Hi from Sydney, Australia. What people forget now all these years later, this the 2+2 E-type WAS THE MORE EXPENSIVE version, it cost Jaguar a lot of extra cash to develop, AND most importantly this was an asked for and requested version due to the extra space via headroom and passenger space. Not only that but with most requests from USA for this new model there was a second perspective, for upcoming USA compliancy the LWB E-type would need a more rigid body structure, and this would lay the foundation also for the soon to be released V12 version of the E-type and is also why the V12 E-type was available solely on this updated stronger body structure. Also drive one, really hammer it on bendy windy road, then drive a little dumpy shorty one on the same roads attempting the same speeds, and you will soon learn the advantage of a long wheelbase car by comparison to a short wheelbase version. Now add into that equation the weight balance that enormous Borg Warner type 8A tranny gives as it dynamically assists by putting some extra weight right in the middle of the car and keeping it better composed at speed. Also to Aussies, Americans, Canadians, and Sth Africans most would know that a BW 8A tranny was the most expensive BW Auto on offer in ANY USA Ford vehicle , it in "ford-Speak" called the dual range Cruise-O-Matic it was used in the big block V8's , the D1 , D2 feature means starts in 1st or 2nd gear , it has a lockup torque converter when dragged into low gear , and L means Locked up , it needs manual shifting , AND depending on road speed , or revs , when L is selected it may go into 1st gear , or 2nd gear . This tranny is also fitted with double pumps, so it can on a gentle hill be push started, OR if there is some front of car issue it can be towed with the front wheels raised and a rear wheel tow permitted WITH ZERO TRANSMISSION damage. Later/last series 2 e-types went to the BW 12A tranny, cheaper and more basic, some may say a little smoother but with none of the "good bits" also used by Ford USA and in "fordspeak" known as the "selectmatic" when ordering a premium car you could select this cheaper BW 12A and receive a cash credit. Additionally what most people these days do not realize is that a properly operating BW 8A has a VACUUM kick down feature, and if you know how and when to use this, you can drive a so equipped 4.2 liter Jaguar and make it change gears using your right foot on the accelerator pedal double slapping it quickly to pull from 3rd to 1st gear, or hard single slapping it to get it into 2nd gear , and its smart enough to get the matched revs correct as well so it changes down smoothly like a full syncro manual car driven by someone who knows how to double de-clutch correctly like they were driving a non-syncro manual car. In my lifetime I have owned 3 Jaguars, a then 10 yr old 1965 4.2litre MK10 (had the BW 8A tranny), in 1979 I bought a rare long wheelbase very late built series 1 XJ6 (had the BW12A tranny), and in 2012 I sold this much loved XJ6 to a mate, as I had bought a 1 owner 1967 420G/mk10 with TOTAL log books (every cent , petrol , light bulbs) let alone servicing, so in December 2012 I became the new owner of a 1967 Jag 420G/mk10 with a mere 50025 miles on it since new !!! Both the '65 & '67 have vacuum kick down switch systems. Recently I had been out with a mate on a Jag club day Keith, my friend has a couple of classic Jags , including an early V12 E-type with the BW 12 A tranny, while talking we were coming to a stop on a sort of connecting micro freeway, I blipped the accelerator down to 2nd, then double blipped it down to 1st, Keith looked at me and asked how the bloody hell did you do that & change gears with both hands on the steering wheel , so a little further on I did it again , having explained how it works , and needs to be adjusted to work properly . I'm now 68 yrs old rolling to 69 yrs old in January 2025, I grew up with a mum who bought a brand new Mk10 in November 1961, kept it 9 years than traded it on a new Merc w111 280SEC 3.5 (v8 convertible) in 1970, what a horrible car 2 replacement engines in 14 months, 1 replacement convertible roof in 5 months, water leaks, PURE German Junk, she was so disappointed, totally upset with it , and locally the twin brothers who owned MacIntosh VW & Mercedes Benz in Mosman were her best mates since they were 2 year olds living in homes opposite one another , mum was an only child and the twins were like her brothers even as adults. A solicitor/lawyer she had an argument in court with Mer-Benz Aust and won, they were ordered to refund her and any other costs. She bought as a replacement a 1971 plated Jag 420G which she owned until 2007 when it was run into then she used my 1973 LWB XJ6 until she ceased driving as an 80 yr old in 2012. As an aside, when I was 23yr old doctor I saw what happens if you smash a MK10 Jaguar head on at 50+mph directly into a more rigid coupe, not convertible version of a Merc w111 280sec 3.5 v8, the folk in the Jaguar need to stand on the side of the road and wait for a lift to complete their journey, and possibly have their big Jaguar repaired, whilst the Merc occupants deceased bodies are retrieved and sent to the morgue for the coroner's inquest. I was then a very young doctor, on my way on a long weekend to Bathurst where I had bought an old home/building to restore as a weekend retreat. There are but just 2 ways/roads over the rugged near 4,000ft high "blue mountains" that to the early Brits formed what appeared to be an impenetrable wall. So you have the Gt ' Western Highway, the main route or you have the Kurrajong-Bells line of road, shorter, more fun with massively steep mountain climbs & passes, but inherently dangerous if not careful. The Mercedes driver attempted an overtake too late on a badly cambered section and went headlong into the MK10. The massive and unusual construction of the MK10 as it has the monster tall high side sill rails, the massively hidden frames keeping the passenger cell rigid from left to right using the same monocoque safety cell concepts as used in the D & E types but in a way more massive way, then there are the speared 45 degree angle torque boxes running up from the flat 180 degree torque boxes that the engine and front chassis subframe bolt to, these are just aft of the thick steel front wheel well shells, the 45 degree angle speared torque boxes link up and weld onto the massive central firewall section giving Jaguar MK10's/420G's & Daimler DS420 Limousines very high survival rates. In the USA I have a cousin that worked for the USA's (national transport safety bureau) the NTSB and until he retired in 2020 the Jaguar mk10 had the highest ever recorded structural rigidity of any car in over 70 years of testing, impressive & unlike all the Euro -trash cars that are ANCAP tested at almost running speed, ie 25 mph or metric 40 kph, USA's NTSB minimal test speed is 55 MPH the basic national posted highway speed , not at a lowly school zone speed like the Euro's use. So now as a just retired doctor in their late 60's I always feel sorry for people that have bought one of these now $300k mega buck Mercs' knowing how flimsy they really are. But have I have a strong feeling for Jaguars two "underdogs" the mk10/420G & the LWB 2+2 E-types. Both were the more expensive sports car and most expensive sedan when new, WHY , WELL NATURALLY THEY WERE THE BEST TWO JAGUARS. It makes me laugh when I see people will pay big sums for a poverty/entry level '60's Jag sedan the mk2 but would never pay that same sum or more for the infinitely better and more opulent mk10/420G, same with the 2+ 2 E-type somewhere along the way people have been ill informed, or have forgotten reality.
Greg-mothafuckin-Harvie, go figure id see your essays on another Jaguar video haha and brilliant insight again, youre a wealth of knowledge. I had little respect for the 2+2 E types purely because of their longer wheelbases and extended body/glasshouses that i thought 'corrupted' the look of the original S1 and S2 E types. But knowing what youve said now it makes me think better of their engineering, since i always thought they were concessions made for the American markets when customers asked for something comfier and to treat them more as touring cars rather than sports cars. Very interesting behaviour by the BW12 and 8 gearboxes too, Im still aiming to get mine repaired as soon as i can afford but i notice on other mkx/420g's in classifieds have a vacuum diaphragm on the back of the throttle linkage assembly, i didnt know that was for proper gearbox operation since i thought my trans blew because of the snapped kickdown cable and that it relied on that exclusively for kickdowns. Is there a way of knowing whether i need a vacuum assembly for my car?
@@cutcat8437 Hi there, dear "cut-cat", ALL 420G's & 4.2ltr mk10's were BW 8A automatic tranny powered when they left the Jaguar factory with ONLY vacuum kickdowns. In 1968 when the series 1 xj6 was first sold, the very early xj6's had BW 8A trannys , however ALL of these had a little electric switch to kick the tranny down it was located on a stiff cable in the engine bay just near the brake master cylinder, this was a cheaper NOT better kickdown switch, the early 2+2 4.2 E-types with BW 8A automatic tranny's also had vacuum kickdowns, when the series 2 E-types were being built at same time as XJ6 both had electric kick down switch , and this rolled over on both when both became fitted with BW 12A trannys. 420G's never were fitted ex-factory with BW 12A automatics until final cars made all had vacuum kickdowns on their BW 8A's.
The series 1.5 2+2 can accomodate the manual o/drive gearbox if that rocks your boat. It certainly makes me sniff around them. There is one currently for sale here in Oz & has had said g/box in it for several years. I believe they weren't made that way new & have iften wondered why.
