252:. This was Lofty England's first experience of management responsibility, and as a reserved occupation he remained with Alvis, now a military contractor, for the first two years of conflict. However, in 1941 England volunteered for pilot training and qualified as a bomber pilot, probably excluded from fighter pilot postings due to his height. He served as a training instructor to the
427:'s running of the pre-war Mercedes team, he ran the Jaguar squad always with an eye for the greater good of Jaguar, rather than the individual demands of any one driver. The 1953 Le Mans event was a case in point, as the Jaguar cars were initially excluded for a technical infringement. The eventual winning driver pairing of
392:
act as a "hare", driving hard from the start to draw other cars into chasing it in the hope that their cars would fail. The strategy worked almost entirely as planned. Moss posted a new lap record of 105.232 mph before the lead Jaguar failed after 92 laps. However, the failure of the
Ferrari and
501:
was to be the last outing for the works Jaguar team. However, there was to be no swansong for Lofty
England's squad. The new longnose D-Type variant could only manage sixth place. Fortunately for Jaguar, Lofty England had always encouraged privateer teams and ensured that serious contenders received
439:
to reinstate the cars. Legend has it that, unfortunately for
England, his drivers were, by this time, a little the worse for wear, and it took all of England's managerial and motivational talents to get them into the car for the start. England and Rolt both later denied that the drivers had been at
603:
During his time at Jaguar, Frank "Lofty" England was probably second only to Sir
William Lyons himself in determining the corporate direction and public image of Jaguar Cars. Following his retirement, although he had no direct involvement with the company, England always maintained an interest in
376:
While results continued to come with the production XK120 model, England and Heynes realised that it was too overweight and aerodynamically compromised to have a serious chance of winning the Le Mans race. Their solution was to take the drivetrain from the XK120 and to install it in a lightweight
552:
Instead, Lofty
England began to climb the corporate ladder within Jaguar. England's alma mater, Daimler, merged with Jaguar in 1960, and in 1961 Lofty England joined the Jaguar board as assistant managing director. During the following five years he was heavily involved in the negotiations which
493:
Lofty
England attracted some criticism for his decision after the race but, as he maintained for the rest of his life, England did not regard Hawthorn as being at all responsible for the tragedy and therefore the team had no reason to withdraw. The decision was typical of the unsentimental, hard
100:
in 1927 where, owing to his 6' 5" (196 cm) height, he quickly acquired the nickname, "Lofty", which would stick with him for the rest of his life. Daimler had not been
England's first choice; his early experiences had led him originally to apply to Bentley, but without success. During his
309:
proved eminently tunable and Heynes and
England were quick to see the potential benefits of a works motorsport effort. Jaguar's newly formed Engineering Competition Department provided six top pre-war drivers (including England's old employer Prince Bira) with lightweight, pre-production,
615:, UK. The company wished to establish a European distribution network for its Scimitar GTE sports estate car following the development of its more refined SE6 version in 1986. England was successful in assisting Reliant to appoint importers and distributors in
494:
nosed manner in which Lofty
England ran the team, demanding complete loyalty and adherence to the team principal from his drivers. When, at Reims in early 1956, Le Mans hero Duncan Hamilton ignored England's pit signals, the team manager fired him on the spot.
584:
in 1971, one year before Lofty
England succeeded William Lyons as chairman and Chief Executive of Jaguar Cars. It was during his time as CEO that England had to negotiate with the unions to ensure that the car the V12 was built for, the V12 version of the
247:
In 1938 England moved out of racing for the first time, taking a job back with Alvis, but this time at the Coventry company's headquarters. He rapidly rose from service engineer to become superintendent of the service department by the outbreak of the
229:(Prince Bira's nom de course) with many race wins both in the UK and throughout Europe. Although the initial intention had been to rebuild Seaman's Delage, England was fully occupied with the operational race cars and the project was abandoned.
280:
in early 1946. He initially joined Jaguar in the same role that he had filled at Alvis, that of service manager. The company did not have any motorsport plans at this stage, but in the hands of a few privateer owner-drivers Jaguar's new
197:
almost immediately following his ignominious exit. Unfortunately for England, what may have proved to be a productive relationship with the up-and-coming Grand Prix star was curtailed in late 1936 when Seaman signed for the dominant
401:'s car to inherit the lead, which by the end of the 24 hours they had extended to nine laps. Lofty England's debutant team had scored a striking victory over 19 cars with engines larger than the C-Type's, but more was to come.
