September 7, 2007

Motoring Memories:
Jaguar XK-SS, 1957

1957 Jaguar XK-SS. Click image to enlarge

Story and photo by Bill Vance

When the Jaguar XK120 roadster was introduced late in 1948 it was a sensation. Its sleek, voluptuous lines, 160-horsepower double overhead cam, six cylinder engine, and 193 km/h (120 mph) top speed, all for less than the cost of a Cadillac, made it an immediate success. In spite of some quality problems, which would plague Jaguar for many years, North America went crazy over it. And the British, anxious for hard dollars, made sure that most of the early production went to the U.S.

The XK120 was a touring machine in the grand tradition, but in spite of it being intended as a fast highway tourer, not a racing car, owners immediately began entering them in competition. The factory even relented and ran one in the 1950 LeMans, France 24-hour race. Although it failed to finish, it definitely demonstrated potential, so Jaguar set out to produce a competition version.

This racing venture was so successful that the Jaguar C-type, and later D-type competition cars, would win LeMans in 1951, '53, '55, '56 and '57, five times in seven years. The marque thus returned Britain to its LeMans glory days of the 1920s Bentleys, which also won LeMans five times in seven years between 1924 and 1930.

In 1956 when the Jaguar factory decided to get out of direct racing and leave it to the privateers, it still had a supply of left-over D-types racers on hand. It decided to dispose of these by converting them to road-going roadsters. This involved such changes as civilizing the interior, removing the central cockpit partition and head rest, and fitting a windshield, top, bumpers, luggage rack and better seats. In spite of the fact that they were all right-hand drive, they were still aimed at the United States.

Not surprisingly the XK-SS looked exactly like what it was, a converted racer. It was a low, squat, purposeful looking machine, with a hood, complete with "power bulge," that sloped down between the curvaceous front fenders. The only jarring note was the sharply curved windshield that appeared rather too upright. The 16-inch perforated alloy disc wheels were secured by three-point knock-off hubs.

Under that sloping hood was the venerable 3.4-litre overhead cam Jaguar six tuned to produce 250 horsepower, rather than the Jaguar XK150 roadster's 210. Suspension was independent in front with A-arms and torsion bars. In the rear was a solid axle located by trailing links and sprung by torsion bars. Power assisted disc brakes were fitted all around, and power went to the rear wheels through a four-speed, all synchromesh manual transmission. Steering was by rack-and-pinion.

Inside, the cockpit was snug to say the least, especially with the top up. And if your feet weren't too big you would be able to manage the pedals. The driver faced a classic wood-rimmed steering wheel and a full array of white-on-black gauges. The top was a challenge to erect, and once up, provided only marginal weather protection. The passenger had to be careful entering and exiting through the tiny door as the muffler was directly under the door.

But for the seasoned enthusiasts, many of whom would be racing their SSs, these inconveniences were all secondary. What was important was what happened when you mashed the accelerator and swept off into the first long bend. Performance was prodigious, as would be expected of a thinly disguised, 1,112 kg (2,230 lb) race car.

California-based Road & Track magazine (8/57) travelled to Texas to test the first XKSS to arrive in the U.S., and reported a zero to 96 km/h (60 mph) time of 5.2 seconds and a top speed of 240 km/h (149 mph). Both of these figures stand up very well today 50 years later.

Obtaining the acceleration figures was a real challenge. The XKSS did not have a limited-slip differential, and this, combined with the 6.50-16 tires, skinny by today's standards, meant that wheelspin was a real problem. The testers did, however, finally manage to obtain some figures they considered credible.

Conversion of the D-types into the XKSS began in 1957. Unfortunately it would come to a premature end. In 1957 a disastrous fire swept through the service department and one end of the Jaguar factory on Browns Lane near Coventry. The result was that only 16 XKSSs would be produced.

Of the 16 XKSSs built, one stayed in Britain, one went to Hong Kong, two came to Canada, and the other 12 went to the U.S. While they were tractable enough for regular driving, many of them were also raced with considerable success. A few of them were eventually converted back to D-types, making the original SS even more rare.

Naturally with their rich racing history, blistering performance, and rarity, XKSSs are now very valuable collectibles.

For more Bill Vance automotive history, see www.billvanceautohistory.ca

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