@@PhilipShand Hi there, back in the '60's Jaguar would virtually handmake a car to suit your needs, right up to the final 1973/4 Series 1 XJ6 as my long wheelbase series 1 XJ6 was completed in really early 1974, by then the early series 2's were on sale in both short and long wheelbase spec's/ And my ser'1 LWB XJ6 was definitely a custom order car as its French first owner & "boss" of CITRA constructions that built all the natural gas pipelines & infrastructure for the Aussie Fed' Govt'. Jaques Antoni basically wanted a 6 cylinder LWB Jaguar van Den Plas, but Jaguar only produced 352 V12 Daimler Van Den Plas versions , with their way fancier wooden trim all with matchwood inlay around the edges, leather covered door cards, console , and the four separate front and rear bucket seats , plus the seats were taller as well, add to this Antoni also wanted the triple HD8 SU carby set like on an E-type or a mk10/420G, as he had a 420G in Paris. So, Jaguar built a car to custom order to suit him, it also had the bigger air-cond' system that was fitted to the mk10/420G's as well. To do this my XJ6 has 2 opening panels in the forward section of the front mudguards , left side to hold the gas bottle in the cool for the freon gas, on right side to accommodate the Mk10/450G's huge unusual looking air cleaner assembly , this added to the life of my car as near all series 1,2,3 XJ's have muck accumulate around the back of the outboard headlights and cause rust , with the blanking plate/doors in my car the whole front part of the inner wells of the front guards was sealed and dry , like in my mk10 & 420G. In the '50's, '60's and very early '70's the cars could be RHD or LHD right at the last minute with their common firewalls with filler plates blanking the holes for the opposing set up and all the major electrics in centre of dash panel. (my own 1965 4.2litre MK10 started life as a LHD car and was easily swapped over to being a RHD car with the hidden unseen components off a scrapped 1968 420G my just retired engineer grandad & myself did this in the mid-year break at my second year at uni) This however all changed with the series 2's built only as "righties" or "lefties" from the get-go with no common firewall ,like most other cars, they were built with an exclusive LHD or RHD configuration, same with the XJS and XJC's too, then all following Jaguars from XJ40 on. This made the possibility of a special production car a thing of the past, I think also under British Leyland /BMC ownership, they were not interested in producing "one-offs" like Sir William Lyons would when he solely owned the company. But with all mk10/420G's & all long wheelbase E-types whether series 1, 2, or 3 could be custom built cars. This was the brilliance of Lyons & his other engineers as these Jags were more of an engineering masterpiece than people may ever realize, you could come up with something really special from existing parts on the shelf, even moreso in the years Jaguar were heavily into racing either with their own team or helping out the privateers' racing needs. With the likes of bronze heads for durability, tweaked triple SU carby sets, heavy duty clutches, Koni Gas shocks etc. As a kid I lived until 14 at Middle Harbour, Mosman in Sydney, then parents bought their own big pre-federation home in Roseville on Sydney's north shore & trainline. Owned by some specialist doctor was a 420G Jaguar, tan seats, with black paint below the chrome side strips and above it was Sage green (kind of a mid-olive green-grey color) it looked very flash in its 2 tone color scheme. However, it was a manual gearbox car, with a bronze head, like my mums 420G it was serviced at Leavers' & sons, Jaguar specialists right opposite Royal North Shore hospital on the Pacific Hwy, I was looking at it one day when both he & my mum were collecting & paying for their 2 cars service bills, a good guy he said jump in and I'll drive you around the block while they're dealing with your mother, equipped with built to Jaguar's spec's Koni Gas shock absorbers , a heavy duty front sway bar , and a seldom ordered , but available rear sway bar plus as a bronze head 420G in ultra tune with a virtual race engine is 325/345 horsepower. On three occasions, I had seen the doctor being escorted by 3 police motor bike riders where he had obviously rec'd the call come quick and save a life, the doctor could really, really drive that powerful manual car firstly one cop stopped traffic at the streetlights from Roseville station then working a system the next cop stopped the next intersection, then the rear cop moved to front & stopped the next intersection , so the car and one rider moved seamlessly through any traffic, all the way through the 4 sets up to the railway st/pde exit at Chatswood. Next time I saw the virtual same thing I was on the school bus still on my way home as the bus wanted to do a right turn out of Mowbray rd & into Archer st Chatswood, you could hear the hee-haw of the police bike sirens, you could at the odd shaped T intersection see the whole way down Archer st and clearly see the green and black monster Jag hammering behind the third cop's motor bike making a sharp right turn at speed in front of the stopped bus, while the other 2 bike cops blocked the intersection, all the remaining kids left on the bus stood up to get a better view of the spectacle, you could hear the drone of the Jags exhausts making the turn at speed and then cop sirens all the way to Pacific Highway. On the third occasion it'd been a couple of years and I was walking home along Boundry Street, Roseville & I heard the hee-haws of 3 bike cops coming down Pacific Hwy just before the Boundry St intersection, then as they were heading to/under the railway overpass the sound changed so I knew they were coming my way & I wondered whether the green & black monster would be behind and it was, by then I was at the steps about to cross at the intersection of Boundry St & Archer Sts, and saw the big Jag 420G hammer making the hard right into Archer St & it did it like a sports car you could hear its older doctor owner clearly & cleanly rev and double de-clutch it preparing for the turn, very impressive like a racing car driver, there is nothing quite like the sound of a big 4.2 litre Jag XK6 engine its guttural growl from being revved & pushed hard as back then they had no EPA smog equipment, just raw power and from a custom built car even more so. Prior to us moving when I was 14 from Mosman to Roseville, my mum had taken her Jag' to Yates BMC & Jaguar at Military rd, Neutral Bay so when the '60's Jaguars were plentiful on the roads, to a kid was interesting to walk around and look at all the variations on a theme when mums Jaguar was at Yates, or later at Leavers for servicing. As when LWB E-types were new, they "killed" the sales values of the shorty ones, plus wealthy people that bought most Jags wanted automatics NOT MANUALS, back then. Only people that seemed to buy manuals were 2.4litre mk2 owners & most of those were poverty spec' ones that didn't even have radios!! Yates were full car dealers with a very nice modernistic new 2 story sales building that held lots of cars on the 2 levels, plus had a decent sized forecourt as well, and when looking at used E-types similar year models/miles on the speedos, secondhand convertibles were the cheapest, short wheelbase coupes sold for little more, and long wheelbase coupes sold for a lot more, at times I even took photos as some were in pretty colors, however on the front windscreens were the prices, and all the 2+2's were more expensive than their short wheelbase siblings. Back then you would see some 2+2's were definitely factory manuals, how many they made to order and how many survive, who knows. But consider this, 1971 pricing from Rowley motors, Pacific Hwy, Artarmon, where mums 420G was ordered from, a new '71 2.8 litre XJ6 was $9,999, a new '71 4.2 litre XJ6 was $12,500 with air-conditioning, however her new 1971 420G was $16,995 with air-conditioning one of the very last new 420G's ever sold here in Australia, complete with an ADR (aust design rules) compliancy vin tag dated 08/71 attached to its left front mudguard in engine bay. In 1969 my parents $24,950 paid for a 5-bedroom pre-federation home with 120-foot-wide land and 200 feet deep, it needed some work as garden overgrown, and had an 1890's kitchen & bathroom, the exterior in back yard laundry needed a full update too, so it was late 1970 when we moved in. So big old house 1969 $25k roughly & 2 years later big Jag $17k roughly that depicts in real terms just how expensive these almost handmade old school Jaguars really were when new, you got a lot of beautifully made car for your cash.
Very lovely motor. I’m not entirely sure 40k could be described as sensible money, but I guess it’s not going to depreciate at least. Can’t help thinking a series 3 V12 would be cheaper, and no-one is ever going to put another V12 engine into production, so get one while you can.
£40,000 is still a lot of money for sure, but for a running and driving and most importantly solid E-Type, it's about as low as you can get these days. The V12 is sublime though and in 2+2 format can still be picked up for similar money to a six cylinder.
Thankyou. I have a series 1 2+2 that l'm restoring . It was an automatic but it has an XJ6 mod gearbox conversion. A part of me would rather have kept the original box . I find that manual hard work , particularly if town driving . And in my experience an XJS V12 would out handle an "e" type every time . Hope you got back ok . That fuel guauge was looking decidedly empty ! Cheers !
Great video, I have a collection of classic cars and my favourite in the collection is the 1968 Etype 4.2 2+2, I have owned it for 12 years and the one that’s a definite lifetime keeper. They are awesome cars and I think you did a great review.
This could be the icing on the cake for me when I move back to the U.K. after working abroad for more than 30 years. And at 6ft 2in, this 2+2 wins on price as well as a little extra headroom.
Agree the auto box is for a “lazy” drive but it can also be fun to use! drop it into second when slowing for a corner then, on pick up, the engine has kept it revs and away you go! no waiting for the blessed thing to recover. use first for a quick take off the engine note really will wake up the neighbors, more banshee than purr (it is derived from a race engine after all), carry on into second now all the hp is is on tap and you will feel like a rocket (just remember the old girl has old brakes and the laws of physics still apply when cornering at speed)
My first Jaguar was a 1984 XJ6 4.3 and it was fantastic. I was disappointed with my 1990 XJS V12 Conv. because of a bigger engine and a small fuel tank. While the XJ6 with a smaller engine and it had two gas tanks. etc. It makes perfect sense to buy a 2+2 E type for all the reasons you mentioned. Now I only have to find one. NAMASTE 🙏🙏🙏
I've got a a Type 2 2+2 in the shop now. Auto. Power Steering and Air con. Except being a LHD, I reckon its probably the closest thing to a etype daily driver you can get. Yss, it's not as sleek, but there is space. Alot of space. So the compromise for comfort is worth it. IMO
That is a beauty. It is possible to buy a headlight conversion kit to revert Series 1.25, Series 1.5, Series 2 and Series 3 to the Series 1 covered glass. These kits are made in the USA and cost about £1,000 give or take a bit.
Yes, the market has taken a dive . I was talking to a gentlemen last week and he sold his '64 Coupe (LHD ) for £39k . I have a '66 2+2 . The previous owner had a manual/overdrive gearbox fitted to replace the auto box. I'm in the middle of a comprehensive restoration so l have yet to drive it . But l wouldn't have a problem if it was an auto' . Must say the car looked to be very presentable . Thankyou
We wanted a Jaguar classic to drive on days too hot to drive our Mk2. We decided on a S3 V12 that often came with air-con. My husband found a perfect S3 V12 manual in a colour we both loved. The car was in another state some 3k kms away & advertised for $A 89k. My husband took too long in agreeing to the seller's price & someone else snapped up the car. Before we could locate another suitable E-Type they shot up in price so we ended up buying an early XKR with the R-Performance options for a fraction of the E-Type prices. In hindsight we believe we ended up with a much more practical car that clearly shows its E-Type heritage. My husband would still love an E-Type but as we already have 4 classic Jaguars & a AH Sprite that won't be happening unless some of his other cars or his motorcycles are sold.
