Jaguar E-type (1961 - 1975).
Although automotive styling is subjective, the one vehicle that seems to top more opinion
polls naming the most beautiful car in the world, the Jaguar E-type. Styled mainly by
aerodynamicist Malcolm Sayer, with significant input by Sir William Lyons, the coupe and
roadsters caused a sensation when unveiled in 1961.
In short, the E-type redefined the way in which we all viewed sports cars, and how little
it could actually cost to buy a 150mph car (it cost £2098, when an Aston Martin DB4
was over £5000). Except that those famous 150mph runs in pre-production models were
never replicated by owners. Despite that the E-type was still fast enough to redefine what
was expected from top-drawer manufacturers, such as Aston Martin and Ferrari. And yet,
there was nothing new about the E-type - all of its significant componentry had been seen
before: the 3.8-litre XK engine was married to a beautiful and aerodynamic body designed
by Malcolm Sayer (and inspired by the D-type and XK-SS), underpinned by all-independent
suspension.
Although the E-type coupé was the fastest and most useful of the breed, it's the Roadster
that attracts the most attention (and greater values) today. The open-top car was just as
effective to drive as the coupe, thanks to a stiff under-structure. It was popular in
the USA as well as Europe, and a high survival rate means that there are still plenty around.
But in 1964, the 3.8-litre was superceded by the newly-expanded 4235cc version of the
XK engine. Although maximum power output remained unchanged at 265bhp, torque was increased,
improving driveability. Performance remained pretty much unchanged, and many owners gave
up tying to match the 150mph claim, as it simply wasn't possible with an unmodified
car. But the 4.2 actually felt more grown-up to drive, thanks to its lower red line and
greater torque at lower revs prompting some to say the zest had gone. Another improvement
that came in with the 4.2-litre engine was the Moss gearbox (often retro-fitted to older
cars).
Despite its global success and accolades, Jaguar knew that E-type sales were being held
back by the limitations of being a two-seater. And that's
why it introduced the 2+2 in 1966. It was created by extending the wheelbase and cabin
by nine inches to make room for kids in the back. But there were some visual compromises,
such as the taller, more upright windscreen. With the arrival of the 2+2 came a useful
boost sales, with the new variant outselling the fixed-head coupé from day one. Not as
pretty, that's for sure, but today it's the easiest way into E-type ownership.
In 1967, there were further revisions to the range, creating what has become subsequently
known as the Series 1½. It was only on sale for a year, and the Series 1½'s main purpose
seems to have been to introduce new style headlamps with no covers but more chrome trim.
They didn't look as good but they certainly worked better. The 1968 S2 brought more significant
changes, like the larger grille opening, heavier front bumpers and bigger lamps.
Mechanical changes were limited to an improved cooling system and improved brakes, which
were changed from Lockheed to Girling. Power steering was also introduced an option, ushering
in the era of the 'soft' Jaguar E-type. The 2+2 in Series 2 form received the same upgrades
('changes' is perhaps a better word), as well as a more significant change. A new windscreen
was introduced - its base had been moved as far as the bulkhead
would allow to increase the rake, improving aerodynamics. It also received with stiffer
front torsion bars to counteract the additional weight.
Out of the lot, the Series 2 Coupes are the rarest of all the E-types. Fewer than 5000
were built, and they represented the end of the original shorter-wheelbase coupé body
style.
In 1971, the E-type would receive its most far-ranging changes. Walter Hassan, one of
Britain's pre-eminent postwar engineers and mastermind behind the Coventry Climax
Formula 1 engines, worked with Jaguar technical boss Harry Mundy to produce an all-new V12.
It was Jaguar's first production V12-powered car, designed for maximum smoothness. Maxumum
speed was still shy of 150mph, and fuel consumption was attrocious going into the 1973 energy
crisis.
The front-end styling with its prominent chrome grille lacks the grace of the earlier cars',
and the suspension was softer too, but as Jaguar was looking towards the American market,
these changes were inevitable. The V12 was only 36kg heavier than the straight six, and
handling balance wasn't too drastically affected. Although many E-type fans criticised
for being a cruiser and not a sports car, the E-type Series III still has massive appeal.
And all Jaguar E-types remain pretty much the most iconic classic cars money can buy.
Model Timeline.
December 1956. Work commenced on the new Jaguar sports car.
