Jaguar Mk. II Sedan

When recently I attended a picnic held by Tom Jaycox in northwest Connecticut, there were a number of Jaguar cars on the site.  One of the nice Jaguars present was a Jaguar Mk. II sedan.  These Jaguar sedans are the cars that Jaguar used to say provide “Grace, Pace, and Space.”

Jaguar Mk II Sedan (1)

Jaguar Mk. II Sedan

The Jaguar Mk. II sedan was made from 1960 to 1967.  In total there were three Mk. II models that differed by their engine size – the 2.4, the 3.4, and the 3.8.  The production totals were as follows:

  • 2.4 Mk. II           25,070
  • 3.4 Mk. II           28,660
  • 3.8 Mk. II           30,070

For those of us in the USA, we did not see the 2.4 model at all as only the 3.4 and the 3.8 liter models were imported.  In addition, from the information that I have, it appears that the 3.4 liter model was only imported into the USA in 1960.  The car shown in these photos is a 3.8 model.

Jaguar Mk II Sedan (2)

The Wide Whitewall Tires Are An American Influence

The Jaguar Mk. II 3.4 model had the same 3.4 liter 6-cylinder dual overhead camshaft engine as found in the XK150, except that the MK. 2 had two SU carburetors, while the XK150 had three SU carburetors.  As a result the 3.4 Mk. 2 engine produced 210 horsepower, while the 3.4 liter XK150 engine produced 250 horsepower.

The Jaguar Mk. II 3.8 model had the same 3.8 liter 6-cylinder dual overhead camshaft engine with two SU carburetors that was used in the larger MK IX model.  This engine produced 220 horsepower.engine.  The same engine fitted with three SU carburetors produced 265 horsepower when installed in the Jaguar XKE models.

Jaguar Mk II Sedan (4)

Wire Wheels Give The Jaguar Mk. II A Classic Look

The Mk. II with the 3.8 liter engine would accelerate from 0 to 60 miles per hour in about 10.0 to 10.8 seconds.  The car had a top speed of about 120 miles per hour.  In addition to having good performance for that era, the Jaguar Mk. 2 was fitted with four-wheel disk brakes.  This was unusual for most sedans available in the USA at that time.

Jaguar Mk II Sedan (5)

The Interior Is Very “Airy” Due To The Small Roof Pillars All Around

As far as pricing goes, in 1961, the base price of the Jaguar Mk. 2 3.8 was $4,915.  For comparison, the Jaguar XKE roadster sold for $5,595 and XKE coupe sold for $5,895.  The larger Mk. IX sold for $6,070.

Jaguar Mk II Sedan (6)

Word Grain Dash With Black& White Gages Make For A Great Dash

The above picture is not very good due to the reflection on the side window, but you can see that this 3.8 was fitted with the optional automatic transmission.  The base Jaguar Mk. 2 3.8 had a four-speed manual transmission fitted with an overdrive.

Jaguar Mk II Sedan (3)

The Classic Jaguar Grille

The Jaguar Mk. 2 had a good career in sedan racing.  The car was raced by such famous drivers as Stirling Moss, Graham Hill, Mike Parkes, Ray Salvadori, Walter Hansgen, Augie Pabst, and Bob Jane.  The Jaguar Mk. II won many races in England, Europe, the USA and Australia.

scan0565

Ford Galaxies and Jaguar Mk. IIs Competing at Silverstone in 1963

It appears that the Jaguar Mk. II did not have a number of rally successes, but I do not know if this was from a lack of interest on the part of Jaguar, private competitors, or the capability of the car.  However, I very much doubt that it was due to the capability of the car with its solid power and four-wheel disk brakes.  I did determine that the French team of Jose Behra/Rene Richard and the British team of Bobby Parkes/G. Howarth both won Coupe Des Alpes at the 1960 Alpine Rally in Jaguar Mk. 2 3.8 cars.  If the Jaguar sedan could do well in the Alpine Rally, then the car was very rally-capable.

These were very nice sedans, but perhaps the price of the MK. II compared to the less expensive and more readily available North American sedans resulted in rather low sales in the USA.

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4 Responses to Jaguar Mk. II Sedan

  1. Tim Burgess says:

    Great coverage of the Jag MkII – just one point, I think that race photo is Brands Hatch rather than Silverstone. Great stuff on your site as always, Steve!!

