| The MK5 was the new post second war model to replace the prewar SS Jaguar models which had been produced from 1937-1939 and manufactured again from 1945 as Jaguars (after the name change of the company from SS cars to Jaguar Cars.
After the war, every manufacturer, including Jaguar, was keen to produce exciting new models, and the Jaguar management had in mind a new flagship saloon. This however took longer to design and produce than they would have liked, and did not finally appear until 1950 (see the MK VII section). This new model was to feature an all new engine, chassis and updated bodywork. An interim model was needed to sustain buyer interest, so Jaguar took the new chassis they had designed, and clothed it with mildly updated bodywork. The new engine still needed further development work at that time, so they retained the pre-war Standard Motor company based engines in 2 1/2 and 3 1/2 litre capacity. The new chassis featured an independent front suspension and softer rear springs than the previous design. Overall stiffness was increased markedly. This chassis went on to become the basis for all the separate chassis Jaguars, lasting until 1961. The same chassis in shortened form was also used for the new XK120 which also made its first appearance in 1948. The XK120 also became the test bed for the new XK engine. (the reason the XK120 could feature the XK engine, whereas the MK V could not, was that the MK V was a production model, whereas the XK120 was initially conceived as a low production hand built model) Despite being very close in appearance to the pre-war SS Jaguars, the body was in fact entirely new, the interior was also completely updated, and very luxurious featuring standard leather seating, and a sunroof. Both models also featured a relatively low production 2 door drophead coupe model, as had been the case with the prewar cars. |
| The Jaguar Mk V, 1948-1951. It was in one of these in 1956 that I learned to drive on the public roads of Britain, when there were still no speed limits outside towns!! |
| My Father taught my sisters Pat, Sandra and me to drive and we all passed first time. Pat and I learnt in our black Mk V Jaguar. I took my test in the car but the examiner seemed more interested in the Jaguar than my driving skills At the end of the test,despite having made one or two mistakes, he passed me and then gave me a short lecture on how to drive a car fast but safely and how to control skids! A few months later I was experimenting for the first time on reaching the limits of the car's performance and nearly came to grief in it on more than one occasion. I am happy to say I never damaged the car but if Father had found out how I had been thrashing it he would have stopped me using it, for sure. |
| Then came the MkVll Jaguar with the all new double overhead cam 3 1/2 litre engine that first appeared in the XK120 in 1948. |
| After the war Jaguar, like other manufacturers, wanted to produce and sell new models. Development work on a new flagship sedan model to replace the prewar design had been started even before the end of the Second World War. However, as mentioned on the MK V and XK120 page, in the austerity years after the war, development took longer than Jaguar could afford to wait if they were not to loose potential sales. In the end, major components that were ready were incorporated into other models, both to give these components a trial run, and also to introduce face-lifted cars to a fickle public that might otherwise have bought other makes. Thus it was that the new chassis developed for the MK VII first appeared in the MK V model, and the then all-new XK engine was first fitted to the XK120, which was initially intended as a 'concept car' of the day. The MK V, while it looked very similar to the pre-war design was apparently enough to hold potential buyers' attention until the introduction of the MK VII with its promise of both new styling and the marvellous new XK engine.
The pieces finally all came together with the introduction of the MK VII in 1950. Logically this model should have been the MK VI but legend has it that, as Bentley had already used that name, Sir William Lyons thought he would upstage them with a "newer" Mark. The car featured styling which was evolutionary from the previous MK V model, but with definite hints of the beautiful lines of the XK120. It was also a much bigger car than the MK V - 9 inches longer and 4 inches wider. Taking cues from the XK120 it had a somewhat unadorned appearance with even the the radiator grille lacking a prominent chrome surround. It was available initially only as a 4 door sedan with 4 speed manual transmission. Apparently a drop-head coupe model was considered, but never produced. From the outset it was very popular and sold well, especially in the USA, where it earned valuable foreign currency for England. It was porportedly the American buyers who let Jaguar know, that while they loved the car, they would appreciate an automatic gear box. Jaguar responded by making a Borg Warner automatic option available in 1953. The car was updated to the MK VIIM in September 1954 and numerous small changes were made. External identifiers include the changing of the old fashioned trafficator semaphore signals for fender mounted flashing turn signals, a more 'wrap around' rear bumper, free standing fog lamps instead of lamps fitted flush to the front of the car, and more modern headlamps. Inside the car the major change was the fitment of a full width bench front seat on automatic models. Engine power was up 30bhp with the use of the engine from the XK140 of the same year, which featured high lift camshafts. Twin fuel tanks were fitted in the rear fenders, starting a trend which was followed by the MKVIII, the MK IX, the MK X and 420G, and the XJ6/12 models. A point of interest is that in all the years from the MK V to the MK X Jaguar always introduced the latest model in parallel with the one that replaced it. Thus the MK V was sold alongside the MK VII in the showroom, as was the MK VII and the MKVIII, the MKVIII and the MKIX, and the MKIX and the MK X. Typically they had a parallel sales period of up to a year before production of the older model ceased and/or supplies ran out. |
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| I believe that Father had two Mk VII's but I am not too sure. I know that the last one he had was a Mk VII M (54-57) which had an extra 30HP more than the earlier Mk VII's (50-54). My Father used to allow me to use the car quite often and in the end I took it over. I was then aged 21. I was using it to travel every weekend to and from Salisbury and Gorton, near Manchester, a round journey of about 400 miles. How on earth I managed to afford the petrol I do not remember. I did like to do the trip home at weekends because I didn't like to be stuck on my own in Gorton, a very strange place for someone brought up in the south! I used to hammer the car on those trips, as it was before the 70 mph speed limit came in, so I was often seen to be flying over the Swindon downs at speeds around 100mph. I could not afford decent tyres in those days and used to buy 'remoulds' of dubious quality. I remember throwing the treads off them more than once as 70 mph was supposed to be their maximum speed capability It was, however, a very nice car to drive, and at 21 I probably felt quite the 'man about town'. |
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