The Auto Channel-Sports Car International Magazine

XK Marks the Spot

It was drop dead gorgeous then, and its drop-dead gorgeous now.
Happy 50th birthday to the Jaguar XK120.

In the years just prior to WW II, Jaguar already had earned a reputation for building cars with great style and exceptional value. Beginning in the early 1930s as an embellisher of chassis' produced by others, the former Swallow Sidecar Company quickly established itself as a styling trend-setter. Its pre-war high water mark was the rakish SS100 sports car, whose lines promised more performance than its Standard-Triumph based mechanicals could deliver.

During the war years, Sir William Lyons and a small cadre of managers and engineers applied their non-military time and talent to planning for the company's postwar return to civilian production. Lyons demonstrated forward thinking when he chose to direct Jaguar's main peacetime efforts toward the sedan market. An in-house engine was needed to end Jaguar's reliance on other manufacturers who had their own priorities. Both four- and six-cylinder versions of the DOHC XK engine were developed by a team headed by engineers William Heynes, Wally Hassan and Claude Baily, with outside help from Harry Weslake, who perfected the cylinder head design. Next on Lyons' agenda was an all-new sedan to complete the product plan, and the 1948 London Motor Show at Earls Court was selected for the debut of Jaguar's postwar strategy.

What was to be a fortuitous glitch occurred almost immediately. Due to a tooling problem at the Pressed Steel Company, where the body panels for the new sedan were to be created, the car couldn't be completed in time for the important show. Thus, it seemed that there would be no vehicle in which to present the new 3.4-liter engine that was to play an important role in almost every Jaguar car for the next 35 years.

Luckily, Browns Lane had a Plan B. Starting with a shortened Mk V sedan chassis (another Earls Court debut that combined the old 3.5-liter motor with updated suspension and styling), Sir Lyons and his crew quickly assembled a prototype sports car around the new engine. Because the show's opening was quickly approaching, it was too late to utilize outside suppliers, so all work had to be done in-house. The body, inspired by BMW's aerodynamic 1940 Mille Miglia 328, was designed in true Sir Lyons form: The car's final shape emerged directly from an ash frame mock-up. In a matter of only six weeks, a prototype was produced of a design that would become an instant classic...the XK120.

Numbers Don't Lie

A long, gracefully curved bonnet, and rakish, chrome-framed vee windshield characterized the dramatically streamlined 120. With tapered fenders flowing through the doors, a stylish, leather surrounded cockpit and just enough bright metal, the dramatic new Jaguar sports car truly was a design for the '50s. Another distinguishing highlight was a vertical-ribbed oval grille that would identify most Jaguars for the next two decades.

The XK120 model designation, denoting the car's top speed, was verified in tests staged at Jabbeke, Belgium in May 1949. While attainable today by dozens of production sedans, in 1949 anything above 100 mph was on a par with a "four minute mile." Actually, the two-way speed of 132.596 mph had been posted by a car from which the vee windshield had been removed, replaced by a halfmoon-shaped Brooklands windscreen in front of the driver. A contoured metal tonneau cover and belly pan also were specially fitted. In standard road-going trim, a lower speed, 124 mph, was attained and that was ample to justify Lyons' conservative choice for the new sports car's model designation.

Based on an assumption that there would be little real demand for the sports car— meaningful volume expected to come from saloon sales - it was originally decided to hand craft the roadster bodies from aluminum. When the Earls Court response was assessed and a sales volume well in excess of 200 cars per year was forecasted, Lyons asked Pressed Steel to tool up for production of a steel-bodied version.

In addition to the initial 244 hand-built, aluminum-bodied XK120s, of which 183 were LHD "Export" models, a total of 12,061 steel-bodied versions were produced through 1954 in roadster, drop-head coupe and fixed-head coupe form. In 1955, the XK140 was introduced, featuring more chrome to appeal to what the Brits perceived as "American tastes."

After a two-year production run, during which 7559 XK140s were built, the third generation XK150 came on-stream. In the same three body types that were offered in all number series (as opposed to letter suffix) XKs, the XK150 accounted for another 9404 units, bringing the grand total to more than 30,000—84 percent left hand drive or "export" versions. And that explains why British collectors have been obliged to look towards America when seeking restorable XKs these days.

