LOT 184 - 1950 Jaguar XK120 Roadster

ABOUT THIS CAR

“Rev up the engine and pleasing sounds come from the exhaust, but the outstanding impression left by this wonderful car is its combination of extravagant performance and silent, effortless functioning. To drive this Jaguar is to experience one of the highest pinnacles of modern motoring.” Motor Sport, April 1951

The seminal Jaguar XK range was launched with the 120 in 1948 into the ‘export or die’ ethos of post war Britain. Time being of the essence the chassis was a shortened and narrowed version of the Mk V saloon’s; cross braced and with deep box sections it was impressively rigid. Given the two-seater’s dramatically lighter weight, far less was demanded of it torsionally and it proved more than capable as the two-seater’s platform. Onto this, sophisticated double wishbone independent torsion bar front suspension with an anti-roll bar and a live, leaf sprung rear axle were mounted along with hydraulically operated drum brakes. A worm and nut steering box was employed and this, along with the brakes, came in for high praise at the time. In his Motor Sport road test, ‘The Bod’ referred to the steering as ‘quick’ and the brakes came in for even more effusive praise; “The Lockheed brakes do their stuff admirably, too. Truly powerful, progressive, snag-free retardation is available, without which the XK120 wouldn’t be half the car it is.” The whole ensemble was clothed in a svelte and curvaceous body, the very epitome of feline grace. To say Jaguar’s new offering - at the time the World’s fasted production car - caused something of a stir would be an understatement.

Seen as something of a halo model and primarily a test-bed for their new six-cylinder XK engine, Jaguar were not expecting to make many more than a few hundred examples so bodies were crafted in relatively easy to source and work aluminium. However, stunning looks and competitive pricing meant sales took off like the proverbial scalded cat and a move to something closer to mass production dictated proper tooling and steel bodywork - more on this later. Deletion of the early cars outer panel supporting ash framework meant the steel 120s were barely any heavier than the two hundred and forty-two (or was it only two hundred and forty, apparently two chassis were not given bodies at all) earlier aluminium ‘Super Sports’ (often somewhat erroneously referred to as ‘Lightweights’). Launched as a roadster, this was eventually joined by fixed head and drop head coupés, all being powered by Jaguar’s iron block, aluminium head, twin camshaft, straight six engine which was to see service for some forty-five years. This ground breaking engine, destined to become one of the greatest units of all time (something we can say with some confidence now that ‘time’ seems to have been called on the internal combustion engine), in 3.4 litre capacity as fitted to the 120 gave an impressive 160 BHP thanks to its twin overhead camshafts allowing hemispherical combustion chambers and free breathing ports.

Going back to the export drive we opened with, it is worth stressing that of the 12,078 XK120s produced in total, less than 10% (1,175) were right hand drive roadsters as the vast majority of production was destined for the US market; in XK terms this is a rare machine.

According to the Jaguar Heritage Production Record Trace held on file, Chassis Number 660270 was built as a Right Hand Drive Roadster which was completed at the Holbrook Lane factory on 10^th November 1950. It was finished in Gunmetal with matching hood and blue trim. It left the Factory with Engine Number W 2003-7, which still powers the XK today. On 1^st December 1950 it passed via Jaguar Distributor Henlys Limited in London to Peerless Motors in Slough for a Mr. Giulio Trapani, being registered to him on 5^th December 1950.

Being a very early car (by Chassis Number the 211^th ‘steel bodied’ Right Hand Drive XK120 built), 660270 sports a number of features only found on the earliest machines. Though referred to as ’steel bodied’ cars from Chassis Number 660059, the first machines’ bonnet, boot and doors were still aluminium (on left hand drive cars this was aluminum…) further closing the slight weight gap to the uber-desirable Super Sports.

Documentation on file shows that by 1960 it was owned by Squadron Leader David Lott based at RAF Cranwell, later to become a politician of some note; please see the photo of him in the Jaguar which was by then painted green and running sans spats.

In 1962 Mr. Donald Goodman of Kibworth Beauchamp, Leicester purchased the 120 from the wonderfully named Unusual Automobiles of Hitchin for the sum of £225, less £120 they allowed against his MG TC which they took in part exchange; the paperwork for this transaction is still in the 120’s History File, including the Hire Purchase agreement entered into by Mr Goodman. Mr. Goodman kept the Jaguar for nearly thirty years before it passed briefly to Mr. Andrew Leason of Barton-le-Street, Malton though he never registered it in his name, presumably because by then it was not roadworthy. In 1992 it was taken on by Mr. Gordon Yardley of renowned specialists Woodmanton Classics who comprehensively restored it over the next two years to “Mint Condition”.

