Jaguar Problems

There are few more elegant cars than the big cats, they’re long and lithe and seem poised to pounce the moment you bury your right foot in the shag pile. Even when you delve back in history to the Mark V model of the late-1940s, the Mark VII of the 1950s, or the original XJ6 of the late-1960s you find a fabulous heritage of beautifully elegant saloons, and little has changed in the 60 years that have passed.The company once used the slogan “pace with grace” and that pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance. Today’s models are no less elegant than those early classics, even if some think they’re mired in the past.MODEL WATCH The seventh generation Jaguar XJ saloon emerged in 2003, and yet again it looked for all the world like a makeover of the first XJ shown back in the late-1960s. That first car was such a beauty that it seems Jaguar couldn’t let it go, but then why should they. That original XJ6 was perfectly proportioned, with a balance of lines that keep it looking fresh 40 years later.The XJ8 of 2003 boasted a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its earlier cousin, and also had a longer wheelbase and reduced front overhang.If it looked a throwback to the past the X350, as it was known, was no such thing once you dug under the skin and realized the depth of engineering that marked this cat out as a very new beast.If there’s been a constant criticism of the big cats over the years it’s that its exterior size wasn’t translated into interior room and that the interior was cramped, particularly in the rear seat. But the extra length, width and height was put to good use and went a long way to making this XJ competitive in terms of interior space.At the core of the XJ was a rivet-bonded aluminium monocoque construction that slashed the big cat’s weight by 200 kg or more. Remarkably, it weighed just a little over 1500 kg. The lightness clearly comes through in the driving when the XJ feels agile and responsive, with quick, sensitive and precise steering that belies its physical size.While Jaguars have always been a pleasure to drive the dynamics and sheer speed of this model shifted it into an elite class occupied by the likes of BMW M-Series and ’Benz AMG models. Under the XJ’s long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves per cylinder. The 3.5-litre version boasted 196 kW at 6300 revs and 345 Nm at 4200 revs, while the normally-aspirated 4.2-litre engine put out 224 kW at 6000 revs with 420 Nm at 4100 revs. The big cracker blown 4.2-litre engine, which powered the awesome XJR, had 298 kW at 6100 revs and 553 Nm at 3500 revs. All that drive was then transferred to the black top through a ZF six-speed automatic with the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179 kW at 6800 revs and 300 Nm at 4100 revs. There was no lack of zip with the XJ; even the V6 was quick. When asked the V6 would race to 100 km/h in just 8.1 seconds, faster than the small V8 in its predecessor, but the smooth short stroke 3.5-litre V8 required half a second less to make the same journey. The larger V8 took around 6.5 seconds to reach 100 km/h, the supercharged version was even less. With a solid, rigid foundation the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but it was just the start.Add to the aluminium masterpiece self-leveling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar’s adaptive shock absorbers and you have an awesome package. A stiffer, more sporting setup was optionally available, and there was the XJR for the ultimate ride. Tradition played as big a role in determining the design of the interior as it did the exterior, with lashings of leather and touches of wood, as well as a raft of luxury features, like power seats, adjustable pedals and steering wheel, parking sensors, cruise, air, and a super sound system.IN THE SHOP Build quality plagued earlier XJ Jags. The problems were mostly silly little things that should never have occurred, but did, and were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about. Make sure the service schedule has been adhered to and the oil in particular has been changed. With 18-inch wheels standard, and 19 and 20-inch wheels optional, be prepared to pay dearly when it comes time to replace the tyres.IN A CRASH There’s an awesome array of safety features in the XJ, as there should be on a car that cost around $200,000 when new. The rigid monocoque chassis, its agility, precise and responsive steering, and powerful brakes give it the road holding to escape many crash situations you might encounter. Once the metal begins to crumple there’s also an array of front and side airbags that come into play to protect you.AT THE PUMP A big lump of a car, but surprisingly light for its dimensions means quite reasonable fuel economy. If you can light pedal it you could expect to see average numbers between 10.5 and 12.5 L/100 km.LOOK FOR • Timeless classic styling• Wonderfully balanced chassis• Precise steering• High performanceTHE BOTTOM LINE Classic looks belie a thoroughly modern sporting saloon capable of matching the German bahn-stormers.RATING 80/100

