S. Berliner, III's sbiii.com JAGUAR Cars Page keywords = Jaguar SS history car auto Standard Swallow Sidecar Coventry

Updated:   16 Nov 2015, 14:55  ET
[Page converted 30 Mar 2010;

    original AT&T Worldnet Website begun 30 May 1996.]
URL:  http://sbiii.com/jaguar.html
[was at "home.att.net/~Berliner-Ultrasonics/jaguar.html"]

S. Berliner, III
Consultant in Ultrasonic Processing
"changing materials with high-intensity sound"

[consultation is on a fee basis]

Technical and Historical Writer, Oral Historian
Popularizer of Science and Technology
Rail, Auto, Air, Ordnance, and Model Enthusiast
Light-weight Linguist, Lay Minister, and Putative Philosopher

note - The vast bulk of my massive Web presence (over 485 pages) has been hosted by AT&T's WorldNet service since 30 May 1996; they are dropping WorldNet effective 31 Mar 2010 and I have to scramble to transfer everything by then.  Everything's saved but all the links have to be changed, mostly by hand.  See my sbiii.com Transfer Page for any updates on this tedious process.

S. Berliner, III's


JAGUAR Cars Page

Wild '34 SS One Custom Classic Cat was available:

(photo courtesy of present owner - all rights reserved)


Here are some SS and Jaguar car decorations:

SS1 Coupé Hood Ornament
(photo from Switzerland by permission - all right reserved to source)

1935 SS1 CMA 490 badge
(cropped from 1935 SS1 CMA 490 photo from Japan by permission - all right reserved to source)

SS100 F. H. Coupé Badge
(photo by and © 1961 S. Berliner, III - all right reserved)

Jag Mk IV DHC Gilmore
(cropped and silhouetted from Aug 2004 photo by K. Parker - all rights reserved)

JagCat1Mascot JagCat2Badge
(18 Feb 04 photos by and © 2004 S. Berliner, III - all right reserved)


This page had been renamed and moved to SS and Jaguar Cars;
please visit that, as well.

That URL is "http://sbiii.com/ssjaguar.html"

You may wish to create a new bookmark or change your old bookmark.

There is a master index on that main SS and Jaguar Cars page and there are also now:
Continuation Pages.

You may wish to visit them, also, and see more of REAL SS and old Jaguar cars!

All pages now include additional digitized photographs from SB,III's collection.


Main Page:

  Nomenclature - S.S. vs. SS, Mark IV, etc.
  SS and Jaguar Miscellany (continued on the next page).

SS and Jaguar Cars Continuation Page 0

  SS and Jaguar Miscellany - continued.

Continuation Page 1

  SS and Jaguar Museums.

  Jaguar Cars, Limited - the Company.

  Brief History of the SS1.

  SS and Jaguar Miscellany - continued.

  Old Photos.

Continuation Page 2     (with many more photos):

  Jaguar Cars, Limited - the Company.

  More SS and Jaguar Apocrypha.

  Brief History of the SS1.

  SS and Jaguar Bibliography.

Continuation Page 3:

  More SS and Jaguar Material.

  HELP! - please see requests (and offers) which I, at my sole discretion,
    may choose to append at the bottom of that page.  (moved to Continuation Page 3 on 30 Jan 01)

This page:

  More modern Jaguar cars, from the XK120 and Mark VII, up.
  Jag Tips (current memories of tricks that kept old Jags running)

RETHINKING THIS PAGE - I have moved modern (post-Mark V) Jag material (Mark VII and XK-120 and up) here to free up space on my SS Jaguars pages.  Please bear with me as I struggle through this change (12 Nov 2003).


Jaguar has been bought out twice, lately, first by Ford, which did absolutely nothing for the marque, and, more recently, by Tata Motors of India, which promises to return it to sports cars!  Only time will tell.

SAMPLES (teasers, really!):

1933 SS1

1933 SS1 Coupé left side
(photos from Switzerland by permission - all right reserved to source)
[Thumbnail images; click on pictures for larger images.]

And here's my own (once) 1948 3½-litre Jaguar drop-head coupé (the so-called Mark IV) in 1956:

1948 3½-litre D. H., Aberdeen
(photo by and © 1956/2001 S. Berliner, III - all rights reserved)

Now, you have to admit, that's some Jag!

The coachwork on that '48 3½-litre drophead could be distinguished from pre-war coachwork by the lack of a horizontal strip of bodymetal between the boot (trunk, dummy!) and the spare tyre (tire to you) compartment.  Pre-war bodies had such a strip, perhaps 3" to 4" high, whereas the boot and tyre compartment lids were contiguous (you certainly wouldn't want them to actually touch!) on post-war bodies.  For more on this distinction, see SS and Jaguar Boot Coachwork.   rew (22 Sep 2013)

In addition, the pre-war belt line chrome trim strip broadened toward the rear in a spear shape, whereas the post-war cars had a thin strip of fixed width all the way to the rear.