I owned a red 3.8 63 coup’e way back when. A friend owned a 66 4.2 2x2. Having driven both there was really little difference. However, standing one next to the other the 2x2 was definitely the ugly sister. Unfortunately this will always be so, nevertheless the 2x2 remains a very nice car, but due to it’s exterior profile it’s price has and will always be much less than the two seat coup’e however the + side is (pardon the pun) they do represent excellent value (in a condition such as the subject matter). Personally I would say spend your £40k on the modern day equivalent the F Type V8 two wheel drive, a future classic if ever there was one! Thank you for a good appraisal video.
Not often realized, a 2+2 has the perfect 50% 50% front rear weight distribution. With a thicker rear anti roll bar it can be pushed hard thru bends and corners.
@@fuelupclassic e-type prices (incl. purchase tax) in 1968 for the 4.2 engine open two seater UK pnd 2162 fhc UK pnd 2273 2+2 manual UK pnd 2511 2+2 automatic UK pnd 2669 makes the 2+2 automatic 23% more expensive over the open two seater
As a young man I drove all variants of the E type and in 1976 sold a series two roadster with works hard top for £1300 6 months later sold a 1971 V12 series three 2+2 for £1700. But to put those prices into perspective, excluding the home counties, you could buy a nice semi detached house for £4000. By far my favourite was the series two roadster. I am now in my late 70's and I find the prices of E types are ridiculously high. I currently drive a Porsche 911 Cabriolet which cost considerably less than that £40k 2+2 and a much better drive.
Can't deny how pretty an e-type is and I'm going to need my flame suit for this, I can't get past how far inside the arches the wheels sit. Minor gripe I know but to me it just makes the proportions look a little strange.
Answer/reason is wind tunnel testing being further in body reduced drag considerably, and when being designed Jaguar were still racing cars, and William Lyons' son John & wife were still alive and so was Jaguar's factory racing team, with the death of Lyons' son John many things changed, like no more factory race team. So the E-types became more of a road car with privateers only entering them as race teams/cars. The early V12 project halted and put firmly on hold, the new USA crash and body structure standards were coming given that most Jaguars sold by then were in the USA & Canada, this meant further changes were required, and a new but different cheaper version of a V12 was being planned. So when Jaguar widened the track of the series 3 and made bonnet shape adjustments this changed drag and increased it, also contributing to this was the USA's banning of headlight fairings over headlights & Jaguar series 1.5 E-types plus all series 2 's & 3's saw the headlight fairings removed and the tunneled headlights brought forward with the heavy chromed bezels so prior this had increased drag factor too.
I must admit, I prefer the "sports car convertible" look instead. Additionally, I am a muscle car fan and to see this beautiful Jag having a automatic trans, kinda popped my bubble so-to-speak. (as you denote, no disrespect)
Great video, I've had both and the 2 seater is far better, the most annoying thing about the plus 2 is the turning circle, I found I couldn't turn into my drive in one go. But yes still a great car.
@@fuelupclassic yes bud, basically the 2 seater man is a proper sports car and the 2 plus 2 auto is like a different car, I had both actually at the same time, a 67 coupe and a 69 2 plus 2,on a s2 2 plus 2 basically nearly everything is different, interior, exterior, all the nice touches have gone.
As iconic as the E was/is, one if the best looking Jags ever made IMO is the S3 XJ5.3C, two door coupe. The pillar less doors really make this car but, AKAIK, it was never produced as a manual version although many have been converted. They used to be readily available 2nd hand at reasonable prices but their true worth has finally been appreciated and values of good examples have rocketed.
The XJC is a wonderful thing and a great choice for those wanting a rare, practical and lovely looking Jaguar/Daimler. We’ve had quite a few in the family over the years long before they skyrocketed in price. I’d love to get one to sit alongside my Series 3 XJ6.
I have a March 66 Series 1 2+2….. 😊, triple carbs, manual gearbox, I fitted an O/D, flipover switches, dark blue, has a Britax sunroof… almost the same car as this one. Except the open headlights and except the roof antenna (looks Citroen DS to me). And, main thing vs the coupe, tall people like me fit. I had to search 3 yrs before this spec came up as a project, oh and it took me 13 yrs to restore. Grrr.
By the time I could afford a Jag I needed a saloon rather than a sports car but at least I had the pleasure of that engine (albeit with only twin carbs) in a Series 2 XJ. Sadly it was written off in a crash or I might well still have it.
a series 1 car will always hold a premium . I was fortunate to own CDC 543C a matching numbers series 1 coupe 4.2 . A car that had been abandoned for 25 years in opalescent silver blue , rebuilt in a back st garage , by enthusiasts , who unfortunately installed the outer sills without installing the bonnet , so panel gaps were not correct. also had mechanical faults . It was bought by a major E type specialist who advertised it for "strong money " back circa 2012 when good examples that had been restored for in the region of 50k . The car suffered two engine failures , , the first driving it back from the specialist !! lost oil pressure , they rebuilt the engine under warranty , but it failed again......rebuild a second time she ran perfectly . However there were still faults which really should nave been rectified prior to sale ? cooper craft brakes. specified yet .........still fitted with dunlops , later rectified by the specialist .........but i shouldn't have had to question it !!!in the E type world Reputation is everything ...........my car should have been inspected by an independent prior to sale , it was after all bought for strong money The car was taken to E types UK for evaluation , where a ground up restorations started at 100k back in 2013 . They fixed some of the gremlins on the car and essentially i had a very drivable , mechanically sound E type . She was regularly serviced in Dorset by an Ex Jaguar Henlys apprentice who was in his 70s and knew the cars inside out. . My car was never going to be a garage queen , she was driven regularly and enjoyed on long road trips . .. a car like thgis needs to be fettled regularly joining the JEC , helped some great advise , work overseas and with two young kids it was no longer an option to keep a two seater , she was sold in 2015 , for insurance valuation , a bit more than i paid for her £59,950 , this for a matching numbers , E type with a history file going back to 1973 , the bills for the refurbishment , were in the region of 20k ....which the previous owner paid. In my tenure i spent 11k with E type UK getting the mechanical correct , she had two engine reguilds kept 50 psi oil pressure , was fitted with an upgraded bob beere oil pump . A CMC detachable steering wheel .......a great anti theft device !! larger 7.5 J spoke wheels . the next owner invested £10k on a professional repray , replaced all the brightwork , then by all accounts doubled his money two years later for potential buyers For me , get an independent jaguar specialist to check a future purchase , rust rust rust ...... its mainly about bodywork , all parts can be purchased , although with varying degrees of reproduction quality. yes you see prices falling but a series 1 FHC 3.8/ 4.2 is still going to be in the region of £75k - £250 more for an OTS series 1.5 2 +2 should not be ignored , especially the early 1966 version with closed lights .......dim as a candle totally impractical in winter , but aesthetically much nicer , all series 1 / 1.5 have those lovely iconic rear tail lights , The auto box was robust but figure in a premium for manual cars , watch out for US cars with twin SU and poorer performance , instead of the tripples found in UK cars . there are some bargains to be had Just do your research and enjoy , most XKE still on the road can be found in this data base , www.xkedata.com/ some great books by Graham Porter ..........who owns the iconic red series 1 from the movie " the italian job "
When I was getting my licence in the early 1980s I considered buying an E Type, they were not a classic back then they were just considered old junkers you could buy for $3000 They were not considered cool cars for the younger generation who preferred the American style V8s Its probably just as well I missed out, the running costs would have left me with a very pretty car stuck in the garage waiting until I could afford to get it fixed
Hey @Fuel! Another great video. Where do you advise me to try and search for my e-type? Iam from Portugal... i cant unfortunatly deplace and see them from myself... Cheers!
Thank you for watching. Online auctions can be a great way to purchase a car but ideally you will need to view or at least have somebody else check over the vehicle before bidding. Alternatively, contact your local classic car clubs, they may be able to recommend a dealer or someone who is selling an E-Type in Portugal. Good luck with your search.
Sir...I must thrice protest!!! Times need a sacrifice to posterity and open thy sunroofage! Though a pain in the moment...a joy for eternity. It should have been a James Bond car. Messies with me that you drive on the wrong side of the road. n. The reason is that side was locked in back when horses and swords were a thing. America developed when horses and muskets were a thing. With guns it's easier to aim off to the left while with swords it's easier to draw from the sheath and slash with a backhand to the right. I adore the e-type. Never felt such leg room as that tunnel down below. Good video, thanks from Washington DC Capital Hill.
I just inherited my dad`s 67 E-type 4.2L. That said, i believe that if the 2 seat E-types were never built, that if only the 2+2 were built, that people would have gone zonkers over it (at least i would), and would have been priced just as much as the 2 seat E-types today... Maybe its kinda like when the Lamborghini Espada came out, and people just found a 2+2 Lambo kinda weird ?? To be honest, i did back then, but would love to have one now (as well as the 2+2 E-type).
That's a really good point! It's strange how certain cars get a mixed reputation that seems to just stick. However the Espada has gone from cheap and unloved to seriously desirable in a little over a decade.
Excellent feature! Very helpful pinpointing an accessibly priced E type model. I'd be very grateful to own the featured car and I'd still choose the 2+2 fhc over a convertible. I actually love the way the wheels sit so far inside the arches, it just works as a design element. I'd probably upset a few purists by adding the earlier perspex headlamp covers if it could be done. Just my kind of car, patinated and all the more characterful for it 👍👍 Thanks again! Adam @ Car Farm Social Oswestry
If the need to upgrade it to a more 'modern' driving experience is required there's plenty of companies that can do it - the list of options it pretty much endless - it will cost though!
Put some good quality Millers 20/50 in with a new filter and the oil pressure will be acceptable. The bonnet air intake to the heater motor is missing.
