A superb and rare photo taken at Jaguar ‘s Coventry factory in 1949. Shown is a lovely row of Jaguar XK 120 cars that are
ready to be shipped abroad as they are all Export Models.
The Jaguar XK120
was a sports car manufactured by Jaguar between 1948 and 1954. It was Jaguar's
first post-war sports car, it succeeded the SS 100, which ceased production in
1940. The XK120 was launched in roadster form at the 1948 London Motor Show as
a testbed and show car for the new Jaguar XK engine. It caused a sensation,
which persuaded William Lyons to put it into production. The "120" in
its name referred to its 120 mph (193
km/h) top speed (faster with the windscreen removed), which made the XK120 the
world's fastest standard production car at the time of its launch. It was
available in two convertible versions — first as the roadster (designated OTS,
for open two-seater, in America), then also
as a drophead coupé, or DHC, from 1953 — and as a closed, or
"fixed-head" coupé (FHC) from 1951. The DHC was a more deluxe model,
featuring a beautiful wood dashboard and wood features on the door interiors.
The first 242 cars, all 1949-model roadsters hand-built in late 1948, had
aluminium bodies on ash frames. To meet demand it was necessary for the
mass-production versions, beginning with the 1950 model year, to have
pressed-steel bodies. They retained aluminium doors, bonnet, and boot lid. With
alloy cylinder head and twin side draft SU carburetors, the dual overhead-cam
3.4 L straight-6 XK engine was comparatively advanced for a mass-produced
unit of the time. With standard 8:1 compression ratio it developed 160 bhp
(119 kW). [2] A 7:1 low compression version was also available to cope
with low quality fuel. This same basic design of the XK engine, later modified
into 3.8L and 4.2L versions, survived into the late 1980s. All XK120s had
independent torsion bar front suspension, semi-elliptic leaf springs at the
rear, recirculating-ball steering, telescopically adjustable steering column,
and all-round drum brakes that were prone to fade. The roadster's lightweight
canvas top and detachable sidescreens stowed out of sight behind the seats, and
its barchetta-style doors had no external handles; instead there was an
interior pull-cord which was accessible through a flap in the sidescreens when
the weather equipment was in place. The windscreen could be removed for
aeroscreens to be fitted. The drophead coupé had a padded canvas top, which
folded onto the rear deck behind the seats when not in use, and roll-up
windows. The windscreen was fixed. Dashboards and door caps in both the FHC and
DHC were wood-veneered, whereas the roadster's were leather-trimmed. All models
had removable spats ("fender skirts" in America) covering
the rear wheel arches, which enhanced the streamlined look. On cars fitted with
optional centre-lock wire wheels (available from 1951), the spats were omitted
as they gave insufficient clearance for the two-eared Rudge-Whitworth knockoff
hubs. In addition to wire wheels, upgrades on the Special Equipment, or SE,
version (called the M version in the United
States) included increased
power, stiffer suspension and dual exhaust system. The Motor magazine
road-tested an XK120 roadster in 1949. With hood and sidescreens in place, it
achieved a top speed of 124.6 mph (200.5 km/h), accelerated from 0-60 mph (97 km/h) in 10.0
seconds and consumed fuel at the rate of 19.8 miles per imperial gallon
(14.3 L/100 km; 16.5 mpg-US). The car as tested cost £1263
including taxes. In May 1949, Jaguar demonstrated an XK120 roadster to the
press on the high-speed autoroute between Jabbeke and Aeltre in Belgium. The road
was closed for the occasion. The white left-hand drive car, chassis number
670002, was the second XK120 built. Jaguar's development engineer Walter Hassan
was to have driven but fell ill, so Jaguar test-driver Ron "Soapy"
Sutton substituted for him. With hood and sidescreens erected, and the airflow
under the car improved by the addition of a full-length aluminium undertray,
the Jaguar was timed through the flying mile by the Royal Automobile Club of
Belgium at 126.448 mph (203.498 km/h). With hood, sidescreens and
windscreen removed, a metal airflow deflector fitted in front of the driver,
and a tonneau cover fastened over the passenger side of the cockpit the speed
improved to 136.596 mph (219.830 km/h), making the XK120 the world's
fastest production car. In 1949 the XK120s scored its first race victory: In
the Daily Express-sponsored One-Hour Production Car Race held on August 30,
1949 at Silverstone Circuit, England, Leslie Johnson drove the Jabbeke car to
the XK120's first-ever race victory (despite an early collision with a spinning
Jowett Javelin which dropped the Jaguar to fifth). The car, road-registered HKV
500, was converted to right-hand drive for Silverstone. Two other XK120s took
part. One, driven by Peter Walker, finished second and the other, driven by
Prince Bira, spun out of contention when a tire punctured. In January 1950
Johnson also scored the model’s first competition success in America, winning the
production class in a race at Palm Beach Shores, Florida with the car
that had finished second at Silverstone. – It was the first US victory for
Jaguar. The Jaguar lost its brakes but finished fourth overall. John Lea,
Jaguar’s Experimental Department mechanic who attended the race, reported:
"The conditions at Palm Beach were wet,
windy and sandy. Water and sand gained entry into the brake drums at the front,
and the mixture had the effect of accelerating the wear very considerably. Our
car finished with no linings and with the steel shoes bearing on the brake
drums." In 1950 Jaguar allocated six alloy-bodied XK120s to drivers
Johnson, Walker, Nick Haines, Clemente Biondetti, Ian Appleyard and Tom Wisdom.
