Guide: Jaguar E-type 4.2 Series 1 & Series 1.5
Background
Following its motor show debut at Geneva in March 1961, Jaguar’s sensational E-type not only proved a massive commercial success but also became a sixties design icon.
As a consequence of its low slung air-piercing body, the E-type was at the vanguard of production car aerodynamics. However, it was just as advanced under the skin having been based around a D-type-inspired central monocoque complete with fully independent suspension and four-wheel disc brakes.
The engine was pretty impressive too; Jaguar installed the proven 3.8-litre dual overhead cam straight six from the top-of-the-range ‘S’ type XK150 which produced 265bhp at 5500rpm and 260lb-ft at 4000rpm.
The E-type’s specification was even more impressive when its price was factored into the equation; it cost a fraction of anything that Ferrari, Maserati or Aston Martin had in their product line yet offered a specification unmatched by any of those more expensive rivals.
Unsurprisingly, buyers flocked to their local Jaguar showroom at an even greater rate than after the XK120’s introduction some twelve-and-a-half years prior. By the time production of the 3.8-litre Series 1 E-type came to an end in October 1964, nearly 15,500 had been completed, a figure split more-or-less equally between the two body styles on offer: Open Two Seat Roadster (OTS) and Fixed Head Coupe (FHC).
That same month, Jaguar unveiled a revised E-type at the London Motor Show. It most notably featured a torquier 4.2-litre engine, an uprated brake system and more comfortable seats. Significantly, it also came with Jaguar’s own fully-synchronised four-speed gearbox that had been unofficially phased in on a handful of very late 3.8-litre examples.
The E-type 4.2’s arrival came just a couple of weeks after Ferrari had unveiled their new 275 GTB in Paris; the latest release from Maranello was blessed with a handsome Kamm-tailed E-type-style body but still ran single overhead cam engine.
Meanwhile, neither Aston Martin nor Maserati had upped their game sufficiently to match the E-type with both the DB5 and soon-to-be-released 3500 GTi offering an inferior specification at a vastly higher price.
Engine / Gearbox
The idea behind enlarging the E-type’s revered straight six engine was to provide it with greater mid-range torque.
By expanding the cylinder bore diameter from 87mm to 92.07mm, displacement went from 3781cc to 4235cc (a gain of 454cc). Stroke was kept at 106mm which ensured the new motor was just as responsive as before.
Other upgrades included a new copper cross-flow radiator with thermostatically-controlled electric fan, an alternator to look after battery charging and an exhaust with shorter resonators and longer outlet pipes.
While the 4.2-litre engine produced the same headline 265bhp as before, this was now delivered at 5400rpm as opposed to 5500rpm.
More significantly, the torque rating went from 260lb-ft to 283lb-ft at an unchanged 4000rpm.
In addition to its much-improved flexibility, the 4.2 seemed to run even more smoothly that the outgoing 3.8.
Otherwise the engine’s specification was unchanged. Longitudinally-mounted, 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. Wet-sump lubrication was employed along with a 9.0:1 compression ratio and three twin-choke SU HD8 sidedraught carburettors.
Instead of the four-speed Moss gearbox with synchromesh on just second, third and fourth, the 4.2-litre E-type used Jaguar’s own full-synchromesh unit. Transmission was through a Laycock as opposed to a Borg & Beck clutch and a Powr-Lok instead of Salisbury limited-slip differential. The rear axle ratio was now 3.07:1 as opposed to 3.3:1.
Chassis
Aside from new quickly replaceable brake pads and a more powerful servo that gave a lighter, more progressive feel, the rest of the E-type 4.2’s mechanical specification was the same as before.
Each car was based around a steel monocoque chassis with a steel subframe at either end to support the engine, suspension and ancillary equipment. The wheelbase measured 2438mm.
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, 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 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 or Pirelli tyres.
A 63.6-litre fuel tank (14 UK gallons) was installed alongside the spare wheel underneath the trunk floor.
Bodywork
As a large part of the E-type’s appeal lay in its stunningly beautiful bodywork, no major changes were deemed necessary. However, an ‘E-TYPE 4.2’ script was added to the existing ‘JAGUAR’ lettering on the trunk lid / rear hatch.
The E-type’s 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.
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
Inside, Jaguar fitted larger, more comfortable seats with additional cushioning, flatter adjustable backrests and a new six-pleat pattern.
There was also a rev counter now redlined at 5000rpm instead of 5500rpm.
Otherwise the cockpit specification was left as before.
