Sir William Lyons was nobody’s idiot, and certainly was not given to wild excesses (unless he thought it would sell his cars), in fact quite the opposite. It was his parsimonious nature which allowed Jaguar the reputation of providing fabulously fast and luxurious motoring for tiny sums of money compared to its opposition. His control of purchasing costs was legendary, although he was smart enough to allow his development teams adequate funds to design and develop his cars to a highly satisfactory level.
Quite what he was thinking during the early ’60s — when he allowed his company to manufacture fi ve separate body styles (and that does not include Daimlers, convertibles or two-plus-twos) for the luxury market — would be anybody’s guess, wouldn’t it? Sure enough, they were all collected up and thrown in the bin as soon as the XJ6 was up and running, but that period during the ’60s does seem a moment of uncharacteristic madness from this distance — or does it? It’s worth examining.
Model act
In 1966 you could buy a 240 or 340 (Mk2 body) and Daimler V8 (also Mk2 body), Jaguar 3.4S and 3.8S (S-Type body), Jaguar 420 and Daimler Sovereign (420 body) and 420G (MkX body). These in addition to Jaguar’s sports car range of E-types, which was running three types of body — dhc, fhc and 2+2. All of these could be had with manual or automatic transmission. In fact, by careful selection of dates you could add a couple of completely different Daimler bodies to that, as the Majestic Major and SP250 Sports were still languishing in showrooms.
It must have driven Jaguar’s suppliers and dealers nuts, because it was not a big organisation at that time. Despite this there were still complaints that you couldn’t buy the smallest body — the Jaguar Mk2 — with the 3.8 or 4.2-litre motor, and surprise that the magnificent Majestic Major’s V8 wasn’t fitted to the MkX body.
Either of these would have been against Sir William’s natural sense of order, and general dislike of anything Daimler being better than his beloved Jaguars. If Sir William could be blamed for any lack of vision, it would be in not developing the Daimler marque as being something special over a Jaguar.
Type Cast
The 340 — or Mk2 3.4 in today’s parlance — was still the quickest sedan in the Jaguar range, despite being one of the cheapest to buy and the oldest design available at that time. Its chassis was the least complex and therefore had the lightest weight, allowing for a level of speed and economy the bigger Jaguars could not match. Despite its age, the 340 also had a simplicity of line that the other saloons could not approach, but that is where its advantages finished.
In the fullness of time it was those benefits of the Mk2 that stood out. The fact that the S-Type, 420, and 420G were all magnificent cars — and superior in nearly every respect to the Mk2 at the time — seemed to have been lost on most people. Because of the huge impact the XJ6 made when it was introduced, using much the same running gear as the S-Type and 420, the two older cars have been forgotten and allowed to disappear from our roads.
Was Sir William’s complicated range a folly? In some respects yes, but viewed from his perspective, no. Sir William Lyons was doing modular before the word was invented. He had the same basic engine throughout his range — had done for years, and would continue to do so for years. The rear axle was a modular unit that was also the same throughout his range apart from the Mk2, which was a legacy from the ’50s and had paid for itself anyway. Knowing that he had to pay for the tooling of the upcoming XJ6 body, and had overspent on the MkX, it made sense to be very prudent with spending on the other cars, whilst appearing to have all the bases covered.
If there was a folly, and Lyons possibly would have been prepared to admit it, it was the MkX. It didn’t sell as well as anticipated — most people simply didn’t want a Jaguar that big.
Despite the complexity of the range, all Jaguar’s other sedans used the same shell and glass house as the Mk2 — and got away with it. It was said that the S-Type was originally intended to be the replacement for the Mk2, but since that car was still selling particularly well (and the MkX was considered too big), it was made as an addition to the existing range rather than a replacement.
Body Corporate
Although the S-Type was developed from the Mk2, it was also said that it shared only one common body panel (the bonnet). A likely story!
It did require new rear structure to mount the independent rear suspension (IRS), and the longer rear shape improved boot capacity from 340 to 538 litres (12 to 19 cubic feet). A new, longer and flatter roofline was also introduced for the S-Type, with a more upright rear window, allowing the back seat back to be moved rearwards to allow for greater rear seat room. Overall height was reduced by 50mm compared to the Mk2 — weight, however, increased by 127kg. Effectively, the S-Type was still a Mk2 with a MkX rear suspension and the MkX’s pannier fuel system to increase boot space.
The front of the car was slightly revised from the Mk2, but not by much. The S-Type is approximately 160mm longer than a Mk2, although the wheelbase remained the same. However, it was still 380mm shorter than a MkX overall. It’s worth mentioning that there never was an S-Type originally, it was just one of those names that fell into common use. The cars were originally called, using Jaguar’s typical lack of imagination in this respect, 3.4S or 3.8S.
The 420 was just an ‘S-Type’ with heavily revised frontal treatment and a 4.2-litre engine, but a Mk2 underneath — same wheelbase, same cabin space. The frontal styling of this Mk2 derivative had MkX frontal styling to match the MkX rear styling from the S-Type.
The most expensive sedan, the MkX (later called 420G), had a different shell — it was bigger and heavier all round, but was a seriously fast car for its day.
