Jaguar's ancestry goes back to 1922, when William Lyons joined forces with William Walmsley to create the Swallow Sidecar Company. The first Swallow car body appeared on an Austin Seven in 1927, and by 1931 Swallow was making 50 bodies a day.
Despite the Depression, Lyons felt bullish enough to build his own car - and so the SS1 was born. SS Cars Ltd became a public company in 1935, the same year the Jaguar title was born for a new range of cars. The new name stuck, but wasn't formalised until the company became Jaguar Cars Ltd in 1945 - the war gave the SS initials an unwanted association.
Jaguar bought Daimler in 1960, but itself merged with BMC in 1966 and then became part of British Leyland's corporate mire in 1968. Saner times returned when the company became Jaguar Cars Ltd again in 1980, under John Egan. Privatisation in 1984 was followed by Ford's takeover in 1990, for the staggering price of £1.6 billion.

SS1 (1931-1936), prod 4228
Sir William Lyons' first car in his own right. Lots of style but lack of breeding gave it "Wardour Street Bentley" tag. All have long, long bonnets, but various bodies: close-coupled coupé first, then four-seater coupés/tourers for improved '33 version, airline saloon for '35. Sidevalve Standard engines initially 2054/2552cc, up to 2143/2663cc in '34.
70-80mph, bargain prices.

SS2 (1931-1936), prod 1801
Little sister for SS1, first with Standard 1005cc engine, shorter wheelbase (80in against SS1's 119in), three-speed 'box (SS1 was four-speed). For '34 two engines available (1343/1608cc), wheelbase to 104in, four-speed.
Mediocre handling ans slow, but lovely looks.

SS Jaguar 1½ Litre (1935-1940), prod 6658 (saloon), 677 (dhc)
More up-to-date lines for four-door saloon, then shapely dhc from '38. With Jaguar name, moving away from Standard origins (except for engine).
Sidevalve 1608cc replaced by ohv 1775cc for '38 - but still over-bodied and underpowered.

SS Jaguar 2½ Litre (1935-1940), prod 5023 (saloon), 384 (dhc)
First ohv model (before 1½ Litre changed), using SS-developed Weslake/Heynes head on Standard six-cylinder block for 104bhp. Smooth, flexible engine, close-ratio four-speed 'box, improving handling - and new Jaguar name.
Saloon and dhc equally elegant, various upgrades for '38.

SS 90 (1935), prod 24
New direction for SS, and start of an immortal line of sports cars. Fantastic shape, with long, low bonnet, sweeping wings and slab tail; based on shortened (by 15in) SS1 chassis.
Engine was larger sidevalve six-cylinder Standard (2663cc) taken from SS1, but with high compression (7:1), counterbalanced crank and high-lift cramshaft; power not stated but 75-80bhp.
Offering 90mph (hence name) for £395 was great value, but SS100 came within six months.

SS Jaguar 100 (1935-1939), prod 191 (2½), 118 (3½)
Famous name - Jaguar - arrives with SS100's launch (at same time as new SS Jaguar saloons). New 2½ engine (104bhp, now hood for 100mph), brakes, steerign shared with saloons.
The 3½ for '38 gave staggering acceleration: 0-60mph in 10.4 secs.

SS Jaguar 3½ Litre (1938-1940), prod 1067 (saloon), 241 (dhc)
The 2½ Litre with bigger six-cylinder ohv engine (3485cc, 120bhp) and shared changes for '38: new all-steel body without ash frame (cheaper to make) was the most significant.
Nothing else could touch its 90mph top speed for the price.

1½ Litre (1945-1949), prod 5761
Pre-war model revived, but without SS initials (war-time connotations saw to that)), no tourer body. The 1776cc ('1½ Litre'!) engine slightly revised (new inlet manifold), power still 65bhp.
Most exported: new US market meant 1½ Litre became first left-hand drive Jaguar, in '47.