Good spot, although there is no cause for concern. The fuel gauge doesn't work, although there was plenty of fuel in it. Oil Pressure gauge is slow to respond - a couple of gentle taps and it comes back to life. It's been parked up for some time, so minor recommissioning is required.
These are wonderful cars, but the price points create a dilemma. You can have a Ferrari 328 or even Testarossa for E-Type prices. Each to his own of course , but the Ferraris are far more rare.
Do you have £25,000 to sink into welding and paintwork? on top of the purchase price? I had to do the welding on my 1964 midget in 2006 - and said never again. The again, in 2024 have to do welding of my 1984 G-Wagon. My aim is to have a vehicle I can do he school run each day.
Restorations very rarely make financial sense as you're faced with two options - spends huge amounts of time and effort and complete the work yourself to a very high standard or pay someone else to do it. Either way it will cost one way or another and you're likely to end putting more money into the car than you will ever get back. This particular example required no structural work whatsoever, just cosmetics, which made it a shrewd purchase. It was snapped up straight after filming and on its way to a new life in Texas.
40K would buy you a mint Challenger replica roadster. You would be very hard pressed to tell it was a replica. All the advantages apart from real rust!
I guess that's a potential option some may consider. I personally prefer the noise of that legendary XK six-cylinder on full chat or the effortlessly smooth V12.
But it's a PRNDL! That is hateful! Automatic transmission and the E-Type jag are like oil and water ..... they do not mix. Save the BW slushbox for the Mk10 and other luxo-barges to be driven by chauffeurs not enthusiasts.
I guess it depends what you want from a car - the auto seems to compliment the torquey nature of the six-cylinder engine really rather well. For many, a manual is the one to go for - you’re likely to pay at least 50% more for one though.
This one appears solid in all the right places - I personally wouldn't entertain one with significant rot, it's by far the most expensive thing to sought on them.
Absolutely! You do need to be prepared to spend money keeping them in tip-top condition, but a Jaguar of this era is very well served with parts and specialists and if you're willing to get your hands dirty, there's nothing too alarmingly expensive with them. The flip side of higher maintenance costs is often certain classics are less likely to suffer from depreciation and possibly may even climb in value. The way I look at it is a purchase of a 50 or 60 year old Jaguar is almost always a heart over head decision. Buying the car is entry to the club, maintaining it properly is basically the annual membership fee.
Love the e type but even the most beautiful versions are not even close to being the most beautiful 60's car aka miura,mangusta numerous ferrari maserati ford GT40 to name but a few !! Love the type but don't get ahead of yourself ??
The 1960s certainly produced some fantastic looking cars and the E-Type is widely considered to be up there with the best of them. I know it's something that gets thrown around a lot and it's debated on whether it was actually said, but supposedly Enzo Ferrari himself described the E-Type as 'the most beautiful car in the world', it has to be considered up there with the greats of the era.
Unfortunately the lines and proportions of a 2+2 are, compared to the S1 4.2 coupe similar to having a fat sister. Jaguar also continued to ruined the E-type with the later S2 and 3. The 3 may have been a better useable car, but was something of a fat business man.
I agree the earliest cars were indeed the prettiest. Yet, the 2+2 sold rather well throughout the years and was at one point more expensive than a FHC. I guess if we all liked the same things it would be a very dull world indeed. There is also the issue of financial outlay, if you want an early S1 Coupe expect to pay 2 or even 3 times the price of a well-sorted 2+2 - that's huge amount of money considering it's the same view out over the bonnet once you're in it.
Have you personally experienced that failure and if, so when? It's not something I am aware of as a big issue with a properly looked after V12. We've had quite a few in the family over the years that have never suffered valve seat failure. It's usually lack of proper maintenance that ruins them.
No, unfortunately it so often doesn't work like that and you're highly unlikely to make any money on a classic car if you're undertaking substantial restoration work. In almost all circumstances buying a classic car already restored to a very high standard will be the cheapest option in the long run, especially if you cannot do all the work yourself. The reality is that buying a £40,000 car and deciding to spend a further £60,000, will probably leave you with a car worth circa £65-70,000 at the end of it all, if you're lucky. What this example does represent is a very useable, solid example with room for cosmetic improvement if necessary, for circa £40,000. Which is about the cheapest outlay for a very useable E-type. It sold soon after filming and is now on it's way to a new life in Texas, USA.
No question the Jaguar XKE is a classic beauty. However… Very brave to maintain this camera angle and claim it’s a beauty. So tired of hearing the cliché about Enzo Ferrari talking about the beauty of the E type. This is ungainly to say the least. If Jaguar is going to claim Enzo said it’s the most beautiful, they have to acknowledge that the 2+2 is a top hat?? clown shoe??
Beauty is in the eye of the beholder, I guess. It may not be your cup of tea but for many it's the car they aspire to own, whether it be a 2+2, roadster or coupe. Somebody surely felt strongly enough about this one and recognised it as a bit of a bargain, as just a few days after filming it sold and is off for a new life in Texas.
OK I was drunk and admittedly, too harsh when I wrote that😂. It’s why I only drink once a week and It’s now the next morning. So I want to say… There IS a part of me that finds this model endearing, because it looks “British Extreme”. I have a quote for the new Texan owner: “There is no exquisite beauty without some strangeness in the proportion." -Edgar Allan Poe
Keep away, this car is a nightmare to maintain and repair and they always have oil dripping out from the motor and gearbox. Most of these classic cars are horrible to drive as well.
I have never seen an uglier car in my life! It doesn't look like a car, but it does look like my grandfather's blue half-shoes.I wouldn't give half a dollar for it!
@@fuelupclassic this is not a question of majority or minority, ugly is ugly.. the Italian spirit can create a beautiful car, or only the German Luigi Colani.. no one else
I haven't seen an E-Type achieve anything like a slow as £10,000 for many years, even when they are a complete wreck. More likely closer to £20,000 in the current climate and then you're likely to spend £50-60,000 getting it roadworthy! Circa £35 - 40,000 gets you into a roadworthy and all importantly solid 2+2 example. If you can find me plenty at £10,000, I will buy them all!
The V12 was only available on the Series 3 which from memory was introduced in 1971. The six-cylinder XK engine is a legendary piece of engineering and was fitted in pretty much every Jaguar racing, sports and saloon car from the 1950s - 1980s.
Videos like this really make me regret that I am now 87 years of age - thank God I had an E-type when I was (much) younger!!
Nothing to regret then!
Hi from Sydney, Australia. What people forget now all these years later, this the 2+2 E-type WAS THE MORE EXPENSIVE version, it cost Jaguar a lot of extra cash to develop, AND most importantly this was an asked for and requested version due to the extra space via headroom and passenger space. Not only that but with most requests from USA for this new model there was a second perspective, for upcoming USA compliancy the LWB E-type would need a more rigid body structure, and this would lay the foundation also for the soon to be released V12 version of the E-type and is also why the V12 E-type was available solely on this updated stronger body structure. Also drive one, really hammer it on bendy windy road, then drive a little dumpy shorty one on the same roads attempting the same speeds, and you will soon learn the advantage of a long wheelbase car by comparison to a short wheelbase version. Now add into that equation the weight balance that enormous Borg Warner type 8A tranny gives as it dynamically assists by putting some extra weight right in the middle of the car and keeping it better composed at speed. Also to Aussies, Americans, Canadians, and Sth Africans most would know that a BW 8A tranny was the most expensive BW Auto on offer in ANY USA Ford vehicle , it in "ford-Speak" called the dual range Cruise-O-Matic it was used in the big block V8's , the D1 , D2 feature means starts in 1st or 2nd gear , it has a lockup torque converter when dragged into low gear , and L means Locked up , it needs manual shifting , AND depending on road speed , or revs , when L is selected it may go into 1st gear , or 2nd gear . This tranny is also fitted with double pumps, so it can on a gentle hill be push started, OR if there is some front of car issue it can be towed with the front wheels raised and a rear wheel tow permitted WITH ZERO TRANSMISSION damage. Later/last series 2 e-types went to the BW 12A tranny, cheaper and more basic, some may say a little smoother but with none of the "good bits" also used by Ford USA and in "fordspeak" known as the "selectmatic" when ordering a premium car you could select this cheaper BW 12A and receive a cash credit. Additionally what most people these days do not realize is that a properly operating BW 8A has a VACUUM kick down feature, and if you know how and when to use this, you can drive a so equipped 4.2 liter Jaguar and make it change gears using your right foot on the accelerator pedal double slapping it quickly to pull from 3rd to 1st gear, or hard single slapping it to get it into 2nd gear , and its smart enough to get the matched revs correct as well so it changes down smoothly like a full syncro manual car driven by someone who knows how to double de-clutch correctly like they were driving a non-syncro manual car.
In my lifetime I have owned 3 Jaguars, a then 10 yr old 1965 4.2litre MK10 (had the BW 8A tranny), in 1979 I bought a rare long wheelbase very late built series 1 XJ6 (had the BW12A tranny), and in 2012 I sold this much loved XJ6 to a mate, as I had bought a 1 owner 1967 420G/mk10 with TOTAL log books (every cent , petrol , light bulbs) let alone servicing, so in December 2012 I became the new owner of a 1967 Jag 420G/mk10 with a mere 50025 miles on it since new !!! Both the '65 & '67 have vacuum kick down switch systems.
