The Jaguar 420 and its Daimler sibling, the Sovereign, were sold between 1966 and 1969. By some, they were considered the “ultimate expression of compact sporting saloons” that Jaguar built in the 1960s. The car had its roots in the Jaguar S-Type and its higher cost didn’t attract a ton of buyers. The seller has a 1969 420G where the “G” stands for Grand. Located in Coral Springs, Florida, this 420G with right-hand drive has recently seen the light of day after more than 20 years in storage. Since it’s available here on craigslist for $4,265, does that qualify it for “cheap wheels”?
Jaguar’s 420 was the largest car built by the company until the XJ6 was released. Roughly 4,000 of the automobiles were built during its brief production run (according to the seller; other sources say it was more like 10,000), so they’re not common sights today. Besides its price tag, perhaps the bulbous styling of the roofline didn’t endear itself to buyers. The seller’s vehicle was no doubt built for consumption in Europe with the placement of the steering wheel on the “wrong side of the car” as Americans might say.
These cars were powered by a 4.2-liter DOHC six-cylinder engine that was rated at 245 hp using a dual carburetor set-up (the E-Types had three carbs with the same engine which delivered 20 more horses). The seller’s car has the triple-carb configuration that was also used on the XKE. The engine is paired with a 3-speed automatic transmission supplied by BorgWarner. We’re told the motor here turns freely and the cylinders have been flooded with Mystery Oil in anticipation of getting it fired up again.
Appearance-wise, this Jaguar has survived well. The dark green paint has surface rust which may be the extent of the effects of long-term storage. The interior seems to be in good condition, including the leather upholstery and wool headliner (!). We’re told everything here is complete right down to the tool kit in the trunk. For mobility purposes, the Jag sits on 16-inch XJ8 rims, and the seller begins to refer to the original 14-inch wheels but stops short on their whereabouts. Jaguars are known for their finicky maintenance requirements, so is the low acquisition cost for this “classic” the only thing that might make it cheap wheels?
The 420 and 420G are entirely unrelated bodies of vastly differing sizes, and the “G” wasn’t just a marketing thing or trim/spec designation.
The 420 was the final evolution of the Mark 2 via the S-type, retaining most of the original compact-size passenger compartment and doors, first gaining a new, longer roof and tail end with IRS in the S-type, and then a new, more upright and square-grilled front end with the 420.
The 420G was an evolution of the much larger, frankly enormous, Mark X, though these had basically the same powertrain and IRS as the compact S-type and 420.
Ultimately Jaguar replaced them both with a single model sized in-between, the original XJ6.
!00% correct. Unfortunately this BF write-up went down the wrong path and the MKX/420G had nothing in common chassis-wise with the Mk2 variants.
The MkX was an advanced engineering concept for its time, a stand-alone flagship model which replaced the MKIX.The model was aimed at the limousine market, often chauffeur-driven for CEOs, Mayors and the wedding/funeral trade. The Mk X was re-named 420G in 1966, but differences between the MkX and 420G were pretty minimal fashion updates.
The main difference was an engine upgrade from the 3.8L in the Mark X to the 4.2L in the 420G.
The Mark 10 had upgraded to the 4.2 XK gold head engine before it became the 420 G. Placement of the clock, a few trim pieces, and the grill were the only differences.
I would think a car with a model name of 420 today would be an easy sell, LOL!
I have a place in my heart for the G. I took my brother in law’s for dates and the senior prom. It was in these colors and had jaguar glasses for the “bar”. It was all about the back seat. It was the smoothest but firm ride at the same time, like a rock while moving. I see it now and I think of the XJ6L.
Always been a lover of the “G”
I had a 5 Speed Manual for quite some time
Lovely car to long distance haul in.
I love Jaguars! however, “cheap wheels” works as a descriptor right to the point you try to get this cat hunting again! Patience, however and lots of prayer might make this jewel a runner again! Hope DOES spring eternal, after all!
These had the tripple SU carb set up as standard, only difference to an E type was these had an electric “choke” rather than cable, the Mk X and 420G were basically the same car, the 420G being a facelift and 4.2 against 3.8, very rare over here, they take a lot to restore, lots of wood and leather!
Not the most prettiest girl in the room, but these drive beautifully!
The ride / handling balance is perfect for a big sedan, tons of room, and a far better build quality than the rest of the line.
All Mk X / 420G’s came with a triple car Etype engine.
I drive an Alfa Duetto, a 59 MGA and the Mark 10. The Mark 10 EASILY gets the most comments and compliments… i think it’s come into its own … mostly young people comment and go crazy positive when reamarking about the cars looks with the cars looks. There is not another that looks like it (Sorry but Hudson’s aren’t close)Lyons and Jaguar were making bold strokes in the 1960s . It had more to do with the future of Jaguar style wise then the Etype.
