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Jaguar XK150 4.2 FHC 1959 zilver

The XK120 was launched in 1948 and was an international sensation that finally put Jaguar on the world stage. The XK’s good results in both motor racing and international rallying were instrumental in beginning a long successful period for the company.

Announced in its home market in May 1957 the XK150 bore a family resemblance to the XK120 and XK140 but the XK150 was radically revised. The XK150 was to be the final incarnation of the XK range, and thus it was a more refined and capable machine than its predecessors. Easily distinguishable from the XK 140 by its wider grille, higher door line an improved interior space the XK 150 looked more modern, fitting in with the trend of more streamlined cars. A one-piece windscreen replaced the split screen, and the wing line no longer dropped so deeply at the doors. The widened bonnet opened down to the wings, and on the open two-seater the windscreen frame was moved back 4 inches to make the bonnet longer.

The XK140's walnut dashboard was replaced by one trimmed in leather. Thinner doors gave more interior space. On the front parking lights, which were located atop the wings (fenders), a little red light reminded the driver the lights were on. Suspension and chassis were very similar to the XK140, and steering was by rack and pinion. The standard engine, similar to the XK140, but with a new 'B' type cylinder head, was the 3.4 litre DOHC Jaguar straight-6 rated at 190 bhp at 5750 rpm.

While the first closed and convertible XK150s were slower than their predecessors, the deficit was corrected in the spring of 1958 with the March release — delayed twelve months by the February 1957 factory fire — of special equipment models fitted with disc brakes and an SE engine using twin SU HD6 carburettors and a modified cylinder head with larger exhaust valves. Together they boosted the power to 210 bhp at 5500 rpm. Most export cars were SE models. There was a third option for the open two-seater, an 'S' engine with three SU HD8 carburettors and a straight-port cylinder head. Fitting these options increased power to a claimed 250 bhp.

Production ended in October 1960, and totalled 2265 roadsters, 4445 fixed head coupés and 2672 drophead coupés, with the E-Type replacement being announced in the middle of March 1961.

The car shown here is an original Dutch delivered car, being delivered to its first owner on the 27th of March, 1959 in Rotterdam. He would hold on to the car for 5 years, after which it was sold to the second owner. He worked at NV Lagerwij and would later-on even buy the company. The third owner prepared the car for historic rallying, and fitted the current 4.2 litre engine with three SU HD8 carburetors, which was prepared by Jaguar specialist Kolvenbach. The engine was further uprated with special Italian pistons, balanced crankshaft with special bearings. The car also features a XJ transmission, with a Laycock de Normanville overdrive.

In August of 1997 the car was then bought by the current and fourth owner. He further enhanced its performance by adding and changing certain aspects. Among which installing a bigger radiator with Kenlow fan, electronic ignition, lightweight flywheel, hi torque starter motor, stainless steel exhaust, two high-performance fuel pumps, separated E-Type V12 braking system with extra big front brake calipers, adjustable electronic power steering, D-Type steering wheel, 4-point roll bar, 4-point safety belts, one 12 volt battery (in stead of two 6 volt batteries), Halda Tripmaster, GTI Rallytwin, etc.

The car was then used in many historic rallies, like the Tulpenrally.

In the nice history file of the car, the original owners identification card is still included, and also a FIVA passport.

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