Land Rover Discovery: 3rd-Generation 1998, 2nd-Generation 1994, Camel Trophy 1990-1997

What Is Your Favourite Land Rover?

Land Rover Discovery

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The Land Rover Discovery was introduced in the UK in October 1989 to fill the ever widening gap between the luxurious Range Rover and the utilitarian Land Rover Defenders Development started in 1986 and was very rapid by British standards, aided by the fact that the Discovery made use of the coil suspension, engines and full-time four-wheel drive transmission of the Range Rover of the day. This guide celebrates some of the landmarks in the Discovery's history during its first ten years of production.

3-Door 1989

The Discovery brought the Land Rover marque to a whole new band of customers in 1989. Launched into an existing market, the one created by Japanese family 4x4s during the 1980s, the competition was strong but at a basic price of £15,750 (V8 or Tdi) the vehicle looked a bargain. Initially, with only three doors, it was only intended to be a quite distinct vehicle from the more upmarket Range Rover and succeeded brilliantly. Early sales figures showed the Discovery to be a best seller in its class, sometimes double that of its nearest rivals.

Camel Trophy 1990-1997

From 1981, Land Rover provided the vehicles for the Camel Trophy, an annual competitive adventure-safari run in exotic and remote territories with teams from a wide variety of nations. Usually the Landrover product used by the te4ams was the one most recently introduced, with the Discovery making its first appearance in 1990.

5-Door 1991

The much-awaited five-door Discovery arrived in 1991. Side graphics were more restrained than on the original three-door, with just a small Discovery logo on each front wing. The V8i version featured an injected engine and chunky looking five-spoke wheels, which were unique to the five-door model in most markets. The roof-rails were optional on three-doors, but standard on five-door models. The five-door offered the buying public a real alternative to a mundane family saloon and was an instant hit.

2nd-Generation 1994

The 1995 model-year saw major revisions to the Discovery under the "Romulus" project. The V8 was enlarged to 3.9 litres and the 2.5 litre, 4 cylinder 300Tdi engine was offered as an alternative. A five-speed manual transmission or a 4-speed automatic could be specified and a driver's airbag became standard. The passenger airbag was optional. For the exterior, there was a revised front end, with new and larger headlamps. A new grille, indicator lamps, apron spoiler and bold Land Rover decal on the leading edge of the bonnet, made the new Discovery look wider and more purposeful.

XS 1995

Launched for the 1996 model-year, the XS model was aimed at customers seeking a more extrovert appearance for their vehicle. The sport XS was an ABS-equipped seven-seater five-door petrol or turbo-diesel, with bright paint colours, side-rubbing strips and wheel-arch protectors, special lower body graphics and dished alloy wheels. With the introduction of the XS, Discoverys in Britain came in four guises: the unnamed entry models, the S, the sporty XS and the luxurious ES.

3rd-Generation 1998

The UM launch of the third-generation Land Rover Discovery, code named "Tempest", came in September 1998. Slightly longer than the original Discovery and with a wider track, the new model was fitted with either the 4.0 litre petrol V8 (182bhp) or a new 5-cylinder turbo-charged and inter-cooled diesel (136bhp). Features included traction control, ABS and self-levelling suspension. For the more expensive models there was ACE or Active Cornering Enhancement, an ingenious active ride control system designed to minimise the Discovery's characteristic cornering roll.

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Classic Ford Escort RS1600 Car 1971 (RS 1600)

Classic Ford Escort RS1600 Car 1971

For April 1971 the Twin-Cam was joined by the RS 1600, replacing the Twin-Cam as Ford's most exciting sports saloon and enabling the Escort to remain a front running competition car. The RS1600 featured the Cosworth BDA engine but in almost all other respects was the same as the Twin-Cam.

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Classic Ford Escort Twin-Cam Car 1967, 1968

Classic Ford Escort Twin-Cam Car

In 1967 a successor for the aging Cortina GTs and Lotus Cortinas was created by shoe-horning the Lotus-Cortina's engine, transmission and braking system into the two-door bodyshell of the new Escort. Series-production was allocated to Halewood, although the first 25 production cars were built at the Boreham competitions department workshops. The car was unveiled with the standard Escorts in January 1968.

