These following informaiton was recetly added to the website. While it was placed in other sections, it is repeated here to allow easy viewing of recent material.

Checking the oil during a fuel stop

Though introduced over five decades ago, checking the oil on an E-type during fueling is still a dramatic scene.

XK-engine Oil Pump

This pump is from the era of the E-type; different styles of pumps were used during the long production period of the XK-engine.

On the left the pump is seen dissembled, while the assembled unit is seen on the right.

Austin Healey 100

The initial 4-cylinder Austin Healey was generally known as the "100-4" after the introduction of its successor, the "100-6."

These early cars had a fold down windshield, as did some other English sports cars of the period. This one, however, slanted back as opposed to folding down toward the front of the car.

This car was introduced during the early 1950s when Jaguar was producing its XK-series sports cars.

It later evolved into the "3000" model, also 6-cylinders, that was a contemporary of the E-type up to 1967.

Jaguar SS-100 roadster

This car, along with its direct predicessor the SS-90, represented the first true sports car produced by Jaguar Cars (then with its name as SS).

This was the first of the lineage that led to the E-type (along with the side brances of the C- and D-type competition cars).

Shift knob on Moss gearbox

This original 3.8-liter type shift knob is on a Moss gearbox in storage.

This beautiful knob, with the pattern on the inside of a clear dome on the top, was the earliest type used on E-type Jaguars.

Counterbalance spring mechanism.

This unit is broken, as often happened. It has already had an earlier repair.

This design was replaced during Series 2 production with a gas-filled cylinder.

Left-hand side view of the S-type XK engine, as fitted to the E-type Jaguar

View of the polished aluminum cam covers, intake manifold components and S.U. HD-8 2-inch throat carubretors.

Although it was over ten years old in 1961 when the E-type was introduced, it was still an advanced design for the day.

Choke cable adapter

This small part attaches the end of choke control cable to the choke control rod on the bottom of the center carburetor.

It is one of hundreds of attractive small details that make up the E-type Jaguar.

Top of the timing chain assembly

The intermediate gear tensioner is in the top of the picture.

In the top left of the picture the West Yourkshire Foundry mark can be seen in the cast aluminum.

Moss gearbox with cover removed

The gears had just been turned before removal of the cover. Oil can be seen seeping back down in to the case.

Right rear view of a Morgan

These cars were in production at the same time as the E-type.

Perhaps they represented the opposite pole from the E-type.

Alloy-body XK-120 NUB 120

This fameous car is on display at the Gaydon facility.

Discussion of radios in the new originality book

This is a view of page 420 of the new book. The series of pictures on the left shows the selection of many different bands on a Smiths 530T "Wave Change" radio.

The drum position is set by turning the rear knob on the right.

A later stage of a Series 2 intake manifold

This aluminum cover replaces the crossover pipe used on earlier U.S. emission control cars.

The finned cam covers introduced with the Series 1.5 cars is seen at the top of the picture.

T-key cover escutcheon

These spring-loaded covers were positioned over the T-key holes on the first 500 E-types produced.

The covers were delicate, and often broke off.

They were also used on Triumph cars and Jaguar Mk V sedan fender skirts. XK-120 fender skirts had simlar covers, but they were round in shape and less ornate.

Lucas distributor

This distributor is missing its cap and contains debris from long storage.

The screw-on vacuum-advance line is missing here.

Aluminum crossflow radiators

The early E-types had aluminum crossflow radiators.

By the time of 4.2-liter production, the radiators were made of brass. Brass was the material of other post-war Jaguars up to 1961.

Not many of these original aluminum radiators are still in service. They are collector's items in their own right.

3.8-liter XK engine crankshaft

The 3.8-liter XK engine crankshafts had wider central main bearing journals than the subseuqent 4.2-liter engines.

This accomodated the closer cylinder spacings of the 4.2-liter engines.

Another view of late-type 3.8-liter aluminum dash trim

The cross pattern aluminum trim on this later 3.8-liter car is in excellent condition.

It seems this cross-pattern aluminum finishing is not yet available as a reproduction. Reproductions of the earlier dot-pattern aluminum trim have been available for some time, although generally they do not accurately resemble the original.

The keys are not originals.

Heater core

The heater core is a small radiator housed in the heater housing bolted to the left front of the firewall.

While the 3.8-liter cars were fitted with aluminum radiators, these small cores were made of brass.