Back in the late 1970s I worked for a major supplier of TR2-6 and MG A & B spare parts. I was discussing the possibility of buying some obsolete TR parts from the local Triumph and Jaguar dealer, when on a tour of the parts department I walked past a rack of 420G front fenders [wings], about a dozen pairs. The Parts manager said if I bought all the obsolete TR parts he would throw in the 420G front fenders because there was zero demand for them in our area. He wanted them gone because they took up so much storage space.
We ended up with a couple of dozen Jag body panels for the cost of moving them 20 miles. We were buying the bulk of our early TR parts from a company in the UK called Cox & Buckles. When they heard we had all those NOS rust free 420G fenders, we ended up trading them to Cox & Buckles for a treasure trove of TR parts!
About 10 years later I found a Jag MKX, maroon with a red interior, LHD with factory A/C in the trunk. At first I thought it had a replacement full VINYL interior, but later on I found out the vinyl interior was an extra cost option! The car was very rusty, so I ended up parting it out, the A/C we installed in our 1868 Daimler 420 Vanden Plas limo, and a Jag collector in New Jersey came down and bought the vinyl interior, pulling it all out to put into one of his MKX cars.
I have a 65 MkXB limo. Restoration (much less just maintenance) is a labor of love as there is no ‘value’ in the car. With the exception of the engine, rear end and gauges almost everything about the X/420G is unique to the car (inc the BW8 transmission not used in any other Jag). So finding parts outside of pretty much the engine its both challenging and not cheap. Course, these days anything with a Jag is no longer cheap but we digress. This is a RHD G and looks like its been sitting for a long time. Assuming it will run, rebuilding the brake system will set you back almost $2k just in parts (the master is almost $600 alone). Not running? A minor refresh (mains/rods, etc) will set you back about $700 (parts). That BW 8 not right? A rebuild will only be $3,500 (sorry – I don’t touch those). Suspension – well, this is another area that bits and pieces from the E and XJ6/12 can be found to fit. So you’ll get off cheap at around $500 for a full kit. Oh…and the interior – since no one makes a kit, plan on a full custom resto in the $10-12,000 range if you do it right. Want to go whole hog? A nice paint job (not concour) will be in the $5-8,000 range and thats if theres no rust to deal with (fat chance). So doing most of the work yourself you’ll be out about $25-30,000 to bring the car up to a really nice driver condition in a car worth about half that…
I was offered a nice nearly rust free 68 RHD G that didn’t run 2 years ago for $1,400. Interior was decent, paint was presentable (albeit an older respray in silver), and had power windows. As tempting as it was, I passed
True. There were a few differences between the Mark X and subsequent 420G: the dash clock placement; the leather on the dash; they take different master cylinders, etc. The earlier Mark X’s had the 3.8 engine; later ones had the 4.2. Relics of these are, unfortunately, often snagged by E type owners just for the carbs or other XK Goldhead engine parts.
This one doesn’t seem to have A/C; it wasn’t such a popular option in the UK but US dealers often supplied a Delanair system (with the blowers in the trunk/boot) so that the chauffered owner in the rear seat could be cool. It’s a UK or Commonwealth market car apparently, but I’m surprised AC wasn’t added to it once it hit FLA.
I’ve owned a 4.2 Mark X for 40 years. Once sorted out properly by a specialist, they are a dream to drive. Much of the restoration expense is in the expensive acreage of veneer wood, leather, and similar items.
The drive train isn’t the costly issue.
I wish this wasn’t on the other coast. I would be tempted.to give it a shot.
Funny this should come up today on Barn finds, I’ve just been out today and put a down payment on a 1998 XJR Jaguar, 4.0 litre supercharged V8
Now all I have to do is sell either my 2006 Chrysler 300C Hemi or my 1962 Chrysler Imperial Crown 2 door to help pay for the Jaguar.
The cars are in Australia so shipping of about three grand might be an issue, the Imperial is still LHD, all up the Imperial works out to about $31,000us with shipping, zero rust, top condition with over $3,000 worth of new chrome and a 2 year old full silver/grey paint job, any takers??
To those of you who own RHD cars and are tired of ignoramuses pointing out that your stearing wheel is on the “wrong side493 as I am constantly on my
E403A Ford Prefect, simply tell them that you missed the recall watch them scratch their stupid heads.
Good one Richard, must remember that, like the lady at the mall who asked me if the steering wheel is on the left instead of the right are the foot pedals reversed as well, duh. I told her to try driving her car using her left foot on the throttle and see how she gets on, it won’t be pretty.