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Classic Lancia Cars: Delta, Stratos, Flaminia, Aurelia

What Is Your Favourite Classic Car?

Lancia Cars

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Vincenzo Lancia, the son of a wealthy Italian soap manufacturer, was apprenticed to the Ceirano car company in 1898, worked for Fiat after Ceirano was taken over, then founded his own car-making business in 1906. From then until 1956, the Lancia family controlled the firm, which bore its name. During the early years production was very limited, the used of narrow-angle V engines becoming a Lancia hallmark and most models having a distinctly sporting character. After WWII the company expanded and models such as the Aurelia, and then the Falvia were built in larger numbers than ever before. The Fulvia furthered this trend and despite sales rising to new heights with a new assembly plant being built just outside Turin, the company was still not profitable. It was rescued by Fiat in 1969. This guide celebrates six classic post-war Lancia models from the famous Italian marque.

Lancia Aurelia 1950-1958

Announced in 1949 the ground-breaking Lancia, Aurelia featured all-independent suspension, inboard rear brakes, a four-speed transaxle and an ohv V6 engine of 1750cc. A GT version, (B20) was introduced in 1951 with a slightly shorter wheelbase, an 85bhp 2 litre engine and a body styled by Pininfarina. The Aurelia won its class at Le Mans, scored a 1-2-3 in the Targa Florio and came second in the Mille Miglia in 1951.

Lancia Flaminia 1959-1967

The Flaminia was the first model to be produced after the Lancia family sold the company to Carlo Pesenti. The standard car was a Pininfarina-styled saloon and there were also pillar-less coupes, GTs and convertibles. Special bodies were created by Zagato for the Sport and Supersport Flaminia models. Stock engines were 2.5 litre V6s, although some cars had a 2,775cc unit good for 140bhp and 130mph (210km/h).

Lancia Fulvia 1965-1976

The Fulvia coupe began life in 1965, followed shortly by the Zagato Sport. The Coupe was built until 1976 and the Zagato Sport discontinued in 1972. Original cars had a small 1,216cc/80bhp power plant, although the 1200HF had 88bhp. From 1967 Lancia introduced a 1,298cc engine producing 87bhp or (in the 1300HF) 101bhp. From 1969 a 15,84cc, 115bhp engine gave the 1600HF Coupe a top speed of 106mph (171km/h).

Lancia Stratos 1973-1975

The mid-engined Stratos was shown as a Bertone concept car in 1970, just after Fiat had taken over Lancia. In 1972 the first prototypes were made and rallied. They used a 2.4 litre Ferrari Dino engine and although unreliable at first, the Stratos was developed into a superb rally car, winning the World Rally Championship in 1975 and 1976. To gain homologation, over 400 cars were made and today survivors are highly prized.

Lancia Beta 1973-1984

The Beta Coupe was released in 1973 as a front-wheel-drive 2+2. It used a 1,367cc version of the transversely mounted dohc Fiat-derived engine driving through a five-speed gearbox. Front and rear suspension was by MacPherson struts and lower wishbones and disc brakes were fitted all round. Engine options included 1.6 and 2 litre versions. Supercharged Volumex models were good for 135bhp.

Lancia Delta 1979-1993

The crisply styled, Giugiaro designed Delta hatchback was first released in 1979.The Delta HF 4WD was introduced on the same basic chassis in June 1986. The Lancia hot-rod used four-wheel-drive and was fitted with a turbocharged 1,995cc twin-cam engine, producing 165bhp. To keep ahead of their rivals in motor-sport, Lancia introduced the Delta Integrale model in 1987.

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Classic Jaguar Cars: Jaguar XK8, Jaguar Sovereign XJ40, Jaguar XJ-S HE

What Is Your Favourite Jaguar Car?

Jaguar Cars - Part 5

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Jaguar car art featured in this guide please click here.

