From the December 1961 Issue of Car and Driver.
To the British motor industry, the name of Jaguar spells success: success on the most famous racing circuits in the world, and commercial success on every market where the make has been offered. What is the secret of this success? That question is probably best answered by the words of a well-known British ex-racing driver: “Jaguar may not be the best car of its class in the world, but it is incontestably the least expensive of the GOOD cars.”
After a week and 2200 miles in the XK-E Jaguar, we are bound to recognize it as a thoroughly GOOD car. And at the price of $5620 it is really in a class of its own.
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GITTENS
When World War II came to an end, Jaguar at once started the design and development of a series of double-overhead-camshaft engines to replace the Standard-based pushrod engines which equipped the impressive 1½-liter, 2½-liter and 3½-liter types which then made up their model range. The experimental engines had the letter X as identification, and the series started with XA, XB, etc. Their chief engineer William Heynes was not satisfied until they had reached K in the alphabet.
The results were first shown to the public in 1948, in four-cylinder form as XK-100 and in six-cylinder form as XK-120. The four was never marketed, but the six was an overnight sensation after R.M.V. Sutton’s demonstration run on the Jabbeke-Ostend highway in Belgium, where the two-seater Jaguar XK-120 was clocked over a flying mile at 132.6 mph.
GITTENSCar and Driver
Streamlines
The 3.8-liter engine of the XK-E is the latest development of the series—an engine which has now been in production for over 13 years. Its basic design is unaltered, and it is interesting to speculate whether the E-Type, which (excepting the abortive XK-SS) presents a kind of Jaguar never previously offered for sale to the public, will indeed retain its basic shape for a number of years to come. It most probably will.
The E-Type is derived from the D-Type, with influence from the XK-SS and the prototype entered by Briggs Cunningham at Le Mans in 1960. Some alterations are technical improvements, while others have been introduced as an adaptation to series production. In styling, no concessions have been given to current fashion, and it will surprise many readers that the body is not the result of thorough wind-tunnel tests. Jaguar’s chief aerodynamicist Malcolm Sayer created the body shape on a purely mathematical basis and actual experience has proved the car to have a very low drag.
GITTENSCar and Driver
To do anything else than a full-scale Road Research Report on Jaguar’s 150-mph XK-E would be a disservice to the new car, a case of irresponsible automobile reporting and very disappointing to our testing staff. Consequently we picked up an E-Type roadster from Jaguar in New York City and drove it out to Detroit and back. As a result we feel we can comment authoritatively on all its virtues and vices to give you a true picture of what it would be like to own one. For impatient readers, we’ll give a quick recap: The E Jaguar is exciting to look at, but its looks are in no way a mask for unexciting performance. It’s very fast, very stable, and, all in all, probably the car we’d most like to own of any we’ve tested in many a month.
Great Expectations
Our first impressions on taking over this car are not easy to describe. The car is beautiful to look at from any angle, and it was said by many, who saw it in the flesh for the first time when meeting our test crew, that pictures so far published had all failed to do justice to its appearance. The racing-type steering wheel, the large round instruments, the wire wheels and the general low build of the car all contribute to give it a most businesslike air. When getting into the driver’s seat, we were wondering most of all whether it would live up to expectations.
GITTENSCar and Driver
The seats had an attractive-looking, deep bucket shape, but those in the test car were an enigma. Provided the occupant sat in the recommended position they were very comfortable, although an adjustment for the rake of the seat back would have been desirable. However, it’s only a matter of time before squirming sets in and we found our back being drilled by the horizontal bead on the seat back. It seems to get bigger and bigger as time passes and callouses are a long time in developing. In addition, the seat cushion is shaped with wood and metal covered with foam rubber. Any slouching introduces you to the framework, and it’s hard.
