CHAPTER FIVE

MASS-MARKET COMPACTS

Mark 1, Mark 2, S-Type, and 420

By the mid-1950s, Jaguar had cemented their place in automotive history. The XK sports cars were virtually unequaled in terms of performance and price, and the flagship saloons so well illustrated the slogan “Grace … Space … and Pace.”

William Lyons was still not satisfied and realized the potential to produce a further model aimed at expanding his market sector and using many existing components, thus bringing down production costs for all cars and increasing profitability.

There were few small, luxury saloons around, particularly those offering a standard of performance, handling, and comfort that Jaguar did with the Mark VII. The company had some early success with the 1.5-liter SS Jaguar in the 1930s and 1940s, so as early as 1952 Lyons started work on a new car to meet his criteria. It was a success in sales and in competition, leading to a raft of other models based on it. Variations on the theme continued in production until 1969.

1955–1956: Small Can Be Beautiful

This was an ambitious project for what was still a very small company that already had difficulties in coping with demand for its cars. Given industry developments, Lyons felt in monocoque (chassis-less) construction was the way forward for the new car. It had to be smaller, more economical, and easier to build, and monocoque design seemed the natural progression, with the experience gained ultimately benefiting other Jaguar models. It also had to accommodate the XK engine and other existing mechanical aspects.

The clean uncluttered lines of the 2.4 with full spats over the rear wheels. Hubcaps were standard fitment but not rimbellisher wheel trim.

The 2.4-liter saloon was a major advancement for Jaguar, their first car to feature monocoque construction and offering traditional Jaguar styling with good performance in a smaller package.

The original 2.4-liter saloon with cast radiator grille and full rear-wheel spats.

The bodyshell comprised two main channel sections running from the very front of the car to the rear-wheel arches and welded to the floor to form box sections. The floor was ribbed for extra strength and transverse members joined the longitudinal members, with the whole structure tied together by the front bulkhead and rear seat pan. Two further box sections ran diagonally up each side of the engine bay to transfer stress via the A-post pillars to the roof area. All exterior and interior paneling was welded to the main structure with the outer sills contributing to overall strength.

The styling took cues from the existing models with an all-enveloping design, the front end particularly reminiscent of the XK140. Indeed, features from the launch of the XK140 found their way into the new small saloon, like the bumper bars, headlights, rear lights, and although subtly different, even the cast radiator grille. Unique oval sidelights were fitted to the base of the front wings.

The bonnet as usual featured a central chrome strip and Jaguar leaping mascot, although not for some overseas markets. The body had a gentle curvature at waist height, highlighted by chrome strips running from the bonnet through the door lines right down the rear wings to the bumper bar. Full spats covered the rear wheels.

New features included doors incorporating the window frames like the pre–Mark V saloons—a throwback but apparently done to give rigidity to the bodyshell. The door handles were also unique to this model.

At the rear, the new car was a scaled-down version of the Mark VII in many ways but with a more tapered line from the sides.

Mechanically, a smaller car could use a smaller engine. Although a four-cylinder version of the XK engine was considered, this was too costly to produce and not smooth enough. Keeping the six-cylinder XK, but in a different configuration, could keep costs down and be much easier to get into production.

The smaller 2,483cc XK engine developed for the 2.4-liter saloon, with twin Solex carburetors, a rare move away from their traditional SU type.

The 2.4-liter launch at the British Motor Show in London, featured alongside the XK140 sports, and in the background the Mark VIIM saloon.

The well-crafted interior of the 2.4 featured a dashboard layout similar to the XK150 sports car, with comfortable bucket seating and plenty of storage space and, of course, Jaguar’s signature four-spoke steering wheel.

For a small luxury car, rear compartment space was good. Note the full door frames incorporating the window surrounds, finished off with wood veneer.

To achieve the final configuration of 2,483cc, the same bore from the 3.4-liter unit was used but with a shorter stroke of 76.5 millimeters. Reduction of engine block depth resulted in considerable weight savings. A financial benefit came in using the same bottom-end internals as the bigger engine. The twin cam cylinder head was also retained but with different camshafts. Induction was new with twin Zenith Solex downdraft B32 carburetors with a revised inlet manifold.

In this form the new 2.4-liter engine developed 112 brake horsepower at 5,750 rpm, with a maximum torque of 140 pounds-feet at 2,000 rpm. A Borg and Beck single-plate clutch drove the power to the usual four-speed Moss-derived gearbox, with overdrive available at extra cost.