This guide includes the following classic jaguar car models:

Jaguar XJ Series III
Jaguar XJ-S HE
Jaguar XJ6 (XJ40)
Jaguar Sovereign (XJ40)
Jaguar XJ6 (X300)
Jaguar XK8

Jaguar XJ Series 3

In 1979 the Jaguar XJ saloon entered its Series II phase, and was now even prettier thanks to styling touches by Pininfarina. These included a new grille, more glass and a sleeker roof. In keeping with Jaguar's reputation for good value, the 3.4-litre saloon continued, with twin Sus and cloth upholstery (£12,750) but 4.2-litre cars now benefited from fuel-injection. The ultimate XJ saloon, the XJ12 continues in SIII guise five years into XJ40 period until 1992.

Jaguar XJ-S HE

The second generation XJ-S arrived in 1981, fitted with new May-designed "Fireball" heads, which raised power (now 299bhp) and importantly improved fuel economy. Christened the XJ-S HE (High Efficiency) it received 6 ½ inch wheel rims and an elegant new interior, with wood veneer on facia and door cappings. The range was expanded in 1983 by the addition of a 3.6 litre model and a brand new cabriolet with rigid targa roof panels and a folding rear section. A full convertible (V12) replaced the cabriolet in 1988.

Jaguar XJ6 (XJ40)

The 18-year-old XJ6 was replaced by a new saloon (coded XJ40) of the same name in 1986. Visually related to its distinguished predecessor, it benefited from improved aerodynamics and was significantly lighter. The low volume XJ12 excepted, the new XJ was the first Jaguar saloon since 1950 not to be powered by the legendary XK engine. Available in single-cam 2.9 litre or a more refined twin-overhead camshaft, 24-valve, 3.6 litre form this second generation XJ6 was produced in 1994.

Jaguar Sovereign (XJ40)

Jaguar started planning the XJ6's replacement in 1972, but neglect under British Leyland delayed its launch until 1986. Still unmistakeably Jaguar, but with AJ6 all-aluminium engine (which started as half of the V12), five-speed Getrag manual or four-speed ZF auto gearbox and new rear suspension with outboard brakes, it rode and handled better than ever and was much more economical. Sold as XJ6, Jaguar Sovereign or Daimler (3,6 auto only), the XJ40 was right for the time.

Jaguar XJ6 (X300)

Jaguar's mainstream saloon model, the XJ6 was impressively revised in 1994 with the result that it was faster, quieter and better built than its predecessor. The most obvious difference between the revised XJ and earlier versions is the new headlamp layout with recessed quadruple lamps replaced by a more bulbous presentation. Available in two sizes, of 3.2 and 4 litres, with a manual Getrag gearbox or an automatic ZF unit, which is standardised on the V12 and XJR version.

Jaguar XK8

Available from October 1996 in both coupe and convertible body styles, the XK8 was the successor to the long-running XJ-S and delivered a distinct blend of style, luxury, craftsmanship and performance in a car that was uniquely British in flavour. Jaguar rightly played on the heritage of its E-Type sportscar, for the XK8 was its spiritual successor, as well as a comfortable grand tourer.

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Classic Jaguar Cars Pt4: Jaguar 240 / 340, Jaguar XK120 FHC, Jaguar C-Type

What Is Your Favourite Classic British Car?

Jaguar Cars - Part 4

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Jaguar car art featured in this guide please click here.

This guide includes the following models:

Jaguar Mk V
Jaguar Mk IX
Jaguar C-Type
Jaguar XK120 FHC
Jaguar 2.4 / 3.4-Litre Mk I
Jaguar 240 / 340

Jaguar Mk5

Produced mainly in saloon form the Mk 5 was a well mannered, traditional model produced at a time when there was a strong demand for transport. Its pre-war lines were updated by the used of faired in headlamps. This was combined with a new independent front suspension chassis designed for the projected Mk VII. Power came from Standard-based 2.5 or 3.5-litre, six cylinder pushrod engines. It was the last Jaguar saloon to be offered with the option of drophead or coupe coachwork.