  2. Pingback: 3 October, 1961: Jaguar Mark 2 workers laid off | Cars On This Day

  3. Reggie says:

    I am trying to find out what other SU Carburetors are compatible with the Jaguar Mark II that has two Carbs? zenergy16@outlook.com

  4. Phil Copson says:

    Sorry, Steve – you’re mixing up your engines – the standard Xk150 had the same spec’ engine as the Mark 2 – (and it is a Mark 2, by-the-way, and not a “Mark II” as muppets insist on calling it – try actually reading the badge, people….) – and the Mark VIII/Mk IX, ie 3.4 or 3.8 litres with 8:1 pistons / “Blue-Top” cylinder-head, and twin 1 3/4″ SUs. It was the XK150 “S” that had the triple SUs, and it wasn’t just one more carb’ that made the difference. The 3.4 and 3.8 litre XK150 “S” models had 9:1 pistons / “Gold-Top” straight-port cylinder-head / and 3 x 2″ carbs giving almost double the choke area.
    Best figures I’ve seen for a standard manual-box 3.8 Mark 2 are 0-60 in 8.4 seconds and a top end of 128 mph, but whichever set of figures you use, the 3.8 Mark 2 was indisputably the fastest 4-door saloon in the world – the Sierra Cosworth of it’s day – and no self-respecting racing-driver, businessman, or bank-robber would be seen in anything less. (To see this car in it’s glory days – check-out the opening minutes of “Robbery” on Youtube to see the Mark 2 Jag as it still lives in many people’s imaginations to this day – all squealing cross-plies, whining Moss-box, and howling Jaguar straight-six as a car-load of villains make their get-away through the streets of ’60s London in the the ultimate bad-boys “get-away car”…. Worth seeing too for all the regular saloon-car traffic of the day – everything from humble Austin 1100s to a Rolls-Royce Silver Cloud, Ford Corsairs, Morris Oxfords, Triumph 2000, plus Austin-Healey 3000, Lotus Elan, and E-type Jaguar.)
    If you rebuild to XK150 “S” / E-type spec’ – (all 4.2 engines have the “straight-port” head, so they’re easy to find, and get a triple-carb manifold from a Mark 10/420G) – then you should match the 3.8 XK150 “S” figures of just over 7 seconds to 60, and a top end of 136 mph, given that the Mark 2 and the XK150 have near identical weight, shape, frontal area etc.
    The Mark 1 / Mark 2 saloon has got an even better race/tarmac-rally record than Steve McKelvie give it credit for; in 1959 the Morley twins, Donald and Erle, won the Tulip Rally in their 3.4 Mk 1, while Hermanos da Silva Ramos won the Tour de France Automobile. The Tour de France Automobile was a tough test of car and competitor run as a series of events at different hill-climbs and circuits such as Mont Ventoux, the Nurburgring, Spa, Montlhéry, Rouen and Le Mans. French rally ace Bernard Consten won the Touring Car class of the TdF Automobile for the next four years – ’60 to ’63 – in his 3.8 Mark 2, making it five consecutive victories for Jaguar in the French GT/Touring Car classic to go with their five earlier Le Mans victories (’51 and ’53 for the C-type, and ’55, ’56, ’57 for the D-type.)
    Jaguar also won the Monte Carlo Rally with the Mark VII in 1955, following a third-place for the already obsolete push-rod engined Mark V in 1953. In 1948 the 3.4 litre XK120 fitted with an aero-screen, tonneau-cover over the open cock-pit, and optional under-tray, clocked 132.596 mph on a section of unopened motorway at Jabekke, Belgium, making it the fastest stock production car in the world, while a special MG “streamliner” using a 4-cylinder version of Jaguar’s XK engine of a mere 2-litres, covered the flying kilometre at over 177 mph !
    Great car though it is, I always feel that there was an even better car waiting to get out, and agree with American magazine “Sports Car Illustrated” who deplored the news that the “fascinating” but already nose-heavy, under-steering 2.4 Mark 1 was slated to receive the taller, heavier 3.4 litre engine “putting 51 lbs right where it isn’t wanted”, and would have preferred to see the smaller-engined car developed further instead. With the long-stroke 3.4/3.8 XK engine plus heavier auto-box and power-steering, the Mark 2’s front/rear weight distribution is ridiculously wrong at 59:41, the 18% imbalance putting over 600 lbs more over the front wheels. Staying with the lighter short-stroke engine – (which can go out to around 3-litres anyway if you use the later 88mm-stroke 2.8 crank-shaft) – plus some simple re-development to cut the nose weight, such as modifying the front subframe mounts to shift the front wheels forwards, shifting the engine back to the bulk-head/firewall, moving the battery to the boot/trunk, and replacing the over-sized starter, flywheel, dynamo etc with lighter components, would cut nose-weight to more like 52 or 53% and make for a far better, nimbler car.

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