Naturally the engine was a tight fit; the taper of the front wings and bonnet caused particular concerns. With the battery mounted on the bulkhead along with the heater box there was just enough room in the center to accommodate the back of the engine! The air cleaner had to be adapted by using a trunking across the top of the engine to exit through the wing to an oil bath arrangement.

The boot area was inevitably smaller than the Mark VII’s. Retaining the rear hinged boot lid, a simpler lock was employed, and the interior of the lid was unlined. The fuel tank was mounted underneath the boot floor, shaped to fit around the spare wheel well, the latter accessed by removing a metal panel in the boot floor. A new toolkit sat inside the inner face of the spare wheel and a tailored Hardura mat covered the boot floor, leaving the rear wheel arches and their damper locations visible. Board panels sealed off the inside of the rear wings, the left-hand side having the fuel pump and filler pipe.

Conventional coil springs formed the basis of the front suspension with two rear-inclined unequal-length wishbones, the spring held in the lower wishbone by a hollow steel pillar on which the top wishbone pivoted. Upper and lower ball joints accommodated wheel movement and steering. Shock absorbers were fitted inside the top of the suspension pillar running through the springs to the bottom wishbone, which was linked to its opposite number by an antiroll bar.

The whole of the front suspension was mounted on a separate subframe secured to the body by rubber mountings to avoid the transference of noise and vibration.

Steering was by the usual Burman recirculating box, also mounted on that subframe. It was insulated from the steering wheel by two universal joints; rubber bushes were used for the inner wishbone mountings, all to avoid noise and vibration passing through the monocoque.

SETTING THE STANDARD

The 2.4 was marketed as the Special Equipment model, and initially Jaguar also offered a Standard version without such features as a bonnet mascot, auxiliary lighting, heater, screen washers, rear seat armrest, cigarette lighter, or rev counter. At a mere £29 less it was never going to be a success, so in truth no known examples of the Standard were actually produced.

At the rear, the axle was cantilevered from mountings located in the main monocoque structure. Further location was provided via two trailing arms running from the seat pan to brackets above the axle, plus an adjustable Panhard rod. Conventional leaf springs were fitted upside down with the trailing ends attached via rubber bushings to extensions in the axle casing. They anchored to the car inside the rear of the chassis rails. It used Girling telescopic dampers and Salisbury differential.

Lockheed drum brakes were fitted to the new car, with self-adjusting front shoes. For the first time on a production Jaguar, 15-inch wheels and tires were fitted.

A unique feature of the new car was its narrow rear track (4 feet 21/4 inches) compared to the front (4 feet 63/4 inches). Apparently, this feature was dictated by the body taper at the rear end, which also created handling issues. Although the car looked rather odd when the rear wheel spats were removed, with the spats on, one could hardly tell the difference.

Based on the new engine size, Jaguar decided to call the model the 2.4. The package met all of Lyons’s requirements for the small car—indeed, it was 16 inches shorter than the Mark VII and 8 hundredweight (800 pounds) lighter.

Despite the cars being smaller and more economical, Jaguar didn’t let up on the equipment levels. Internally, it retained wood veneer—and got more of it, with the door frames surrounded in wood—plus leather upholstery and full instrumentation.

Small individual bucket seats featured in the front with the usual bench in the rear, and leg and headroom were remarkable for such a small car, although visibility was somewhat hindered by the small rear screen and reduced side windows. The dashboard layout was new, with a lidded glove box on the passenger side and an open cubby on the driver’s side. The smaller Bluemels steering wheel retained the Jaguar four-spoke design, and a unique feature was the hidden ashtray within the veneered fillet just below the ignition key switch.

Jaguar launched the 2.4 at the 1955 British Motor Show to some acclaim, although it wasn’t so well received in the US, where smaller cars were not very popular, and performance was more important than fuel economy. Although the 2.4 was a good performer by the standards of the day, it struggled to reach a top speed of 100 miles per hour and acceleration was not in the league of larger-engined cars. Nevertheless, sales got underway very quickly and in huge numbers.

There were inevitable teething troubles. Early in 1956 production, the Panhard rods were found to be breaking, so a strengthening plate was added and the end of the rods made adjustable to achieve correct tension. Stiffer dampers were also required. Various minor changes affected the new engine with a steel sump replacing alloy, and the installation of a metalastic crankshaft damper.

