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

PAST: Based on the VIIM saloon, and replacing this model in October 1956, the new Mark VIII featured a single piece windscreen, two-tone paint and a new grille, plus an even more luxurious, craftsman-built cabin. The 3.4-litre XK had been ramped up too, with better breathing. There were few saloons of the 1950s that could even come close to the overall excellence of the package.

PRESENT: The Mark VIII is an ideal large classic sports saloon, with huge on-road presence and the ability to rapidly pack luxury miles into a day’s quality classic touring – if you can afford the fuel! Automatics popular and their lazy nature suits this two-tonner of a saloon rather well although a manual with overdrive has nicer high speed gearing and better fuel returns.

FUTURE: These big cats serve as a sharp reminder of just what Jaguar could do so well. Always cheap to buy if not run, plus restos cost as much as a Mk2, while parts and things aren’t as plentiful. Well worth a punt we say!

If the XJS was more a car for the millionaire’s right hand man than the millionaire himself, the upshot is that today these Jags can be bought simply by leaving the change jar unemptied for a couple of years. The replacement for the E-Type is a foolhardy buy at £500, but move up to £3000 and you’ll find a car worth keeping, if only to watch the inevitable price rise after years in the doldrums. The two-plus-two tourer was born in 1975, but there are very few of these early 5.3 V12 cars still alive. Move into the 80s and the far less thirsty 3.6-litre six-cylinder cars are easier to like and look after, and there’s not a huge dip in performance either. At £3000, problems like rotting crossmembers will fade as you should set your sights on the 1991 facelift with the new 4.0-litre engine and extras such as driver’s airbag. Th cabriolet with its fiddly targa top doesn’t command that much more than the coupe, but it’s the full convertible from 1988 that will work hardest for you as you attempt to blag your way into the posh car park at the swanky Henley Regatta. Electric power lets the sunshine in a mere 12secs after pushing the button, seducing anyone not already impressed with the opulent interior, supple ride and effortless acceleration.

PAST: When introduced in 1948, the XK 120 caused a sensation, due to its low-slung looks, top performance (thanks to the new, twin overhead cam, 3.4-litre XK engine), and the excellent value it represented. It was highly successful in motorsport as well, including the Monte Carlo Rally and the Le Mans 24 Hour race. Fixedhead versions were offered from 1951, Drophead Coupés from 1953 with improvements along the way.

PRESENT: The pure lines of the XK 120 still look great over 60 years after the car surfaced. However, many prefer the later XK140/XK150 models, for their superior dynamic qualities and in particular, better brakes. Despite the hailed moniker, XK120s never quite made 120mph…

FUTURE: Interest will continue to soar, as will prices. The reason? There are few sports cars of any era that were so attractive and advanced for their time.

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: Designed for the US market the Mark X (10) is simply huge in almost all respects. Powering this ‘61 leviathan was the 3.8-litre XK unit although for 1965 the new lustier and better suited 4.2 engine was used. Power steering, all-independent suspension and Dunlop disc brakes (front and rear) fitted from the outset. The 420G, (from October 1966), was based on the older MKX, but featured a vertical, dividing bar in the grille, plus bodywork changes. Discontinued in 1970.

PRESENT: These fast fat cats in many ways are equal to the XJ6 in comfort and refinement and represent a great deal of classic Jag for your money. You will need a very large garage and economy from the hard worked XK engines is simply dire! But as weekend treat…

FUTURE: An acquired taste, prices are starting to break the five figure mark but this still makes superb value compared to a MK2 or XJ6. Just try one!

PAST: A brilliant update on the Mk1, the Mk2 was wider, had a larger glass area, and handled far more securely.The same engine line up was offered topped by the 220bhp 3.8 unit. They also featured Dunlop disc brakes and a wider track to tame the tail. Gradually downgraded in the mid 1960s, it culminated in the run out 240 and 340 models of 1967 with their plastic trim!

PRESENT: Always in demand for their blend of sporting good looks, practicality and performance – especially from the 3.4 and 3.8 litre versions – although handling feels antiquated (easy to mod though). Later 240/340s have more power but less luxury and so are much underrated models and values reflect this.

FUTURE: Prices are ever rising, particularly for pristine 3.8s with overdrive although there is a trend towards Mk1s right now. Best value for money are the 240/340s (and the Daimler V8 for that matter).

Powered by the rapid 3.8 XK, the new Mark IX saloon replaced the Mark VIII in October 1958. To help slow this faster luxury limo, XK sports Dunlop disc brakes were - thankfully – installed all round. Power steering was welcome step, making driving this veritable tank of a car surprisingly easy. Customers could specify automatic or overdrive. Like their predecessors, the Mark Ixs were and remain fine touring saloons. Built for comfort and speed, these saloons offer a class leading ride, room and beautifully furnished cabins. The Mark IXs were discontinued in 1961, making way for the new, if rather brash, Mark X which surfaced in October that year - and with it a wonderful era of majestic, upper crust Jags finished. Buy now while they are such great value…

The revised Mark VIII replaced the VIIM in October 1956, the new car featuring a single piece windscreen, two-tone paintwork (the duo colours being divided by bright trims), and a new grille with a wider chromed surround, plus an even posher interior that was well up to Rolls standards. The venerable XK engine had been revised too (modified head plus twin exhaust pipes to give it useful more pep) although could never be regarded as a fast car with all that weight. A useful feature was a dash mounted switch to hold the automatic ‘box in its ‘intermediate’ ratio, for easier overtaking and hill climbing. Mark VIII looks more modern than its predecessor, largely courtesy of the model’s one piece windscreen. Performance levels are very good for a saloon of the 1950s - the model’s ability to cruise effortlessly for long periods at high speeds is its best quality. And value!

On introduction in 1986, the new and (very) long awaited ‘XJ40’ Jaguar saloons were hailed as worthy successors to the long-running XJ. Jaguar’s new AJ6 straight six engine - refined, powerful and relatively light on fuel - replaced the famous old XK unit, from 2.9-litres, to 4.0-litres. From 1993, a new 6.0 V12 XJ was offered, to replace the previous Series 3 XJ12. Four-speed ‘switchable’ automatic transmission was installed in this superb long distance cruiser. Early XJ40s can be bought for pennies and are slowly but steadily being regarded as classics in their own right and are excellent every day classics, too. Having said that, there’s so much rubbish around that you need to buy with extreme care, avoiding neglected examples unless it’s a rare, impressive, TWR sports version.