Choosing the right E Type

Jaguar E-Type V12 Roadster v’s V12 Coupe v’s 4.2 Coupe

by Matt Nichols

Comparing three Jaguar E-Types from Great Escape Classic Car Hire is a bit like choosing from the menu at your favourite restaurant. You already know you’re going to have a memorable meal you just have to make your final decision on exactly what it is going to be. In our case a classy white Series 3 V12 roadster, Series 2 Coupe with a 4.2 litre Jaguar straight six engine looking absolutely stunning in red, and the rather menacing dark blue Series 3 Coupe with a later fuel injected XJS V12.

First impressions

Other than all being E-Types, which of course guarantees your full attention from the off, my eye is most drawn to the two coupes with their distinctive roofline and intriguing sideways opening rear hatch. Of the two it’s the red series 2 car that wins, being an absolute stunner in its bright red paint and red leather interior along with distinctive triple wiper blades. The midnight blue car looks far more aggressive, something that only gets confirmed when the engine is started waking everything within a mile radius courtesy of the quad tail pipe exhausts. The roadster is the least dramatic but looks ever so classy in white with its contrasting black leather interior. Get up close and peer inside and you find that all three cars have the same steering wheel, dashboard and related switchgear, not to mention wide sills and narrow door openings in which to squeeze through to get in, despite all three cars being based on the longer 2+2 platform. Early 2 seat cars must be really tricky to get in and out of.

Sat inside

Once installed, and without the engine running, the cars have a very similar ambiance; the Series 2 Coupe being completely enclosed, Series 3 Coupe slightly more open with its Webasto sunroof and Series 3 roadster literally with the sky as the limit. The most comfortable of the three is the Series 2 Coupe following some recent fettling, with all three having the same well placed arms rests on the doors and central consul between the driver and passenger seats. My only gripe is that there is nowhere to park your left leg once clutch duties have been dispensed with. I do however love the large analogue dials that relay messages about on your speed and engine rpm as well as the long line-up of switches in the centre of the car for everything from side lights to map light and washers to wipers. The two main light switches are also separately encased and bang in the middle of the dash with the wiper/washer switches immediately to the right, so that all the primary controls are easy to locate even in the dark, clever stuff.

Engine and exhaust note

Turn the key in the dark blue late series V12 coupe and it sounds as though you are on the start-line at the Goodwood Revival, such is the intensity of noise echoing all around you. The Series 2 Coupe follows this with its own slightly tamer, but still very appealing 6 cylinder growl, whilst the white roadster is as quiet as a mouse by comparison despite also packing a V12. As all three sound so different it would appear that you can ask your E-Type to play any tune you like by picking the appropriate pipes for it to play through, something that is worth keeping in mind.

Out and about

Driving the three cars is where further similarities are confirmed, such as the long narrow bonnet, peachy handling, decent brakes and absence of any body roll. The latter point catches me out every time I take the wheel of one these outstanding British classics. No body roll and yet a cosseting ride that is kind to its occupants over road imperfections, speed bumps and other related disturbances. How did they do that, as it is unbelievably good? The differences that do come into play are all based on your final choice from the menu in that restaurant. Maybe you played it safe with a traditional roast or in this case the roadster which offers a lovely relaxing ride with the wind whistling through your hair as you navigate from place to place at a gentle pace. Or were you tempted instead by a special from the board and pleased to discover that the Series 2 Coupe with its smaller 4.2 litre engine satisfies in equal measure to the V12 roadster bringing with it an increased deftness born out of the lighter lump up front. If not then did the spiced prawns get you drooling, as you donned your race overalls and charged away in the Series 3 Coupe with its more powerful XJS V12 engine and angry cry from the four exhaust pipes that exit the rear of the car? Leaving the other two cars and for that matter pretty much everything else on the road at the same time trembling in your wake whilst struggling to keep within the speed limits

Ownership prospects

Jaguar E-Types have always represented a significant investment of anyone’s time and money, particularly given their quirky construction, and arguably increasingly so these days with advancing years. Cream of the crop are series 1 roadsters commanding the highest values with Series 2 Coupes in 2+2 guise offering the best opportunity for an entry level purchase. In terms of driving experiences I’m yet to have a poor one, so if in you’re in the market I think just get the best car you can for the money so you can spend as much time as possible enjoying it, without getting too hung up on precisely which model it is. After all, they are all priceless gems really and great menu choices.