137:
On completing his apprenticeship Lofty England found that his technical skills, allied to his motorsport enthusiasm, meant that he was in great demand among the gentlemen racers of the early 1930s. His first employer was
173:
to be serviced at the Maserati factory in Italy, accompanied by England. Straight and his team not only raised the Brooklands lap record for 5-litre cars to over 138 mph, but Straight also won the inaugural
454:
For 1954 Lofty England decided that Jaguar had taken the C-Type as far is they could, and a new car was designed around the successful XK engine. Appropriately, the iconic D-Type made its debut at the
217:
racing team with efficiency and organisation, a pattern that England would come to model his own teams on. During nearly two years with the aristocratic pair, England's ERA experience meant that R2B
490:
and 83 spectators, plus injuring 120 others. Neubauer's team were withdrawn from the race some hours later and invited Jaguar to share the gesture, but England decided to keep the Jaguars running.
510:. England also ensured that Jaguar's name remained prominent in motorsport by providing support for both privateer entrants of Jaguar cars, and for Jaguar-engined specials built by the likes of
595:. With increasing industrial tensions and centralised decision making within British Leyland, England felt that his position was untenable and, aged 63, he retired to Austria in 1974.
589:
saloon, was not delayed into production. Reflecting his own previous success and the Daimler company history, England decided that the Daimler version of the V12 should be called the
158:
workshop. Although Birkin took the lap record at Brooklands, at over 137 mph, the car was not a success, and following Birkin's death in 1933 the Blower Bentley project folded.
362:
drove a works-modified XK120 coupé, the personal car of William Heynes, at an average of just over 100 mph for seven days and nights to break nine speed and endurance records.
807:
101:
five-year apprenticeship Lofty England also made his first appearances in motorsport. In 1932, his final year as an apprentice, England finished second in the inaugural
408:
event was nowhere near as successful, as modifications made to the bodywork caused overheating and all three works cars failed before an hour had elapsed. However, for
921:
377:
chassis. William Heynes developed a new design with a new frame chassis and new bodywork with air flow shape developed by aerodynamist Malcolm Sayer. The XK120C (for
322:
Johnson and Bert Hadley ran as high as second before mechanical failure forced them out when lying third near the end, while other XK120s finished 12th and 15th.
272:
After demobilisation in 1945 Lofty England briefly moved back to Alvis, but the company had been badly affected by wartime bombing raids and through close friend
833:
506:
which scored the D-Type's victory that year. The Scottish team would also go on to win the race with an England-supplied, ex-works longnose car the
936:
45:
race on five occasions. After the company's withdrawal from racing England moved into the mainstream management of Jaguar Cars, later succeeding
533:
Immediately following Jaguar's withdrawal from racing Lofty England returned to his role as director of the Jaguar service department. In 1958
193:
fired him in 1936. His time at ERA was not happy, mainly due to the works' lax attitude toward their customers' cars, but he was employed by
931:
420:. On this occasion the team scored another victory, improved reliability allowing the green cars to take second and fourth places as well.
761:
165:'s new motor racing team in 1934, where results began to flow immediately. The team was extremely well financed – Straight was head of
178:
in 1934. However, following Straight's marriage in 1935 the team was wound up and Lofty England found himself out of work once again.
926:
240:
motorcycle from his father had started him on a successful motorcycle racing path. His best result was second place in the 1936
186:
478:
event was poised to be a direct contest between England's Jaguars, and the Mercedes team of Alfred Neubauer. Tragically,
911:
561:
in 1966. At the end of 1967, on the retirement from the managing directorship of Sir William Lyons, Lofty England and
749:
570:
906:
285:, introduced in 1948, proved to be competitive with the more specialised offerings from continental manufacturers.
428:
398:
311:
713:
901:
643:
436:
576:
In between the management upheaval, Lofty England invited back old friend Walter Hassan to develop Jaguar's
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182:
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unfortunately came to nought and the one-and-only Le Mans Prototype was destined to never race.
388:
Lofty England's racing experience and sharp strategic thinking required that Moss and co-driver
34:) was an engineer and motor company manager from Britain. He rose to fame as the manager of the
558:
769:
169:
Ltd., an early service provider in the booming aeronautical sector – and could afford for his
479:
394:
237:
354:
In 1952 Lofty England and several factory mechanics supported a high-speed endurance run at
225:
were always immaculately prepared and, along with the team's more modern Maserati, provided
896:
891:
718:
413:
166:
8:
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42:
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repaired to a bar, while Lofty England took matters in hand and managed to persuade the
853:
591:
542:
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won major sports car races in Britain and America that year and took fifth in the 1950
155:
110:
745:
577:
423:
Lofty England's contribution to the C-Type's success was crucial. Taking a lead from
306:
38:
458:
race, where Hamilton and Rolt were beaten into second place by only one lap, by the
565:
succeeded him as joint managing directors of the company. In turn, BMH merged with
249:
162:
147:
106:
65:, and found an aptitude and interest in motor engineering during his schooling at
549:. England refused the offer and was never directly involved in motorsport again.