Recently I had been out with a mate on a Jag club day Keith, my friend has a couple of classic Jags , including an early V12 E-type with the BW 12 A tranny, while talking we were coming to a stop on a sort of connecting micro freeway, I blipped the accelerator down to 2nd, then double blipped it down to 1st, Keith looked at me and asked how the bloody hell did you do that & change gears with both hands on the steering wheel , so a little further on I did it again , having explained how it works , and needs to be adjusted to work properly . I'm now 68 yrs old rolling to 69 yrs old in January 2025, I grew up with a mum who bought a brand new Mk10 in November 1961, kept it 9 years than traded it on a new Merc w111 280SEC 3.5 (v8 convertible) in 1970, what a horrible car 2 replacement engines in 14 months, 1 replacement convertible roof in 5 months, water leaks, PURE German Junk, she was so disappointed, totally upset with it , and locally the twin brothers who owned MacIntosh VW & Mercedes Benz in Mosman were her best mates since they were 2 year olds living in homes opposite one another , mum was an only child and the twins were like her brothers even as adults. A solicitor/lawyer she had an argument in court with Mer-Benz Aust and won, they were ordered to refund her and any other costs. She bought as a replacement a 1971 plated Jag 420G which she owned until 2007 when it was run into then she used my 1973 LWB XJ6 until she ceased driving as an 80 yr old in 2012.
As an aside, when I was 23yr old doctor I saw what happens if you smash a MK10 Jaguar head on at 50+mph directly into a more rigid coupe, not convertible version of a Merc w111 280sec 3.5 v8, the folk in the Jaguar need to stand on the side of the road and wait for a lift to complete their journey, and possibly have their big Jaguar repaired, whilst the Merc occupants deceased bodies are retrieved and sent to the morgue for the coroner's inquest. I was then a very young doctor, on my way on a long weekend to Bathurst where I had bought an old home/building to restore as a weekend retreat. There are but just 2 ways/roads over the rugged near 4,000ft high "blue mountains" that to the early Brits formed what appeared to be an impenetrable wall. So you have the Gt ' Western Highway, the main route or you have the Kurrajong-Bells line of road, shorter, more fun with massively steep mountain climbs & passes, but inherently dangerous if not careful. The Mercedes driver attempted an overtake too late on a badly cambered section and went headlong into the MK10. The massive and unusual construction of the MK10 as it has the monster tall high side sill rails, the massively hidden frames keeping the passenger cell rigid from left to right using the same monocoque safety cell concepts as used in the D & E types but in a way more massive way, then there are the speared 45 degree angle torque boxes running up from the flat 180 degree torque boxes that the engine and front chassis subframe bolt to, these are just aft of the thick steel front wheel well shells, the 45 degree angle speared torque boxes link up and weld onto the massive central firewall section giving Jaguar MK10's/420G's & Daimler DS420 Limousines very high survival rates. In the USA I have a cousin that worked for the USA's (national transport safety bureau) the NTSB and until he retired in 2020 the Jaguar mk10 had the highest ever recorded structural rigidity of any car in over 70 years of testing, impressive & unlike all the Euro -trash cars that are ANCAP tested at almost running speed, ie 25 mph or metric 40 kph, USA's NTSB minimal test speed is 55 MPH the basic national posted highway speed , not at a lowly school zone speed like the Euro's use.
So now as a just retired doctor in their late 60's I always feel sorry for people that have bought one of these now $300k mega buck Mercs' knowing how flimsy they really are. But have I have a strong feeling for Jaguars two "underdogs" the mk10/420G & the LWB 2+2 E-types. Both were the more expensive sports car and most expensive sedan when new, WHY , WELL NATURALLY THEY WERE THE BEST TWO JAGUARS. It makes me laugh when I see people will pay big sums for a poverty/entry level '60's Jag sedan the mk2 but would never pay that same sum or more for the infinitely better and more opulent mk10/420G, same with the 2+ 2 E-type somewhere along the way people have been ill informed, or have forgotten reality.
Greg-mothafuckin-Harvie, go figure id see your essays on another Jaguar video haha and brilliant insight again, youre a wealth of knowledge. I had little respect for the 2+2 E types purely because of their longer wheelbases and extended body/glasshouses that i thought 'corrupted' the look of the original S1 and S2 E types. But knowing what youve said now it makes me think better of their engineering, since i always thought they were concessions made for the American markets when customers asked for something comfier and to treat them more as touring cars rather than sports cars. Very interesting behaviour by the BW12 and 8 gearboxes too, Im still aiming to get mine repaired as soon as i can afford but i notice on other mkx/420g's in classifieds have a vacuum diaphragm on the back of the throttle linkage assembly, i didnt know that was for proper gearbox operation since i thought my trans blew because of the snapped kickdown cable and that it relied on that exclusively for kickdowns. Is there a way of knowing whether i need a vacuum assembly for my car?
@@cutcat8437 Hi there, dear "cut-cat", ALL 420G's & 4.2ltr mk10's were BW 8A automatic tranny powered when they left the Jaguar factory with ONLY vacuum kickdowns. In 1968 when the series 1 xj6 was first sold, the very early xj6's had BW 8A trannys , however ALL of these had a little electric switch to kick the tranny down it was located on a stiff cable in the engine bay just near the brake master cylinder, this was a cheaper NOT better kickdown switch, the early 2+2 4.2 E-types with BW 8A automatic tranny's also had vacuum kickdowns, when the series 2 E-types were being built at same time as XJ6 both had electric kick down switch , and this rolled over on both when both became fitted with BW 12A trannys. 420G's never were fitted ex-factory with BW 12A automatics until final cars made all had vacuum kickdowns on their BW 8A's.
Wonderful! Thank you for watching and for sharing your Jaguar ownership stories.
All the best,
Matt
The series 1.5 2+2 can accomodate the manual o/drive gearbox if that rocks your boat. It certainly makes me sniff around them. There is one currently for sale here in Oz & has had said g/box in it for several years. I believe they weren't made that way new & have iften wondered why.
@@PhilipShand Hi there, back in the '60's Jaguar would virtually handmake a car to suit your needs, right up to the final 1973/4 Series 1 XJ6 as my long wheelbase series 1 XJ6 was completed in really early 1974, by then the early series 2's were on sale in both short and long wheelbase spec's/ And my ser'1 LWB XJ6 was definitely a custom order car as its French first owner & "boss" of CITRA constructions that built all the natural gas pipelines & infrastructure for the Aussie Fed' Govt'. Jaques Antoni basically wanted a 6 cylinder LWB Jaguar van Den Plas, but Jaguar only produced 352 V12 Daimler Van Den Plas versions , with their way fancier wooden trim all with matchwood inlay around the edges, leather covered door cards, console , and the four separate front and rear bucket seats , plus the seats were taller as well, add to this Antoni also wanted the triple HD8 SU carby set like on an E-type or a mk10/420G, as he had a 420G in Paris. So, Jaguar built a car to custom order to suit him, it also had the bigger air-cond' system that was fitted to the mk10/420G's as well. To do this my XJ6 has 2 opening panels in the forward section of the front mudguards , left side to hold the gas bottle in the cool for the freon gas, on right side to accommodate the Mk10/450G's huge unusual looking air cleaner assembly , this added to the life of my car as near all series 1,2,3 XJ's have muck accumulate around the back of the outboard headlights and cause rust , with the blanking plate/doors in my car the whole front part of the inner wells of the front guards was sealed and dry , like in my mk10 & 420G.
In the '50's, '60's and very early '70's the cars could be RHD or LHD right at the last minute with their common firewalls with filler plates blanking the holes for the opposing set up and all the major electrics in centre of dash panel. (my own 1965 4.2litre MK10 started life as a LHD car and was easily swapped over to being a RHD car with the hidden unseen components off a scrapped 1968 420G my just retired engineer grandad & myself did this in the mid-year break at my second year at uni) This however all changed with the series 2's built only as "righties" or "lefties" from the get-go with no common firewall ,like most other cars, they were built with an exclusive LHD or RHD configuration, same with the XJS and XJC's too, then all following Jaguars from XJ40 on. This made the possibility of a special production car a thing of the past, I think also under British Leyland /BMC ownership, they were not interested in producing "one-offs" like Sir William Lyons would when he solely owned the company.
But with all mk10/420G's & all long wheelbase E-types whether series 1, 2, or 3 could be custom built cars. This was the brilliance of Lyons & his other engineers as these Jags were more of an engineering masterpiece than people may ever realize, you could come up with something really special from existing parts on the shelf, even moreso in the years Jaguar were heavily into racing either with their own team or helping out the privateers' racing needs. With the likes of bronze heads for durability, tweaked triple SU carby sets, heavy duty clutches, Koni Gas shocks etc.
As a kid I lived until 14 at Middle Harbour, Mosman in Sydney, then parents bought their own big pre-federation home in Roseville on Sydney's north shore & trainline. Owned by some specialist doctor was a 420G Jaguar, tan seats, with black paint below the chrome side strips and above it was Sage green (kind of a mid-olive green-grey color) it looked very flash in its 2 tone color scheme. However, it was a manual gearbox car, with a bronze head, like my mums 420G it was serviced at Leavers' & sons, Jaguar specialists right opposite Royal North Shore hospital on the Pacific Hwy, I was looking at it one day when both he & my mum were collecting & paying for their 2 cars service bills, a good guy he said jump in and I'll drive you around the block while they're dealing with your mother, equipped with built to Jaguar's spec's Koni Gas shock absorbers , a heavy duty front sway bar , and a seldom ordered , but available rear sway bar plus as a bronze head 420G in ultra tune with a virtual race engine is 325/345 horsepower. On three occasions, I had seen the doctor being escorted by 3 police motor bike riders where he had obviously rec'd the call come quick and save a life, the doctor could really, really drive that powerful manual car firstly one cop stopped traffic at the streetlights from Roseville station then working a system the next cop stopped the next intersection, then the rear cop moved to front & stopped the next intersection , so the car and one rider moved seamlessly through any traffic, all the way through the 4 sets up to the railway st/pde exit at Chatswood. Next time I saw the virtual same thing I was on the school bus still on my way home as the bus wanted to do a right turn out of Mowbray rd & into Archer st Chatswood, you could hear the hee-haw of the police bike sirens, you could at the odd shaped T intersection see the whole way down Archer st and clearly see the green and black monster Jag hammering behind the third cop's motor bike making a sharp right turn at speed in front of the stopped bus, while the other 2 bike cops blocked the intersection, all the remaining kids left on the bus stood up to get a better view of the spectacle, you could hear the drone of the Jags exhausts making the turn at speed and then cop sirens all the way to Pacific Highway. On the third occasion it'd been a couple of years and I was walking home along Boundry Street, Roseville & I heard the hee-haws of 3 bike cops coming down Pacific Hwy just before the Boundry St intersection, then as they were heading to/under the railway overpass the sound changed so I knew they were coming my way & I wondered whether the green & black monster would be behind and it was, by then I was at the steps about to cross at the intersection of Boundry St & Archer Sts, and saw the big Jag 420G hammer making the hard right into Archer St & it did it like a sports car you could hear its older doctor owner clearly & cleanly rev and double de-clutch it preparing for the turn, very impressive like a racing car driver, there is nothing quite like the sound of a big 4.2 litre Jag XK6 engine its guttural growl from being revved & pushed hard as back then they had no EPA smog equipment, just raw power and from a custom built car even more so.
