The document discusses the author's 1963 Jaguar E-Type Series 1 coupe. It describes the car as swift, stylish, and sensuous. It was originally delivered to a commander in the US Navy. The author discusses upgrades he has made, like changing the wheels and solving pinging by changing the pistons. He emphasizes that the upgrades were done to improve performance but maintain the original character of the car. Overall, the author expresses his deep passion and enthusiasm for his E-Type.

1. I
36 May/Jun 2006
If I were writing ad copy for the E-type, as I once did for
Jaguar, this would have been my summation statement for
that automotive icon: Swift…..Stylish……Sensuous.
Swift: Certainly with better than one horsepower per
cubic from 3.8 liters, the Series 1 produces 265 bhp, with a
tall rear axle ratio, it’s good for 150 mph.
Stylish: Absolutely from its announcement (in 1961
to the present), if you arrive in an E-type you are noticed.
Heads nod, smiles appear, and no one ever asks to see
your invitation. The E-type is your calling card in all
social circles.
Sensuous: The silhouette, the lines, they work from any
angle, in particular from above so you can absorb all of its
marvelous curves.
Growing up in Chicago during the muscle car era, I was
initially taken in by the sheer power of those big block
brutes — until I went to the June Sprints at Elkhart Lake to
see sports cars compete. Like so many I fell for the E-type
at first sight. It was not only the car but also the advertising
that got to me. The E-type owner was someone to emulate;
he was cultured, dashing and attracted gorgeous women. All
this and a price thousands below the competition said
“Smart Money.”
Finally in 1991, after assembling my own smart money
restoring and reselling a number of XJ6s and E-types, I
came across the 1963 Series 1 coupe you see here. The car
was originally a European delivery to a man who would
subsequently become the Commander of the Naval Air
Station near San Diego. The car, in magnificent condition
with a straight body, excellent paint and original seats, still
had the original silver painted wire wheels that were stan-
dard in the UK.
THE R.RATED CATJAMES GROTH shares
his enthusiasm for his
Jaguar Series I E-type
Our hobby is full of men
who have changed the
perception of our world,
but few have shocked it
so profoundly as often
as Bill Heynes and
William Lyons. Consider
the astonishment created
by the rakish SS cars
especially the SS 100, the
XK 120 and the C- and
D-types, then the breath-
taking E-type thrilled the
knowing, shocked the
uninitiated and realigned
performance and value.
STUDIO PHOTOGRAPHY BY MICHAEL FURMAN OUTDOOR BY JAMES GROTH
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2. D R I V I N G
37
Look out over the E-type bonnet. First you notice its
length and then the glorious curves accented by the power
bulge running the length of the nose. Sitting behind the
wheel, you may think of an aircraft cockpit, perhaps influ-
enced by Jaguar’s role in World War Two producing aircraft
parts and repairing planes.
Lifting the bonnet of a Series 1 reveals one of the best
looking motors produced, featuring polished cam covers and
triple SU carburetors. The clamshell bonnet makes access to
all the major components easy. But it can take up to the bet-
ter part of a day to refit one, since it represents the entire
front end on an E-type. When the fit is proper it should hold
itself up in place without the support of your hand regard-
less of position.
Personally, I believe in upgrading collectable cars that
are going to be regularly street driven, but in a manner that
does not show or dramatically change the character of the
car. I changed out the wheels for a set of half-inch wider
chrome Dayton’s in the style of the Dunlop originals. The
car’s pinging was finally solved by changing the O.E.M. 9:1
pistons to the optional 8:1’s with the skilled help of a fellow
Jaguar Club member.
Other upgrades that I have made include changing from a
generator to an alternator and adding an electronic ignition
system. Additionally I added new front six-way adjustable
shocks out of billet aluminum as these better cope with the
heavy front nose and improve handling. I also got tired of
the enamel cracking off the manifold and had it hot-jet coat-
ed. It looks appropriate and, if marketing information is cor-
rect, the process may help keep the car running cooler. The
two-blade propeller fan has been replaced with a multi-
blade one. To help keep the motor cool, Jaguar placed two
Lofty England partnered
William Lyons in motor sport
William Lyons created SS
then Jaguar
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3. Gorgeous is a word
used for decades
to describe most
Jaguars and
in particular the
early versions of
the E-type.
38 May/Jun 2006
sets of beautiful louvers in the bonnet, and yes these are
functional and necessary.
The brakes on the early E-types are adequate. But there
are excellent upgrades available at moderate prices and that
will be the next upgrade for my 3.8. I intend to stay with
solid rotors, rather than the drilled ones, to maintain the
character of the original.
A Series 1 car is very mechanical feeling and sounding.
The 1961 through 1964 3.8-liter cars are less user friendly
due to the Moss gearbox with a non-syncro first gear. One
develops a knack for shifting them, by moving the shifter
towards second while at rest in order to let the bits align
before selecting first. These cars are easy to identify com-
pared to their brethren due to their high-pitched whine in
low gear. They don’t particularly like city driving as they
lurch, longing for revs on the open road where they are the
most exhilarating after 2,500 rpm in second and third gears.
There is sheer excitement driving them on the open road.
If one ever passed you at speed, there was no mistaking the
snarl of the straight-six exhaust note. From inside, accelera-
tion is visceral, primal and addictive; once experienced it is
always etched in one’s mind.
An E-type FHC (fixed head coupe) also passes the per-
sonal standard by which I measure the usefulness of a sports
or GT car. That standard is its ability to carry a lady and
myself from Malibu to Monterey for a weekend in comfort
and style. Marvelous as the various mid-engine exotics are,
unless you are shipping your luggage ahead, don’t expect
your lady to be in a good mood for a weekend at Pebble
when she is living out of one small suitcase.
The spiritual successor to the E-type is the new XK, and
Jaguar’s new ad campaign focuses on one word, gorgeous.
Gorgeous is also a word used for decades to describe most
Jaguars and in particular the early versions of the E-type.
The New York Museum of Modern Art has one as part of
the permanent collection. So far I have neglected to use one
favorite British term when referring to anything outstanding
and British. Brilliant. Brilliant. There, I’ve said it.
The E-type’s interior is more
sports car than GT in terms
of luxurious appointments,
but it is roomy and includes
a remarkable amount of
stowage. Its seats, in fact,
while not opulent are very
comfortable indeed.
The rear hatch makes it
a perfect traveler for two
with a week’s-worth of
useful luggage.
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4. E N G I N E
Type Inline 6, front
Displacement, cc 3781
Bore/stroke, mm 87/106
Compression Ratio 9:1
Valvetrain DOHC, 2v
Block/head Iron
Horsepower/rpm 265/5500
Torque/rpm 260/4000
C H A S S I S
Wheelbase, in. 96
Track, f/r, in. 50.0
O/A weight, lbs 2900
Brakes 2-piston calipers
Rotors Iron
Gearbox 4-spd/rev
Damping tubular, fluid shocks
Susp f/r Indep.arm, coils
P E R F O R M A N C E
0-60 7.4
Top speed 150
Fuel consumption 15-21
1964 JAGUAR E-TYPE
D R I V I N G
39
The storied DOHC XK
engine dates from the late
40s with little fundamental
changes in operating technol-
ogy. Bore and stroke, carbu-
ration, manifolding, com-
pression – details – brought
it from 160 to 265 hp. Its
civility index at low speed
remained unaltered. the
coupe and convertible were
introduced simultaneously.
Mr. Groth who spent a
considerable portion of
his working life with the
company aparently has no
compunctions about using
his flawless E-type as his
pickup truck (below).
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