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The History of Jaguar Cars - Part 3.
A continued overview of the Jaguars that built the legend.
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Continued from Part 2 of the Jaguar Story...
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Jaguar E-Type coupe
Geneva, March 1961, was when the E-Type hit the headlines for the first time. The coupe, preferred over the roadster by William Lyons, cost £2196 at its launch, and actually cost more (£99) than its roadster cousin. Despite the cars length, it was only a 2 seater although a rear door did open on to a reasonably spacious rear load area. The coupe was also slightly faster than the roadster despite the extra weight of its coupe roof, the much improved aerodynamics helping out. These early cars were powered by the 3.8 litre engine. In 1965 the engine was increased to 4200cc, with the 2+2 closed coupe coming a year later, for the first time offering two rear seats thanks to a 9" increase in wheelbase and raised roofline. The Series 2 E-Type was launched in 1968, and continued until the V12 Series 3 was introduced in 1971. The Series 3 was by now a much larger machine than the lithe Series 1 of 1961, and was putting on middle age spread.
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Jaguar E-Type roadster
The roadster made its debut at the New York Motor Show 15 days after the launch on the coupe in Geneva. Following the success of the D-Type competition car, work began on a replacement for the ageing XK150 in the late 1950s. The triple carb engine from the 150S would be used, and placed ahead of a monocoque tub within a triangulated subframe, inspired by the earlier D-Type. Unlike the 'D' though, the roadgoing E-Type would benefit from independent rear suspension, a feature that would become a Jaguar trademark, designed originally for the gargantuan MkX saloon. Malcolm Sayer penned the shapely bodywork, again tipping a nod to the D from a few years before. Early claims of 150mph were perhaps a little optimistic for anything but a few handbuilt press cars, but the Series 1 E-Type (being 227kg lighter than the outgoing XK) could still crack 140mph in standard trim. Quoted power was 260bhp at 5500rpm for the Series 1. The 3.8 roadster continued until late 1964, when the enlarged 4.2 XK engine was fitted. Little changed for a few years, then, in 1969, the Series 2 was introduced, rectifying (belatedly) some of the faults identified on the earlier cars. Headlights no longer sat behind glass fairings, bumpers were beefed up, and the rear lights replaced with larger units, and now slung beneath the bumper. Series 2 cars continued in production until the Series 3 cars, V12 only, were brought in during 1971.
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Jaguar Low Drag coupe
In 1962, Malcolm Sayers touch was much in evidence when a lightweight competition car, based on the E, was produced. The intention was to field a team of these cars in the World Manufacturer's Championship for Grand Tourers, although a change in regulations resulted in just the one low drag coupe being built. Body panels were aluminium, although the monocoque was based on the steel roadcar structure. The car was extensively tested during 1962 (running an all alloy engine first seen on the E2A experimental car) before being sold to Dick Protheroe in '63. He registered this car as CUT 7, a number he'd already used on a number of competition E Types. Protheroe ran the car during 1964 with some success in GT events, before it was sold on.
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Jaguar Lightweight E-Type
Several lightweights were built by the factory, the first in 1963 going to John Coombs in Guildford. Power for the lightweights came from an alloy XK unit 3.8 litre, pushing out 300bhp, 35 more than the road cars. Much bodywork was done in alloy instead of steel to keep the weight down. All but one of the 12 cars built were sold to new owners in '63, with the remaining example selling in '64.
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Jaguar Mark X
Replacing the separate-chassis Mk9 was the bulbous Mk10 of 1961, with unitary construction, 4 doors, and the dubious accolade of being the widest car in the UK market. Again the XK engine provided the motive power, capacity 3.8, fed by three SU carbs which busily shifted a gallon of fuel for every 14 or so miles travelled. All round disc brakes were becoming the norm for all Jaguars by now, as was the independent rear suspension. Power steering came as standard, as was automatic transmission in the majority of cases. Top speed for such a weighty monster was 120mph, although at such speeds the fuel economy swiftly headed south. In line with improvements to the E-Type, the 3.8 XK engine made way for the 4.2 in 1964. Little else changed for the Mark 10 until a revamp saw it now labelled as the 420G, now big brother to the similarly styled, but more compact, 420. Production of the 420G lasted until 1970, by which time the new XJ was in full production and flying the flag for a large Jaguar saloon, replacing the 420, Mark 2, and 420G in one fell swoop. The 420G as we knew it was no more, although its underpinnings and XK engine would continue til late 1992 as a basis for the Daimler DS420 limousine and hearse models.