Sunbeam Rapier with rust

Just like E-type roadsters, this Sunbeam has rusted in two.

Unlinke the monocoque E-type, however, this car has a ladder frame.

It still rusted in two.

Modern Jaguar

. . . parked on the street in the West Midlands.

E-type Jaguar

An operable black E-type roadster.

Front belt pulley

The early pulleys were of the single-grooved type. Later on in 3.8-liter production a double-grooved pulley was used.

This one is aluminum; the later were made of steel.

First and second gears of a Moss gearbox

The first and second gears show half the synchronizing cones.

While both these gears, as well as top gear, were technically synchronized, the system was not very effective, at least by modern standards. Double clutching for downshifts on these gearboxes is a good idea.

While these gearboxes used in 3.8-liter E-types are referred to as "Moss gearboxes," by this time they were actually made by Jaguar.

The new synchronizing system that came in with the 4.2-liter E-types used balk rings, and was much more effective. It also had forced lubrication.

XK engine cylinder head

The XK engine used a hemi head. This is the face side; the top had polished aluminum cam covers.

The face of this aluminum head has just been resurfaced.

Differential cover

. . . repainted on a grocery bag.

Traditional XK-engine oil filler cap

From the 1940s to 1970s all XK engines were fitted with this lovely polished-aluminum oil-filler cap.

Later in XK-engine production the name "JAGUAR" was left off the cap.

Jaguar Mk 2 sports sedan in blue

Introduced a couple of years prior to the E-type, this second-generation continuation of the Jaguar sports sedan series continued the traditional post-war Jaguar styling.

The E-type was a complete break with the production Jaguar styling, carrying the racing D-type style to Jaguar's production cars.

Note also here the leaping cat mascot that was used on some Jaguar sedans; this feature was never included on the XK-series or E-type sports cars.

Mercedes Benz parked in a field

This Mercedes shared the fate of many classic cars.

Behind the glovebox

This view of an E-type is not usually seen. Often one of the last remaining areas of originality on an old car, this view shows the defroster hoses and some of the trim glue over the origanial white paint.

This area is usually preserved by all but a full restoration.

Rust repair

Here a rusted-out seat frame is getting welded up.

Almost any area of an E-type was subject to rust.


Dash view of this MGA shows the wire-spoke steering wheel used on many British cars during the period of the E-type.

The E-type's drilled-out aluminum wheel was the exception.

XK-150 dashboard

In keeping with the rest of the XK series, the main instruments were located in the center of the XK-150's dash.

The roadsters, such as seen here, had a leather covered dash. Here some of the leather is missing, showing the wooden frame below.

Early-style Series 1 steering wheel during rework

This rear-view of an early Series 1 (thick crossection) steering wheel during refinishing shows the irregular pattern of the thumb grooves.

Note that there are several sections where the thumb groove pattern is interrupted by an exceptionaly wide groove spacing.

On later wheels the thumb groove spacing was regular, at least between the spoke attachment points.

Bare unfinished wood is seen on this wheel.

Rear inboard brake caliper

Inboard rear disc brakes were one of the exceptionally-advanced technological features of the E-type.

Even today, this is still advanced technology.

Racing mirror on E-type roadster

Mirrors such as these were common in the 1950s and 1960s, and were found on many E-types.

It is likely more than half of the E-types in the U.S. were fitted with mirrors similar to this one.

Early E-type intake manifold and head

When the E-type was first introduced the spark-plug caps had this round-top CHAMPION design, the cylinder head paint was a pumpkin color, and the carburetor linkage was comprised of this rather complex arrangement of seperate levers.

The basic appearance, though was fundamentally unchanged from 1961 to 1967, with the polished aluminum componentry as used on all XK-engined Jaguars from 1948 onward.

In 1968, coincident with the implementation of the modifications to comply with the U.S. vehicle safety and emissions requirements, the prinicpal the main polished aluminum component, the cam covers, were changed to a finned design.


The XK150, the direct predecessor of the E-type, was of the traditional XK-series design. It carried much more chrome trim than the E-type, as well as bumper protection for U.S. parking conditions.

It was also a much heavier car.


This view down the hood of a 1960s Lincoln Contentinal shows the squared-off body style and especially large size of U.S. cars marketed during the period of production of the E-type.

Amco walnut shift knob

These shift knobs were a popular aftermarket accessory for sports cars in the U.S. market in the 1960s and 1970s.