Overall

Offering the ultimate in classic car ownership experience E-Types are instantly recognisable by virtually everyone who sees one. Roadster and coupe configurations mean you can choose what style of car to go for whether, fully open, fully closed or somewhere in between. Early series 1 roadsters are the most valuable, followed by 2 seat V12’s with 2+2’s bringing up the rear. Not that it matters particularly as all E-Types are truly wonderful places to be and in which to enjoy the great outdoors. Now where did I see that advert for a Series 2 Coupe in red with a tuned 4.2 litre engine for £25,000?

Driving

The smoothest of the three with excellent road manners and the bonus of open air motoring

Proves you don’t need a V12 delivering a lighter and nimble feel on the road

Later XJS engine and performance exhaust combine to make a thrilling proposition

Engine

5.3 litre SOHC V12 with four Zenith-Stromberg carburettors

4.2 litre DOHC Straight 6 with either twin Stromberg (US) or triple SU’s (UK)

5.3 litre SOHC V12 with Lucas fuel injection

Brakes

Disc brakes front and rear work well

Handling

Smooth and refined

Light and nimble

Exhaust noise accentuates its natural race car feel

Desirability

Series 3 V12 Roadsters are up there and only behind series 1 cars in terms of value

Lowest of all E-Type values in 2+2 form although still appeals

All V12 E-Types are sought after cars although the later engine in this car may divide opinion

Pro’s

All E-Types are universally revered with V12 roadster values holding strong

Great entry into E-Type ownership with the smaller engine giving nothing away to the heavier V12’s

Fairly unique racing E-Type for the road, truly awesome

Con’s

Buying: Tricky and potentially very costly to maintain Renting: None

Overall

5/5

5/5

5/5

Jaguar E Type 4.2 road test

By Matt Nichols

If you’re struggling to make sense of aspects of modern living then I may have found the perfect tonic for you in the form of this magnificent bright red Jaguar E-Type Coupe. I drove this car on roads I am very familiar and at times get completed frustrated with, and yet I had one of those enlightening moments in this car when suddenly everything made sense. Viewing the world through the tiny windscreen, triple wiper blades and achingly long vented bonnet whilst firmly gripping the thin rimmed wooden steering wheel, I re-tuned into and got Britain once again. The countryside was perfect and able to be enjoyed at 60mph, a speed which also felt just right, as did 30mph which was no longer the unnecessary delay it often feels, but instead an opportunity to absorb some fine architecture and realise that life is good when you’re in such excellent company.

I’ve previously had the pleasure of driving two other E-Types from Great Escape Classic Car Hire and this car confirmed that in the same way bumble bees shouldn't be able to fly with their large bodies and tiny wings but of course they do. E-Type's, being so long and narrow, shouldn't handle and yet they do. In fact the handling is sublime. This red 4.2 Coupe moves from bend to bend with hardly any slack and virtually no body roll. In any other car that would also mean a bumpy ride, but not in an E-Type as all road imperfections are glossed over like Dulux’s finest without any hint to suggest anything was there in the first place. So much so I guarantee you will start to question how that is possible in a car over 40 years old and without a magnetic damper in sight. This coupe also comes with the trademark brakes that although require a firm press and whole leg movement will easily lock both fronts at 60-70mph. Better still the brake pedal draws level with the throttle pedal once depressed and so perfect for a quick sideways flex of your right foot and a cheeky little downshift blip of the engine.