We heard that current production cars have improved seats and had the opportunity to try a late example by courtesy of Sholz Buick of White Plains, New York. The seat cushions seem to have additional padding and the lower edge of the seat back is puffier so that it gives support to the small of your back and prevents the beading from becoming annoying. Moreover, it seemed in the later car that seat adjustment allowed further rearward travel than in the test car. Still, there is not much room for drivers over 5′ 10″.
GITTENSCar and Driver
Don’t Fence Me
The seats are placed very low, and the woodrimmed three-spoked steering wheel is adjustable for both height and reach, which contributes substantially to reduce driver fatigue on a long run. Room around and between the pedals is scarce, and the organ-type accelerator with pendant brake pedal makes heel-and-toe operation somewhat difficult.
The pedals are relatively closely placed, giving room for the clutch foot to reach the floorboard on the left. However, more than one driver found himself hitting both the brake and clutch simultaneously. While the driver’s left leg can be extended to almost full length, the vertical room in the foot space is limited, so that this foot, like both of the passenger’s, must be splayed to fit in.
The lack of adequate seat adjustment travel made straight-arm driving not quite possible to tall people. Some staff members felt they would have liked the steering wheel higher, although its small diameter kept it from hitting their thighs. For shorter people the seating position is ideal. They have plenty of arm room, all necessary leg room, and the bead on the seat seems to hit them at exactly the right location.
Instrumentation is more than usually generous, but storage space for travel documents, maps, gloves, sunglasses, etc., is scarce, as the cubby-hole in front of the passenger is just adequate to hold cigarettes and matches. There are no door pockets nor any shelf behind the seats. The map-reading light in the form of an unshielded bulb, centrally located on the instrument panel, cannot be used while driving as it tends to dazzle the pilot, while it is at the same time of doubtful value to the passenger/navigator, who has to lean over to his left to get some light on his maps.
GITTENS
The background to the black-lighted circular instruments is pebble-grained aluminum and this surface is extended down to the gearbox cover and floor tunnel. It would have been better to extend the upholstery to cover the tunnel, which would also enhance the appearance of the interior instead of cheapening it.
All-round visibility with the top up is as good as can be expected. Forward, it is excellent, with relatively slim windshield pillars, and the wide rear window and sensibly-placed rear view mirror (adjustable for height) give the driver an almost complete picture of what is going on behind. Side visibility is somewhat reduced, however, and the passenger’s advice would be required when entering traffic from side roads at angles less than 60 degrees.
GITTENSCar and Driver
Appetite for Lubricant
The engine starts quickly, notching the manual choke lever upward if need be in cool weather. Warming up fast, its operating temperature is a shade over 70° Centigrade and even in traffic and after the performance testing it didn’t get much higher than that. A novel feature that helps cut down roar and save engine power for the sole purpose of driving the car is the thermostaticallycontrolled two-bladed electric fan. When the temperature climbs over 80° C, the fan comes on, shutting off when it’s no longer needed.
The engine idled smoothly at about 600 rpm, although when underhood temperatures got warm it became less smooth, but never to the point of bucking or stalling. There was no experience with “vapor locks” and the water never overheated.
Our gas mileage was impressive. An overall average, including testing and very hard driving, of 22 mpg was realized. However, the oil consumption seemed extraordinarily high. A discussion of this matter with the Jaguar Service Department gave us a very interesting explanation for this fact. The engine, being based directly on the D-Type, which was strictly a racing model, has more generous clearances and tolerances than the engine used in the 3.8 sedan and has a larger-capacity oil pan. This is a precaution against severe damage caused by seizing, as the factory expects that many E-Types will be driven briskly while quite new, or even raced, before anything like a normal breaking-in period has been completed. Our average oil consumption came to one quart every 112 miles and this cannot be considered abnormal for a hard-working E-Type. Even for the 3.8 and Mk IX, the oil consumption figures are quite liberal, according to Jaguar Service. A range of 300 to 875 miles per quart is considered normal. Apparently due to the large quantities of oil being burned in the cylinders, the most frequent maintenance operation consists of cleaning and adjusting the spark plugs at 2500-mile intervals.