During the DOHC six-cylinder engine's first decade, displacement remained at 3442cc, and output ranged upward from an original 150 hp @ 5000 rpm to 262 hp @ 6000 rpm the last mentioned applying to the XKSS, a road-going adaptation of the built-for-racing D Type. Midway through the XK150 series, displacement was increased to 3781cc and a rating of 265 hp was ascribed to the "S" version of that model - fitted with three SU HD8 carburetors and a 9.0:1 cylinder head.

Driving the XKI20

Contrary to its delicate, almost fragile form, the sleek and powerful XK120 takes some effort to drive. The steering requires considerable muscle at low speeds or during parking, and the Moss gearbox is notorious for being recalcitrant. Brakes tend to fade rather quickly for so potent a performer, and low speeds aren't tolerated for long by the car's marginal cooling system. The thermostatically-controlled electric starting carburetor requires precise adjustment, usually modified by owners who install a manual override. With those minor criticisms out of the way, the XK120 was and is a superb sports car, one that actually is enhanced by its idiosyncrasies, and merits its ranking as a favorite among countless sports car enthusiasts.

With no exterior door handle to interrupt its lines, entry involves a pull at the leather wrapped release inside the door. There is no provision for locking the passenger compartment, but the rear luggage compartment is lockable and adequate. Gloves, sunglasses and maps are easily stored in flap-covered pockets in the doors. A large diameter, four-spoke steering wheel and an impressive set of gauges dominate the leather upholstered cockpit. Even with the steering column at its forward-most position, the wheel is uncomfortably close to the driver's chest, a feeling aggravated by the Dagmar-shaped central horn button.

A high floor and low seats dictate a straight-leg driving position, further emphasized by near-vertical pedal angles. The leather faced seat backs on early cars were slightly contoured to provide a modicum of lateral support, a feature abandoned in favor of flat surfaces for later production. A chrome-plated parking flyoff hand brake and centrally positioned shift lever are convenient to the driver, though relatively long throws and a non-synchromesh first gear make quick, smooth gear changes a bit of a challenge.

Fortunately, the long-stroke XK engine produces plenty of low mm torque, enabling smooth, brisk acceleration from 1500 mm, reducing the need for frequent downshifts.

Initially heavy, the steering becomes progressively lighter and more responsive as road-speed increases...becoming a true delight from 50 mph on up. At high speed, the combination of live axle, bias-ply tires and rack and pinion steering combine to deliver precise handling and easily induced, eminently controllable four wheel drifts. Cruising at three-figure speeds is where the Jaguar is at its best, and many miles can be packed into a day's drive. With the roadster top erected and snug-fitting side curtains in place, foul weather motoring is tolerable in a later series XK, as a quite satisfactory heater/defroster system was fitted as standard equipment on all but the "all" cars.

If Only...

Last December, a complete stranger in England faxed me a reminder that Jaguar owners would be celebrating the XK120's 50th Anniversary in 1998. Though we never had met, the gentleman and I do have a common bond; at different times we both have owned the same historic Jaguar - a rare, aluminum bodied, first-series XK120 roadster. The message was from Jeremy Broad, the car's present owner for more more than a decade, who announced plans to celebrate the landmark anniversary this June at Donington Park by gathering together as many of the original 240 "all" cars as can be found.

Compared to Jeremy Broad, my involvement in the ownership trail of XK120 #150, as this "ali" roadster is now known, was relatively minor. It began with the Morlee Motors showroom in Greenwich which, particularly on Saturday mornings, had the aura of a preppy sports car club gathering. In addition to local enthusiasts, many imported car executives stopped by for coffee and gossip.

One member of the Morlee Motors Saturday militia was Logan Hill, an executive with the St. Regis Paper Company, and an early SCCA racer. He owned the Jaguar in question, a car he mentioned having raced at Bridgehampton and (I think) Watkins Glen. It was fitted with a Shorrock supercharger before being shipped to Hoffman Motors in New York. I have recently seen some reference to this car being an entry at Watkins Glen in 1950, but that it was listed DNS. That reference mentioned a Wade supercharger, and I believe it alluded that Logan Hill was not the car's original purchaser, though he was listed as both entrant and driver for that race, and the shipping date of 28 June 1950 doesn't leave much time for another interim owner.

