Today, the ethnic cleansing of the petrol-fueled engine continues at a rapid pace and recently took another step toward ultimate eradication with Jaguar-Land Rover’s announcement of the electric E-Type Jaguar—the E-Type Zero. Officially, it is a move by the car giant to “future-proof” a classic car. Don’t be fooled,. To me, this is a step too far, similar to the death of the steam-engined locomotives of the 1960s by Dr. Beeching, hatchet-man of the UK railway system. Thankfully, on one of my recent visits to restoration company Zul Racing of Derby, England, proprietor Liaz Jakhara had his head under the bonnet of a 1961 Series 1 E-Type drop-head, fettling away and breathing new life into the iconic car.
It may be a preserve of those of a certain age, but can you remember the first time you saw, were lucky enough to have a ride, or even get behind the wheel of an E-Type Jaguar? For me, I’m taken back to a dank, dark, miserable, Monday morning. It was a typical English November day, the heavy clouds merging with a swirling whispery fog. It had been difficult rising from a warm cozy bed, summon up the energy to wake, dress and get ready for work, but it had to be done. Walking to the bus stop, I could see the shelter was full and therefore no cover from the prevailing inclement weather. Last in queue, I waited in line for the arrival of the deafening, disorderly, diesel-fueled, dirty green, double-decker bus. The wait seemed an eternity, although, in fact, it was probably only around five minutes. Then, out of the gloom, came a ray of light, a sleek-shaped vehicle that stirred and warmed the heart. Was this my mind hallucinating, maybe a mirage? No, as it neared its reality and identity became more obvious—a Cotswold blue E-Type Jaguar. It slowed and came to a halt by my side. The window opened and a gruff voice shouted, “Jiggle, get in!” It was my boss, his Christmas had come early as he’d at last taken delivery of the car of his dreams and I was one of his first passengers. My mood immediately changed from misery to mirth as I settled in the seat for the seven-mile journey to work. Of course, my driver was about to show off all the attributes of his new purchase. It was the first time I traveled well in excess of 100 mph, although given the conditions it was rather foolhardy, but as a 1960s teenager having the most thrilling ride of my life I wasn’t about to complain. The trip captivated, stirred and mesmerized all my senses, it lasted a little more time than a fairground ride, but the exhilaration of this journey has remained etched and indelibly fixed in my memory. It is as clear today as it was all those years ago.
Jaguar designer Malcolm Sayer looked deep into the gene pool of Jaguar’s racing history and heritage, taking innovation and details from the XK150 and the Le Mans conquering C and D-Type Jaguars. Unlike Dr. Frankenstein’s monster, with deft assistance from Bill Heynes and Frank “Lofty” England, Sayer’s incarnation came to life and became the most alluring, sleek and, arguably, greatest ever post-war sports car to hit the road. Not only that, but it was half the price of its contemporaries like the Aston Martin or Ferrari. The biggest compliment came from an unlikely source. Enzo Ferrari himself made it, when he reportedly said it was, “the most beautiful car ever made.” Has it stood the test of time? Yes, it surely has, as today opinion polls conducted by automotive bodies and magazines, even those in national newspapers, conclude the XKE is top of many lists of the most exquisite cars ever built. Ultimate speed for many road cars of the period in the UK was not much more than 70-80 mph, but the racing pedigree of the E-Type Jaguar 3.8-liter engine gave 150 mph, setting it far apart from many rivals. It was in essence a racing car for the road, not just for the UK market, but also, importantly, for the world. In fact, the export models were launched prior to those for national customers, with a first appearance at the 1961 Geneva Salon.
There is much folklore surrounding the E-Type, but surely the epic journey made by Jaguar test driver Norman Dewis, who delivered a second display car to Geneva show from Jaguar’s Browns Lane HQ, Coventry in the UK to Switzerland, was an overture to the qualities of the car itself. Recalling the journey, Dewis explains, “Coventry to Dover took me two hours and I completed the run to Geneva in just over 11 hours. I averaged 68mph and there were no motorways back then so it was quite a drive.”
Despite this successful “in house” perambulation there were critics, many justified too, gearbox issues including just four forward gears and no synchromesh on first, overheating, oil consumption, poor cabin ventilation, cramped leg room due to the flat floor and ill-fitting door and trunk seals. Many of these were due to hasty production processes and addressed in Series 2 models. Still the order books were full and, just like my boss, many customers had to wait 12 months, or more before they took delivery of their stead. However, the E-Type package on the whole was simply remarkable value for money In today’s world, there are many more driving limits on UK roads than in period. Maximum speeds of 70 mph for motorways and dual carriageways, 60 mph for other main single carriage, then 50 mph, 40 mph, 30 mph and now 20 mph maximum speed restrictions on many city, town and village roads. It is therefore not possible to test the car for out and out speed. This would have to be done on one of Germany’s autobahns where there are very few speed constraints. Sitting in the driving seat for the first time after so many years, I’m instantly aware of the closeness of the pedals and the small amount of adjustment in seating position. Despite this I have sat in other vehicles that are far more restrictive. The dials and switches on the dash are very workman-like, the odometer and rev counter looming large through the upper aperture of the steering wheel. The other more sundry gauges, ammeter, fuel, oil and water sit above the bank of knobs that operate lights, wipers, washers, etc. The ignition and starter button are ideally placed vertically above the gear-shift, which in turn is vertically above the hand brake lever—all very concisely handy for the driver. With ignition on and starter pressed the race-bred engine bursts into life and awaits further instructions as it idles at around 600 rpm. With clutch depressed, which has a fairly long travel, and first gear selected—top left on the H-gate, 4-speed gear shift (reverse being top far left)—we prepare to move off with a gentle squeeze on the accelerator, moving into second almost as soon as the wheels are in motion. We’re soon comfortably in top gear, albeit with a more demanding movement than expected, and away along the country road. It’s easy to feel the racing pedigree of this car as it’s chomping at the bit to go faster, just a dab on the accelerator and the car immediately responds. The steering gets lighter with an increase in speed, modern day power-assisted units have made this driver very sensitive to the strength previously required. Cruising along, heads we pass still turn at the sight of this classic beauty gracefully gliding by. Although the car is construed as an out-and-out racer, I use the term gracefully as we are driving in a very mild way keeping within the constraints of the UK highway laws. My 20 minutes or so at the wheel comes to an end far too quickly. Bringing the car back to a stand still, it’s another tick off of the “bucket list.” The experience lived up to expectations, maybe a little more if the car had been allowed to really express itself? It’s at this moment I pinch my arm to remind myself that this is a car essentially built for the road almost 60 years ago. Since then technology hasn’t given us too much more.
Whether it’s the mythology, that surrounds the E-Type or not, the fact is the car is as popular today as it was when it launched almost 60 years ago. If you want certain models of E-Type, like the new Eagle E-Type models, hand-built to your exacting specification you will have to wait a fair few months for your steed. I’m just so thankful to artisans like Mr. Jakhara. Yes, we must save the planet, but our motoring history and heritage must also be preserved.
Specifications
Length: 175.31 inches • Height: 48.125 inches • Width: 65.25 inches • Wheelbase: 96 inches • Weight: 2,900 pounds • Engine: 3.8-liter, Inline-6 • Transmission: 4-speed manual
Performance
Top speed: 150 mph
0-60 mph: 7.1seconds
Average fuel consumption: 27.5 mpg @ 50mph
Valuation
Price at launch: £2,097
Excellent: $450,000
Good: $325,000
Average: $200,000
Fair: $120,000