Jaguar Mk9

The final derivative of the Mark VII, the Jaguar Mark IX was produced between October 1958 and September 1961. Looking virtually identical to the Mk VIII, although there was a discreet MkIX badge on the boot lid panel, the Mk IX used the 3.8-litre version of Jaguar's XK engine, producing 220bhp, with four-wheel disc brakes (the world's first luxury saloon with these) and power-assisted steering. The last of Jaguar's big separate-chassis saloons top speed was 114mph. In eleven years a total of 47,190 of the Mk VII/VIII/IX family were produced, 10,019 of which were Mk IXs.

Jaguar C-Type

Jaguar's first purpose designed racing car, the C-Type, achieved a spectacular first-time victory at Le-Mans in 1951, giving Britain its first triumph in the 24 hour classic since 1935. The cars were similarly successful in 1953. In essence, the C-Type was a more powerful, lighter version of the XK120 and bore a strong family resemblance. Designated the XK120C (C for competition), it was a clever blend of beauty and function and is undoubtedly one of the greatest racing cars ever produced.

Jaguar XK120 FHC

In the drab, post-war, car-starved world of 1948, this beautifully styled XK120 caused a sensation, and although Jaguar intended to produce only limited numbers, those plans were soon expanded. Since style carries all, buyers accepted the cramped cockpit, small luggage space, inadequate headlights and poor brakes. In return they got the most beautiful and the fastest production car in the world.

Jaguar 2.4 / 3.4 Litre Mk1

In 1955 the new 2.4 litre saloon started several trends for Jaguar. It was the first "small" Jaguar to be designed in the post-war years, the first to use the smaller version of the XK engine, and to used a unit construction bodyshell. It sold alongside the Mk VIIM and XK 140 models, as a smaller lower-priced car than the big saloon. The 112bhp 2.4 struggled to reach 100mph, so Jaguar introduced a 3.4 litre dating from 1957. The earlier 2.4 litre model can be identified by a slightly smaller grille and full rear wheel spats.

Jaguar 240 / 340

The Jaguar 240/340 represented the final phase of the Mk II and offered a mildly cheapened specification to distance them from the S-type and 420 models in Jaguar's range. Standard specification included Ambla trim, simpler woodwork and grilles in place of fog-lamps. Some preferred the slimmer more elegant bumpers, which became the easiest way of distinguishing 240/340 from a Mk 2. The 340 (rare today) used a revised cylinder head which boosted output to a useful 133bhp. Produced '68/69.

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Classic Jaguar Cars: Jaguar XJ220, E-Type Lightweight, Jaguar XKSS

What Is Your Favourite Jaguar Car Model?

Jaguar Cars - Part 3

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Jaguar car art featured in this guide please click here.

This guide includes the following models:

Jaguar XK140
Jaguar XKSS
Jaguar MkII
Jaguar E-Type Lt/Wt
Jaguar XJ Coupe
Jaguar XJ220

Jaguar XK140

The hugely admired and successful Jaguar XK120 was replaced in late 1954 by the Jaguar XK140. Changes were limited but there was rack-and-pinion steering and the engine output went up to 190bhp with 210bhp for the Special Equipment version. The coupe body, in fixed and drophead forms, had an extended roof line to allow the fitment of rear occasional seat or allow a little more luggage space. The result for the XK 140 was a better-equipped series of cars, although the inevitable weight increase kept the top speed to around 120mph, unless overdrive was fitted when 130mph was possible.

Jaguar XKSS

The XKSS was introduced by Jaguar in 1956 in an attempt to use up unsold monocoques. In 1957 there was a production line at Browns Lane slowly converting them from D-types, yet at $5600 no one wanted to buy them, despite being an incredible bargain (XKSS never officially sold in the UK). As a refined version of the D-Type, the XKSS featured an undivided passenger compartment, proper interior trim, full screen and a folding hood. Mechanically, it was pure D-Type with the same great performance and road manners. The factor fire at Jaguar in February 1957 halted production of the XKSS and only sixteen were built.

