XK 140 OPEN TWO-SEATER

When the XK 120 made its debut in 1948, it was only available as an open two-seater that had detachable side screens rather than glass windows, plus a removable canvas roof that was stored out of sight behind the seats. It remained the sole option until 1951 when a handsome fixedhead coupe (FHC) became available which was followed two years later by a drophead coupe (DHC).

With the DHC having an easier-to-erect roof, a studier metal-framed windscreen plus quarter lights and both coupe models having the luxury of winding windows, it made them much more comfortable in inclement weather than the spartan OTS. Although the XK 120 roadster remained reasonably popular with 1,260 sold in 1953 alone, with 1,251 dropheads and 868 fixedheads produced, the coupes were proving to be more so.

Yet when the XK 140 replaced the XK 120 in 1954, all three body styles were again offered.

Jaguar had initially looked at designing a brand-new car, but development costs and a lack of time meant the idea was dropped and the existing model was updated instead. Physically the XK 140 OTS differed little from its predecessor with only thicker bumpers (resulting in a shorter bootlid), a lower-mounted rear numberplate holder and seven thick radiator grille slats rather than the XK 120’s 13 differentiating the two. So similar were the pair, Jaguar simply retouched the existing XK 120 images for the XK 140’s brochure.

There were, though, several technical modifications which included the engine being moved 3in forwards resulting in a little more legroom while thinner seat backs allowed for two occasional seats in the FHC and DHC. Although these consisted of a couple of cushions fitted either side of the

transmission tunnel, the lack of legroom meaning they were for children only, their addition did make both coupes slightly more practical than the OTS. The previously optional high-lift cam was made standard for the XK 140 as was the Lucas ignition coil which together saw the output of the 3.4-litre straight-six rise from 160 to 190bhp. For those who wanted even more power, a cylinder head developed for the racing C-type was available as a cost option which increased power to 210bhp. Cooling was improved due to a more efficient radiator which was then tilted at an angle to allow space for rack-and-pinion steering that replaced the XK 120’s Burman recirculating ball unit. The same stronger and larger diameter torsion bars fitted to the XK 120 SE became standard on the XK 140 and the rear lever arm dampers were replaced by conventional telescopic units. The gearbox remained the same Moss four-speeder with synchromesh on three gears, but was now available with the same Laycock-de Normanville overdrive unit on the top gear as was fitted to the Mk VIIM. In a first for a Jaguar sports car, the drophead and fixedhead coupes were available with the Borg-Warner DG three-speed automatic transmission. Only available in left-hand drive, this option was aimed very much at the American market. Following a reasonably thorough update, the changes helped to maintain the XK’s desirability against new opposition. “This latest revision of a time-tested machine is notably improved in the handling and braking departments,” said Sports Car Illustratedin its March 1957 issue, “and this together with its smooth and surging power make it a delight to drive at high speeds over long distances on fast, winding roads.” 0e479381-0069-45af-b2a9-c0a37e1e14de 0e479381-0069-45af-b2a9-c0a37e1e14de

But due to more refined cars already on sale when the XK 140 debuted at the 1954 Earls Court Motor Show in October including the Aston Martin DB2/4, Jensen 541 and Mercedes-Benz 300SL, the home market had started to change. British customers no longer wanted cold, draughty and uncomfortable machines, now preferring more creature comforts. And so sales of the open two-seater in the UK were poor; of the 8,935 XK 140s produced between 1954 and 1957, 3,347 might have been open two-seaters but just 73 were right-hand drive. Yet the style did remain popular in the United States where the majority of OTSs were exported to.

This makes a genuine RHD XK 140 OTS one of the rarest post-war Jaguar sports cars. So when I spot one for sale at marque specialists, Twyford Moors, I need to take a look.

It might not have been popular in these gauges and other switchgear. Unlike the dashboards in the DHC and FHC that are covered in rich veneer, the open twoseater’s is protected by a harder-wearing leather that further heightens the car’s austere, back-to-basics image.

Other than it’s the ninth XK 140 OTS produced and was manufactured in January 1955 before being dispatched to HR Owen in London a month later, little is known about the early years of this particular car. Restored in the late Eighties, its original colour scheme of black with a red interior was changed to British Racing Green and biscuit while wire wheels replaced the steel rims that it was initially fitted with.

In more recent years, it’s been uprated with a five-speed transmission, electric cooling fan, aluminium radiator and front disc brakes which together make this Fifties sports car more user-friendly.

But even without these the car would be easier to drive than an XK 120, mainly due to offering more interior room. Admittedly iit’s s no Mk VII, but with the steering wheell slightly further away from me, it’s not quite as cramped as its predecessor.

When I bury the throttle for the first time, the 3.4-litre XK unit responds instantly, rewarding me with a hard, instant yet smooth surge of acceleration, the familiar twin-cam roar of the engine piercing the quiet of the beautiful Hampshire countryside that surrounds Twyford’s workshop. The gutsy and

TOP: A period press shot of the XK 140 OTS shows the car in its natural habitat ABOVE: The XK 140 OTS’ brochure image was the same as the XK 120’s but simply retouche

responsive character of the straight-

Speed isn’t the only characteristic of the XK 140 OTS that I find desirable

1955 XK 140 OTS

Engine 3,442cc inline 6 Power 190bhp Torque 210lb ft 0-60mph 8.4secs Max speed 125mph Price new £1,227 Value now £100k-£150k

but only a biplane or roller coaster would be able to offer a similarly exhilarating, wind-in-the-hair experience.

It makes an open two-seater the perfect car for a gorgeous blue-sky day like this, but if the conditions were to change, so would my enjoyment. I know from past experience, making an OTS waterproof is more complicated than a Chinese railway timetable. Due to the UK’s famously changeable weather, it’s small wonder the car wasn’t as popular in this country as it was in warmer climes.

It was due to this continuing popularity overseas why a year after the XK 140 was replaced by the XK 150 in 1957, an open two-seater version joined the existing FHC and DHC models. With the hood again stored behind the seats resulting in the same elegantly curved line as its predecessors, the 150 OTS remained the prettiest of the trio, only this time featuring proper side windows and a single-piece windscreen. When the E-type replaced the XK 150 in 1961 there was only one convertible which was again called an open two-seater but now the folding roof was attached to the rear bulkhead and it again had winding windows.

This XK 140 open two-seater might have already been out of fashion from the day it was produced but thanks to its timeless design plus thrilling performance, it’s hard to imagine it will ever go out of style. PW