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The History of Jaguar Cars - Part 2.
A continued overview of the Jaguars that built the legend.
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Continued from Part 1 of the Jaguar Story...
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Jaguar Mark V
In 1945 S.S. Cars changed name to what was one of their pre-war models, namely Jaguar Cars. With the war out of the way, they re-introduced most of their pre-war model line-up, although the SS100 was no more. These cars soldiered on until 1948 when the new Mark 5 came out, itself just a stop-gap til supply of a brand new model's bodyshell could be arranged with Pressed Steel. Hence the Mark 5 only lasted between 1948 and 1951. It was largely based on the pre-war 2.5 and 3.5 saloon although featured a number of modern styling revisions to bring it into line with current trends and fashions. A new box section chassis nestled beneath the coachwork, and up front was a new independent suspension arrangement. By June 1951 10,466 models had been built, the vast majority being saloons but a few drop head coupes were also built, mainly for export. The new MkVII model was now in production, and was their first saloon to feature the twin cam six cylinder engine (the famous XK no less).
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Jaguar XK120 Roadster / FHC / DHC
With no SS100 in production after the war, there was an obvious gap in Jaguar's model range. This was more than adequately plugged in 1948 with the launch of the XK120, powered by the 3.4 litre XK engine. This powerplant had been designed by William Heynes, Walter Hassan, and Claude Baily during WW2, with a view to it being used once hostilities had ended. The XK used this engine, and featured shapely 2 seater bodywork atop a shortened Mark V saloon chassis. Both sports and saloon made their appearances at the 1948 Motor Show. The XK was touted as being a genuine 120mph motor car, but not everyone was convinced. So in 1949 a standard 120 was fitted with a faired cockpit cover, and undershield, and taken to the Jabbeke - Ostend autoroute, where it cracked 139.59 mph. These early cars were handbuilt in aluminium, as Lyons didn't foresee a lengthy production run for this car. However demand soon outstripped supply so, in 1950, mass produced steel bodyshells were used to speed up production. The fixed head coupe joined the roadster in 1951, and a drophead model in 1953. The 120 continued in production until 1955, when it was replaced with the similar looking XK140.
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Jaguar Mark VII / MkVIII / MKIX
Delays with sourcing the bodyshell meant that the 100mph Mk7 didn't appear at any Motor Show until 1950. Featuring the engine already seen in the XK120 a few years earlier, this was the first saloon to be powered by the XK engine. Initially, production of the Mk7 headed stateside, mainly because of the UK governments insistence that emphasis be placed on bringing in money from overseas to aid the resurrection of Britain after the war. No MkVI was produced as this model name had already been claimed by Bentley for their standard saloon of the day. By now there was no further room for expansion at the Foleshill site, so an alternative location was required. This came along in the shape of an ex-Daimler aero engine factory just 2 miles down the road, at Browns Lane, Allesley, where Jaguar offices are still to this day. A Borg Warner auto box became an option in 1953, mainly following demand from US customers. In 1955 power was upped from 160bhp to 190bhp, and the model renamed the MkVIIM. Further refinements in 1957 came about with the MkVIII, which was an updated version of the MkVII - notably a one-piece curved windscreen now featured instead of the split affair on the earlier model. Two years later the last of the revisions were made, and the MkIX was born. This now had the 3.8 litre XK engine, power steering, and disc brakes front and rear. The Mk9 lasted for two more years, after which the Mk10 took over its place in the brochure.
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Jaguar XK120C - the C-Type
In 1950 Lyons and the new racing manager 'Lofty' England unofficially supported 3 privateer XK120s at Le Mans, although they were not overly successful. However both Jaguar men could see the potential that competition successes such as at Le Mans, could do for the roadgoing range. A tubular spaceframe chassis was designed by Heynes, and the bodywork entrusted to aerodynamicist Malcolm Sayer, formerly of the Bristol Aeroplane Company. The plan was to have a car ready for the 1951 24 heures du Mans. Three cars were entered, two retired, but the remaining car won, at its first attempt. Roadgoing versions of the C-Type had to be produced in order to comply with the Le Mans regs. These cars listed at £2327, £650 more than the production 120. In 1952 Jaguar fitted bonnets with a smaller air intake, but this proved disastrous, all all the cars retired with serious overheating issues. Jaguar were back at La Sarthe in '53 however, the cars now being built from lighter gauge tubing, and disc braking to all four corners. All three cars lasted the distance this time, and finished in 1st, 2nd, and 4th places.