This one has an enamel Jaguar emblem on it, in a style somewhat similar to the E-type horn button design.

These were available from vendors such as Vilem B. Haan and MG Mitten, who ran advertisements in sports car magazines and offered catalogs of accessories.

Horn relay

This relay has its cover removed. It is stamped "11 62," indicating a Noveber 1962 manufacture date.

Here the cover has been removed and the coil can be seen, with the high-current contact seen on the right.

Needle bearings from Moss transmission

There are many needle bearings in the Moss transmission used in the 3.8-liter E-types.

E-type undergoing repairs

Electrical repairs are being made with the Bentley manual showing the wiring diagram and sitting on the drivers-side wheel.

Faced-off block deck on 3.8-liter XK engine

Head studs and pistons have been replaced during this rebuild.

Later style Series 1 bonnet

Early Series 1 bonnets had the headlight nacelles in body color.

Later on during 3.8-liter production they were silver.

Hub cap and splined hub

This view of a rear wheel hub shows the beautiful cast hubcap.

The brass material used for the casting was finished with polished chrome plating. In the understated manner found throughout the car, the expensive material is not even displayed.

The name "JAGUAR" is cast into its face (unlike most cars of the era that carried anonomyous hubcaps).

Also especially notable in this picture is lack of a brake at the hub; rear brakes were mounted inbord.

XK engine crankshaft

This view of the seven main bearing crankshaft from a 3.8-liter E-type engine clearly shows the sturdiness of the design.

Limited-slip differential

View of the internals of the Series 1 E-type differntial.

Series 1 E-type roadster

. . . just rpior to driving.

Magritteian view from passengers side of a Series 1 E-type

View down the road at dusk.

Timing gear and cover from XK engine

Some of the components from the complex and clever timing gear system used on all XK engines.

Rear subframe emerging

The rear subframe of an E-type contains the rear drivetrain, brakes and suspension in a compact unit that comes out as a single piece.

The rear disc brakes are mounted inboard. The whole unit is a beautiful peice of engineering.

Moss gearbox housing

The housing of the Moss gearbox is made from cast-iron. These gearboxes are very durable.

There were variations in these castings during 3.8-liter XK-E production.


Restored D-type sitting on grass.

MGA dash

The MGA, like most sports cars of the E-type's era, had chromed bezels around the instruments, in contrast to the E-type's matte black.

Generator from 3.8-liter E-type

This generator is of the later 3.8-liter type with a smaller outside diameter than the earlier generators.

The original generator color was a semi-gloss black as opposted to the reddish paint now on this generator.

Clutch and brake reservoirs

The later brake and clutch fluid reservoirs were rectangular in shape, as opposed to the cylindrical shape of the earlier reservoirs.

Another feature of later 3.8-liter cars is the elastomeric covers seen on the rg two (brake) reservoirs. These same covers were used on 4.2-liter cars.

View down the bonnet

All features of the E-type bonnet are fully functional; there are no decorative embellishments.

E-type in the late 1960s or early 1970s

An old picture showing an E-type sitting in the sun.

"E JAG" sticker

"E JAG" stood for "Eastern Jaguar Group," a club operating on the east coast of the U.S. and based in Westford, MA.

While the name suggests the club focused on E-types, it actually covered all types of Jaguars.

The club also had members from a much wider geographic range, but today appears to no longer be operating.

Classic detail of the XK engine

The oil-filler cap with incuse "JAGUAR" lettering cast in.

This beautiful detail was part of all XK engines from the XK-120 on through the Series 1 E-types, and somewhat beyond.

Subsequently, the cast caps were plain and did not carry the "JAGUAR" lettering.

Series 1 E-type roadster

This car needs some attention to details, but is overall reasonably presentable.

Series 1 2+2 dash

The late version of the toggle-switch central dash layout is seen here on a 2+2 coupe. By this stage of development the central dash trim material had been changed from the latter type of aluminum trim to the black trim.

The choke and choke warning light have been configured here to permit the fitting of the fluted chrome knob seen in the lower right of the picture. This knob controlled the direction of ventillation air in a continuous manner.

The earlier ventillation control system was comprised of a metal door with a small knob. A spring toggled the door to be either open or closed, but did not permit it to take an intermediate position.