Prior to us moving when I was 14 from Mosman to Roseville, my mum had taken her Jag' to Yates BMC & Jaguar at Military rd, Neutral Bay so when the '60's Jaguars were plentiful on the roads, to a kid was interesting to walk around and look at all the variations on a theme when mums Jaguar was at Yates, or later at Leavers for servicing. As when LWB E-types were new, they "killed" the sales values of the shorty ones, plus wealthy people that bought most Jags wanted automatics NOT MANUALS, back then. Only people that seemed to buy manuals were 2.4litre mk2 owners & most of those were poverty spec' ones that didn't even have radios!! Yates were full car dealers with a very nice modernistic new 2 story sales building that held lots of cars on the 2 levels, plus had a decent sized forecourt as well, and when looking at used E-types similar year models/miles on the speedos, secondhand convertibles were the cheapest, short wheelbase coupes sold for little more, and long wheelbase coupes sold for a lot more, at times I even took photos as some were in pretty colors, however on the front windscreens were the prices, and all the 2+2's were more expensive than their short wheelbase siblings. Back then you would see some 2+2's were definitely factory manuals, how many they made to order and how many survive, who knows.
But consider this, 1971 pricing from Rowley motors, Pacific Hwy, Artarmon, where mums 420G was ordered from, a new '71 2.8 litre XJ6 was $9,999, a new '71 4.2 litre XJ6 was $12,500 with air-conditioning, however her new 1971 420G was $16,995 with air-conditioning one of the very last new 420G's ever sold here in Australia, complete with an ADR (aust design rules) compliancy vin tag dated 08/71 attached to its left front mudguard in engine bay. In 1969 my parents $24,950 paid for a 5-bedroom pre-federation home with 120-foot-wide land and 200 feet deep, it needed some work as garden overgrown, and had an 1890's kitchen & bathroom, the exterior in back yard laundry needed a full update too, so it was late 1970 when we moved in. So big old house 1969 $25k roughly & 2 years later big Jag $17k roughly that depicts in real terms just how expensive these almost handmade old school Jaguars really were when new, you got a lot of beautifully made car for your cash.
It's a great feeling to drive while looking at the beautifully designed hood. The soothing sound of the engine is like music to my ears. Thank you🙏
Couldn't agree more!
Thank you for watching :)
What is a hood . It's not a soft top
Very lovely motor. I’m not entirely sure 40k could be described as sensible money, but I guess it’s not going to depreciate at least. Can’t help thinking a series 3 V12 would be cheaper, and no-one is ever going to put another V12 engine into production, so get one while you can.
£40,000 is still a lot of money for sure, but for a running and driving and most importantly solid E-Type, it's about as low as you can get these days. The V12 is sublime though and in 2+2 format can still be picked up for similar money to a six cylinder.
Thankyou. I have a series 1 2+2 that l'm restoring . It was an automatic but it has an XJ6 mod gearbox conversion. A part of me would rather have kept the original box . I find that manual hard work , particularly if town driving . And in my experience an XJS V12 would out handle an "e" type every time . Hope you got back ok . That fuel guauge was looking decidedly empty ! Cheers !
I paid £1000 for mine in 1974 did 80k miles in it and sold it in 1982 for 4k after it rotted away
Are you aware of the modern world? Fossil fuel cars will be unusable soon. Value will tend to zero
Sorry but no, petrol is going to be around for quite a while yet.
What a wonderfully articulate and sincere perspective on the E Type.
Thank you, that's very kind of you to say and I hope you enjoyed the video.
Matt
Great video, I have a collection of classic cars and my favourite in the collection is the 1968 Etype 4.2 2+2, I have owned it for 12 years and the one that’s a definite lifetime keeper. They are awesome cars and I think you did a great review.
Thank you for watching and I hope you enjoy your E-Type for many years and miles to come.
Last year, I had the absolute pleasure of taking a race built e-type Jag for a few laps around the track. Oh, the sound was just glorious!
That sounds like perfection!
This could be the icing on the cake for me when I move back to the U.K. after working abroad for more than 30 years. And at 6ft 2in, this 2+2 wins on price as well as a little extra headroom.
You will likely find it easier to get comfortable in a 2+2 than a regular coupe. Thank you for watching.
Agree the auto box is for a “lazy” drive but it can also be fun to use! drop it into second when slowing for a corner then, on pick up, the engine has kept it revs and away you go! no waiting for the blessed thing to recover. use first for a quick take off the engine note really will wake up the neighbors, more banshee than purr (it is derived from a race engine after all), carry on into second now all the hp is is on tap and you will feel like a rocket (just remember the old girl has old brakes and the laws of physics still apply when cornering at speed)
My first Jaguar was a 1984 XJ6 4.3 and it was fantastic. I was disappointed with my 1990 XJS V12 Conv. because of a bigger engine and a small fuel tank. While the XJ6 with a smaller engine and it had two gas tanks. etc. It makes perfect sense to buy a 2+2 E type for all the reasons you mentioned. Now I only have to find one. NAMASTE 🙏🙏🙏
Thank you for watching and good luck with your search
It's interesting that so many people panned the 2+2 body at the time but I have always quite liked it.
I've got a a Type 2 2+2 in the shop now. Auto. Power Steering and Air con. Except being a LHD, I reckon its probably the closest thing to a etype daily driver you can get. Yss, it's not as sleek, but there is space. Alot of space. So the compromise for comfort is worth it. IMO
That is a beauty. It is possible to buy a headlight conversion kit to revert Series 1.25, Series 1.5, Series 2 and Series 3 to the Series 1 covered glass. These kits are made in the USA and cost about £1,000 give or take a bit.
Yes, the market has taken a dive . I was talking to a gentlemen last week and he sold his '64 Coupe (LHD ) for £39k . I have a '66 2+2 . The previous owner had a manual/overdrive gearbox fitted to replace the auto box. I'm in the middle of a comprehensive restoration so l have yet to drive it . But l wouldn't have a problem if it was an auto' . Must say the car looked to be very presentable . Thankyou
Best of luck with the restoration and thank you very much for watching.
Matt
We wanted a Jaguar classic to drive on days too hot to drive our Mk2. We decided on a S3 V12 that often came with air-con. My husband found a perfect S3 V12 manual in a colour we both loved. The car was in another state some 3k kms away & advertised for $A 89k. My husband took too long in agreeing to the seller's price & someone else snapped up the car. Before we could locate another suitable E-Type they shot up in price so we ended up buying an early XKR with the R-Performance options for a fraction of the E-Type prices. In hindsight we believe we ended up with a much more practical car that clearly shows its E-Type heritage. My husband would still love an E-Type but as we already have 4 classic Jaguars & a AH Sprite that won't be happening unless some of his other cars or his motorcycles are sold.
A great choice!
I owned a red 3.8 63 coup’e way back when. A friend owned a 66 4.2 2x2. Having driven both there was really little difference. However, standing one next to the other the 2x2 was definitely the ugly sister. Unfortunately this will always be so, nevertheless the 2x2 remains a very nice car, but due to it’s exterior profile it’s price has and will always be much less than the two seat coup’e however the + side is (pardon the pun) they do represent excellent value (in a condition such as the subject matter). Personally I would say spend your £40k on the modern day equivalent the F Type V8 two wheel drive, a future classic if ever there was one! Thank you for a good appraisal video.
Thank you for watching :)
They're unobtainable for me. My mouth is watering. I've wanted one since they first came out when I wasn't old enough for a license.
I had a 1967 series 1.5 (2+2). It was an amazing car and more comfortable than the other ones. Easier to get in and out of as well.
Not often realized, a 2+2 has the perfect 50% 50% front rear weight distribution. With a thicker rear anti roll bar it can be pushed hard thru bends and corners.
That’s a really good point! I was also told, the 2+2 at the time was quite a significant jump in price over a FHC or Roadster.
@@fuelupclassic
e-type prices (incl. purchase tax) in 1968 for the 4.2 engine
open two seater UK pnd 2162
fhc UK pnd 2273
2+2 manual UK pnd 2511
2+2 automatic UK pnd 2669
makes the 2+2 automatic 23% more expensive over the open two seater
@@wimschermerhorn7773 Thank you for sharing this information.
As a young man I drove all variants of the E type and in 1976 sold a series two roadster with works hard top for £1300 6 months later sold a 1971 V12 series three 2+2 for £1700. But to put those prices into perspective, excluding the home counties, you could buy a nice semi detached house for £4000. By far my favourite was the series two roadster. I am now in my late 70's and I find the prices of E types are ridiculously high. I currently drive a Porsche 911 Cabriolet which cost considerably less than that £40k 2+2 and a much better drive.
Can't deny how pretty an e-type is and I'm going to need my flame suit for this, I can't get past how far inside the arches the wheels sit. Minor gripe I know but to me it just makes the proportions look a little strange.
