Jaguar 420 and Daimler Sovereign (1966–69)
The Jaguar 420 and its Daimler Sovereign equivalent were introduced at the October 1966 London Motor Show and produced for two years as the ultimate expression of a series of "compact sporting saloons" offered by Jaguar throughout that decade, all of which shared the same wheelbase. Developed from the Jaguar S-Type, the 420 cost around £200 more than that model and ended buyer interest in it, although the S-Type continued to be sold alongside the 420/Sovereign until both were supplanted by the Jaguar XJ6 late in 1968; the 420/Sovereign traces its origins back to the Jaguar Mark 2, introduced in 1959 and sold through most of the 1960s. The Mark 2 had a live rear axle and was powered by the XK six-cylinder engine first used in the Jaguar XK120 of 1948; the Mark 2 was available in 3.4 and 3.8-litre engine capacities. In 1961 Jaguar launched two new models with the triple SU carburettor version of the 3.8-litre XK engineer and independent rear suspension: the Mark X saloon and the E-Type sports car.
Both cars used versions of the Jaguar independent rear suspension system, the Mark X having a 58-inch track and the E-Type a 50-inch track. In 1965 the Mark X and E-Type were updated with a new 4.2-litre version of the XK engine, still using triple carburettors. In 1963 Jaguar introduced the Jaguar S-Type as a development of the Mark 2, it used a new intermediate-width, 54-inch version of the independent rear suspension in place of the live rear axle of the Mark 2. Other differences from the Mark 2 were extended rear bodywork to provide for a larger boot, a changed roofline for more rear seat passenger headroom, a plusher interior and detail differences around the nose; the S-Type was available with either 3.4 or 3.8-litre XK engines but in twin-carburettor form because the triple-carburettor setup would not fit into what was still the Mark 2 engine bay. James Taylor suggests four reasons why Jaguar boss Sir William Lyons might have decided to add yet another model to an extensive Jaguar range: sales of the Mark X were disappointing.
Lyons initiated development of a new saloon based on the S-Type, retaining its 54-inch independent rear suspension but adding a twin-carburettor version of the 4.2-litre powerplant and frontal styling more akin to that of the Mark X. The new car was released in August 1966 in the form of two badge-engineered models, the Jaguar 420 and the Daimler Sovereign equivalent; the starting point for design of the 420/Sovereign was the Jaguar S-Type, in production since 1963 but whose styling had never met with universal acceptance. In styling terms, the 420/Sovereign was an S-Type with that car's curvaceous nose made much more linear, the better to match its rear styling. Contouring around its four lamps was subtle, with small peaks over each, its flat frontage sloped forward slightly; the square grille with central divider matched that of the 420G. The low-set fog lamps of the Mark 2 and S-Type were replaced by a pair of inner headlamps at the same level as the main headlamps; the inner lamps were lit on main beam only.
Dummy horn grilles were added below each inner headlamp to break up what would otherwise have been a large expanse of flat metal on either side of the radiator grille. The tops of the front wheel arches were flattened to match the squarer lines of the nose; the slimline bumpers dispensed with the centre dip which had characterised the bumpers of the Mark 2 and S-Type. All this was done to improve the car's aesthetic balance compared with the S-Type and to create a family resemblance to the Mark X/420G, changes which Sir William could not afford when the S-Type was designed. No attempt was made to give the 420/Sovereign the same front-hinged bonnet as the Mark X/420G and it retained a rear-hinged bonnet of similar dimensions to those of the S-Type and Mark 2. Changes to the S-Type's interior to create the 420/Sovereign were driven by safety considerations, with the wood cappings on the doors and dashboard replaced with padded Rexine and a wooden garnish rail on the tops of the door linings; the clock was relocated from the tachometer to the centre of the dashboard top rail, where it was powered by its own battery.
