Very rarely does a totally original right hand drive from new Jaguar XK150 like this come on the market.
The SE specification is even rarer including higher rated engine, overdrive and knock on chrome spoked wheels from new.
The car has been cosseted by its current owner in a heated garage built for the car when first purchased in 1977.
The owner is a very good friend for whom I am advertising on his behalf.
At this time it was totally renovated to the highest standard possible by professional tradesman who were personally known and commissioned for years by its now retired high end car dealership owner.
The work carried out on the car, which is still evident to this day, was to concourse level and only covered 5k miles since.
Awards and trophies it has won all come with the car together with the Jaguar XK hardback history book in which the car features prominently.
All the chassis, engine and registration numbers are matching.
The underside is as clean as the bodywork.
Everything works as it should.
Any inspection or independent appraisal would be welcomed.
I know this is a cliche but this model and specification has a proven track record as a shrewd investment and increased in value massively over the last few years and are certainly tipped to do the same in the future.
Look at this one -
Jaguar XK150 sells for record £427,100 at Bonhams auction -
The car can be viewed strictly by appointment only.
Independent history of the XK150
What would turn out to be the final glorious incarnation of Jaguar's fabulous 'XK' series of sports cars arrived in 1957. As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-litre engine and four-speed Moss transmission of its predecessors while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140's divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4"-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences but the new model's main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars but now the XK had stopping power to match its prodigious straight-line speed.
Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupé forms, the open roadster version not appearing until the following year. At 190bhp, the engine's maximum power output was identical to that of the XK140 so performance was little changed. 'Special Equipment' and 'S' versions came with 210 and 250bhp respectively. Overdrive was a popular choice, while a Thornton Powr-Lok limited-slip differential was available for the XK150S. Steel wheels remained the standard fitting, though XK150s so equipped are a great rarity, as most were sold in SE (Special Equipment) specification with centre-lock wire wheels.
But even the XK120 was looking dated by the time it was given an update in 1954 to become the XK140, which in turn evolved into the XK150 in 1957. Modernised in many ways, the 150 was the ultimate iteration of the XK theme and itself would sire various versions. The big step forward for the 150 was the adoption of disc brakes, which Jaguar had developed with Dunlop and used very effectively on the later C and D-types. This feature gave the 150 technical credibility and, apart from the very low-volume Jensen, a feature the competition lacked. A new B-type cylinder head increased power, which had progressed from the 120’s 180bhp to the 140’s 190bhp, to 210bhp.
Visually, the 150 was far more changed than the 140 had been over the 120. The old two-piece flat windscreen was looking very dated now and it was replaced by a wraparound one-piece item. The dramatic fall and rise of the wing line was considerably straightened and the cabin widened. This was achieved by putting the doors on a diet; the slimmer versions benefited the interior space considerably.
The XK150 has probably been better revered in more recent years, when it could be judged as a stand-alone car rather than compared alongside its peers in period. The concept was, not surprisingly, ageing by the end of the decade, but it was the ultimate example of the incredible XK range.
Which one to buy?
If you’re on a budget, an XK150 coupé is the way to go as these fetch far less than their open-topped siblings. If you can afford an open car, you’ve got a choice of two configurations: Open Two-Seater (OTS) or Drophead Coupé (DHC). The former looks the prettiest but its weather equipment is basic, which reduces the car’s usability. The latter has a much more usable folding roof.
The OTS is less sought after than the DHC, and hence it’s less valuable. It’s also less usable, so whether you’re buying as an investment or to enjoy some touring in, the XK150 DHC is the way to go.
If your pockets are especially deep, seek out an XK150 S, which is the ultimate incarnation. The most powerful XK150 of all, genuine cars are rare, but quite a few regular examples have been uprated – so check that you’re getting the real deal. With a so-called straight-port head and triple two-inch SUs, power was raised to a claimed 250bhp.
Dimensions and weight
Kerb weight 1473kg
Owners clubs, forums and websites
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