Three of the allocated cars, extensively modified, were entered for the 1950 Le
Mans 24 Hours race. Johnson, who spearheaded this factory-supported assault on
the race with co-driver Bert Hadley, never ran lower than seventh place, and
held second for two hours, but in the 21st hour had to retire from third place
with clutch failure caused by using the gears to slow the car in the absence of
brakes. (As a result the clutch was revised to a more robust design for
production models.) The Jaguar had been closing the gap to leader Louis Rosier,
whose Talbot's pace was significantly slower, at a rate that would have secured
victory. Haines, with co-driver Peter Clark, finished 12th, and Walker’s car,
driven by Peter Whitehead and John Marshall, was 15th. The results convinced
William Lyons it was worth investing in future success at Le Mans. Biondetti's
car, the first XK120 to contest the Targa Florio, lay second to Alberto
Ascari’s Ferrari when a connecting rod broke, ending the Jaguar’s run. Johnson
took fifth place in the Mille Miglia, with John Lea as his riding mechanic,
while Biondetti and co-driver Gino Bronzoni finished eighth. Fifth was an
outstanding achievement for a production car, with Johnson's Jaguar beaten only
by Fangio's works Alfa Romeo and the works Ferraris of Serafini, Bracco and
winner Marzotto. It was Jaguar's best-ever finish in the Mille Miglia; also the
best by a British car and driver combination, a feat that only Reg Parnell ever
equalled, driving an Aston Martin DB3 in 1953. Silverstone Production Car Race:
Five XK120s entered the race, which Peter Walker won from Tony Rolt, with
Johnson recovering to eighth after spinning on oil. Jaguar won the team prize.
XK120s also achieved a 1-2-3 victory in
the TT, held at Dundrod in heavy rain. On the eve of his 21st birthday Stirling
Moss drove Tom Wisdom's car to a brilliant win ahead of Whitehead and Johnson,
and Jaguar once again took the team prize. Ian Appleyard's XK120,
road-registered as NUB 120, won the French Alpine Rally with his wife Pat, who
was the daughter of Sir William Lyons, navigating. They also won a coveted
Coupe des Alpes. both the 1950 Alpine and 1951 Tulip rallies with Appleyard
driving and his wife Pat navigating. In the 1951 Alpine Rally NUB 120 and the
Appleyards repeated their previous year’s success. Tulip Rally: The Appleyards
took first place in this grueling Dutch rally, with Swiss fighter pilot Rolf Habisreutinger’s
XK120 finishing second. Although the Appleyards’ XK120 did not win its third
Alpine in 1952, it completed the rally without incurring a single penalty
point, winning the first-ever Alpine Rally Gold Cup. On February 1, 1954, an XK120
FHC won Australia's first
24-hour race, the Mount Druitt 24 Hours, from a Bristol 400 and a
Humber Super Snipe. In America, an XK120
FHC was the first imported car to achieve victory in NASCAR, when Al Keller won
the first NASCAR road race, held at Linden
Airport, New Jersey, on June 13, 1954. The Jaguar
XK120 also set numerous world records on the steeply banked oval track at the
Autodrome de Montlhéry, near Paris. In 1950;
107.46 mph (172.94 km/h) for 24 hours (including stops for fuel
and tyres): Leslie Johnson sharing his XK120 roadster, road-registered JWK 651,
with Stirling Moss. The first time a production car had averaged over 100 mph
(160.93 km/h) for 24 hours. Changing drivers every three hours, the Jaguar
covered 2579.16 miles, with a best
lap of 126.2 mph (203.10 km/h). In 1951; 131.83 mi
(212.16 km) in one hour: Johnson solo in JWK 651. "No mean
feat...driving at almost twice today's maximum (UK) speed limit into a steep
turn, assaulted by the g-force induced by 30 degree banking twice every
minute, using Forties technology, leaf spring suspension and narrow crossply
tyres...Johnson remarked that the car felt so good it could have gone on for
another week, an off-the-cuff comment that sowed the seed for another idea.
