Fast Facts

• Best model: MkIX
• Worst model: Anything ratty and rusty
• Budget buy: MkVII
• OK for unleaded?: Needs and additive
• Will it fit in the garage? (mm): (L4990xW1850mm)
• Spares situation: Pretty good
• Club support: Usual Jaguar standards
• Appreciating asset?: Slowly but surely
• Good buy or good-bye?: Yes – for sheer class and value

Split screen featured on early models - harder to source

Classic big saloon style marked Jag as a serious Rolls rival for a lot less cash. Today they are still undervalued

Early growler; there’s a lot of chrome to clean and restore

XK engine drinks oil but is durable and easily uprated to later, more powerful spec if desired

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If you want a Jaguar with all the style and class of a Rolls yet all for the price of an MGB then try a 50s Coventry cat!

If you are after truly luxurious motoring on a grand scale complete with 1950s charm and style, but can’t afford a period Rolls- Royce or Bentley, then try the poor mans’ alternative; a big Jag! These old fat cats are full of class, just as upper crust and are exceptional value for money. The Coventry marque had really hit the spot with the MkVII, launched at the London Motor Show in October 1950. Gone was the staid upright designs left over from pre-Second World War days to be replaced with strikingly new fl owing lines – and what’s more – the engine was the same super advanced twin overhead cam six-cylinder XK engine that was doing sterling service in the XK120. Add unrivalled refi nement and comfort and these Jaguar were a match for any limo and for a lot less cash. More than 50 years on very little has changed!

History

Jaguar had been completely overwhelmed by the XK120 sports car launched in 1948. It introduced the world to technology previously seen only in racing cars. The key was the revolutionary engine; a 160bhp 3.4-litre twin overhead camshaft six pot, the likes of which had never been tamed for a production car. However it was never intended that the XK unit be fi tted to a sports car – in fact the whole XK 120 (XK relating to the engine type - the number, 120, the hoped for maximum speed; a fi gure that was exceeded by some margin, eventually) project was completed in a matter of months in order to get the engine out to the public. (Sir) William Lyons intended to introduce a luxury car with the high performance of twoseaters from the outset. Lyons himself had penned the Mk VII design but production diffi culties within Motor Panels (a company previously owned by Jaguar) delayed the introduction until 1950, two-years after the XK 120’s debut. In the meantime, the MkV was brought in as an interim measure (not covered in this feature).

In typical style, Lyons had pitched the new car’s pricing very carefully, and with a basic of £988, it remained in the lower rate of the crippling purchase tax levy (almost a third!), which moved the on the road price to £1275.19.6d – a fair sum back then. The MkVII proved a smash when announced in the US; the car was displayed at the Waldorf-Astoria for the North American launch, where it is said that 500 orders were taken in the fi rst few days.

On introduction, the MkVII was extremely well appointed with enough leather to wipe out an entire bovine heard. A forest of wood veneer covered the extremities with the traditional white on black Smiths instruments making an impressive centrepiece. Inside each door, pull down boxes housed the tools and grease gun. Outside, the bodywork remained smooth with little adornment, just a simple chrome waistline strip. In keeping with the fl owing lines which became a Jaguar hallmark, the rear wheels were covered by fashionable removable wheel spats. A four speed Moss gearbox was standard. Following the XK, front suspension was by torsion bar at the front with a conventional 2HA Salisbury axle hung on cart springs at the rear. A brake servo helped assist hauling up this big heavy cat with the cream.

Little happened to the MkVII in the fi rst year or so but acknowledging the growing demands in America, an automatic gearbox became a natural option in 1953, while an overdrive for the manual ‘box was offered later. The MkVII had been proving itself well on the race tracks, too in the hands of legends Moss and Hawthorn, so it was almost inevitable that a modifi ed ‘M’ version would emerge. With subtle engine improvements, power grew to 190bhp, mated to a closer ratio gearbox, while the suspension was fi rmed up with slightly stiffer torsion bars. In 1956, Ronnie Adams put all of these qualities to best use by winning the Monte Carlo Rally outright!

