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Jaguar MKX & 420G

Jaguar MKX & 420G Published: 3rd Feb 2017 - 0 Comments - Be the first, contribute now!

Jaguar MKX & 420G
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● Sporting drive ● Metal for your money ● Brash image?

In brief

If you can ignore this Jag’s big and brash looks and nature, you’ll discover a six-seater luxury saloon that’s not far short of XJ6 standards in terms of ride and refinement.

Launched around the same time as the E-type, both cars shared the same excellent engines and that legendary rear suspension and it’s no exaggeration to say the MkX is an E-type limo! Compared to an equivalent Mk2, MkXs look absolute bargains but body and trim parts supply isn’t anywhere near as proficient and they cost a fortune to restore.

Driving

Before we talk about the driving, it’s the car’s size which, at first glance, will put many people off and yet a latest Mondeo is wider and almost as long! For its size and weight the MkX drives like a sports car, due to the fact that a fair slice of the limo’s make up is shared with the E-type.

In common with the E-type, the 3.8 and 4.2 engines run on triple SU carbs, giving this big cat surprising verve along with also XJ12 thirst. At least 80 per cent were autos, all had power steering with the variable rate system on 4.2s.

The big Jag is king of the jungle when it comes to space and comfort and a good one makes a great alternative to a Rolls and yank tank. If you want more space and comfort then consider a DS420 limo which was based upon the 420G – see best models.

Best models

Some 28,500 ’Tens’ were made opposed to 5763 later 420Gs and two-thirds of the entire litter went overseas. Condition and provenance is everything because the differences between the MkX and the 420G (G for Grand) of 1966 were cosmetic although there were a handful of special limousines made by Jaguar. The 420G lasted until 1970 but as a more modern left field alternative, consider a DS420 Daimlerbadged limo which was produced from 1968-92 and was upgraded over the decades in tandem with the XJ6, (vented disc brakes, for example). Or how about a cabrio? A dozen were made by specialist Craig Hinton, the shell is that strong!

Prices

They used to sell for hundreds, now expect to pay 30 grand minimum for grandest of buys with good cars around the £20K mark which is what we’d spend. Projects can be had for £5000 but, even if complete, will cost mega bucks to restore right so get the best from the outset. Daimlers can sell for a fair bit more but it depends upon the spec and previous owners; famous or titled.

Buying advice

Thanks to the DS only bowing out of service 25 years ago, body part (front mainly) supplies are surprisingly good but the rest are patchy and what you can find probably expensive; front wing sections £100; rear ring part panels £220; sills nearly £200 and bumper £800, for example. Jaguar Heritage can help with some but you may have go second-hand.

Robust, but there’s a lot of metal to rust. Sills, valance panels, wings, pillars, doors and that huge bonnet rot; more serious are chassis members, especially front subframe mounts and, due to low values, bodges are rife. A similar story lies inside where some 40 bits of matched wood trim made up Rolls-like cabin, so restoration work will be equally as involved and expensive. The 420G featured a padded dash top along the lines of the 420 and also, unique to the model, perforated leather trim.

Mechanically, it’s no different to the Mk2 (see buying advice) although the MkX used a unique braking system with special front callipers; rears are rare S-Type. Still at the stern, it’s the same set up that is found on the E-type and S-Type although none are interchangeable. MkXs are quite low geared to counter the weight, so some owners fit lankier ratios, like the one from the E-type V12 (3.07:1) for better cruising and economy.

While MkX used E-type/Mk2 axles, 14inch wheels were fitted and for some time the right performance grade (205 HR x14 or 7.50 crossply) tyres were hard to obtain, although the situation has improved of late – try Longstone or Vintage tyres if you want to retain period rubberware.

If you want to stick with 14inch tyres, certain American wheels and rubber fit but the tyre choice may not suit the car. Many owners take the easy option of using S1 XJ6 rims on 205/70x15 tyres as the hubcap can still be utilised. It’s not original and some feel it doesn’t look right either, but apart from being a cheaper route, the lower profile tyres are available off the shelf plus will improve the car’s handling.



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