Jaguar’s XK120 was a breath of fresh air as Great Britain heaved a sigh of postwar relief, hitting the scene in 1948 as an open two-seat roadster (OTS) whose performance challenged any sports car on the road, regardless of cost. It was soon followed in 1951 by a fixed-head coupe (FHC), and in 1953 by a drop-head coupe (DHC) that offered a more substantial folding canvas top than the elemental roadster.
All three model variants wore stunning, curvaceous bodies that were as modern as their engine, the reliability of which equaled its impressive power. The U.S. market was just discovering the allure of European sports cars, as the first MGs came stateside right after the war, brought by servicemen returning home. The nimble British sports cars whetted the appetites of racers, and were just the beginning of the import wave that brought British, German, Italian, and French cars to America.
Peter Singhof, courtesy of RM Sotheby’s
With the Jaguar XK120, the MG’s fenders and anemic inline-four-cylinder engine were replaced by an aerodynamic body and a 3.4-liter, twin-cam inline-six with a hefty output of nearly 160 hp. The Special Equipment (SE) package boosted power to almost 180 hp. According to the factory, the XK120 was good for 120 mph, a proud number proclaimed in its model name. By the time production ended in 1954, more than 12,000 examples—all variants included—had been made, making way for the XK140 and, in 1958, the XK150, which was succeeded in 1961 by the iconic E-Type.
Peter Singhof, courtesy of RM Sotheby’s
The task of envisioning the original shape of the XK120, penned in just two weeks by Jaguar Cars cofounder Sir William Lyons, was a challenge not lightly to be undertaken. Which of the three variants is the most attractive—convertible, coupe, or fabric drophead—is a personal affair, with values proving the generally true collector-car adage, “When the top goes down, the price goes up." Some credentialed automotive designers might disagree: the FHC is drop-dead gorgeous, and generally gets a 15 percent to 20 percent price reduction into the bargain.
Peter Singhof, courtesy of RM Sotheby’s
Among the many thousands of engines designed since the Benz-Patent Motorwagen in 1885, a select few have become icons: Ferrari’s V-12, the Big Threes’ V-8s, and Germany’s rattling flat-six in the back of a Porsche 911. Jaguar’s Le Mans–winning inline-six is certainly among them. Reveling in the sound and sumptuous power of this motor from behind the wheel of an XK120 is a rare treat, and where a bicep workout comes with the price of admission.
Peter Singhof, courtesy of RM Sotheby’s
Properly set up, the first XK is as exciting a driving partner as they come. “Set up" can include everything from modern tires to a Tremec T5 transmission swap, which exploits the flexibility of the fantastic engine. Collectors pursuing originality needn’t worry: parts—original and reproduction—are plentiful, though none are inexpensive. Restoration is a road for the monied faithful, suggesting that buying a great example, already fettled, is the road to XK120 happiness.
Peter Singhof, courtesy of RM Sotheby’s
Values range from $55,000 for coupes in good condition to $150,000-plus for concours roadsters, with any of the 200 aluminum-bodied outliers skewing the numbers upward by at least 20 percent. But the joy of owning an XK120 is not necessarily about chasing points on the show field, rather, about chasing roads behind the wheel of a car that rewards its enthusiast owner with an unbridled driving adventure in the spirit of a bygone age.
From the article by Robert Ross