Flat out for a week..." William Lyons, mindful of the considerable kudos
and advertising mileage that had already accrued from Johnson's exploits,
commandeered a brand new XK120 FHC for him: bronze-colored, and fitted with
wire wheels, it was Jaguar chief engineer Walter Hassan's car, the second
right-hand drive coupé made. The car broke a spring on the track's rough
concrete surface when already well into the run. No spare was carried, and
regulations stipulated that a replacement from outside would make the car
ineligible for any further records beyond those already achieved before the
repair. Johnson drove nine hours to save the other drivers from added risk
while the speed had to be maintained on the broken spring. When he finally
stopped to have it replaced, the car had taken the world and Class C 72-hour
records at 105.55 mph (169.87 km/h), world and Class C four-day
records at 101.17 mph (162.82 km/h), Class C 10,000-kilometer record
at 107.031 mph (172.250 km/h), world and Class C 15,000-kilometer
records at 101.95 mph (164.07 km/h), and world and Class C
10,000-mile (16,000 km) records at 100.65 mph (161.98 km/h).
After the repair the car went on to complete the full seven days and nights,
covering a total of 16,851.73 mi (27,120.23 km) at an average speed
of 100.31 mph (161.43 km/h).
Jaguar Cars
Limited, based in Coventry, England, was founded
as the Swallow Sidecar Company in Blackpool in 1922,
changing to SS Cars Ltd in 1934 in Coventry, and finally
becoming Jaguar Cars Ltd in 1945. Founded as the Swallow Sidecar Company in
1922, by two motorcycle enthusiasts, William Lyons and William Walmsley, the SS
Jaguar name first appeared on a 2.5 litre saloon in 1935. The
Jaguar name was given to the entire company in 1945 when the SS was dropped due
to lack of popularity from WWII. Jaguar made its name in the 1950s with a
series of elegantly-styled sports cars and luxury saloons. The company bought
the Daimler Motor Company (not to be confused with Daimler-Benz), in 1960 from
Birmingham Small Arms Company (BSA). From the late 1960s, Daimler was used as a
brand name for Jaguar's most luxurious saloons. The company has had major
success in sports car racing, particularly in the Le Mans 24 Hours. Victories
came in 1951 and 1953 with the C-Type, then in 1955, 1956 and 1957 with the
D-Type. The manager of the racing team during this period, Lofty England, later
went on to become CEO of Jaguar in the early 1970s. Although the prototype XJ13
was built in the mid-1960s it was never raced, and the famous race was then
left for many years, until in the mid-1980s when Tom Walkinshaw's TWR team
started designing and preparing Jaguar V12-engined sports prototypes for
European sports car races. The team started winning regularly from 1987, and
with increased factory backing the team won Le Mans in 1988 and 1990.
In the late 1990s, Ford decided that Jaguar would
be the corporation's Formula One entry. Ford bought out the semi-works Stewart
Grand Prix team and rebranded it as Jaguar Racing. The Jaguar F1 program was
not a success however, achieving only two podium finishes in five seasons of
competition between 2000 and 2004. At the end of 2004, with costs mounting and
Ford's profits dwindling, the F1 team was sold to Red Bull energy drinks owner
Dietrich Mateschitz, and it became Red Bull Racing. Since 2004 Jaguar has not
had an official presence in motorsport.
The Swallow Sidecar company was originally located in Blackpool but moved to
Holbrook Lane, Coventry in 1928 when
demand for the Austin Swallow became too great for the factory's capacity. In
1951, having outgrown the original Coventry site they
moved again to Browns Lane which had
been a wartime "shadow factory" run by the Daimler Motor Company.