Setting cam timing

This cam-timing tool was included in some E-type toolkits. It fit over the flanges near the front of the two camshafts and put them in the TDC position.

Here the tool is being used on the intake cam of a 3.8-liter E-type XK engine. The tang on the tool can be seen inserted in the notch machined in the flange on the cam. This positions the cam.

E-type carburation

Until the introduction of the Series 1.5 in 1968 all E-types had three SU HD8 carburetors, as seen here.

For markets outside U.S. these carburetors continued for a while, but finally dual Stromberg carburetors were used on all E-types, regardless of market.

Domed pistons in an XK engine

Various pistons, with different-height domes, set the compression ratio on the XK engine.

Fuel filter

This small wire-mesh basket filter was the final fuel filter before the gas entered the S.U. carburetors.

The spring pushed it out against the banjo fitting bringing fule into the float chamber.

Just another of the numerous beautiful small details of the E-type.

Bottom end of the XK engine

The XK engine has a seven main bearing cranksahft, giving an extremely sturdy bottom end.

This is just one of the aspects of the XK engine that enabled it to acheive five outright wins at Le Mans.

View down the road . . .

This is perhaps the most attractive view down the hood of any prodution sports car.

Night driving

"The Traveller Hasteth in the Evening."

Middle level vent

Here the flaring at the edges of the vent trim had been introduced, but was later to be increased.

View of a late Series 1 console

This view of a restored console area on a late Series 1 car shows the 4.2-liter type shift knob. This is disucssed in more detail on pages 288 to 294 of the newOriginality Book.

While much evolution had occurred in this area over Series 1 production it still basically retains the classic appearance.

Rocker switches were shortly to appear.

Upgraded Series 2

This Series 2 has been modified with the additon of the earlier polished cam covers and the three HD8 carbs.

This is a relatively common modification.

The individual air cleaners and red plug wires are additions from outside the realm of anything Jaguar shipped on their production E-types.

Cam cover nuts

As with the cylinder head, the camshaft covers were retained by chromed domed nuts.

This is just one of the appealing details found on XK-engined Jaguar cars.

Rear 3.8 intake manifold

A view looking into the intake end of the rearmost of the three intake manifolds.

Here the bifurcation of the intake air-fuel mixture flow path is seen.

The rear branch (on the left side of the circular intake) feeds cylinder number one (the rearmost cylinder), and the forward branch (to the right) feeds cylinder number two.

Recall the cylinders in the XK engine are numberd from the rear forward; number one at hte rear, number six at the front.

Headlight trim

Initially the headlight trim was held on by slot-head screws.

Phillips screws were later used.

Non-finned XK-engine sump

All XK-engines supplied by the factory in E-types had cast aluminum sumps.

The early sumps, as shown here, had smooth sides. Later, cast-in cooling fins were included in the design.

While many Jaguar models used cast aluminum sumps (of various shapes, depending on the model), others had sumps fabricated out of sheet steel.

HD8 carburetors

The 2-inch throat, sidedraft SU HD8 carburetors were used throughout E-type production from 1961 to 1967 in the U.S. and somewhat longer for other markets.

E-type in the rain

A sheet of plastic shields this E-type from the rain (to some degree).

Barn find series number four

Chains attached to the rear lower suspension members allow the car to be pulled out of storage and onto the awaiting flatbed.

Barn find series number three

The car finally emerges.

It will not start, but will be transported on a flatbed.

Barn find series number two

Both human and animal tracks are traced out on the windshield.

Barn find series number one

After decades of storage this E-type prepres to emerge into the light.

Rocking and pushing gets the car to again roll, but with much resistance.

Trunk lid badge from early E-type

The last letters of this early-style badge shows the squared off profile shapes of the letters.

In later 3.8-liter E-type production more rounded letters were used. This has been a feature often overlooked in restorations.

This is disucssed in more detail on pages 56 and 57 of the newOriginality Book.

Teeth in a Moss-type gearbox

The 3.8-liter E-types used a gearbox of the Moss design, but made by jaguar. Here the straight-cut spur gear teeth of the first gear (far left), that also actuated reverse, are seen.

The helical gear teeth of second and third gear are seen in the middle. On the far right is the helical gear on the constant pinion shaft that takes input motion from the clutch disc and turns the layshaft from which first, second, third and reverse are selected.

Fourth gear is a straight-through gear, where the constant pinion shaft directly drives the output shaft. The layshaft is still driven by the constant pinion shaft, but in the fourth gear case the layshaft is not driving the output of the transmission.