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Jaguar XJ13
Despite not actively competing since the D-Types of the late 50s, Jaguar still maintained an interest in the competition side of things. In 1966 they completed their latest race car with which they hoped to compete at Le Mans with. However it never actually went to France, and was kept away from the public gaze for many years. For some time Jaguar had been looking into options for replacing their XK engine, and Heynes suggested a 12 cylinder powerplant which may be suitable for competition, as far back as the 1950s. Pulling out from competition meant that development work on the V12 was shelved until the early 60s, when a return to Le Mans was considered. The development engine was 5.0 litres and had twin camshafts on each bank of the V engine configuration. The XJ13 was the development car that would be used to test this engine, the V12 being mounted midships behind the driver. Extensive testing was performed at the MIRA test track in 1966, but the cars top speed of 175mph was not deemed fast enough to take on the opposition in sports car racing. The project was shelved yet again, although did see light of day when a V12 (5.3) version of the E-Type was launched, albeit with single cam per bank. The XJ13 was all but destroyed in a testing accident, a shunt that test driver Norman Dewis was lucky to get away with. Fortunately Jaguar rebuilt the car, and is now part of their preserved vehicle collection.
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Jaguar XJ6
The XJ6 of 1968 was a groundbreaking car in many ways, and was a basic design that lasted through numerous updates until the late 1980s. The 6 cylinder XJ of 1968 single-handedly replaced the uber-large Mk10/420G, 420, and Mk2 saloons, replacing them all with a modern, low slung and very sleek design. Refinement levels of the new car were leagues better than earlier Jaguars, and pretty much all the competition too (I've owned a few Series Ones and they were great cars). The 'Series 1' cars came with either a 2.8 or 4.2 XK engine, most of which ran automatic gearboxes. A small number were sold with manual/overdrive transmission. The XJ received a facelift in 1974 - the dashboard design was refined, the front bumper raised, sound insulation was improved, and trim updates made. This revised XJ was known as Series 2. The base model 2.8 was no longer available, largely due to problems with little-used cars burning pistons, leaving the showrooms quietly in 1973. With the advent of the Series 2, the 'small' XJ was now represented by the new 3.4 powered car, understudy to the 4.2 6 cylinder. 1975 saw the introduction of the stylish 2 door XJ Coupe (XJC), although only 6505 XJCs were built over 2 years of production. In 1979 the Series 3 came in, incorporating a large number of updates and revisions. Most noticeable was the raised roofline, a re-design performed by Pininfarina. Glass area was increased as a result, and numerous trim changes were made. Larger rear lights were fitted, chunkier bumpers replaced the chrome-only examples of the Series 2, and flush door handles were introduced. By the late 1970s quality problems were beginning to blight all brands that now formed the British Leyland empire, and sadly Jaguars were no exception. Late Series 2 and early Series 3 cars often suffered with poor paintwork, trim, and electrical problems. Things did slowly improve during the 1980s, the final Series 3 XJ being built in 1986.
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Jaguar E-Type Series 3
William Lyons was keen on trying new powerplants in low volume sports cars, prior to them being introduced into his mainstream saloon cars. This exactly how the V12 Jaguar engine was introduced to the market, in the Series 3 E-Type of 1971. Both the roadster and fixed head Series 3s were based on a common floorpan, the lengthened version originally seen on the Series 2 2+2. The Series 3 had a much larger, chromium, grille, and flared arches to house wider steel wheels. By now the 'E' had put on some weight, and was more of a GT than sportscar. Auto boxes were available for the first time in an E-Type roadster, thanks to this extended wheelbase. The fuel crisis of the early 1970s did little for the Series 3s chances, especially in the key US market. Production of the coupe ended in 1973, with the roadster bowing out in '74. Stringnent new safety & emissions regulations were gradually strangling the E-Type (or XKE as it was known stateside), the final 50 RHD roadsters being sold in 1975 as commemorative issues, all in black.