Absolutely no judgment from me and I completely understand your point! I don’t think they ever improved on those early cars in terms of looks
Answer/reason is wind tunnel testing being further in body reduced drag considerably, and when being designed Jaguar were still racing cars, and William Lyons' son John & wife were still alive and so was Jaguar's factory racing team, with the death of Lyons' son John many things changed, like no more factory race team. So the E-types became more of a road car with privateers only entering them as race teams/cars. The early V12 project halted and put firmly on hold, the new USA crash and body structure standards were coming given that most Jaguars sold by then were in the USA & Canada, this meant further changes were required, and a new but different cheaper version of a V12 was being planned. So when Jaguar widened the track of the series 3 and made bonnet shape adjustments this changed drag and increased it, also contributing to this was the USA's banning of headlight fairings over headlights & Jaguar series 1.5 E-types plus all series 2 's & 3's saw the headlight fairings removed and the tunneled headlights brought forward with the heavy chromed bezels so prior this had increased drag factor too.
I agree, when you see them in the flesh it’s even more noticeable
I must admit, I prefer the "sports car convertible" look instead. Additionally, I am a muscle car fan and to see this beautiful Jag having a automatic trans, kinda popped my bubble so-to-speak. (as you denote, no disrespect)
I’d always prefer a manual, but the auto transmission does work surprisingly well.
Thanks for the enthusiastic video!
Great video, I've had both and the 2 seater is far better, the most annoying thing about the plus 2 is the turning circle, I found I couldn't turn into my drive in one go. But yes still a great car.
Thank you for watching. I definitely agree regarding the turning circle - it’s much bigger than I expected.
@@fuelupclassic yes bud, basically the 2 seater man is a proper sports car and the 2 plus 2 auto is like a different car, I had both actually at the same time, a 67 coupe and a 69 2 plus 2,on a s2 2 plus 2 basically nearly everything is different, interior, exterior, all the nice touches have gone.
5:47 - the rear bonnet chrome bit in the bulge is missing…and do I recognize S2 cam covers ? Would S1.5 not have polished covers as mine ?
You're reading my mind, right down to the automatic gear box.
I'm so glad I managed to buy my Series 1 FHC before prices shot to the moon, about half the price of this! 😂
Clutch replacement is eye-watering considering labor costs. I'm grateful mine doesn't need one...yet.
Oh yes! I imagine it's a bonnet off, engine out job? I don't envy anyone doing that job, especially on the V12.
@@fuelupclassic Yup, that's the way. If I'm lucky, I'll never have to suffer this expense. I'm a bit of a budget-level owner of my series 1 coupe.
Lovely experience watching this thank you 🙏🏼
Glad you enjoyed it
@fuelupclassic I so want one ❤
Personally I prefer the automatic transmission anyway, lovely car..
Suits it really rather well!
As iconic as the E was/is, one if the best looking Jags ever made IMO is the S3 XJ5.3C, two door coupe. The pillar less doors really make this car but, AKAIK, it was never produced as a manual version although many have been converted.
They used to be readily available 2nd hand at reasonable prices but their true worth has finally been appreciated and values of good examples have rocketed.
The XJC is a wonderful thing and a great choice for those wanting a rare, practical and lovely looking Jaguar/Daimler. We’ve had quite a few in the family over the years long before they skyrocketed in price. I’d love to get one to sit alongside my Series 3 XJ6.
I have a March 66 Series 1 2+2….. 😊, triple carbs, manual gearbox, I fitted an O/D, flipover switches, dark blue, has a Britax sunroof… almost the same car as this one. Except the open headlights and except the roof antenna (looks Citroen DS to me). And, main thing vs the coupe, tall people like me fit. I had to search 3 yrs before this spec came up as a project, oh and it took me 13 yrs to restore. Grrr.
It would be so tempting for not much more to have the XK-E 2+2 and an XK8! Hmmmm, dang you, Matt, now I am looking at E-Types and XKs 😁
Ohhh! That could just be the perfect combination :).
Thank you for watching.
Gearbox-wise i can say the same from a bmw Z3 2.8
The automatic gearbox suits the caracter very well
A smooth and torquey six-cylinder engine usually does marry up to an auto gearbox very well.
By the time I could afford a Jag I needed a saloon rather than a sports car but at least I had the pleasure of that engine (albeit with only twin carbs) in a Series 2 XJ. Sadly it was written off in a crash or I might well still have it.
a series 1 car will always hold a premium . I was fortunate to own CDC 543C a matching numbers series 1 coupe 4.2 . A car that had been abandoned for 25 years in opalescent silver blue , rebuilt in a back st garage , by enthusiasts , who unfortunately installed the outer sills without installing the bonnet , so panel gaps were not correct. also had mechanical faults . It was bought by a major E type specialist who advertised it for "strong money " back circa 2012 when good examples that had been restored for in the region of 50k . The car suffered two engine failures , , the first driving it back from the specialist !! lost oil pressure , they rebuilt the engine under warranty , but it failed again......rebuild a second time she ran perfectly . However there were still faults which really should nave been rectified prior to sale ? cooper craft brakes. specified yet .........still fitted with dunlops , later rectified by the specialist .........but i shouldn't have had to question it !!!in the E type world Reputation is everything ...........my car should have been inspected by an independent prior to sale , it was after all bought for strong money
The car was taken to E types UK for evaluation , where a ground up restorations started at 100k back in 2013 . They fixed some of the gremlins on the car and essentially i had a very drivable , mechanically sound E type . She was regularly serviced in Dorset by an Ex Jaguar Henlys apprentice who was in his 70s and knew the cars inside out. . My car was never going to be a garage queen , she was driven regularly and enjoyed on long road trips . .. a car like thgis needs to be fettled regularly
joining the JEC , helped some great advise , work overseas and with two young kids it was no longer an option to keep a two seater , she was sold in 2015 , for insurance valuation , a bit more than i paid for her £59,950 , this for a matching numbers , E type with a history file going back to 1973 , the bills for the refurbishment , were in the region of 20k ....which the previous owner paid. In my tenure i spent 11k with E type UK getting the mechanical correct , she had two engine reguilds kept 50 psi oil pressure , was fitted with an upgraded bob beere oil pump . A CMC detachable steering wheel .......a great anti theft device !! larger 7.5 J spoke wheels .
the next owner invested £10k on a professional repray , replaced all the brightwork , then by all accounts doubled his money two years later
for potential buyers
For me , get an independent jaguar specialist to check a future purchase , rust rust rust ...... its mainly about bodywork , all parts can be purchased , although with varying degrees of reproduction quality.
yes you see prices falling but a series 1 FHC 3.8/ 4.2 is still going to be in the region of £75k - £250
more for an OTS
series 1.5 2 +2 should not be ignored , especially the early 1966 version with closed lights .......dim as a candle totally impractical in winter , but aesthetically much nicer , all series 1 / 1.5 have those lovely iconic rear tail lights , The auto box was robust but figure in a premium for manual cars , watch out for US cars with twin SU and poorer performance , instead of the tripples found in UK cars .
there are some bargains to be had Just do your research and enjoy , most XKE still on the road can be found in this data base ,
www.xkedata.com/
some great books by Graham Porter ..........who owns the iconic red series 1 from the movie " the italian job "
Thank you for watching and sharing some very helpful advice which is sure to help anyone thinking of E-Type ownership.
Very nice car. Colour suits it very well. Great roads for driving an old sports car - I live nearby...
You can't beat a classic and a great driving road. Thank you for watching.
I've got a 66 S1 2+2, so everything this is with the covered headlights!
US Spec cars were fitted with Stromberg carbs not Zenith , Some 2+2s also had power steering fitted from factory , i know , i own one.
They did indeed fit them to US spec cars and I believe they were also the least powerful variant of them all.
Enjoyed the vidéo thanks
Glad you enjoyed it
Great job, sir.
Thanks for watching
When I was getting my licence in the early 1980s I considered buying an E Type, they were not a classic back then they were just considered old junkers you could buy for $3000
They were not considered cool cars for the younger generation who preferred the American style V8s
Its probably just as well I missed out, the running costs would have left me with a very pretty car stuck in the garage waiting until I could afford to get it fixed
Hey @Fuel!
Another great video.
Where do you advise me to try and search for my e-type?
Iam from Portugal... i cant unfortunatly deplace and see them from myself...
Cheers!
Thank you for watching. Online auctions can be a great way to purchase a car but ideally you will need to view or at least have somebody else check over the vehicle before bidding. Alternatively, contact your local classic car clubs, they may be able to recommend a dealer or someone who is selling an E-Type in Portugal. Good luck with your search.
Sir...I must thrice protest!!! Times need a sacrifice to posterity and open thy sunroofage! Though a pain in the moment...a joy for eternity. It should have been a James Bond car. Messies with me that you drive on the wrong side of the road. n. The reason is that side was locked in back when horses and swords were a thing. America developed when horses and muskets were a thing. With guns it's easier to aim off to the left while with swords it's easier to draw from the sheath and slash with a backhand to the right. I adore the e-type. Never felt such leg room as that tunnel down below. Good video, thanks from Washington DC Capital Hill.
I just inherited my dad`s 67 E-type 4.2L. That said, i believe that if the 2 seat E-types were never built, that if only the 2+2 were built, that people would have gone zonkers over it (at least i would), and would have been priced just as much as the 2 seat E-types today... Maybe its kinda like when the Lamborghini Espada came out, and people just found a 2+2 Lambo kinda weird ?? To be honest, i did back then, but would love to have one now (as well as the 2+2 E-type).
That's a really good point! It's strange how certain cars get a mixed reputation that seems to just stick. However the Espada has gone from cheap and unloved to seriously desirable in a little over a decade.
Thought all series 1 and 1.5 cars had covered headlights. This bonnet looks like a series 2 car.
1967 onwards saw the change to open headlights.
Excellent feature! Very helpful pinpointing an accessibly priced E type model. I'd be very grateful to own the featured car and I'd still choose the 2+2 fhc over a convertible.
