JAGUAR E-TYPE 3.8 SERIES 1

Story by: Glen Smale
09 NOV 2000

One thing remains true for all early Jaguars – there is no way that you could mistake a Jaguar for any other car in the car park. But in 1961, the motoring world was to be astounded by one of the most sleek and lithe ‘cats’ to be produced by the Coventry concern.

Slimline lights and bumpers distinguished the series I model from the later series II.

Launched at the Geneva Motor Show in March 1961, Sir William Lyon’s latest creation took the world by storm. Following a five-year development programme, the E-type was the clearest example yet of the company’s efforts to incorporate their competition experience learned on the track, in their production models. The original model offered stunning performance and retailed for £2097 (basic price £1480) for the open two-seater and £2196 (basic price £1550) for the fixed-head coupe and with 150 mph on offer, orders from North America poured in. 

Certainly a factor in the overwhelming success of the new Jaguar sports car was, in developing the car, the design and development team had gone right back to basics and had not fallen into the trap of simply improving an existing model. With engineering maestro, William Heynes and his small team responsible for the engineering work, a true two-seater emerged in the form of a thoroughbred sports car. Within a month of the car’s launch, Graham Hill gave the new E-type its first victory at Oulton Park.

BODY 

Styled by Malcolm Sayer and William Lyons himself, the E-type was to replace Jaguar’s acclaimed XK line – the specific model up for replacement being the now bulbous XK 150S.The unique combination of spaceframe and monocoque construction, was clothed in a sleek and voluptuous body, whose panels were provided by Abbey Panels, while internal steel pressings came from Pressed Steel Fisher. The steel body components were then assembled at the Browns Lane works with all welding and leadfilling being carried out by hand. 

Taking its cue from the successful D-type race car, this spaceframe/monocoque combination offered a lightweight yet very strong body, in the process making the E-type shorter, wider and significantly lighter than it’s over-weight predecessor, the XK 150S. Body rigidity was high even on the Roadster, with strength coming from the massive box-section sills, floor and transmission tunnel and the rear bulkhead. INTERIOR Early production cars had a flat floor which rendered seating accommodation for tall drivers rather tricky. Seating was further hindered by limited rearward seat travel. 

The 1962 model incorporated footwells for both passenger and driver and an indentation in the rear bulkhead allowed greater rearward seat adjustment. Improved seat cushions and pedal position made the 1962 car altogether a more driveable car. Early E-types also featured an ‘ally’ (aluminium ) dash, but this was later replaced with the black crackle-finish unit and rocker switches replacing the earlier flick-type switches.

ENGINE & TRANSMISSION 

The 3.8-litre engine and transmission unit came straight from the old XK 150S. Producing a claimed 265 bhp, the ‘E’ could nudge the magical 150 mph, reaching 60 mph in 6.9 seconds – impressive today, mindblowing in 1961. This was Ferrari territory and at a third of the price, it was no wonder that the E-type took the motoring world by storm. The 3.8-litre unit has always been regarded as the purist of the breed, as it is a higher revving motor and, on paper at least, is the quickest E-type of them all. 

The smaller capacity engine is thought to be the better unit as it was this motor that powered the last of the D-type cars at Le Mans. Early road tests revealed that the E-type was able to return a fuel consumption of over 26 mpg at a steady 70 mph and around 20 mpg at a touring speed of 100 mph, although a rather small fourteen gallon fuel tank was one the few early press criticisms. The first E-types came with the Moss ‘box, which had synchro on second, third and fourth gears, but not first. This rather ‘agricultural’ gearbox came in for some criticism from the press as everyone had expected a more up-to-date unit at launch. The Moss ‘box had been used in Jaguars since before the war and it had been hoped that Jaguar’s new gearbox would be ready in time, but this was not to be.

see specifications

SUSPENSION 

One of the new model’s innovative features was the independent rear suspension which was housed in a self-contained cradle. This was bolted to the car as a ‘self-contained’ unit and insulated by means of rubber mounts. Also carried in this suspension cradle, was the Powr Lok diff with in-board discs. The suspension was secured forward by means of two U-section trailing radius arms, rubber-mounted of course, attached to the lower wishbone and not the suspension cage itself. 

By ensuring that there was no metal-to-metal contact in this suspension layout, road, suspension and transmission noise was almost eliminated. An anti-roll bar and a four coil spring/damper configuration made up this comprehensive and efficient suspension system. The front suspension consisted of upper and lower wishbones, torsion bar and inclined telescopic dampers with an anti-roll bar. The rack and pinion steering unit was mounted ahead of the front suspension and was universally jointed. DRIVING From the outset, the E-type was praised for its flexibility and its ability to cruise happily ‘at a ton’ on long journeys or just as happily, to potter down to the corner shop for the paper and a loaf of bread.

Although ‘heel and toe’ driving was difficult with the confined space in the footwell, pedal position was improved on later models. A telescopically adjustable steering column made up for some of the limited seat travel. Performance and handling of the car was highly praised by press and public alike and the manufacturers were only too aware of the fact that people of all driving abilities were likely to afford and therefore drive the E-type. 

The car was a very safe handling one with remarkable grip even on those narrow cross-ply tyres. LIVING WITH AN E-TYPE Current owner, David Hinds, uses his car weekly for business as well as for shopping trips to Asda as it has a very handy hatchback. This positive comment was also made by the motoring press in the year of its launch – the value of this feature being appreciated by drivers almost forty years on.