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Jaguar XJ12
As already mentioned, the new 12 cylinder powerplant was intended for the XJ saloon all along, and fitted to the E-Type to ensure any niggles were ironed out before fitment to the saloons. The XJ of 1968 had purposefully been fitted with a wide engine bay, so that accomodating the 5.3 all-alloy V12 would be a practical proposition. The first of the 12 cylinder saloons was sold in 1972, fitted to the short wheelbase XJ bodyshell. This was a swift and near-silent executive express, although the fuel consumption of 12mpg could make your eyes water a little. Three speed automatic transmission (courtesy of a Model 8 Borg Warner if memory serves) was the only option, no manual being offered. The long wheelbased XJ12L made its debut in 1973, and received the Series 2 facelift in 1974, still running with quad Stromberg carburettors for a year until, in 1975, the Series 2 received fuel injection. A 2 door XJ12C coupe was also offered in the mid 1970s, badged as Daimler or Jaguar, as with all the early XJs. The Series 3 XJ12 replaced the Series 2 in 1979, but still had to battle a political climate that frowned on excessive fuel consumption. In 1981 a revised cylinder head design was fitted to the 12 cylinder motor, and was known as the HE (High Efficiency). Fuel economy now crept upto 16 or so mpg. Whereas production of the Series 3 XJ6 ended in 1986, when the XJ40 range came on stream, there was no 12 cylinder planned for this new range. Series 3 V12 saloon production carried on therefore right the way through to 1993.
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Jaguar XJS
Hopes were high that any successor to the E-Type would be equally stylish, but the reaction to the new XJS in 1975 was mixed to say the least. There was only a V12 car for sale, and only in fixed head form - no convertible would appear for quite some time. The very earliest XJ-Ss could be ordered with a manual gearbox (using up supplies left over from E-Type production), but most were automatics. Ongoing fuel crisis' and strike action at BL did little for the prospects of the XJS' survival, although somehow it did soldier on. In 1981 the HE version of the 12 cylinder engine came in, coinciding with improvements to the interior trim. In the early 1980s Jaguar were flat out developing a new six cylinder engine and this, the AJ6, first saw use in the 3.6 XJS in 1983. Demand for an open-top XJS continued, and these requests were finally met with the launch of the XJ-SC in '83. This featured a substantial roll over hoop and removal targe-type panels. In 1988 a full convertible joined the range, replacing the XJ-SC that bowed out the previous year. This new car was available as a V12, and featured a powered hood. In 1991 the newer 4.0 litre AJ6 replaced the 3.6, and an open top version of the 6 cylinder car was now offered a year later. In 1993 the V12 was stretched to 6.0 litres. April 1996 saw the end of XJS production, after a staggering 21 years of production. Few other variants of the XJS were produced, although mention of the Jaguarsport XJR-S should be made. Jaguarsport was a joint venture between Jaguar and Tom Walkinshaws TWR outfit. Mechanical alterations were restricted to suspension and steering tweaks on the first 5.3 XJR-S, and various body styling additions were bolted on. In 1989 the 6 litre engine was used, and offered 318bhp with an increase in torque over the standard car. 1991 saw power increase to 333bhp and a claimed top speed of 158mph. In 1988 the XJR-S Celebration was produced as a limited run of just 100 cars, celebrating Jaguars success at that years Le Mans.
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Later Jaguars
Post-XJS and Series 3 XJ12 Jaguars are outside the remit of this website, which is aimed at the Jaguars now considered as 'classics'. However there is every chance that these later cars will become collectors cars in years to come. The XJ40 replaced the Series 3 XJ6 in 1986, but received a lukewarm response from many due to its boxy lines. Jaguar responded to this in later years with the X300 range, itself a more curvaceous saloon, echoing styling traits of the first XJ of 1968. There is little doubt however that the XK8 will join the ranks of collectable Jaguars, prices are heading downwards and will soon be within reach of enthusiasts looking for a hobby car, perhaps as a second car. The XJ220 supercar is already assured of stardom, so needs little mention here. This low volume machine, originally destined for 12 cylinder power but actually sold with the XJR-11s 3.5 V6, developed a useful 542bhp. In fact many details of the original show car, such as 4wd and scissor doors, were dropped for the production car.
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