Chris Hatcher's family Mk2

SU fuel pump was replaced with an SU electronic solidstate pump.

For under-bonnet space reasons, the battery was moved to the boot. The original two-fuse fuse box was up-graded to a Classic Technologies fuse box with 15 fuses and seven relays. “We wanted to retain as much of the original wiring loom as possible,” explains Shane, “so we actually used it plus an ancillary loom. It was made up here, and then sent off to be cloth wrapped.”

All globes other than the headlights were replaced with LED units, halogen headlights were installed and the reversing light was converted to white with a red rear stop light.

Modern driving demands the best possible steering, suspension and, of course, brakes. Sometimes, even Jaguar doesn’t quite get it right, so the Panhard rod fixing point was strengthened as recommended by Jaguar to dealers in 1963!

Finch Restorations replaced the original antiroll bar with a stronger one-inch version, fitted new springs, polyurethane bushes, ball joints and mounts, and installed Koni shock absorbers. At the rear an anti-roll bar was added, plus improved springs, new polyurethane bushes, new mounts, a new Panhard rod and Konis.

Attention to the brakes included up-grading the front discs with Coopercraft International four-pot billet aluminium calipers, modern brake pads and vented discs. The rears were also replaced with a Coopercraft billet aluminium cylinder kit and modern pads, and for added safety, a dual circuit braking system with dual brake master cylinder and new brake fluid reservoir, brake servo and lines. Wheels are 16-inch triple-laced Dunlop wire wheels, sitting beneath Coombs-style spats.

The steering received an EZ power steering unit specifically made for Mk2s (it did require some underdash modifications) and the original steering wheel was replaced with a 15-inch Moto-Lita wood rim unit. The integrated air conditioning unit was cunningly fitted inside the existing heater box. Even though the unit was supposedly a direct fit kit, it quickly became obvious that a bonnet hinge was in the way and the bonnet wouldn’t close. “It also looked ugly and took up valuable space in the engine bay,” adds Shane. The radiator was up-graded with a new aluminium unit and electric fan. A Classicfab stainless steel exhaust system was fitted.

The front seats came from an X300, retrimmed to have seven pleats (as per the original Mk2). Inertia reel seat belts were fitted front and rear. New external rear view mirrors were fitted and all window glass replaced (a very slight tint).

01 Unless you look very closely you would be hard-pressed to suspect this Mk2 has been modernised for 21st century driving.

02 All credit to Finch Restorations in South Australia. The finished Hatcher car makes a great showpiece for their skills, detailed knowledge of Jaguars and the highest standards they build into all of their restoration projects.

THAT DRIVING EXPERIENCE ...

The first thing that strikes you with this Mk2 is how understated it is. Despite the extensive list of modifications and up-dates, it looks not far removed from a standard car.

To our eyes, resisting the temptation to create a pastiche of old and new was the right decision. Some of you will remember the Mk2 're-imagined' by CMC in the UK for Ian Callum in 2015. That car had lost any sense of being a Mk2, with its modern gauges, overly embellished interior and various other 'enhancements'.

The Hatcher Mk2 still has the essence of a Mk2, surely the reason for owning one in the first place.

That’s not to say it isn’t light years ahead of the original, in almost every way. This Mk2, the 59th 3.4-litre built (45 of the first 51 3.4-litre Mk2s built were exported to Australia), still reminds you it is a 63-yearold car, but inspires a degree of confidence that tempts you to press on a bit harder, brake a bit later, knowing that nothing is liable to fail. It is a strange sensation to drive into corners at speeds that would have you way beyond the limits in an original car. iT is muCh Loved, highLy desiraBLe, rare - and we adore The Xk150.

The biggest single change is the five-speed manual gearbox. Shane suggests you can drive it “like a Corolla”. We wouldn’t go that far, but the changes are delightfully crisp, the ratios ideally matched, the clutch pedal not too weighty and the seamless torque of the 4.2-litre engine (with its mild cam) and the distinctive sound of those three SUs all combine to create an intoxicating blend. Steering feedback is another revelation. You always know what the front wheels are doing, and the control is totally at odds with the view over that familiar bonnet and through the smallish windscreen.

Naturally, this being somebody else’s (very expensive) car, we were unable to carry out any performance tests, but there is no doubt this car is considerably faster (and safer) than the original, although to some extent that misses the point. The Finch-restored car is, like the original, a proper sports saloon. And we’re pleased to know it won’t be cosseted away in a garage, but driven on a daily basis, bringing pleasure to another generation of owners.

The LasT Jaguar sporTs Car wiTh a separaTe Chassis and an engine whiCh fiTTed sTraighT inTo The e-Type.

Peter Whitehead a regular visitor to Australia on business, was the first Jaguar Le Mans winner and favoured by Lofty England. With him and his brother Graham is his XK150S prototype.

Peter Allen on piano was a young musician when he purchased an XK150S FHC from the Geoghegan brothers in Sydney. The car was taken off the road later with a damaged, but repairable, head.

Racing driver Roy Salvadori was tasked by Autocar magazine with testing Jaguar's Press XK150S 3.4. That was in February 1958, and the car was RHD FHC chassis #46 registered VDU 882.

That car was fitted with the very first XK150 engine, and later came to Australia where the wire wheels were swapped by the first owner there. It is now in Perth, off the road, and has been owned for decades by Terry McGrath.

In 1972 it was purchased with the engine still not running, from Roydons of Lakemba. It was brought to Melbourne by the editor's family, and stayed with it until 2004. It remains in Victoria and is much loved still.