Jaguar E Type S3

Fast Facts

• Best model: Roadster
• Worst model: 2+2
• Budget buy: Auto
• OK for unleaded?: Yes
• Will it fit in the garage? (mm): (mm): 4686 x 1676 x 1295
• Spares situation: Excellent
• DIY ease?: Generally, but some bits need specialist attention
• Club support: Superb
• Appreciating asset?: Gradually
• Good buy or good-bye?: Good buy

Chintzy trim such as tail pipes did E-type no favours

S3 cockpit was the best yet although it can get hot in there – air con was optional. Trim is readily available

Model In Depth...

• 

  Jaguar E-Type

  Rating: 9 / 10

  Price: £10,000-£45,000+

  Read more »

Wire wheels were an option, check for damaged spokes

Roadster was also built on 2+2 platform and lost a lot of its earlier style some coupes have been retro converted

Great engine that’s hard to wear out – but it’s thirsty!

Magazine Subscription

Subscribe to Classic Motoring Magazine and save over 25%

Subscribe NOW

Available at all good newsagents including WHSmith

The S3 is often overlooked and yet it’s the cheapest E-type of them all. Arguably it’s also the best, too!

Cars don’t come more evocative than Jaguar’s E-type, but steady rises in values over the past couple of years have taken the cars out of reach for many. However, while everyone clamours for the earlier six-cylinder cars because of their greater design purity, the Series 3, or V12, is overlooked by many – despite being more usable thanks to its longer, wider bodyshell and superior engineering. These later cars may not be as beautiful as the Series 1, or even the S2, but if you’ve hankered after an E for years and you’re on a budget, the V12 is the car to go for. Don’t be put off by the higher running costs; fuel consumption isn’t that big an issue unless you plan to cover a signifi cant mileage each year – although maintenance costs can be high – and it really is a scalded cat to drive and live with.

History

The Series 1 E-type wowed the world when it was unveiled at the 1961 Geneva motor show; its design purity and performance were unprecedented at the money. When the Series 2 arrived in 1968 the design was already showing signs of being watered down, but it was the Series 3 of March 1971 that was the biggest step backwards design-wise – at least in the eyes of many when it changed from being a serious sportster into a civilised grand tourer. In fact, even though there was full praise for that wonderful V12 the rest of the car was a decade old – and felt it. “More new wine in old bottle” is how Autocar summed it’s road test up of the V12 and throughout the four years or so of Series 3 production there was little more than tinkering with the formula. From January 1972 a steering lock was fi tted and in January 1973 a twin branch exhaust replaced the previous four-pipe system. In February 1974 the fi xedhead coupé was discontinued, leaving the roadster to soldier on alone. And soldier it did because the fuel crisis of that year which saw shortages and massive petrol price hikes (sound familiar?) saw sales dwindle to double fi gures. In December 1974 the fi nal cars were built. Just 50 of these were built, known as Commemorative editions and these eased their way to customers during the early quarter of 1975.

Driving

Compared with the six-cylinder editions that went before, the V12-powered E-type is a completely different animal. More of a tourer than a sports car, the E-type – thanks to being based on the lwb 2+2 platform dating back to 1966 was bigger and more spacious than its predecessors while also being much more relaxed to drive, care of power steering and an engine that effectively made the Jaguar almost a one-gear car. That’s not to say the Series 3 E is a slouch though; capable of sprinting from 0-60mph in just 6.4 seconds and topping out at 142mph, there’s no shortage of urge; it’s just that it provided the pace in a different way to the earlier cats. With four Stromberg carburettors feeding the V12 under that long bonnet, there’s 272bhp and 304lbft of torque on offer, so unless you’re in a serious hurry there’s no need to get too busy with the gearstick; the automatic is even more relaxed to pilot of course. While the smooth power delivery is addictive, what’s even more so is the hard-edged growl from the quartet of exhaust pipes under full-bore acceleration – for this reason alone it’s worth enduring the potentially crippling fuel bills alone! Handling had softened with age and compared to, say, a 911 of that era felt soggy although deceptively easy to drive fast. The brakes – cited Autocar – were now beyond criticism. Overdrive was never available, even as an option and while the V12 is usefully high geared (23mph/1000rpm) economy is never going to be a strong point; expect 16-18mpg even when pussy-footing around. While that longer wheelbase body did the S3 no favours, it certainly helped in the cockpit, which is usefully roomier. As Autocar remarked “There are some people no doubt who feel that sports cars should have a bone hard ride, glorious exhaust note and a draughty hood…”. To them the V12 Roadster would be a terrible disappointment”.

Improvements

The possibilities are endless here, depending on the depth of your pockets but even a bog standard car ain’t bad! Indeed, our fi rst step would be to ensure that the car is up to spec before starting any mods. It’s possible to fi t electronic fuel injection (a later XJ-S unit can be fi tted), a high-torque starter to improve reliability and usability and these would be a good idea. Decent electronic ignition to replace the Lucas Opus set up (‘opless’ in the trade) is also a worthwhile fi tment. That V12 produces a lot of heat and anything that can help to reduce engine bay temperatures is welcome; a highflow water pump or more effi cient radiator and a thermostatic electric cooling fan are sensible upgrades. A modern mapping of the ignition with an ECU is a good idea as it improves economy and fl exibility. If you yearn for an overdrive then a CJ5 or Toyota Supra fi ve-speed can be grafted on. The chassis is also worth tweaking, to eliminate soggy handling; fresh dampers and stiffer springs will usually transform an E-type’s handling and so does replacing every suspension bush, especially on the IRS set up along with decent six inch rims and Pirelli tyres. Modern four pot discs can also be fi tted.

Prices

High fuel prices and steep running costs have put many people off buying the V12 e-type for years and will continue to do so. This means you can now buy a pretty usable 2+2 for £10,000 still – but it won’t be all that shiny. Ten to 20,000 can get you a decent example while even the nicest 2+2s rarely fetch more than £25-£30,000, and you can typically add around 50 per cent to buy an equivalent roadster. Transmissions don’t generally affect values adversely, but while buyers of fi xed-heads don’t mind an auto, it’s the stick shift that Roadster buyers usually want. Commemorative cars rarely surface for sale; mint examples have been known to touch six figures due to their rarity and importance.
The point is that an S3, whatever are your views on it, is closest to the original E-type in two critical areas; outstanding value for money and genuine 150mph performance.

Three Of A Kind

Corvette Stringray (1968-1982)

If you want visual drama then look no further; there’s no mistaking the Corvette for anything else. Glassfi bre bodywork ensures rotten panels aren’t an issue while 5.7-litre V8 offers grunt aplenty. Maintenance costs are surprisingly low too, but all cars are left-hand drive only.

Ferrari 400I (1976-1989)

Is there any car available anywhere that has more cachet than a Ferrari – and one with a V12 at that? Long unloved, the 400i and its successor the 412 offer seating for four, understated looks and fabulous urge, but the thirst can be a killer and there are too many neglected examples about.

Mercedes SL (1971-1989)

If it’s peerless build quality that you crave, then this is the classic for you. Stylish and understated, the R107 Merc SL was in production for nearly two decades, with a choice of six-cylinder or V8 powerplants. All cars should have hard or soft tops, so you can use the SL all year round.