The S-Type's pull out map tray below the central instrument panel was not carried over although the 420 retained the same central console and under-dash parcel tray. The seats of the 420 were of different proportions from the S-Type, although they appeared similar; the 4.2-litre XK engine of the 420/Sovereign was fitted with the straight port cylinder head and 3/8-inch lift cams. Compression ratios of 7:1, 8:1 and 9:1 could be specified according to local fuel quality, the difference being obtained by varying the crown design of the pistons; the engine was fed by just two carburettors and developed a claimed 245 bhp gross at 5,500 rpm, 20 bhp less than the triple-carburettor version in the 420G and E-Type. The maximum torque of the engine at 283 lb⋅ft was the same as that of the triple-carburettor version yet was a
Standard Motor Company
The Standard Motor Company Limited was a motor vehicle manufacturer, founded in Coventry, England, in 1903 by Reginald Walter Maudslay. It purchased Triumph in 1945 and in 1959 changed its name to Standard-Triumph International and began to put the Triumph brandname on all its products. For many years, it manufactured. All Standard's tractor assets were sold to Massey Ferguson in 1959. In September 1959, Standard Motor Company was renamed Standard-Triumph International Limited. A new subsidiary took the name The Standard Motor Company Limited and took over the manufacture of the group's products; the Standard name was last used in Britain in 1963, in India in 1988. Maudslay, great grandson of the eminent engineer Henry Maudslay, had trained under Sir John Wolfe-Barry as a civil engineer. In 1902 he joined his cousin Cyril Charles Maudslay at his Maudslay Motor Company to make marine internal combustion engines; the marine engines did not sell well, still in 1902 they made their first engine intended for a car.
It was fitted to a chain-drive chassis. The three-cylinder engine, designed by Alexander Craig was an advanced unit with a single overhead camshaft and pressure lubrication. Realising the enormous potential of the horseless carriage and using a gift of £3,000 from Sir John Wolfe-Barry, R. W. Maudslay left his cousin and became a motor manufacturer on his own account, his Standard Motor Company was incorporated on 2 March 1903 and he established his business in a small factory in a two-storey building in Much Park Street, Coventry. Having undertaken the examination of several proprietary engines to familiarise himself with internal combustion engine design he employed seven people to assemble the first car, powered by a single-cylinder engine with three-speed gearbox and shaft drive to the rear wheels. By the end of 1903 three cars had been built and the labour force had been increased to twenty five; the increased labour force produced a car every three weeks during 1904. The single-cylinder model was soon replaced by a two-cylinder model followed by three- and four-cylinder versions and in 1905 the first six.
The first cars boasted shaft drive as opposed to chains, the engines were not "square" but had 6" diameter pistons with a 3" stroke. As well as supplying complete chassis, the company found a good market selling engines for fitting to other cars where the owner wanted more power. Although Alex Craig, a Scottish engineer, was engaged to do much of the detail work, Maudslay himself was sufficiently confident to undertake much of the preliminary layout. One of the several derivations of the name "Standard" is said to have emanated from a discussion between Maudslay and Craig during which the latter proposed several changes to a design on the grounds of cost, which Maudslay rejected, saying that he was determined to maintain the best possible "Standard". In 1905 Maudslay himself drove the first Standard car to compete in a race; this was the RAC Tourist Trophy in which he finished 11th out of 42 starters, having had a non-stop run. In 1905 the first export order was received, from a Canadian who arrived at the factory in person.
The order was reported in the local newspaper with some emphasis, "Coventry firm makes bold bid for foreign markets". The company exhibited at the 1905 London Motor Show in Crystal Palace, at which a London dealer, Charles Friswell 1872-1926 agreed to buy the entire factory output, he joined Standard and was managing director for many years. In late 1906 production was transferred to larger premises and output was concentrated on 6-cylinder models; the 16/20 h.p. tourer with side-entrance body was priced at £450. An indication of how much this was can be gained from the fact. In 1907 Friswell became company chairman, he worked hard to raise its profile, the resulting increase in demand necessitated the acquisition of a large single-storey building in Cash's Lane, Coventry. This was inadequate after the publicity gained when a fleet of 20 cars, 16/20 tourers, were supplied for the use of Commonwealth editors attending the 1909 Imperial Press Conference in London. In 1909 the company first made use of the famous Union Flag Badge, a feature of the radiator emblem until after the Second World War.
