A Model of Pre World War II Auto Design Process Jaguar - By: Terry S Vostor

It took the Japanese to pioneer what came to be known as "Lean Manufacturing". Lean manufacturing as it came to be known and understood in the automotive industry was the process of designing small amounts of niche vehicles in rapid time , even in small volumes to consumers who wanted those products. Everyone in the supply chain worked to final fruition of that specific product in short order. Contrast this to the "old way" of doing business in the auto field. It was long term mass production of vehicles - which by the time they arrived on the marketplace and at the dealers , no one really wanted and auto agent's salesperson foisted on the unwitting auto owner and motorist with diversions such as which colour , which options as well as financing terms and negotiation of other charges and fees. What a circus.

The very first of the line - the XK 120 first appeared on the world - One of the premier auto shows of the time - of the continent and certainly of the British Empire worldwide was the hallmark automotive show held annually in London England. In today's automotive industry - During 1950 1950 Jaguar embarked on a limited competition program with selected private entrants , success somehow unfortunately did not attend a brave attempt at Le Mans, but Sterling Moss gained a famous victory in the in the important tourist trophy event in Ireland and Ian Appleyard ( husband of Lyons daughter Pat) gained a Coupe des Alpes by virtue of a penalty free run in the Alpine rally. The next following year 1951, was the XK 120's peak year in competition but thereafter it was the C-Coupe Jaguar , with its myriad of XK 120 parts, that took over the job or promoting Jaguar's name and fame globally and worldwide. Whole series of specific departments in the planning, design & engineering, production, sales marketing and even supplier networks are integrated. Its one nice mesh network in order that coordinated efforts can all row in the same direction to produce a vehicle from start to finish. It's all one big cascade of efforts and expertise from initiation to concept for niche production models all in the shortest of orders and time frames.

However not long ago this generally if not always was not the case. Lean manufacturing the making of small volumes of vehicles that the consumer and driving public wanted and desired was pioneered in Japan, yet is applied throughout the world now at the likes of Ford , Chrysler and even mighty GM now. In the 1980's when a Japanese auto exec was asked even though Toyota had plans of being the number one car maker in the world what would become of General Motors. His answer rings true today. "One day you will wake up and G.M. will not matter". True to form GM is really not a car maker , based on production and sales figures - but a truck manufacturer and distributor. To produce a car in a standard worldwide auto design and produce process usually took upwards of 8 to 10 years. It seemed that "everybody hated everyone"> The designers resented management's edicts, the parts and mechanical toolmakers resented the design staff as haughty. It went down the line to production management and production line middle management entrusted to implementation. The workers being badgered by abusive middle management , pushing for quotas and higher production figures disliked their superiors.
You can add union / management antagonisms to the mix. Finally in the case of the US auto industry with planned obsolescence at the helm, in the end directed their fury and anger at the ultimate purchasers of the product - the consumer at the dealership. It was considered the role of the auto dealers to fix problems on the vehicles. After all "quality" was something the dealer took care of.
It is amazing in retrospect that the auto industry survived at all , never mind prospered and grew and that as well any new products were developed and released. Product, technical and engineering workups and specs were actually drawn by solitary draftsmen on paper, and then sat around on physical paper. Then add in physical logistics of mail and delays because of the time costs of physical snail mail between departments. The drawings and internal departmental mail would actually sit on the desktops waiting and waiting. In the end the sum totality of most business and industrial processes all depend on practical logistics . In these cases think of the time spent "in the mail" and "on people's ( and manager's ) desks sitting forelorne and unopened or open in plain view but not dealt with. Its like the power of compound interest
only in reverse. Next , especially in the more rigid British management models the next steps involving being be passed up through most rigid management systems of approval, further approval, dispersal and finally production. Attention had been paid to performance too , and in March 1958 , along with the introduction of the open-two-seater model came the Weslake-developed straight port cylinder heads. This , fed by three instead of two SU carburetors, raised maximum power by soem 30 bhp and so cars equipped were designated "S" models. Even more power came from a new 3.8 litre version of the XK engine ( with our without the new cylinder heads) become optional in the XK 150 - It might be said that the British style of industrial management was a hold over of pre World War 1 British class structure where social class partitions held way . Everyone up the ladder was better than one step below. No question about that. Workers were seen as peons who were to do what they were told. "Why cannot you do as you are told" was the extreme of British management labor negotiations. I am the manager and therefore know more than you. Its no wonder stifling unions came to the factory floor in the UK. Worse yet many of the drowning rats emigrated to the colonies to do their damage in the Australian , Canadian and American industrial scene. Its all karma so to speak. In the end look at what befell the mighty American auto industry to the Japanese auto marketing onslaught. What a disaster in the making and final fruition. In the end it might be said that it took eons and eons to get anything into production and onto the roads and highways. Yet somehow the Jaguar series was able to get through all of these hoops.