Sales were buoyant in that first year of full production: a total of 8,061 cars were delivered, nearly twice as many as all the other Jaguar models sold at the time. To address concerns about the lack of performance, Jaguar prepared a special booklet identifying three stages of tuning modifications for both domestic and competitive driving. Stage 1 increased power to 119 brake horsepower, Stage 2 to 131 brake horsepower, and Stage 3 to 150 brake horsepower.

1957: Power to the People

As a company known for performance, Jaguar had to heed concerns that the 2.4 was underpowered. Problem solvers could not help but consider the 3.4-liter XK engine as a potential answer. This swap transpired in February 1957 with an assortment of modifications.

The transplanted engine had the B-Type cylinder head with the twin SU HD6 carburetors, but with a new inlet manifold and air cleaner. Mounts had to be strengthened and a larger radiator was installed. A larger 10-inch clutch was fitted along with a new V-mount under the gearbox.

To improve cooling efficiency, a new wider radiator grille was fitted with narrower slats (incorporating a 3.4-liter badge), which also necessitated a modified front wing design. This type of grille was also standardized for the 2.4 from September of that year.

To aid cooling to the rear brakes, the full spats were abandoned, replaced by a cut-away type. A “3.4” badge appeared in the boot lid and the car was equipped with a twin exhaust pipe system.

Jaguar offered the 3.4 with the BorgWarner Model DG automatic transmission, complete with Jaguar’s Intermediate Speed Hold feature, as an option for that model. A central gear selector worked for drivers on the right or left. A new split-bench front seat was fitted to automatic transmission cars.

The 3.4 proved to be an excellent performer, with a 0- to 60-miles-per-hour acceleration time of 9.1 seconds compared to the 2.4’s 14.4 seconds. The car was well received, even if Jaguar couldn’t meet early demand due to a fire at the factory in the same month the car was launched. Right from the start, however, there were concerns, particularly from the motoring press that with such performance, the drum brakes were totally inadequate. Jaguar had already been working on disc brakes for the XK150 sports car, but now had to bring the installation forward for the 3.4.

Disc brakes became an option shortly afterwards. Twelve-inch discs were fitted all round but with the earlier Dunlop round pads, which required dismantling the cylinders to change them. Servo assistance was also fitted.

The automatic-transmission selector lever was placed here below the center of the dashboard, for ease of access in both left- and right-hand drive form.

(ABOVE & BELOW) Showing the styling differences between the Mark 1 in its later 3.4-liter form and the replacement car, the Mark 2 in 1959.

US promotional picture of the 3.4-liter saloon when it was announced in 1957.

Comparison frontal treatment for the first 2.4-liter model (left) and the revised radiator grille treatment, initially for the 3.4-liter and then fitted to 2.4s as well.

1958–1959: Enhancing the Product

Jaguar was learning a lot about the small, sporting saloon market. The 2.4 concept had been expanded with the 3.4, and now an automatic transmission was available. Wire wheels became an option in a range of finishes, initially 60 spoke, later 72. The “new” disc brakes were available as an after-market kit to fit earlier drum braked cars, from February with a larger brake servo. In January 1959, the braking system was further changed for the Dunlop square “quick-change” pad type. The Dunlop tire design was changed to improve wet weather grip and a Thornton Powr-Lok differential became an option.

Later changes included a 12-bladed cooling fan, and a short-stud cylinder head, common to other Jaguar models at the time.

The 3.4 outsold the 2.4 in each subsequent year of production. Final totals of 19,705 2.4s and 17,280 3.4s made them Jaguar’s most successful models up to that time, despite being in production for such a short period of time.

The high-performance 3.4-liter with wire wheels, necessitating the replacement of the full rear spats with cutaways, later adopted for the 2.4 as well.

1959: Let There Be Light (and More Performance)

After three years, Jaguar decided that it wanted more than a facelift of the 2.4/3.4 saloons. The Mark 2 was smarter, with a cleaner and lighter interior and improved handling. There was also an extra version with more power.

At first glance from the front, the most prominent change was a new radiator grille with thick center bar containing a mounting for the engine-size badge. The lighting had also changed. Rear mounted auxiliary lights of a new Lucas design were inset where the horn grilles used to be. Some markets, including the US, did not receive the auxiliary lights and instead got chromed mock horn grilles. Sidelights sat in pods on top of the wings but now with separate indicator lights at a lower level near the bumper bar—the same as featured on later XKs and Mark VIIM onwards.

The glass area was enlarged with a new windscreen. Gone were the steel-framed doors of the previous model, replaced with the traditional chromed brass window frames, with a larger glass area. Similarly the rear screen was enlarged. The rain gutters in the roof, previously an integral part of the metal and painted, were now covered with a chrome finisher.

