Jaguar XJ-S, part 4

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Having been in production for over 20 years, the Jaguar XJS today can vary in price from $400 - $700 for an older coupe, to over $38,000 for a late V-12 Convertible.
In the United States, the coupes can be had in rough shape on a regular basis for $800 - $1,000 and convertibles bring anywhere from $4,000 - $15,000 depending on year and condition.
In the UK the best of the market is often considered by enthusiasts to be the mid-80's coupes. The rare 6.0 liter cars usually command a premium price in the US market with a 6.0 liter convertible bringing top dollar.

READ MORE - Jaguar XJ-S, part 4

Jaguar XJ-S, part 4

lynchauto.net/_wsn/page3.html

Having been in production for over 20 years, the Jaguar XJS today can vary in price from $400 - $700 for an older coupe, to over $38,000 for a late V-12 Convertible.
In the United States, the coupes can be had in rough shape on a regular basis for $800 - $1,000 and convertibles bring anywhere from $4,000 - $15,000 depending on year and condition.
In the UK the best of the market is often considered by enthusiasts to be the mid-80's coupes. The rare 6.0 liter cars usually command a premium price in the US market with a 6.0 liter convertible bringing top dollar.

READ MORE - Jaguar XJ-S, part 4

Jaguar XJ-S, part 3

The XJ-S was re-engineered in 1991 and renamed XJS, with a convertible waiting one year. The rear windows were enlarged, though the flying buttresses stayed, as designer Geoff Lawson argued that they were part of the car's character. The car got a new 4-litre version of the AJ6, and the V12 was upped to 6 litres in 1993/1994 (227 kW (304 hp)). At the same time the car benefited from a revision to the rear brakes, they were now fitted with outboard rear disc brakes, instead of the more complicated inboard items on previous models. With the introduction of the 6.0L V12, the transmission was also updated to a GM 4L80E with a 4th gear overdrive. These changes begin the "face-lift" for the aging XJS. A 2+2 convertible was also introduced, as was a customized insignia line. In 1994 the car received more aerodynamic front and rear bumper fascias, which completed the face-lift. 1994 was the only year the 6 cylinder with 5 speed manual transmission XJS was exported to the United States. Exact production figures are unknown, though it is likely there are fewer than 10. In 1995 substantial revisions were made to the 4-litre AJ6 engine which became the 4.0L AJ16 with coil on plug ignition being the most noticeable change. The car was discontinued in 1996, after 21 years in production. It was replaced by the XK8.

READ MORE - Jaguar XJ-S, part 3

Jaguar XJ-S, part 3

The XJ-S was re-engineered in 1991 and renamed XJS, with a convertible waiting one year. The rear windows were enlarged, though the flying buttresses stayed, as designer Geoff Lawson argued that they were part of the car's character. The car got a new 4-litre version of the AJ6, and the V12 was upped to 6 litres in 1993/1994 (227 kW (304 hp)). At the same time the car benefited from a revision to the rear brakes, they were now fitted with outboard rear disc brakes, instead of the more complicated inboard items on previous models. With the introduction of the 6.0L V12, the transmission was also updated to a GM 4L80E with a 4th gear overdrive. These changes begin the "face-lift" for the aging XJS. A 2+2 convertible was also introduced, as was a customized insignia line. In 1994 the car received more aerodynamic front and rear bumper fascias, which completed the face-lift. 1994 was the only year the 6 cylinder with 5 speed manual transmission XJS was exported to the United States. Exact production figures are unknown, though it is likely there are fewer than 10. In 1995 substantial revisions were made to the 4-litre AJ6 engine which became the 4.0L AJ16 with coil on plug ignition being the most noticeable change. The car was discontinued in 1996, after 21 years in production. It was replaced by the XK8.

READ MORE - Jaguar XJ-S, part 3

Jaguar XJ-S, part 2

From July 1981 on, XJ-S got the new High-Efficiency engine for much better economy; as a by-product, power was increased to 220 kW (295 hp) or 196 kW (263 hp) in North America. ( Yes, better economy AND 295 hp!) Also the XJ-S received changes to its exterior and interior (new five-spoke alloy wheels, chrome inserts on the upper part of the bumpers, wood inserts on dashboard and door cappings). In 1982, the new V12 XJ-S won first and second at the RAC Tourist Trophy race at Silverstone.