Jaguar Mk2

The 1960 Jaguar range saw the introduction of the MkII compact saloons following on from the MkI theme but now with disc brakes, wider rear track, increased glass area and a choice of three different sizes of XK engine. The Mk 2 became Jaguar's most successful 1960's car, particularly in 3.4 and 3.8-litre form, where the combination of sheer performance, character and value for money was unbeatable. The 3.8-litre Mk 2 had everything - sensuous looks as well as superb performance. The 220bhp engine produced a top speed of 125mph and despite having a live rear axle the car's handling was considered to be more than adequate. Total Mk II production between 1959 and 1969 totalled some 90,000 cars.

Jaguar E-Type Lightweight

In 1963 Jaguar built a small series of racing E-types, the "Lightweight", but despite its D-type heritage the E-type was never intended as a racing car and gained a few victories, generally being outclassed by Ferrari's 250GTO on the track. 5115WK was one of the batch of twelve true factory lightweights produced and one of three run by Briggs Cunningham team at Le Mans in 1963. With an alloy monocoque and block these models were in the region of 250lbs lighter than the factory prepared steel cars with iron blocks. Powered by a fuel-injected 3.8-litre engine and fitted with a five-speed ZF gearbox the much modified lightweight E, with its aerodynamically designed rear was capable of around 170mph.

Jaguar XJ Coupe

In 1975 the XJ model line was extended by adding a coupe version of the car to the range. There were two models, the XJ6C which used the standard six-cylinder engine or the XJ12C, a V12 engined model sometimes listed in the showrooms as the XJ5.3C. Both used the shorter wheelbase XJ6 chassis under a two-door, pillarless, five-seat coupe body. A vinyl roof was used for both models. As Series II versions of the Jaguar XJ, they have the higher front bumper and shallower grille style of those cards together with the new style facia (minor dials in front of driver). Produced between 1975 and 1977 the coupe XJ's are elegant motor cars in the finest Jaguar tradition. Production totals: 6487 (4.2), 1855 (5.3).

Jaguar XJ220

The original XJ220 first appeared at the British Motor Show in 1988 and created such an overwhelming response that it was decided to put a form of the car into production. Between the car's show debut and the production XJ220 in 1992, the concept had changed from that of a four-wheel-drive V12-engined car to a two-wheel-drive twin-turbo V6, but the result was still the fastest production sports-car in the world with a top speed of 208mph. Fitted with a V6, quad-cam, 24-valve, twin-turbo engine the "big cat" is capable of 0-60mph in just 3.8 seconds and 100mph in only 7.3 seconds. Maximum power is quoted at 542bhp at 7000rpm and 475lb ft of torque at 4500rpm.

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Classic Jaguar Cars Pt2: Jaguar XJ6 / XJ12, Jaguar Mk10 / 420G, SS Jaguar 100

What Is Your Favourite British Classic Car?

Jaguar Cars - Part 2

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Jaguar car art featured in this guide please click here.

This guide includes the following models:

Jaguar XJ6/XJ12
Jaguar Mk 7
Jaguar Mk X/420G
Jaguar S-Type
SS Jaguar 100
Jaguar XJS

Jaguar XJ6 / XJ12

Jaguar XJ saloons made an enormous impact on the motoring world of the late 1960s and 1970s. Stylish and fast, with excellent handling, their level of refinement was years ahead of other manufacturers' achievements. Engine options were initially a 2.8 litre or the familiar 4.2 litre XK unit, both available with manual or automatic transmission. 1972 saw the launch of the XJ12, which was basically the same car but for a magnificent V12 engine of 5.3 litres, further raising standards of performance and refinement. In 1975 Jaguar re-launched an "economy" version of the XJ (2.8 litre cars discontinued 1972) but this time as a 3.4 litre car. Also that year came the two-door coupes based on the short-wheelbase floorpan and available in 4.2 litre or V12 form.

Jaguar Mk7

Introduced at the London Motor Show of 1950, the extravagantly proportioned MkVII was the first Jaguar saloon to use the legendary XK twin-cam engine. Priced at just below £1,000, it was also a 100mph (160km/h) car and the last Jaguar series to boast a separate chassis. A full six-seater, optional extras included automatic transmission and overdrive. Updated in 1954 and re-designated the Mk VIIM, high-lift camshafts raised the power output from 160 to 190bhp and a closer ratio gearbox helped make the best of it. The Mk VIIM was replaced by the Mk VIII, distinguished by its one-piece windscreen and revised cylinder head. The same bodyshell was retained for the Mk IX of 1959, which was fitted with the 3.8 litre engine and disc brakes as standard.