At the rear, the badging on the boot not only included the engine size but also the discrete “Mk 2” badging. The bumper bar itself may have looked like the earlier cars but the curvature was subtly different as was the shaping of the rear wings, necessary to accommodate a wider rear track. The other change was in the rear light units. They were much larger to accommodate separate indicator lenses and on deeper chromed plinths.

Internally, there was an all new dashboard design, a style that Jaguar would use on all models through the 1960s, including the sports cars. Very businesslike, still in wood veneer, it featured the main speedometer/rev counter in front of the driver, with auxiliary gauges mounted on a separate black panel centered in the dashboard. On the passenger side there was a lidded glove box. An upholstered center console ran down from the dash area between the front bucket seats into which were fitted the heater slider controls, radio and speaker, plus an upholstered ashtray.

The Mark 2 in its original form with steel wheels.

There was also a new steering wheel design with a single center spar and incorporating a half horn ring. As with all other Jaguars, the steering wheel was adjustable for reach and the new wheel incorporated a column binnacle with a window revealing an illuminated legend for either overdrive or automatic transmission cars. The automatic transmission or overdrive was operated by a stalk on one side; on the other side was a matching stalk for the indicators, which could be pulled to flash the headlights.

Upholstery was still leather faced with new, larger front bucket seats. Front door panels incorporated elasticated map pockets, while rear doors held solid pockets and incorporated ashtrays.

For the rear compartment, occasional pull-down tables were incorporated into the back of the front seats, upholstered on the outside but with a wood veneered panel on the inside. Rear bench seating was subtly different from the previous model and the interior roof lighting was also of different design. The whole interior effused modernity and lightness. No changes were made to the boot interior.

The heating system was improved with a higher rated output and there was now a separate heater duct piped through the center console to the rear compartment.

Mechanically, the Mark 2 was a much-improved car. The axle casing had been extended on both sides to provide an extra 31/2 inches in the rear track. This not only improved the appearance of the car but also helped the handling. Further, angling the front wishbones down lifted the car’s roll center, also improving the handling.

Most of the power train was unchanged from the previous model, except that the 3.8-liter engine was available in a top-of-the-range, high-performance version of the Mark 2. With suitable changes to accommodate the engine in cramped confines, including a pancake air cleaner on top, this model produced 220 brake horsepower and a genuine top speed of over 120 miles per hour, making it the fastest production saloon in the world at the time.

The Mark 2 as launched for some overseas countries with auxiliary lighting replaced by mock horn grilles.

The launch of the Mark 2 at the British Motor Show in London, here seen alongside the Mark 1, which was still listed as a new car at the time, probably to run stocks down.

The comprehensive dashboard layout of the Mark 2, which would be used for all future Jaguar models up to the 1970s. The main rev counter/speedometer in front of the driver, all auxiliary instrumentation and switchgear on the center panel, with a center console for heater and radio controls.

Examples of the extremes in engine performance for the Mark 2: on the left, the 2.4-liter model, which sat lower in the engine bay and featured twin Solex carburetors with an oil bath air cleaner; and on the right, the 3.8-liter model with twin SU carburetors and conventional pancake air filter arrangement.

Color-coordinated badging on the Mark 1 and Mark 2 grilles to identify the engine size in the car.

Jaguar showed the world the Mark 2 at the British Motor Show in October 1959, where it was very well received. It proved highly competitive in the marketplace and immediately became the car to own for anyone who wanted prestige with performance in a relatively small package.

Despite its late launch in the year, Jaguar was well geared up for production. All three engine sizes were available immediately and no fewer than 2,532 were produced in those first few months.

The ultimate variant of the Mark 2, the 3.8-liter model with wire wheels—when released, the fastest production saloon car in the world.

1960–1962: Exceeding All Expectations

The first couple years of Mark 2 production exceeded Jaguar’s expectations. It became the most popular and profitable model they had produced at the time, with sales over 40,000 in the first two years!

There were on-going improvements. A stronger anti-roll bar, stiffer dampers, forged wishbones (instead of pressed) and a self-adjusting handbrake all came into production. Engine oil lubrication was improved, a higher output dynamo and sealed beam headlights were introduced for certain markets.

