Jaguar E-Type Coupé: A Look at Its Proportions Compared to the XK120

The impression I've been getting for a long time from digital and on-paper automotive sources is that the Jaguar E-Type (or XKE, as it's sometimes called) is a fabulous, classic design.  I'm a contrarian on that -- never fell in love with its styling.

I'll quickly add that I don't think E-Types are ugly.  They're pretty attractive, yet have a major flaw, in my opinion.  That flaw has to do with the car's proportions.  Back in 2014 I posted "E-Type Jaguar: The Hood is Half the Story, "  In a photo caption, I stated "I always thought the hood was too long, given the somewhat narrow width of the car.  From the cowl forward, the E-Type reminded me somewhat of a baguette or submarine sandwich."  Well, that last part was a bit cruel, but not necessarily wrong.

Part of my problem might be generational.  I'm old enough that I was conditioned by Jaguar XK120s: those were real postwar Jag sports cars.  So when the E-Type appeared, it didn't seem quite right.  Something to do with the long hood and tubular frontal shape.

Today's post attempts to consider this matter more analytically.  First, some numerical data.  Sources are Wikipedia entries on the Jaguar XK120 and E-Type, along with some Google AI-sourced numbers.

For the XK120, wheelbase 102 inches (2591 mm), length 173 inches (4394 mm), width 61.5 inches (1562 mm), height 52.5 inches (1334 mm).  And for the E-Type, wheelbase 96 inches (2438 mm), length 175.3 inches (4453 mm), width 65.25 inches (1222 mm), height 48.125 inches (1181 mm).

The ratios of length to wheelbase are, respectively, 1.7 and 1.83.  But note that the lengths are nearly the same, while the E's wheelbase is 6 inches (153 mm) shorter.  That mostly accounts for the ratio difference.  Otherwise, the E-Type is wider and less tall than the XK120.  And the former's wheel diameter is 15 inches (381 mm), one inch (25.4 mm) less than the latter's.

All that stated, let's now turn to some images.

Gallery

1951 Jaguar XK120 Fixed-Head Coupé - Bring a Trailer Auctions photo
Cars with structural passenger compartment greenhouses are usually less attractive than versions with retractible tops -- roadsters, cabriolets and such.  Such is the case here.  Not a beautiful, car but when viewed in person, an exciting one.  An interesting example of pre- World War 2 English sports car proportions and details combined with elements of postwar "envelope" body/fender integration.

1961 Jaguar E-Type Fixed-Head Coupé - BaT Auctions photo
Clearly a post-war design.  A good deal of attentions was focused on aerodynamic efficiency, given that its designer was Malcolm Sayer, an aerodynamicist, and not William Lyons, Jaguar's head, who normally dealt with styling.  The design was wider than the XK, its sides much more rounded.  The main body is low, making the greenhouse seem quite high and awkward from the perspective shown here.

1952 Jaguar XK120 Fixed-Head Coupé - Broad Arrow Auctions photo
Sides are flat starting shortly below the fenderline.  The lower edge of the body is closer to the ground than the E-Type's, creating a heavier appearance seen from the side.  Front overhang is minimal, thus having a shorter-seeming hood than the E's.  The profile has three major elements: the hood/front fender zone, the rounded greenhouse, and the curved trunk lid.  These break the side composition into three parts, unlike the E-Type's two elements: hood and greenhouse.

1961 Jaguar E-Type Fixed-Head Coupé - Broad Arrow Auctions photo
Based on measurements I made from this and three other profile images, the distance from the E's nose to the base of the windshield is about 44 percent of the car's length.  Similar measurements on XK120 photos yield a percentage of around 42.  At this point, I conclude that the E's lower body height and higher clearance, along with the rounded sides, create the effect of E-Types having noticeably long hood lines.  The shorter wheelbase, likely accounting for the front axle line seeming closer to the cowl, also might contribute to that visual effect.  Ditto the frontal taper seen in profile.

1961 Jaguar E-Type Fixed-Head Coupé - car-for-sale photo
As a footnote, the engine's position can be seen here.

Lincoln Mark VIII and Its Kin

The Lincoln Mark VIII coupe was marketed model years 1993-1998.  Stylistically, it might be considered the last Lincoln Continental coupe, the first few (54!) having appeared in the 1940 model year.  Original Continentals ceased production after 1948.  Then there was the famous Continental Mark II of 1956-57, followed by a Mark III line for 1958 that included sedans as well as coupes and convertible coupes.  Model years 1959-60 featured the Continental Mark IV with a similar set of models.

This changed in 1961 when Lincoln had simply one series, named simply Continental.  This classic design featured only four-door sedans and convertible sedans.  A hardtop coupe was added in 1966-67.  Continental nameplates continued with sedans and hardtop coupes into 1981.  After that, Continentals were sedans into the 2000s.