By 1911 the range of vehicles was comprehensive, with the 8-horsepower model being produced in quantity whilst a special order for two 70 hp cars was at the same time executed for a Scottish millionaire. Friswell's influence culminated in supplying seventy 4-cylinder 16 hp cars for King George V and his entourage, including the Viceroy of India, at the 1911 Delhi Durbar. In 1912 Friswell sold his interest in Standard to C. J. Band and Siegfried Bettmann, the founder of the Triumph Motor Cycle Company. During the same year the first commercial vehicle was produced, the 4-cylinder model "S" was introduced at £195, the first to be put into large-scale production. 1,600 were produced before the outbreak of the First World War, 50 of them in the final week of car production. These cars were sold with a three-year guarantee. In 1914 Standard became a public company. During the First World War the company produced more than 1,000 aircraft, including the Royal Aircraft Factory B. E.12, Royal Aircraft Factory R.
E.8, Sopwith Pup and Bristol F.2-B in a new works at Canley that opened on 1 July 1916. Canley would subsequently become the main centre of operations. Other war materials produced included shells, mobile workshops for the Royal Engineers, trench mortars. Civilian car production was restarted in 1919 with models based on pre-war designs, for example the 9.5 model "S" was re-introduced as the model SLS although this was soon superseded by an
The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car, manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, competitive pricing established the model as an icon of the motoring world; the E-Type's 150 mph top speed, sub-7-second 0 to 60 mph acceleration, monocoque construction, disc brakes, rack-and-pinion steering, independent front and rear suspension distinguished the car and spurred industry-wide changes. The E-Type was based on Jaguar's D-Type racing car, which had won the 24 Hours of Le Mans three consecutive years beginning 1955, employed what was, for the early 1960s, a novel racing design principle, with a front subframe carrying the engine, front suspension and front bodywork bolted directly to the body tub. No ladder frame chassis, as was common at the time, was needed and as such the first cars weighed only 1315kg. On its release in March 1961 Enzo Ferrari called it "the most beautiful car made".
In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s. In March 2008, the Jaguar E-Type ranked first in The Daily Telegraph online list of the world's "100 most beautiful cars" of all time. Outside automotive circles, the E-type received prominent placement in Diabolik comic series, Austin Powers films and the television series Mad Men; the E-Type was designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form and as a two-seater convertible "roadster". A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released several years later. Model updates of the E-Type were designated "Series 2" and "Series 3", over time the earlier cars have come to be referred to as "Series 1." As with other hand made cars of the time, changes were incremental and ongoing, which has led to confusion over what a Series 1 car is. This is of more than academic interest, as Series 1 E-Types—and Series 1 roadsters have values far in excess of Series 2 and 3 models.
Some transitional examples exist. For example, while Jaguar itself never recognised a "Series 1½" or "Series 1.5," over time, this sub-category has been recognised by the Jaguar Owners Club of Great Britain and other leading authorities. The "pure" 4.2-litre Series 1 was made in model years 1965–1967. The 4.2-litre Series 1 has serial or VIN numbers 1E10001 - 1E15888, 1E30001 - 1E34249. The Series 1.5 left hand drive roadster has serial numbers 1E15889 - 1E18368, with the hardtop version of the Series 1.5 having VIN numbers 1E34250 - 1E35815. Series 1.5 cars were made in model year 1968. The Series 1 cars, which are by far the most valuable fall into two categories: Those made between 1961 and 1964, which had 3.8-litre engines and partial synchromesh transmissions, those made between 1965-1967, which increased engine size and torque by around 10%, added a synchronised transmission, provided new reclining seats, an alternator in place of the prior dynamo, an electrical system switched to negative earth, other modern amenities, all while keeping the same classic Series 1 styling.
The 4.2-litre Series 1 E-Types replaced the brake servo of the 3.8-litre with a more reliable unit. "The 4.2 became the most desirable version of the famous E-Type due to their increased power and usability while retaining the same outward appearance as the earlier cars."As of the end of 2014, the most expensive regular production Jaguar E-Types sold at auction included a 4.2-litre Series 1 roadster, with matching numbers, original paint and interior, under 80,000 original miles, a history of being in the original buyer's family for 45 years and a 1961 "flat floor" Series 1, selling for $528,000 in 2014. Special run racing lightweights go for far more still. For example, a 1963 E-type Lightweight Competition advertised as original and with lots of patina, one of just twelve that were built, sold for $7,370,000 at the 2017 Scottsdale, Arizona auctions. Being a British-made car of the 1960s, there are some rather rare sub-types of Series 1 E-Types at the beginning and end of the Series 1 production.