2½ Litre & 3½ Litre (1946-1949), prod 1749 (2½ saloon), 3860 (3½saloon), 101 (2½dhc), 498 (3½dhc)
Like 1½ Litre, warmed-over pre-war designs, built almost wholly for export, dhc very rare. Hypoid rear axle, needle roller layshaft gearbox bearings, bigger oil pump are new post-war - trivial stuff!

MK V (1948-1951), prod 9499 (saloon), 1000 (dhc)
Shape little changed (but all panels altered), very different benaeth: new chassis, first jaguar with indipenden front suspension (torsion bars) and hydraulic brakes (Girling).
Still 2½ and 3½ engines, elegant (and rare) dhc only two-door.

XK120 Roadster (1949-1954), prod 7614
Sensation of Earls Court in '48, planned as limited-run test-bed for new XK 3.4 engine. First 240 have aluminium bodies on wood frame, the rest all-steel. Fantastic shape (styled by Lyons in just two weeks), 120mph top speed. Roadster had simple hood , cutaway doors.

MK VII & VIIM (1951-1957), prod 20,937 (MkVII), 10,060 (MkVIIM)
MkV successor (no MkVI because Bentley made one), Jaguar moves from tradition to innovation. XK motor designed for this car: 102mph, fine handling, great luxury. 3.4 unit up to 190bhp fir MkVIIM for '55, plus suspension tweaks.

C-Type (1951-1953), prod 54
Based around XK parts (first called XK120C) in new stressed-skin spaceframe chassis, designed for Le Mans (won in '51 and '53). 3.4 engine uprated to 220bhp, beautiful shape by Malcolm Sayer, disc brakes for '52 on works racers; 44 'production' versions built.

XK120 Fixed-head (1951-1954), prod 2680
Second XK model to appear - and even more good-looking. Facia and door cappings in wood, wind-up windows, footwell vents - but two-seater only, with stowage box in rear compartment. Like roadster, thin-slat grille and skimpy bumpers identify XK120.

XK120 Drophead (1953-1954), prod 1767
Ringing the changes: third XK body style is a more sumptuous soft-top, with tailored hood (with lining and interior light), lots of wood, wind-up windows. C-type head offered across range from '53: power to 210bhp (from 160bhp basic or 180bhp Special Equipment).

D-Type (1954-1957), prod 71
C-type's successo, with full magnesium alloy monocoque tub. Won Le Mans in '55 (works entry), '56 and '57 (Ecurie Ecosse).
Early cars have 'short-nose', but 'long-nose' comes for '55 works cars. Production D-types (54 built) have 3.4 engine, but later racers used 3.8.

XK140 (1955-1957), prod 3347 (roadster), 2798 (fhc), 2790 (dhc)
Same three body styles but detail changes: broad-slat grille, stouter bumpers, different boot lid. Engine moved forward by 3in to increase cabin space (fhc and dhc now have 2+2 seating), change to rack and pinion steering.

MK VIII (1956-1959), prod 6247
Same shell as MkVIIM, but even more lavish. One-piece 'screen, bolder grille frame and more chrome are external clues; most have two-tone paint finishes. Cabin more special than ever, engine (still 3.4) up to 210bhp; top speed now 107mph. Most have auto 'boxes.

2.4 Litre & 3.4 Litre (MK I) (1956-1959), prod 19,705 (2.4), 17,280 (3.4)
Launched as 112bhp 2.4 (210bhp 3.4 followed in '57), new 'compact' created a bloodline lasting to end of MkII. Later dubbed MkI, it saw first use of unitary structure. 2.4 has full rear wheel spats, 3.4 (Jaguar's first 120mph saloon) has cutaway ones.

XKSS (1956-1957), prod 16
Refined version of D-type, created to use up unsold monocoques. Undivided passenger compartment, proper interior trim, full 'screen, folding hood - but mechanically pure D-type. Great performance, 0-60mph in 5.2 sec. Factory fire in February '57 halted production.