Timing chain transition

This part is the intermediate timing chain sprocket. Here the upper timing chain is wrapping round the smaller part of sprocket; the larger part is not showing here, but it is driven by the lower timing chain.

The effect of this is that the ratio between the cam rotation rate and the crank rotation rate is not set only by the relative sizes of the crank sprocked and the cam sprockets, but by this intermediate sprocket with two different radii.

The wood-rimmed drilled aluminum steering wheel

This is an alternate, back, view of the E-type steering wheel. From here the attachment of the planar aluminum wheel to the hub can be seen.

Aluminum rivets are used to attach the steering wheel to the hub, but in restorations often screws are used.

The steering wheel, like essentially all parts of the car, is beautiful when seen from any angle, not just the usual front view.

White XK-120

Front contours of an XK-120 coupe.

Black XK-120

Grille and escutcheon of an XK-120 coupe.

Aluminum wood-rimmed steering wheel

These are sometimes referred to as "Duncan Hamilton" wheels, after Jaguar's famous Le Mans winning driver.

This is one of the most beautiful and classic of post-war sports-car steering wheels.

Fuse bank

Situated behind the center dash panel, which dropped down after removing two thumb screws, the fuse blocks were reasonably accessible.

The classical woven wire insulation covering is in very good condition, as is the original paint. This is one area of E-types where the original paint can usually be seen, even if the car has been thoroughly re-painted. An exception is a complete restoration where all the bodywork is repainted after the removal of all components.

Backup light

All but a few of the earliest E-types had their backup lights in the center of the rear of the car, above and between the exhaust pipe terminations.

With the introduction of the Series 2 cars, two smaller backup lights were used (one on each side of the license plate).

Series 1 tail light

The round lens is a reflector only; there was no light behind it.

XK engine block with hole from thrown rod

This stripped engine block has a hole from a thrown rod on cylinder number six.

Leather shift boot from a Series 1 car

When the E-type first came out, the shift boots were made of leather with a collet at the top.

Later on in production simulated leather was used.

Early necked-down covertible top clasp

These early clasps were very delicate and many broke. This is illustrated in the 3.8-liter clasp discussion on pagee 93 and 94 of the newOriginality Book.

They are rare items now.

Box of E-type parts

A good deal of the fun of fixing old cars is locating the parts you need. Always exciting opening boxes of NOS or old used parts that arrive.

Parking lot at night

Early E-type engine in dim light showing the effects of the polished aluminum surfaces.

A drive in the country?

Attention required somewhere in the engine compartment.

Series 1 coupe with hatch open.

This 4.2-liter coupe has the later-style trimming in the rear storage area.

3.8-liter coupe undergoing body repair.

By the time this rust repair was being made, in the mid 1970s, the fender had already been repaired one previous time.

Face of a 3.8-liter cylinder head.

A combustion chamber is showing in the lower right, with the intake valve on the to the lower right of the spark plug. The exhaust valve is directly to the left of the spark plug.

To the upper left of the exhaust valve is the oblong port that takes coolant from the block to the cylinder head to cool the area around cumbustion chamber.

The round hole near the center top of the picture, above the exhaust valve, is a cylinder head stud hole.

Original seat cushion.

This seat cushion is from a 1962 E-type roadster.

It still has its original upholestery still in place.

Tops of the change-speed forks and selectors

The slots in these forks and selectors engage with the end of the selector finger. The selecor finger is controlled by the motion of the remote control shaft, that is controlled by the shift lever through the selector lever.

This rather complex system (described briefly here, but with only a small subset showing in the picture) was developed in order to bring the shift lever forward with respect to the gearbox. On prior Jaguar sports cars the shift lever mechanism was located further back on the gearbox than on the E-type. However, the lever had to be re-located on the E-type since the engine and transmission were located further rearward in the car.

The cylindrical spring-loaded plunger protruding into the rightmost selector is the source of the detent force that must be overcome to engage reverse gear.

Yellow E-type

The trim of the headlight covers on this E-type has been modified to be less promenant than in the stock design.

This particular car was modified in other ways as well to enhance its performance.

Alloy center-lock wheel from a D-type.

This wheel shows beautiful patina.

Display of C- and D-type cars.

In memory of the Le Mans years of Jaguar racing.