I actually love the way the wheels sit so far inside the arches, it just works as a design element. I'd probably upset a few purists by adding the earlier perspex headlamp covers if it could be done.
Just my kind of car, patinated and all the more characterful for it
👍👍 Thanks again! Adam @ Car Farm Social Oswestry
Thank you for watching :)
It’s the car to go on a European grant tour from Chateau to Chateau and then on to staying in the Spanish castles
That sounds like an excellent road trip to me :)
Beautiful looks, but utterly antiquated driving experience.
If the need to upgrade it to a more 'modern' driving experience is required there's plenty of companies that can do it - the list of options it pretty much endless - it will cost though!
brilliant 'common sense' car, but I still want a manual open top ; ))
That is a lovely car 😮😮❤
The oil pressure is not good that needs some investigation ,also either the fuel gauge is broken or you doing the drive with an almost empty tank
Put some good quality Millers 20/50 in with a new filter and the oil pressure will be acceptable. The bonnet air intake to the heater motor is missing.
Good spot, although there is no cause for concern. The fuel gauge doesn't work, although there was plenty of fuel in it.
Oil Pressure gauge is slow to respond - a couple of gentle taps and it comes back to life. It's been parked up for some time, so minor recommissioning is required.
I would suggest Lucas 20W50 Hot Rod for the extra zddp. 30psi trotting at 2000rpm is ok in my book.
These are wonderful cars, but the price points create a dilemma. You can have a Ferrari 328 or even Testarossa for E-Type prices. Each to his own of course , but the Ferraris are far more rare.
The auto is a Borg-Warner Model 12.
From memory, that particular model was fitted to later series 3 cars. Series 1.5 and Series 2 models used the Borg-Warner Model 8.
If the day ever dawns when I win the lotto.
What kind of industrial design is that. That's a sports car?
More of a 2+2 GT than an outright sports car.
Do you have £25,000 to sink into welding and paintwork? on top of the purchase price? I had to do the welding on my 1964 midget in 2006 - and said never again. The again, in 2024 have to do welding of my 1984 G-Wagon. My aim is to have a vehicle I can do he school run each day.
Restorations very rarely make financial sense as you're faced with two options - spends huge amounts of time and effort and complete the work yourself to a very high standard or pay someone else to do it. Either way it will cost one way or another and you're likely to end putting more money into the car than you will ever get back.
This particular example required no structural work whatsoever, just cosmetics, which made it a shrewd purchase. It was snapped up straight after filming and on its way to a new life in Texas.
I love , love the way it looks. It is completely Inspector Clouseau, French looking car from 1960s.
bottom line… how deep are your pockets?
As long as you’re not getting into costly bodywork restorations, they’re really no worse to keep maintained than any other classic.
Congrats, its an E- type...
Indeed!
40K would buy you a mint Challenger replica roadster. You would be very hard pressed to tell it was a replica. All the advantages apart from real rust!
That's certainly an interesting alternative.
How many pigeons down that road
Haha! Far too many! One was very close to the windscreen at one point too.
The 2+2 never did it for me. I had a 67 4.2 FHC.... awesome. Wish I never let it go. Auto is an absolute no no.
Buy the cheapest one with a good body, throw out the engine and convert it to electric - much better without the oil leaks and mechanical failures
I guess that's a potential option some may consider. I personally prefer the noise of that legendary XK six-cylinder on full chat or the effortlessly smooth V12.
But it's a PRNDL! That is hateful! Automatic transmission and the E-Type jag are like oil and water ..... they do not mix. Save the BW slushbox for the Mk10 and other luxo-barges to be driven by chauffeurs not enthusiasts.
I guess it depends what you want from a car - the auto seems to compliment the torquey nature of the six-cylinder engine really rather well. For many, a manual is the one to go for - you’re likely to pay at least 50% more for one though.
What about rot.
This one appears solid in all the right places - I personally wouldn't entertain one with significant rot, it's by far the most expensive thing to sought on them.
2+2 Keep it
Sold straight after filming and now on its way for a new life in sunny Texas.
The big problem is not buying a second-hand classic luxury car it's repairing them. $$$$$$$$$$.
Absolutely! You do need to be prepared to spend money keeping them in tip-top condition, but a Jaguar of this era is very well served with parts and specialists and if you're willing to get your hands dirty, there's nothing too alarmingly expensive with them. The flip side of higher maintenance costs is often certain classics are less likely to suffer from depreciation and possibly may even climb in value. The way I look at it is a purchase of a 50 or 60 year old Jaguar is almost always a heart over head decision. Buying the car is entry to the club, maintaining it properly is basically the annual membership fee.
Why would U want 2.
Wen there are XJS 'S out there. A far superior car in every way.
I know because I've had them both.
Horses for courses, I suppose. For many, an E-Type will be the one to go for.
Lovely motor shame it the 2+2 still iconic tho. I take that back 40 grand bargain
I'd love for it to be a FHC or a roadster, but a 2+2 is really one of the most affordable ways into E-Type ownership.
Thank you for watching.
Carter Brook
Welch Neck
Love the e type but even the most beautiful versions are not even close to being the most beautiful 60's car aka miura,mangusta numerous ferrari maserati ford GT40 to name but a few !! Love the type but don't get ahead of yourself ??
The 1960s certainly produced some fantastic looking cars and the E-Type is widely considered to be up there with the best of them. I know it's something that gets thrown around a lot and it's debated on whether it was actually said, but supposedly Enzo Ferrari himself described the E-Type as 'the most beautiful car in the world', it has to be considered up there with the greats of the era.
Unfortunately the lines and proportions of a 2+2 are, compared to the S1 4.2 coupe similar to having a fat sister. Jaguar also continued to ruined the E-type with the later S2 and 3. The 3 may have been a better useable car, but was something of a fat business man.
I agree the earliest cars were indeed the prettiest. Yet, the 2+2 sold rather well throughout the years and was at one point more expensive than a FHC. I guess if we all liked the same things it would be a very dull world indeed.
There is also the issue of financial outlay, if you want an early S1 Coupe expect to pay 2 or even 3 times the price of a well-sorted 2+2 - that's huge amount of money considering it's the same view out over the bonnet once you're in it.
Jaguar V12 suck they drop valve seats
Have you personally experienced that failure and if, so when? It's not something I am aware of as a big issue with a properly looked after V12. We've had quite a few in the family over the years that have never suffered valve seat failure. It's usually lack of proper maintenance that ruins them.
I had four v12 for years and never a problem
The answer is "NO"
E-Type ownership??? As long as it makes you APY.... 😁😁😁
Wolff Parkways
Leatha Dam
DuBuque Plains
So if you spent 60,000 pound on it you would have a 100,000 pound car
No, unfortunately it so often doesn't work like that and you're highly unlikely to make any money on a classic car if you're undertaking substantial restoration work. In almost all circumstances buying a classic car already restored to a very high standard will be the cheapest option in the long run, especially if you cannot do all the work yourself.
The reality is that buying a £40,000 car and deciding to spend a further £60,000, will probably leave you with a car worth circa £65-70,000 at the end of it all, if you're lucky.
What this example does represent is a very useable, solid example with room for cosmetic improvement if necessary, for circa £40,000. Which is about the cheapest outlay for a very useable E-type. It sold soon after filming and is now on it's way to a new life in Texas, USA.
No question the Jaguar XKE is a classic beauty.
However… Very brave to maintain this camera angle and claim it’s a beauty. So tired of hearing the cliché about Enzo Ferrari talking about the beauty of the E type. This is ungainly to say the least. If Jaguar is going to claim Enzo said it’s the most beautiful, they have to acknowledge that the 2+2 is a top hat?? clown shoe??
Beauty is in the eye of the beholder, I guess. It may not be your cup of tea but for many it's the car they aspire to own, whether it be a 2+2, roadster or coupe. Somebody surely felt strongly enough about this one and recognised it as a bit of a bargain, as just a few days after filming it sold and is off for a new life in Texas.
OK I was drunk and admittedly, too harsh when I wrote that😂. It’s why I only drink once a week and It’s now the next morning. So I want to say… There IS a part of me that finds this model endearing, because it looks “British Extreme”. I have a quote for the new Texan owner:
“There is no exquisite beauty without some strangeness in the proportion." -Edgar Allan Poe
It’s like a Camaro with a four cylinder. 😒
Keep away, this car is a nightmare to maintain and repair and they always have oil dripping out from the motor and gearbox. Most of these classic cars are horrible to drive as well.
😂
Rubbish! They were great cars to drive.
@@loxwood1000 yes compared to a Massey Ferguson 35.
FaGUar.
I have never seen an uglier car in my life! It doesn't look like a car, but it does look like my grandfather's blue half-shoes.I wouldn't give half a dollar for it!
Think you might be in the minority with this one!
@@fuelupclassic this is not a question of majority or minority, ugly is ugly.. the Italian spirit can create a beautiful car, or only the German Luigi Colani.. no one else
@@rochus_wagner in your opinion, which of course you are very welcome to express. Others may strongly disagree.
lol get real,,10K FOR A WRECK
I haven't seen an E-Type achieve anything like a slow as £10,000 for many years, even when they are a complete wreck. More likely closer to £20,000 in the current climate and then you're likely to spend £50-60,000 getting it roadworthy! Circa £35 - 40,000 gets you into a roadworthy and all importantly solid 2+2 example. If you can find me plenty at £10,000, I will buy them all!
What a clickbait nonsense- £40k for a 2+2- a bargain????! Channel blocked!
There's really no need to announce your departure.
Who cares about keyboard butterflies flitting between channels and making a song and dance about unsubscribing 😊
I had the match box car! 🫵 😲
Six cylinders I thought they had 12 cylinders. 🫵 😖
The V12 was only available on the Series 3 which from memory was introduced in 1971. The six-cylinder XK engine is a legendary piece of engineering and was fitted in pretty much every Jaguar racing, sports and saloon car from the 1950s - 1980s.