Coming soon!

A very rare chance to acquire a rather lovely 1965 Jaguar Mark X, which remarkably has only ever had one owner from new and this is the first time it has been offered for sale since 1965.

The Jaguar has covered just 82195 miles and the original and obviously very rare documentation is a joy to peruse.

The previous owner decided to show off his pride and joy in a car dealership showroom when this beautiful car was taken off the road in 1996, but the car continued to be serviced annually and kept in its very lovely unrestored condition.

The 1965 revised model benefits from the far superior 3 speed Borg and Warner automatic gearbox and has the more powerful 4.2 Jaguar engine and uprated Girling brakes. The Mark X benefits from recent full recommissioning with has included an oil change, camshaft replaced x 2, carbs rebuilt x 3, replacement filters, new set of plug leads, brake overhaul…basically everything that was required to ensure the Jaguar is fully road worthy after its 19 year ‘rest’.

The Jaguar drives beautifully and glides along with the grace and presence that only a Mark X can achieve. The mix of fully independent front and rear suspension and it’s sporting Jaguar heritage are very apparent when you decide to drive faster. Jaguar’s largest ever production car always moved very well.

This is a car that must be viewed and we challenge you not to fall in love with her at first sight. The wonderful period colour combination of Jaguar warwick grey coachwork and lavish red leather interior finished off with the simply superb walnut is quite imposing to say the least.

The years have been so very kind to this wonderful Jaguar and the bodywork and interior are in such good and honest straight condition. This car would hold it’s own in any car collectors portfolio of the world’s finest car ever built. Or it could be used and enjoyed everyday.

This is a fine old Jaguar and represents great value and a wonderful investment opportunity at just £16995. Watch these lovely marques rise in value.

I found a rather interesting old film about the Jaguar Mark 10 from the early 1960’s, I thought you might like a look.

As this is one of our favourite all time cars, we decided to share some further information about the marque.

Please take a look and learn a bit more about this wonderful old Jaguar:

When the Jaguar Mk X was launched in October 1961, it was the very essence of Jaguars marketing slogan of the time – Grace, Space and Pace. It was the biggest car that Jaguar had ever made, and the American market was firmly in the mind of Jaguar founder and managing director Sir William Lyons during the design of this car. The Mk X Jaguar had a very imposing presence on the road and even though this car was so large (this car was the widest British car ever made) the Mk X looked incredibly sleek & powerful. Technically this car was very advanced, and certainly ahead of its time. Built using all steel monocoque construction, it featured independent front and rear suspension, servo assisted front & rear disc brakes, limited slip differential and power steering. It was powered by the 3.8 litre twin overhead camshaft “XK” engine fitted with triple 2″ SU carburettors as used in the E type, and drove through either 3 speed automatic or 4 speed manual with overdrive transmission. The interior was lavishly appointed and featured leather seats of almost armchair proportions, each with their own individual armrests. The fully comprehensive instrumentation was set into a walnut veneer fascia, and indeed, walnut veneer was used extensively throughout the car on such items as screen surrounds, front & rear picnic tables, and door capping’s. Due to the sophisticated suspension (which was derived from the E Type) the car had amazing road holding and handled extraordinarily well for a car of such a vast size. Performance was very brisk, and the power was delivered effortlessly and without any drama as you may well expect from a car whose engine produced 265bhp, and an equally impressive 260lb ft. of torque.

In 1964 the engine capacity was increased to 4.2 litres, giving a useful increase in mid-range torque, the brakes were improved with Jaguar replacing the Dunlop system with a Girling set-up, and a Jaguar built manual gearbox replaced the Moss gearbox fitted to the earlier cars. In 1965 a limousine version of the Mk X was made which featured a front bench seat enabling the fitting of a glass division between front and rear passenger compartments, and air conditioning became available as an optional extra on both variants. In 1966 the Mk X underwent some minor revisions and was re-badged as the 420G. Interior revisions included leather cloth safety padding being added to the leading edge of the dashboard and the interior clock being mounted centrally on the dashboard rather than being integrated in the speedometer. External differences were again minor and included a thicker central vane in the radiator grille. The Jaguar 420G remained in production until 1970.

The unitary construction body-shell was code named “Zenith” during development and this floor pan continued in production long after Mark X production ended, as the DS 420 Limousine. The new style, four headlamps set into rounded front fenders with a vaned grill, first appeared on the Mark X. The interior was the last Jaguar with abundant standard woodwork, including the dashboard, escutcheons, window trim, a pair of large book matched fold out rear picnic tables, and a front seat pullout picnic table stowed beneath the instrument cluster. Later, air conditioning and a soundproof glass division between the front and rear seats were added as options.

The substantial doors required helical torsion springs inside the door pillars to enable them to be opened from the inside with an acceptably low level of effort.

The Mark X was the first Jaguar saloon to feature independent rear suspension. It differed from earlier large Jaguar saloons in having 14″ wheels instead of the more common 15″. It used a wider-track version of Jaguar’s IRS unit first seen on the E Type, which was subsequently used on Jaguar vehicles until XJ-S production ended in 1996. Front suspension used double wishbones with coil springs and telescopic dampers. The car initially featured a 3781 cc version of Jaguar’s XK in-line six-cylinder engine. A 9:1 compression ratio was standard, but an alternative 8:1 compression ratio was available as an option. For the London Motor Show in October 1964 the enlarged 4,235 cc unit took over, although the 3.8-litre unit could still be specified until October 1965.

Triple SU carburettors were fitted, fed from an AC Delco air filter mounted ahead of the right hand front wheel.
Transmission options were manual, manual with overdrive, automatic or automatic with overdrive. The arrival of the 4.2-litre power unit coincided with the introduction of a newly developed all-synchromesh four-speed gear box replacing the venerable box inherited by the 3.8-litre Mark X from the Mark IX which had featured synchromesh only on the top three ratios. Many domestic market cars and almost all cars destined for the important North American markets left the factory with a Borg Warner automatic gear-box. The 4.2-litre engine’s introduction was also marked by a transmission upgrade for buyers of the automatic cars, who saw the Borg Warner transmission system switched from a DG to a Typ-8 unit. The power train was completed by a Thornton Powr-Lok limited-slip differential. Stopping power for this heavy car came from power-assisted disc brakes on all four wheels. Power-assisted steering was standard, the later 4.2 cars receiving Marles Varamatic Bendix (Adwest) variable ratio steering boxes, designed by an Australian, Arthur Bishop.

For the London Motor Show in October 1966 the Mark X was renamed the Jaguar 420G (not to be confused with the smaller Jaguar 420). The 420G was distinct from the Mark X only with the addition of a vertical central bar splitting the grille in two, side indicator repeaters on the front wings, and a chrome strip along the wing and door panels (two tone paint schemes were also available with the chrome strip omitted). Interior changes included perforations in the central sections of the leather seats, padded dashboard sections for safety, moving the clock to a central position, and the introduction of air conditioning as an option.

A “limousine” version was available, on the standard wheelbase, with a dividing glass screen partition and front bench seat replacing the separate seats of standard cars. The wheelbase was extended by 21″ with the mechanical underpinnings of the car being subtly re-bodied for the 1968 Daimler DS420. This car was built until 1992 and used by many countries in official capacities, and frequently by funeral homes; either with a saloon body for carrying mourners or a hearse body.

Despite running for the same length of time as the Mark X (5 years) the 420G sold in less than a third of the numbers: this lack of popularity and the increasing production of the XJ6 resulted in the 420G being run out of production in 1970.

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