Buyer’s Guide — Jaguar XK120, XK140 & XK150
What to know before buying a Jaguar XK sports car.
Overview
The Jaguar XK series was produced from 1948 to 1961 and introduced the legendary XK twin-cam six-cylinder engine that would power Jaguars for decades. The XK120 (1948–54) stunned the world with its 120 mph capability. The XK140 (1954–57) added rack-and-pinion steering and more power. The XK150 (1957–61) brought disc brakes and a more refined grand touring character. All were available as roadster (OTS), fixed-head coupe (FHC), and drophead coupe (DHC).
What to Look For — Body & Chassis
| Chassis | Substantial box-section steel chassis. Check for corrosion at front and rear crossmembers, spring mounts, and outriggers. The chassis is repairable but costs mount quickly. |
| Body (XK120 Early) | Very early XK120s have aluminium bodies on ash frames — check the wood for rot and the aluminium for cracking. |
| Body (Steel) | Later XK120s and all XK140/150s have steel bodies. Check sills, floor pans, lower wings, and door bottoms for rust. |
| Wings | Front wings bolt on and are removable. Rear wings are welded. Check for corrosion at the bottom edges and around the wheel arches. |
| Boot Floor | Water collects in the boot. Check for corrosion around the fuel tank area. |
What to Look For — Mechanical
| Engine | The XK engine is a masterpiece but demands proper maintenance. Check oil pressure (40+ psi driving), listen for timing chain rattle, and check for head gasket issues. The 3.4 and 3.8 litre versions are strong and long-lived if maintained. |
| Gearbox | Four-speed Moss box on XK120/140 — notoriously slow shift action but acceptable when properly adjusted. XK150 got an improved all-synchro box. Some cars have automatic — less desirable. |
| Brakes | XK120/140 have drums — adequate with proper maintenance. XK150 introduced Dunlop disc brakes — a significant improvement. Check for seized calipers and scoring. |
| Steering | XK120 has recirculating ball — vague by modern standards. XK140/150 have rack and pinion — much better. Check for play and worn joints. |
| Cooling | The XK engine runs hot. Ensure the cooling system is in good order — clean radiator, functional thermostat, good water pump. |
| Wire Wheels | Check splines on hubs and wheels. Worn splines cause dangerous wheel wobble. Re-splining or replacement is expensive. |
Parts Availability
Very good — the XK series has strong specialist support from SNG Barratt, XK Engineering, Suffolk & Turley, and others. Most mechanical parts are readily available. Body panels are available as reproductions. Chrome and trim parts can be expensive but are obtainable.
What a Good One Should Feel Like
A well-sorted XK should feel fast, smooth, and exciting. The twin-cam six produces a wonderful sound and pulls strongly from low revs. The XK120 feels raw and sporty; the XK140 is more refined with better steering; the XK150 is the most civilised with its disc brakes and improved cockpit. All should cruise comfortably at speed with that unmistakable XK engine note.
Price Guide (Approximate, 2026)
| XK120 OTS — Project | $60,000 – $90,000 |
| XK120 OTS — Excellent | $150,000 – $250,000 |
| XK140 OTS — Project | $50,000 – $80,000 |
| XK140 OTS — Excellent | $130,000 – $200,000 |
| XK150 OTS — Project | $55,000 – $85,000 |
| XK150 OTS — Excellent | $140,000 – $220,000 |
| XK150S 3.8 OTS | $200,000 – $350,000+ |
Roadsters (OTS) command the highest prices. Fixed-head and drophead coupes are typically 20–40% less. The XK150S with 3.8 engine is the most valuable. Early aluminium-bodied XK120s are extremely rare.