Jaguar Mk10: A plus size model

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Purchasing classics there

They have been considered parts donors for years. Because, according to Jaguar concepts, such an obese Jaguar Mk 10 (and the 420 G) contained quite a few things that you could use for a Jaguar that looked like a Jaguar was intended.

Sports cars only

Britain struggled for a long time to sell anything other than sports cars in the United States. The styling of British passenger cars also seemed out of step with the American market. British motorcycles and cars were designed for a tax system that never existed in the United States. The British chassis were designed for narrow, twisty roads that were not the norm in the US of A. As a result, the common British standard sedans, known as saloons, were visually, mechanically and technically intended and suited to completely different driving conditions than in the United States.

When British passenger cars got a foothold in the USA, it was often in the compact, economy car class. But the success of sports machines suggested that the nickname "Made in Britain" had a certain panache that could be exploited at a high cost.

In short: something bigger was needed

That Jaguar Mk10 (1961-1970) was modeled so exuberantly for a reason. It was intended to attack the American luxury car market. He had to compete with Cadillacs and Lincolns. In practice, he was well below this in terms of size and weight. Compared to its imagined competition, the Jaguar Mk10 was a fairly light, elegant car. He was huge by British standards. Under the hood was the DOHC six-cylinder that first appeared in the 120 XK1949, now upgraded to 265 horsepower, thanks to a 3,8 liter displacement, triple carburetors and a straight port cylinder head. In the American landscape, with his length of more than 5 meters and a weight of just 1900 kilos, he fit nicely into the traffic picture. The Jaguar Mk10 was about as thirsty as a native American, but was technically a few light years further developed with, among other things, independent wheel suspension all around. And, not to forget, disc brakes all round.

Such a Jaguar Mk10 was a technically much more advanced car than the clumsy yank tanks

The finish – with lots of leather and walnut veneer – was also much more chic than the American standard. After 1964 the beautiful six-in-line grew from 3781 to 4235 cc. In 1967 the type name was changed to 420 G. About 25.000 copies were built over the models. And a large part of that was killed in the so-called 'banger races'. The typically English form of car hooliganism in which the participants initially want to drive their colleagues off the road. In that battlefield, the mass of the Jaguar Mk10 weighed positively.

Fortunately not all Jaguar Mk10's have died

Albert Venema has scored a very neat copy. And that Jaguar isn't going to be scrapped. Because when the carburettors are overhauled and adjusted? Then the MkX is again a very real, but somewhat chubby predatory cat. A luxury automobile that will purr more than snarl. Beautiful!


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  1. Quite a long time ago I was allowed to stand next to the mechanic once and saw what he first had to remove to adjust the valves on such a V12. Yes, that was kind of a nightmare. But once the bike was back in action, that nightmare was soon forgotten. Wonderful to hear that V12 purr like a cat. However?
    The fact that that Jaguar was not mine was a little less. sob!

  2. I have always found this model very beautiful with the graceful bumpers and handles in combination with the small taillights.
    In the late 70s, I thought it was a real letdown with the semi-plastic bumpers, recessed grab handles and bigger tail lights.
    A few years later, the trunk was retracted and the model completely lost its graceful line and appearance.
    As with most cars, the first series is almost always the most attractive.
    Anyway, in terms of design, such a Jaguar stands out sharply against the mud-like SUVs of today.
    In Belgium they were often sold with a 2.8. These didn't have a very good name.
    The 4.2 seems to be the most reliable. The 5.3 V12 is a nightmare for adjusting the valves.
    The many worn-out copies that were in circulation in the 80s and 90s made me decide not to buy.

    • Yes, I agree, beautiful model from the first meeting.
      And yes, the 1st version also appeals to me the most.
      The front and cockpit remind me of the Thunderbirds car…
      Too big for me but I can certainly enjoy it

      • I once bought a mk10 from the director of Daf… light blue… once driving in Amstelveen I looked in my rear-view mirror and thought, it's getting foggy, but no, the head gasket was leaking and the police allowed me to drive on to the garage in the Gaaspstraat in South, there was a dealer. Late 60s

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