Coupes with classic Continental sportiness and faux-spare tire hints on trunk lids reappeared model year 1968 with the Continental Mark III coupe -- yes, a previously-used label.  Mark IV arrived for 1972, Mark V in 1977, Mark VI in 1980 (the word "Continental" next to "Mark" was dropped in 1982), and Mark VII in 1984.  The latter were marketed into 1992 and replaced for 1993 with the subject model.  That was the last Mark to date, production ending in 1998.

I wrote "Lincoln's Last Mark" here in 2015 -- today's post revisiting that subject.  Some background can be found in Wikipedia's "Lincoln Mark VIII (1993-1998)" here.

Mark VIIIs shared basic bodies with Ford Thunderbird and Mercury Cougar which used the FN10/12 platform starting model year 1989.  The Wikipedia entry for Ford Thunderbird tenth generation (1989-1997) is here, and that for Mercury Cougar seventh generation (1989–1997) is here.

All images below are of 1993 models.

Gallery

Lincoln Mark VIII - car-for-sale photos
First, some profile views.  All these car have wheelbases of 113-inches (2870 mm).

Ford Thunderbird - Bring a Trailer Auctions photos
The Thunderbird's profile is nearly the same as the Mark VIII's, including the mid-level rub strip.

Mercury Cougar XR7 - car-for-sale photos
The Cougar's passenger compartment greenhouse was altered abaft of the B-pillar, and the trunk lid adjusted to conform.

The basic design allowed for minor tooling changes at the front.  The Mark VIII had a larger grille and wider sweep to light assemblies.  The side rub strip is more outboard than those on Thunderbirds and Cougars.

No grille here; air intakes are on and below the bumper.

Same as Thunderbird, but with a small grille.

Lincoln Mark VIII - Mecum Auctions photo
A major difference on the Mark VIII is the rounded flow of its side sculpting.  The car's width is 74.6-inches, compared to 72.7 inches on the other cars (1995 mm vs. 1847 mm).

Lincoln Mark VIII - Car and Driver photo
The side sculpting shows better on this car than on the shiny, green car in the top image.

Lincoln Mark VIII - car-for-sale photo
Not a very nice photo, but it clearly shows the faux-spare tire cover that evokes Continental.

Lincoln Mark VIII - car-for-sale photo
The cockpit/dashboard.  Attractive.

The Most Attractive Chrysler Airflow? - Part 2

In September of 2023 I posted "The Most Attractive Chrysler Airflow?" using images found on the Internet.  Since then, more and better images are available there.  So it's time for an update on the subject.

Not only that, but I changed my mind as to the most attractive Airflow.  Details are in the photo captions below.

Gallery

1934 Chrysler CU Airflow Coupe - Worldwide Auctioneers photo
The fastback design is more attractive than the boxy profiles of sedans.  Most Airflows shared the same front ends (from the cowl forward).  The front of the car curves downward, shortening the hood a little.

1935 Chrysler C1 Airflow Coupe - car-for-sale photo
In the previous post, I said that I was inclined to favor this design due to its proportionally longer hood.  On the other hand, CU/C1 coupes seem stubby seen from the side.

1934 Chrysler Imperial CV Airflow Coupe - Revs Institute photo
This was stylist and automobile historian Jeff Godshall's favorite -- Automobile Quarterly, Volume 23, No. 4 (April 1994).  We both liked the more gracefully rounded profile to that of the CU/C1 version.  Imperial CV/C2 wheelbases are 128 inches (3251 mm) compared to Chrysler CU/C1's 123 inches (3124 mm).  The added length is abaft of the door, not at the front end -- the more common case.  Some consider the original, 1934 design more "pure" than those with facelifted grilles.  But the rounded front seems stubby, even though the rest of the car doesn't.

1935 Chrysler Imperial C2 Airflow Coupe - photo via Frist Art Museum
After further thought, I now consider this the most attractive Airflow.  There's that better fastback profile.  Also, the longer hood created for the 1935 facelift.  Below are more images of this model.

1934 Chrysler Imperial CV Airflow Coupe - factory photo
First, a front-quarter photo of a '34 version for a front end comparison with the '35 car below.  For some reason, it was hard to find a left front quarter view image, so this will have to do.  Note there's no glass in the windows, so this might be a pre-production car.  

1935 Chrysler Imperial C2 Airflow Coupe - car-for-sale photos
The more-normal grille somewhat improves the design's balance.

That looks like a trunk lid.

However, it's a lid to access the spare tire.

1935 Chrysler Imperial C2 Airflow Coupe - Gooding Christie's Auctions photos
This slightly higher view than the profiles shown above enhances the longer hood line.