GITTENSCar and Driver
Ideal Land-Cruiser
The responsiveness of the engine is eye-opening. The tach needle will rocket up to the red line (and beyond) with the engine showing no signs of stress in any speed range. Engine noise takes the form of a pleasant mechanical whir, a very purposeful, comforting sound of wellfitted parts doing their job right. The engine is mounted quite softly within the chassis and at some speeds may be seen, through the hood louvers, to rock, though what little vibration reaches the occupants was, it seemed, emanating not from the engine itself but rather from road conditions. The feel of the accelerator is smooth and progressive after the initial, specified linkage slack is taken up. Silencing of the intake air is very good with no roar occurring at high revs. We had persistent trouble with pre-ignition in the 1500 to 2500, rpm range regardless of which superpremium we used, but we suspect the timing was not right on the button.
While we did not succeed in recording 150 mph in our top-speed runs, we did get to 145 without much difficulty even with luggage in the trunk, no attempt at tuning, and, most important, even with the top down. This is probably the key reason why 150 was not attainable, although getting top speed was complicated by the lack of an unlimited stretch of road and by one tester sitting on the seat back to get a photo of the instrument panel while at speed. We have every confidence the E-Type will go 150 or more on the 3.31 axle ratio of the test car. With the optional 2.93 to one ratio, the car will, according to Jaguar’s Bob Berry, give a timed maximum speed of between 165 and 170, under neutral conditions.
The axle ratio chosen for racing, however, is either 3.54 or 3.77 depending upon circuits contemplated, as the extra acceleration is so much more valuable than a little higher all-out speed.
GITTENSCar and Driver
Proving in Public
The racing record of the E-Type, in the one season it has been available, is quite impressive. Two roadsters driven by Graham Hill and Roy Salvadori started it at Oulton Park on April 15th, Hill winning at 83.22 mph average, with Salvadori third behind Innes Ireland’s Aston Martin DB 4 GT. Hill and Salvadori tied for fastest lap in 1:58.2—equal to 84.09 mph. One month later, Equipe Endeavour entered an E-Type for Michael Parkes at the Grand Prix of Spa—a GT event—and saw it come second 1½ minutes behind Willy Mairesse in a Ferrari Berlinetta. On May 22nd, two E-Types started at the Crystal Palace in a ten-lap GT race. Salvadori won at 76.40 mph with a 4-second lead on Jack Sears’ similar car. Salvadori also shared the fastest lap with Michael Parkes, who was driving a Ferrari 250 GT, at an average of 77.70 mph.
Over ten laps of Brands Hatch early in June, Graham Hill and Roy Salvadori again saw their E-Types challenged and narrowly beaten by Parkes in the 250 GT Ferrari. Three E-Types ran at Silverstone on July 8th, Bruce McLaren with his own car, Salvadori with the John Coombs Racing Organization’s car, and Graham Hill with the Equipe Endeavour Jaguar. Moss won easily with the Rob Walker Ferrari Berlinetta at 94.58 mph, with McLaren second, 19.4 seconds behind. Salvadori was fifth, separated from the New-Zealander by Lex Davison’s Aston Martin DB 4 GT and Graham Whitehead’s Ferrari 250 GT. Graham Hill’s Jaguar overheated and retired.
GITTENSCar and Driver
The following weekend, three E-Types were entered at Aintree; Parkes for Endeavour, Sears for John Coombs and Denis Taylor with his own car. Sears lost to Lex Davison’s Zagato-bodied Aston Martin after leading until the last lap. Taylor came fourth and Parkes retired.