Internally, an organ type acceleration pedal replaced the earlier type, the twin stalks on the steering column swapped positions to match internationally accepted standards, and the oil pressure gauge calibration changed to make it more accurate to read. The sun visors were changed, the black center dash panel was now fitted with a Rexine fabric finish, the rearview mirror was revised, and strengtheners were added to the window frames. In addition, the front seat backs were reshaped at the bottom to allow more legroom for rear seat passengers.

THE GOLD STANDARD

So important was the Mark 2 to Jaguar’s plans to expand sales that the company clad the display model at the 1960 New York Motor Show in a metal sure to go unmissed: gold.

The centerpiece of Jaguar’s stand at the show was a 3.8-liter Mark 2, extensively gold plated, with an estimated value of $25,000—when a production car would have cost just $5,000!

Every part that could be gold plated was done, from bumper bars to wire wheels, from wiper blades to the ignition key. Even the accompaning model wore a 24-carat gold braid dress and a tiara containing 1,000 diamonds.

The car was “normalized” after the show and sold off as a conventional Mark 2!

The Mark 1 and Mark 2 were very competitive in the late 1950s and early 1960s in both racing and rallying competition.

The Daimler 2.5-liter V-8 model was based on the Jaguar Mark 2, but with a 2.5-liter Daimler V-8 engine and traditional Daimler trim—a car that created a new and different market for the company.

The V-8 engine was a neat fit in the Mark 2 bodyshell and saved some weight, producing good performance compared to the Jaguar 2.4-liter model.

(ABOVE AND BELOW) Trim differences between the Mark 2 (in tan) and the Daimler V-8 (in gray).

A MARK 2 ESTATE?

Although Jaguar never produced an estate car before the X-Type in 2004, a single Mark 2 was privately commissioned in the 1960s. Named the County and built by Jones Brothers Ltd., the estate retained a four-door arrangement and had a conventional opening tailgate.

Shortly after it was produced, the estate was purchased by Jaguar Cars but never progressed as a production idea. Instead, it was retained for some years as a support vehicle for Jaguar’s racing exploits. Eventually sold, the car is still around today in private ownership after going through a complete restoration.

1962: A Daimler Derivative

The Mark 2 was thriving about the time that Jaguar had purchased the Daimler Motor Company, the UK’s oldest car maker. Lyons had vowed not only to continue production but to revitalize the range.

Daimler used a 2.5-liter V-8 engine in their low production SP250 sports car. It was a well-designed power plant, boasting 140 brake horsepower at 5,800 rpm. When Jaguar tested this engine in its 3.4-liter bodyshell, the results were impressive—suggesting both a new car for Daimler and an extra model in Jaguar’s range.

Because the V-8 was lighter, Mark 2 spring and damper rates were altered, and steering became lighter too. In performance terms, the V-8-powered car was no match for the larger engine Jaguars, but it could exceed performance of the 2.4 liter. Initially, the collaboration car was fitted with only a BorgWarner Model 35 automatic transmission.

To “Daimlerize” the car, it was given a traditional fluted radiator grille and badging, matched by similar treatment at the rear. Off the bonnet came the Jaguar leaper, replaced with a stylized “D” and similar treatment was given to the hubcaps and other areas of the car. At the rear, the Daimler sported twin exhaust pipes with one existing at each side instead of together.

Internally, although the basic design from the Mark 2 was retained, different styling was given to the door trims and seating, with the front forming a split-bench arrangement. Gone was the Jaguar’s center console, replaced by a vertical veneered and trimmed section suspended from the center of the dashboard and containing the radio and heater controls.

The Daimler 2.5-liter V-8 expanded Jaguar’s customer base, drawing buyers loyal to the other badge.

The scripted “D” to form a bonnet adornment on the Daimler.

1963: S for an Extra Model

Jaguar’s “new” 1960s saloon range was proving very successful. The Mark 2 satisfied demand for a smaller and more sporting model, while the Mark X fitted the bill for those who needed a bigger and more prestigious car. Considering both cars, Lyons concluded that a third model could be produced to fill a gap between the Mark 2 and its big brother.

Incorporating traditional design and features with newer technology and styling, the S-Type was still significantly based on the Mark 2 in many areas. It also borrowed from the Mark X’s rear styling to allow extra luggage accommodation, and the E-Type/Mark X’s rear suspension to improve ride and handling.

The launch of the S-Type in 1963 provided an extra model for those who wanted more space and a better ride than the Mark 2 but didn’t need the gargantuan Mark X.

Significant reworking of the monocoque had to be carried out to accommodate the Mark X–style rear end and the independent rear suspension.