E-type fueling up for the road.

Sometime in the 1970s a 3.8-liter E-type is being filled with fuel to continue a cross-country trip.

This was long before E-types were collector's items; they fell in the category of used cars, and were quite inexpensive.

S.U. carburetor float chamber.

This float chamber is a later style, with only a single blind hole on the top (the small dark hole to left of center of the chamber lid). Earlier chamber tops often had more such blind holes.

The aluminum tag on the bolt on the top of the cover was found on all Series 1 E-type S.U. carbs. They were stamped with different numbers depending on the model of the carburetor.

Intake side of XK engine.

The louvers reflected off the cam covers let water into the engine compartment during rainstorms.

Interior view of Series 1 E-type roadster.

This is a 4.2-liter car, but late 3.8-liter cars had similar interior trimming.


A new section, "Jaguar-related events, past and present," was added to the E-Type links page.

This section gives references to past and upcoming events, mainly related to Jaguars and E-types.

Intake ports of a 1963 S-type head.

Two large brass plugs seal off coolant ports between the three pairs of air/fuel intake ports.

A collection of chromed hex nuts sit on a cardboard sheet awaiting their job of retaining the intake manifolds.

Four-point-two roadster trunk-lid markings.

The label "E TYPE" was added above the "JAGUAR" label that was earlier the only label on the 3.8-liter trunk lid.

For the first time on an E-type the displacement was displayed externally on the car. The "4.2" label below "JAGUAR" did not state units, but was the engine displacement in liters.

Looking down on the left side of a Series 2 engine compartment.

With power air conditioning and power steering, the E-type engine compartment grew more crowded.

Bottom-end of Champion spark plugs.

Spark plugs removed from an engine.

Front spaceframe of a 1963 E-type.

While the E-type has many aspects that are distinct and remarkable, one of the most striking is the two-piece construsion of the chassis. Built like an advanced World War 2 fighter plane, the engine is cantilevered off the firewall of a monocoque tub in a bolted-on space frame. In contrast to aircraft design, the suspension is also contained in the space frame.

The beautiful suspension components, here is silver finish (appropriate for later cars, such as this one), stand in contrast to the painted frame tubes.

A very rough Moss gearbox.

Removed decades back from a 1963 roadster, this Moss-type gearbox (actually built by Jaguar) awaits resurrection.

Many of these types of gearboxes, still in excellent condition, have been removed and replaced by modern 5- and 6-speed gearboxes (to the detriment of the character of many early E-types).

XK engine being rebuilt.

Suspended on an engine stand, this 3.8-liter XK engine block reuild is nearing completion.

This rebuild is very complete, involving the block deck being faced off, and all new pistons. Interestingly, the cam sprockets are of a later type, possibly from an XK6.

An early E-type crankshaft.

This crankshaft is from an early 1961 E-type. It has the more narrow crankpin webs found on these early cranks.

The grub plug showing here is also of the smaller type found on the 3.8-liter cranks; these were made much larger on the later 4.2-liter cranks.

3.8-liter steering wheel and dashboard.

The classic drilled-out polished aluminum steering wheel, with wood rim, was a distinct feature of the Jaguar E-type.

Such steering wheels were used on much more expesive cars.

Examination of an E-type gerotor oil pump.

There are several types of oil-pump designs. One employs two intersecting gears (a "twin-gear" pump), but the design used on the 3.8-liter and 4.2-liter XK engines as fitted to the E-type was the rotor pump (or "gerotor" pump).

This latter design was comprised an external-toothed gear in the center of an internal-toothed gear, as seen here being examined by a gardener.

View of the top of an SU carburetor float chamber

This close-up view shows the top of the SU HD-8 carburetor float.

The AUC946 tag shows on top of the chamber overflow pipe junction.

Reservoir caps with electrical contacts

The contacts on the two hydraulic fluid reservoirs sense when the fluid level falls below a given point.

Floats inside the reservoirs position the central rods. The rods trigger switches when they fall too low.

Lucas windshield washer motor

Top view of a windshield-washer motor.

Note the three contacts that operate the automatic-dispensing system of operation of these washers.

View of the lower left of an early 3.8-liter XK engine block

The casting date marking of "6-4-61" here indicates the block was poured on April 6, 1961.

The black paint on this block is much shinier than was the original paint, as is seen from all the reflections.