Six years after its announcement, the model moved on suffi ciently to grow a digit as it evolved into the MkVIII for 1956. The most obvious change was the adoption of cutaway rear spats and a full width windscreen replacing the divided pane. Power grew slightly as the cylinder head was upgraded to ‘B’ type spec (a production version of the C-type race car head). Amazing as it might seem, the interior became even more luxurious as the back of the front seats sprouted picnic tables, which of course became a Jaguar trademark. But it wasn’t until 1958 that power steering was thankfully offered as an option. Perhaps the most radical stage came in October 1958 when the VIII metamorphosed into the MkIX. Externally it remained very similar but under the bonnet sat the now famous 3.8-litre version of the XK engine pushing out a very potent 220bhp. Disc brakes all round (the fi rst Jag to be so equipped, incidentally) now stopped this charging 35cwt monster, thank goodness, while power steering became standardised (ditto). These big old majestic motors gave way to the sleek Mk10, which although was more in line with the start of the swinging sixties rather lost the plot when it came to good taste and style.

Driving

There is no way of disguising the fact that Jaguar’s grand old ladies are big cars – even by big car standards. But these old Jags aren’t the big bloated barges they naturally appear like. It’s hard to imagine the impact of this car back in the fi fties when the zero to sixty dash in around
12 seconds was considered very rapid – today, that’s small diesel territory of course but it’s the way the big cats so it that still impresses. There’s an enormous amount of roll through the corners but that’s what all cars of this period did. That said even on cross-ply tyres, grip is good and better on radials. It’s no Mk2 of course but strangely satisfying all the same. And even if it does let go, that cat’s twitchy tail is easy to halt. But few will throw such an old girl around as these grand old ladies are usually driven with appropriate respect and indeed cultured cruising is what these Jags were made for.

That old Moss gearbox can be hard work mind; it’s on the down-shifts that the unwary can be caught out with this slow old unit. Top to third is fi ne but moving further down into second requires a deft touch. Although many prefer manual, the DG auto shouldn’t be overlooked – most MkIXs will be self-shifters anyway. Interestingly, despite the car’s size and weight, braking qualities have never been an issue; whether they are early drums or later discs, the system is effi cient enough as long as due respect is given (and can be uprated if desired). These big old Jags boasted refi nement not far short of Rolls-Royce standards and even today feel nicely refi ned. There’s massive of room inside – and how often can you say that about a Jaguar – for up to six if the bench front seat is fi tted (as on auto versions).

Prices

Great news, any of the range represents tremendous value with prices rarely topping £20,000, although we’ve seen some specimen examples seriously creeping up in value of late. Good cars can be had in the sub £10K category and restoration projects can be bought very reasonably but unless you have access to a proper body shop then beware – this is a big expensive car to restore. Unusually, it is not the very fi rst of the line with the biggest following but the quite superb MkVIIM. With £10-£15K to spend, you should pick up a very decent example.

Improvements

If you think that you can turn a big old Jag into an E-type eater then think again. However, the car was very competitive in its day in various classes of motorsport, even winning the Monte Carlo rally, and a few similar-style upgrades can make one better suited to modern roads. Unlike other Jaguar models, little in the way of modernising has been marketed for these cars. But E-type engined cars have been done over the years, and as the chassis is loosely XK-based can be uprated in the same way. Bringing the brakes up to spec by perhaps installing the rear disc set up found on the MkIX (you can even fi t exotic four-pot callipers at the front if you wish) to stop this heavy two-tonner is a worthy mod. And given the sheer age of the range, renewing worn tired suspension and steering parts (weak suspension bushes playing a major role here) will transform the on-road performance to levels that will satisfy most owners not quite after rally-like handling abilities.

Three Of A Kind

Daimler Major/ Majestic Major

As stately as the Jaguar, the staid Daimler has an ace up its sleeve – a wonderful 4.5-litre V8, fitted to Major Majestic models. Daimlers went as well as the rival Jags too, and had just as much class and dignity. Remember that the Majestic models lasted into production until 1968 – most used as funeral cars. Parts supply and rust are the biggest woes plus these cars have little real world value.

Jaguar MK10

Replacement for the earlier chassis-built cats, the all monocoque Mk10 was more a ‘geezer’s car than gentlemen carriage although it’s a lot more modern to drive with E-type IRS rear for grip and comfort. Revised ’64 models with lustier 4.2-litre engine and improved power steering best of them all.Lots of car for the money and still spectacular value but most have been well doctored due to lowly residuals. A massive car to park and store too.

Rolls-Royce Silver Cloud

The car that the Jaguar tried to be – and almost succeeded – lives in the shadows of the Silver Shadow. Last of the chassis built Rollers, the Silver Cloud is all you’d expect from an old R-R. V8 for 1959 but older silky six pot is okay and easier tomaintain. Rust can berampant and the car fi endishly complex to properly restore. Identical Bentleys command slightly higher values and so fakes are not unknown.