At the beginning of the decade, the company presents the world with a new look at the modern sports car, which is gaining wild popularity in all car markets and is recognized as a "style icon". The technological solutions applied in the new Jaguar E-type laid the foundation for the entire model range of the company for decades to come. The new cars are built to completely different technologies and standards, winning the hearts of fans on both sides of the Atlantic. The culmination of the decade is a car that incorporates all the best achievements of engineers: with the Jaguar XJ6, the company makes a new leap forward and takes a leading position in the world. The success of the model is repeatedly confirmed by the title "Best Car of the Year".
The E-type, or XK-E as it was known in the US, was fast, had great acceleration, excellent handling, refinement and comfort unheard of for such a car, and finally even looked just great! The car was presented at the Geneva Motor Show on March 15, 1961. The press, as well as the public, were delighted: in rare cases, a car received so many accolades. Price £ 1,950 for roadster and £ 2,100 for a model with a solid roof added skepticism, because. Aston Martin cars cost almost twice as much at that time, and Ferrari almost three times as much. A few weeks later, two roadsters and two solid roof models were exhibited at the New York Auto Show - the reaction was completely extraordinary. As with the XK120, Jaguar's claims have been subject to track scrutiny. Two cars were registered for the GT Trophy at Oulton Park. They were entrusted to manage them Graham Hill and Roy Salvadori, who were ready to compete with Ferrari and Aston Martin. The two E-types held the lead until Salvadori suffered brake problems and was passed by Grand Prix driver Innes Island in a DB4 GT Aston Martin. Having done everything possible, Ireland could not get around the Hill, who used all his skill to get past the Aston and as a result all three finished by close margins. It was the first brilliant victory on the road and irrefutable proof of the merits of the E-type model.
Jaguar T-Type at 24 Hours of Le Mans
Jaguar Mk 2 production experience has led to the creation of a new large sedan in line with the spirit of the times. Before the start of production, the machine passed the largest test program in the company at that time. The Jaguar Mk X was a fully monocoque design. It featured an extended version of the new independent rear suspension found on the E-type and the same engine. The design of the car was focused on the US market. By European standards, the car was too big. Despite its size, the car was not slow and had a top speed of 120 mph, which American buyers liked. Unfortunately, the model did not become as successful as expected, although it gradually turned into a great car that can quickly and comfortably carry five people. At the London Motor Show in October 1966, a model designated the Jaguar 420G was introduced, differing from the Mk X only by the addition of a vertical grille moulding, as well as additional turn signals on the front fenders, and a chrome strip along the fender and door panels (which allowed for custom paintwork). car in two tones). According to the new safety rules, the car lost the figure of the jumping Jaguar on the hood.
In 1963, the S-type sedan was announced. It was a nice compromise between the shape of the Mk 2 and the Mk X. Most importantly, the S-type received independent rear suspension and this model was offered with either a 3.4-litre or 3.8-litre engine. The development of the Jaguar S-type model required the solution of many engineering problems. A key element was the installation of a modified independent rear suspension with a wider track than the Jaguar E-type. The main feature of the new suspension was that it used a semi-axle as the upper arm, at the base of which brake discs were installed. The suspension itself was attached to the car body through silent blocks, which had a positive effect on the comfort of driving. The installation of this suspension in the S-type required a complete redesign of the rear of the Mk 2. The rear was eventually borrowed from the Jaguar MK X. The Jaguar S-type used the same subframe and double wishbone front suspension as the Jaguar MK2. Despite the increase in weight of the Jaguar S-type, no changes to the brake system were required and the car was equipped with a disc brake system from the Jaguar MK 2 model.
In 1966, the Jaguar 420 sedan was introduced. It was similar to the redesigned S-type, but had a Mark X-style front end. With, as the name suggests, a 4.2-liter engine, the 420 sedan was an excellent car . The Jaguar 420 was designed to replace the S-type, but due to continued demand for the model, all four Jaguar models (MK2, S-type, 420 and 420G) remained on sale. Although it was a temporary model for Lyons, as they were working on something really special that was destined to see the world in a couple of years. An interesting fact, since the acquisition of Daimler, Sir William Lyons has not produced cars with the same bodies and engines, but under different brands. Daimler Sovereign, in the back of the Jaguar 420, was the first model in the company's history to use badge-engineering.
In mid-1955, a team of Jaguar engineers set to work on the ambitious development of a V12 racing engine. Work under the direction of Claude Bailey lasted eight long years. In 1964, the first working prototype of a 5.0 liter V12 engine with a 60 degree aluminum block and a compression ratio of 10.4:1 was tested. The engine showed the following characteristics - power 502 hp. at 7600 rpm, torque 523 Nm at 6300 rpm. and engine weight 294 kg. The car for the new engine was prepared by 1966. It received the internal factory designation Jaguar XJ13. The car received a mid-engine layout and was created for the new V12, which was included in the power frame and was part of the chassis, a five-speed manual transmission was located behind the engine and transmitted torque to the rear wheels of the car. The front suspension followed that of the E-type, which had the torsion bars replaced with conventional springs, while the rear suspension did not have a subframe and used single shock absorbers instead of the twins on the Jaguar E-type. Unfortunately, the XJ13 has never been raced and has become a museum piece for enthusiasts. Her form has become another masterpiece of Malcolm Sawyer. True to tradition, this model has become one of the most beautiful cars and a timeless tribute to this outstanding engineer, who died suddenly in 1970. and the rear suspension had no subframe and used single shock absorbers instead of the dual ones on the Jaguar E-type. Unfortunately, the XJ13 has never been raced and has become a museum piece for enthusiasts. Her form has become another masterpiece of Malcolm Sawyer. True to tradition, this model has become one of the most beautiful cars and a timeless tribute to this outstanding engineer, who died suddenly in 1970. and the rear suspension had no subframe and used single shock absorbers instead of the dual ones on the Jaguar E-type. Unfortunately, the XJ13 has never been raced and has become a museum piece for enthusiasts. Her form has become another masterpiece of Malcolm Sawyer. True to tradition, this model has become one of the most beautiful cars and a timeless tribute to this outstanding engineer, who died suddenly in 1970.
In the second half of the 60s. Jaguar had too many sedan models designed for a fairly narrow market segment that were quickly becoming obsolete, and the time had come for the next leap and a radical improvement. In 1968, the XJ6 model appeared, which undoubtedly became the most refined, and enthusiastic praise was not long in coming. Firstly, the form has become another masterpiece of Lyons. In an era when cars began to lose their distinctive features, Jaguar cars continued to stubbornly maintain their individuality. Not only did the car look great thanks to Bob Knight's impeccable work, the XJ set new standards for ride and comfort. With the advent of the XJ, all other saloon models were superseded, with the exception of the 420G. To provide a wide range of products in the market with just one body style, Jaguar offered a choice between the familiar 4.2-liter XK engine and a new 2.8-liter variant, in 1972 a V12 engine option was introduced. Given the affordable £2250 price tag for the XJ6, the waiting lists were as long as ever, to say the least. Sir William Lyons' decision to focus on one model proved to be absolutely correct, as the XJ series provided the company for almost two decades.