HAVE YOUR SAY
Did you spend more on your classic in 2011 than the previous year?
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| Affordable E-type |
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Words: Jim Patten Background In 1964 the engine grew to 4.2 and gained the much-needed four-speed all-synchromesh gearbox and better seats. With the need for extra space a 2+2 model was announced in 1966, the long-wheelbase allowing automatic transmission for the first time. With changing legislation the model underwent various changes during 1968 before metamorphosing into the Series 2 at the end of the year. With open headlights and larger auxiliary lights as well as so-called impact safe interior where the door handles were flushed in to the shell and rocker switches stopped toggling and rocked instead the E-type satisfied most markets about safety concerns. But the nail in the coffin came with the US Federal markets where to meet stringent emissions requirements, the triple 2” SU carburettors were abandoned and replaced with 1.75” Stromberg units sapping power from 265 bhp to a mere 170. Any decent TR would give this cat a scalding. But all that was solved in 1971 when the mighty 5.3-litre V12 engine was shoehorned in and in any market this E-type was seriously quick – if thirsty. Just the open and coupe versions based on the 2+2 platform were offered. Incredibly by 1974 the E-type was out of favour and difficult to shift. The last 50 cars were labelled the commemorative models with 49 in black and a single car in British Racing Green.
Useful contacts Clubs
To read the complete road test see the July 2011 issue of Classic Car Mart - back issues available here |
Can you go E-type motoring without spending a fortune? With top cars now in six figures, we look at a realistic way of getting into the E-type scene
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