Work commenced on the E-type in December 1956. The first prototype was completed in May 1957,
and had the official title of E-type 1 Aluminium, or E1A. The E1A was smaller than the production
E-type, at 14ft 2in in length, but larger than the D-type. Its construction was largely
derived from the D-type, and featured a central monocoque tub. However, where it differed
from the D-type, was in its use of a new independent rear suspension system. The E1A was powered
by the short-block 2.4-litre XK engine, that had been developed for the Jaguar Mk1, that
had been launched in 1955.
The E1A was extensively tested by Jaguar's team of drivers, but in May 1958, Heynes decided
to lend E1A to the editor of The Motor magazine, Christopher Jennings, for an independent appraisal.
Jennings was impressed by the car's ability to cover distances rapidly, even with just
120bhp. By this time, Jaguar had built a second E-type prototype for the road, and which more
closely resembled the production car. The E-type gradually evolved during 1958, a year
when Jaguar also began work on the Zenith project, which became the big top of the range
MkX saloon. Both cars would feature independent rear suspension designed by Bob Knight (in
an amazing 27 days) as part of a bet with Jaguar boss Sir William Lyons. Knight's
suspension design would end up enduring into the 1990s…
July 1959. Landmark Jaguar E2A prototype built.
By July 1959, Jaguar had a third E-type prototype on the road. In 1960, the public had its first
view of the style of the next Jaguar sports car when the E2A sports-racer was unveiled.
E2A was not an E-type prototype as such; it was based on the D-type, but shared the future
E-type's wheelbase, and was intended to compete in the 1960 Le Mans 24 Hour, where
it was entered by American Jaguar enthusiast and distributor, Briggs Cunningham. E2A retired
from the event.
March 1961. Jaguar E-type revealed to the press in Geneva.
It was planned to unveil the E-type at the 1961 Geneva Motor Show Prior to this, Jaguar
would loan the two major UK weekly motoring magazines, The Autocar and The Motor a car
to test. These road tests would go on to prove pivotal in marketing the E-type, but a press
embargo was in force until the actual unveiling of the new sports car. Jaguar already had
one car on the company's stand in Geneva, but it was decided that another E-type was
required for Sir William Lyons to show to the media.
At around 7pm on Tuesday 14 March 1961, Jaguar's PR department employee, Bob Berry, left Browns
Lane, Coventry in a fixed head E-type, registered 9600HP. Berry drove virtually flat out through
the night, arriving in Geneva, where he drove to the local Jaguar distributor for a 20-minute
wash and polish, before heading to the Parc des Eaux Vives for the public unveiling by
Sir William Lyons. Surrounded by up to 200 members of the press, 9600HP caused a sensation,
and so did the price. At £2097 for the roadster and £2196 for the FHC, it was condemnably
cheaper than similar performing cars from Ferrari, Aston Martin and Chevrolet, and was
on a par with much slower cars from Porsche and AC. In fact, the E-types was initially
sold at a cheaper price than the outgoing XK150.
So what was the technical specification of this sensational new Jaguar sports car? The
powertrain, which was carried over from the XK150S, was a 3781 cc XK engine mated to a
four-speed Moss transmission, without overdrive. Jaguar claimed the E-type engine produced
265bhp (SAE) at 5500 rpm, but this was – to say the least – an exaggeration. The cast
iron cylinder block was actually manufactured by Leyland Motors in Lancashire, a task it
had performed since 1948, predating its involvement in the management of Jaguar. The aluminium
cylinder head came from two sources, West Yorkshire Foundries of York and William Mills
of Wednesbury, Staffordshire.
The XK engine was fed by triple 2in SU HD8 SU carburettors. The body employed a central
monocoque made of steel, a year before the monocoque chassis made its appearance in Formula
One racing. The Bob Knight designed independent rear suspension, and the careful use of rubber,
helped suppress noise and vibration. Initially, the car was available in two forms, the roadster
– styled by Malcolm Sayer – and the fixed head coupe (FHC), featuring an opening rear
hatchback, which also had some input from Sir William Lyons and Bob Blake. The E-type
was the only Jaguar car produced during Lyons' active involvement in the running of the company,
not wholly styled by the boss himself.
So far the looks and price of the E-type had set pulses racing, but later in March 1961,
came the publication of the road tests.
