Jaguar Mk2, Complete History

The Car That Defined the Sporting Saloon

The Jaguar Mk2 is one of the most important cars in Jaguar’s history, arguably the car that cemented the brand’s reputation as a maker of fast, luxurious, and beautiful automobiles that ordinary wealthy people could actually buy. Between 1959 and 1967, Jaguar built approximately 83,980 Mk2 saloons, and the car was a commercial and critical triumph from the moment it was launched.

Origins: The Mk1 and Its Shortcomings

To understand the Mk2, you need to understand what came before it. The Jaguar 2.4 Litre Saloon (retroactively known as the Mk1) appeared in 1955 as Jaguar’s first unitary-construction car. It was a significant departure for the company, which had previously built all its cars on separate chassis.

The Mk1 was a handsome car with the legendary XK twin-cam six-cylinder engine in a compact four-door body. But it had problems. The rear suspension, a live axle located by a single Panhard rod and quarter-elliptic leaf springs, was crude and unpredictable. The brakes were drums all round and inadequate for the car’s performance. The interior, while luxurious, felt slightly cramped. And the window design, with thick pillars and small glass areas, gave the car a heavy, enclosed appearance.

William Lyons, Jaguar’s founder and chief designer, knew the Mk1 could be better. Much better.

Development and Design

The Mk2 was not a new car from scratch, it was a comprehensive and brilliantly executed revision of the Mk1. Lyons himself directed the redesign, and his eye for proportion and detail transformed the car.

The most visible change was the glasshouse. The Mk2’s window area was dramatically increased, with slimmer pillars, a wider rear window, and a new wraparound rear screen that gave the car an airy, modern appearance. The roofline was cleaned up, the chrome brightwork refined, and the overall effect was of a lighter, more elegant car. In truth, the Mk2 was slightly heavier than the Mk1, but it looked lighter, which is arguably more important.

The 3.8-litre version of the XK engine was added to the range, joining the existing 2.4L and 3.4L options. This was the engine that transformed the Mk2 from a quick saloon into a genuine sports car with four doors. With 220bhp and 240lb-ft of torque, the 3.8 Mk2 could reach 125mph and accelerate from 0-60mph in 8.5 seconds, performance that put it on a par with the Aston Martin DB4 and ahead of most contemporary sports cars.

The rear suspension was completely redesigned with a new Salisbury differential, wider rear track, and proper semi-elliptic leaf springs with telescopic dampers. The improvement in handling was transformational. The front suspension received wider-track wishbones and improved geometry. Dunlop disc brakes were fitted to the front (a first for a Jaguar saloon) with drums retained at the rear, assisted by a vacuum servo.

Inside, the Mk2 received the full Jaguar treatment, a walnut dashboard with a comprehensive set of Smiths instruments, leather seats, deep carpet, and the kind of craftsmanship that made Jaguar’s interiors the envy of the industry. The dashboard alone, with its twin instrument binnacles and central console, became one of the most iconic car interiors ever designed.

Launch and Reception

The Mk2 was announced on 2 October 1959 and went on sale almost immediately. The press response was ecstatic. Autocar tested the 3.8-litre version and recorded 125mph, calling it “one of the outstanding motor cars of our time.” Motor Sport declared it “the fastest four-seater production saloon in the world.”

The public response was equally enthusiastic. The Mk2 offered performance, luxury, and style at a price that undercut the competition by a wide margin. A new 3.8 Mk2 cost approximately 1,800 pounds in 1959, roughly half the price of an Aston Martin DB4 and significantly less than a Mercedes-Benz 220SE.

The car was an immediate hit with professionals, doctors, lawyers, and businessmen who wanted to arrive in style and leave in a hurry. It was also, famously, a hit with the criminal underworld. The Mk2’s combination of speed, anonymity (they were common enough to blend in), and a large boot made it the getaway car of choice for London’s East End villains. The Kray twins reportedly owned several.

Racing Dominance

The Mk2’s competition career was brilliant and immediate. The 3.8-litre car was a natural for touring car racing, and it dominated the European Touring Car Championship and the British Saloon Car Championship in the early 1960s.

Key racing highlights:

• 1960 British Saloon Car Championship: Roy Salvadori won the class outright in a 3.8 Mk2, beating a field that included works-supported entries from other manufacturers.
• 1961 Tour de France Automobile: Bernard Consten and Jack Renel won the touring car class in a 3.8 Mk2 and finished sixth overall, an extraordinary result for a four-door saloon.
• 1962 European Touring Car Championship: The Mk2 won its class with drivers including Peter Nocker and Peter Lindner.
• 1963 Bathurst Six Hour Classic: Bob Jane won outright in a 3.8 Mk2, establishing the car’s reputation in Australian motorsport. Jane would go on to dominate touring car racing in Australia with the Mk2 through the mid-1960s.
• 1963 British Saloon Car Championship: Graham Hill, Roy Salvadori, and Mike Parkes all campaigned Mk2s with considerable success.