The current owner bought it from Woodmanton in 1994 and has enjoyed it hugely over the ensuing nigh on thirty years. Used consistently but sparingly for both continental touring and more local runs, no expense has been spared on its upkeep. It has been regularly serviced and Waxoyled - 3 gallons at a time - initially by Simon Hemsley of SCRH and more recently by Peter Chambers Automotive/Peter Chambers Historic Motor Racing. Over the years the suspension has been rebuilt including the fitting of Koni Classic front shock absorbers and the braking system has been upgraded to a split system with braided hoses. As the owner found he was not using the hood and side screens, he had a tonneau made in matching dark blue mohair by Simmonds Trimmers.

Of particular note is the comprehensive rebuild of the 120’s original engine which was carried out by XK engine guru Les Trafford of Trafford Competition Engines in June 1999 at a cost of £4,830 (when £4,830 was a lot of money for an engine rebuild). The work is fully detailed in the Jaguar’s History File but in summary the block was bored +.020 and honed, the crankshaft re-ground and the con. rods were reassembled with later big-end bolts and nuts. New ‘Deves’ piston rings were fitted, the flywheel lightened and adapted to take a 9 ½” clutch, the engine was balanced and uprated crankshaft oil seals were fitted. A correct early cylinder head was sourced and modified to later specification with 13/4” inlet valves and 1 5/8” exhausts. The ports were polished, unleaded valve seats and guides were fitted, along with new bucket followers, springs and cam bearings. Later camshafts with 0.385” lift were selected and valve stem oil seals were fitted. A selection of photographs of the work being carried out are shown in the gallery. The carefully assembled engine was then run in on the dyno for some eight hours where it displayed hot oil pressure of 20 psi at a 650 rpm idle and 50 psi at 2,000 rpm. Torque was measured at 205 lb-ft and power at 117 bhp at 3000 rpm which Trafford extrapolated to 194 bhp at 6,000 rpm: a useful increase over the cars standard 160 bhp, falling neatly between the Factory SE (180 bhp) and the ultimate Factory option C-Type head equipped cars with larger H8 SU carburettors (210 bhp).  The XK 120 has covered some 8,000 miles since this work was carried; the phrase ‘nicely run in’ springs to mind.

Despite its status as an ‘older restoration’ the XK still looks fabulous today positively glowing in some early spring sunshine. The original shade of Gunmetal grey paint still has an excellent level of depth and shine with just few areas of use related wear such as under the leather bonnet strap and a few light marks on the rear shroud as shown in the photo gallery. There are some chips to the trailing edge of the bonnet and one light scratch low down on off side front wing below the bumper line. There is also a very small split in the wheel arch in the same area along with a couple of very small splits in the bonnet, a common issue caused by it flexing when opened and closed; again, please see the photo gallery. Barely noticeable until pointed out, there are a few small blemishes caused by either paint reaction or trapped dust though these have apparently remained unchanged since the XK has been in the current owners care. Given the finish is now nearly thirty years old, it is still in very good order.

The long flat flanks and curvaceous upper body of XK120s make sub-standard bodywork obvious with areas such as the tops of the doors and rear wing junction particularly critical; this example is very good in this respect with arrow straight sides and well aligned closing panels.  

The chrome-work is for the most part in very good to excellent condition with the bumpers, grill, screen surround and light units all virtually blemish free, though a further polish might add an extra sheen. The glass is all in good order and the tripod headlights are a nice period touch.

Complimenting the coachwork, the dark blue and grey interior is in superb condition, the leather supple and nicely ‘broken in’ but not worn. The simple uncluttered dash - please note modern manufacturers with your distracting infotainment systems and over complicated and fiddley controls - houses clear Smiths dials including a counter-clockwise reading tachometer with built in clock plus a switchable gauge to indicate both fuel and oil levels. The wear-free carpets are of very good quality though the exposed metal of the seat frames would benefit from repainting - a nice easy win in our view. Parallel wired twin twelve volt batteries have been fitted in place of the original pair of sixes and a cut off switch is a sensible safety and security addition.

The engine bay is very well ordered and nicely presented without appearing overly ‘cosseted’; we wouldn’t want to do anything to it at all. Apart from a beautifully made aluminium radiator and Pacet electric cooling fan, it is absolutely standard down to the mesh air filters and brass topped H6 carburettors while all the cables, pipes and leads are perfectly organised and run. The rare ‘Special Equipment’ Lucas dynamo only found on early 120s is present, less obvious is the Aldon Electronic Ignition tucked away inside the distributor.

