jacox (owner of the car in 1961-62), and my father (also David Jacox) was the son who got too many speeding tickets...
Curious to know where the car is now. Thanks for any help!
2017-03-01 13:01:34 | Peter writes:
did your father bought an E-Type in April 1962 and lived in Trenton, MI?
2017-03-13 16:51:58 | pauls writes:
Car shown at Amelia Island Concours 2017.
2017-05-31 15:44:18 | pauls writes:
Terry shares a drive and some history of the car at:
2017-12-04 21:00:48 | Fritz writes:
How can somebody make a mistake like that shown on the fin photo from 2017.
XKD 403. This car is XKC 403 !
2017-12-04 21:15:57 | Fritz writes:
2017-12-10 12:20:13 | Anonymous writes:
In real terms the car being auctioned is actually XKD548 and all the history prior to Goodwood 21st May 1956 relates to a completely different and non existent car. Therefore the car never did race at Lemans or was driven by Moss etc
The factory have renumbered the new steel frame car with the old chassis number for the purposes of registration only ie to save "English purchase tax"
This car has a very similar history to the XKC011 - XKC047 saga.
Certainly a car with a great history that states from the 8th September 1956.
2017-12-14 14:53:54 | pauls writes:
You are wrong. Your statements are a direct contradiction of the true facts which are supported by factory records. The C, D & LWE Register which I was the lead author to covers the cars history accurately and in detail. I worked with Penny Woodley, Den Carlow, Anders Clausager (who work in the factory archives) as well as Paul Skilleter. We also worked with numerous other worldwide experts on this book. We recorded the history of this car on the true facts, based from factory records. You should have done your research before slandering such an important car. These cars all deserve our respect, not this type of behavior.
These factory records include:
1) Factory notes (I personally copied from the factory archives files on OKV 2 while researching my book on the C, D & LWE) stating "REPAIRED BY EXPERIMENTAL AFTER THE 56 GOODWOOD SHUNT".
2) Also factory notes stating "REPAIR DAMAGE FROM ACCIDENT AT TT. INCORPORATE PARTS AS NEEDED FROM XKD 501. 501 is the LeMans winning car. It was crashed and rebuilt by the factory 3 times in the first year of its life and still a fantastic car.
3) A letter from the Jaguar Archives signed by Anders Clausager (Chief Archivist) stating "OKV 2 WAS THE SUBJECT OF A MAJOR REBUILD FOLLOWING AN ACCIDENT IN A MOTOR RACE".
4) A letter from Bob Berry (director of Public relations at Jaguar who was the driver who crashed the car at Goodwood) stating "AFTER THE ACCIDENT AT GOODWOOD OKV 2 WAS REBUILT".
THESE STATEMENTS ARE ALL FACTORY RECORDS IN REFERENCE TO THE ACCIDENT AT GOODWOOD.
In addition there is:
5) A letter from Chris Keith Lucas in the UK who is highly regarded stating that when Lynx got the car in the 70s from Canada "IT ARRIVED AS AN AMAZINGLY UN-SPOILT TIME WARP CAR".
6) Letter from Norman Dewis, the Chief Development test engineer for 34 years for Jaguar, who tested and developed each and every C and D Type, raced them including at LeMans, Raced OKV 2 and used it as his factory test car where he states "I HAVE STUDIED AND CHECKED ALL THE DETAILED HISTORY AVAILABLE ON OKV 2 INCLUCING WHAT I HAVE IN MY ARCHIVES AND CONCLUDE THIS CAR IS ONE OF THE BEST EXAMPLES OF THE WORKS D TYPES". he goes on to say ". The car was raced by Jaguar at LeMans, Reims, Silverstone, etc. and I personally drove it at Goodwood & Brighton. Also used it extensively for development testing of many components......and he goes on to say in 1956 Bob Berry drove the car at Silverstone and Goodwood crashing the car at the Whitsun meeting. Although extensively damaged the car was repaired by Jaguar experimental who still referred to it as chassis number XKC 403."
