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Motor Trend

21-05-2025

This article first appeared in the Spring 2011 issue of MotorTrend Classic
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Strange as it may seem, the sexy Jag XK120 was originally conceived as a fancy engine stand. How so? Jaguar began developing its new advanced, double overhead-cam inline six-cylinder engine during the waning days of World War II. Jaguar doyen William Lyons and his engineering teams were becoming more comfortable with the notion that Allied forces would win the war, and that automobile production would (someday) return to normal. The engine was ready before the new generation of models it was destined for. (When car production resumed at Jaguar postwar, it was with mildly updated versions of the existing Mark V models, powered by overhead-valve engines purchased from the Standard Motor Company.)
The British motor industry's real postwar coming-out party was to be the 1948 Earls Court Motor Show, and it would be a shame if Jaguar couldn't show off its exceptional new powerplant, but simply placing one on a plinth or an empty turntable wasn't good enough for Mr. Lyons. Even though Jaguar didn't have a long history of producing sports cars, it was thought that something along the lines of a modern-day SS100 (the sporting machine Lyons and company built prior to shutting down for the war) would be a suitable platform to showcase the new motor. The Earls Court concept car's shape was to be all new, more modern, and more feline than the fabulous but aged SS100.
The first Jaguar XK120 prototype and show car came together in mere months instead of years, as was the norm back then. Lyons himself styled the car, overseeing its construction at every step with in-house coachbuilder and body man Fred Gardner. The panels were made of aluminum, easier than steel to work by hand without any tooling, and the duo worked on the car in the body shop day in and day out prior to the show .The XK120 concept (so named for its untested but estimated ability to achieve a 120-mph top speed; XK was the internal code name for the engine) rode on a modified, shortened, and mildly updated Mark V frame.
To say Jaguar's sports car concept was the hit of the show would be a huge understatement. The public, the press, and Lyons' management team compelled him to put the car into production for 1949. Since Jaguar originally intended to build a mere few hundred XKs, it did not tool up to make the body panels, instead purchasing them from J.H. Cooke & Sons, a common use of outsourcing at the time. As the concept car wore an aluminum body, so would the first production examples; tooling up for aluminum was easier and less costly, and it was much lighter than steel—appropriate for a limited production sporting machine.
The balance of the mechanicals were straightforward, yet reasonably advanced for the day. The engine employed an iron block with an aluminum double overhead-cam cylinder head (with two valves per cylinder), backed by a Moss four-speed manual transmission sending power aft and to the ground via a live axle in the rear. The 3.4-liter six was rated at 160 horsepower at 5000 rpm, and 195 pound-feet of torque at 2500 rpm. A control-arm suspension was used up front, sprung via torsion bars. The rear axle was suspended by leaf springs employing lever-action dampers. There were drum brakes at each corner, with 16-inch wheels all around. Two open-topped body styles were ultimately offered (one with a more built-in convertible top that folded behind the seat, the other a pure roadster with a removable top), as well as a close-coupled hardtop, dubbed FHC for fixed-head coupe.
Jaguar's new sports car was a runaway success, offering technical sophistication and performance no other production car could match for the money and few could match at any cost. The notion of producing only a few hundred XK120s was quickly dispensed with, and the package was modestly updated and retooled for standard steel production bodywork. The 240 alloy-bodied XK roadsters built have become the most prized examples of the model. They differ from the later steel production cars in details too numerous to catalogue here. Our example, chassis number 670005, is special among all of them. It was the first XK120 to be brought into the United States, by storied car importer Max Hoffman, then Jaguar's East Coast distributor. Number 670005 is only the fifth left-hand-drive XK constructed, wears the seventh XK body built, and is powered by just the 11th production XK engine. Rare air, indeed.
The day of our drive in charming Vero Beach dawned to leaden skies and torrential rain. It wasn't a big deal to owners Tom and Eliza Wright, who said, 'Just drive it faster, and the aerodynamics will carry the water drops up and over the passenger compartment.' Fortunately, a brief break in the storm allowed us good wheel time and photos at one of the more spectacular beachfront estates in Florida.
