The Jaguar Motor Company
The Jaguar Histroy and Heritage - Part 3
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Jaguar GAP Insurance by Click4Gap.co.ukIn March 1961, the E-Type hi was introduced. Despite its length, it was only a 2 seater, albeit a rear door did open on to a reasonably boot. This coupe was also slightly faster than the roadster. 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.
The roadster debuted 15 days after the launch on the coupe. Following the success of the D-Type competition car, work began on a replacement for XK150 in the late 1950s. The triple carb engine from the 150S would be used, and placed ahead of an integral tub within a triangulated subframe, inspired by the earlier D-Type. Unlike the 'D' though, the road range E-Type would benefit from independent rear suspension, a feature that would become a Jaguar trademark that was designed originally for the MkX saloon. Malcolm Sayer designed the bodywork. The Series 1 E-Type managed 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. Then in 1969, the Series 2 was introduced, correcting the faults identified earlier on. Its headlights no longer sat behind glass fairings, bumpers were enlarged, 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.
In 1961 the Mk10 replaced the Mk9. 4 doors, the widest car in the UK market. Again the XK engine was used. The capacity 3.8, fed by three SU carbs which shifted a gallon of fuel for every 14 or so miles travelled. All round disc brakes were the norm for all Jaguars, as was the independent rear suspension. Power steering came as standard, as was automatic transmission. Top speed was 120mph, although fuel economy was very poor. 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, it became more compact. Production of the 420G lasted until 1970, by which time the new XJ was in full production, replacing the 420, Mark 2, and 420G in one go. The 420G was no more, however its underpinnings and XK engine would continue til late 1992 as a basis for the Daimler DS420 limousine and hearse models
Although not competing since the D-Types of the late 50s, Jaguar still maintained an interest. In 1966 they completed their latest race car with which they hoped to compete, but it never occurred. The car wasn't made public for many years. They had for sometime been looking into changing their XK engine, and Heynes suggested a 12 cylinder powerplant that may be suitable for competing. 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 then shelved again. The XJ13 was all but destroyed in a testing accident. Luckily Jaguar rebuilt the car, and is now part of their preserved vehicle collection.
We continue our Jaguar article in Part IV
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