The luxurious red leather interior offers room for your passenger to stretch right out once they’ve made it in through the narrow door and over the wide sill, a gentleman would of course look away, and also provides a splendid place for you both to enjoy the journey ahead. The long bonnet, which is further accentuated by the red paint was fully appreciated by Mrs Nichols at the time of testing, I did of course offer my own theories as to why that might be, but apparently it was definitely just the bonnet she was referring to. There are no rear seats on this strict two seater but there is an attractive and practical hatch, only missing some period luggage for a complete 60’s weekend break experience. Luckily there is still the 40 year old indicators to enjoy, which make a distinguished grandfather clock ‘tock’ noise from the relay located somewhere behind the passenger glove box.I did have one question before driving this car, which is do you need a V12 in your E-Type to make it a real one and I can categorically advise that you do not. The 4.2 litre DOHC straight six in this car is superb, providing a very purposeful growl when you decide to push on or overtake as well as offering such range in capability you realise four gears are all that is required. Better still, whilst on the move you need just one gear, 4th, something that makes a mockery of more up to date machinery with 6, 7 and even 8 available these days. How did we allow that to happen, because in this car I found myself staring in disbelief at the rev counter at times when from 30–70mph at no point did the dial climb above halfway, quite brilliant.

In terms of classic car traits the absence of power assisted steering means that 3 point turns can easily extend to 4-5 which is no issue, except for maybe a slight reddening of the gills if anyone happens to be watching at the time. Some exhaust fumes can make it into the cabin, which was the same as the V12 Coupe I drove, so just keep a window open, and there is a slight knock in the left hand rear of the car as drive is taken up, which I understand to be quite normal. Other familiar E-Type traits include a snatch of synchromesh when going back down from 4th to 3rd gear, something double de-clutching helps smooth once mastered. But these are all minor points and I think now surely regarded as features on a car of this age. Also, if you’ve read other reports and picked up on a minor obsession I have around whether the clock works or not, then all I can advise is remember to wear your watch.

This beautiful and bright 4.2 E-Type Coupe is the first classic I’ve driven and thought seriously that in the right circumstances I could quite easily use every day, and do you know, I think if I did the world would never cease to be a truly wonderful place.



1969 E-Type 4.2 Series 2 Coupe

Driving

Sublime, feeling light, nimble and tight and never crashing over bumps

Engine

Potent 4.2 litre DOHC 6 cylinder unit proves your E-Type doesn’t have to be a V12

Performance

Max Power: 265 bhp @ 5500 RPM Max Torque: 283 lb ft @ 4000 RPM0-60mph: 6.1 seconds

Top Speed: 150mph

Brakes

Superb, a firm press of the pedal means you can, if required, lock the front wheels at virtually any speed

Handling

One of life’s and arguably physics mysteries, how a car so long and narrow can handle so well

Desirability

Series 2 E-Types are the least well loved, which translates into a great opportunity for entry level ownership

Pro’s

It’s an E-Type

Con’s

Buying: OK so it’s not the purists favourite, but make sure it’s a good one and you’ve still got an icon in your garage Renting: None

Overall

5/5

HMC Big Healey road test

By Great Escape Classic Car Hire road tester Matt Nichols
I don’t just ‘want’ this new Big-Healey in my life I ‘need’ it, and no not like my wife or daughter ‘needs’ a new pair of shoes to match their latest outfits, or my son ‘needs’ his electric guitar at every family gathering. No I really ‘need’ it. Because right now for me and OK they may argue in their case for them as well, this car is in my blood running through my veins making perfect sense and not something I am ready to have challenged by anyone, whoever they may be.

As a beautifully retro styled sports car from 1999 the HMC model looks just like an original late 1960’s Healey 3000, whilst at the same time sounding like a roll-out TVR, revealing its compelling old-new theme. For instance, the steering has a new power assisted lightness combined with old-school directness ensuring every apex is touched with just a hint of lock as the front of the car fully commits to each one of your driver inputs. An experience further enhanced with the equally new fully independent rear suspension that in turn combines brilliantly with the period wire wheels to doggedly hang onto each direction change once the inevitable slack has been taken up. Put simply this car rocks, closing the gap perfectly between real drivers machine and modern in-car systems and going some way to explaining why I very nearly drove constantly for the entire 24 hours I had it. Even the lights worked well and heater sublime with the roof down under a rapidly cooling late summer’s night sky.

The HMC MKIV is a car that was given official recognition by the Healey family as a successor to the original ‘big’ Austin Healey 3000 (MK111). It copies its predecessor’s classic styling, this time in GRP, with the only obvious visual differences being the slightly flared front arches and newer interior trim. The classically styled lightweight body also hugs a modern tubular chassis and all-round independent suspension with disc brakes and aurally pleasing 3.9 litre Rover V8 engine. The dashboard mixes a touch of old world walnut, Smiths dials and chromed toggle switches, that include two for the heated seats, which for me nails just how perfectly well old and new worlds are joined together.

