This article appeared in the February 1959 issue of Motor Racing magazine. Despite trying, we've been unable to trace the current copyright holders. If anyone knows who they are please contact us.

The article unfortunately appeared at almost exactly the same time as Michael died. It is also almost predictive (although the writer wasn't referring to Michael as the driver) of what may have happened when Michael lost control on a wet road the car spun and hit a tree, almost completely cutting it in half (see our comprehensive two-part article on this).

Mike with his Jaguar Mk 1, VDU 881, outside his Tourist Trophy Garage in Farnham

AS World Champion driver, with a prosperous motor business behind him, Mike Hawthorn has the pick of the world's cars for his personal transport. He is British concessionaire for Ferrari—and might well be expected to use a 250 GT in view of his connections with the Italian firm—and the fact that he chooses to run a Jaguar 3.4 is a tribute to British motor engineering, and in particular to the firm with which Hawthorn has enjoyed some of his most spectacular successes in sports car racing.

In addition to using his 3.4 for long distance journeys, both in the British Isles and on the Continent, Mike has raced it at Silverstone—at the Daily Express International Trophy meetings—in 1957 and 1958. Now the 3.4 is a very quick car in standard form, but the performance of VDU 881 on these occasions suggested that some ameliorative treatment might have been carried out at the Tourist Trophy garage.

Mike running flat out at Silverstone in 1958 in his Jaguar Mk 1

During conversation with Mike Hawthorn, round about Motor Show time, it was arranged to borrow the 3.4 for a few days to form some impressions of its performance and handling. I had previously gathered, from talking to "Lofty" England that the car was "virtually standard," and indeed closer inspection revealed that there were only two SU carburetters under the bonnet. The fact that these are 2 inch instruments prompted a non-motorist friend to enquire into the purpose of "those oil drum things alongside the engine."

To take advantage of the general availability of 100 octane petrol, Mike's car also has high compression pistons, giving a ratio of 9 to 1, while the exhaust system, with its twin tail pipes, was specially made at the Tourist Trophy garage.

Engine compartment of the Hawthorn Jaguar (this is a modern photo of an accurate replica owned by Nigel Webb)

To allow utilisation of the full power output of the modified engine a competition clutch is used, and this accommodates full throttle upward gear changes without a trace of slip; it is also remarkably free of vice in heavy London traffic, thanks to the wonderful low speed flexibility of the Jaguar engine, and copes admirably with a series of traffic-light starts in second gear.

To the interior of the 3.4, which is obviously designed—except for the location of the tachometer at the far end of the dashboard—for the keen driver, Mike has made no change other than fitting an accurate 160 mph speedometer; he grew tired of going "off the clock" with the standard one.

A most important modification, one which many people would not even notice, is the fitting of special rear wheels, which increase the rear track 'by two inches and have a very considerable effect on the car's roadholding. In conjunction with this the suspension has been stiffened up—by the use of harder front springs, an extra leaf in the rear springs and competition shock absorbers all round—and although some body roll is still experienced during vigorous cornering it is quite predictable and does not have any undue influence on the car's handling characteristics.

To accommodate the increased track the rear wheel spats have been restyled—a personal touch whereby Mike can be sure of always finding his own car, even after a Jaguar Drivers' Club party.

A modern photo of an accurate replica of Michael's Mk 1 owned by Nigel Webb

The only other major departure from standard on the Hawthorn Jaguar is the fitting of a crown wheel and pinion which give a final drive ratio of 4.05 to 1 (standard is 3.77 to 1). Mike's reason for this is simple; he doesn't like being out-accelerated by "Kraut cars", referring to a well-known species with an unusual method of door opening.

I collected the Hawthorn Jaguar on a December Saturday afternoon. Unfortunately, to reach my destination I had to travel almost the whole length of the tortuous, ill-defined country lane known as A25, and in the prevalent traffic conditions there was little point in having a high performance motor car.

Subsequently an almost complete impasse at Strood necessitated a 25-mile diversion before anything like the full performance of the 3.4 could be used in safety—truly, the frustrations of the fast car owner are almost greater than those of the impecunious enthusiast who hasn't a car at all.

When it is given a chance, however, the Hawthorn Jaguar really goes! The low axle ratio gives it tremendous acceleration, especially in second gear, and instead of the forward surge abating as frontal area asserts itself the car hurtles onwards in third and top gears until, at around 5000 rpm in top, a flick of the overdrive control "switches off" a thousand rpm and settles the car into its best, long-striding cruising gait. At this pace the Jaguar is acceptably quiet to its occupants; wind noise is kept at a low level and the engine gives no indication of stress.

Christmas traffic, patches of mist, and an unpleasantly wet road made the compilation of performance figures too hazardous to be worthwhile. Maximum speed is something in excess of 120 mph (Mike has seen over 130 mph), but at this velocity the 3.4. became a little unstable, due, perhaps, to the undulating road surface.

For the rest, Hawthorn's Jaguar is more or less like any other 3.4. The driving position is good, with the pedals designed to allow simultaneous actuation of brake and accelerator for downward gearchanges. The gearchange itself is very good by saloon car standards and the minor controls and instruments give the interior a prosperous, well-bred atmosphere. The lights-switch deserves a special mention for the pleasant and positive way in which it works.

In respect of roadholding, the 3.4 can be driven round corners extremely fast (vide the Silverstone photograph above) but it really needs a Hawthorn to get the best out of it. For ordinary mortals the combination of a wet road, spinning rear wheels and a sliding tail can become somewhat overawing, particularly as the relatively low-geared steering calls for rather a lot of wheel twirling when correction is required. Nevertheless, the tail of the Jaguar can be made to "go" a long way before one gets the feeling that all is lost, and for normal fast road use the car is obviously extremely safe.

The brakes—servo-assisted Dunlop discs all round with special Mintex pads—are absolutely superb, and slow the car in a straight line time after time; only light pressure is required and the pedal has a firm and responsive feel which greatly promotes confidence, particularly at night when, despite the excellent Marchal headlamps (another Hawthorn extra) and Raydyot spot and fog lamps, there is a definite limit to visibility, and corners and other hazards loom up alarmingly quickly.

Spacious and comfortable, with ample leg- and head-room in the rear seats, and a very reasonable luggage compartment at the rear, Mike Hawthorn's personal Jaguar can be summed up as a sports /racing limousine. Somehow I don't expect Mike to have much trouble with that little bubble-car with the irritating horn—even if the driver does manage to get it out of second gear!

© David Phipps / Motor Racing magazine 1959