O. K., here we go with more modern Jags -

    note-rt.gif - [There never was a Mark VI Jaguar; that number having been pre-empted by Bentley.]

Mark this well - repeating what I noted on the main SS Jaguar page, there's the argument over "Mk. V" vs. "Mark V" (or any other model); nowhere have I found any proper reference to "Mk.".

Note also that I finally (18 Feb 2004) got around to reshooting the modern cat mascot and badge at the top of the SS and Jag pages!  I did not deliberately include Old Glory beyond the cat but I like it and it's appropriate; without old Uncle Sam, neither SS Cars nor Jaguar would have made it.

Rummaging around for some old photos ca. 27 Aug 03, I ran across these shots, labelled only as "Fall 59", of my then-new (for me) 1950 Mk V!  The background of the brighter shots is not familiar; the darker ones are definitely in front of my garage in Lynbrook (moved here 30 Aug 2004):

50MkV59a 50MkV59b 50MkV59c

50MkV59e 50MkV59g 50MkV59h

50MkV59d 50MkV59f 50MkV59i
(Fall 1959 photos by and © 1959/2003 S. Berliner, III - all rights reserved)

I never used the rear skirts; they made a stodgy car even stodgier!  I can't make out in the second photo if this was pre or post the right hand trafficator fire.  That's the car I sold as "plumb wore out" and the friend to whom I sold it drove from Long Island to Florida (~1,800 miles) and back for many more years with no major service problems!

Who even knows the difference between the XK120 and the XK120M?  The M (a U.S. designation for the U.K. SE) had highrer power (180HP vs. 160HP), dual exhausts, and those damnable chromed-wire wheels (hydrogen embrittlement, don'cha know?).  Those chromed spokes had a nasty habit of letting go, usually at the inner ends, and smacking against the fenders - PING, PING, PING!   rev (16 Nov 2015)

[This paragraph was added ca. the 22 Sep 2013 revision but has apparently been incomplete most of this time;
no one ever let me know when it got corrupted and so I have updated it to the best of my recollection.]

Jumping to what appears to be Broswere (Woodmere) Bay, the parking lot at the end of Woodmere Boulevard, we find my (then-)wife gracing our XK120M drophead coupé:

XK120M Jag 7

XK120M Jag 6

XK120M Jag 8
(Jun 1960 photos by and © 1960/2003 S. Berliner, III - all rights reserved)

As with the Mark V, I never used the rear wheel skirts*.  Note that the XK120M (known in England as the XK120SE) had a high-performance 190HP engine (the original XK120 produced 160HP) plus dual exhaust pipes and chromed-wire wheels as standard equipment.  There NEVER was an XK120MC; that was first used on the succeeding XK140MC.  The 190HP M/SE engine was the one used on the XK140M and, when fitted with the head from the C-Type, was the XK140MC, which churned out 210HP.

{moved from SS Jag page 1 on 12 Jan 2004}

Odd - I just noticed that there's no right-hand exhaust pipe, yet I know that I had the bigger engine and wire wheels.  ???

* - Oh, too funny!  The comment about skirts on my XK-120 was written ca. 2003 and I only just now (19 Aug 2013) realized that XKs with wires NEVER HAD skirts; the knock-offs extend out too far to fit skirts! (19 Aug 2013)

Now to that Vanderbilt Cup caper in the XK120M.  Famed artist Peter Helck's equally famous Locomobile "Old 16" was there and the old car race was probably more exciting for me than the Cup race itself.  The races were run on 19 June 1960 on the flat, on a twisting road course laid out in the infield and around the Roosevelt Raceway, a trotting track.  When the Cup race was over, the security guards must have gone home and my buddy noticed that little oversight.  Well, nothing ventured, nothing gained, so we slipped out onto the track and started doing some very creditable laps until we were stopped and unceremoniously escorted back off the track.  And all that with a stock drophead, mind you, not even a roadster, let alone one in racing trim!   rev (24 Jul 2012)