Jaguar Mk10 / 420G

The first of a new generation of Jaguar saloons, the Mk 10 was technically more advanced than anything before it. Introduced in October 1961, it featured Jaguar's new independent rear suspension, which gave a comfortable ride with excellent handling. The MkX used the familiar 3.8 litre XK engine in its most powerful 265bhp form and performance was impressive, especially considering the car's unladen weight was around 2 tons. Testing a manual car with overdrive in 1964, Motor magazine recorded a top speed of 120mph and 0-60mph in 10.8 seconds. From October 1966 the Mark X became the 420G (G for Grand). Hardly any different from the Mark X, it had a slightly face-lifted exterior with a chrome strip along its sides and a new grille to match the 420.

Jaguar S-Type

The S-Type saloons were the result of grafting Jaguar's independent rear suspension system onto the MkII shell. Introduced in 1963, the S-Type fell clearly between two of the company's existing models, the Mk X and the Mk II combining numerous elements of both. Mechanically, the S-Types were similar to the Mark IIs except that the 2.4 litre engine was not available. This was due to the fact that they were 3cwt heavier than the Mk 2 and it would not have given the new car a sufficiently brisk performance. The whole idea of the 3.4 litre and 3.8 litre S-Types was to produce a car that was more manageable than the Mk X and more luxurious than the Mk II, with better ride because of the independent suspension.

SS Jaguar 100

William Lyons and William Walmsley set up the Swallow Sidecar Company in 1922 to manufacture sidecars for motorcycles. However, Lyons' flair as a body-stylist soon found expression in the Swallow-bodied Austin 7 and this was followed by a succession of motorcars based upon mechanical components made by Standard. SS Cars, as it became known in 1935, never looked back and was renamed Jaguar Cars Limited in 1945. Produced between 1935 and 1939, the SS Jaguar 100 has become one of the world's most classic sports cards. Capable of 100mph (hence "100") the model was fitted with a 2.7 litre six-cylinder engine (3.5 from Autumn '37). It represented a beautiful and reliable touring two-seater with graceful lines. An important car for Jaguar, the SS 100 is now legendary.

Jaguar XJ-S

In the September of 1975, Jaguar, who were famous for their value-for-money saloons and brisk Le Mans-winning sports cars broke with tradition by replacing the E-Type with the XJ-S. A much heavier and plusher 2+2 GT, it was Jaguar's first new sporting car since 1961 and a true 150mph motorcar. Better described as a high speed tourer than a sports car, it gave in return for the loss of an ultimate power-weight ratio, a standard of comfort, silence and ride that had not been offered in a similar car. The styling of Jaguars had always been individual and the continued use of a front engine position meant the XJ-S still had real Jaguar curves. With the XJ-S we have the last Jaguar to be designed under the aegis of the immortal trio of Lyons, Sayer and Heynes and without doubt, a classic.

Thank you for reading my guide and I hope you found it interesting!

Classic Jaguar Cars: XK120, 420, E-type (XK-E), D-type, XK150, Mk2,

What Is Your Favourite Classic Car?

Classic Jaguar Cars Pt1

This is one of many illustrated classic car guides I've created for the community. I hope you enjoy it. If you wish to find out more about the classic Jaguar car art featured in this guide please click here.

This guide includes the following Jaguar models:
Jaguar XK120 1948 - 1954
Jaguar D-type 1954 - 1956
Jaguar XK150 1957 - 1961
Jaguar MkII 1959 - 1957
Jaguar 420 1966 - 1968
Jaguar E-type 1961 - 1975

Jaguar XK120

William Lyons originally envisaged the XK120 as a limited production run of only two hundred aluminium-bodied sports cars but when introduced at the London Motor Show of 1948 it soon became apparent that this would be incapable of satisfying demand. Launched alongside the car was Jaguar's new engine, the now legendary XK six cylinder. This unit, with a cubic capacity of 3,442cc (210cu.in.) and twin overhead camshafts produced 150bhp at 5.500rpm and was capable of propelling the two-seater bodyshell of the XK120 very quickly indeed. In terms of performance the car had few rivals. In 1949 a standard production model was timed at 126.5mph (204km/h) with the hood and sidescreens in place. Production ceased in 1954 on arrival of the XK140.