XK150 (1957-1960), prod 1339 (roadster), 4101 (fhc), 2489 (dhc)
Fattened XK with broad grille and more girth, but surprisingly few all-new panels (bonnet just had raised fillet to increase width). Big news was all-round disc brakes. Roadster came a year late in '58, engine 3.4 to 3.8 for '60.

XK150S (1958-1960), prod 924 (roadster), 359 (fhc), 140 (dhc)
Hot XK using cylinder head reworked by Harry Weslake (revised porting, triple SUs, new inlet manifold). Power up from 210bhp to 250bhp on 3.4, then to 265 bhp on 3.8 for '60.
Very rare, very quick: 0-60mph 7.3 secs, 136 mph maximum.

MK IX (1958-1961), prod 10,002
Larger engine, power steering (first Jaguar with this as standard) and all-round disc brakes (world's first luxury saloon with these) account for name change from MkVIII to MkIX. XK engine bored to 3.8 for 220bhp/240lb ft; 114mph, 0-60mph in 11.3 secs.

MK II (2.4, 3.4, 3.8) (1959-1967), prod 26,322 (2.4), 29,531 (3.4), 27,848 (3.8)
Saloon icon, with brilliant blend of style, comfort and performance, especially as 126 mph 3.8. Disc brakes, more glass area and wider rear track changes from MkI. Power ranges from 120bhp (2.4) to 220bhp (3.8).

E-Type 3.8 Roadster (1961-1964), prod 7818
For many, the original is best - only the V12 roadster equals open 3.8 in value. New independent rear suspension, disc brakes; triple SUs give 265bhp. Performance staggered the world: 194.1 mph, 0-60mph in 7.1 secs. And that lovely shape...

E-Type 3.8 Fixed-head (1961-1964), prod 7663
Less valuable than open car, but even better looking? Graceful shape, with practical side-hinged tailgate and lots of luggage space. Spec identical to roadster, top speed a whisker higher despite extra weight. Outsold by roadster in US, but fhc more popular in UK.

MK X (3.8 & 4.2) & 420G (1962-1970), prod 12,961 (3.8), 5672 (4.2), 5542 (420G)
New flagship model: advanced engineering (all-independent suspension, first unitary big Jaguar), bloated styling (widest British production car until XJ220, 17ft long). 4.2 engine from '64, updated to 420G (for Grand) for '67.

S-Type (3.4, 3.8) (1964-1968), prod 9928 (3.4), 15,065 (3.8)
Intermediate car between MkII and MkX. Revised MkII shell (new front and rear, different roofline) with MkX independent rear suspension. Heavier than MkII by 3cwt, so gutless 2.4 dropped; no change under bonnet except new power steering.

E-Type 4.2 (Roadster and FHC) (1964-1968), prod 9551 (roadster), 7771 (fhc)
Revamp with 4.2 engine (power still 265bhp, good torque increase to 283lb ft) and all-synchro 'box. Exterior the same (cowled lamps and thin bumpers), but seats are more comfortable and brakes are better (both were criticised on 3.8).

E-Type 4.2 2+2 Coupé (1966-1968), prod 5586
Two years into 4.2's life comes 2+2, with 9in wheelbase stretch. Always criticised for its looks, but isn't it still gorgeous? Rear seats tight for adults (but later XJS is worse), but even more luggage space. Auto is now offered (only on 2+2), but this drops 0-60mph to 8.9 secs.

420 (1966-1968), prod 10,236
Jaguar cuts another model niche. Not to be confused with MkX-derived 420G: this one based on S-type buth with entirely new nose (like MkX but leaner), and runs side-by-side with S-type. Downgraded 4.2 engine, twin instead of triple SU's, 20bhp less at 245bhp.

240/340 (1967-1969), prod 4430 (240), 2804 (340)
The final MkII phase, these models mildly cheapened to distance from S-type and 420 - hence no '380' officialle (but nine built to special order. ambla trim standard, slimmer bumpers, simpler woodwork - and prices lower than parallel MkIIs.

