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: Launched in 1975 on a cut down XJ6 platform with V12 power, a modified ‘high efficiency’ (HE) version greatly improving mpg arrived in 1981. From a new, 3.6- litre twin cam, fuel-injected ‘six’ surfaced. ‘Two plus two’ fixed-head and oddly-styled two-seater cabriolet versions were offered (SC). The latter was discontinued in 1987 (3.6) and 1988 (V12) replaced by proper convertibles (XJ-S V12 in 1988). V12 and 3.6 discontinued in 1991 replaced by revamped 4.0-litre and V12 versions.

PRESENT: The XJS was always a great GT and much more accomplished than the E-type in many ways. Today few moderns can beat this cultured cat, which just got better and better over the years, especially build and reliability.

FUTURE: The XJS is coming of age. From banger money they are at last starting to fetch decent money too – the trouble is that there are many bodged cars around due to the low values sticking for so long – plus rot like murder!

PAST: Representing an evolution of the XK120 on which it was based, the XK140 (there was no XK130) arrived in October 1954 featuring rack and pinion steering, improved brakes and bigger bumpers. With the exception of the Roadster, XK 140s provided acceptable ‘two plus two’ seating. Still rewarding buyers with remarkable performance levels per pound, these cars were well loved by enthusiasts who don’t want to go the E-type route.

PRESENT: XK 140 is generally regarded as being easier and yet more satisfying to drive than the earlier XK 120. It is still looked upon as one of the most desirable classic Jags although the larger bumpers and grille treatmant sadly spoils those original lovely lines.

FUTURE: Originality is vital (and hard to detect sometimes) and the SE cars will always command a premium. A better car than the XK120 in many ways

PAST: Road-going version of the D Type, which had been an icon on the tracks, the XKSS made worthy use of spare D-Type bodies… Under the bonnet was a 250bhp tune 3.4-litre XK lump good for a 0-60 sprint in just over five seconds, and over 145 mph. Only 16 built before a factory fire sadly killed the project in February 1957.

PRESENT: Most are unlikely ever to get their hands on a real XKSS; a shame as this is a very special Jaguar – and one wonders what would have happened if there had not been that fire… However, many replicas have been produced and good ones are rightly sought after.

FUTURE: Future generations will marvel at how a car from the mid-1950s could look so sexy, and provide such dazzling performance. In many ways it even eclipses the E-type which evolved. Due to their ultra rare nature, prices are hard to perdict – but if have to ask then you simply can’t afford one!

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.