The history of this car is quite simple. After its crash at Goodwood it went straight to the factory, was rebuilt and returned to racing 3 months later. This fact is extremely well documented by the factory as noted above. In my research, while I owned the car, I did learn that in the factory rebuild the Factory used the front chassis/subframe from XKD 548. XKD 548 had been "dismantled for spares" as were several D Types. The factory was having trouble selling the D Types at the time but still needed spares so tagged several cars as "dismantled for spares".. This is well recorded in the factory archives book. Once a car has been labeled as dismantled for spares it is just "parts" and no longer retains an identity. THE FACTORY HAS THE RIGHT TO USE WHATEVER COMPONENTS IT CHOOSES IN A FACTORY REBUILD, especially in period. OKV 2 STILL RETAINS THE SAME CHASSIS THE FACTORY FIT IN 1956. THE TRUTH IS THE CAR STILL REMAINS VERY ORIGINAL TO THAT FACTORY REBUILD IN 56. THE ONLY MAJOR COMPONENT THAT HAS BEEN REPLACED OVER THE YEARS IS THE BONNET. As noted earlier, XKD 501 was crashed 3 times in the first year of its life, all 3 times it was rebuilt at the factory and it is widely accepted (and should be) as a FANTASTIC car. It sold for a world record price which proves its acceptance in the world. Why should one factory rebuild be better than another?
The identity of OKV 2 has never changed and stayed with it since 1954, as shown by factory records as well as from the recollection of Norman Dewis. He is the only person alive today who has known the car intimately since it was built. Who are you to not accept a "factory rebuild" and say what the factory can or cannot do? I do not know anybody that has a problem with a factory rebuild done in period. If you have any factory records or basis to your claim that contradicts these factory records I have, then show us......I am providing direct quotes from factory records and from Norman. Show us the basis for your criticism of this car or please retract your unfounded slander. The car deserves better than this!
2018-01-10 20:53:34 | pauls writes:
Lot Number 250
1954 Jaguar D-Type Works
$12,000,000 - $15,000,000
RM | Sotheby's - ARIZONA 2018
Chassis No. XKD 403
Engine No. E 2065-9
The legendary Works D-Type, "OKV 2"
The third of five factory competition examples built in 1954
Principal team car driven by Moss and Walker at the 1954 24 Hours of Le Mans
Factory development car for the 1955 season
Driven by countless Jaguar legends, including six Le Mans winners
Exhaustively documented, including Le Mans entry forms, factory time sheets and test reports, and FIA papers
Includes spare RAC-stamped Works engine
A veritable cornerstone of Jaguar's racing history
After winning Le Mans twice in three years with the C-Type, Jaguar realized that 1954's contest would require a freshly designed model. The result was the legendary D-Type, one of the first cars to feature monocoque construction and all-wheel disc brakes, which would go on to win Le Mans three consecutive years between 1955 and 1957.
OKV 2 - THE LEGENDARY WORKS D-TYPE
Chassis no. XKD 403 was the lead car of the three Works entries prepared for Le Mans in 1954. It officially completed construction on 3 June, fitted with engine no. E 2003-9 and finished in traditional British Racing Green. The D-Type was registered for road use as OKV 2 and was entrusted to principal Jaguar drivers Stirling Moss and Peter Walker (the same team that placed 2nd at Le Mans the previous year). Designated as #12, XKD 403 was the fastest car in practice, heightening expectations that Coventry would triumph over Maranello once again.
Unfortunately, at Le Mans all three team cars experienced an engine misfire issue that was traced to contaminated fuel (oddly, Jaguar was the only team provided with polluted fuel). Regardless, Moss managed to take the lead during the earlier hours, also setting the fastest time with 172.97 mph on the Mulsanne Straight. However, around the twelfth hour after 92 laps, at the end of another high-speed run down the straight, the D-Type's brakes began to fail and Moss deftly swung into the safety road to the pits, where the car retired.