E-Type 4.2 Series II (1968-1970), prod 8641 (roadster), 4878 (fhc), 5329 (2+2)
More revisions (many to meet US laws), some on so-called 'Series 1½' from '67: open headlamps, bigger grille 'mouth', larger tail lamps, heavy bumpers, more 2+2 'screen rake, rocker switches inside, power steering optional.

XJ6 (2.8, 4.2) (1968-1973), prod 19,322 (2.8), 59,951 (4.2)
Brilliant new saloon, big grille in S1 form. New levels of refinement and comfort. 4.2 (173bhp, 120mph) fast and responsive, 2.8 (140bhp, 113mph) merely adequate. Longer wheelbase (by 5in) for 4.2 from '72. Collectible and still cheap.

E-Type Series III (1971-1974), prod 7982
One of the world's great engines rejuvenates E-type, roadster now on longer 2+2 wheelbase. more of a grand tourer (power steering standard), but quick: 0-60mph in 6.4 secs with manual (auto optional). The last 50 roadsters are commemorative models in black.

E-Type Series III 2+2 (1971-1974), prod 7310
Lwb 2+2 now the only fixed-head version. New engine is sublime: two-cam 5.3 V12 has 272 bhp and 304lb ft of torque; flexibility suits the auto that most buyers specify. body changes include chromed grille and flared wheelarches, air conditioning now optional.

XJ12 (1972-1973), prod 3228
Fitting 5.3 V12 (265bhp) in XJ shell (swb and lwb) creates world's fastest production saloon (152mph), Car of the Year in '73. Auto only, and gas-guzzling 12-14mpg. High-luxury vanden Plas trimmings for Daimler only.
At the time, maybe the world's best car.

XJ6 Series II (3.4, 4.2)/XJ12 Series II (1973-1979), prod 6880 (3.4), 69,951 (4.2), 16,010 (5.3)
Higher front bumper, shallower grille, new facia (minor dials in front of driver). Swb dropped in '74, 3.4 engine (161bhp) arrives in '75. Still great, but reputation sagging with quality problems; least desirable XJ saloon today.

XJ Coupé (4.2, 5.3) (1975-1977), prod 6487 (4.2), 1855 (5.3)
Two-door coupé on swb platform with pillarless side windows (and leaks too), always with vinyl roof. Elegant but not a big seller, especially with V12 - and disastrous Broadspeed racers spoiled image. Long hyped to rocket in value, but few signs yet.

XJS (1975-1981), prod 14,890
Brilliant grand tourer, but not an E-type successor. Last Lyons/Sayer design, but buttressed tail styling unhappy. Injected V12 gives silken 285bhp, stress free performance, 155mph. Most three-speed autos, but manual available. Good survivors scarce.

XJ6 Series III (3.4, 4.2) (1979-1987), prod 5799 (3.4), 117,897 (4.2)
Even prettier thanks to Pininfarina restyle, with new grille, more glass, flatter roof. 4.2 has fuel injection (205bhp), 3.4 keeps twin SUs (162bhp). Manual 'box becomes five speed, but most have auto. a good one is a bargain these days.

XJ12 Series III (1979-1992), prod 15,918
The ultimate XJ saloon, soldiering on five years into XJ40 period. Peerless refinement, effortless performance and terrific quality (once Egan was in charge). From '81 'Fireball' heads on HE raise power from 285bhp to 299bhp - and 15-17mpg possible! Still auto only.

XJS HE (1981-1991), prod 46,895
As with XJ12 saloo, May-designed 'Fireball' heads raise V12 power to 299bhp for new HE (High Efficiency) model. Smarter interior, now with wood. ZF four-speed auto and sharper suspension from '87. Coupé sales keep growing, even after ragtops arrive.

XJS Cabriolet (3.6, 5.3) (1983-1988), prod 1143 (3.6), 3864 (5.3)
Halfway house XJS soft-top: cabrio has fixed side windows and roll-over bar. Neat hood (two solid roof panels, fold-down rear section), but laborious to use. Coupé's rear seats replaced by lockers. New 3.6 AJ6 unit straight away, V12 from '85.

