Guide: Jaguar E-type 3.8 Series 1
Background
Although Jaguar boss Sir William Lyons initially thought the XK120 would merely serve as a useful publicity tool, Jaguar were inundated with requests from customers desperate to get their hands on one. Production versions started to roll out of Jaguar’s Brows Lane factory in June 1949 and the XK120 went on to become a major commercial hit.
It also proved highly competitive in practically all disciplines of motor racing and, following some impressive performances, led Jaguar to create the legendary Le Mans-winning XKC (better known as the C-type).
A little over 12,000 XK120s had been built by late 1954, after which Jaguar replaced it with the further improved XK140. The XK140 was in turn replaced by the disc-braked XK150 in May 1957, but by this time the ageing XK platform was already beginning to lag behind the competition despite its ongoing popularity.
Meanwhile, for 1954 the C-type (which had been based on an XK-style tubular steel chassis) had been replaced by the state-of-art D-type. Although the two cars shared the same basic dual overhead camshaft straight six engine and similarly curvaceous bodies, the D-type was based around a radical central monocoque from which the ancillary equipment was located on attached subframes.
Like the C-type, which had also been conceived to win the Le Mans 24 Hours, the D-type proved itself an extremely effective racer. Following wins at la Sarthe for the C-type in 1951 and ‘53, the D-type went on to secure a further hat-tick of victories in 1955, ‘56 and ‘57.
One month before that final D-type win at Le Mans, Jaguar began testing an experimental prototype dubbed E1 A that was designed to trial various engineering developments and in particular a new independent rear suspension set-up.
In a similar fashion to the D-type, the E1 A (Experimental number 1 Aluminium) was based around a central monocoque although in this case one fabricated from aluminium as opposed to steel.
Despite not having been conceived as a replacement for the XK line, a series of promising trials saw the E1 A evolve into what became the legendary Jaguar E-type.
By the time the E1 A was scrapped in 1958, Jaguar had already begun work on a static mock-up dubbed the Pop Rivet Special that was hastily converted to operational trim.
While the Pop Rivet Special was subjected to a brief four-month R&D programme, the first true E-type began to take shape in Jaguar’s experimental department. Chassis 850001 was an Open Two Seat Roadster and began the chassis sequence that Jaguar went on to use for production cars (although at this stage the Cotswold Blue prototype’s tail still had echoes of the D-type).
By June 1959 chassis 850001 was undergoing tests at the MIRA proving ground in Warwickshire.
A year later, Jaguar’s fleet of prototypes had grown to four cars; 850001 was joined by 850002 (another right-hand drive OTS Roadster) and a brace of left-hand drive Fixed Head Coupes (885001 and 885002).
Of these original test mules, only chassis 885002 survived. This car (which lacked the production version’s front overriders and intake trim) was subsequently road registered 9600 HP on February 10th 1961. It went on to serve as a press demonstrator for the E-type’s motor show debut at Geneva in March (where chassis 885005 was used for the main display).
Despite a highly competitive price, the E-type was an extremely advanced car for its day. In addition to the aforementioned D-type-inspired monocoque, it came with four-wheel disc brakes and fully independent suspension all round.
Having taken the Geneva Salon by storm, Jaguar headed for the New York Motor Show where the E-type received an equally rapturous reception. Orders poured in and a substantial waiting list had soon built up.
To help with Britain’s balance of payments (the country had built up a large deficit in order to fight World War 2), the E-type was initially introduced for export only. In North America it was dubbed the XKE.
Domestic market versions were available from July 1961.
Chassis
The E-type was based around a new steel monocoque chassis to which steel front and rear subframes were attached for the engine, suspension and ancillary equipment.
Unlike the D-type, the E-type’s front subframe was bolted to the bulkhead as opposed to having pierced through the monocoque. At 2438mm (96-inches) the wheelbase was also 152mm longer than the D-type to free up more cockpit space.
Compared to rival models, the E-type’s semi-monocoque arrangement was much lighter than a traditional body-on-frame configuration and, with the engine mounted completely behind the front axle, weight distribution was a near perfect 51:49.
Handling was also better than most other cars in class thanks to a fully independent suspension set-up.
This comprised a lower wishbone and torsion bar arrangement up front while out back was another lower wishbone but this time with an upper driveshaft link, radius arm and coil spring. Girling dampers were fitted all round along with a front anti-roll bar.
Having been the first manufacturer to go racing with disc brakes (on the C-type at Reims back in 1952), it was no surprise Jaguar chose to install them for both axles on the E-type. Servo-assisted Dunlop discs with quick-change pads were fitted on the wheel hubs at the front and inboard of the halfshafts adjacent to the differential at the rear. Disc diameter was 11-inches up front (279.4mm) and 10-inches at the rear (254mm).
Silver-painted 15 x 5-inch centre-lock 72-spoke wire wheels were originally shod with Dunlop RS5 tyres.
A 63.6-litre fuel tank (14 UK gallons) was installed alongside the spare wheel underneath the trunk floor.
Engine / Gearbox
Longitudinally mounted in the E-type’s engine bay was the same wet-sumped 3.8-litre dual overhead camshaft straight six engine that had been introduced as a top-of-the-range ‘S’ type option on the XK150 in October 1959.
It featured a cast-iron block with two sets of three siamesed bores, a light alloy twin cam twelve valve head and massive seven main-bearing crankshaft fashioned from high-tensile steel.