For example, the first 500 Series 1 cars had flat floors and external bonnet latches. At the close of the Series 1 production run, there were a small number of cars produced that are identical in every respect to other Series 1 units, except that the headlight covers were removed for better illumination, it is not known how many of these Series 1 cars were produced, but given that 1,508 Series 1 roadsters were produced worldwide for 1967, combined with the fact that these examples were made in just the last several months of Series 1 production, means that these, like the flat floor examples that began the Series 1 production run, are the lowest volume Series 1 variant, save of course for the special lightweights. Worldwide, including both left and right hand drive examples, a total of 7,828 3.8-litre Series 1 roadsters were built, with 6,749 of the 4.2-litre Series 1 roadsters having been manufactured. While the 1968 Series 1.5 cars maintained the essential design of th
A coupé or coupe is a two-door car with a fixed roof. In the 21st century there are four-door cars with a coupé-like roofline sold as "four door coupés" or "quad coupés". Coupé was first applied to horse-drawn carriages for two passengers without rear-facing seats; the coupé name is a French language word, the past participle of the verb couper, translating as cut. There are two common pronunciations in English: koo-PAY, the anglicized version of the French pronunciation of coupé. KOOP in American English, due to people spelling the word without the acute accent, which resulted in them pronouncing it as one syllable; this change occurred and before World War II. This pronunciation is more common in the United States, for example the hot rodders' term Deuce Coupe used to refer to a 1932 Ford; the origin of the coupé body style come from the berline horse-drawn carriage. In the 18th century, the coupé version of the berline was introduced, a shortened version with no rear-facing seat. A coupé had a fixed glass window in the front of the passenger compartment.
The term "berline coupé" was shortened to "coupé". The coupé was considered to be an ideal vehicle for women to use to go shopping or to make social visits; the early coupé automobile's passenger compartment followed in general conception the design of horse-drawn coupés, with the driver in the open at the front and an enclosure behind him for two passengers on one bench seat. The French variant for this word thus denoted a car with a small passenger compartment. By the 1910s, the term had evolved to denote a two-door car with the driver and up to two passengers in an enclosure with a single bench seat; the coupé de ville, or coupé chauffeur, was an exception, retaining the open driver's section at front. In 1916, the Society of Automobile Engineers suggested nomenclature for car bodies that included the following: Coupe: An enclosed car operated from the inside with seats for two or three and sometimes a backward-facing fourth seat. Coupelet: A small car seating two or three with a folding top and full height doors with retractable windows.
Convertible coupe: A roadster with a removable coupé roof. During the 20th century, the term coupé was applied to various close-coupled cars. Since the 1960s the term coupé has referred to a two-door car with a fixed roof. Since 2005, several models with four doors have been marketed as "four-door coupés", however reactions are mixed about whether these models are sedans instead of coupés. According to Edmunds, the American online resource for automotive information, "the four-door coupe category doesn't exist." A coupé is a two-door fixed roof car but some manufacturers manage to fit four doors beneath coupe roofs and now describe these cars as four-door coupes. In 1977, International Standard ISO 3833-1977 defined a coupé as having a closed body with limited rear volume, a fixed roof of which a portion may be openable, at least two seats in at least one row, two side doors and a rear opening, at least two side windows. Coupés have been described as "any two-door other than a two-door sedan, smaller than a related four-door in the same model line", "shorter than a sedan of the same model" and that "all two-door two-seaters with a solid roof are coupes."Today, coupé is sometimes used by manufacturers as a marketing term, rather than a technical description of a body style.
This is because coupés in general are seen as more streamlined and sportier overall lines than those of comparable four-door sedans. Automobile manufacturers have therefore begun to use the term loosely, marketing sporty four-door models that feature sloping rooflines as coupés. Manufacturers have used the term "coupé" with reference to several varieties, including: A Berlinetta is a lightweight sporty two-door car with two-seats but including 2+2 cars. A two-door car with no rear seat or with a removable rear seat intended for travelling salespeople and other vendors carrying their wares with them. American manufacturers developed this style of coupe in the late 1930s. A two-door car with a larger rear-seat passenger area, compared with the smaller rear-seat area in a 2+2 body style. Saab uses the term combi coupé for a car body similar to the liftback. A four-door car with a coupé-like roofline at the rear; the low-roof design reduces headroom. The designation, first applied to a low-roof model of the Rover P5 from 1962 until 1973, was revived with the 1985 Toyota Carina ED, the 1992 Infiniti J30 and most with the first model 2005 Mercedes-Benz CLS.