The “new” look S-Type didn’t spoil the overall appearance of Jaguar’s compact model, while the frontal aspect offered a slightly cleaner line.

The interior of the S-Type with the same dashboard layout, but with modified trim around it, plus new seats and door panels.

The seat back was reclined to provide better headroom. New door panels were featured, and the split-bench front seating backs were thinner than on the Mark 2, so it did not feature fold-down occasional tables.

The center body section was like the Mark 2 but with a flattened, slightly expanded roof panel to accommodate a more upright rear screen. The doors were not structurally altered but the hinges and detail fitment were. At the front, the wings were adapted to take a new lighting design. The headlights were extended to create a lip like an eyebrow over them. Auxiliary lights were also set into the wings to create an eyebrow effect. (As with the Mark 2, for certain markets these were left off in favor of a new style of mock horn grille.) The front wing pod-mounted sidelights had finally disappeared in favor of integrated side/indicator lenses similar to the Mark X. A slimline bumper bar and overrider arrangement also resembled the Mark X, with an indent to accommodate the bottom of the new radiator grille, featuring a bolder surround than the Mark 2s.

The biggest styling change came at the rear with an extended boot area to provide more luggage space. Rear trim included the slimline bumper treatment, revised boot lid and the twin exhaust pipes exiting in the center of the car, also like the Mark X.

The changes rear of the doors in styling and suspension meant a major redesign of the monocoque, as this area of the Mark 2 shell was totally unstressed. To achieve the necessary strength, the box sections that normally contained the rear leaf springs were extended further back over the wheel arches and under the boot floor. The double-skinned boot floor was welded to these box sections.

Other changes at the rear included twin fuel tanks in the rear wings, increasing fuel capacity, and relocation of the under-floor spare wheel compartment to the center.

All this meant that the S-Type could be fitted with the all-independent rear suspension cage from the E-Type/Mark X, a major improvement in ride comfort and handling over the leaf sprung Mark 2.

A useful comparison in styling between the Mark 2 and S-Type. Note particularly the different rear screen and flatter roofline.

Comparisons of the frontal aspects of the Mark 2 and S-Type.

Overhead views of the Mark 2 and S-Type illustrating the different styling approach.

Mechanically, the rest of the car was similar to the Mark 2, although no 2.4-liter version was offered because the extra weight would have affected performance. Mark 2s had always been available with power-assisted steering as an option and this was continued with the S-Type, although improved with lighter gearing.

The S-Type interior was another crossover of Mark 2 and Mark X designs with the general layout unchanged. The dashboard center section was veneered like the Mark X and a similar center console contained the radio and vacuum controls for the heater.

Door panels were unique to the model. Split-bench front seats and rear bench seats were of a new design. Like the Daimler V-8, there were no occasional tables built into the rear of the front seats.

1964–1965: Record Sales

The S-Type proved to be an excellent and successful addition to Jaguar’s medium-sized saloon range. In 1964 alone 8,000 were sold, 1,000 more than the Mark 2. The Daimler V-8 had also been a success with nearly 4,000 sold that year. Total Jaguar production for 1964 was nearly 26,000 cars, a record for the company in a single year.

During this period there was the inevitable cross-fertilization of upgrades and fixes across the Jaguar model range. One of the most significant changes took place in September 1965 when the S-Type received a four-speed all-synchromesh gearbox, a year later than it appeared in other models.

1966: Another Addition to the Family

By 1966, Jaguar’s medium size saloon sales were falling, while more competitive and modern cars were entering the market. Jaguar’s line had been developed in the 1950s, so something entirely new was in order. That process would take time, however, so there was no option other than revamping existing cars in the interim.

In October, Jaguar introduced another new saloon, the 420, with an equivalent Daimler, the Sovereign. Externally, from the bulkhead/windscreen back, the car was pure S-Type in all respects except for the badging on the boot lid. The front was a complete redesign, with new flatter front wings and bonnet, Mark X lighting and bumper bar, rectangular mock horn grilles, and yet another style of radiator grille, slighter taller than the Mark X, with the thick center slat like the 420G. A Mark X’s smaller Jaguar leaper adorned a front panel ahead of the bonnet.

Internally, there were many detail changes. The center auxiliary instruments/switch panel, still finished in veneer like the S-Type, was flush fitted to match the passenger side glove box and driver’s side instrument panels. There was a full-width dashboard top surround in dense foam covered in black vinyl that continued along the sides and underside of the dashboard its entire width. In the top center of this was a square clock like that used on the 420G. There was a full-width parcel shelf with matching black trim, with the S-Type heater controls set into the black trim of the parcel shelf.