Displacement was 3781cc thanks to a bore and stroke of 87mm and 106mm respectively.
Three twin-choke SU HD8 sidedraught carburettors were fitted and the compression ratio was set at 9.0:1.
In this configuration, peak output was 265bhp at 5500rpm and 260lb-ft at 4000rpm.
Transmission was through a four-speed Moss gearbox with synchromesh on second, third and fourth, a hydraulic single-plate Borg & Beck clutch and hypoid rear axle complete with Salisbury limited-slip differential.
Bodywork
The E-type’s original OTS Roadster body was penned by Malcolm Sayer and the FHC variant subsequently adapted by Bob Blake. Both versions were equally spectacular to the point that Enzo Ferrari reputedly called the new model “the most beautiful car in the world”.
The E-type’s overall design was characterised by its long air-piercing nose, muscular rear haunches and wasp-like tail. The OTS Roadster featured a folding canvas roof that, when lowered, was concealed by a detachable canvas tonneau. By contrast, the FHC adopted a Fastback cabin profile with side-opening rear hatch that gave access to the luggage area.
Both types used a forward-hinging single-piece front clamshell with an oval nose intake, a discrete power bulge and headlights mounted behind chrome-rimmed glass covers. The curvaceous windscreen had such a low profile that three miniature wipers were required instead of two conventionally-sized items.
Down each flank, low profile doors were adopted to retain as much strength as possible in the monocoque’s sills. The tops of the wheels were partially shrouded by the shapely fenders.
Slim wraparound bumpers with vertical overriders were fitted at either end above which were elegant supplementary light clusters.
Dual centrally exiting exhausts gave the back end an even more purposeful appearance.
Body panels were fabricated from steel by Abbey Panels in Coventry and delivered to Browns Lane where they were welded and bolted in place.
Interior
Directly behind the wood-rimmed steering wheel with its three vented and highly polished alloy spokes were large read outs for road and engine speed (the latter with an integrated clock). These were inset on a wrinkled black vinyl fascia to match the passenger-side storage cavity.
Located in the centre of the dash was a control panel with an array of flick switches and four additional gauges (water temperature, oil pressure, fuel and battery amps). Underneath was a supplementary panel that housed an ashtray and radio (if one was specified). It also linked the dash to the transmission tunnel.
The upper and lower central control panels, the top face of the transmission tunnel and the gear gaiter shroud were all given matching turned aluminium inserts.
Leather-trimmed bucket seats were set below the deep side sills that were upholstered to match. Leather was also used for the door panels, cockpit pillars, outer footwell sidewalls, upper sidewalls of the transmission tunnel and rear sidewalls. Black vinyl was used for the dash top while carpet was fitted pretty much everywhere else.
The FHC’s trunk area was trimmed to match the rest of the upholstery and came with a quintet of aluminium rubbing strips.
For additional driver comfort, the steering wheel was adjustable for both height and reach while the seats could be moved fore / aft.
Options
E-type buyers could enhance their car with an array of optional extras to include chrome-plated wheels, Sundym tinted glass, seatbelts, a lockable fuel filler cap, whitewall tyres, a choice of three alternative audio systems and two types of exterior mirror.
Different types of tyre were also available on request along with a lower 8.0:1 compression ratio for regions with low quality fuel.
For those customers that wanted to go racing, Jaguar could supply special competition wheels shod with Dunlop Racing R5 tyres (6-inch wide front and 6.5-inch rear).
Body-specific options included a fibreglass hardtop for the OTS Roadster and clear rear glass for the FHC.
Weight / Performance
The OTS Roadster weighed in at 1219kg and the FHC was 1232kg.
Both had an identical 149mph top speed and 0-62mph time of 7.1 seconds.
Production Changes
In August 1961 (following the completion of 386 left-hand drive cars and 92 right-hand drive examples) Jaguar switched from externally-mounted body latches located at the rear corners of the front clamshell to an internal design.
Towards the end of 1961 (following the completion of 2086 left-hand drive cars and 534 right-hand drive examples) the previously flat floorpans were modified to incorporate dished sections so as to provide greater head and leg room.
Around the same time, the previously separate hood louvres that had to be welded in place became part of the main panel stamping.
In September 1963 the turned aluminium cockpit fascias were dropped. The middle part of the dash that housed the four supplementary gauges and switchgear was now upholstered in the same wrinkled black vinyl as the sections on either side giving a more cohesive appearance. The other aluminium inserts were now trimmed in leather to match the rest of the upholstery.
Towards the end of production, the seat pattern was changed to incorporate parallel pleats on the bases, the FHC’s rear door hinges were fitted with shields to prevent damage to luggage and the original Dunlop RS5 tyres were switched to a choice of Dunlop SP41 or Pirelli Cinturatos.
A handful of very late examples were reputedly fitted with Jaguar’s full-synchromesh four-speed gearbox.
End of Production
Production of the 3.8-litre E-type continued until October 1964 at which point it was replaced by a 4.2-litre version that came with several other upgrades.
By this time, Jaguar had completed 15,493 examples of which 7822 were OTS Roadsters and 7671 were the FHC version.
This figure comprised:
936 right-hand drive OTS (starting at VIN 850001)
6886 left-hand drive OTS (starting at VIN 8750001)
1799 right-hand drive FHC (starting from VIN 860001)
5872 left-hand drive FHC (starting from VIN 885001)
Text copyright: Supercar Nostalgia
Photo copyright: Jaguar - https://www.jaguar.com