In the Scott-Brown Memorial Trophy race at Snetterton on July 23rd, three Jaguar E-Types were in the field and finished first, second and fourth. Winner was Parkes with the Equipe Endeavour car at 89.83 mph. A week later, A. J. Lambert’s XK-E won a 15-lap scratch race at Silverstone at 74.91 mph against unimportant opposition, and on August 5th, Lambert again drove at Silverstone in a club meeting and was defeated by a Lister-Jaguar and a C-Type Jaguar, while Sturgess placed his E-Type third behind two Lister-Jaguars in a 10-lap all-comers event.
At Brands Hatch on August 7th, McLaren, Salvadori and Graham Hill saw—their E-Types defeated by Stirling Moss driving Rob Walker’s Ferrari Berlinetta. Hill punctured and retired, McLaren was second and Salvadori third.
GITTENSCar and Driver
As a curtain-raiser event to the German GP at Nürburgring, the organizers staged a 6-lap GT race, in which Peter Sargent drove a brand-new E-Type into seventh place. On August 12th at Silverstone, in a six-hour relay race, R. Sturgess drove an E-Type as a member of the Jaguar Club team that finished third, headed by teams of Sprites and MGs. In American racing, the XK-E has not fared so well, having been trounced by two Corvettes at Santa Barbara, California, early in September.
Racing Preparation
Cars supplied specifically for racing receive the following treatment from Jaguar: cylinder heads flowed, ports very accurately matched to manifolds, wider clearances allowed all around because mechanical noise is unimportant, competition clutch and lighter flywheel fitted, carburetor air cleaner and rear pair of mufflers omitted. The racing flywheel is only about three pounds underweight. The competition clutch has a bonded-and-riveted center-plate and shorter stronger than springs, but pedal travel is no shorter than standard. The engine work results in a power increase giving 265 bhp netinstead of gross. The overheating experiences on some occasions in racing has, according to the factory, been overcome by small modifications in the circulatory system.
GITTENSCar and Driver
It should be pointed out that over 300 bhp engine, have been fuel reached with the 3.8-liter engine, using fuel injection, and with a power output of this order the E-Type would be a much more formidable competitor than is actually the case today.
The standard brakes would be adequate for racing on most circuits, but racing preparation includes ducting air to brake discs and calipers—to the front ones through trunking led from the main frontal air intake oval, and to the rear ones through special scoops fitted under the car. Friction material for racing is by Ferodo rather than Mintex.
In order to take the R5 tires instead of RS5, the factory will supply special wheels for racing, with ½-inch additional offset. These wheels are strictly for competition and are available with painted spokes only.
GITTENSCar and Driver
Beatnik Synchromesh
The clutch is a 10-inch Borg & Beck unit with hydraulic actuation. A fairly heavy pressure is needed on the pedal and disengagement comes at the bottom of clutch a long is arc. The smoothness of the clutch is immediately apparent. The smoothness is the same whether starting with the engine just ticking over or with 2500 rpm on the tachometer, and seems undaunted by either treatment. For creeping through traffic the heavy pressure makes the undesirable practice of riding the clutch difficult to perform, yet it need not be a problem since the engine is so flexible that you can idle down to a walking pace in fourth gear and accelerate cleanly to the maximum.
This marvelous flexibility is deeply appreciated since the transmission has poor synchromesh that gears are never changed needlessly. We feel the gearbox is definitely not on a par with the performance of the car as a whole and about the kindest thing we can say for it is that we didn’t like it. This is a long-standing complaint that the E-Type inherits from the XK-150 and it seems difficult to understand why the development of a new transmission with Porsche-type synchromesh on all forward speeds, which reportedly has been going on for some time in Coventry, is not yielding results. It’s even more difficult to see why the racing D-Type gearbox, which had synchromesh even on first, could not be adapted to the new car as an interim solution until a really satisfactory transmission is available.
As it is, the lever often balks going into first and often grates going into the other forward ratios, particularly if a fast shift is attempted. Each shift requires concentration and even then any skill one might exercise may be obviated by the recalcitrant mechanism itself, yet at times it can slip in with disconcerting ease; you just never can predict in advance. The intermediate gears have a satisfying whine in character with the whir of the engine and the growl of the exhaust. The ratios are fine for all-around use.