No other engine sounds quite like a long-stroke XK six in good nick. It awakens with the slightest prod of the starter button, and once warmed, settles into an easy idle around 600 rpm. There's a soft, rattle-y purr from the cam chains, and a motorboat-like roar from the single exhaust pipe (later Special Equipment models had more power and dual exhausts). Entering the XK requires a bit of care, as you don't want to push on the tender alloy bodywork or lean on the door and bend the hinges. Once in, it's pretty comfortable and, top down, offers 360-degree visibility. Turn signaling is of the manual, left-handed variety (think back to Driver's Ed). Those with long arms can reach up and out over the swooping, steeply cut doors and pat the ground.
The vaunted Moss four-speed box has a conventional four-speed shift pattern, but no synchro in first, with a reputation of being a bit graunchy through the rest of the gears. First and reverse gears are close in their gates, so before pulling away from a stop, it's best to relax the clutch an inch or so to make sure you're queued up for forward motion. The clutch is smooth and positive in its takeup, and the shifter and trans like to be treated with deft authority. A little breath in between first and second makes that shift a snap; ditto the rest. And you want the clutch to be fully depressed for each gear change, otherwise you're likely to be met with a slight crunch. In spite of synchromesh in all top gears, a little double clutching and rev matching go a long way toward keeping the box smooth and quiet. And it gets better as the oil, gears, and synchros warm up. The engine revs happily to and beyond 5000 rpm, without a burp, hiccup, or any smoke.
The recirculating-ball steering is livelier than expected, with a meaty feel, and not too heavy; the large-diameter, black-finished steering wheel helps keep the steering effort down. Jag 120s have a reputation for inadequate brakes. One can see how that could be the case on the racetrack, but for everyday and even aggressive on-road driving, they're fine. The first bit of pedal travel yields little, but once the brake shoes bite into the big drums, there's adequate stopping power with good feel and modulation.
The view over the curvaceous bonnet and the tall, arching front fenders is gorgeous. The chromed turn-signal light bezels help define the front corners of the car and remind you where the wheels are. Speaking of wheels, this car wears its original and correct steel wheels and hubcaps; although many 120s have been retrofitted with knockoff wires, these steelies look spot on. Heater? Radio? Windows? Wrong time zone, pal; this is a late-'40s sports car. There's no computer to drive it—that's the job for the lucky dog in the left side seat.
This light-bodied 120 (alloy XKs are about 100 pounds lighter than their steel-paneled counterparts) carries speed easily, and with plenty of horsepower and torque on tap, generates speed pretty easily, too. In typical and proper Jaguar fashion, the ride has a supple quality and exhibits a bit of gentle body lean during cornering, but you never feel insecure about it. Once the chassis takes a set, the car tracks with a uniform neutral attitude. We were a bit concerned that the combination of wet road, a live axle and leaf springs, and narrow bias-ply tires would have the XK120 spinning like a top in the corners, but during our brief lapping sessions on a local, and very private, road course, the car impressed with its willingness to stick. A little extra mid-corner throttle would get the rear end talking 'drift' with you, but driven smartly, she held course with aplomb.
The Wrights have owned 670005 since 1985. They purchased it in somewhat forlorn, but complete and original condition. It had suffered an inexpensive white repaint. The engine was seized but not blown, in that there were no connecting rods ventilating the block. Wright originally planned to begin with an engine-in mechanical reconditioning only, but once removing the head and getting into the engine, he discovered the long block was too cruddy to work on properly without complete disassembly and a visit to the hot tank. He and his son then commenced a major teardown, electing to overhaul and refinish as many of the components as they could themselves. J.K. Restorations of Oswego, Illinois, well-known XK and early E-Type experts, was chosen to handle the balance of the restoration. Wright's goal was to make the car absolutely proper in terms of originality and authenticity, and a capable runner that could be driven anywhere with no reengineering or mechanical upgrading in the process. That goal has more than been accomplished. 670005 was taken down to the bare frame, and refurbished from the ground up with original NOS or otherwise correct parts. Many original components on early XKs are stamped with chassis numbers, or date-stamped, and those were preserved and reused along the way, again in the name of complete originality where possible.
