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Jaguar E-Type From Wikipedia, the free encyclopedia Jump to: navigation, search This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (May 2008) Jaguar E-Type Manufacturer Jaguar Cars Also called Jaguar XK-E Production 1961–1975 Assembly Coventry, England Predecessor Jaguar XK150 Successor Jaguar XJ-S Class Sports car Layout FR layout Related Jaguar D-Type Jaguar XJ13 Designer Malcolm Sayer[1] The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1975. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan. In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s. Contents 1 Overview 2 Concept versions 2.1 E1A (1957) 2.2 E2A (1960) 3 Production versions 3.1 Series 1 (1961-1968) 3.2 Series 2 (1969-1971) 3.3 Series 3 (1971-1975) 4 Limited editions 4.1 Low Drag Coupé (1962) 4.2 Lightweight E-Type (1963-1964) 5 Motor Sport 6 References 7 External links [edit] Overview The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later. On its release Enzo Ferrari called it "The most beautiful car ever made". The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½". In addition, several limited-edition variants were produced: The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors. The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray. [edit] Concept versions [edit] E1A (1957) After the company's success at the LeMans 24 hr through the 1950s, Jaguar's defunct racing department was given the brief to use D-Type style construction to build a road going sports car, replacing the XK150. It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies) The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine. The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory. [edit] E2A (1960) Jaguar's second E-Type concept was E2A which, unlike the E1A, was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground. E2A used a 3 litre version of the XK engine with a Lucas fuel injection system. After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham. In 1961 the car returned to Jaguar in England to be used as a testing mule. Ownership of E2A passed to Roger Woodley (Jaguar's customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped. Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. It eventually sold for US$$4,957,000.[3] [edit] Production versions [edit] Series 1 (1961-1968) Series I Production 1961–1968[4] [5] Body style(s) 2-door coupe 2-door 2+2 coupe 2-door convertible Engine(s) 3.8 L XK I6 4.2 L XK I6 Transmission(s) 4-speed manual, 3-speed automatic (1966-onward, 2+2 model only) Wheelbase 96.0 in (2438 mm) (FHC / OTS) 105.0 in (2667 mm) (2+2) [6] Length 175.3125 in (4453 mm) (FHC / OTS) 184.4375 in (4685 mm) (2+2) [6] Width 65.25 in (1657 mm) (all) [6] Height 48.125 in (1222 mm) (FHC) 50.125 in (1273 mm) (2+2) 46.5 in (1181 mm) (OTS)[6] Curb weight 2,900 lb (1,315 kg) (FHC) 2,770 lb (1,256 kg) (OTS) 3,090 lb (1,402 kg) (2+2) [7] The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[8] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[8] All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear. 3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top. A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. (this is an incorrect assumption, the S1 OTS, coupe and 2+2 had identical rake windshields). The roadster remained a strict two-seater. Less widely known, right at the end of Series 1 production and prior to the transitional "Series 1½" referred to below, a very small number of Series 1 cars were produced with open headlights.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] The low number of these cars produced make them amongst the rarest of all production E Types. Following the Series 1 there was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11] Production numbers from Graham[12]: 15,490 3.8s 17,320 4.2s 10,930 2+2s Production numbers from xkedata.com[13]: FHC OTS 2+2 Total S1 3.8 7,670 7,828 0 15,498 S1 4.2 5,830 6,749 3,616 16,195 S1.5 1,942 2,801 1,983 6,726 TOTAL 38,419 [edit] Series 2 (1969-1971) Series II 1970 Jaguar E-Type Roadster Production 1969–1971[4] [5] Body style(s) 2-door coupe 2-door 2+2 coupe 2-door convertible Engine(s) 4.2 L XK I6 Curb weight 3,018 lb (1,369 kg) (FHC) 2,750 lb (1,247 kg) (OTS) 3,090 lb (1,402 kg) (2+2) [7] Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options. Production according to Graham[12] is 13,490 of all types. Series 2 production numbers from xkedata.com[13]: FHC