1956 Jaguar XK 140

The Jaguar XK140 premiered in October 1954 and was a development of the XK120 formula. The 3.4-litre I-6 DHOC engine now had a high-lift camshaft; there was a close-ratio gearbox, Alford & Alder rack-and-pinion steering from the Jaguar C-Type, a new radiator grille with thicker bars, and flashing direction indicators. The suspension system was independent torsion bar and wishbone with an anti-roll bar at the front and a live axle with leaf springs at the rear. Telescopic dampers took the place of lever-action shock absorbers. Braking was via drums on all wheels.

The coachwork choices on the Jaguar XK140 remained a two-seater roadster with detachable windscreen frame, plastic side screens and a canvas hood; a drophead coupe with a more elaborate top, winding windows and a fixed windshield; and the fixed-head coupe.

With the XK140, Jaguar took the opportunity to make several improvements to the cabin. The fixed-head coupe had an extended roofline, and both it and the drophead had space for vestigial rear accommodation. The roadster’s scuttle and doors were two inches lower than on the XK120. On all models, there was extra legroom and longer doors thanks to the engine being moved forward by three inches. For extra luggage space the bulkhead between the boot and the cabin could now be folded down, and for further distinction, there was a ‘Le Mans winners’ badge on the boot lid. All things considered, £1.830 7s 11d for the fixed-head coupe was a reasonable price for such a car.

The normal transmission was the 4-speed Moss box, with optional overdrive and, in 1956, automatic transmission for the first time on a Jaguar sports car. The XK140 was available in standard or ‘Special Equipment’ forms, the latter having a choice of 8:1 or 9:1 compression ratios, twin exhaust pipes, stronger torsion bars, a cylinder head from the C-Type giving an extra 20bhp, plus fog lamps and wire wheels. In standard form the XK140 could reach 121mph, the SE coupes 125mph, and the SE roadster 129mph.

In May 1957, Jaguar replaced the XK140 with the XK150.

The XK140’s engine was Jaguar’s renowned 3,442cc unit, and the gearbox was devoid of synchromesh on bottom gear. The Laycock de Normanville overdrive functioned on top gear, and the automatic box was a Borg Warner DG.

Some motorists will find the XK140 to be a more solid car to drive than the Jaguar XK120, while others believe that its handling is superior. Both will agree that its cabin is more comfortable than on the earlier Jaguar. And, on the manual version, there is the magical sound of that Moss gearbox whine.

An XK140 may not have an E-Type’s monocoque body, but this does not mean that it will be devoid of rust issues, especially around the rear chassis box members, floor, and suspension mountings. Check also for engine corrosion as this can result in seized pistons. The cooling system can also present its fair share of challenges and replacement gearbox parts can be hard to source.

All XK140s come with that quintessential Mike Hawthorn meets Terry-Thomas appeal with performance that was astounding by the standards of 1950s British motoring. Every surviving example conveys that sense of check caps, blazers, and a decent day out at Goodwood.

Jaguar enthusiasts will rarely concede that the XK140 has any rivals, but alternatives take the form of the Aston Martin DB2/4 and the Mercedes-Benz 300SL.