This fastback design is nicely done, considering how early it is.  Although Chrysler Corporation had a styling staff, as did body supplier Briggs, it seems that engineering staff designed the cars.  However, styling staff and industrial design consultant Norman Bel Geddes created proposals for the 1935 facelift.  The actual '35 grille is a variation of Brigg's Phil Wright grill design used on the new 1935 Chrysler Airstream.

Rear interior.

1935 Chrysler Imperial C2 Airflow Coupe - photo via Imperial Club
Dashboard.

1935 Chrysler Imperial C2 Coupe - images via Hemmings
Finally, two images that I scanned from The Hemmings Book of Pre-War Chryslers.

Not classic.  Not gorgeous.  But surprisingly attractive, considering its era and pioneering status.  Unlike most other Airflows.

Chevrolet's Massive 1941 Facelift

Back in 2022 I wondered if the 1961 Chevrolet (and by extension, other General Motors cars) were drastically facelifted 1959-1960 models.  I'm still not certain.

However, there's more certainty regarding GM's A-body facelift of 1940's design for the 1941 model year.   Some Pontiac and Oldsmobile models were A-body based, while all Chevy cars used A-bodies.  Which is why I'm featuring Chevrolets in this post.

Automotive guru Ken Gross in his article in Special-Interest Autos magazine No. 45, June 1978, page 14, mentioned:

"Chevrolet engineers and designers were careful not to do anything too radical [given 1930s successes], but 1940 marked a complete departure in Chevy's evolutionary styling.  The 1941 model was a facelift on the 1940 theme..."

Besides changing most of the bodywork, Chevrolet wheelbases were lengthened: 1940 wheelbase - 113 inches (2870 mm); 1941 wheelbase - 116 inches (2946 mm). That three-inch (76 mm) change was an important factor in the facelifted styling.

Why did GM spend so much money to strongly facelift a brand new body?  All the men who were in the decision-making process are gone.  Possibly some might have left recorded reminiscences in corporate or other archives.  Maybe there is documentary evidence someplace.  All I can do as a blogger is speculate.

I think 1941 GM B-body redesign was the main factor.  It was probably felt that its sleeker design needed to be somewhat matched by A-body styling for brands such as Pontiac, Oldsmobile, and Chevrolet (starting in 1942) that used B-bodies as well as A-bodies.

Gallery

1940 Chevrolet Special DeLuxe Town Sedan - Auctions America photo
Compare the hood and windshield to those on the 1941 model below.

1941 Chevrolet Special DeLuxe Sport Sedan - car-for-sale photo
They are the same, aside from the '41 windshield being slightly shorter due to the 2-inch (51 mm) reduction in height for '41 Chevrolets and the hood's frontal cut line.  (Pay careful attention to the hood's prow cut lines in this image, as they're hard to see.)   Hood side-trim is similar, occupying the same space.  The main retained areas from 1940 are in the expensive to change cowling-firewall and A-pillar zone.  Note the '41 model's wider doors that flow over the running boards -- a styling fashion popular that year and later.  Grille and front fenders are new, as is the bumper.

1940 Chevrolet Special DeLuxe Sport Sedan - Mecum Auctions photo
Most 1941 changes are abaft of the A-pillar.

1941 Chevrolet Special DeLuxe Sport Sedan - car-for-sale photo
The reduced height was in the passenger compartment greenhouse, affecting all shapes in that part of the design.  Rear doors are now hinged on the B-pillar, so it's wider.  The front door seems to be unchanged apart from lower height, aft window frame rounding and the running board overflow.  The rear passenger door does not intrude into the rear fender zone as much, due to the longer wheelbase.  (It's this part of the body where the added length was applied.)  The after part of the roofline is more rounded and the aft side window reshaped.  So are the rear fender and trunk lid profile.

1940 Chevrolet Special DeLuxe Town Sedan - car-for-sale photo
Now for two-door sedans.  This body style was popular in those days.  One factor was that 2-door models were less expensive, a financial consideration.  (For the model shown here, the difference was $41, nearly $1000 in 2026 dollars.)

1941 Chevrolet Special DeLuxe Town Sedan - BaT Auctions photo
Similar changes as mentioned above, aside from the lack of a rear passenger door here.  That said, the greater distance from the aft door cutline to the forward edge of the rear fender is clear when comparing this image to the one above.

1940 Chevrolet Master DeLuxe Business Coupe - BaT Auctions
Now for the coupé body type.

1941 Chevrolet Special DeLuxe Coupe - Mecum
Again, a lower height.  The lengthened, lowered greenhouse and aft end are much more attractive than the previous design.  One of many reasons what cognoscenti (me too) consider the 1941 model year as among the very best for Chevrolet design.

Figoni's Talbot-Lago New York Type "Goutte d'Eau": Multiple Views

This post is a follow-on to my post "Figoni et Falaschi: From Delage 135 to Talbot-Lago 'Goutte d'Eau'."