OTS 2+2 TOTAL S2 4,855 8,628 5,326 18,809 Official delivery numbers by market and year are listed in Porter[4] but no summary totals are given. [edit] Series 3 (1971-1975) Series III 1974 Jaguar E-Type Series III convertible (North America) Production 1971–1975 Body style(s) 2-door 2+2 coupe 2-door convertible Engine(s) 5.3 L Jaguar V12 Wheelbase 105 in (2667 mm) (both)[7] Length 184.4 in (4684 mm) (2+2) 184.5 in (4686 mm) (OTS)[7] Width 66.0 in (1676 mm) (2+2) 66.1 in (1679 mm) (OTS)[7] Height 48.9 in (1242 mm) (2+2) 48.1 in (1222 mm) (OTS)[7] Curb weight 3,361 lb (1,525 kg) (2+2) 3,380 lb (1,533 kg) (OTS)[7] A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining. In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[14] Graham[12] lists production at 15,290. Series 3 production numbers from xkedata.com[13]: FHC OTS 2+2 TOTAL S3 0 7,990 7,297 15,287 [edit] Limited editions Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced: [edit] Low Drag Coupé (1962) Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars, because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types, the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope, and the rear hatch was welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a problem and, though a higher performing vehicle that its production counterpart, the car was never competitive. The only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe. Since then it has passed through the hands of several collectors on both sides of the Atlantic and is now believed to reside in the private collection of the current Viscount Cowdray. [edit] Lightweight E-Type (1963-1964) 12 cars plus two spare bodies were made by Jaguar In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used an Aluminium block tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. All factory built lightweights are fitted with fuel-injection. The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring but were reasonably successful in private hands and in smaller races. Some Lightweights where modified into Low-drag Coupes and fitted with more powerful engines of 340+ HP. [edit] Motor Sport Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type. The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman. [edit] References ^ Loughborough graduate and designer of E Type Jaguar honoured ^ 100 most beautiful cars ^ Bonhams.com: Sale 16133: Lot 364 ^ a b c Porter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.  ^ a b "'69 Series 2 Jaguar E Types". Autocar. October 24, 1968  ^ a b c d The Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.  ^ a b c d e f g "Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.  ^ a b "Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.  ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2] ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3] ^ "The Jaguar E-type". The Motor. March 22, 1961.  ^ a b c Robson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.  ^ a b c "http://www.xkedata.com/stats/". http://www.xkedata.com/stats/. Retrieved 29 August 2009.  ^ Taken from Jalopnik.com Dec 2008 [edit] External links Wikimedia Commons has media related to: Jaguar E-Type Jaguar E-Type at the Open Directory Project Information on the Jaguar XKE On-line Registry with 12,000+ car records and 89,000+ photos of the E-Type v â€¢ d â€¢ e Jaguar Cars road and race car timeline, 1940s–1970s — next » Type 1940s 1950s 1960s 1970s 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Sports XK120 XK140 XK150 E-type S1 E S2 E-type S3 XJ-S Saloon Mark 1 Mark 2, 240, 340 S-Type XJ-C 420 XJ6 S1 XJ6 S2 Mk IV Mk V Mk VII Mk VIII Mk IX Mk X 420G XJ12 S1 XJ12 S2 Supercar XKSS Racing C-Type D-Type E-Type XJ13 XJ-C XJ41 / XJ42 Ownership Independent BMH British Leyland || || Welcome to the Cobra Club Forums forums. You are currently viewing our boards as a guest which gives you limited access to view most discussions and access our other features. By joining our free community you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is fast, simple and absolutely free so please, join our community today! If you have any problems with the registration process or your account login, please contact contact us. Blogs Recent Entries Best Entries Best Blogs Blog List Search Blogs Cobra Club Forums > Tech Tips > General Tech Tips & Questions Jaguar g'box yoke - Hens teeth? User Name Remember Me? Password Home Forums Videos Gallery Cobra Marques Info Groups Classifieds Gallery