Great care was taken in the blending of the new paint (to the original shade called Blue Sheen) to ensure the hue was just right and not overly metallic. They were completely successful here, as the car positively glows, but doesn't look too shiny, nor does the paint look phony or from the wrong era. Period color photos of the interior showed the 'Neutral' blue and dark-blue leather combo, which was also replicated perfectly. The softtop (hood, in Britcar speak) was redone in the proper shade of rich navy fabric.
Number 670005 is beautiful from any angle and looks absolutely right in every way without being over the top. It's a consistent winner in toughly judged Jaguar Club North America concours events. And no carport queen, this: It's toured extensively. For its post-restoration debut, in 2008 the Wrights shipped it to England to participate in a 60th anniversary XK reunion tour at Goodwood, visiting numerous historic sites significant in Jaguar history. Wright and his son aren't afraid to toe the right pedal either, as the car has been slalomed extensively and performed well.
The XK120 begat many outstanding cars: the Le Mans-winning XK120C, D-Type, the XK-SS, the similar but evolved XK140 and XK150, and the E-Type, and many other Jaguar greats. They remain popular classics today, and a great one, like this, is a joy to drive. One can only wonder what Jaguar's postwar history would read like had not William Lyons been convinced to put the XK120 into limited production. Fortunately, it's a question that doesn't have to be answered.
Ask The Man Who Owns One
Tom Wright is an attorney, expert witness, and consultant specializing in real estate, large property development, and public planning. He and wife Eliza have owned several special-interest Jaguars and will likely acquire more.
Why I like it: 'It is a living and useable work of art, an icon of automotive history. You can maintain it yourself. You can drive it with spirit. Strangers love it.'
Why it's collectible: The first XK120 imported into the U.S., this is a progenitor of America's postwar sports car revolution and an early prototype with special features displayed at Watkins Glen. Chassis, engine, body, and transmission numbers match original data plate.
Restoring/Maintaining: The chassis must be perfectly straight. Rebuilt original components are better than replacements, and wear items are available and reasonably priced. Replacement body parts must be handmade.
Beware: Fakes (often styled as race cars) based on incomplete cars or parts of cars. Overrestored cars adorned with inauthentic modifications and accessories. Cosmetic restorations are useful only for display. Finally, never let the car sit without regular use.
Expect to pay: (coupe/conv)* Concours ready: $179/96,000 Solid driver: $108/53,000 Tired runner: $67/30,000 *Steel-body pricing; expect to pay considerably more for the rare alloy cars
Join the Club: Jaguar Owners Club, joc.org, Jaguar Clubs of North America, JCNA.com
Our Take Then: 'Driving the Jaguar XK-120 is an experience not soon forgotten—one expects much and is not disappointed. Like any really good automobile, it is much easier to list the faults than the virtues.' Road & Track, May 1951
Now: The XK120 put the marque on the map in America, and this was the first to come here, plus an example of the earliest original spec. It doesn't feel 60 years old, and is a thrill to drive in every respect.
Specifications
Engine: 210.0-cu-in/3442cc DOHC I-6, 2x2-bbl Solex carburetors, Power and torque (DIN) 160 hp @ 5000 rpm, 195 lb-ft @ 2500 rpm
Drivetrain 4-speed manual, RWD
Brakes front: drum, rear: drum
Suspension front: control arms, torsion bars; rear: live axle, leaf springs
Dimensions L: 172.6 in, W: 61.5 in, H: 52.5 in Weight 2750 lb
Performance 0-60 mph: 9.0 sec, quarter mile: 18.3 sec, (Motor Sport, April 1951)
Price when new: $4750
Our thanks to Mr. And Mrs. Thomas Wright, David Gooding, Katie Hellwig, and John Schumann Jr.