The Jaguar E-Type is generally viewed as one of the most exciting cars ever made. In its day it was extremely fast - it had a top speed of 150mph, offered killer styling which still turns heads, featured advanced technology and held its own with high dollar exotics, yet the price was reasonable.

Many say that no car before or since has equalled the E-Type. Those who make the claim rarely get an argument because in automobile enthusiast's circles, Jaguar's E-Type rules. This most special of Coventry cats possessed a flair, speed, charisma and soul that we may never see again.

Development of the car actually started as a race car programme. As the protoypes were built and tested, circumstances and the racing world changed and the project gradually became a road car. A prototype (known as the E2A) were raced on a limited basis. A major milestone achieved was the development of an independent rear suspension, which was to become one of the many high points in the design of the E-Type.

The Jaguar E-Type was officially introduced to the world in March 1961 in Geneva, Switzerland. The reaction was immediate and enthusiastic. The styling was partly responsible; the sensuous shape getting rave reviews. The list of mechanical features was, for 1961, stunning: a double overhead cam engine, fully independent rear suspension and four wheel disc brakes (inboard at the rear no less, an exotic touch usually found only on race cars) proved the E-Type to be an advanced automobile. The price ($5,595 (£1,830) for the roadster) made the E-Type an exceptional bargain; the comparitively crude Chevrolet Corvette cost less, but sophisticated offerings from Aston Martin and Ferrari, in which class it rightfully belonged, were considerably more. The future of the E-Type as an automotive classic was secured.

The original 3.8 is now consired the most 'pure' of the E-Type breed and is certainly more sportcar than Grand Tourer, compared to later E-Types. Its many small drawbacks (uncomfortable bucket seats, ancient Moss gearbox, reflective aluminium dashboard, to name a few) are now seen as the features that make the 3.8 so special, and are seen as part of the price one pays to drive a supercar.

E-Type 4.2 2+2 coupe	E-Type 5.3 series 3

The 1965 E-Type 4.2 (in retrospect tagged 'series I') was the successor of the 3.8. It came in OTS (Open Two Seater), FHC (Fixed Head Coupe) and 2+2 versions. The body was the same as the 3.8's (except the 2+2, which was 22 cm longer and had a higher roofline), externally identifiable only by the bootlid badge. Many detail changes were made under the skin. The most important of these were the use of a new all-synchromesh 4-speed gearbox, the enlargement of the engine to 4.2 litre capacity -giving more torque-, better brakeservo, and ergonomically better seats. The dashboard and tunnel were changed from aluminium to respectively a black finish and full trim. The 2+2 was a succesfull effort from Jaguar to make the E-Type a viable family saloon alternative; it had a (small) backbench, and because the wheelbase was longer, an automatic gearbox could be fitted.

Early in 1968 Jaguar started making changes to the E-Type, mainly due to more demanding safety and environmental laws in the USA, that were not designated as a model change. The most visible of these was the deletion of the glass headlight covers, and the change of toggle switches to rocker switches.

1969 saw the introduction of the 4.2 series 2 which came in OTS (Open Two Seater), FHC (Fixed Head Coupe) and 2+2 versions. The outer appearance of the car changed: bigger bumpers, larger 'mouth' for extra cooling and to accustom the optional airconditioner, larger tail ights located below the bumper, frontlights moved forward. Nowadays the series 2 is consired the least attractive E-Type, although it is certainly the more 'sensible' car (if one can say such a thing of an E-Type).
The 1971 E-Type 5.3 (also known as series 3) came in OTS (Open Two Seater) and 2+2 versions. The biggest change, however, was under the skin: a brand new V12 of 5.3 litres capacity was fitted (although a few were built with a six-cylinder 4.2 engine), making the E-Type a very refined ride. It was a far cry from the relatively hard-edged sportscar the "E" type orginally was though, and it was now a GT in every sense.

The outer appearance of the car again changed with the new model: bigger bumpers, flared wheelarches, a chrome grille, and a V12 bootlid badge made it easy to recognize. The brakes were uprated (vented discs at the front), and since the OTS was now based on the large 2+2 floorpan, an automatic gearbox was an option on this model too. Power steering was standard, and the wooden steering wheel was replaced by a leather one. The last of the E-Types, the series 3 was discontinued in 1974, after a 13-year production run.

Its replacement was the XJ-S (later named XJS) which was not a sportscar, having a lot in common with the XJ saloon with which it shared many technical components. Although partially designed by Malcolm Sayer it had none of the beauty of the E-Type. After a slow-start the XJ-S was a best-seller for Jaguar, once the convertible was introduced.

Footnote: Jaguar's most revered sports car is also known as the "XKE". Jaguar purists insist that the proper term is "E-Type", and all of the non-marketing literature from the factory referred to their popular two seater (and 2+2) as such. "XKE" has found its way into popular culture however. It is also a fact that the factory used the term in their marketing, so they can't be too offended by its use. At various times, even the terms "XK-Engineering" and "XK-Elegence" was employed.

Website