The car combined the running gear of the contemporary, road-proven XK120 with a lightweight, multi-tubular, triangulated frame designed by Jaguar Chief Engineer William Heynes. The aerodynamic aluminium body was jointly developed by Heynes, Bob Knight, and later Malcolm Sayer.
Designed in the barchetta style, the body was optimized for racing and was devoid of road-going items such as carpets, weather equipment, and exterior door handles. This focus on aerodynamic efficiency and weight reduction was intended to maximize the performance of the XK120's mechanical components in a competition environment. According to the Jaguar Heritage Registry, production ran from May 1952 (starting with XKC001) to August 1953 (ending with XK054). Original alloy bodies were marked with the prefix K (e.g., K1037).
The road-going XK120's 3.4-litre twin-cam, straight-six engine produced between 160 and 180 bhp (134 kW). The C-Type version was originally tuned to around 205 bhp (153 kW) and fitted with SU carburettors and drum brakes.
Later C-Types, produced from mid-1953, were more powerful and lighter. These models used triple twin-choke Weber carburettors and high-lift camshafts to boost power to 220 bhp (164 kW). Braking performance was significantly improved by the adoption of disc brakes on all four wheels. Philip Porter details these 1953 refinements:
> "Further weight was saved by using a rubber bag fuel tank ... lighter electrical equipment and thinner gauge steel for some of the chassis tubes ... [T]he most significant change to the cars were the triple Weber carburetors and [switch to] disc brakes."
The C-Type won the Le Mans 24 hours race twice. In 1951, the car won at its first attempt. The factory entered three cars; the winning pair was Peter Walker and Peter Whitehead. Their car was the only factory entry to finish, as the others retired due to lack of oil pressure. A privately entered XK120, owned by Robert Lawrie and co-driven by Ivan Waller, finished 11th.
In 1952, Jaguar modified the C-Type's aerodynamics to increase top speed in response to the Mercedes-Benz 300SL. However, the rearranged cooling system caused the cars to overheat, and all three retired. Post-race testing by Norman Dewis proved the overheating was caused by an undersized water pump pulley and cooling tubing that was too small (7/8 inch). Additionally, the new body shape caused lift and directional instability at speeds over 120 mph (193 km/h) on the Mulsanne Straight.
In 1953, C-Types won again, also placing second and fourth. Duncan Hamilton and Tony Rolt won at an average of 105.85 mph (170.35 km/h)—the first time Le Mans had been won at over 100 miles per hour. The superiority of the then-novel disc brakes contributed to the win and prompted a wider industry shift toward disc brake technology. In 1954, the C-Type's final year at Le Mans, an Ecurie Francorchamps entry driven by Roger Laurent and Jacques Swaters finished fourth.
When new, the car sold for about $6,000. In a June 2003 article in Autocar magazine, the value of a "genuine, healthy" C-Type was estimated at £400,000, while the 1953 Le Mans winner was valued at approximately £2 million. Replicas are available from various sources starting from £40,000.
Auction prices for original chassis have escalated:
2009: A C-Type once owned and raced by Phil Hill sold for $2,530,000.
2012: A C-Type sold at the Pebble Beach auction for $3,725,000.
2015 (Monaco): An unrestored C-Type that raced at Le Mans sold for £5,715,580.
2015 (California): An ex-Ecurie Ecosse Lightweight (chassis XKC052), which finished fourth at the 1953 Le Mans, fetched $13.2 million (£8.4 million).
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