Jaguar E-Type Mark Three

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Jaguar E-Type Mark Three

Jaguar

Jaguar E-Type Mark Three

1971 - 1975
Country:
  United Kingdom
Engine:
  V12
Capacity:
  5343 cc
Power:
  270 bhp
Transmission:
  4 spd. man 3 spd. auto
Top Speed:
  241 km/h
Number Built:
  72,507
Collectability:
  5 star
Jaguar E-Type Mark Three V12
Jaguar E-Type Mark Three
Reviewed by Unique Cars and Parts
Our Rating: 5

Introduction



By 1972 the E-Type Jaguar was starting to show its age. Not in the design department of course – the damn thing was beautiful from any angle and would remain that way time immortal. But the underpinnings were 10 years old by the time of the Mark Three and, despite the addition of a velvety smooth V12, there were a few things that probably should have been modernised. Not that we think any current owner would complain mind you – it’s just that, by the standards of the early 1970s, the later model E-Types had an air of the 1960s about them. And maybe that’s not such a bad thing anyway.

That beautiful design turns eyes today, perhaps more-so that when it was fresh from the factory floor. It always reminds you of the big, sleek, fast cat it was named after. And its line also worked aerodynamically - as the quietness at high speeds proved. But if there was one fault you could pitch at the later model E-Types, it was with the interior. Still classy, but ergonomically things had changed with safe driving in mind and the E-Type Series Three was, in comparison to more modern 1970s designs, a proverbial nightmare of badly located, (even dangerously located), switchgear and controls.

From the get-go the E-Type had a poor ventilation system – and when flow-through ventilation became the norm in the 1970s it really showed how bad the Big Cat’s was. Thankfully the British designers knew the problem, and tried in some ways to address it by adding two fresh-air ducts which helped keep the interior full of fresh air. Unfortunately, air conditioning could not be fitted direct from factory for right-hand-drives. There were no face ventilation nozzles, so to keep relatively cool in summer, you had to keep the windows down which meant unwanted buffeting and wind noise. The truth was, however, that despite the blatant drawbacks in the ergonomic and ventilation departments, the E-Type remained a wonderful piece of machinery.

Behind the Wheel



High speed cruising was probably the Big Cat’s forte, not that any Australian roads permitted this, either by way of surface condition or police attention. Nevertheless, in an ideal world (read German autobahn) the car was capable of 120 to 140 miles per hour (195 to 225 km/h) cruising all day long. That’s miles-per-hour we are talking. And it was all completely effortless. Under the bonnet the V-12 had enormously long pieces of manifold plumbing. It was a strong motor that pulled effortlessly. If you did find the right road conditions it was in top that you would start hunting around for overdrive - the torque was so fantastic you would have thought it must have another gear or two. Once in top-gear you seldom bothered to change or drop down a cog unless you actually had to stop. And for every 1000 rpm speed went up just 24.7 mph (40 km/h) which meant you loped along effortlessly. As mentioned, the E-Type would cruise effortlessly at 120 mph, but occasional bursts to 135 or 140 mph felt much as a burst to 105 mph might have done in a lesser car. The only down-side to all of this was the thirst of the engine at these speeds. The relatively small fuel tank (18 gallons) made stopping every 200 miles (325 km) or so necessary. Average fuel consumption with the speedo would out was around 12.5 mpg.

Acceleration in top between 80 mph and the ton was less than seven seconds, and that was leaving the E-Type in top gear! Unless you were really stuck for space it was considered a waste of effort to drop a cog and do it in five seconds. The Jag's legs were long, strong and powerfully fast. Under normal driving conditions, snug in the cockpit and with an ideal driving position together with the "just right" power steering, the Jaguar was a great place to be. But when traffic or road conditions deteriorated, that’s when it started to show its age. The switch-gear was confusingly placed in a row of 10 on the dashboard on the left of the wheel. The dipswitch was to the right on the dashboard. Both demanded the driver's hand - either left or right had to leave the wheel to operate. It was impossible to do both simultaneously, at least simultaneously with safety.

The E-Type with its lengthened Plus Two wheelbase didn't handle like its long wheelbase predecessor. The old long wheelbase Plus Two was inclined to understeer heavily. But the Mark Three with its updated spring rates and its big wide fat E70 x 15in. tyres really gripped the ground. Front or rear, you had to be really ham-fisted in a low gear to even look like having trouble. The power steering was light yet positive enough. There was sufficient feel for my money to aid "direction finding". The Jag was simply pointed and followed the line. Increasing the throttle added a bit of oversteer. If you needed it. But most times you just aimed and squirted and the Jag did it for you.

Top speeds reported by motoring journalists of the time were around the 145 mph mark. This made it slightly slower than the old E-Type, though to be honest this was only academic. Up to 60 mph, which the V12 managed in six seconds (and still in second gear) it was about the same as the Mark Two. But from then on, there was little that could keep up with this car. There were faster cars, there were a few that handled better too. But theses cost a fortune. The Jag did it much cheaper and in most cases much better. It’s later collectability would prove that too, though we doubt few at the time were not aware they were looking at a classic automobile, straight off the showroom floor. There are not many cars that have that quality.

The V12 engine changed the character of the E-Type slightly, the 272 bhp at just under 6000 rpm turning the 'E' from a sporty mobile into a quiet and very fast touring car. Better still, you didn’t need any great driving ability to control it or make the most of it. The Big Cat was a very forgiving car. Of course you would get to know the local petrol-station owner on a first name basis – but it was definitely worth every penny. Even though the engine was the big news on the Mark Three, the quality of build did not end there. The brakes were excellent, instruments were well-placed in front and, on the Australian version at least, the retractable seat belt spring was hidden inside the rear seat side-panel.

Practical? Well the luggage room wasn't bad - provided you had the rear seat forward. And you could fit four in. But there was no room for smaller items up front as the glove box was just that, providing room for some gloves. But despite its faults, or maybe because of them, for the money the Mark Three E-Type was, at the time, the best value high speed sports car in the world.
Jaguar E-Type Mark Three XKE Left Hand Drive
Jaguar V12 Engines
Jaguar Engine Shop in Coventry, crowded with V-12 units ready for installation into the E-Type. Note the huge gearbox castings.

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Also see:


Reflections - Looking Back On The Jaguar E-Type
Jaguar E-Type Series 1 & 2 Technical Specifications
Jaguar E-Type Series 3 Technical Specifications
Jaguar E-Type Series 1 Brochure
Jaguar Heritage
Swallow Sidecars - The William Lyons Story
Jaguar - A Racing Pedigree
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