There’s no denying the MkX was a fabulous car, if a little unnecessary, but the best compromise of all Jaguars at the time was without doubt the S-Type. With a 4.2- litre engine the S-Type would have been a very quick car, but not as refi ned as the MkX.
Simply the Best
The 3.4 and 3.8-litre XK engines, as fitted to the S-Type, were real jewels, and not significantly less powerful than the 4.2. The S-Type, then, sat in the middle of the range, without the excess of the MkX, or the nimbleness and race-bred heritage of the Mk2, but with many of the virtues of both.
Its overall appearance, however, never quite gelled with the public when it was announced in 1963, and the S-Type remained unloved after its retirement in 1968. It was felt at the time that its rear styling didn’t match the front styling and clearly didn’t belong to the middle. This view was reinforced when people pointed out that the rear door shut-line was still shaped to meet a now non-existent Mk2 rear wheel arch.
However, with passing time, many of these criticisms have melted away — I think it looks just great. To give you an idea of just how good the S-Type was, I’ll use a few quotes from the notoriously cynical Autocar and Motor road testers in the UK.
“An almost ideal sporting saloon.” “Outstanding value for money, combining effortless high speed cruising for four with really reassuring road manners.” “The ride is probably unexcelled by any other European car.” “With brakes as good as these, there is little to be said about them.” “Capable of leaving behind all but a few cars of more sporting pretensions.” “It can be driven quite safely in a most inappropriate way.” “The new suspension alone is worth the £200 extra over the 340.”
Priced as it was alongside the Rover P5, Humber Imperial, Van Den Plas Princess and countless Alfa Romeos and BMW four-cylinders cars — and way cheaper than even a 250S Mercedes — it would be hard to imagine choosing anything else over the S-Type.
We Wuz Robbed
Whilst this might be lost on Jaguar collectors, another cynical bunch took to the S-Type like ducks to water. Britain’s bank robbers chose little else other than the S-Type well into the ’70s and ’80s. It was tough, with a good size boot, unshakeable handling and prodigious grip and grunt; the S-Type could outrun everything the British police could throw at it — except another S-Type.
The car’s poor resale value, once the XJ6 appeared, was a bonus and in most cases this didn’t matter, as they were generally stolen anyway! The S-Type was one of the first cars to have a steering column lock fitted when it was given a mild facelift.
You can see an S-Type virtually every Saturday night if you are lucky enough to have Sky TV’s UK Gold. The Sweeney (still a fabulous, quality drama despite its age) is a gold mine for old car enthusiasts. But if you are squeamish and like your Jaguars, cover your eyes at the end because the S-Type generally ends up going over a cliff.
The S-type today
Driving Martyn Smith’s 1967 S-Type was as easy as pie, once the idiosyncratic choke had sorted itself out. Fitted with the later Jaguar gearbox, the car loped along happily in any gear, and was virtually silent at cruising speed — with the gorgeous XK growl when you nudged the throttle, and an overdrive that endows the car with a high-speed, magic carpet feeling. Totally effortless and fuss free, (it’s like driving a remastered XJ40) and was based on the Ford/Jaguar DEW platform, which it shares with the Lincoln LS. With this car, Jaguar stylists had gone from being simply conservative or out-of-date to all-out retro, blending modern styling with features from the ’60s S-Type. The success of the new S-Type depends on your viewpoint, literally and metaphorically. From some angles it looked very smart, others dumpy, and others just plain. Buyers could choose an SE model, which added leather seats and cruise control, or a Sport model with 17-inch alloy wheels, sports seats and lowered suspension — if you were prepared to sacrifice a little comfort for driving dynamics. There was a choice of Ford V6 or Jaguar V8 which, comparing head-to-head with Jaguar’s competition, meant the S-Type struggled for sales, as competitors offered cheaper 2.0-litre entry-level models. Jaguar, however, won sales with a combination of competitive pricing and excellent levels of standard equipment — which included alloy wheels, electrically adjustable front very fast antique shop. The amount of polished wood inside is just glorious, you feel terribly spoilt. To think that bank robbers had this much luxury!
The car is also a perfect everyday car; fitted as standard with a heated rear window and wind-down side windows that won’t let you down. Interestingly, the longest surviving S-Type in the world is actually in Taranaki, (1B50004 BW) — only the fourth car S-Type ever produced and the first non-prototype. The car is now restored, and you can view it on the owner’s website: www.webfocus. co.nz/jaguar/.
Retroactive
Launched in March 1999 — breaking Jaguar’s dependency since 1968 upon a single saloon car shell — the new S-Type was Jaguar’s first direct competitor to the BMW 5 Series and Mercedes-Benz E-class. It was also the first completely new, Ford-backed Jaguar sedan (as the X300 was simply a remastered XJ40) and was based on the Ford/Jaguar DEW platform, which it shares with the Lincoln LS. With this car, Jaguar stylists had gone from being simply conservative or out-of-date to all-out retro, blending modern styling with features from the ’60s S-Type.
