1951 Jaguar Mark V

When William Lyons' automobile company returned to civilian automobile production following World War II, it did so with a new name - Jaguar Cars. The previous 'SS' company had been changed due to the negative connotations associated with Nazi Germany's use of the SS name. The company had begun its existence known by three successive trading names - the Swallow Sidecar Company, Swallow Sidecar and Coachbuilding Company, and Swallow Coachbuilding Company. The name SS Cars was used from 1934 until wartime 1940.

The Jaguar name was new - but so was the Mark V name, and there had been no MK I to IV. Jaguar would use the MK IV designation, but it was used after the launch of the Mark V. Five prototype bodies had been built between 1946 to 1948, and the design chosen was the Mark V, giving birth to the nomenclature.

Jaguar's post-war production commenced with designs inspired by the pre-war models, yet considerably updated with a host of improvements. The Mark V (MKV) was introduced to the company's distributors and select members of the press on September 30th of 1948 and officially launched on October 27th, 1948 at the London Motor Show. Production at Coventry in England lasted through 1951 with 10,499 examples built during that time. Initially, production began with the saloon and was followed a few months later by the dropheads. Both the Mark V and the XK120 were introduced at the London Motor Show, and while the XK120 would steal the headlines, the Mark V outsold its sporty sibling by roughly 5,000 cars per year versus the circa-2,000 cars of the XK120.

Specification

The MKV received a new cruciform-braced chassis which Jaguar claimed was the most rigid of any passenger car, and was suspended by independent double wishbones and torsion bars in the front and a solid rear axle with semi-elliptic leaf springs. Although the front suspension had been designed pre-war by the company's Chief Engineer William Heynes, it was the first Jaguar so-equipped and the first with four-wheel hydraulic drum brakes. Steering was by a Burman recirculating ball which offered outstanding handling characteristics. Beneath the graceful bonnet was Jaguar's existing Standard-based, six-cylinder, overhead-valve engine offered in both 2.5- and 3.5-liter configurations (2664cc and 3485cc respectively). These Harry Weslake tuned OHV powerplants developed 104 bhp (2.5-liter) and 126 bhp (3.5-liter) and were allied to a four-speed manual transmission. The single-helical gearbox was produced by both Jaguar and Moss Gear Company of Birmingham and was the sole gearbox offered. With the 3.5-liter installed, the Mark V was capable of achieving class-leading performance of 90 mph.

Body Styles

Body styles included a four-door saloon or two-door drophead coupe with pressed steel bodies on the salon, and wood framing for the doors on the dropheads. The drophead MK V sold for $3,850 in 1950, costing nearly twice the price of a new Ford convertible. The saloon was the more popular with 9,494 examples built, including 1,669 with the 2.5-liter engine (including 188 in left-hand drive configuration), and the remaining 7,825 with the 3.5-liter powerplant (1,902 in LHD). Of the drophead coupes, 29 had the 2.5-liter engine (including 12 with LHD) and 685 with the larger engine (577 with LHD). Two examples were built as rolling chassis with the 2.5-liter engine and 3 rolling chassis had the 3.5-liter engine.

Styling

The styling of the Jaguar Mark V was an evolution of the company's pre-war designs, with curvaceous lines, an upright chrome grille, and a 'tuck in' curve at the base of the rear quarter window. A leaping Jaguar radiator cap mascot was offered as optional equipment. Modern updates included faired-in headlamps, rear-wheel spats (fender skirts), and deeper twin-blade bumpers. The Mark V holds the distinction of being the first Jaguar with spats, Right and Left Hand Drive configurations, smaller wider 16-inch balloon tires, and disc center wheels. It was the final model to be equipped with the pushrod engine and the first Jaguar with sealed headlamps and flashing turn signals. The home market and most foreign markets used the 7.7-inch Lucas PF770 headlamps, along with flip-out flip-out trafficator semaphore turn indicators. The cars destined for the American market used the flashing turn signals and rear tail lamp units in place of trafficators, and 7-inch sealed headlamps.

Interior

The interior upholstery was offered in a range of seven colors but no two-tone treatments. The range of exterior paint schemes counted twelve, all in single paint colors. While this was true for nearly all of the Mark Vs, the company made exceptions on several occasions, with two cars receiving two-tone schemes, and 32 others in various special colors.