Jaguar D-type

The D-type has a very special place in history. Built for a specific purpose, to carry on where the C-type left off as a Le Mans winner par excellence, it achieved this objective outstandingly. Winner at Le Mans three times in a row the car became an instant classic and is considered by many to be the ultimate post-war sports racer. Incorporating much that had been learnt from the C-types, the D-type embraced aircraft technology in the construction. The gorgeously contoured aluminium body was actually the chassis, a fully stressed monocoque. Fitted with the XK twin overhead cam six-cylinder engine of 3,442cc (210cu.in.), maximum power output was 250bhp and top speed 170mph (247km/h). D - type production totalled a mere 71 cars.

Jaguar XK150

Introduced in May 1957 the XK150 represented the last manifestation of the XK concept. Very different from its predecessors, the most obvious change was a considerable straightening of the wing-line, whereas it had swept in such an exaggerated fashion on previous models. A one-piece windscreen further modernized the car's appearance and a four inch wider bonnet allowed greater access to the engine. Braking was greatly improved, in place of the barely adequate traditional drums, the XK 150 adopted all-round disc brakes which were developed on the C and D-type racing cars. Offered in drop-head or fixed-head specifications, some 75% of XK150s were exported. The ultimate model, introduced near the end of production was the 3.8 litre (232cu.in.) triple carburettor version.

Jaguar Mk2

Jaguar introduced the Mark II saloon with the option of 2.4, 3.4 or 3.8 litre engines at the 1959 London Motor Show. This new Jaguar was basically a refashioned Mark I with a wider rear track and better handling. The model established Jaguar as a mass producer of luxury cars, in excess of 100,000 left the line during eight years of production. The famous six-cylinder twin overhead camshaft engine was beautifully smooth and in 3.8 litre form (3.78cc, 231cu.in.) produced 220bhp at 5,500rpm. It endowed the streamlined Jaguar with a swift 0-60mph (0-96km/h) acceleration time of 9 seconds and a maximum speed of 125mph (201km/h). The Mk2 saloon range was superseded by the lower specification 240 and 340 models in December 1967.

Jaguar 420

The Jaguar 420 saloon was introduced in October 1966. It derived the name from the engine, a special four carburettor version of the 4,235cc (258cu.in.) XK unit producing 245bhp at 5500rpm and 283lb.ft of torque at 3,750rpm. Based on the S-type but with front end styling similar to that of the Mark X, the 420 offered some very definite improvements over the MkII models. Handling for example was superior as was the braking system and the larger engine, although no quicker than a 3.8 Mk II achieved everything more effortlessly. Produced for only two years, the 420, along with the S-type and 240 / 340 ranges were replaced in October 1968 by the new XJ6, superior in every respect but lacking just a little of the old-world charm of earlier models.

Jaguar E-type

Launched in March 1961, the Jaguar E - type was an immediate sensation. Its XK engine was a 6-cylinder twin overhead cam-in-line unit and featured hemispherical combustion chambers. 3,781ccs (231cu.in) were fed by triple SU carburettors and delivered no less than 220 bhp at 5,500rpm. The result, a stunning 150mph (241km/h) and 0-100mph (0-161km/h) in just 19 seconds, a figure which few contemporary cars would match. E-type production fell into three distinct phases: the 3.8 litre models from 1961 - 1964; the 4.2 litre cars from 1964 - 1971, and the V12 engine models from 1971 - 1975. When replaced by the Jaguar XJS model, a total of 72,507 E-types had been produced of which 38,515 (or 53 percent) were coupes.

Thank you for reading my guide and I hope you found it interesting!