It mentioned that, in 1951, New York's Museum of Modern Art had an exhibit titled "8 Automobiles."  The concept was to present a variety of design approaches to cladding basic automotive functionalism.  MoMA's exhibition press release's statement regarding the Talbot-Lago on display was as follows:

"A third way to combine the essential elements of a car is illustrated at its most extreme by the Talbot, a French three-passenger sport and touring car lent by Carroll Bagley.  This car combines separate envelopes for each part in a composition of similar shapes, and, as a whole, forms an expressive symbol of streamlining."

There were 11 Talbot-Lago T150-C-SS New York-type Coupés made, only one of which seems to have disappeared.  These cars are highly regarded, bringing multi-million dollar auction sales prices.  The body was designed by Giuseppi (Joseph) Figoni of the Figoni et Falaschi Carrossiers firm.

In preparation for this post (late August 2026), I failed to find enough images of a New York type Goutte d'Eau (teardrop) Talbot for a typical Walkaround post.  Instead, the Gallery presents a variety of views of a variety of cars.

Gallery

1937 Talbot-Lago T150-C-SS No. 90106 - My 2019 Mullin museum photo
The museum's lighting interfered with presentations of body shaping on my photo set, so this will have to do.  Note the "shovel" transition from the hood to the windshield -- unusual and outstandingly done.

1938 Talbot-Lago T150-C-SS No. 90109 - Bonhams Auctions photo
Images below are of a car with covered front wheels.  This photo is included to show the more sensible uncovered version found on the majority of the cars.

1937 Talbot-Lago T150-C-SS No. 90107 - Gooding Christie's Auctions photo set
The two-tone paint scheme serves to emphasize the voluptuous, spatted fenders.  Another nice view of the hood-windshield transition.

Long hood, long trailing edge fender and body profiles.  The nearly-horizontal hood line provides contrast to the curves to prevent the design from being overly rounded, hence less interesting.  Ditto the nearly straight profile taper towards the rear.

The trunk lid spine and chrome trim are features Figoni liked to employ on some of his late-1930s designs.

The covered front wheel openings required the fender's side bulges seen here.  I suppose Figoni's design was partly aerodynamically inspired and partly aesthetic.  From a practical standpoint, open front fenders are better. 

They had tiny tail lights in those days.

Now for some overhead views.

Although the 1930s trend was toward integrated, "envelope" bodies, Figoni's design has the major elements as distinct, teardrop-type shapes.  Headlights are the one major feature he chose to integrate -- on the catwalks.

1937 Talbot-Lago T150-C-SS No. 90110 - RM Sotheby's Auctions photo
The dashboard.  Although in France one drives on the right side of a road, luxury French brands usually had English-style right hand steering positions in those days.

General Motors' Early-1960s Transition to Nested Trunk Lids

One design detail Bill Mitchell instituted after becoming General Motors' design vice president at the end of 1958 was trunk lids nested by the upper edges of rear fenders.  It took a few model years for that to happen.

This was not a major styling thing -- just an example of changing details to make a design seem "fresh" compared to previous designs.

Until around the mid-1950s, aft ends of cars were taller than rear fenders.  Then trunk lids were at fender-level or lower on some designs.  The tail fin era of the later '50s necessarily had them nested.  When the reaction to tail fins began setting in, some cars' aft ends became pretty flat.

Based on the images below, it seems that Mitchell decided that a nice styling theme would be flat-topped trunk lids slightly nested by narrow rear fenders.  Let's take a look.

Unless noted, cars pictured below were listed for sale on the Internet.

Gallery

1960 Pontiac Bonneville
A Pontiac shorn of its 1959 model year fins.

1961 Pontiac Bonneville
Next year we see Mitchell's nested trunk lid concept in action.

1962 Pontiac Catalina - Mecum Auctions photo
Tail lights creep onto the fender aft ends.

1963 Pontiac Catalina - Mecum
Now they are narrow, like the restyled fender tops.  This is Mitchell's concept in pure form.

1960 Oldsmobile Super 88
Now Oldsmobile.  The aft of this post-fin facelift is quite flat.

1961 Oldsmobile Super 88
A new rear end theme.  Still nearly flat.

1962 Oldsmobile Super 88
This facelift has new aft end fender shaping.

1963 Oldsmobile Super 88
But serious nesting isn't in play until '63.  Oddly, the fender tops are mini tail fins.

1961 Buick Electra 225
Buick aft ends were flat for 1961.

1962 Buick Electra 225
Restyled, and still pretty flat.  But some relief in the form of a central sculpted element echoing the nearby fender tops.

1963 Buick Electra 225
Finally, strong nesting between sharp fenders,  Not as attractive as for 1962, I think.