XJS 3.6 (Coupé) (1983-1991), prod 9979
New Aj6 twin-cam engine, XK unit's succesor, first used in XJS (coupé and cabrio). Initially with 225bhp (and some coarseness), down to 221bhp (but more torque) from '87. Suspension/steering changes in '87 add sporting edge, even on auto versions.

XJ6 (2.9, 3.6) (1986-1990), prod 14,148 (2.9), 83,273 (3.6)
Much-vaunted XJ40, improved in most respects except styling (now a bit gawky) and instruments (gimmicky electronics). AJ6 engine in 2.9/165bhp or 3.6/221bhp forms, auto 'box (with novel 'J' gate selector) or manual. Handling/ride better, but 2.9 slow.

XJS V12 Convertible (1987-1991), prod 12,771
A proper convertible, replacing cabrio - the most desirable XJS of all. Powered hood, able to fold in 12secs. Still no rear seats, but this car's for the self-indulgent. Structural bracing (Karmann provided engineering help) eliminates scuttle shake, anti-lock brakes standard.

XJR-S (1988-1993), prod n/a
Barnstorming V12 sold under Jaguar Sport banner, until regular XJS takes 6.0 engine used from '89. First 6.0 has 318bhp, 333bhp from '92. Very fast: 0-60mph in 6.3secs for late cars. Viceless handling from tweaked suspension, but body kit an acquired taste.

XJ6 (3.2, 4.0) (1989-1994), prod 21,156 (3.2), 86,296 (4.0)
Engine upgrades for AJ6: big one to 4.0 (235bhp) in '89, small one to 3.2 (200bhp) in '90, both with significant torque gains. Better auto-shifts from electronic ZF four-speed. Only external change is chrome trim round tail-lights, but new dials inside are welcome.

XJS (4.0, 5.3, 6.0) (1991-to date), prod n/a
Leaner tail styling and subtle nose revisions in £50 million update, plus smarter cabin and better handling. AJ6 engine stroked to 4.0 (223bhp, 287lb ft), then in '93 V12 grows from 5.3 to 6.0 (318bhp, 342lb ft). From '92 convertible gets 4.0 unit, 2+2seats in '93.

XJR-15 (1990-1991), prod 30
Built by TWR so not strictly a production Jaguar, but sold trough Jaguar Sport. Gorgeous shape by Peter Stevens, carbon/Kevlar monocoque, 6.0 V12 engine tweaked to over 450bhp. Made primarily for GP-supprting race series in '91, but equipped for road use.

XJ220 (1992-1994), prod 350
Briefly the fastest of all supercars, then upstaged by McLaren F1. Debut as V12 prototype in '88, productionised with twin-turbo 3.5 V6 giving 542bhp/475lb ft. Top speed 213mph, 0-60mph in 3.6 secs, 0-100mph in 7.9 secs. Cost £403,000, but drop in value caused rows.

V12 Saloon (XJ40) (1993-1994), prod 3799
More than six years after XJ40 launch, bodyshell finally adapted (with 60 new panels) to take V12, in 6.0 form with 318bhp/342lb ft. New electronic GM four-speed auto, no manual. Refinement, quality, luxury - at £54,000 a bargain compared with Merc S-class.

XJ6 / XJ12 (facelift) (1994-to date), prod n/a
First proper new model since Ford takeover in '90. 'Retrolutionary' (in Jaguar-speak) styling is graceful, model range wide. Reworked Aj16 'six' and unchanged V12: naturally-aspirated units are 3.2 (219bhp), 4.0 (249bhp), 6.0 (318bhp). It looks like a winner.

XJR (facelift) (1994-to date), prod n/a
Jewel of the new XJ range: supercharged 4.0 engine delivers 321bhp and 378lb ft. Incredible mid-range acceleration, 0-60mph in 5.7 secs, 153mph top speed. Sharp handling but ponderous gearshift. Stunning looks, with wire mesh grille and chunky alloy wheels.

XK8 (1996-to date), prod n/a

XKR (1998-to date), prod n/a