The Mk2’s racing success was not merely a matter of power. The car’s revised rear suspension, disc brakes, and excellent weight distribution made it genuinely quick through corners. In the hands of skilled drivers, the Mk2 could exploit its advantages over less well-sorted competitors.

Coombs of Guildford became the most famous Mk2 tuner, preparing cars for racing and road use. A Coombs-modified Mk2, with a lightened body, tuned engine, and uprated suspension, was one of the most desirable performance cars of the era. Genuine Coombs cars are now worth six figures.

Production Life and Changes

The Mk2 remained in production from 1959 to 1967 with relatively few changes, a testament to how right the original design was.

Notable changes during production:

• 1960: Automatic transmission option (Borg-Warner Type 35) introduced.
• 1961: Alternator replaced dynamo on some models. Minor interior trim changes.
• 1963: The Daimler 2.5 V8 variant introduced, mechanically identical to the 2.4 Mk2 but with Daimler’s Edward Turner-designed 2.5-litre V8 engine and Borg-Warner automatic. A smooth, refined alternative to the XK six.
• 1965: All-synchromesh gearbox introduced on the 3.4 and 3.8, replacing the Moss unit. This was a significant improvement, the Moss box was the Mk2’s weakest point.
• 1965: The ‘S-Type’ appeared alongside the Mk2, with independent rear suspension and a longer boot. It was positioned above the Mk2 but never fully replaced it.
• 1966: Slimline bumpers introduced on some markets.
• 1967: The Mk2 was replaced by the 240 and 340 models, essentially cost-reduced Mk2s with thinner bumpers, Ambla vinyl instead of leather, and simplified trim. These ran until 1969.

The 240 and 340 (1967-1969)

When the Mk2 officially ended production in 1967, Jaguar introduced the 240 and 340 as budget alternatives to the new XJ6. These were unmistakably Mk2s but with significant cost-cutting: slimmer bumpers, Ambla vinyl replacing leather (though leather was optional), and simplified dashboard trim. The 240 used a revised version of the 2.4L engine with a straight-port cylinder head and twin Stromberg carburettors, which actually produced slightly more power than the original 2.4 Mk2. The 340 retained the 3.4L XK engine.

The 240 and 340 are sometimes overlooked by collectors, but they offer excellent value, the bones of the car are identical to the Mk2, and the missing trim can be retrofitted.

Cultural Impact

The Mk2 has a cultural significance that extends far beyond the car enthusiast world.

In Britain, the Mk2 became a symbol of 1960s affluence. It appeared in countless films and television programmes, most notably as the car of Inspector Morse (though Morse’s car was technically a Mk2 3.8 in the pilot and a Lancer in later episodes, the production used several different Jaguars over the years). The car’s association with both the establishment and the criminal underworld gave it a dual character, respectable enough for a barrister, fast enough for a bank robber.

In Australia, the Mk2 became one of the most successful racing saloons of the 1960s. Bob Jane’s dominance in touring car racing made the Mk2 a household name. Australian-delivered Mk2s often featured air conditioning and tropical-specification cooling systems, sensible additions that make Australian-market cars slightly more practical today.

The Mk2 Today

The Mk2 has been a sought-after classic since the 1980s, and values have risen steadily. The 3.8-litre manual with overdrive is the most desirable specification, followed by the 3.4 manual. Automatics and 2.4s remain more affordable but are rising in value as the market recognises that any Mk2 is better than no Mk2.

The specialist support network is excellent, particularly in the UK and Australia. Companies like Martin Robey, David Manners, and SNG Barratt stock a comprehensive range of parts. In Australia, the Jaguar Drivers Club and various specialists maintain deep knowledge of these cars.

The Mk2 remains one of the finest-driving classic saloons available. The combination of the XK twin-cam six, the sophisticated (for its era) suspension, and that magnificent interior creates an experience that very few cars from any era can match. Drive a good 3.8 on a winding road and you’ll understand why, more than 60 years after it was launched, the Mk2 remains the standard by which sporting saloons are judged.

Production Numbers

Model	Years	Approximate Production
2.4 Litre	1959-1967	25,173
3.4 Litre	1959-1967	28,666
3.8 Litre	1959-1967	30,141
Total Mk2	1959-1967	83,980
240	1967-1969	4,446
340	1967-1969	2,800
Daimler V8-250	1962-1969	17,620