The third generation of the glorious E-type was the last for the model. It differed from its predecessors in many ways and became the most unpopular series and a swan song of the famous roadster.
Source: Goodwood
Stylish and impetuous, with a smooth-lined hood, the first series expressed all the brilliance and optimism of the British automotive industry of the early 60s. Later, it departed from the original style and gloss, resigning its place to more advanced models. This roadster was the favorite automobile of George Harrison (Beatles), actor Tony Curtis and football star George Best. The silhouette, created by designer Malcolm Sayer, influenced the design of all subsequent E-Type models and continues to affect the minds of Jaguar designers to this day.
Source: AutoEvolution
Jaguar E-Type became the main sensation of the Geneva motor show, which opened in March 1961. The British brand’s new model received the most flattering assessments from contemporaries, including Enzo Ferrari, who did not like British automobiles at all. For the American market, it received the XK-E name, debuting at the 1961 New York Auto Show. The design of Malcolm Sayer’s new creation departed from the design tradition of the previous sports cars of the XK120-150 series. The long hood had become something completely new, a kind of trendsetter in automotive design. In addition to the innovative design approach, the car also stood out in technical terms: it did not remind the other road cars of the brand but rather recalled racing cars that successfully performed at Le Mans. Like the D-Type, the body consisted of a steel monocoque in the middle and a front subframe to which the engine and front independent suspension were attached. The center section was exceptionally strong but had a less intricate design than the space frame with equal strength. Even though it was relatively cheap to manufacture, the maintenance and repair costs varied dramatically. The rear part of the semi-axle served as part of an independent suspension on parallel levers, acting as the upper one. The first series was equipped with an in-line “six” with a working volume of 3.8 liters and a power of 265 hp from the sports model XK150 S, which was structurally identical to the Leman engines. In addition, Jaguar was one of the first to equip their automobiles with disc brakes. The E-Type was one such vehicle. Another feature borrowed from racing cars was the rear brakes, taken out to the final drive. Such a scheme reduced the unsprung masses, thus, improving the roadster’s handling.
The 1st series of 1964-1967 was of the greatest value for the brand’s fans since it was more reliable and easy to manage with an original design, unlike Series II and Series III. Moreover, today, the first series is experiencing a real renaissance in popularity among collectors. It costs about $60-70K in classic car auctions. However, the prices for the S2 and S3 versions are noticeably lower, reflecting the fact that even later versions cannot compare with the original E-type. During the release of the third series, 15,290 cars were produced. The E-Type became one of the style icons of the 20th century and probably the best of the Jaguars.
Source: Historics Auctioneers
With each subsequent series, the famous roadster lost its appeal to the brand’s followers. The planned introduction of a 12-cylinder engine intended to return the “wild cat” to its former glory. Initially created for the flagship XJ sedan the new V12 was put on E-Type, as Coventry decided to try out the novelty on a sports coupe for a start. The 1975 model, known as the S3, was produced only on an extended chassis. It was already equipped in the basic configuration with all the attributes of luxury life, from power steering to air conditioning. It is not surprising that this exceeded the mass to one and a half tons. So, despite the power of twelve cylinders, the car was not faster compared to its original version: it accelerated to a hundred in 6.8 seconds, reaching a maximum speed of 229 km/h. At the same time, fuel consumption was catastrophically high. After the fuel crisis, the demand for the voracious model fell dramatically, and Jaguar decided not to drag out the agony of the aging “prima.” 1975 became the last year for the legendary roadster.
Source: Real Art on Wheels
The third series was produced until May 1974. Officially, Jaguar announced the end of production only in 1975, as there were many unsold roadsters in warehouses.
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