Marque: Jaguar - Company History & Models - Cars By Brand

PAST: The Mark VII saloon replaced the previous Mark V (there was no Mark VI), making its debut in October 1950. This large saloon was opulent and fast; ideal for high speed, high style motoring. The Mark VII featured a divided windscreen and ‘spats’ partially covering the rear wheels. Under the bonnet was the trusty XK120 engine. The updated, more powerful Mark VIIM arrived in 1954.

PRESENT: Still well-respected for their long haul fast cruising abilities and guaranteed to draw attention wherever they go, these big cats drive quite well. Mpg is dire but the Jag is a genuine cut-price Silver Ghost that matches the Crewe car for luxury and good taste.

FUTURE: The quality of these regal saloons will always shine through. These cars are already scarce and prices will almost certainly rise – if not jump – from current lowly levels. The downside of still cheap prices are low rent repair and restorations, so beware of bodges.

PAST: Faster than a Mark VIII the Mark IX saloon of 1958 was fitted with the 220bhp 3.8-litre XK unit, and was equipped with Dunlop disc brakes all round plus power-assisted steering. Customers could specify automatic transmission, or, in conjunction with a manual gearbox, overdrive. Newcomer was made for long-distance travel on the new British motorways that were starting to appear but had Rolls’ card marked for luxury and comfort.

PRESENT: The fastest of all the giant Jags, Mark Ixs remain fine tourers with an excellent ride and decent big car handling. They represent startling value for money and are classier than a Silver Shadow or a big MK10. Economy is dire – but if only used occasionally…

FUTURE: The style of the Mark IXs will attract buyers for decades to come. Sadly, restoration costs are almost certain outweigh this car’s values so buy the best you can in the first place.

PAST: Arriving in 1968, the new XJ6 saloon replaced the MK2 and S-Type in one swoop using new 2.8-litre capacity XK alongside established 4.2; E-type IRS. . The XJ12, powered by Jaguar’s superb 5.3-litre V12 , made its debut in 1972 along with LWB versions. Revised Series 2 Xjs arrived in 1973 with better heater and smarter look. Sleek two-door coupés were introduced for 1974. Updated ‘Series 3’ sharper styled Xjs were unveiled in 1979 with fuel injection and a five-speed gearbox.

PRESENT: These classic cats remain one of the most refined, rapid, comfy saloons ever. S2 cars are least liked (when the BL rot started to set in) and usually the cheapest. S3s are best of the lot.

FUTURE: Earliest cars becoming scarcer and most sought-after, yet prices still don’t reflect this. Rare Coupé is a bit hit and miss, sometimes they trail S2s.

PAST: The S-Type of ‘63 was developed from the 3.4 and 3.8 Mk2, incorporating a MK X-style tail together with its fully independent rear end for more boot space, a far superior ride and much more secure handling. In 1966 the luxurious and more powerful 420 arrived, powered by the lazier, torquier 4.2-litre engine with a MK X-style frontal style and dashboard.

PRESENT: Arguably not as pretty and certainly not as sporty as the Mk2 but are highly capable saloons all the same. Handling and ride is much better however although, thanks to their heavier body, performance and economy isn’t quite as good.

FUTURE: It seems that these models will never be as sought-after as the Mk2 and so will probably always remain relative bargains in terms of asking prices, especially the 420. Parts and back up isn’t as strong as the Mk2 and for some reason the S-Type is still viewed as the poor relation of the Mk2 family.

PAST: When introduced in 1986, the new ‘XJ40’ saloons were hailed as worthy replacements to the previous strain of XJs. AJ6 straight six replaced the XK (used in Jaguars since 1948). The new motor – refined, powerful and economical – was offered in capacities from 2.9 – 4.0 litres. From 1993, a new 6.0-litre V12 XJ replaced previous S3.

PRESENT: Early XJ40s can be bought very cheaply, and yet are already regarded as good classics in their own right, especially XJR models. They are dynamically great if you get a good well set up one; cheap, rough examples will prove stressful and expensive in the long run and the sluggish 2.9 can suffer from head gasket woes.

FUTURE: Currently these are bangers which are given away (so good for cheap source of spares) but good ones will rise to the top and become collectable, especially the TWR-tuned examples. It’s a neo classic that’s best to buy on condition rather than price.