The term originated for marketing reasons. The German press accepted the concept of a four-door coupé and applied it to similar models from other manufacturers such as the 2009 Jaguar XJ. Other manufacturers accepted it, producing recent competing models like Volkswagen Passat CC, BMW F06 and a five-door coupé, the Audi A7; the German automobile club ADAC on its website adopted this concept. In Germany, the definition of the coupé was divided into the classic coupé and 4-door coupé. A two-door designed for driving to the opera with easy access to the rear seats. Features sometimes included a folding front seat next to the driver or a compartment to store top hats, they would have solid rear-quarter panels, with small, circular windows, to enable the occupants to see out without being seen. These opera windows were revived on many U. S. automobiles during the 1970s and early 1980s. A quad coupé is two small rear doors and no B pillar; the three window coupé (commonly jus
A sports car, or sportscar, is a small two-seater automobile designed for spirited performance and nimble handling. The term "sports car" was used in The Times, London in 1919. According to the Merriam-Webster dictionary, USA's first known use of the term was in 1928. Sports cars started to become popular during the 1920s. Sports cars may be spartan or luxurious. Sports cars are aerodynamically shaped, have a lower center of gravity than standard models. Steering and suspension are designed for precise control at high speeds. Traditionally sports cars were open roadsters, but closed coupés started to become popular during the 1930s, the distinction between a sports car and a grand tourer is not absolute. Attributing the definition of'sports car' to any particular model can be controversial or the subject of debate among enthusiasts. Authors and experts have contributed their own ideas to capture a definition. A car may be a sporting automobile without being a sports car. Performance modifications of regular, production cars, such as sport compacts, sports sedans, muscle cars, pony cars and hot hatches are not considered sports cars, yet share traits common to sports cars.
Certain models can "appeal to both muscle car and sports car enthusiasts, two camps that acknowledged each other's existences." Some models are called "sports cars" for marketing purposes to take advantage of greater marketplace acceptance and for promotional purposes. High-performance cars of various configurations are grouped as Sports and Grand tourer cars or just as performance cars; the drivetrain and engine layout influences the handling characteristics of an automobile, is crucially important in the design of a sports car. The front-engine, rear-wheel-drive layout is common to sports cars of any era and has survived longer in sports cars than in mainstream automobiles. Examples include the Caterham 7, Mazda MX-5, the Chevrolet Corvette. More many such sports cars have a front mid-engine, rear-wheel drive layout, with the centre of mass of the engine between the front axle and the firewall. In search of improved handling and weight distribution, other layouts are sometimes used; the rear mid-engine, rear-wheel-drive layout is found only in sports cars—the motor is centre-mounted in the chassis, powers only the rear wheels.
Some high-performance sports car manufacturers, such as Ferrari and Lamborghini have preferred this layout. Porsche is one of the few remaining manufacturers using the rear-wheel-drive layout; the motor's distributed weight across the wheels, in a Porsche 911, provides excellent traction, but the significant mass behind the rear wheels makes it more prone to oversteer in some situations. Porsche has continuously refined the design and in recent years added electronic stability control to counteract these inherent design shortcomings; the front-engine, front-wheel-drive layout layout, the most common in sport compacts and hot hatches, modern production cars in general, is not used for sports cars. This layout is advantageous for small, lower power sports cars, as it avoids the extra weight, increased transmission power loss, packaging problems of a long driveshaft and longitudinal engine of FR vehicles. However, its conservative handling effect understeer, the fact that many drivers believe rear wheel drive is a more desirable layout for a sports car count against it.
The Fiat Barchetta, Saab Sonett, Berkeley cars are sports cars with this layout. Before the 1980s few sports cars used four-wheel drive, which had traditionally added a lot of weight. With its improvement in traction in adverse weather conditions, four-wheel drive is no longer uncommon in high-powered sports cars, e.g. Porsche and the Bugatti Veyron. Traditional sports cars were two-seat roadsters. Although the first sports cars were derived from fast tourers, early sporting regulations demanded four seats, two seats became common from about the mid-1920s. Modern sports cars may have small back seats that are really only suitable for luggage or small children. Over the years, some manufacturers of sports cars have sought to increase the practicality of their vehicles by increasing the seating room. One method is to place the driver's seat in the center of the car, which allows two full-sized passenger seats on each side and behind the driver; the arrangement was considered for the Lamborghini Miura, but abandoned as impractical because of the difficulty for the driver to enter/exit the vehicle.