Throughout the life of the XJS, British company Lynx sold a high-quality four-seat full convertible conversion. Lynx also produced 67 hand-built two-door estate/shooting brake/station wagon versions of the XJS marketed under the name of "Lynx Eventer". The Eventer was a very elegant model, which succeeded in the overall design because it removed the flying butresses, incorporating them into the estate design. Jaguar were urged to market their own version but never did. Most Eventers are believed to still exist although build quality, especially on the early versions, was at best variable. ( Strange looking, but still very cool)

READ MORE - Jaguar XJ-S, part 2

Jaguar XJ-S, part 2

From July 1981 on, XJ-S got the new High-Efficiency engine for much better economy; as a by-product, power was increased to 220 kW (295 hp) or 196 kW (263 hp) in North America. ( Yes, better economy AND 295 hp!) Also the XJ-S received changes to its exterior and interior (new five-spoke alloy wheels, chrome inserts on the upper part of the bumpers, wood inserts on dashboard and door cappings). In 1982, the new V12 XJ-S won first and second at the RAC Tourist Trophy race at Silverstone.

Throughout the life of the XJS, British company Lynx sold a high-quality four-seat full convertible conversion. Lynx also produced 67 hand-built two-door estate/shooting brake/station wagon versions of the XJS marketed under the name of "Lynx Eventer". The Eventer was a very elegant model, which succeeded in the overall design because it removed the flying butresses, incorporating them into the estate design. Jaguar were urged to market their own version but never did. Most Eventers are believed to still exist although build quality, especially on the early versions, was at best variable. ( Strange looking, but still very cool)

READ MORE - Jaguar XJ-S, part 2

Jaguar Lightweight E-type

Jaguar Lightweight E-type

This was an evolution of the Low Drag Coupé. This Jaguar made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in like the D-type to which this car is a more direct successor than the production E-type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW)) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Bob Jane won the 1963 Australian GT Championship at the wheel of an E Type.

The Jaguar E-type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

READ MORE - Jaguar Lightweight E-type

Jaguar Lightweight E-type

Jaguar Lightweight E-type

This was an evolution of the Low Drag Coupé. This Jaguar made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in like the D-type to which this car is a more direct successor than the production E-type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW)) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Bob Jane won the 1963 Australian GT Championship at the wheel of an E Type.

The Jaguar E-type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

READ MORE - Jaguar Lightweight E-type

Jaguar E- Type, Low Drag Coupé (1962)

Jaguar E- Type, Low Drag Coupé (1962)

After the introduction of the E-type, Jaguar wanted to investigate the possibility of building a car more in the spirit of the D-type racer from which elements of the E-type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-types the LDC used lightweight aluminium. Sayer kept the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts were located next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguars 3.8 litre engine with a wide angle cylinder-head design tested on the "D" type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production "E" type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

READ MORE - Jaguar E- Type, Low Drag Coupé (1962)

Jaguar E- Type, Low Drag Coupé (1962)

Jaguar E- Type, Low Drag Coupé (1962)

After the introduction of the E-type, Jaguar wanted to investigate the possibility of building a car more in the spirit of the D-type racer from which elements of the E-type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-types the LDC used lightweight aluminium. Sayer kept the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts were located next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguars 3.8 litre engine with a wide angle cylinder-head design tested on the "D" type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production "E" type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

READ MORE - Jaguar E- Type, Low Drag Coupé (1962)

The Jaguar E-type (1971-1975)

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V-12 was available only as a convertible and 2+2 coupe. The convertible used the longer-wheelbase 2+2 floorpan. It is easily identifiable by the aggressive, slatted front grill in place of the mouth of earlier cars, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-types of any remaining.

READ MORE - The Jaguar E-type (1971-1975)

The Jaguar E-type (1971-1975)

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V-12 was available only as a convertible and 2+2 coupe. The convertible used the longer-wheelbase 2+2 floorpan. It is easily identifiable by the aggressive, slatted front grill in place of the mouth of earlier cars, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-types of any remaining.

READ MORE - The Jaguar E-type (1971-1975)

The Jaguar E-type (1966-1971)

The series 2 E-type Jaguar ran from 1966 to 1971.
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 E-type cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with flick switches being substituted for rocker switches that met U.S health and safety regulations. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options. It was available in FHC, OTS, and 2+2 versions.