Comparison of the Mark V to the XK120

The Jaguar Mark V rested on a 120-inch wheelbase and had an overall length of 187.5-inches. For comparison, the XK120 used a 102-inch wheelbase and measured 173-inches in length. It used a steel chassis designed similarly to the Mark V and clothed with aluminum coachwork. Its suspension was the same as the Mark V and stopping power was by 12-inch drum brakes. Its 3.4-liter straight-6 dual overhead camshaft engine used twin side-draft SU carburetors and produced 160 horsepower. The XK120's shorter platform favored sport while the larger Mark V favored luxury. The potent XK engine with its aluminum alloy cylinder head and hemispherical combustion chambers would power Jaguar vehicles for decades to come, surviving in modified versions of 3.8- and 4.2-liter configurations through 1992. The pre-war Standard engines powering the Mark V were 'tried-and-true' - they were reliable and dependable, with pleasant mannerisms and adequate performance. Mr. Lyons was unwilling to risk using the unproven XK DOHC engine in such a volume application. The XK120 was intended as a limited-production prestige sports car, useful for brand awareness, while the MKV was intended to propel the company into the emerging luxury sedan sector and the import export market. Nearly two-thirds of the Mark V produced were exported, with most of those to the United States.

The Mark V succeeded in its goal of providing coach-built elegance and luxury in a factory-bodied package at a little more than one-third of the price of the most affordable Bentley.

by Dan Vaughan

Drophead Coupe
Chassis number: 647460
Engine number: Z3482

William Lyon's SS Motorcar Company was renamed Jaguar in 1945. At the 1948 London Motor Show, Jaguar unveiled its Mark V wearing a pre-War design, and the new and sensational XK120. Early post-War production had essentially been with pre-War designs. The MkV features a cruciform-braced chassis with torsion bar independent suspension in the front and hydraulic brakes at all four corners. Jaguar's existing Standard-based, six-cylinder, overhead-valve engine was continued in both 2.5- and 3.5-liter forms. The bodywork maintained the pre-war tradition, though with minor up-dating in the form of faired-in headlamps, rear-wheel spats, and deeper bumpers. The Mark V was available in drophead coupe or saloon versions and was outfitted with luxuriously appointed interiors that had become a Jaguar hallmark. Production of the Mark V ceased in June of 1951 after slightly fewer than 10,500 had been built. Just 1,005 examples of the Drophead Coupe were built, of which just 28 used the smaller engine. In 1950, Jaguar listed the MKV Drophead for $3,850, which was nearly twice the price of a new Ford convertible.

This example is powered by a 3.5-liter and four-speed synchromesh transmission. It was given a restoration in the early 2000s which included an engine rebuild and the addition of a discreet, custom-built air conditioning unit.

In 2013, this car was offered for sale at Bonhams Auction in Scottsdale, Arizona. As bidding came to a close, the car had been sold for the sum of $97,750 including buyer's premium.

by Dan Vaughan

Drophead Coupe
Chassis number: 647365
Engine number: Z 3279

Jaguar introduced the Mark V in 1948 at the London Motor Show. The design had a stylish link to the pre-war SS cars with its classic William Lyons curves and its 120-inch wheelbase platform, which Jaguar claimed was the most rigid of any passenger car. The Mark V was also given fully hydraulic four-wheel Girling brakes, torsion-bar suspension, and Burman recirculating-ball steering. The only carryover was the 2.5-liter and 3.5-liter engines, which were inherited from the 1946 Jaguars.

Production of the Mark V continued for three years and was available as both a four-door saloon and two-door drophead coupe. 997 of the 1,005 examples were built with the larger 3.5-liter engine.

Harold Allsop of Willowdale, Ontario purchased the car in 1959. He began a restoration but it was not completed. When he retired at the age of 70, he retrieved it and continued the restoration. The body-off restoration included a complete renewal of the frame, all mechanical components, the body, and electrical components. Allsop fabricated all-new, correct ash wood frames for the doors himself and ordered a proper canvas top material and leather upholstery from England. When the work was nearly completed, he fell ill in 2011 and was unable to continue. His son, Peter, finished the project to its present condition.

The car is finished in Black over a red leather interior with a tan top. It has its original owner's and shop manuals, color dealer brochures, a vintage leaping Jaguar hood ornament, and an originally installed radio, which has been restored or installed. The tool kit inside the boot lid is complete, save for two wrenches.

