It’s one of the most famous cars of all time, a 1960s icon that defined the decade and remains just as popular today, nearly 60 years after its arrival – but what is it that makes the E-type so special?
Well, rather than write yet another breathless paean to this most celebrated of sports cars (and, trust us, we would gladly have done that 10 times over), we thought we’d delve down into the nitty gritty of the model.
So, who designed it? How fast can it go? What does it cost today? And, most importantly of all, what’s the deal with those uncovered headlights? You’ll find all the answers below.
As sleek as an oiled otter and with a profile that looked sculpted by artisans rather than constructed in a Coventry factory, the E-type was a marvel of aerodynamic engineering. And that’s hardly surprising – because the design genius behind it was former aeronautics engineer Malcolm Sayer, a man who had cut his teeth working for the Bristol Aeroplane Company during World War II.
Enzo Ferrari described it as “The most beautiful car ever made”, and who are we to disagree? The coupé version is surely the most attractive, with Sayer’s mathematically perfect lines flowing seamlessly from long nose to shapely rear – but the open-topped roadster is hardly much less compelling.
As integral a part of the Swinging Sixties as Mary Quant miniskirts and Mod suits, the E-type was soon the ultimate accessory for any self-respecting celebrity. Frank Sinatra is said to have visited the car’s New York Auto Show launch in 1961 and declared, “I want that car and I want it now!” and he was hardly alone in that regard. George Best owned one, as did George Harrison, Tony Curtis, Sid James, Donald Campbell and many others – anyone who was anyone, basically.
The E-type had them on all wheels, at a time when few mass-produced cars did, and that was just one of many advanced features. The body was an all-steel monocoque with front subframe, there was an all-synchro four-speed ’box (from 1964) and sharp rack-and-pinion steering. The E-type wasn’t just a looker – it was a driver, too.
This prototype is where the E-type’s story really began. Produced in 1957, it was smaller than the final production model and had a 2.4-litre engine under the bonnet.
AKA fixed head coupé, the technical term for the closed-roof version of the E-type. Produced in smaller numbers than you might think, with around 20,000 out of a total of 72,515 of all varieties.
The E-type caused a sensation when it launched at the Geneva Motor Show in 1961 – but the whole thing was very nearly a disaster. The firm had been eager for UK motoring journalists to road-test the model before the show, but that left little time to actually transport it to Switzerland. Eventually, Jaguar PR man Bob Berry drove it flat-out from Coventry, arriving 20 minutes before the covers were due to be lifted. “Good God, Berry,” founder Sir William Lyons is said to have uttered as the car was hastily cleaned up and put on display. “I thought you were never going to get here.” Amid frenzied demand to try out the car, Lyons decided another one was needed – so test driver Norman Dewis was conscripted to make the same journey. He managed it in 11 hours at an average speed of 68mph.
Covered on all but the final few Series 1 cars, but left bare on subsequent versions, in order to satisfy American safety regulations. This is A Controversial Subject among E-type enthusiasts, who will happily tell you, at great length, why it’s a big deal. Probably best avoid it on dates.
Another innovation that had first been tested on the E1A prototype, the all-round independent suspension ensured that the E-type rode as smoothly as it looked.
The E-type spanned a period of great change for the Big Cat. When it launched in 1961, Jaguar was an independent company; by the time the final Series 3 car rolled off the production line 13 years later, it had been subsumed into the British Leyland Motor Corporation, AKA the biggest disaster in British automotive history.
Yes, we know – but we couldn’t think of a genuine ‘K’. For all the E-type’s undeniable beauty and grace, it would have been half the car it was without the brilliance of its XK engine. Developed by the genius team of William Heynes, Walter Hassan and Claude Bailly, it made its debut in the XK120 way back in 1948 and had been improved repeatedly over the following decade or so. By the time the E-type launched, it produced 265bhp and could fling the E-type to 150mph – almost unprecedented for a car that mere mortals could afford.