{moved from SS Jag page 1 on 12 Jan 04}

The XK120M developed a pinhole leak in the right rear of the petrol (gas) tank. Unfortunately for me, never having any punctures (no "flats" on Jags!) at that time, the fuel soaked into the spare since the front of the spare tyre (tire) compartment was also the back of the petrol tank (no protective rub shield).  Well, the gas swelled the rubber and, when I finally had a puncture, I found it quite impossible to extricate the wheel.  Eventually, I rigged a sort of giant pair of tongs and worked the spare free when, to my horror, the rubber brought a ¼" piece of the tank wall with it!  I was alone in the driveway, the tank was brim-full, and I jammed a finger against the hole (oh, how much like the little Dutch boy!) and started screaming.  Eventually my little daughter heard me and called her mother; we were at a loss until I noticed that the little one was chewing gum.  No fair, you guessed!  I drove around with the chewing gum holding back the flammable flood until I could obtain a scrap of sheet synthetic rubber and cut a small washer, thread it onto a large diameter, stubby sheet metal screw, and plug the hole.  I hate to admit it, but I forgot all about that jury-rig and sold the car that way!  Sorry, whoever!  Here is the boot and the screw-head patch (that tiny white dot) in digitized copies of my old photos dated October 1965:

54 120M DHC Boot 54 120M DHC Patch
(Oct 1965 photos by and © Copyright 1965/2004 S. Berliner, III - all rights reserved)

{moved from SS Jag page 1 on 12 Jan 2004}

Oh, yes; the white was silicone rubber goop, added to try to help seal that jury-rig.

Now, how often does one see that complex XK120 gas/petrol filler pictured open?  I also just realized that that light gray line leading out of the trunk/boot comes out of the fuel tank; it starts in the opening where the lower end of the filler hose has been displaced and then runs out and down toward the ground; I'd completely forgotten that that was a piece of clear vinyl tubing I used to slowly siphon all the fuel out of the tank before effecting the "repair" ("fix" is more like it).

- - - * - - -

I turned up photos of what I am quite certain was my car, repainted (badly) white, with the (by then) bedraggled, dirty white top and those accursed chromed wires:

54 XK120M DHC 4sale1

54 XK120M DHC 4sale2

54 XK120M DHC 4sale3
    (ca. 1966 photos by and © Copyright 1966/2004 S. Berliner, III - all rights reserved)

Ed Pass's place was on the north side of Route 25A (Northern Boulevard), on a northwest corner about a ¼-mile east of the Clearview Expressway, as I recall.

Oh, note the difference in tailight housings between the XK120M and the XK140 to its left; I'd quite forgotten that little detail.

Just for the heck of it, and to hono(u)r Jaguar(s)'s faithfulness to "the look", here's my friend and former colleague's "pre-owned" 1999 XK8 {previously driven only on Sundays by a little old lady in Florida - I wonder why the locals call her "Granny Leadfoot"?} (posed overlooking the entrance to Zach's Bay near the Jones Beach Marine Theater):

99 XK8
(photo by friend - all rights reserved)
[Thumbnail image - click on picture for full image.]

{moved from SS Jag page 1 on 12 Jan 2004}

If you like cars, you've probably been to various salons (not saloons); here's a Jag salon only a few blocks from my former house on Long Island:

Jag Salon
(photo by and © 1956/2001 S. Berliner, III - all rights reserved)

This Jag ya just gotta see!  Shades of the catamount I saw in upstate New York
(see my Adirondack page).

I really should stop this nonsense and stick to real Jaguar automobiles, like this one(?):

H&M Hearse

Now, you have to admit, that's also some Jag - deadly!  It's the heavily-modified D-type made up for the 1971 movie "Harold and Maude".

As far as modern Jags go, this one is REALLY stretching things:


There was a limo office only a few blocks from my old Long Island house and they have stretched some pretty odd ducks (SUVs and such) but this isone of their odder ducks (cats?).

Jag Tips - here is where I have decided to record any recollections of tricks I employed to keep the '48 and '50 3½l. cars and the XK-120M running; I was asked why a 1998 van den Plas wouldn't start (I know NOTHING about modern Jags) but that jogged my memory and so here goes:

If the starter solenoid clicks but the starter doesn't turn over, I'd suspect a faulty solenoid.  Many years ago, though, I recall, the starter gear would snag on a tooth on the ring gear and the car had to be put in reverse gear and rocked back and forth to free the starter gear.  Unfortunately, as far as I know, all saloons are now fitted only with automatic transmissions and so that won't work.

An easy way to check for a jammed starter gear (ONLY if ALL else fails) is to loosen the bolts holding the starter to the bell housing.

I speak to the vapor lock problem on older Jags at:

    SS and Jaguar Miscellany and

    SS and Jaguar Miscellany - continued.

Obligatory courtesy link to the
Classic Jaguar Association.

If you are interested in the very latest about Jags (I'm not terribly), you might visit Tom Walton's Jaguar Cars Blog.

For other automotive interests, see the index on my Automotive page.

Cyclops fans; see Cyclops on my Automotive page!

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S. Berliner, III

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  What happens to all this when I DIE or (heaven forfend!) lose interest?  See LEGACY.


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