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Jaguar D-Type
Following their successes at the '53 event, Heynes and co. went back to the drawing board and began work on a replacement for the C-Type. The new car would be based on the 3.4 engine in the C, uprated to 240bhp, and featured radically new aerodynamic bodywork clothing a monocoque cockpit and substantial front subframe. Three cars entered the '54 Le Mans race, but were vanquished by the 4.9 sports racer from Ferrari. One of the D's did however finish in the runners up spot, so not a bad start for a brand new car. Power was increased to 270bhp in a bid to match the Ferrari, and the longnose bonnet fitted. The works car driven by Mike Hawthorn won the '55 race, although this was after Mercedes withdrew following a fatal crash. Ivor Bueb finished 3rd in a Belgiian entered D. In 1956 both works and privateer D-Types were back at Le Mans. Two of the factory D-Types crashed, another finished in 6th. The race however was won by a non-works D entered by Ecurie Ecosse of Edinburgh. After this result, Jaguar withdrew from competition , although did provide unofficial backing for Ecurie Ecosse in 1957. These cars finished first and second, with French and Belgian entries in third and fourth. Jaguar had now well and truly cemented their well-earned reputation for producing superb looking, and very successful, sports racing cars.
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Jaguar XKSS
Surprisingly sales for the roadgoing D-Type were less than electrifying, so, in 1957, Jaguar modified the existing D-Types they had unsold and re-marketed them as the XKSS. Modifications to this competition car were fairly trivial, but essential in making this moderately usable as a road car. A high wrap-around screen was fitted, and a basic hood included. A tiny passenger door was also incorporated (the racer only had a door for the driver) as was a riveted-on metal shield to protect the passenger from the side-exiting exhaust pipe beneath their door. Front and rear bumpers were applied, as were larger rear light cluster, and a boot rack. The 3.4 litre dry sump engine was as per the racer, so there was plenty of grunt available for the (well-healed) press-on motorist. Less than 14 seconds was required to reach the ton, so great care would have been needed when negotiating primitive Ford 10s and rusty Morris 1000s on the UK roads. Few XKSS cars sold, their numbers being decimated by a fire in the factory during 1957. In the end, only 16 cars were sold, 12 of which went to the US & Canada.
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Jaguar Mk1
Throughout much of the 1950s, Jaguar didn't have a medium size saloon in their range (ie smaller than the Mk7). In 1956 the Mark 1 was brought to the market, powered by the familiar XK straight six, although this time at a smaller 2.4 litres. This was Jaguars first foray into chassis-less construction. The interiors were trimmed to the usual excellent Jaguar standard, and the exterior coachwork beautifully sculpted and most definitely a product of the Browns Lane workforce. In '57 a 3.4 litre version was brought in, and increased top end speed from 100mph to 120mph. The following season would see disc brakes (Dunlop) feature, in response to the lively nature of this car. The Mk1 remained in production til 1960, after which approx 27,000 Mk1s had been built. The replacement? the Mk2, perhaps the most sought-after Jagaur saloon of all time, of which more later..
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Jaguar XK140 / XK150
The XK140, of 1954, was based on the 120 but now came with rack and pinion steering, and revisions to trim and chromework. The 140 continued for a few more years when, in 1957, the substantially re-designed XK150 was introduced. The wing line was much higher on the new car, and again grilles and trim were changed too. Initially the 150 only had the 3.4 engine, but the option of 3.8 power was offered in 1959 alongside the 3.4 model. Higher performance cylinder heads were available to special order, should more poke be required. Early XK150s were bodied either as fixed or drophead coupes, and in 1958 a 2 seater roadster joined the range. By the end of the 1950s, it was becoming clear that the XK lineage could not go on forever, and that a new design would be needed. Most of the 9000 XK150s built went stateside, drawing to a close a run of beautiful looking XK sportscars.
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Jaguar Mk2
Ask anyone to draw a classic Jaguar, and chances are it'll be something resembling the Mark 2 that is drawn. Based on the earlier 'Mark 1', the Mark 2 crispened up the lines and brought a sharp-suited style that was missing on the earlier car. Gone were the overly chunky window frames, and a larger glass area was the welcome result. The rear axle track was widened, the wheels now filling the arches much better than on the narrow track Mk1. Dunlop disc brakes now featured also. Three engine sizes were available - 2.4, 3.4, and the 3.8, all XK engines naturally. The 2.4 was more of a laid back plodder, although its sweet sounding engine could still drag the Jaguar to 95mph on a good day. Mid range was the 3.4 and to many the best engine of all. Stealing the glory however was the 3.8, offering yet more urge and was popular with Police forces of the day (often to be seen chasing bank robbers in similar cars!). Few changes to the Mk2 were made after its launch in 1959. In 1968 the brand new XJ was introduced, and it was at this time that the Mk2 was downgraded somewhat, in terms of interior and exterior trim grade. The 2.4 was now the 240, the 3.4 now known as 340. The final Mk2, the 240, bowed out in 1969. Also based on the Mk2 bodyshell was the Daimler V8 250. This was aimed at customers that were now under Jaguar's wing following their takeover of the historic marque in 1960. This car was powered by an all-alloy V8 of 2.5 litres. Most came with auto boxes although some were manual equipped.
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Continued in Part 3 of the Jaguar Story...
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