The success of the new S-Type depends on your viewpoint, literally and metaphorically. From some angles it looked very smart, others dumpy, and others just plain. Buyers could choose an SE model, which added leather seats and cruise control, or a Sport model with 17-inch alloy wheels, sports seats and lowered suspension — if you were prepared to sacrifice a little comfort for driving dynamics. There was a choice of Ford V6 or Jaguar V8 which, comparing head-to-head with Jaguar’s competition, meant the S-Type struggled for sales, as competitors offered cheaper 2.0-litre entry-level models.
Jaguar, however, won sales with a combination of competitive pricing and excellent levels of standard equipment — which included alloy wheels, electrically adjustable front seats, automatic climate control and a multi-function trip computer.
Road manners were excellent, both supple and responsive and with the usual superb Jaguar ride. With the optional CATS suspension, a computer-controlled adaptive damping system, its handling is amongst the very best, and the later supercharged version made it a sensational road-burner.
The original interior was disappointing, but a 2004 facelift addressed this and tidied up the exterior to such an extent that, whilst it may not please every eye, the proportions melded much better. You can judge for yourself from this 3.0- litre V6 that we borrowed from Jaguar New Zealand.
Born again
A new dashboard sorted the ill-conceived ergonomics, while changes to the seats increased rear legroom. Revised engines include a new 2.5-litre V6 that produces 150kW (201bhp), an increase for the V8 from 4.0 litres to 4.2 litres with a useful extra 14kW taking it to 224kW. The introduction of a six-speed automatic gearbox, combined with revised suspension settings, make these later cars an excellent buy and a very satisfying driving experience.
Never made at the famous Browns Lane factory, the entire car was assembled at Jaguar’s Castle Bromwich body plant in Birmingham — formerly the factory used to assemble Supermarine Spitfires. The supercharged S-Type R joined the line-up in 2003. The ‘R’ is powered by a supercharged V8 producing 291kW (390bhp), and can sprint from 0 to 96.5kph (60mph) in 5.3 seconds (0 to 100kph in 5.6 seconds). It includes 18-inch wheels and a wire mesh grille to differentiate it from the crowd as well as a discreet rear spoiler.
One of the best diesels around (a 2.7-litre V6 turbo diesel offering 152kW) will soon be offered in New Zealand. They are very well spoken of in Europe and we tried one in New Zealand recently — it was superb, exceptionally quiet, and the combination of a punchy engine with economy seemed a little unreal.
Don’t be fooled by the retro shape though, the new S-Type has every electronic trick in the book — voice activated controls, cruise control that sees the car in front, and AB-everything.
It is interesting to note that in 1963 and 1999 Jaguar introduced an S-Type that produced mixed feelings about styling and ergonomics, yet both models received high praise for their dynamics and refinement. Similarly, these cars were produced in an era when Jaguar quality was not at all suspect. In the modern day JD Power customer satisfaction surveys done in the huge US market, Jaguars top the listings in either first or second place, where as Mercedes and BMW customers have become very vocal in their critisicms. That’s a bit of a turn around and quite at odds with most New Zealander’s perceptions of Jaguars.
I wonder how long it will take for Jaguar’s real quality to change that perception in New Zealand?
2006 JAGUAR S-TYPE 3.0 V6 SE
Engine: V6
Capacity: 2967cc
Max power: 150kW (201bhp) at 6800rpm
Max torque: 300Nm (221lb/ft) at 4100rpm
Bore/stroke: 89×79.5mm
Transmission: Six-speed automatic
Suspension: Independent front and rear
Brakes: Vented disc/disc, ABS
DIMENSIONS
Width: 1819mm
Height: 1444mm
Length: 4861mm
Weight: 1637kg
PERFORMANCE
Max speed 233kph
0-100kph 7.9 secs
NZ new price: $119,990
1967 Jaguar 3.4S (3.8S)
Engine: Straight six
Capacity: 3442cc (3781cc)
Max power: 157kW (210bhp) at 5550rpm (164kW (220bhp) at (5500rpm)
Max torque: 293Nm (216lb/ft) at 3000rpm (325Nm (240lb/ft) at (3000rpm)
Bore/stroke: 83x106mm (87x106mm)
Transmission: Four-speed manual, overdrive optional, or Borg Warner three-speed auto
Suspension: All independent, by coil springs, wishbones and anti-roll bar (front); lower wishbones, radius arms and coil springs (rear). LSD std on 3.8
Brakes: Disc/disc
DIMENSIONS
Width: 1705mm (5 feet 6.5 inches)
Height: 1429mm (4 feet 7.75 inches)
Length: 4795mm (15 feet 7inches)
Wheelbase: 2753mm (107.38 inches)
Weight: 1624kg (1674kg) (3580lb (3690lb))
PERFORMANCE
0-96.5kph 0-96.5kph (60mph) 14.2 secs (10.5 secs)
Max speed 185kph (193kph) (115mph (120mph)) (figures for manual cars with overdrive)
PRODUCTION
Production: September 1963 to August 1968
Production nos: 8665 RHD 3.4, 1371 LHD 3.4, 9717 RHD 3.8 and 5418 LHD 3.8
Total prod: 25,171
Words: Tim Nevinson Photos: Quinn Hamill & Jared Clark
