CHAT WITH A JAGUAR Mk2 OWNER
Paul Bonsall tells us about his 1960 Mk2
How long have you owned it?
‘More than 20 years – I bought it blind from a chap in Australia, and had it shipped over soon after. It was mostly okay, but the 4.2-litre engine it came with was done for – it had been professionally raced and was goosed. So, that came out to be replaced by a heavily modified 3.8-litre Mk10 engine, which it still has today. All the hard work was done back then.’
Was it rusty?
‘Luckily, it didn’t need any welding at all. The chassis is a bit dinged underneath because it had been driven on rocky, dusty roads Down Under, but one of the reasons I got it from Australia is that it had never seen salt in its life. Having brought it from that kind of climate to the complete opposite here in Cumbria, I tend to avoid driving it around in deepest winter. Other modifications included a five-speed box from a Toyota Supra – it’s a good conversion kit that slots in very well and makes an enormous difference on a high-speed run.’
Has it been reliable? ‘I’ve used the car regularly for a couple of decades now, driving locally and over long distances to events such as Goodwood. They’re fairly easy to maintain, with parts available. XK engine parts are interchangeable too, which is handy – my sump is from a 420G, for instance.
miles quite happily, the key being 3000-mile oil changes. Make sure the engine doesn’t sound hollow or rattly and ensure the oil is clean; walk away if it’s like tar. Expect oil pressure of 40psi when cruising, but senders and gauges can be unreliable. Some oil consumption is normal, but lots of blue smoke means the cylinder bores or
It’s basic technology.
That said, the car is laid up at the moment. I’ve had an intermittent starting problem that sometimes calls for a bump start. It is fine for three or four weeks and then, without warning, it leaves me stranded!’
So, will you sell it? ‘No! I’ll find out what’s wrong with it soon enough. I actually bought a 1998
XJ8 recently and it does everything you want a big car to do – it’s smooth, comfy and carries people and luggage. So, I do occasionally think about selling the Mk2 – but every time I drive it, I fall for it all over again. It keeps up with modern traffic, you get admiring glances from everyone and, guaranteed, I always come home with a smile on my face.’
piston rings have worn; if a bottom-end rebuild is needed, a top-end overhaul will be needed, too. If the rear crankshaft oil seal fails, the engine needs to come out to replace it. Be wary. Look for excessive lubricant over the car's underside. A pro XK overhaul is costly, or it’s a very involved DIY job.
Bear in mind that the construction of the 3.8-litre engine is different from its smaller siblings, because it has cylinder liners; the pistons of a 3.4 engine run within the block. As a result, the 3.8 has an extra water gallery at the top of the block, although the heads are similar. Consequently the 3.8 unit runs hotter, leading to an increase in oil consumption. When rebuilding a 3.8-litre engine, the liners must be removed to check for corrosion – it’s not always done.
The Moss manual gearbox that was fitted until September 1965 wears out eventually and parts are now scarce. Because most Mk2s came with the earlier box, these are easier to find – the later all-synchro units are very rare. Check overdrive works! On the power-assisted steering system on pre-1963 cars, leaks are endemic, which is why many cars now have the later Adwest box.
Delaminated wood and cracked leather seats are common; carpets wear out and headlinings discolour. Replace all that professionally and you face a massive bill – and that’s even if you remove everything yourself then refit it all again.