Most carmakers today have a performance model that packs the punch of a sports car, but back in the 1950s sedans that performed were rare. Back then sports cars were stripped bare open top two-seaters and sedans were more sedate affairs aimed at families.That was until Jaguar broke the mould and produced its Mark 1 sedan, arguably the first sports sedan ever. That was followed by the even more sporting Mark 2, which is today a much treasured classic icon.If Jaguar boasted the only performance sedan in the late-1950s it certainly doesn’t now. Today’s Jaguar has to compete against similar models from BMW, Benz, Lexus and many others.It’s a tough world out there in the dog-eat-dog car world and Jaguar has struggled to maintain a place in the market in the last 20 or 30 years when it came close to extinction before being rescued by Ford.At the depths of its troubles in the 1980s the cars it produced were plagued with problems. A shortage of funds meant they were often underdeveloped and not ready for the market when they were launched, and buyers were left to do their own problem solving.They were also poorly built, partly again because of a lack of funds, but also because of a workforce that didn’t care.The XJ6 – code named X-300 – launched in 1994 was the start of the comeback of the great old brand with an injection of some $500 million by Ford.MODEL WATCHThe X-300 arrived after eight years of strife with the previous XJ40, which suffered badly with niggling production problems that should have been sorted before it was unleashed on the public.Such were Jaguar’s troubles that it was launched and the public became the company’s de facto development team.As a result the X-300 had plenty of ground to make up if it was to win back disaffected Jaguar buyers and restore some much needed credibility to the once proud company.While it was an all-new model the X-300 used the same platform as its much maligned predecessor. That aside every other external panel was new, the result being a much more modern and definitely more athletic shape than the XJ40.At once it looked elegant, yet sporty, and recalled the great old Jaguar sporting saloons.Like all XJ6s the X-300 was a large car, but its interior was rather cramped, particularly for rear seat passengers. If some suffered they could draw comfort from the sumptuous Connolly hide that covered the seats and the classic burr walnut trim that contributed to its olde worlde charm.Under the deeply sculpted bonnet lay one of four engines: a 3.2-litre double overhead camshaft straight six which churned out a smooth 161 kW at 5100 revs and 315 Nm at 4500 revs; a 4.0-litre version which boasted 183 kW at 4800 revs and 392 Nm at 4000 revs; a supercharged 4.0-litre six which pumped out 240 kW at 5000 revs and 512 Nm at 3050 revs; or a 6.0-litre V12 with 234 kW at 5350 revs and 478 Nm at 2850 revs.A four-speed auto processed the punch on its way to the rear wheels. Drivers had the choice of letting the transmission take care of the shifting or they could engage the ‘J-Gate’ manual shift option and do the shifting themselves.Underneath the X-300 rode on independent suspension at both ends, the front made up of unequal length wishbones, coil springs and an anti-roll bar, the rear using double wishbones and coil springs.If the suspension was familiar Jaguar the speed sensitive ZF rack and pinion steering was new and much welcomed for its precision when compared to the older model.Powerful four wheel discs slow the heavyweight cat with ease, and there’s the added safety of ABS.As expected of a car with a price tag approaching $150,000 the X-300 came fully equipped.The base sedan came with air, leather, remote central locking, trip computer, cruise, and dual front airbags, but had wheel trims instead of alloys.If you stepped up to the Sport you got alloys, front fog lamps and sports suspension.Further up the chain there was the Sovereign, which was similar to the Sport, but had touring suspension, power driver’s seat with memory, and a chrome interior mirror.For an exhilarating ride there was the XJR with the supercharged engine, traction control and a limited-slip diff.At the upper end of the tree was the V12, which had the 6.0-litre motor and pretty much everything else on the option list.IN THE SHOPJaguars have a reputation for unreliability, and while it was mostly justified with the models that preceded the X-300 it is no longer fair to label them with the troublesome tag.Ford spent a large amount of money getting the production sorted out so the cars are well built when they leave the factory and not the troublesome ones they once were.It’s important, however, that they are regularly serviced. That goes for any car, but if you want your Jaguar to run smoothly and not breakdown on you keep it well serviced. There are plenty of