534:
459:
424:
333:
241:
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Lofty England maintained his own active motorsport career. An early gift of a
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46:
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during retirement, England became a consultant to Reliant Motor Company of
515:
389:
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348:
329:
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294:
282:
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143:
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580:. The engine made its debut in the Series III version of Jaguar's ageing
522:
511:
463:
344:
277:
207:
194:
170:
78:
35:
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with improved engines, the original bodywork, and innovative all-wheel
303:
118:
86:
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as much help as the works could offer, and it was one of these teams,
586:
432:
102:
62:
41:
team in the 1950s, during which time Jaguar cars won the prestigious
27:
521:
England's hope of helping Jaguar return to Le Mans in 1966 with the
318:, the Jaguar beaten only by works Ferraris and Alfa Romeos. At the
58:
23:
620:
616:
608:
538:
117:
also meant that England could easily attend race meetings at the
74:
70:
31:
868:
Garel Rhys (5 June 1995). "Folk hero of Jaguar: Lofty England".
343:. Works-prepared XK120s won numerous other events including the
310:
aluminium-bodied XK120s in 1949, and results were encouraging.
203:
122:
114:
49:
as its chairman and Chief Executive, before retiring in 1974.
339:, his speed in the rain also winning him a place in Jaguar's
253:
541:
Formula One team, after the death of Vandervell's protégé
257:
857:. Vol. 128 (nbr 3751). 4 January 1968. p. 45.
644:
Lofty England page at the Jaguar Daimler Heritage Trust
808:
Daily Telegraph obituary of Tony Rolt, February 2 2008
328:
drove another of the pre-production cars, entered by
820:
Obituary of Tony Rolt by Alan Henry, February 9 2008
381:), later known as the C-Type, made its debut at the
161:Both England and Newcombe transferred to American
883:
16:British engineer, chief executive of Jaguar Cars
69:. At the age of 14 the England family moved to
634:England died on 30 May 1995 at the age of 83.
96:England was apprenticed as an engineer to the
922:People educated at Christ's College, Finchley
707:
705:
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393:Talbot-Lago competition by this time allowed
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256:in Texas until 1943, when he returned to the
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722:. Vol. 75, no. 6. pp. 42–47
665:
663:
661:
659:
276:he secured a move to fellow Coventry firm
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680:
73:. Here the young Frank was able to watch
851:"News and Views: Jaguar board changes".
81:, being tested along the long, straight
656:
185:was punctuated with spells working for
125:, and he became a familiar face at the
937:Royal Air Force pilots of World War II
884:
831:
553:resulted in the merger of Jaguar with
206:was sold to Siamese princes Chula and
486:caused the deaths of Mercedes driver
762:"1952 Jaguar XK120 Fixed Head Coupé"
332:, to a dominant victory in the 1950
20:Frank Raymond Wilton "Lofty" England
932:20th-century English businesspeople
13:
598:
358:, where Johnson, Moss, Hadley and
14:
948:
637:
571:British Leyland Motor Corporation
832:Swales, Neville (14 June 2011).
861:
714:"Team Managers – Lofty England"
412:England's Jaguars were back at
927:20th-century British engineers
825:
813:
801:
754:
734:
213:Prince Chula ran the cousins'
1:
822:. Retrieved on 3 August 2008.
810:. Retrieved on 3 August 2008.
766:Jaguar Daimler Heritage Trust
649:
150:, England developed Birkin's
52:
537:offered to sell England the
7:
834:"Why didn't the XJ13 race?"
482:triggered by the D-Type of
202:racing team. When Seaman's
10:
953:
447:
437:Automobile Club de l'Ouest
369:
292:
268:Post-war Jaguar motorsport
260:for active service flying
57:Frank England was born in
912:British motorsport people
796:The Independent on Sunday
742:Jaguar Sports Racing Cars
712:Edwards, R. (June 1999).
671:Obituaries: Lofty England
444:1954–1957: The D-Type era
366:1951–1953: The C-Type era
232:Throughout his time as a
210:, England moved with it.
133:England the race engineer
77:chassis, built in nearby
547:1958 Moroccan Grand Prix
529:Jaguar management career
499:1956 24 Hours of Le Mans
456:1954 24 Hours of Le Mans
351:in 1950, 1951 and 1952.