The Motor magazine tested 77 RW, a roadster, and the second E-type to be built by the production
department. This car could reach 60mph in 7.1 seconds and attain a maximum speed of
149mph. The Motor men assigned to the task were John Anstice Brown and Charles Bulmer,
who would go on to become the magazine's editor. An indication that perhaps the results
attained by the Motor men were not typical of the standard production cars was the decision
to equip the test car, 77 RW, with Dunlop R5 racing tyres. Certainly, Charles Bulmer
later felt that 77 RW had a more powerful engine than standard cars.
The Autocar tested 9600HP, which was in fact the seventh E-type prototype, the second FHC,
and the car Bob Berry drove to Geneva. To evaluate the car's performance the magazine
used two journalists, one with an interesting past and one with an interesting future: Maurice
A Smith DFC was concurrently both editor of The Autocar and Flight. During the WW2, he
had completed a tour of operations with 619 squadron, RAF Bomber Command before becoming
one of Five Group's master bombers. It was in this role that he led the first wave of
bombers on the controversial Dresden raid of February 1945. His partner on the test
was Peter Riviere, who later quit motoring journalism to enter the world of academia,
and became a distinguished Professor of Anthropology.
The Autocar team, again using Dunlop R5 racing tyres, managed to achieve 150.4mph and a 0-60mph
time of 6.9 seconds. The all important 150mph barrier had been breached, and Jaguar Cars
marketing machine exploited it.
When 9600HP was restored by its current owner, Jaguar historian Philip Porter, the engine
was found to be a run in XK150S unit with a gas flowed cylinder head carefully matched
to the inlet and exhaust manifolds – possibly worth an extra 20-25bhp. Maurice Smith later
owned a 3.8 litre E-type roadster, and claimed he never got more than 137mph out of it. There
is strong evidence that motoring journalists were provided with either carefully blueprinted
or tweaked engines in order to attain headline grabbing results in order to create the myth
of the 150mph Jaguar E-type.
The main criticisms of the E-type were reserved for the seating, the high oil consumption,
lack of space, poor braking and the ageing Moss gearbox, which lacked synchromesh on
first gear.
The E-type was launched at a time when the UK motor industry was coming out recession
and bedeviled by unofficial strikes, with BMC particularly afflicted. The new Jaguar
was an instant hit, and the company hoped to ramp up production to 150 per week by the
Autumn of 1961. However disputes at Smiths industries and SU Carburettors, suppliers
to the Coventry company, restricted production to 2160 E-types in 1961. In fact by August
1961 only 383 cars had been built.
In October 1961, Jaguar took over Guy Motors and announced the big MkX saloon, which used
the same tune XK engine and transmission as the E-type. In early 1962, a series of internal
industrial disputes again paralysed production after Jaguar had won a large American order
for its cars, and the disruption continued on and off for the rest of the year. Jaguar
managed to ramp up production to 150 cars per week in March 1962. Despite the industrial
disputes, Jaguar produced 6266 E-types in 1962. If the E-type looked futuristic, British
car manufacturing industrial relations seemed positively archaic in comparison.
A sign that the E-type was not perfect was exposed by the new Ford Cortina, launched
in September 1962. Unlike the Coventry car, the Cortina had synchromesh on bottom gear…
In April 1963, Autocar tested the latest revised E-type FHC, and this time reached 152.7 mph
with a 0-60mph time of 7.2 seconds. After the initial rush for the car in 1961/1962,
E-type production for 1963 was down to 4065.
October 1963. 4.2-litre engine fitted to the Jaguar E-type
In October, Jaguar announced the new 4.2-litre XK engine for use in the MkX saloon and E-type.
Built in response to the large capacity V8 engines appearing in the USA, the new 4235cc
engine boosted torque from the 3.8-litre's 260lb ft at 4000rpm to 283lb ft at 4000rpm.
The quoted power output remained at 265bhp (SAE), but now at the slightly lower 5400
rpm. Along with the new engine, came a new all-synchromesh four-speed gearbox designed
by William GJ Watson, although again there was still no overdrive facility for the sports
car…
The E-type gained a revised electrical system and improved seating. So how did the revised
car perform?
Motor magazine tested ARW 732B, a 4.2-litre FHC for its issue of 31 October 1964. It managed
to attain 150mph and a 0-60 mph time of 7seconds, with more refinement, but that was not the
whole story. According to David Benson, then on the staff of Motor, the testers could not
get more than 148mph out of ARW 732B, so Jaguar insisted that the car was returned to them
for some fettling, which duly done then provided the magic 150 figure. Autocar was not able
to lay its hands on a test car until May 1965, when it tested another FHC, AWK 349B. Using
Dunlop R6 racing tyres, it managed 153mph and a 0-60mph time of 7.6seconds. Total Jaguar
E-type production for 1964 was 3960 cars.