From the front screen back, the 420 was entirely S-Type.

The introduction of the 420 models in 1966 provided another range of cars to boost the Jaguar range, but also to provide a stop-gap while the next entirely new model (the XJ6) was still under development. The frontal view of the 420 clearly resembles the more modern looks of the Mark X.

The center console, seating, and door panels were much as the S-Type except for the latter where the wood veneered tops were replaced with cushioned trim, with a flat fillet of wood on top.

The biggest change came with the 4.2-liter version of the XK power unit first seen in the E-Type and Mark X. Where those cars were fitted with triple carburetors, the 420 only had two SU HD8s, a new inlet manifold, and retained the straight-port cylinder head.

Cooling was improved over the S-Type with a new crossflow radiator with a higher capacity water pump. The usual choice of transmission included the four-speed all synchromesh manual gearbox or BorgWarner Model 8 automatic. Power steering came from the same Marles Varamatic system first seen on the Mark X; brakes were by Girling with independent circuits front and rear.

The Daimler Sovereign was a rebadged 420, the only changes being the fluted radiator grille, rear boot lid nacelle, and a scripted “D” replacing the leaper on the bonnet.

For 1966, Jaguar offered seven medium-size saloon variants: three Mark 2s, two S-Types, 2 420s, plus a Daimler 2.5-liter V-8. All these added up to a total of 13,967 car, representing 60 percent of the total company outlet of vehicles. Mark 2 sales were now half those produced by the S-Type, with the 3.8-liter Mark 2 suffering the most.

Seating in the 420 was similar to the S-Type, but later aerated upholstery was used.

Yet another interior revision from S-Type to 420. Note the padding completely surrounding the dashboard.

1967–1969: Rationalization

By the beginning of 1967, the writing was already on the wall for some of the smaller saloons. To keep costs down, Ambla had replaced leather upholstery as standard on Mark 2s. The auxiliary lights on the front of the Mark 2 for most markets were now also deleted as standard equipment, replaced by horn grilles. However, there was an improvement with the Varamatic power steering finally offered on all Mark 2s beginning in July.

Greater changes took place in September 1967 with a rationalization of Jaguar’s entire saloon range. The 3.8-liter Mark 2 was discontinued and the 2.4/3.4 were partially facelifted and renamed 240 and 340.

Externally, the renamed cars were identifiable by S-Type style slimline bumper bars. These required new valances front and rear as they were more visible. Badging of course changed and Jaguar throughout all their steel wheeled cars adopted a new style of hubcap with a prominently raised center containing a jaguar head or Daimler “D” emblem.

Both the 240 and 340 continued with Ambla upholstery and lost the occasional tables fitted in the front seat backs.

Mechanically there were bigger changes. The straight-port cylinder head was now fitted to both models and on the 240, twin SU HS6 13/4-inch carburetors replaced the old Solex type, with a conventional paper air filter arrangement replacing the old oil bath. The 240 got a twin-pipe exhaust system, too, for a total power increase of 13 brake horsepower.

The face lifted 240/340 models with slimline bumpers and reduced trim levels.

340 3.8S

There was never officially a 3.8-liter Mark 2 after the mild facelift to 240/340 form. Sales of the 3.8-liter version had been falling, particularly with the introduction of the S-Type and later the 4.2-liter-engined 420.

Paying customers could order whatever they wanted, however, and certainly a small number ordered their 340s with the 3.8-liter engine. These were fitted with the straight-port cylinder head and ribbed cam covers, as well as the four-speed all synchromesh gearbox, providing a good increase in performance over the Mark 2.

Leather moved to an extra-cost option, while removing the occasional tables in the back of the front seats produced additional savings.

A later V-8–250 Daimler interior, showing the lack of a transmission tunnel, but with a drop-down area from the dashboard to accommodate the heater controls and radio. The padded top roll on the dashboard was also a later feature. This car is one of the rare manual-transmission models.

The later installation of the XK engine in all these cars featured a straight-port cylinder head and ribbed cam covers.

A later Daimler V-8-250 with slimline bumpers, yet retaining auxiliary lighting and the wheels’ rimbellishers.

The changes reduced the price, leaving the 240 a mere £20 or about $50 dearer than the original 2.4-liter saloon in 1956! The 340 was also similarly reduced in price over its Mark 2 equivalent.