READ MORE - The Jaguar E-type (1966-1971)

The Jaguar E-type (1966-1971)

The series 2 E-type Jaguar ran from 1966 to 1971.
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 E-type cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with flick switches being substituted for rocker switches that met U.S health and safety regulations. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options. It was available in FHC, OTS, and 2+2 versions.

READ MORE - The Jaguar E-type (1966-1971)

The Jaguar E-type

The Jaguar E-type or XK-E was manufactured by Jaguar between the years of 1961 and 1974. The E-type revolutionized sports car design, with performance, handling and looks ahead of its time. It was priced well below competing models, helping it to high sales for a high performance car. In excess of 70,000 E-types were sold over 14 years.

It is often referred to as the E-Type Jag.

In March 2008, the Jaguar E-type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time. In 2004, Sports Car International named this car number one on the list of Top Sports Cars of the 1960s.

The Series 1 was introduced in March 1961, using the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in late 1964.

All E-Types featured independent rear suspension with torsion bar front ends, and power-assisted disc brakes. Jaguar was the first auto manufacturer to equip cars with disc brakes as standard.

The Series 1 can be recognized by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the license plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminum-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-type" (3.8 cars have a simple "Jaguar" badge). Optional extras included Chrome Wire wheels and a detachable hard top for the Open Two Seater.

A 2+2 version of the coupe was added in 1966. The 2+2 offered the option of an automatic transmission. The body is slightly longer and the roof angles are different. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Because of the American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

READ MORE - The Jaguar E-type

The Jaguar E-type

The Jaguar E-type or XK-E was manufactured by Jaguar between the years of 1961 and 1974. The E-type revolutionized sports car design, with performance, handling and looks ahead of its time. It was priced well below competing models, helping it to high sales for a high performance car. In excess of 70,000 E-types were sold over 14 years.

It is often referred to as the E-Type Jag.

In March 2008, the Jaguar E-type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time. In 2004, Sports Car International named this car number one on the list of Top Sports Cars of the 1960s.

The Series 1 was introduced in March 1961, using the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in late 1964.

All E-Types featured independent rear suspension with torsion bar front ends, and power-assisted disc brakes. Jaguar was the first auto manufacturer to equip cars with disc brakes as standard.

The Series 1 can be recognized by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the license plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminum-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-type" (3.8 cars have a simple "Jaguar" badge). Optional extras included Chrome Wire wheels and a detachable hard top for the Open Two Seater.

A 2+2 version of the coupe was added in 1966. The 2+2 offered the option of an automatic transmission. The body is slightly longer and the roof angles are different. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Because of the American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

READ MORE - The Jaguar E-type

The Jaguar XK150

The Jaguar XK150 was a sports car produced by Jaguar between 1957 and 1961. It replaced the previous XK140.

Jaguar XK150Initially it was available in Fixed Head Coupe (FHC) and Drop Head Coupe (DHC) versions. The Open Two Seater (OTS) Roadster model was not launched until 1958. Token rear seats were fitted in the coupes.

Although having a family resemblance to the XK120 and XK140, the XK150 was radically modernized. For the first time a one piece windscreen was used and the wing line no longer dropped as much over the doors. The bonnet was widened and opened down to the wings and on the OTS the bulkhead was moved back to make it about 4 inches (102 mm) longer. The car was available at various times in Red, Pearl Grey, White, Indigo Blue, Claret, Cots wold Blue, Black, Mist Grey, Sherwood Green, Carmen Red, British racing Green, Cornish grey and Imperial Maroon.

Inside the car the walnut dashboard went, to be replaced by one trimmed in leather. On the early Drop Head Coupes, an aluminum center dash panel with an X pattern engraving was fitted which looked similar to the early 3.8 E-type. It was discontinued after June 1958. The doors were thinner giving more interior space.

The standard engine, the same as fitted to the XK140, was the 3.4 litre DOHC Jaguar straight-6 rated at 180 SAE bhp at 5750 rpm but most cars were fitted with the SE engine that had a modified cylinder head with larger exhaust valves rated at 210 SAE bhp at 5500 rpm. Twin 1.75 inch SU HD6 carburettors were fitted. In 1958 the S model was launched with three 2 inch SU HD8 carburettors and a straight ports cylinder head giving a claimed 250 SAE bhp. The engine capacity was increased in 1958 to 3.8 liters by increasing the bore. Claimed output was now 220 bhp for the standard and 265 SAE bhp for the S version.