March 1966. Jaguar E-type 2+2 launched.
At the Geneva Motor show in March 1966, the delayed 2+2 E-type was announced. Right from
the E-type's earliest days, Sir William Lyons had demanded more room inside, and after
a five-year gestation period, the finished article appeared. Using the internal codename
of XJ8, the 2+2 was only available as a FHC and had its wheelbase lengthened by 9in to
8ft 9in.
Weight was increased by 63.5kg. The 2+2 also featured a taller windscreen, longer doors
and room in the back for two children. It was also available with a three speed Borg-Warner
model 8 automatic transmission. The style was penned by Bob Blake. The 2+2 was the first
alteration to the E-type's form, and although stylistically it was less of a success, from
a business point of view it made perfect sense. 1966 was the E-type's best year yet, with
some 6880 leaving the factory, with the new 2+2 proving to be the most popular model.
Motor tested FVC 581D, a 2+2 FHC automatic. Top speed was 136.2mph and its 0-60mph time
was 8.9seconds. Autocar, meanwhile, tested a manual version and reached a terminal velocity
of 139mph and and completed the 0-60mph dash in 7.4 seconds. The E-type was getting slower…
The 2+2 E-type seemed to point the way to the future for the Jaguar sports car. Behind
the scenes, Jaguar worked on its 60-degree modular V8 and V12 engines with commonised
parts. These were intended for a new generation of cars including the XJ21 project, which
was the planned E-type replacement. Work on XJ21 commenced around October 1966, and from
the off, it was planned as a purpose built 2+2. Jaguar was also looking at developing
a smaller sports car using the 2.5-litre Daimler V8, a 3-litre XK engine, or the in-development
3.5-litre V8. The company was certainly ambitious, but its financial resources made such goals
unobtainable. The merger with BMC put paid to plans for a smaller Jaguar sports cars
with the 3-litre MGC waiting in the wings.
October 1967. Jaguar E-type gets its first facelift.
On 5 October 1967 Jaguar announced a revised E-type, known retrospectively as the Series
1½. This was to meet impending US emissions legislation due to come into force on 1st
January 1968, and this was after it had been delayed some four months by protests from
British manufacturers. Jaguar spent £250,000 to enable the E-type to meet these new regulations.
The most obvious revision to the Series 1½ was the removal of the perspex headlamp covers
and the moving forward of the headlamps by 2.5in. This was another bastardization of
Malcolm Sayer's design, although the Perspex covers did diffuse the headlights. According
to Jaguar's press release of the time, a total of 21 changes were made to the export
cars to satisfy US regulations. In October 1967, Autocar magazine tested the latest revised
E-type roadster. The car performed best with the hood up, with a top speed of 140mph. With
the hood down, it could only manage 130mph. The 0-60mph time was 7.4seconds.
On 17 January 1968, it was announced that BMH and Leyland were merging to form the British
Leyland Motor Corporation, and by the Autumn Sir William Lyons became deputy Chairman.
But 1968 was the year when the E-type ceased to be Browns Lane's main attraction. There
was a new kid on the block, and it was unveiled on 26 September. The Jaguar XJ6 was the culmination
of all Jaguar Cars technical expertise all in one car. In terms of ride, handling, stability
and comfort it was in a different league to what had gone before. Not only that, but it
was able to carry four people in comfort and the manual version was available with overdrive,
something the E-type never had, yet was available on cheaper sports cars such as the MGB and
Triumph Spitfire. The acclaim for the saloon was instantaneous and a huge waiting list
soon built up and Jaguar began phasing out its older saloons to free up production capacity
to produce even more. It was also reported at the time that V8 and V12 engines were in
the offing.
October 1968. Jaguar E-type series 2 launched.
At that year's Earls Court motor show, the Series 2 E-type, codenamed X12, was announced.
