We are writing the year 1948, the war has been over for three years. One of the biggest car fairs of the post-war era, the London Motor Show on Earls Court is about to reopen. The show is scheduled for October 27. The Jaguar car manufacturer faces a dilemma. The newly developed 6 cylinder in-line engine XK as well as the chassis have been completed in time, but the body, which is manufactured by the company Pressed Steel, is missing. These three main components are part of a newly developed and fast travel limousine, the Mark VII. Jaguar expects a better deal from the limousine division and wants to introduce the new car at the Motor Show. As it becomes increasingly apparent that the timetable cannot be kept, an emergency solution is being found. Sir William Lyons, founder and master of Jaguar Cars Ltd., has the finished chassis of the MK VII shortened by 18 inches in order to achieve the right wheel distance for a sports car. He designs a matching, elegant open two-seater body on his own. Together with Fred Gardner, his man for practical implementation, he converts this into reality in Foleshill at the back of his work. The venture is only frighteningly short before the fair. This emergency solution will be produced in a small edition of about 200 vehicles to serve potential customers of the London Motor Show and to bridge the time for the introduction of the new MK VII. As you know, however, things are always different from what you think. The new Roadster strikes like a bomb and the orders are so numerous that it more than doubles the target number, not least because of the good price-performance ratio. It was then decided to produce the roadster in series. The Jaguar XK120 was born.

Due to the many technical innovations, which have been gained in motorsport but also from the experience with the previous model, it is time to bring a successor model to the market after six successful years of production. 1954 at the London Motor Show on Earls Court, it is time again, Jaguar presents the XK140. The result surprises only a few, what one wants to change in terms of appearance, especially the optics were already part of the success concept with the predecessor. With the chassis and the body, everything with its elegantly curved sideline stays the same. The export, especially to America, continues even after 6 years and so one corresponds to the customer's desire for more Chrome, which is very popular in the 50's. It comes with large, one-piece bumpers, trims and only 7 wide, instead of the 13 narrow longitudinal struts in the radiator grille. In the future, a Jaguar emblem will be emblazoned on the trunk, reminiscent of the victories at Le Mans. Even today, many years later, it will be said that this decision was a great admission to the market. Due to the further development of the engine, driven by commitment in motorsport, the driver is now pleased with 190 horsepower. The sport version (SE version) is equipped with the new cylinder heads of the XK120C short C-Type, which increases the horsepower to 210. The removal of the battery and the installation of the engine block by 76mm forward provides additional space in the interior. Thanks to the won space, a Laycock de Normanville Overdrive is now also available, as well as a three-speed automatic transmission from the company Borg-Warner for coupé and convertible from October 1956. The model variants remain unchanged. There is also an "Open Two Seater" (Roadster), a "Fixed Head Coupé", as well as a "Drop Head Coupé" (Cabrio). The production time of the XK140 will take just over two and a half years.

At the beginning of 1957, Jaguar was faced with the following situation. Sales of the Jaguar XK140 are at a new low. No wonder, vehicles without self-protruding bodywork already radiate the touch of the past. Since the xK120 was unveiled at the Motor Show on Earls Court, nearly 10 years have passed and the development in design and technology has overtaken the Jaguar XK. This can already be seen on the Jaguar XK-SS, which at the same time drives the streets in small numbers and emerged from the racing legend Jaguar D-Type. Then, on 12 February 1957, a major fire destroyed a large part of the Coventry plant, which is the hardest hit by the new sports car production. At a time when the old is no longer good enough and the new is not yet ready for the market, a decision has to be made, a final "facelift" has to be made. In mid-1957, the successor, the XK150, was launched. The Jaguar XK150 differs significantly from its predecessor in its exterior. The slender fast sports car has become a Tourer. but one that will take it far on the part of motorization. First of all, the 3.4 litre X140 engine with 190 hp is available, from which a 20 hp stronger version is created due to the newly developed B-Type cylinder head. With the delayed introduction of the "Open Two Seater" a 250 hp engine generation, the "S" version, will be added at the same time. Recognizable from the outside by a small "S" with solid line on the car door, under the hood by three large 2 inch S.U. HD8 carburettors, which are required by the newly developed "straight port" cylinder head Harry Weslakes. At the beginning of 1959 a 3.8 litre version follows, which is also available as an "S" version. Thanks to its strong engine, the XK150 is the first production vehicle to be fully equipped with Dunlop disc brakes. The XK150 will be the last of its kind, in the successor model the new direction will finally break through with brute force, the Jaguar E-Type.

It is March 14, 1961 at around 7:30 p.m., in Coventry a man gets into a car, his order to be in Geneva punctually the next morning, he will drive all night long. His name is Bob Berry, second man in the PR department at Jaguar, his destination is the Geneva Motor Show, his car the new Jaguar sports car, which is to be presented to the broad mass of the populace there. In the USA, it will be known as the Jaguar XK-E, in Europe it will write automotive history under the name Jaguar E-Type. For 5 years, Jaguar has been developing a completely new vehicle, which has nothing in common with its predecessors. Initially, it is planned for use on race tracks such as Le Mans, but will also be included in the product portfolio. Its roots come from C-Type and D-Type development. Therefore, no one is surprised that his spiritual fathers are William Munger Heynes and Malcolm Sayer. Sayer, who was one of the first to design vehicles based on aerodynamic aspects and Heynes, who developed a self-supporting body, also called monocoque, in search of weight reduction. The monocoque ends at the bulkhead and is screwed there with a steel mesh tubular frame, which serves as a carrier for the engine and the front suspension. The engine used is the 3.8 liter in-line six-cylinder from the Jaguar XK150S, which accelerates the E-Type due to some improvements up to 240 km/h at 6140 rpm. The rear suspension is housed under the body in its own frame with trailing arm, internal disc brakes, spring dampers and drive shaft. This can be easily installed and removed as an independent unit. With its long bonnet, which encloses the entire front area and opens tilted forward, it impresses with a brilliant design and will one day make it to the Museum of Modern Art (MoMA)in New York.