I will also forgive this car its Ford heater controls and vents simply because; a) they sit below or to the side of your natural eye line and are rarely clocked, b) sourcing chrome equivalents would completely disguise the control knobs, and c) they work so damned well, I had to switch them off at times regardless of how cold it got outside.The truth is I only returned this particular car to Great Escape Classic Car Hire on the promise of a test drive in a recently refurbished and scrummy looking bright red 4.2 Series 2 E-Type.

In my personal journey of ‘Try before you buy’ I wasn’t 100% clear what I was looking for but the HMC Healey has come closest to date combining jaw dropping classic car looks with more modern running gear, construction and systems. Even the tiny period rear view mirrors work well for goodness sake. Details like the piping over the front arches, blue over cream paint, wire wheels and small circular auxiliary lights all add to the picture perfect concept of a classic you can use regularly without the potential pitfalls of other completely original cars. Shame on everyone then this side of the pond, that most were exported to Germany.

In terms of classic car traits a few appeared to have been built in. All of the pedals are offset to the right, along with a good couple of inches of travel in the brake pedal before resistance is found, leaving enough of a gap to the throttle pedal to ensure any toe and heel attempts are completely thwarted. When you first have to brake you can therefore experience a slightly disconcerting moment when you think you must be pressing the wrong one given its position and free flowing motion, I had to look down at least twice.

There was also at the time of driving a cold idle issue, the idle being conspicuous by its absence, but once over the initial car park embarrassment this is short lived. The only other minor point is that this car’s slammed to the ground stance means the exhaust will drag on bumpy B-roads and whilst exiting garage forecourts, causing the need to slow down or lift until the terrain smooth’s back out again. Overall the fact that when I did finally park up, in the Clifton area of Bristol, I had 3 separate conversations with 3 people in as many minutes; one from someone who had owned an original Big-Healey, is pretty much all you need to know. Put simply this car works on every level and is well worth a go.

HMC Big-Healey MKIV
Driving
The steering and independent rear end combine to create a unique and rewarding experience that has to be experienced to be believed
Engine
Rover 3.9 litre V8 delivers useful torque low down before revving freely up to the 5,500rpm maximum. All accompanied by a truly pleasing soundtrack
Performance
Strong but not wild, I think if it were mine I’d find ways to get a few more horses up front
Brakes
Discs all round are well up to the job once you’re accustomed to the initial take-up slack in the brake pedal
Handling
You’ll never miss an apex and the rear is difficult to unstick in the dry with the car tipping into corners very nicely. I would need some track time to explore what happens at and beyond the limit but on the road I’d give it full marks
Desirability
Interesting one this as most left our shores to be exported to Germany and so other than being extremely rare in the UK, very difficult to call. I’d have one tomorrow though
Pro’s
Classic car looks combine with modern systems to create a compelling ownership prospect
Con’s
Buying – Take an expert along with you just in case. A TVR specialist may prove valubable if an HMC equivalent is difficult to find, as the main components are very similarRenting – Other than returning the car afterwards, absolutely none.
Overall
5/5