There were numerous mechanical and styling changes, but no price increase – the biggest
styling change, in the 2+2 FHC, was a redesigned windscreen, eliminating the earlier 'high
hat' look with the angle of rake increased from 46 degrees to 53.5 degrees from the vertical
– a change which also improved aerodynamic efficiency. The new E-types had sturdier bumpers,
which wrapped around the entire nose and tail, giving better body protection. Beneath them
were new, enlarged indicators, with bigger twin stop lights at the rear. For the first
time, Jaguar offered bolt-on, pressed steel wheels as alternatives to the wire-spoke type,
at extra cost. The headlamps were as the Series 1½.
The front air intake had been re-shaped and enlarged, with a 68% aperture increase to
give reserve capacity when air conditioning equipment was fitted. Also for the first time
the E-type was offered with power-assisted rack-and-pinion steering as an optional extra.
using the same system as on the new Jaguar XJ6 saloon. Air conditioning was now an option
on American market cars and the car now featured a crossflow radiator with twin electric fans.
Power on the US bound cars was now down to 245bhp SAE or 171bhp (net). The new American
regulations demanded a reduction in hydrocarbon emissions, and this was an area where the
six-cylinder XK engine did not perform well.
So how did the Series 2 E-type perform? In November 1970, John Bolster tested a two-seat
FHC for Autosport. Bolster still managed a respectable 142mph and a 0-60mph time of 7.2
seconds. Again the alterations seemed to pay off, with 9948 leaving Browns Lane in 1969,
the peak year of production – and 8643 of these were exported. And this was despite
a five-week strike at Leyland Vehicles in Lancashire, which supplied XK cylinder blocks
which forced Jaguar to lay off workers. This was also the year Williams Heynes retired
as Technical Director, to be succeeded by Walter Hassan.
In 1969, the American car magazine Road & Track carried out a survey of 100 E-type owners,
and came up with mixed results. By and large, Americans owners liked the car, but the survey
revealed it did have a penchant for unreliability. The main faults were inaccurate instruments,
overheating, oil leaks, dodgy electrics, failing clutches, water leaks and body parts falling
off. There were complaints about lack of ventilation, lack of space, poor heating and de-misting.
Such comments were not lost on senior Jaguar management as it drew up the specifications
of the E-type's eventual replacement. Several UK dealers had lobbied Jaguar to raise the
price of the E-type by £100 to enable more attention to be devoted to eliminating annoying
faults in the car – but all to no avail.
By May 1970 it was reported that E-type production had slowed down to 250 per week. Perhaps with
a huge waiting list for the more profitable XJ6 saloon led Jaguar to switch some E-type
production capacity over to the newer car? Tragically in July 1970, Jaguar aerodynamicist
Malcolm Sayer suffered a fatal heart attack. He was already working on the E-type's successor
which had mutated from the XJ21 into the larger XJ27/XJ-S.
In a sense the Series 2 E-type was a better car than its predecessor – American buyers,
in particular, demanded more comfort and air conditioning, even at the expense of performance
and looks and the sales success of 1969/70 reflected this.
Although it had originally planned to replace the E-type with the XJ21, finances dictated
that that Jaguar examined the possibility of using a shortened XJ saloon floorpan and
the forthcoming V12 engine. This made perfect sense as it enabled a degree of rationalisation
to take place and produce a roomier car with space for all the equipment consumers demanded.
Also, Sir William Lyons wanted a more refined GT car which could retail at a higher price
and generate more profit for the company. This became project XJ27 which evolved into
the XJ-S. A direct E-type replacement would have to wait until the funds became available
to develop one.
As related earlier, Jaguar was working on a modular 60 degree V8/V12 engine, although
the V8 was to prove a blind alley. Originally the V12 was intended for the XJ saloon, but
in 1968 Technical Director William Heynes pushed for the V12 engine to be used in the
E-type. The shoehorning of the V12 into the E-type became project XJ25. The first prototype
was completed in 1969 and extensive testing followed with 87 production cars being completed
by the end of 1970.
March 1971.Jaguar E-type series 3 launched.
The XJ25 was launched in March 1971 as the Series 3 Jaguar E-type and became the first
car to use the new 5343cc V12 engine. The V12 was fitted with four Zenith Stromberg
175CD carburettors and was rated at 314bhp (SAE) at 5850 rpm, but by now Jaguar was admitting
it was in reality 272bhp DIN. Transmission was the Jaguar four-speed manual or the optional
Borg-Warner 12J three-speed automatic. At launch, Jaguar stated that the XK engined
E-type would remain available in Series 3 form, but in reality only three were manufactured.