PAST: With an even larger cockpit than the 140, the new XK 150 of 1957 was identifiable by its wider front grille and single piece windscreen treatment. It ran on servo’d, Dunlop disc brakes (front and rear), and the car felt more modern than earlier XKs, especially in new 3.8-litre 210bhp SE tune. The XK 150 was replaced by the E-type in 1961 but ran in tandem for a short while.

PRESENT: Regarded by many as the ultimate XK variant, the XK150 provides greater comfort and better braking than previous XKs while some view a 3.8 as good as the E-type, except in handling. The jury’s still out on whether the styling is better than earlier XKs however…

FUTURE: As time passes, enthusiasts are expecting better dynamic qualities from their classic cars, so it is expected that demand for the superior XK 150 will rise over other XKs. But restorations are hugely costly on any model and yesteryear bodges used to be rife.

PAST: This model represented the start of a new tradition for Jaguar, a compact, unitary construction four-door saloon, introduced at the 1955 Motor Show and powered by a new 2.4-litre XK engine. A faster version arrived in 1957 with XK140 power to deliver storming pace for its day. The 3.4-litre boasted a larger grille, and lacked the ‘full’ wheel spats of the 2.4 and most had disc brakes (thankfully) for better stopping.

PRESENT: Not as secure as later Mk2s, thanks to narrower rear track promoting tail happy handling while the cabin is less airy. Most 2.4s were SE spec; rare base model lacked rev counter rarely seen. Sluggish and drum brakes tolerable; 3.4 is a much nicer prospect. Rarity always
creates interest.

FUTURE: Hawthorn effect has seen prices rocket of late and they now match – and even beat – Mk2, if its a 3.4 MoD. Lesser 2.4s lag in values significantly.

Jaguar’s new compact fourdoor saloon of the 1950s introduced in 1955 represented the start of a new tradition for the company. Under the bonnet was a 2.4-litre version of the XK engine, providing smooth if sedate performance, unitary construction, coil spring and wishbone type front suspension and cantilever springs at the rear. The track’s width here was noticeably narrower than that at the front (which made for let’s say ‘interesting’ roadholding). Interiors were of a high order, with leather upholstery, plus a forest load of walnut-finished dash and door cappings. A more potent 3.4 arrived in 1957 which really sorted the men from the boys! Mk1s remain underrated and good bets over Mk2s.

There was no Mark VI Jaguar for some strange reason, so the new Mark VII saloon was the replacement for the previous Mark V, and it arrived in October 1950. This ‘poor man’s Rolls was identifiable by divided windscreen and ‘spats’ partially covering the rear wheels - very fashionable at the time. Powering the Mark VII was the fine 3.4-litre XK120 engine. Laycock de Normanville overdrive was offered as an option from 1954 and very popular it became. In October the more powerful Mark VIIM arrived, with minor suspension modifications, flashing indicators, ‘wrap-around’ bumpers, revised lamps (including the front fog lamps) and external horn grilles. UK buyers could opt for autos from late 1955. Today these Jags make exceptional budget buys and good ones are a delight although fuel costs can be - ahem - let’s say rather high!

Following in the footsteps of the illustrious E-Type, the XJ-S, surfaced in September 1975 featured totally different (strange) styling. Driving the newcomer was Jag’s now proven V12, via automatic transmission (although four-speed manual option was offered from January 1976) but short lived. From 1981, a ‘high efficiency’ (HE) version of the engine was installed which, together with a higher final drive ratio, gained improved fuel consumption (sort of…). The bumpers (incorporating indicators at front and fog lamps at the rear) were restyled at this time, too. From late in 1983 customers could opt for a new, 3.6-litre, fuel-injected version (powered by Jaguar’s all new six-pot AJ6 engine), with a five-speed manual gearbox or three-speed automatic transmission. ‘Two plus two’ fixed head and two-seater cabriolet versions were also offered. The latter were discontinued in 1987 (3.6) and 1988 (V12), as convertible V12s arrived in spring 1988. The V12 and 3.6 models were discontinued in 1991 (with new 4.0 and V12 XJ-S variants replaced them). After a patchy past the XJ-S is finally gaining the recognition it deserves and increasing interest is steadily moving this cultured cat away from banger ranking to classic status. Prices remain highly affordable - but there’s a lot of poor cars out there.