GITTENSCar and Driver
Deceleration Unlimited
The demand for stopping power with 265 bhp under the hood and a top speed of a century and a half assumes proportions not generally realized. Jaguar has solved the problem by using 11-nch discs at the front (mounted in the wheels) and 10-inch inboard discs at the rear, servo-assisted by a large capacity Dunlop booster (made under license from Kelsey-Hayes of the United States) activating two master cylinders. This works so well that retardation is limited only by the coefficient of friction between the tires and the road surface.
Staff testers agreed unanimously that the brakes are exceptional in capacity and fade resistance. They showed no signs of pulling the car after a series of crash stops from high speeds following acceleration runs with a purposely-set below-minimum pull-up distance. The fact that this maneuver could be carried out repeatedly in complete safety indicates the value of race-tested brakes. The D-Type in original Le Mans form, of course, had 12 3/4 -inch discs with three brake pads in front and two at the rear while the E-Type has two pads per disc. The only uncomfortable moment encountered with the E-Type’s brakes was during the first application after they had become wet. They could pull the car left or right or apparently not work at all, but the second jab at the pedal brought the car to a swift, sure sopt since the discs dry out faster than drum units. Added benefits of the disc system are well-known: the pads can be replaced quickly and they are self-adjusting.
The Kelsey-Hayes power assist unknit has an air reservoir which permits about 15 operations of the pedal after the power is turned off, certainly enough to provide a safety margin for stopping in the event of its failure. It operates directly on the brake pedal and is familiar to drivers of many American cars. The use of two master cylinders means that even if brakes on one set of wheels (front or back) should fail, there would still be a system that works. Both have electrical switches in their reservoir caps so that if the fluid drops below a safe level, a red light comes on on the dashboard. This light also signals that the handbrake is not fully released. On the EType we tested, the handbrake was adequate for holding the car on steep hills, but if it’s anything like the handbrake on other disc-braked Jags we’ve driven, it will get out of adjustment soon. With all the other innovations on the car, it seems too bad Jaguar did not install Dunlap’s latest self-adjusting handbrake mechanism. Perhaps they will on later cars; we understand this has already been incorporated on late 3.8’s.
If we can agree that pedal pressures are “moderate” we would also state they are not vague. The action of the power assist is just that, not a case of “power control” being actuated with the brake pedal serving as a switch. The driver always has a definite control over how fast the car stops. Braking is even with a small amount of nose-bobbing and the shape of the seats helps keep the passenger from sprawling over the hood.
Gentle Guidance
A small-diameter, spring-spoked, wood-rimmed steering wheel works through rack and pinion steering to give the E-Type almost MGA-like handiness. There is quite a heavy return action, but it gives the car great directional stability. Taking your hands off the wheel at 110 or more can be done with impunity. At low speeds, the force needed to turn the wheels is quite high, but the E-Type is a man’s car and most won’t complain about this. It’s also a car not intended for puttering around, so at turnpike speeds it’s light and direct yet retains excellent feel.
Most of our driving was done with the wheel all the way forward and the column in the top position. Steering precision was excellent and with 2¾ turns lock to lock, play was virtually non-existent. Road reactions would be transmitted to the wheel, however, which needed a firm hand when cornering.
The car is well balanced for high-speed handling. There’s some amount of initial understeer yet with plenty of power on tap, the rear end will hang out in an impressive but very controllable attitude. The progression of the rear end toward the outside of a curve is a usable, not unpleasant phenomenon and the steering becomes very nearly neutral in behavior. Steering response when going into a corner, coming out of one or correcting a rear-end slide was instant, again a remarkable achievement in view of the basic stability of the car. With anti-roll bars fitted both front and rear, and a very low center of gravity, body lean was negligible right up to the maximum speed at which any given corner could be taken. When at the wheel, body lean was felt even less than photographs later showed it to be.
