The XK120 caused a sensation when launched in 1948, and it still turns heads today. Not only was it beautiful, but it was also very fast, had a new type of twin overhead camshaft engine, and was always sold at unbelievably low prices. Yet it had all been developed in a tearing hurry, and was never meant to sell in large numbers.
Jaguar (once known as SS-Jaguar) had started planning for its post-war existence while the bombs were still falling on Coventry. The centre of its strategy was to be the production of new twin-cam engines, which would power a big new saloon car. The problem for Jaguar’s founder, William Lyons, was that the engine was ready long before the new car could be finalised. In frustration, therefore, Lyons decided on a short-term solution. After instructing his design team to produce a short-wheelbase version of the new torsion-bar chassis (with a 102 in/2,591 mm wheelbase instead of the original 120 in/3,048 mm), to use the intended engine, transmission and suspension, he personally set about styling a sleek open two-seater sports car body style.
Even though it was revealed in October 1948, the XK120 was not ready for sale until mid 1949. Early cars had wooden body framing clad in aluminium panels, but by 1950–51 this had all changed, and a series production steel body shell of the same shape had taken over. |
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By 1954, when the XK120 gave way to the similar XK140, the open car had been joined by a bubble-top coupé, and by a more fully-equipped drop-head coupé.
The 3.4-litre twin-cam engine was one of the most powerful in the world, ensuring that every XK120 could top 120 mph. Not only that, but it was one of the silkiest and most refined engines Jaguar had produced, the car being equally happy to potter along at 30 mph in towns, or at a stress-free 100 mph on open roads. The engine was so outstanding that it later powered the C-types and D-types which won at Le Mans in the 1950s.
These days we would criticise the XK120’s lacklustre drum brakes and the heavy steering, but no-one ever whinged about the acceleration, the style, or the sheer animal character which was built in to every car. Not only was the XK120 wildly successful all over the world, but it was also a great rally car, and in some events a useful race car too. In six years, 12,055 cars were produced.
To replace it, Jaguar would need an excellent car. Fortunately the XK140, based on the same design but with more power, and most of the drawbacks eliminated, was just that. The XK pedigree continued until 1961 when the first of the equally amazing E-types appeared, while the last of the XK engines was not built until the 1990s.
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