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).
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.
Leather-trimmed bucket seats were set below the deep side sills that were upholstered to match. Leather was also used for the lower section of the centre console, the door panels, cockpit pillars, outer footwell sidewalls, upper the transmission tunnel and rear sidewalls. Smooth black vinyl was used for the dash top while the dash fascia was the same colour but with a wrinkled effect black and 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.
Options
A previously unseen option introduced with the 4.2 was a steering column lock.
The other extras had all been seen before. They included chrome-plated wheels, Sundym tinted glass, seatbelts, a lockable fuel filler cap, whitewall tyres, a choice of 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
Weight was officially unchanged from the outgoing 3.8 (1219kg for the OTS Roadster and 1232kg for the FHC). However, it seems likely that each 4.2 was actually around 10kg heavier than before as a consequence of the new engine’s beefier internals.
Although the headline performance figures were only slightly improved (0-62mph was a tenth quicker at 7 seconds and top speed was 1mph higher at 150mph), the real benefit was the 4.2’s punchier mid-range capability.
2+2 Version
In March 1966 Jaguar introduced a 2+2 version of the 4.2-litre E-type at the Geneva Motor Show.
Covered in detail separately, the 2+2 came with a 229mm longer wheelbase and 45mm higher roofline in order to provide back-seat occupants with sufficient space.
The revised underpinnings also allowed for installation of a hitherto unseen automatic gearbox.
Early Production Changes
During the summer of 1967, E-types started to roll off the production line with open instead of covered headlights (shortly before the introduction of the Series 1.5 proper).
Series 1.5
in August 1967, Jaguar introduced an updated E-type for the 1968 model year which has subsequently come to be known as the Series 1.5.
Externally the Series 1.5 could be identified on account of its larger diameter uncovered headlights that were mounted a little further forward and set within reshaped bowls.
Inside, Jaguar fitted rocker instead of toggle switches, redesigned door trim panels and a steering wheel with brished aluminium instead of polished aluminium spokes.
The OTS Roadster now came with a roof that had two bows instead of the original three.
Under the skin, twin cooling fans replaced the original single fan configuration.
USA Version
Several of the Series 1.5’s updates were the result of United States safety legislation (the open headlights and ocker switches for example). However, regulators across the Atlantic were also tightening up on emissions which meant Jaguar were forced to produce a Federalised Series 1.5 that could comply with local requirements.
Instead of the bank of three SU HD8 carburettors used in other markets, cars bound for the US were fitted with a pair of Zenith-Stromberg 175 CD2SE items. To heat the fuel mixture, a polished cast aluminium crossover duct connected to the rear exhaust manifold. The US-spec. motor was further identifiable on account of its flat black-ribbed cam covers with bare metal tops.
The horsepower rating dropped from 265bhp to 245bhp at an unchanged 5400rpm.
The engine’s redline was increased from 5000rpm to 5500rpm.
Elsewhere, Jaguar fitted a revised differential ratio (3.54:1 instead of 3.07:1), re-ordered the centre console gauges, used a black instead of chrome horn button bezel, hex nuts instead of double-eared wheel spinners, all-clear indicator lenses up front (instead of clear / amber) and all red tail lights out back (as opposed to red / amber).
Later Production Changes
From engine number 7E16116, rest of world market cars adopted the same ribbed cam covers as the USA version.
End of Production
Series 1.5 production came to an end in July 1968 when the Series 2 took over.
Jaguar built 12,583 examples of the 4.2-litre Series 1 between October 1964 and July 1967 split as follows:
863 right-hand drive Series 1 4.2 OTS (starting at VIN 1E1001)
5888 left-hand drive Series 1 4.2 OTS (starting at VIN 1E10001)
1583 right-hand drive Series 1 4.2 FHC (starting at VIN 1E20001)
4249 left-hand drive Series 1 4.2 FHC (starting at VIN 1E30001)
A further 8591 examples of the 4.2 Series 1.5 followed between August 1967 and July 1968 split as follows:
319 right-hand drive Series 1.5 4.2 OTS (starting at VIN 1E1864)
2478 left-hand drive Series 1.5 4.2 OTS (starting at VIN 1E15889)
4230 right-hand drive Series 1.5 4.2 FHC (starting at VIN 1E21584)
1564 left-hand drive Series 1.5 4.2 FHC (starting at VIN 1E34250)
Text copyright: Supercar Nostalgia
Photo copyright: Jaguar - https://www.jaguar.com