Well thought of Blockley tyres are fitted all round and their period correct tread pattern and profile set the XK off very nicely. The wheels look to be in good condition if a little dusty behind the spats.

Underneath the Jaguar is exceptionally solid with pin-sharp seams and no evidence of corrosion. Its protective finish is well applied and not too thick while the rural areas it is exercised in have somewhat unavoidably resulted in a light coating of road grime. Suspension bushes, boots and rubber mounts all look to be in good condition while greasing points appear to have had regular attention.

The mohair hood and side screens look virtually unused (the owner preferring a ‘twin umbrella’ system of protection), though unfortunately a rat liked the hood more and gnawed a hole in it while it was in storage but this looks as though it could be repaired by letting in just one new panel.

Jumping into the low slung XK is pleasantly easy as the lower sections of the doors are cut into the cockpit so there is no sill to negotiate. Once installed you appreciate the legs out, ankles almost level with hips seating position and the wonderful, generously proportioned steering wheel falls relatively close to your chest. The engine starts easily on the button and even when still choked it idles at 1,000 rpm with 40 psi showing on the oil pressure gauge and plenty of charge coming from the dynamo. The stainless-steel exhaust system sounds gorgeous and there are no unwelcome noises or excessive smoke.

The owner has put together a useful package of touring spares including a fuel pump, ignition coil, bulbs, fuses, four inner tubes and a distributor cap most of which fit neatly inside the spare wheel. A correct pre-1951 Smith Stevenson folding-type jack (for refurbishment and missing its ratchet) is also present along with the wheel brace and ‘T’ lock key. These Factory tools are supplemented by a kit put together over the years by the owner, contained in a neat roll.

Original parts that have been replaced during the owner’s tenure are supplied with the XK including the original radiator, camshafts, distributor, damaged inlet manifold, fan and early front cover/water pump assembly. A pair of hubcaps are present should one be minded to run without the spats. There is also a new bracing panel that can be fitted to alleviate the bonnet’s tendency to twist causing it to split as mentioned above.

The 120 comes with a very good history file containing the current V5C, an old V5 plus a Buff Logbook containing details of previous owners Lott and Goodman with Road Tax stamps from 1960 to 1966. This also details the Jaguar’s changes of colour to red & cream, blue and finally green. The aforementioned Jaguar Heritage Production Record Trace is also present. There are numerous bills and receipts from both the 1960s and the Jaguar’s current ownership. The more recent ones indicate the XK was maintained on a no expense spared basis and are from specialists such as SCRH (Simon Hemsley, who on returning the car to its owner noted, “No charge, it was a nice evening’s drive in the country”), Peter Chambers Automotive, Hardy Hall Restorations, F. Spaven and Trafford Competition Engines. The engine rebuild specification and dynamometer test sheet from Trafford are also present.

Sales receipts and correspondence relating to the Jaguars few changes of ownership are on file along with period and recent photographs plus old paper MOT certificates from 1998 to 2005 and two more from 1968 and 1969. Eighteen tax discs in a virtually complete run from 1995 to 2015 are present along with spare keys for the ignition and fuel filler flap plus an original Service Manual. There is also a nice summary of the car’s owners since 1960.

For us, this is the ultimate XK120, an early car with desirable features that were lost on later examples. It is a car that actually looks better on disc wheels than wires due in no small part to the enveloping rear spats, having a purity of line uninterrupted by door handles or even, in this case, wing mirrors. Just a single air intake and what almost appears to be only two road wheels, its looks are part jet plane, part hover-car. When picking the best of the XK crop, Motor Sport summed it up perfectly: “…spartan roadster is purist choice. Perfect spec: roadster with bolt-ons and spats.”

Used by just two registered owners for the last sixty years and with a comprehensive restoration under its belt, never mind a mildly tuned engine that has covered very few miles, this XK120 makes an alluring proposition. The few sensible and easily reversible improvements could have been taken from the play book of the hugely respected guys at Hagerty: “The big issues to address—if they haven’t been already—are related to cooling. You’ll need an aluminum (sic.) radiator and an electric fan. That’s pretty much mandatory if you choose to drive one. If your intended car is to be trailered everywhere, you’ll probably opt for authenticity rather than functionality. Similarly, a driver XK120 will benefit from an electric fuel pump and an electronic ignition conversion from a supplier like Pertronix.” All boxes well and truly ticked. Absolutely spot on structurally and mechanically while cosmetically mellow enough to enjoy using it, this XK120 comes highly recommended.

• Registration number: GBL 827
• Chassis Number: 660270
• Engine Number: W 2003-7