Most drivers will be impressed at the way the E-Type enhances their driving. This is not to say that any clod can slip behind the wheel and immediately break lap records, but an enthusiastic, non-racing amateur will find the car greatly extends his capabilities, while those with a definite competition bent will find it a useful, potent road tool. It will be interesting to watch the E-Type in American competition during 1962.
The Case for All-Independence
Before going further, some consideration of the rear suspension is appropriate. Wheel motion follows the pattern of wishbone suspension rather than swing axles, the half-shafts actually serving as the upper wishbone, giving transverse location. Longitudinal location is assured by radius rods. A great deal of attention has been given to the geometry of this layout to eliminate any tendency to rear-end steering. The frame attachment points of the radius rods have been determined so that deflections are neutralized to the greatest possible extent. Four vertical coil springs enclosing telescopic shock absorbers provide enough softness to give a comfortable ride and a wheel travel short enough to retain basic geometry with ½ 0 to 1° of negative camber. When we say that not only has this aim been accomplished but that bottoming can hardly be provoked either, readers will realize that the XK-E presents an important advance in independent rear suspension. Further data on the car and the system was contained in the May, 1961 Car and Driver.
Well sprung for a sports car, a good combination of softness and stability, the XK-E shows some slight choppiness from small bumps at speeds up to about 50 mph. Over that, the feeling to occupants is one of almost uncanny smoothness and sure-footedness. Rutted dirt roads feel paved with virtually no jarring of the occupants, who are located close to midships.
Tire pressures would affect the ride to some extent. With 30 psi in the front tires and 35 psi in the rear ones, road shocks were felt in the entire car and the reactions in the steering wheel were amplified. A reversion to pressures recommended for normal driving (23 and 25, front and rear, for speeds up to 130) would provide enough softness in the tires to let them work as a springing medium, absorbing minor unevenness in the road surface at only slight loss of steering lightness.
The RS5 Dunlop tires tracked straight with silence on all but rough concrete surfaces, when considerable whine was apparent. On most corners they remained quiet but with high cornering forces they wailed loudly. Rain seemed no deterrent to high cruising speeds.
With all the power available, the risk of wheelspin would be considerable with previous Jaguar rear ends. The E-Type, as a further safeguard in this respect, has a Power-Lok differential. The only wheelspin we experienced was provoked by high-rpm starts with ultra-rapid clutch release and, in fact, using worn tires. Even so, spectators confirm that bothrear wheels were spinning and the only driver action required was minor corrections to counteract gentle snaking.
Weatherproofing
Not everything in the E can be soundly praised. Our car had chassis number 12 and had been used as a demonstrator so our remarks here may not be typical of the current production E-Type. The basic car is excellent, so fine in fact that even minor annoyances you’d accept in a lesser car seem magnified to disturbing proportions. The fit and finish of the panels is exemplary. We mentioned the seats and stated that this area of discomfort has apparently already been remedied. We expect as the E-Type evolves it will become one of the world’s truly great cars from any standpoint. However, we found rain leakage to be considerable over the top of the windshield, under the cowl and at the edge of the doors. The trunk also was afflicted with leaks which filtered water down into the spare tire well (an apt term) from which it could not escape due to the lack of drain holes. Ventilation with the top up was poor; the side windows needed to be opened almost halfway with the result that there was a blast of air striking the occupants in the car. With the top down, wind noise was very low at any speed and there was very little buffeting in the cockpit.
Trunk space is limited largely by the shape: wide and flat. A couple of suitcases will fit in but must be quite thin. The push-button door latch has a handle that will only accommodate finger tips. The doors themselves open wide, clearing high curbs, but a little practice is needed before the side members can be hurdled gracefully. Once inside you have the feeling of the car being built around you, a snug but not restrictive fit.