A few weeks later at the 12 Hours of Reims, with Moss and Walker driving, OKV 2 did not finish once more. At the Tourist Trophy at Dunrod in September the D-Type was fitted with a 2.5-liter engine, no. E 2005-9, and Peter Whitehead and Ken Wharton finished 5th. Following the season's conclusion, XKD 403 underwent use as the factory's development car for the 1955 Le Mans and played a key role in Jaguar's success over the next several years. OKV 2 was designated as the Workhorse for test driver Norman Dewis, now with a 3.4-liter engine, no. E 2004-9. Notes of his test work, as well as later correspondence, are noted in the car's extensive file, including his assertion that "this car is one of the best examples of the works 'D' types."
For 1955, Coventry undertook some modifications to the D-Type, using longer noses and a revised engine to win Le Mans outright. XKD 403 continued as a factory car in several contests, finishing 3rd at Silverstone in May with team driver Tony Rolt at the wheel. Dewis drove the car at the Brighton Speed Trials after which it was utilized as the factory's test car for Le Mans drivers that year. At the testing, OKV 2 was driven by illustrious competitors such as Mike Hawthorn, Jimmy Stewart, and Ninian Sanderson, amongst others.
In May 1955, the D-Type was sold to Jack Broadhead with the intention of competition use by driver Bob Berry, who was also Jaguar's public relations manager. Berry drove the car in several British events during the season, finishing 2nd at Goodwood thrice, 2nd at Oulton Park, and 3rd at Aintree. En route to the Portuguese Grand Prix in late June, the transporter broke down. The tools and spares were loaded in OKV 2 and it was driven 980 miles to the race. Incredibly, the D-Type finished 5th and was then driven the 980 miles back.
After several more entries by Berry, OKV 2 was returned to the factory for maintenance, and the engine, gearbox, and rear axle were rebuilt. An accident at the season-ending Tourist Trophy necessitated some chassis and bodywork, and the opportunity was taken to fit a stiffer front anti-roll bar and a new rear anti-roll bar assembly. Berry continued to race the D-Type during 1956, finishing 1st at both Oulton Park and the Goodwood Whitsun Meeting in May where Bob qualified on the pole and led from flag to flag, winning the race by 23 seconds. At the later event at Goodwood, Berry was involved in a bad accident. The car returned to Jaguar following the incident and in short order, was fully rebuilt at the factory, including a production D-Type tub with a steel front subframe. Factory notes indicate that XKD 403 was then "repaired by [experimental] after '56 Goodwood shunt." The car was back up and competing by September, with one win and finishing between 3rd and 6th place at a number of events.
In March 1957 the factory fitted XKD 403 with a full-length windscreen and a passenger door, and later that month driver Peter Blond finished 2nd at Snetterton. Le Mans winner Ron Flockhart roared to 1st place at the British Empire Trophy Race in early April, while Berry enjoyed several 2nd-place finishes a month later, as well as an outright victory at Oulton Park in October. In early 1958, the factory replaced the engine, from E 2004-9 to E 2065-9, and fitted a new gearbox, and Reg Harris then placed 2nd at Silverstone in May.
In August 1960, XKD 403 was sold to Gerry Crozier, and he continued to race the car in minor contests, finishing 2nd at the Essex Hill Climb in October. He sold the Jaguar a year later to David Jacox, a former pilot based in Calgary, Canada, who went on to manage several large aviation companies. Jacox offered the car for sale in 1962, as confirmed by a period advertisement in Road & Track magazine.