320:1950 24 Hours of Le Mans
289:1949–1952: The XK120 era
176:South African Grand Prix
907:Auto racing crew chiefs
613:Tamworth, Staffordshire
440:all drunk at the time.
85:, formerly part of the
559:British Motor Holdings
468:José Froilán González
113:cars. Being based in
902:People from Finchley
836:. UK. Archived from
792:Replay: 14 June 1953
569:in 1968 to form the
167:Straight Corporation
840:on 23 January 2013.
604:Jaguar's fortunes.
472:Maurice Trintignant
43:24 Hours of Le Mans
790:Randall, H. 2003.
543:Stuart Lewis-Evans
215:White Mouse Stable
156:Welwyn Garden City
111:Daimler Double Six
740:Porter, P. 1995.
341:1951 Le Mans team
181:A brief spell at
105:, driving one of
47:Sir William Lyons
39:sports car racing
22:(24 August 1911,
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768:. Archived from
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744:Bay View Books,
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732:
731:
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727:
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678:
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607:After moving to
347:in 1950 and the
250:Second World War
163:Whitney Straight
148:Charles Newcombe
107:Laurence Pomeroy
67:Christ's College
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798:. 22 June 2003.
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772:on 11 June 2011
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675:The Independent
669:Wood, J. 1995.
668:
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652:
640:
601:
599:Post-retirement
535:Tony Vandervell
531:
452:
446:
429:Duncan Hamilton
425:Alfred Neubauer
399:Peter Whitehead
374:
368:
356:Linas-Montlhéry
297:
291:
270:
262:Avro Lancasters
242:Manx Grand Prix
135:
98:Daimler Company
55:
30:– 30 May 1995,
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12:
11:
5:
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917:Daimler people
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677:. 9 June 1995.
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653:
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648:
647:
646:
639:
638:External links
636:
600:
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567:Leyland Motors
563:William Heynes
530:
527:
508:following year
445:
442:
385:Le Mans race.
367:
364:
312:Leslie Johnson
300:William Heynes
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152:Blower Bentley
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91:Watling Street
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874:. p. 11.
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504:Ecurie Ecosse
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488:Pierre Levegh
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484:Mike Hawthorn
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450:Jaguar D-Type
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234:race engineer
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770:the original
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724:. Retrieved
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516:John Tojeiro
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395:Peter Walker
390:Jack Fairman
387:
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360:Jack Fairman
353:
349:Alpine Rally
330:Tommy Wisdom
324:
316:Mille Miglia
298:
295:Jaguar XK120
271:
246:
231:
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191:Raymond Mays
180:
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154:cars at his
144:"Tim" Birkin
140:1931 Le Mans
136:
126:
95:
56:
19:
18:
897:1995 deaths
892:1911 births
719:Motor Sport
629:Switzerland
625:Netherlands
545:during the
523:Jaguar XJ13
480:an accident
464:Formula One
460:Ferrari 375
418:disc brakes
379:competition
345:Tulip Rally
278:Jaguar Cars
195:Dick Seaman
171:Maserati 8C
121:circuit in
79:Cricklewood
36:Jaguar Cars
886:Categories
650:References
592:Double Six
448:See also:
370:See also:
304:straight-6
293:See also:
119:Brooklands
87:Roman Road
53:Early life
587:Jaguar XJ
433:Tony Rolt
414:La Sarthe
307:XK engine
189:, before
103:RAC Rally
63:Middlesex
28:Middlesex
557:to form
221:and R5B
146:. Under
59:Finchley
24:Finchley
854:Autocar
776:7 April
726:9 April
621:Belgium
617:Austria
609:Austria
539:Vanwall
334:Dundrod
238:Douglas
227:B. Bira
219:Romulus
142:winner
83:A5 road
75:Bentley
71:Edgware
32:Austria
748:
623:, the
582:E-Type
512:Lister
474:. The
466:stars
204:Delage
123:Surrey
115:Hendon
283:XK120
254:USAAF
223:Remus
187:Alvis
127:Track
778:2008
746:ISBN
728:2017
627:and
514:and
497:The
476:1955
470:and
431:and
410:1953
406:1952
404:The
397:and
383:1951
208:Bira
555:BMC
462:of
258:RAF
183:ERA
109:'s
89:of
888::
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716:.
682:^
673:.
658:^
631:.
619:,
573:.
518:.
337:TT
302:'
264:.
244:.
129:.
93:.
61:,
26:,
780:.
730:.
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