Difference in the change-over to the SS 1 was considerable. After all, the company was building an almost coupé-like body onto the frame of a well-behaved Standard saloon, which caused a sensation at its presentation in 1931, the same, by the way, as did many others from the same company in later years. One could hardly believe it, but the windscreen was placed almost exactly in the middle of the car. Behind it, the front- and rear seating, the boot and the spare-wheel were squeezed in. What then, was under the mile-long bonnet? Well actually, it was a straight-six engine, looking somewhat forlorn. So basically, there was a great deal of empty space.
At this point, for the first time, the virtues of the budding Jaguar company were becomming visible. The coachwork was brilliant, absolutely remarkable, the interior richly equipped, however, a little weak as far as the engine and chassis were concerned, in any event, it could be had for an amazingly reasonable price. One was quite certain, that the weaknesses to (which came with the components that they bought) definitely still needed to be worked on. This made the difference to the Swallow-era, a serious motor-car manufacturer had emerged. As far as the SS One was concerned, there was also the cheaper SS Two with a four cylinder engine and a less remarkable body.
The development towards a true car manufacturer took place in a time in which one began just to recover from the shock of the Great Depression. Lyons ran the clever advertising strategy of curiosity, has set much hope in the partially discovering of what is to be presented. At last next to the SS One appeared nor the SS Two, whose engine only had four cylinder and half as much displacement as the One. The first, still not very successful year Lyons has used, the engines so as to strengthen that even also the Two can be fast 100 km/h.
Incidentally, it is a substructure of the Standard Motor Company altered according Lyons requirements, which to this already exist nearly 30 years. The combination of letters 'SS' arised because William Loyns supposedly could not agree with Sir John Black, the head of Standard, whether the company name is taken with. So one agreed on the first two letters, which indeed except 'Swallow' can mean everything possible. The vehicles resulting from the collaboration were in any case such a success that the previous production of the special bodies ended in 1932.
For both models, there were more powerful alternatives and the overlong hood of the one was also taken back a bit. But it remained the effect that the cars were built on unabridged sedan frames, what the likewise appeared convertible variant of the One gave an imposing appearance. Three personnel changes were still important for the the years 1934/35. The former partner William Walmsley let himself pay off, whereupon the company became a public limited company. Newly were joined, the young engineer William Heynes and Harry Weslake as a consultant, famed for his skill in the design of a valve train.
The cylinder head of the former standard engine had to be abandoned soon. For the SS 90 of 1935, it was again prepared something, but after only a few cars of this type, with an additional break the SS 100 appeared on the market in 1936. By the way the additional numbers should specify the achievable top speed in miles per hour from now, but will be too optimistic consistently. With the designations 'SS One 90' and 'SS One 100' it went up to the year 1935, when the later company name 'Jaguar' was introduced first as a type designation. 07/13