Front of the crankshaft of an XK engine

The top picture shows the bare front end of the XK crank.

The lower picture shows the front end populated with the distributor/oil-pump drive gear, timing chain drive gear etc.

All these components are axially retained by the very large bolt screwed into the very front end of the crankshaft.

In the top illustration the end faces of the front main bearing shells can be seen. The juncture where the two shells can be seen adjacent to the parting line of the front main cap with the bottom face of the engine block.

Early 3.8-liter E-type bonnet

As is now well known, the early bonnet center sections had welded-in sections that had louvers stamped into them.

Later on in prouction, the louvers were stamped directly into the bonnet. See, for example, these later Series 1 louvers.

Trunk lid of very original 3.8-liter E-type

This early roadster is reported to have its original paint, and does appear so.

The dealer label is still present just behind the trunk lid.

Series 2 sidelight

Sidelights such as this one on a Series 2 E-type were introduced to satisify the U.S. Federal Motor Vehicle Safety Standards (FMVSS) that came in January 1, 1968.

Many feel this was just one of many alterations that distracted from the original Series 1 design.

Over time, the number of these types of modifications increased.

SS 2.5-liter sedan

The pre-war style medallion shows "SS," initials dropped after the war.

The Jaugar wings are also of the earlier pre-war style.

Trunklid of a Jaguar MK IX sedan

The Mk IX was the last of the classic large Jaguar sedans, with seperate bodies and frames.

The Mk X that followed the Mk IX in 1962 had monocoque construction, fully indenpedent rear suspension (based on the newly-introduced E-type) and a completely new look.

Windshield from an XK-140

The earlier-style break-in sticker is seen on the winshield.

Later stickers, as used on E-types, had the Jaguar head, rather than the wings.

Front end of a Jaguar Mk IV sedan

This is the last post-war Jaguar to have these classic Lucas P100L headlights.

Jaguar Mascot on a Mk IX

This mascot is similar to those used on Jaguars made decades later.

Trunk-lid medallions on an XK-150 and XK-140

After the XK-120 Jaguar XK sports cars carried medallions on their trunklids proclaiming Jaguar's Le Mans wins.

The XK-150 medallion, on the top, lists wins all Jaguar's wins of the 1950s: 1951, 1953, 1955, 1956 and 1957.

The lower medallion is on an XK-140. Made earlier than the XK-150, the only wins listed are 1951 and 1953.

In addition, XK-140 medallion is enameled, similar to enameled cloisonne, while the XK-150 medallion is injection-molded clear plastic, painted on the back.

Modern Jaguar F-type.

Low-profile tires on alloy wheels are now used on modern Jaguars.

HD-6 SU carburetors, standard equipment on the XK-120

Attractive SU carbs with a great patina.

Modified XJ6

This XJ6 engine has been modified with HD-8 SU carburetors with 3-inch throat carbs.

Bracing bars have also been added, as well as bonnet louvers.

Jaguar XK-120 front end

The round aperture between the headlight and the grille is a modification to permit air to reach the brakes, for cooling.

Green E-type on grass

The bonnet, slightly open, shows the T-key cover for the external latch mechanism.

This car was the only outside-latch car to attend the 2015 JCNA Challenge Championship.

4.2-liter E-type coupe rear window

The luggage-protection rails show through the rear window of this restored coupe.

The recessed chromed ring to lift out the floor panel can be seen in the lower right of the picture.

Pushrod engine in a Mk IV sedan

This engine was the direct precursor to the XK engine that was in production from 1949 to 1992, a 43-year run.

Note the tall-top SU carburetors, similar to those used on early XK engines.

Swallow mascot from a Austin Swallow open two-seater

This mascot is beautifully detailed.

This car was the first automobile produced by Lyons' company, that would later grow into Jaguar Cars.

SU HD-8 on 3.8-liter Series 1 E-type XK engine

This carefully-restored engine shows the second type of throttle linkage, comprised of fewer pieces than the earlier version.

Seres 2 E-type front end

This car is fitted with Lucas PL like headlights, a feature appropriate for earlier cars.

Series 1 E-type bonnet

The bulge running down the center of the E-type's bonnet, sometimes referred to as a "power bulge," is not merely a styling exercise, but a functional part of the car.