Try Before You Buy MGB V8 Roadster

by Great Escape road tester Matt Nichols
I’ve always thought of early chrome bumper model MGB’s as an affordable alternative to the E-Type Jaguar. Back in the day they were sports cars built for the masses and these days that translates into an excellent entry into classic car ownership. The MGB is a sort of scaled down version of the Jaguar where everything has been slightly reduced from the width of the sills, which are not as wide or for that matter as tricky to clamber over, thanks to the more conventional chassis layout. Then there is the stylish dashboard, which is only a few dials and switches shy to be on a par. So OK it doesn’t quite have the sophistication and panache of an E-Type but then equally there are the much reduced running and maintenance costs when compared to its upmarket cousin.
Sit in the Cotswolds based MGB V8 and you know straight away that you are in a classic British sports car from the sweet smell of leather and a seated position that leaves you particularly close to the road and rubbing shoulders with your passenger. It is cosy no question but at the same time once inside there is plenty of space to give the driver enough elbow room to firmly hold and turn the thin rimmed steering wheel devoid of power assistance. And the passenger lots of lovely leg room to stretch out and enjoy the ride. Behind both seats is also some very useful space to stash soft bags and coats for an overnighter or weekend break if you don’t fancy your stuff sharing the boot with the full sized spare wheel and tyre.
Safely installed, roof down and the fixed seat belts suitably adjusted you find yourself peering underneath the sun visors and through the tiny windscreen giving the sensation of the car shrinking around you and feeling closer in size to the smaller Midget. Press the throttle a few times, turn the ignition key before thumbing the starter button in the centre of the dash, and the car grows back up in size once more as the silence is broken by the glorious resonance of the Rover V8 motor. An engine that generates a noise that has been turned up several notches by the single exit sports exhaust. Suddenly E-Type analogies seem far less appropriate and baby TVR ones much closer to the mark. This MGB is starting to come alive and we haven’t even turned one of its lovely looking 15” alloy wheels yet.
On the move I can confirm that Great Escape Classic Car Hire has done it again with this cracking Nightfire red MGB V8 convertible combining classic car styling and looks with the newer retrofitted Rover SD1 engine and 5 speed gearbox. The drivetrain combination enables you to purr along in a 30mph zone whilst listening to and sharing with passers-by that lovely V8 warble. Then enjoy a rewarding, best taken at half throttle, climb back up through the meaty feeling gearbox to snick it into 5th and cruise at 60mph with no more than 2,500rpm dialled in once back out on the open road. Keeping up with modern traffic is therefore no problem at all and slower road users easily despatched with overtaking manoeuvres that can be executed in 3rd, 4th or 5th gear depending on how much road you’ve got to play with.
This car genuinely travels along at a decent pace with no real effort offering great style and reasonable comfort. The distinctive engine note tracks your journey as you navigate country lanes and save for the crashing noises that indicate a broken road surface or dreaded pothole the ride is firm but not uncomfortable. There isn’t much body roll either and keep some power on through the bends and the 195 profile tyres hold on particularly well giving a nice neutral front to rear balance that marks this MGB V8 out as a very well sorted car. The non-assisted steering is also well judged and seems to feel the same whether stationary or on the move. In terms of classic car traits the only ones I experienced were the indicators not always cancelling themselves and a tendency for the engine to try and stall at junctions, something I compensated for by a couple of blips on the throttle under braking, any excuse to hear that glorious engine note once more.
Having started with pre-conceived ideas about how this car might feel out on the road the only conclusion I can draw is that it is very much its own car. The MGB V8 has a harsher ride than the E-Type Jaguar's I’ve driven and a soundtrack more akin to the TVR Tuscan. The handling is a joy and the ability to effortlessly cruise at 60-70mph quite uncanny. The heater works well with the roof down, a roof that also appears to fit nice and tightly once back up again. All the controls are easy to use and overall I thoroughly enjoyed my time with this classic British sports car and if in the market myself I think I might go all out for a V8 with Sebring body conversion fitted with slightly wider versions of the 15” alloys on this car just to fill the arches.
Verdict 1971 MGB V8 Convertible
Driving
Low revving V8 means decent pace can be easily maintained over a wide range of roads without any real effort. Ride can get a bit crashy if the road surface has broken up.
Engine
Rover V8 works well mated to the 5 speed gearbox and performs best in the mid-range
Performance
Surprisingly quick if you want it to be, but personally I think best driven as a characterful tourer
Brakes
Brakes are a match for keeping up a good pace but push on a bit harder and you may need to start the process of slowing down a bit earlier than you might say in a modern car
Handling
Very little body roll and firm ride mean this car will corner confidently at speed. Worth keeping some throttle on all the way through the bends so that everything stays nice and tight
Desirability
Prices are on the up with good ones fetching decent money these days
Pro’s
Entry level classic car that offers its own unique British sports car experience and easy access to spares
Con’s
Buying – The usual and with so much choice out there make sure you get the right one for you
Renting – None.
Overall 4/5