Jim Baker, a mechanic for the Le Mans-winning Ecurie Ecosse teams and a friend of David Jacox, drove the D-Type to Toronto to arrange a sale to Jim Catto of Ontario. Catto employed a British mechanic named Alistair Smith, who prepared the car for further racing and entered it at Mosport Park in June 1963. During the race, Smith was tragically killed during an off-course low-speed incident as XKD 403 reportedly turned on its side on an embankment as he tried to exit the car. The owner garaged the Jaguar indefinitely, ultimately resulting in 17 years of storage.
XKD 403 - RETURN TO THE TRACK
In 1980 the Jaguar was removed from storage and sold to Godfrey Miller of Canada, and he arranged a sale to the renowned marque specialists at Lynx Engineering in England. Principle mechanic Chris Keith-Lucas, soon to be a recognized niche expert in his own right, restored the otherwise complete D-Type, and notes of his recollections of XKD 403 "as an amazingly un-spoilt "time-warp" car" are included in the car's documentation.
Following refurbishment, XKD 403 was sold to Jim Wallis of Sevenoaks, England, and he used the car at events on occasion while retaining possession for 14 years. In 1995 the D-Type was purchased by Robert Cooper of Gloucestershire, and he continued to sparingly use it, most significantly attending the Jaguar Factory Cavalcades to Le Mans in 1996 and 1997.
In 1999, OKV 2 was sold to marque expert and historian Terry Larson of Mesa, Arizona, whose first drive in the car was racing it at Goodwood. Larson put over 20,000 miles on the car in numerous tours and races during his ownership. Jaguar's chief development test engineer for 34 years, Norman Dewis also raced the car twice at the Monterey Historics. Terry assembled a vast trove of paperwork, including a number of original factory documents and letters. During 12 years of care, Larson used the D-Type at numerous tours and races, including the 2000 Copperstate Classic, the California Mille in 2000 and 2002, the Wine Country Classic in Sonoma in 2000 and 2003, as well as the Monterey Historic and Pre-Historic races on several occasions. The Jaguar also participated in the C-Type and D-Type Tours in Arizona no less than a dozen times. Perhaps the apogee of Larson's ownership transpired in August 2010, when the D-Type was presented at the Pebble Beach Concours d'Elegance as part of the year's Jaguar celebration. Purchased in 2011 by the consignor, OKV 2 has continued to enjoy use in events such as the 2013 Wine Country Classic and the 2015 Monterey Historic races.
XKD 403 is one of five Works cars built in 1954 and is undoubtedly one of the most actively raced D-Types of them all, having campaigned in at least 55 races during the 1950s alone (including 24 podium finishes, of which five were overall victories). As the Workhorse for D-Type development, this car has been driven, in practice or competition, by 16 of the factory's most legendary drivers and associated privateers, including Stirling Moss, Peter Walker, Mike Hawthorn, Duncan Hamilton, Jack Fairman, Peter Whitehead, Ken Wharton, Bob Berry, Jimmy Stewart, Desmond Titterington, Don Beauman, Peter Blond, Ivor Bueb, Norman Dewis, Ron Flockhart, and Ninian Sanderson - the who's-who of Jaguar racing. Having been extensively raced by Jaguar and then retained by the Experimental department for further testing and development, XKD 403 is presented exceptionally authentic condition from when it left the factory in 1956. This remarkable D-Type is a veritable cornerstone of Jaguar's competition history.
OKV 2 benefits from a deep file of research, including factory documentation, the 1954 Le Mans entry forms, personal notes from Norman Dewis and Bob Berry, hundreds of period photographs, and FIA papers. Prospective bidders are encouraged to review the extensive documentation prior to the sale as well as to inspect the car onsite in Arizona. The car is also accompanied by a spare Works engine with correct RAC markings. As recounted by feature articles in magazines such as Jaguar Heritage, Classic Cars, and Jaguar World, this legendary racing D-Type has been fastidiously cared for and maintained by some of the most significant names in the Jaguar niche.
The ex-Moss 1954 Le Mans D-Type would crown nearly any automobile collection, commanding the attention of Coventry enthusiasts and sports car aficionados worldwide.