Today, Jaguars are assembled at Castle Bromwich in Birmingham and Halewood
in Liverpool. The
historic Browns Lane plant closed
in 2005, leaving the XJ, XK and S-Type production at Castle Bromwich and the
X-Type at Halewood, alongside the new Land Rover Freelander 2, from 2007.
The Jaguar company started production with the pre-war 1.5,
2.5 and 3.5 litre models which
used engines designed by the Standard Motor Company. The 1.5 litre four-cylinder engine
was still supplied by Standard but the two larger six-cylinder ones were made
in house. These cars have become known unofficially as Mark IVs. The first post
war model was the 1948 Mark V available with either 2.5 or 3.5 litre engines and had a more
streamlined appearance than pre-war models, but more important was the change
to independent front suspension and hydraulic brakes. The big breakthrough was
the launch in 1948 of the XK120 sports car (SEE
PHOTO!), with the new XK twin overhead camshaft (DOHC) 3.5 litre hemi-head six-cylinder
engine designed by William Heynes, Walter Hassan and Claude Baily. This engine
had been designed during the long nights during the war when they would be on
fire watch in the factory. After several attempts a final design was arrived
at. That is until owner William Lyons said "make it quieter". The car
had originally been intended as a short production model of about 200 vehicles
as a test bed for the new engine until its intended home, the new Mark VII
saloon, was ready. The XK120's reception was such that production continued
until 1954; it was followed by the XK140, the XK150, and the E-Type, keeping
Jaguar in the sports car market. Introducing the large Mark VII saloon in 1951,
a car especially conceived for the American
market, Jaguar soon found itself overwhelmed with orders. The Mark VII and its
successors gathered rave reviews from magazines such as Road & Track and
The Motor. In 1956 a Mark VII won
the prestigious Monte Carlo Rally. The 1955 Mark 1 small saloon was the first
monocoque (unibody) car from Jaguar and used a 2.4 litre short stroke version of
the XK engine. In 1959, the car was improved with a larger engine and wider windows
and became the Mark 2, one of the most recognizable Jaguar models ever
produced. It would be popular with British police forces for its small size,
light weight, and powerful engine. The Mark VIII of 1956 and Mark IX of 1958
were essentially updates of the Mark VII but the Mark X of 1961 was a
completely new design of large saloon with all round independent suspension and
unibody construction. The independent rear suspension from the Mark X was
incorporated in the 1963 S-Type which closely resembled the Mark 2, and in 1967
the Mark 2 name was dropped when the small saloon became the 240/340 range. The
420 of 1966, also sold as the Daimler Sovereign, put a new front onto the
S-type, although both cars continued in parallel until the S-Type was dropped in
1968. The Mark X became the 420G in 1966. Of the more recent saloons, the most
significant is the XJ (1968-present), still the definitive Jaguar saloon car
for many. Since 1968 the Series I XJ has seen major changes in 1973 (to Series
II), 1979 (Series III), 1986 Europe/1987 United States (XJ40), 1995 (X300),
1997 (to the V-8 powered X308), 2003 (the present model, X350). The most
luxurious XJ models carry either the Vanden Plas (US) or Daimler (rest of
world) nameplates.
This is a very nice and very rare non period photo that reflects a wonderful era of
Jaguar and automotive history in a wonderful way. This is your rare chance to own this
photo, therefore it is printed in a nice large format of ca. 8" x 12"
(ca. 20 x 30 cm). It makes it perfectly suitable for framing.
Shipping costs will only be $ 7.00 regardless of how many photos you
buy. For 5 or more photos, shipping is free!
(Note: A. Herl, Inc. does not appear on
photo, for ebay purposes only)
No copyright
expressed or implied. Sold as collectable item only. We are clearing out our
archives that we have gathered from various sources.
All items always sent well
protected in PVC clear files and board backed
envelopes.
We have
photographs that came from professional collections and/or were bought from the
original photographer or press studio! They are all of professional and
excellent quality.
After many decades
of professionally collecting photographs and posters we are clearing out our
archives. They make the perfect gift and are perfectly suited for framing. They
will look gorgeous unframed and will be a true asset nicely framed with a
border. They are a gorgeous and great asset in every home, workshop, workplace,
restaurant, bar or club!
First come -
first served. And you can always contact us for your requests. Please ask any
questions before the auction ends.