Four-wheel disc brakes appeared for the first time although it was theoretically possible to order a car with drums. Either wire wheels or disc wheels could be specified. Suspension and chassis were very similar to that on the XK140. Steering was by rack and pinion; power steering was not offered.

Production totaled 2265 Roadsters, 4445 Fixed Head Coupes and 2672 Drop Head Coupes.


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READ MORE - The Jaguar XK150

The Jaguar XK150

The Jaguar XK150 was a sports car produced by Jaguar between 1957 and 1961. It replaced the previous XK140.

Jaguar XK150Initially it was available in Fixed Head Coupe (FHC) and Drop Head Coupe (DHC) versions. The Open Two Seater (OTS) Roadster model was not launched until 1958. Token rear seats were fitted in the coupes.

Although having a family resemblance to the XK120 and XK140, the XK150 was radically modernized. For the first time a one piece windscreen was used and the wing line no longer dropped as much over the doors. The bonnet was widened and opened down to the wings and on the OTS the bulkhead was moved back to make it about 4 inches (102 mm) longer. The car was available at various times in Red, Pearl Grey, White, Indigo Blue, Claret, Cots wold Blue, Black, Mist Grey, Sherwood Green, Carmen Red, British racing Green, Cornish grey and Imperial Maroon.

Inside the car the walnut dashboard went, to be replaced by one trimmed in leather. On the early Drop Head Coupes, an aluminum center dash panel with an X pattern engraving was fitted which looked similar to the early 3.8 E-type. It was discontinued after June 1958. The doors were thinner giving more interior space.

The standard engine, the same as fitted to the XK140, was the 3.4 litre DOHC Jaguar straight-6 rated at 180 SAE bhp at 5750 rpm but most cars were fitted with the SE engine that had a modified cylinder head with larger exhaust valves rated at 210 SAE bhp at 5500 rpm. Twin 1.75 inch SU HD6 carburettors were fitted. In 1958 the S model was launched with three 2 inch SU HD8 carburettors and a straight ports cylinder head giving a claimed 250 SAE bhp. The engine capacity was increased in 1958 to 3.8 liters by increasing the bore. Claimed output was now 220 bhp for the standard and 265 SAE bhp for the S version.

Four-wheel disc brakes appeared for the first time although it was theoretically possible to order a car with drums. Either wire wheels or disc wheels could be specified. Suspension and chassis were very similar to that on the XK140. Steering was by rack and pinion; power steering was not offered.

Production totaled 2265 Roadsters, 4445 Fixed Head Coupes and 2672 Drop Head Coupes.


technorati tags: Jaguar XK150, car, car parts, cars, classic cars, cool cars, Daimler Motor Company, fast cars, hot cars, jaguar, muscle cars, sports cars, Tata Motors

READ MORE - The Jaguar XK150

The Jaguar XK140

The Jaguar XK140 was a sports car manufactured by Jaguar between 1954 and 1957. Upgrades over its predecessor, the XK120, included better brakes, rack and pinion steering, and modern tube type shock absorbers instead of the older lever arm design. The name referred to its 140 mph (225 km/h) top speed. The XK140 continued to feature the famous Jaguar XK engine with the SE mods from the XK120 as standard, now delivering 190 bhp (142 kW) at 5750 rpm. The special C-Type cylinder head was also carried through from the XK120 catalogue as an option, providing 210 bhp (157 kW).

With the introduction of the XK140 in late 1954 (all sold as 1955 models), the primary visual change was the more substantial front and rear bumpers, with large overriders. Another new feature was the provision of modern flashing direction indicators, operated by a separate switch on the dash. The twin amber lights positioned above the front bumper helped to distinguish the XK140 - until XK120 owners started installing the same equipment. The front grill was the same size as the grill on the XK120, but was now a one piece cast unit with fewer, thicker vertical slats. Above the grill was the Jaguar mascot, and a chrome strip which extended back over the bonnet. This strip continued down the centre of the boot (trunk) lid, where it contained a red shield with the words 'Winner Le Mans 1951-3' inscribed in gold.