The engine is an overhead-valve six-cylinder engine producing 125 horsepower. There is a four-speed manual transmission and four-wheel hydraulic drum brakes.

by Dan Vaughan

Drophead Coupe
Chassis number: S647465
Engine number: T8134

This Jaguar MK V Drophead Coupe is an unrestored barn find owned by a church before the prior owner purchased it. This final-year MK V from 1951 has been given a comprehensive professional restoration with no possible expense spared. It has been driven less than 1,000 miles since the work was completed. It has a leather- and wood-trimmed interior and powered by a 3.5-liter engine.

by Dan Vaughan

Drophead Coupe
Chassis number: 647490
Engine number: A 2820

This 1951 Jaguar Mark V Drophead Coupe has been in the care of just two caretakers during the past 68 years. Before it entered the care of its current owner, it was purchased by the previous owner in May of 1953 from Boch Motors of Norwood, MA upon his graduation from U.S. Naval Officer Candidate School in Newport, Rhode Island. The car served as his personal transportation through September of 1956.

In April of 1956, the car began to receive modifications personalized to its owner's needs and desires. The hood was louvered and the spats removed so that wire wheels could be installed. Its original Silver Blue livery with black top was replaced by a Black body with a white top. The original engine was replaced with a Mark VII Jaguar motor installed by Morong Brothers of South Portland, ME. The original motor was not kept. A few months following these modifications, the Jaguar was put into hibernation where it would lay dormant until 1981.

When the car emerged from its slumber, it was given an exhaustive restoration that lasted for over nine years. The work was performed by English Auto in Searsport, ME, and British Auto USA in Manchester, NH. It was given a new color scheme of 'coffee and cream' and the interior was re-trimmed in biscuit leather.

The car was sold at Bonhams auction in June of 2011 and again in March of 2022.

by Dan Vaughan

The Jaguar Mark V was produced from 1949 through 1951. The series was first introduced in 1948 at a Motor Show where it shared the stage with the breath-taking Jaguar XK120. The Mark V was positioned by Jaguar to retire the aging 1.5-, 2.5-, and 3.5-Litre vehicles which were pre-war designs.

The 2.5-Liter Mark V was the entry-level version of the series. The engine was a design by the Standard Engine Company. Drum brakes could be found on all four corners.

In total, there were 1675 examples produced. The vehicle was available as a 4-door saloon with seating for four. Or a drop-head coupe with two doors and seating for four.

by Dan Vaughan

Jaguar has been producing large, separate chassis saloon vehicles that began with the Mk VII since 1950. The final derivative arrived in the Jaguar Mk IX in 1958 which utilized the famous XK engine which had evolved into a powerful 3.8 liter unit. This engine was enough to haul this large saloon vehicle up to a top speed of 117 mph.

Produced from 1958 until 1961 the Jaguar MK IX had a total production rate of 10,009 units built. Unveiled at the Earls Court London Motor show during the fall of 1958, the MK IX was virtually identical to its predecessor the MK VIII. Most of the mechanics were updates though. The engine capacity was increased to 3.8 liters by the adaption of a 3.8 version of the XK engine, achieved by increasing the stroke from 83mm to 87mm and utilizing a slightly taller block.

Retaining the existing 'B' type cylinder, as fitted to the 3.4 engine in the MK VIII, this engine went on to be fitted to the XK 150 sports vehicle the next year in both standard, and up-rated 'S' state of tune. Upgrading the previous braking system to Dunlop 4 wheel disc system, the power steering was also made available as a standard fitment. Debuting in late models, this system was featured in models of the MK VIII. This was driven by a Hobourn Eaton pump driven by a take-off at the rear of the dynamo.

As it was currently superbly equipped, not much was changed or updated on the interior of the MK VIII. The largest update was the up-rating of the heater system which had previously been criticized as once being marginal. A vast majority of the MK IX's were sold with a dual color scheme with a darker color on top, much like other MK VIII's. Production of the low volume MK VIIIB continued throughout the life of the MK IX.

The body of the Mk IX was identical as the one used on the previous Mk VIII, though the addition of an improved heater and a new badge distinguished it from the previous model. The MK IX came with power steering, all-round disc brakes and a choice of either manual or automatic transmission. This new model was considered to be on the same level as the current Bentley S-type, though it was a third of the price.

In 1961, the Mk IX was finally replaced by the Mk X, which marked the end of a distinguished line of separate chassis Jaguar saloons.

by Jessican Donaldson