The heater worked well, although we didn’t encounter any really cold weather, but defrosting left a lot to be desired in spite of the great number of ducts. The three-bladed wipers gave a good sweep but on our car the driver’s blade was defective and only smeared the glass. Furthermore the two-speed wipers could use a faster high speed for heavy rains. Smokers will want to install another ash tray to supplement the small capacity and inconvenience of the built-in receptacle. The cigarette lighter is located next to the starter button which is also round and black so a glance in that direction would be wise before pushing anything. The minor controls are efficient in their layout and operation and if you forget which toggle does what, you can read the illuminated strip beneath them.
Easy Service
As is well known, the whole nose section of the car hinges forward to reveal the powerplant. Accessibility to the engine and its accessories is excellent and that old Jaguar mechanic’s bugaboo “I’d fix it if I knew where it was” should be forever buried. The Champion N-5 plugs
(N-3 for all-out efforts) are right on top of the engine. Shielding from dust and water is good. The engine compartment kept remarkably clean in spite of driving through a number of deep puddles and dusty stretches, but under torrential conditions water will get at the Lucas distributor located at the right front of the engine.
The three SU carbs are almost at waist height for easy maintenance and the cross-flow radiator has a separate header tank that’s also accessible. The battery is mounted in its own compartment on the left rear side of the engine room away from most of the heat and fumes. Master cylinders and reservoirs are easily checked. The engine should be almost as easy to remove as a Volkswagen’s and leaves the car with the transmission from underneath in VW fashion.
Front end parts, looking almost spidery-thin, are easy to reach for lubrication. In fact the only item that is even partly elusive is the oil filter located on the lower right side of the engine, underneath the carb air cleaner assembly. Removal of these things should ease the filter change job. Ducts are built into the hood to direct cold air to the carbs and cockpit vents. The car has 22 grease points and it seems that the trend toward “sealed-for-life” fittings does not go over in Coventry the way it does in Detroit. One item that requires no maintenance is the Lucas fuel pump which replaces the SU unit familiar on all previous XK-series Jaguars. It’s completely sealed and is submerged in the fuel tank. Delivery pressure is preset during manufacture and since no vacuum can occur at the intake port, the pump can maintain constant pressure on the delivery side.
Interior Equipment
The plastic hoods over the headlights give the E-Type an air of mystery at night. Putting in a good deal of night driving, and encountering a variety of traffic and road conditions, we learned to appreciate all the little luxuries which adorn the cockpit, some of which may pass unnoticed on a short run. These include the headlight flasher, windshield washer, anti-glare rear view mirror, variable instrument lighting, all standard equipment but often taken for granted in fast cars. The instruments themselves add to the pleasure of driving the car and are as complete as you’d want, as may be seen from the dashboard diagram.
Bumper protection at the front is negligible and the rear isn’t much better, but it’s nice to be able to see what a car looks like without heavy, if practical, bumpers. The XK-120, you will recall, began its life the same way with handsome, flimsy bumpers and before the 150 came out, sensible armor had been mounted. The centrally located dual tailpipes under the upturned tail end just at the edge of the car. Smoke and soot soon cover the license plate, its lights and the back-up light, so these need to be cleaned every 500 miles or less.
Enthusiast Ubiquitous
To say the E-Type attracted interest wherever we went is a gross understatement. Men and women in all age and income groups pressed us with questions: What kind of car is it? How fast will it go? Did you drive it that fast? How much does it cost? More knowledgeable types had questions about the horsepower and torque, the handling, the ride, etc., etc. We visited the New Hope, Pennsylvania annual concours and were literally swamped by interested observers. The E-Type is that kind of car. One bystander commented, “These will be seen all over pretty soon, so I guess I’d better get something else.” The E-Type is not that kind of car. It is a great crowd drawer and can be a terrific ego booster, but if you want to get away from it all, we can’t think of a nicer way to go.
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Source: Reviews - aranddriver.com
