In the 1960’s the market for the phenomenally successful XK series was decreasing. The XK-150 had all the horsepower and braking capabilities of a modern racecar, but under its shiny exterior was a 1948 chassis. Something more innovative and fresh was needed, and Jaguar was looking to build a new car to fill the void. From the Le Man’s winning D-Type came the design that made this new car look like nothing else on the road; it was called the E-type.

Launched in 1961 at the international motor show in Geneva, the E-type, or XKE, echoed the sensation of the XK-120 , perhaps even more. In its search for the “worlds most beautiful cars”, Car and driver named the Jaguar XKE series I the overall champion. Described by critics as “liquid”, “crisp”, and “stunningly erotic”, the E-Type was an astonishing performance package, with amazing speed and handling. The XKEs’ brand-new 4-wheel independent suspension system was so well conceived, it was used by Jaguar for over thirty years.

Like the XK-150, the early E-type retained the 3.8-liter, tri-carb 265bhp gold head engine and 4 wheel disk brakes.

The engine and front suspension design came directly from the D-type racecar, and was both strong and light, boasting a virtually 150 mph performance .The first series I E-types offered two models, the OTS (open two seater) or roadster, and the FHC (fixed head coupe). The coupe was the first model announced, often considered the truest form of the E-type, and the roadster followed. In 1967 the 2+2 was introduced, and aimed at North Americans as a family car due to its ‘+2’ extra seats. Among the many features of the car, such as innovative styling and performance, the 3.8 benefited from a minimal amount of body trim, which was not so in the later series of E-types.

The later model E-types are so identified by the 4.2-liter engine and the new, all-synchro 4-speed gearbox introduced by Jaguar in 1965. These new XKEs had thicker, more comfortable seats, a console glove box, and arm rests. The dash center panel and console top were now covered in fabric, the dash panel in black, the console to match the upholstery. The second group of changes, made in 1968, were primarily made to meet U.S. federal safety and emissions standards. These changes included removal of the clear glass headlight covers, and for North Americans the addition of a standard outside rear view mirror. Among the interior modifications were adjustable back seats, and anti-burst door locks, but the biggest difference was in the engine. An unimposing pair of low-emission, Zenith-Stromberg units on a different, exhaust-heated intake manifold replaced the row of three 2-inch SU carburetors.

From the later changes in the Series 1 E-type came the Series 11, a 1969 model. The Series 11 XKE employed the 4.2 engine, and much improved Girling brakes. The internal instruments were changed to the rocker type, a more efficient heating system was added, and the ignition key and starter button merged into one. Among the exterior changers were forward moved headlamps, wrap around bumpers, and two big windshield wipers, versus the three of the early Series 1 cars. A new radiator aimed at cooling the heat-prone engines of the American cars was fitted, new camshafts and a modified valve gear which made the vehicles run quieter and more efficiently.  

The Series III followed in 1970, with only the roadster and 2+2 models offered.  This Jaguar featured a V12 engine with a top speed of 145 that renewed the speedster’s interest in the series. The ride and handling were softened, frame lengthened, and interior more spacious. This model came with steel wheels as standard, extra lights added for side visibility, and the trademark egg-crate grill. As the years passed, the E-Type’s bumper guards grew larger and larger to meet safety standards, ruining the overall seamlessness of the vehicle. The last fifty E-types were all painted black, an apt representation of the sentiments of E-type enthusiasts, and an era passed.    

Fourteen years and three series later, the Jaguar E-Type closed production, but almost 35 years after is a mainstay among Jag collectors. Aficionados and collectors alike recognize the XKE as a stunning vehicle far ahead of its time, making it one of the most desirable collector cars available. Today, the E-type is more sought-after than ever, and collectors flock to the auctions and sales featuring the marvelous machines. Having quadrupled in value nearly three times over for some models, the XKE has found its way into classic car history, and asserted itself as an investment you can drive. Sales of core unrestored project cars find themselves running from the 10s to the high 20s depending on the extent of the ware. Restored vehicles, on the other hand, can fetch astronomical amounts, one restored 1966 E-Type roadster commanding as high as $118,000.00 at 2003’s Barrett-Jackson Auction in Scottsdale. One can only wonder at the future of these groundbreaking automobiles, who are still considered by some to be the best sports cars ever created.  

-Courtesy of Illustrated Jaguar Buyer’s Guide by James Hoehn,  Motor Books Int. publishers; Osceola: 1984

 and  www.etypejag.com

Edition 1, Volume V February, 2004

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