One of my favorite automotive writers, who was also an automotive designer in a past life, has said that a car that looks right is right, meaning that if your eye finds it pleasing, then it’s likely that the air does, too. In a world where cars are designed using computers rendered in virtual space and aerodynamics are as important as horsepower, that artist’s touch has been lost. Perhaps that’s why older cars talk to us so clearly, and why machines like this 1954 Jaguar XK120 MC roadster remain an unmatchable standard of beauty. Even more remarkable, imagine it’s 1948 and everyone is driving around in big, frumpy sedans, and THIS shows up. The XK120 was a game-changer for multiple reasons, and it’s why they remain blue-chip investments today. But I would argue that if you’re buying this car as an investment, you’re missing the point entirely, because few cars are as joyous to drive as an elemental roadster that’s all about you, the machine, and the road. No filters, no distractions, just driving in its purest form. That is the right reason to own this car.

No doubt it’s beautiful. There’s not a wrong line anywhere on the XK120, and for many Jaguar enthusiasts, the first remains the benchmark against which the others wither and pale in comparison. The hood looks ten feet long, the fenders curl and tuck over the wheels very much like a crouching cat’s legs, and the proportions are exactly right in every direction. Better still, this one is rendered in arguably the best color, British Racing Green, which has defined the very best from England for more than a century. It has been recently and expensively restored, and if you sight down the bodywork, you’ll see no ripples or waves, no misaligned panels, no questionable workmanship at all. Work like that doesn’t come cheap, but then again, this car is worthy of the best. There’s a brilliant shine and depth to the paint that probably wasn’t there even when it was new, and it’s hard to resist running your hands over the crown of the front fenders and down to the door, almost as if you were petting an animal. Of course, all the chrome has been refinished to show standards, including the unique headlight grilles that are an integral part of the trim rings and an accessory I’ve never seen before. I like them a lot. Other details include the slender XK120-only bumpers, the delicate mirrors perched way up front on the fenders (or “wings” as they’re known in their homeland), and the small taillight housings on top of the rear deck.

While most BRG Jags get tan or “Biscuit” hides inside, this one carries gorgeous Butterscotch leather that’s so rich and appealing that you almost can’t resist touching it. The contrast with the dark green paint is brilliant and it gives this particular XK120 a sophistication that helps it stand out in a crowd. The patterns and materials are quite authentic, from the built-in map pockets in the doors to the lovely rounded bead that surrounds the cockpit to the color-matched carpets with matching piping. The wood-rimmed steering wheel is on an interesting telescoping column and the aluminum spokes have just the right soft gloss. All the instruments appear fully functional, although I believe the temperature gauge is a bit of an optimist, although the car shows zero signs of running hot under any conditions. The heater works as well, although it’s tepid at best, and just about the only item that’s non-functional are the wipers, but it’s not like this car is going to fight its way through a downpour, right? And speaking of downpours, there is a top with the car (two, in fact) but it is not currently installed. The frame is complete and the original tan canvas top with correct window frame is in good condition, and there’s a newer tan vinyl top as well. For regular driving, there’s also a tan tonneau cover that seals it up quickly and easily, and doesn’t take up any critical space behind the seats. All the top does is get wrinkled and mildewy when it’s back there, anyway. The trunk is correctly finished with matching butterscotch mats and cards, and it includes a full-sized spare on a matching wire wheel, a complete tool roll, jack, and brass knock-off hammer.

The all-new 3.4 liter DOHC inline-6 used in the XK120 was revolutionary when it was new and still seems contemporary today. In fact, it was used in one form or another into the 1990s, demonstrating remarkable longevity and versatility. As a Jaguar, this car is certain to get a great deal of scrutiny from experts, so we’ll just get the important things out of the way first: The car is 100% matching-numbers, including the engine block and head. The engine number is F2787-8S, with the F designating a late XK120 engine, which, of course, this is. The block is a correct C4820 block and is stamped with the same numbers found on the firewall tag. The cylinder head is also stamped with F2787-8S, with the 8 suffix indicating 8:1 compression, and the S designation at the end indicating an upgraded cylinder head, called M or MC specification. There’s no question this is the car’s original powertrain. The engine itself has been rebuilt and runs superbly, with none of the finicky nonsense that seems legendary with these cars but not particularly tied to reality. Turn the key, allow the fuel pump to run for a few moments, and push the starter button. It springs to life almost instantly, settling into a smooth 1200 RPM idle without any fussing or tricks. Blip the throttle and it responds, hot or cold, suggesting that someone invested the time to get both carburetors running their best. There’s plenty of polished aluminum, from the cam covers to the carburetor bowls, and the details are quite correct, including the hose clamps and Lucas ignition coil, as well as the unique L-shaped upper radiator hose. Looks great and runs great? How totally Jaguar!

The 4-speed manual transmission is also original to the car, and the shifter clicks through the gears like a toggle switch. It’ll take some acclimation, however, because like most Moss gearboxes, it doesn’t like to be rushed. Get it right and it is a joy to drive and you’ll find yourself shifting often simply to hear the bellow of that magnificent six-cylinder engine. Clutch take up is smooth and chatter-free, and we learned that the carbon throw-out bearing that these cars use is heavy enough to slow down the starter, so just leave the clutch alone and put it in neutral for starting—it’ll spin faster. The undercarriage was restored as well, and while it’s not trailer-queen-perfect, it’s very, very nice. There are signs of use, of course, because this is a car that demands to be driven, but you will note that there is no evidence of rust ever being a factor on this car and the fittings and hardware underneath are quite authentic. There’s a new stainless steel exhaust system, correct copper fuel lines, and new wiring, and any demerits could probably be erased with a day or two of detailing. Why you’d do that, I can’t say, but if you want a trailer queen, this car could be there without a lot of time or money. Chrome wire wheels sparkle against the green paint and wear properly tall 185HR16 Vredestein radials for improved handling and a classic look.

We understand the scrutiny that these cars receive; after all, nobody wants to make an expensive mistake. We also know that the market is moving so quickly that price guides are obsolete before they’re printed. This is an excellent specimen with all its numbers in order, the desirable MC specification, and a fantastic color combination. The restoration work is extremely well done, the car is fully sorted, and it drives superbly. There are few other cars of the 1950 that can match the Jaguar’s combination of style, grace, comfort, and performance, and a properly vetted car like this can only be considered a wise investment as well. If you like to drive, this car will reward you for many years to come. Call now!