This feature serves to let the bonnet clear the front of the XK engine where the timing chain gallery is located. It also serves as an exhaust vent at its rear to aid in extracting heat from the engine compartment

This sort of authenticity pervades the E-type. It sets the car apart from heavily stylized cars such as the Corvette, that used non-functional purely stylized featues like simulated hood vents or hubcaps with artifical three-eared knockoffs.

Leaping Jaguar on the side of the bonnet

This is another illustration of this interesting feature.

As noted elsewhere in, this feature on the final year of 6-cylinder E-type production (1971) was located in about the same position as the teardrop-shaped T-key covers were on the first year of E-type production ten years earlier (1961).

This similarity was likely not planned. When this new model was coming out there was generally very little awareness of the outside-latch configuration, even among Jaguar enthausiasts.

Engine compartmeent of Bob Tullius V12 race car.

The high level of engineering and attention to detail seen here is what is expected from a team with the success record of the Tullius group.

SU HD-8 carburetors on an XK-120.

These polished HD-8 carburetors are not appropriate for an XK-120, but do look very much at home.

The SU H-8 sandcast carburetors were available from the factory for XK-120s, but these have a very different appearance.

Black 4.2-liter E-type

While the coupe bodystyle of the E-type was in some sense an afterthought in the design process, it is one of the most beautiful automotive designs ever brought to production.

Enzo Ferrari is often quoted as saying the E-type was "The most beautiful car ever made."

Backup light from a V-12 E-type

Two of these small lights were used on tht V-12 cars.

This was a change from the large backup light used on earlier E-types.

Group 44 Racing E-type

These cars were campained successfully by the Bob Tullius team.

Close up of left-rear taillight and seal

This may be original paint and the original seal of this very well-preserved car.

Racing E-type

This heavily-modified E-type road-racer had gold wheels and large side pipes.

It was very loud.

Early European-style knockoff

These early "earless" knockoffs were used in certain countries, including Germany.

The style is quite different from that of the Series 1.5 and later "earless" knockoffs. The later design used smooth lobes instead of the square lobes seen here.

Beautifully original 1962 E-type roadster

This car was wonderfully preserved.

It was described as haveing been in the same family since new.

Such cars are extremely rare, and illustrate the original state of many fine details that are typically lost in restorations.

Preservation of such cars is of great value to preserve our undersanding of the configuration E-types at their particular point in production.

Windshield-washer nozzle

The operation of theis Series 1 E-type washer nozzle can be seen in the nozzle itself, as well as its reflection.

The small hole from which the washing fluid emanates is seen on the top of the section cantilevered out from the large conical base.

Adjustment of the direction of spray is accomplished in azimuth by rotating the entire nozzle assembly. Elevation adjustment is done by putting a screwdriver in the slot on the end of the cantilvered section. br> THis slot can be seen in the reflection on the lower right region of the picture.

Talbot racing mirror marking

The raised stamped region of a Talbot racing mirror shows the name and origin of the maker, Talbot & Co.

This image was taken looking straight down on the chromed surface of the flat circular stamped area, and the dark circular region is a reflection of the dark camera, not the color of the mirror surface, which is polished chrome.

Trunk-lid labeling on a V-12 roadster

The markings seen here on this V-12 car indicate the engine configuration, but not the 5.3-liter displacement.

The prior model, the 4.2-liter six-cylinder E-type stated the displacement, and also had the "E TYPE" label. The earliest 3.8-liter cars had only the "JAGUAR" label.

While most of the lettering is basically flat, the "V12" label is sculpted in a fully three-dimensional way. The edges of the "V" and the "12" are all angled at roughly 45-degrees to give a different reflection pattern than the rest of the letters.

Beautifully restored MkIX engine compartment.

Great attention to detail has been given to this MkIX restoration.


The chromed "S" on the top of the door indicates the car is an XK-150S.

Polished V-12 engine

The V-12 engine was not supplied from the factory polished in this manner, and with so many pieces chromed.

This picture illustrates the complexity of the V-12 engine.

Dash of a Group 44 racing E-type

Interesting legend appears below the central instruments.


   Some of these pictures are cropped, and/or have had contrast or brightness adjusted. Other than this, they are as-taken;
   no subtractions or additions of features within the pictures, or any selective movement, re-orientation, or scaling
   of any individual features within the pictures, has taken place. That is, none have been "Photoshopped."

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taken by T.F. Haddock, and (c) T.F. Haddock.

They may be re-used with permission.
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Originality reference book is available from Dalton Watson.

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