Register Blogs FAQ Members List Calendar Today's Posts Search Search Forums Show Threads Show Posts Advanced Search Search Blogs Tag Search Advanced Search Cobra Marques Manufacturers Side by Side Information Insurance Privacy Policy Advertising Go to Page... LinkBack Thread Tools Display Modes #1 (permalink) 14-06-07, 06:18 PM salypenter Member My Cobra Gallery Join Date: Nov 2005 Location: High Wycombe Posts: 77 Jaguar g'box yoke - Hens teeth? Dear All I have a SBC 350 mated with a getrag and granada dif in a sumo. Everything mated together OK except the g'box and diff. Found a supplier who can make me a prop shaft. However, he says that I need a jag gearbox yoke. Can anyone help me out here? The gearbox is mounted in the transmission tunnel using the steal cross member supplied by AK. Questions:- 1. What does the yoke do/support? 2. Do I really need one? Is there an alternative fix (evidently they are like hens teeth) 3. If so where can I get one? THANKS!!!! John Sponsored Links Cobra Club ForumsAdvertisement #2 (permalink) 14-06-07, 07:03 PM rich Senior Member My Cobra Gallery Join Date: Apr 2004 Location: Chesterfield, Derbyshire Age: 42 Posts: 2,143 Hi John, the yoke is the part that slides onto the splines of the gearbox output shaft, so yes you will need one. Try some other prop manufacturers to see if they can source you one, Have a look HERE if not the best bet will be scrap yards or part finder web sites [liable to be pricey] There is a prop on ebay but the guy wants £100 for it +£25 postage __________________ You know it makes sense rich. All Things Cobra.Com the cobra builders resource #3 (permalink) 14-06-07, 07:11 PM kayjayd Senior Member My Cobra Gallery Join Date: Jul 2003 Location: Thirsk, North Yorkshire Age: 39 Posts: 2,145 What Rich says. My yoke was attached to the propshaft that I got with the gearbox. Speak to John Gordon Jaguar Spares - http://www.john-gordon.co.uk/ or Ward Engineering - http://www.ward-engineering.co.uk/. Also check out some of these propshaft companies, I used Dunning & Fairbank to get mine shortened, I'm sure they said they could've supplied a yoke too - http://www.applegate.co.uk/products/psb/9555.htm I quick pic so you can visualise the setup, the yoke is circled. Attached Images yoke_200.jpg (54.4 KB, 14 views) __________________ Kev Cobraless #4 (permalink) 17-06-07, 04:27 PM nanard289 Member My Cobra Gallery Join Date: Jun 2007 Location: Ablis (France) Posts: 33 Re: Jaguar g'box yoke - Hens teeth? Quote: Originally Posted by salypenter Dear All . Questions:- 1. What does the yoke do/support? Yoke is the connecting piece between gear box output and transmission shaft Quote: Originally Posted by salypenter 2. Do I really need one? Is there an alternative fix (evidently they are like hens teeth) Definitively yes, you need one. You have to select one which have the correct external diameter, the correct internal diameter with the right spline number and last point it should have the correct U joint size to fit on your transmission shaft Quote: Originally Posted by salypenter 3. If so where can I get one THANKS!!!! John John, I have one yoke that I don't use and I can give it to you but I am not sure about the origin. It is 1.5" external diameter and 28 spline (in fact , there is only 27 spline plus one free space for air inlet to avoid internal compression due to the pumping movement). The fork is sized to drive a 1310 U joint (see left part in the picture) Attached Images yoke_and_u_joint_130.jpg (120.8 KB, 6 views) Sponsored Links Cobra Club ForumsAdvertisement « Previous Thread | Next Thread » Thread Tools Show Printable Version Display Modes Linear Mode Switch to Hybrid Mode Switch to Threaded Mode Posting Rules You may not post new threads You may not post replies You may not post attachments You may not edit your posts BB code is On Smilies are On [IMG] code is On HTML code is OffTrackbacks are On Pingbacks are On Refbacks are On Forum Rules Similar Threads Thread Thread Starter Forum Replies Last Post Jaguar hubs number of teeth skorpion DAX Technical Questions 4 13-07-07 05:33 PM XJ Jaguar Ltd Keith1968 Snake Watch & Industry News 0 26-05-07 09:58 PM Chipped ring gear teeth ColinH General Tech Tips & Questions 4 31-07-06 09:20 PM Jaguar IRS Martyn-ak427 General Cobra Discussion 4 13-02-06 03:13 PM Getrag output shaft yoke? garyholden General Cobra Discussion 2 04-10-04 03:28 PM All times are GMT. 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