Yet in the case of Jaguar itself the company did have a solid history and reputation built around the sports car market itself. While the same basic XK shape remained the XK 140 was easily distinguished by its new bumpers. The XK 120 had possessed little more than overriders, and these had proved more than totally inadequate, especially in North America- the US & Canada primarily , where parking was mainly "by feel". This new model was given massive protection front and rear in line with that of the MK VII . This heavier look was continued with the radiator grille, the delicate "Continental " looking XK 120 item having been replaced by a bolder cast grill with thicker ( and consequently fewer) slats. The boot-lid now boasted a chrome strip in which was incorporated a medallion celebrating the marque's Le Mans successes - two by that time - and the start of a legend. And win they did race after race, important competition after even more prestigious trophy event. The extreme performance of the XK was soon confirmed when head office in Coventry arranged a demonstration run on the Jabberke autoroute in Belgium before a party of journalists flown out from Britain to join their colleagues from the continent. Ron Sutton the company's chief test driver took the white roadster down the autoroute at a mean of 127 mph ( 214 kph) and a resounding 135 mph ( 213 kph) with the screen removed and the undertray fitted.

The appeal of the car was further widened and enhanced when in 1951, the fixed-head coupe was announced. This was pretty soon labeled the "business man's express" and was joined by the last variant - the drop-head coupe in April 1953. This had a non-detachable screen, lined hood and wind up windows - all very and most "civilized". The XK 120's reign came to an end in the last months of 1954 with the announcement of the XK 140. The 140 never quite achieved the status of its forerunner, but for all practical and intensive purposes it was a better and superior road piece . Finally many of the more primitive aspects of the XK 120 were eradicated and laid to rest. The SS 90 was turned out right up to the outbreak of the British end of the war. (Long before America entered the war itself). Powered by the same 2 ½ or 3 ½ liter overhead-valve engines used in the SS Jaguar saloons , these could achieve a genuine 160 km / hour ( 100 miles per hour in the US and Canadian roads and tracks) in its larger 3 and one half liter form. There was little question on British road rallies of the late 30's as to who rules the roost.

Like nearly all subsequent Jaguar sports cars (the E-type being the major exception), the SS 100 used a modified short-wheelbase version of the company's contemporary saloon - in this case the SS 100. Finished in metallic bronze with biscuit upholstery the XK 120 Super Sports as it was called , made its bow at Earl's Court - and almost frightened Jaguar's production manager to death with the response. Market demand was so great it was rumored he almost had a heart attack or breakdown. Virtually the entire first years production was sold through in the first opening days of the show. Jaguar's American importers were almost jumping out of the hotel windows in their greatest anxiety not to be left out and home with promised supply of product. Results were achieved via the well proven formula of light weight and a large torque power plant. By then however, independent front suspension was being adopted by progressive car makers and by 1940 SS vehicles were experimenting with it as well for what became the "post war" range of vehicles.

Unfortunately the managing director died in a tragic car crash , leaving no one in management really at the helm. It seemed at the time that Jaguar had reached a stalemate. Yet somehow with inertia and good staff things moved onwards and upwards. William Lyons had his sights set on an all-new luxury saloon capable of those 100 miles per hour speed range. Planning, testing and retesting was done, even during the war, and by 1945 essentially the essential features of the new post war car had been laid out. For his merits, extreme devotion to and credit to the British automobile industry William Lyons was later knighted.

Nothing takes the place of good solid work and preparation. Its a matter of planning and thoroughness. Management both has to keep their eyes on the puck and their nose to the grindstone. That can certainly be said of the Jaguar XK series of vehicles. Planning and follow through of this core vehicle which laid the work for most of what we take for granted in automotive styling in the auto industry of our times was laid and worked out with care and precision over an extended period of time. We take much for granted today.

About the Author

Terry S. Vostor Dodge Caliper 2010 Edmonton Alberta Mc Murray t looks sassy, and for good reason. Smart styling joins forces with superb handling and ambitious engines to elevate the experience on any highway. In short, Caliber looks as sporty as it feels. Dodge Caliber Syncrude Northern Ab Tar Sands

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