The interior was also more comfortable for taller occupants with the addition of 3 inches (76 mm) in length. This was achieved by moving the engine forward which allowed the firewall and dash location to be relocated as well. The new arrangement left no room for the XK120 battery compartment, and the single battery was now repositioned low down inside the wing on the inlet side, making it almost impossible to replace.

In 1956, the XK140 was the first Jaguar sports car to be offered with an automatic transmission. As with the XK120, the availability of wire wheels and dual exhausts were options although most cars imported into the United States had wire wheels. Cars with disc wheels continued to be offered with spats closing the rear wheel arch. The XK140 was available in three body styles. A Roadster or OTS (Open Two Seater) which had a light canvas top assembly that when lowered fitted behind the seats and thus completely disappeared inside the body. The interior of the Roadster was very sparse with no wood embellishments, but with a leather dash. Just like the XK120 Roadster, the XK140 OTS or Roadster had removable canvas and plastic side curtains on light alloy doors. The DHC or Drop Head Coupe had a more substantial padded top that when lowered sat above and outside the body of the car, it also had a fixed windscreen (unlike the removeable windscren of the OTS). The DHC also had roll up windows and a very elegant veneered dash, both of which featured on the FHC or Fixed Head Coupe as well. As a gesture to practicality, a jump seat was added to both coupe models.


technorati tags: Jaguar XK140, car, car parts, cars, classic cars, cool cars, Daimler Motor Company, fast cars, hot cars, jaguar, muscle cars, sports cars, Tata Motors

READ MORE - The Jaguar XK140

The Jaguar XK140

The Jaguar XK140 was a sports car manufactured by Jaguar between 1954 and 1957. Upgrades over its predecessor, the XK120, included better brakes, rack and pinion steering, and modern tube type shock absorbers instead of the older lever arm design. The name referred to its 140 mph (225 km/h) top speed. The XK140 continued to feature the famous Jaguar XK engine with the SE mods from the XK120 as standard, now delivering 190 bhp (142 kW) at 5750 rpm. The special C-Type cylinder head was also carried through from the XK120 catalogue as an option, providing 210 bhp (157 kW).

With the introduction of the XK140 in late 1954 (all sold as 1955 models), the primary visual change was the more substantial front and rear bumpers, with large overriders. Another new feature was the provision of modern flashing direction indicators, operated by a separate switch on the dash. The twin amber lights positioned above the front bumper helped to distinguish the XK140 - until XK120 owners started installing the same equipment. The front grill was the same size as the grill on the XK120, but was now a one piece cast unit with fewer, thicker vertical slats. Above the grill was the Jaguar mascot, and a chrome strip which extended back over the bonnet. This strip continued down the centre of the boot (trunk) lid, where it contained a red shield with the words 'Winner Le Mans 1951-3' inscribed in gold.

The interior was also more comfortable for taller occupants with the addition of 3 inches (76 mm) in length. This was achieved by moving the engine forward which allowed the firewall and dash location to be relocated as well. The new arrangement left no room for the XK120 battery compartment, and the single battery was now repositioned low down inside the wing on the inlet side, making it almost impossible to replace.

In 1956, the XK140 was the first Jaguar sports car to be offered with an automatic transmission. As with the XK120, the availability of wire wheels and dual exhausts were options although most cars imported into the United States had wire wheels. Cars with disc wheels continued to be offered with spats closing the rear wheel arch. The XK140 was available in three body styles. A Roadster or OTS (Open Two Seater) which had a light canvas top assembly that when lowered fitted behind the seats and thus completely disappeared inside the body. The interior of the Roadster was very sparse with no wood embellishments, but with a leather dash. Just like the XK120 Roadster, the XK140 OTS or Roadster had removable canvas and plastic side curtains on light alloy doors. The DHC or Drop Head Coupe had a more substantial padded top that when lowered sat above and outside the body of the car, it also had a fixed windscreen (unlike the removeable windscren of the OTS). The DHC also had roll up windows and a very elegant veneered dash, both of which featured on the FHC or Fixed Head Coupe as well. As a gesture to practicality, a jump seat was added to both coupe models.


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READ MORE - The Jaguar XK140