To see a Mk II in action these days, merely switch on the TV and watch any recycled British ‘cops and robbers’ programme of the 1960s and 1970s. If the police are not using one as a pursuit car, the ‘baddies’ will be driving one as a getaway car. One car, at least, is usually crashed in every episode – so it is a miracle that many have survived!
For the first ten post-war years, Jaguar produced only sports cars or big saloons with separate chassis frames: the 2.4 of 1955 was the first Jaguar to have a unit-construction body shell. This was the first of a large family of ‘compact’ four-door saloons which would follow in the next 13 years.
Although the original 2.4/3.4 types were rather dumpily styled, with thick windscreens and window surrounds, the Mk II versions which followed in 1959, were altogether more graceful. Styled by Jaguar’s founder, Sir William Lyons, the Mk II built on the theme of the Mk I, but had a larger window area, a wraparound rear window, lighter detailing, and an improved chassis, with a wider choice of equipment. The original front engine/rear-drive layout was retained, along with a beam rear axle retained by cantilever leaf springs. The latest cars had a much wider wheel track and handled much better than earlier models. Four-wheel disc brakes had been standardised, so they also felt much safer too.
Most importantly, Mk IIs were available with a choice of XK six-cylinder engines – 2.4-litre, 3.4-litre and 3.8-litre types – along with manual, overdrive, or automatic transmission, disc or wire spoke wheels, and a raft of desirable extras. With Jaguar sales rising past 500 cars every week, the choice seemed endless. |
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As the years passed, Daimler V8-engined versions also appeared, as did the long-tail S-type (which had independent rear suspension), the 420 of 1966 being the final version. Predictably, the most glamorous Mk IIs were the 3.8-litre types, which were amazingly powerful and flexible, preferably built in a bright colour (fire engine red was popular, for instance), with overdrive transmission and chrome-plated wire-spoke wheels. Not only were they exciting 125 mph cars, virtually peerless in open road use, but they were thoroughly practical and versatile four-seater saloons as well.
Unleashing the booming straight-line performance was one thing, but controlling it was quite another; radial ply tyres were still rare, and tyre grip was, in any case, primitive. To drive a Mk II fast on twisty, slippery roads required supreme skill – for it could bite back swiftly. A well prepared Mk II, however, was a formidable racing saloon car, unbeatable for years except by vast-engined American saloons. From 1959 until 1968, when it finally gave way to the XJ6, it was one of the most enjoyable and affordable sports saloons.
A common sight in old movies, these graceful cars were the first in a series of large four-door saloons. The Mk II had a larger window area, a wraparound rear window and a wider choice of equipment than its predecessor.
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