Visually the Series 3 E-type was recognisable by its enlarged air intake which was fitted
with a chrome grille, similar in style to that fitted to the XJ6 saloon. Pressed steel
wheels with chrome hubcaps were standard, and wire wheels were now an optional extra.
The wheels were now 6in wide, an inch more than before, which resulted in the car having
flared wheelarches. The Series 3 also featured a wider track, power steering as standard,
and more powerful brakes. The decision was made to standardise the 8ft 9in wheelbase
of the 2+2, which meant the 2-seater FHC was no longer available. So how did it perform
out on the road?
At the end of 1971 Denis Jenkinson, by now running a Series 2 Roadster, spent a week
test driving the new V12 E-type. 'For all normal motoring purposes, I could not see
that the V12 engine gave any particular advantage over the six-cylinder, apart from the incredible
smoothness and flexibility. Obviously it had a lot more power, and it did everything the
4.2 did, at a 20mph higher speed. Where the 4.2 would cruise at 100mph with little or
no throttle opening, the V12 cruised at 120mph with the foot eased right back, but at the
expense of 15mpg against 21mpg. The acceleration of the 4.2 at 100 mph for instant overtaking,
or getting ahead of an impending situation, was repeated by the V12 at 120mph though maximum
speed was no better than the 3.8-litre E-type…
When driven spiritedly, the Series 3 began to show up a lot of shortcomings, even though
it had been improved with a wider track. It had lower profile tyres on wider rims, better
brakes with ventilated discs, and improved dampers; but even so the new V12 engine was
such a big stride forward, that the concept of the E-type could not keep pace with it
– and it was all too easy to run out of roadholding, steering and braking ability
if you gave the 5.3-litres their freedom.'
Motor magazine tested a Series 3 Roadster in November 1971 and achieved a maximum speed
of 146mph, 3mph down on 77 RW a decade before. If nothing else, it showed how much less aerodynamic
the E-type had become. What was more impressive was the 0-60mph time, now down to 6.4seconds.
Autocar tested the FHC and came away with 142mph and 6.8seconds.
At £3123 for the Roadster and £3,369 for the FHC, the Series 3 was still great value
for money. It was cheaper than the £3671 Porsche 911, which could only manage 125mph.
If you still wanted 150mph, you could opt for the Ferrari 365GT 2+2, but it would cost
£9141. By now there were even faster cars on the market, such as the Lamborghini Miura,
which for £10,860 could top 170mph. The 1970s would be the decade of the supercar, and although
the E-type was perhaps the progenitor of these, it was a game Jaguar could no longer afford
to indulge in.
In 1971, Jaguar built 35 XK E-types and 3746 V12s, which was down on the previous few years
– and was perhaps an indication that the car was losing its sales appeal.
The automatic transmission XJ12 with a maximum speed of 135.7mph was little slower than the
FHC Series 3 E-type, which showed how much chassis development had progressed since 1961.
In 1972 E-type production amounted to some 3705 cars, but the assembly lines had been
at a standstill for around thirteen weeks during the year due to industrial disputes.
Also during the year Jaguar Technical Director Walter Hassan retired to be replaced by Bob
Knight.
As for the E-type, time was running out. All cars exported to the USA from 1974 had to
have ungainly rubber bumper overriders which added weight and further distorted the cars
appearance. And to make matters worse there were more restrictive American safety regulations
on the way for 1976. Sadly for the E-type, its boot mounted petrol tank could not meet
the mandatory 30mph rearward barrier crash test due to come in force. Demand in the USA
had now virtually evaporated and because Jaguar had not cut back on production, there were
many unsold cars at dealerships.
September 1974. The final Jaguar E-type was built.
To be fair to Jaguar, many pundits felt that the energy crisis would not affect Jaguar
because of the pre-energy crisis waiting list for their cars, but quite clearly it had.
Only 2759 E-types were manufactured in 1974, the last emerging in the week ending 14 September
1974. Before he retired, Lofty England took the decision to axe the car, but the E-type
was ultimately doomed by American regulations, and customer expectations the car could not
deliver. In 1974 the American Road & Track magazine tested a Series 3 V12 and commented:
'What was such a magnificent engine doing in such an outdated body?'
The final E-type, registered HDU 555N was retained by Jaguar Cars, the last of 72,233
cars. As there were many unsold cars at dealers, Jaguar delayed announcing the end of E-type
production until February 1975.
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