During this “updating” period the Daimler 2.5-liter V-8 was revised and renamed the V-8-250. Daimler got the same slimline bumper and hubcap changes but retained the auxiliary lighting. Internally, a black padded roll was applied to the top dashboard panel. The door panels were finished like the 420 with a top padded roll and single wood fillet on the top. Leather seating, reclining at the front, and a heated rear screen were standard on the V-8-250.

In the engine compartment, twin air filters replaced a single one, and an alternator and power-assisted steering were standard. Now the Daimler could also be specified with the four-speed all-synchromesh manual gearbox as well as the BorgWarner Model 35 automatic.

The S-Types didn’t go without changes either, though not as marked as the Mark 2s. Ambla upholstery and new style hubcaps were standard, the car received the all-synchromesh gearbox, and horn grilles replaced the auxiliary front lights. These changes dropped the price by around £100 or $250 per car.

The revised vehicles were short-lived. By the end of 1968 the 340, 420, and both S-Types were discontinued, followed by the 240, V-8-250, and Daimler Sovereign (420) in 1969. Jaguar produced a grand total of 186,888 compact saloons from 1956 through 1969. It was the end of the smaller Jaguar saloon until 1999.

SPECIFICATIONS

MODEL	Jaguar 2.4 Mk 1	Jaguar 3.4 Mk 1	Jaguar 2.4 Mk 2
ENGINE SIZE	2,483cc	3,442cc	2,483cc
CARBURETION	2 x Solex	2 x SU	2 x Solex
MAXIMUM BHP	112@5,750	210@5,500	120@5,750
MAXIMUM TORQUE	140@2,000	216@3,000	144@2,000
GEARBOX	4-speed	4-speed	4-speed
AUTOMATIC	BW 3-speed	BW 3-speed	BW 3-speed
0 TO 60 MPH	14.4 sec.	9.1 sec.	17.3 sec.
STANDING 1/4 MILE	24.6 sec.	17.2 sec.	20.8 sec.
TOP SPEED	98 mph	120 mph	96 mph
AVERAGE FUEL CONSUMPTION	18.8 mpg	16 mpg	18 mpg

MODEL	Jaguar 3.4 Mk 2	Jaguar 3.8 Mk 2
ENGINE SIZE	3,442cc	3,781cc
CARBURETION	2 x SU	2 x SU
MAXIMUM BHP	210@5,500	220@5,500
MAXIMUM TORQUE	216@3,000	240@3,000
GEARBOX	4-speed	4-speed
AUTOMATIC	BW 3-speed	BW 3-speed
0 TO 60 MPH	11.9 sec.	8.5 sec.
STANDING 1/4 MILE	19.1 sec.	16.3 sec.
TOP SPEED	119 mph	125 mph
AVERAGE FUEL CONSUMPTION	16 mpg	15.7 mpg

MODEL	Daimler V-8	Jaguar 3.4 S-Type	Jaguar 3.8 S-Type
ENGINE SIZE	2,548cc	3,442cc	3,781cc
CARBURETION	2 x SU	2 x SU	2 x SU
MAXIMUM BHP	140@5,800	210@5,500	220@5,500
MAXIMUM TORQUE	155@3,600	216@3,000	240@3,000
GEARBOX	n/a	4-speed	4-speed
AUTOMATIC	BW 3-speed	BW 3-speed	BW 3-speed
0 TO 60 MPH	13.5 sec.	13.9 sec.	10.2 sec.
STANDING 1/4 MILE	23 sec.	19.2 sec.	17.1 sec.
TOP SPEED	110 mph	120 mph	121 mph
AVERAGE FUEL CONSUMPTION	17 mpg	15 mpg	15 mpg

SPECIFICATIONS

MODEL	Jaguar 240	Jaguar 340	Jaguar/Daimler 420 Sovereign
ENGINE SIZE	2,483cc	3,442cc	4,235cc
CARBURETION	2 x SU	2 x SU	2 x SU
MAXIMUM BHP	133@5,500	210@5,500	245@5,500
MAXIMUM TORQUE	146@3,700	216@3,000	283@3,750
GEARBOX	4-speed	4-speed	4-speed
AUTOMATIC	BW 3-speed	BW 3-speed	BW 3-speed
0 TO 60 MPH	12.5 sec.	8.8 sec.	9.9 sec.
STANDING 1/4 MILE	18.7 sec.	17.2 sec.	16.7 sec.
TOP SPEED	106 mph	124 mph	123 mph
AVERAGE FUEL CONSUMPTION	18.4 mpg	17 mpg	15.7 mpg