Twelve E-types were produced in ‘lightweight’ form, with racing in mind. These rare models command a high price today – we’re talking millions. The original plan had been to build 18, so in 2014 Jaguar decided to complete the job and created the remaining six to the exact same specs as the 1960s versions.
The E-type enjoyed some success on the track, although never to the extent that the C- or D-type did. That said, E-types did finish fourth and fifth at the 1962 Le Mans 24 Hours, and were raced in-period by such greats as Jackie Stewart, Graham Hill and Bruce McLaren.
One of the first cultural institutions to recognise the E-type’s wider importance, MOMA acquired a 1963 roadster in 1996. At the time, it was only the third car to make it into the hallowed halls.
The top speed achieved by Autocar in its 1961 test drive – although contemporary reports suggested 140mph was a more realistic target to hit and we’re sure plenty of people managed that on the empty motorways of the time.
Though the E-type was popular with the 1960s showbiz set, it wasn’t actually that expensive by modern standards. In fact, that was part of its appeal. When it launched, it carried a £2,160 price tag – around half of what you’d have paid for an Aston Martin DB4 and a third of the price of a Ferrari 250GT. Taking into account inflation, that’s about £47,000 in today’s terms – or roughly the price of a Jaguar F-type, coincidentally.
What you’d be if you’d bought an E-type for £2,000 in 1961, and looked after it since. Prices have rocketed in the past decade – although they have dropped off a little in the last year or two – and the most desirable models can now go for more than £300,000. Series 1 examples are the most highly sought after, particularly in rare ‘outside latch’ form, with roadsters going for slightly more than coupés. S2 roadsters can go for about £100k, 2+2s for £50-60k and S3s for £30k or so.
The convertible version is the most numerous of the E-types, with 33,996 produced across all generations. The lines aren’t quite so perfect as on the coupé, but by God you look cool driving one (unless it’s raining).
There’s much debate among E-type nerds as to which version is the best one, and the discussion is further complicated by the fact that there were several different engine and gearbox choices, and of course three very different body types. If you’re looking to buy one, do some proper research first, but really there’s no ‘bad’ E-type – just slightly less perfect ones.
Yes, we’re cheating again here – but we had to include the 2+2, as it should rightfully be named, in our list. This four-seater was added to the line-up in 1966 and immediately divided opinion. It is undeniably the least attractive version – the extra 9in on the length and the taller windscreen just don’t quite sit right – but it’s also by far the most practical, with space for two small people in the back. Buy one if you think your kids will actually appreciate it.
The E-type was always popular in the States – in fact it was designed with export in mind – but we can also blame stringent US regulations for the design horrors inflicted on the S2 and S3 models. Those higher bumpers, those bigger tail lights… yuck!
The final S3 instalment of the E-type arrived in 1971, sporting a new 5.3-litre V12 engine – Jaguar’s first – and thus completed its transition from sports car to grand tourer. That engine was smooth and powerful, but also very thirsty, at a time when the oil crisis was about to hit.
Jaguar’s founder and guiding force. Played a significant role in styling the E-type (and many other Jags), despite a lack of any formal expertise.
Reading this in America? Then you’ll know the E-type as the XK-E. We don’t know why.
What you’ll be saying if you’re lucky enough to own an E-type. Look, it’s nearly midnight and we’re really struggling here. Go easy on us.
The future of the E-type? Maybe so. This all-electric version E-type Zero will apparently be available to buy this year (price: £300,000), and has already won royal approval, having acted as Harry and Meghan’s wedding car. If it looks suspiciously like the original E-type, that’s because it is one – yes, it’s an actual 1960s S1 that’s been retrofitted with an electric motor. OK, so losing the XK engine seems like a bit of a shame, but you could always buy a petrol version too and get the best of both worlds.
Now read
We tracked down the original Bullitt Mustang
The inside story of the McLaren F1 – the greatest supercar ever made