After suffering a heart attack in 1958, Hill didn't come around for several months. When he had recuperated sufficiently to resume his Saturday morning visits, he told me that his doctor told him he should no longer drive the Jaguar as it required too much physical effort, which might impair his recovery. In early 1959, Hill asked if I might be interested in purchasing the car, whose odometer then registered less than 13,000 miles from new. He suggested a price of $800, adding that the price included a few related items. I accepted, still unaware of the car's historical significance. The following week, he drove the Jaguar to our showroom, followed by a friend with a station wagon that was loaded with the aforementioned "related items." As I recall, that inventory list was extensive, including: Brooklands windscreens straight-through (unmuffled) exhaust driving suit (used) clipboard with 2 stop-watches leather helmet The car was in road trim, and was painted a very light, non-metallic gray. I owned the Jaguar for less than two weeks before selling it to a young Greenwichite, whose father was an executive at General Foods. He paid me $1500, a transaction I now look back on as one of the worst deals I ever made. Within a month, I was told that the young man had been in a serious accident, and that the car had been written off. I never attempted to verify the story.

Several not entirely pleasant memories remain...a fairly severe shimmy in the front end...brakes that faded very quickly...and a leak somewhere in the exhaust system. These, I later learned, were characteristics of the early XK120s, and relatively easily dealt with.

Quite simply, Logan Hill had made XK120 #150 a virtual present at his $800 asking price...and, as observed earlier, my opportunistic sale for $1500 was 'an act of consummate stupidity!' The worst $700 profit I ever made...That's how I look back on my first Jaguar.

On the other hand, how was I to know that the ten-year-old Jaguar roadster Logan Hill sold me was something really special...a rare jewel, whose value one day could have paid for Ivy League educations for each of my four children. In relative naivete, all I knew was that I had coveted an XK120 roadster for years, and now, for a mere $800, I had gotten myself the brass ring.

Did I then know that the bodywork for first 242 XK120s had been beaten from aluminum alloy? Did I know that one, just one, of those early roadsters had been fitted with a Shorrock supercharger?

There is no doubt that this piece of motoring history is now in excellent hands, as the present owner is a purveyor of Jaguar bits and pieces, as indicated by the slogan on his letterhead; "Parts To Preserve The Past." A current photo shows the car in fully restored, though somewhat modified condition; now fitted with wire wheels, a competition type external fuel filler and a modern, smaller diameter steering wheel.

No. 046

At a Concours d' Elegance in Palm Springs last April, Tom Krefetz showed off his just restored aluminum XK120, the featured XK on these pages. It took First Prize in the British car class, and just lost out to a Gullwing 300SL in the Best Of Show voting. Having recently spent a day with Krefetz' nearly flawless Jaguar, I can only assume that the Mercedes-Benz must have been one fantastic vehicle - XK 120 #046 is a truly splendid machine, a testimonial to Tarik Tsepina, an artisan who was responsible for most of the restoration work. It was he who pointed out the detail differences that distinguish early, hand-built aluminum bodied 120s from their steel bodied, production-line successors.

Foremost, though undiscernable to the casual observer, is the method of body construction; on the early cars, aluminum panels are attached to a wood subframe rather than welded to each other. The end result of this is a body that isn't quite symmetrical. A checklist of visual cues includes fluted vertical grille bars (at least on the earliest models), non adjustable, cast-in convertible top latch receivers integral to the windshield frame, fully carpeted trunk compartment, chromed top bows, seat frames and rails, and a gas door lock mounted to the body rather than to the door itself.

There was no provision for heater or defroster, and therefore no defroster ducts. Also absent were the opening fresh air ventilator doors like those found on the front fenders of later production, steel bodied cars. No turn signals were fitted. According to Tom Krefetz, the dash plaque that declared the cars to be "exact replica" of the one that achieved 132.596 MPH at Jabekke, Belgium never had been fitted to #046. Reflecting a laudable British fetish for correctness, later plaques mounted to steel cars omitted the word "exact."

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