McLaren used the design in their F1. Another British manufacturer, TVR, took a different approach in their Cerbera model; the interior was designed in such a way that the dashboard on the passenger side swept toward the front of the car, which allowed the passenger to sit farther forward than the driver. This gave the rear seat passenger extra room and made the arrangement suitable for three adult passengers and one child seated behind the driver; some Matra sports cars had three seats squeezed next to each other. The definition of a sports car is not precise, but from the earliest first automobiles "people have found ways to make them go faster, round corners better, look more beautiful" than the ordinary models inspiring an "emotional relationship" with a car, fun to drive and use for the sake of driving; the basis for the sports car is traced to the early 20th century touring cars a
The Jaguar XK140 is a sports car manufactured by Jaguar between 1954 and 1957 as the successor to the XK120. Upgrades included more interior space, improved brakes and pinion steering, increased suspension travel, telescopic shock absorbers instead of the older lever arm design; the XK140 was sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders, flashing turn signals above the front bumper; the grille remained the same size but became a one-piece cast unit with fewer, broader, vertical bars. The Jaguar badge was incorporated into the grille surround. A chrome trim strip ran along the centre of the boot lid. An emblem on the boot lid contained the words "Winner Le Mans 1951–3"; the interior was made more comfortable for taller drivers by moving the engine and dash forward to give 3 inches more legroom. Two 6-volt batteries, one in each front wing were fitted to the Fixed Head Coupe, but Drop Heads and the Open Two Seater had a single 12-volt battery installed in the front wing on the passenger side.
The XK140 was powered by the 3.4 litre Jaguar XK double overhead camshaft inline-6 engine, with the Special Equipment modifications from the XK120, which raised the specified power by 10 bhp to 190 bhp gross at 5500 rpm, as standard. The C-Type cylinder head, carried over from the XK120 catalogue, producing 210 bhp gross at 5750 rpm, was optional equipment; when fitted with the C-type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America. In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission; as with the XK120, wire wheels and dual exhausts were options, with most XK140s imported into the United States having the optional wheels. Cars with the standard disc wheels had spats over the rear wheel opening. Factory spec 6.00 × 16 inch crossply tyres or optional 185VR16 Pirelli Cinturato CA67 radials could be fitted on either 16 × 5K½ solid wheels or 16 × 5K wire wheels.
The Roadster had a light canvas top. The interior was trimmed including the dash. Like the XK120 Roadster, the XK140 version had removable canvas and plastic side curtains on light alloy barchetta-type doors, a tonneau cover; the door tops and scuttle panel were cut back by two inches compared to the XK120, to allow a more modern positioning of the steering wheel. The angle of the front face of the doors was changed from 45 degrees to 90 degrees, to make access easier; the windscreen remained removable. The Drophead Coupé had a bulkier lined canvas top that lowered onto the body behind the seats, a fixed windscreen integral with the body, wind-up side windows, a small rear seat, it had a walnut-veneered dashboard and door cappings. The Fixed Head Coupé shared the DHC's interior rear seat; the prototype Fixed Head Coupe retained the XK120 Fixed Head roof-profile, with the front wings and doors the same as the Drophead. Production cars had the roof lengthened, windscreen placed further forward, shorter front wings, longer doors, all resulting in easier entry and more interior space ande legroom.
A stock XK-140 SE could achieve a top speed of 120–125 mph. Road & Track's XK-140 MC test in June 1955 recorded a best two-way average of 120.3 mph. Best one-way run was 121.1 mph. Sports Cars Illustrated's test of the same model in Aug 1957 had a fastest two-way average of 121 mph, their best one-way run was 124 mph. Karl Ludvigsen's test published in Sports Car World had the same results as the SCI test. Acceleration times from 0 -- 60 mph were 9.1 seconds and 9.1 seconds respectively. Only the R&T test tried 0 -- 100 mph. Standing 1/4 mile times were 16.6 seconds and 16.9 seconds. XKData.com volunteer maintained online registry with thousands of cars