specialists around who will keep it in fine fettle without going to a Jaguar dealer.The X-300 is a big, heavy car so don’t expect it to be cheap to run. The XJR will guzzle 17 litres or so every 100 km, the V12 even more. Expect it to consume brake pads and tyres as well.Look for signs of crash repairs, oil leaks, suspension clunks and rattles, and definitely look for a service record that can be checked.IN A CRASHThe mass of the XJ6 will help in the crunch, as will dual frontal airbags. Predictable handling with powerful ABS-assisted disc brakes, along with traction control combine for a competent primary safety package.OWNERS SAYDavid Jonas is the proud owner of an 1996 X-300. On the road he says there is no better highway cruiser for the money. Overtaking performance is breathtaking, cruising at the legal highway speed is effortless and you are cosseted in leather and wood. Equally, the Great Ocean Road poses no challenges as this car corners on rails, and in most cases you simply catch up with the traffic. It is at home in city traffic as well, and to put it simply, it’s a great car that is difficult to match with any other band that is on the market today. He also says it hasn’t been expensive to service. During the 100,000 kilometres he’s owned it it’s required a set of spark plugs, two sets of disc pads, one ignition coil, batteries in remote controls, one exhaust manifold, one set of tyres, and oil and filters every 10,000 km.Dr Matthew Starr has had his 1995 X-300 3.2-litre Sport for nearly five years and it's done just over 91,000 km. He says it’s a terrific car, very stable, solid, comfortable, well made, and reliable. The engine is very torquey and the only irritating thing he has had to have redone was the felt internal roof lining that sagged. He would recommend this model to anyone as they are superb value for money nowadays.LOOK FOR• elegant sporty styling• smooth performance from base six cylinder engines• exhilarating punch of supercharged XJR• slightly cramped interior for size• high fuel consumption, particularly the V12• precise handling and smooth rideTHE BOTTOM LINEClassy cat looks good, feels good, goes good, but is a large car and will cost plenty at the pump.RATING65/100

There’s always a risk when revisiting the past that you won’t be able to recreate what you once adored. When it comes to cars the risk is even greater, and when you’re Jaguar and you’re trying to evoke memories of a great 1960s classic the risk is beyond imagination.That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar’s great sporting tradition in the 1960s.The Mark II is one of the great Jaguars. It was the model that really transported the company from a maker of great sports cars to one capable of going beyond the mould and making great sedans.With Jaguar’s lusty double overhead camshaft six-cylinder engine purring under its sleek bonnet, a racy four-speed manual gearbox, independent suspension and disc brakes, the Mark II stood head and shoulders above the ’60s crowd.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn’t possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II Jaguar created an expectation that it would.Its reception was luke warm, particularly when compared to great cars like BMW’s 5-Series or Benz’s E-Class, and there were lots of scribes ready to put it down if it showed even the most minor weakness.A major part of the problem was the decline of the British motor industry since the great days of the 1950s and ‘60s when it was a world leader in automotive technology. By the 1990s it was a mere shadow of its former self, barely existing, and Jaguar was by then owned by Ford.With all of that baggage the S-Type faced an uphill battle to convince the sceptics it was worthy of considering alongside the new prestige heavyweights.MODEL WATCHThe S-Type was clearly an attempt to snare more of the prestige market than Jaguar then had with the bigger XJ sedan. It was designed to compete with the likes of the BMW 5-Series and Mercedes-Benz E-Class in the compact prestige segment.Its styling recalled the Mark II and the later S-Type of the 1960s. It was classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump.The headlamps, and adjacent driving lamps, screamed Mark II, the only thing missing was the famous ‘leaper’ bonnet mascot.If there was a criticism it was that the styling made the S-Type appear heavy. The large panels, and the relatively small glass area combined to make it look heavy when compared to the likes of its BMW and Benz rivals.Inside, it felt a little claustrophobic and sombre. The dash, with an appropriate dash of woodgrain, was tall and bluff, which made the Jaguar’s cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, there were all the appropriate features like air-conditioning, CD sound, cruise along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. While it was nice to think it might be a reincarnation of the old timer, the modern S-Type had to be a very competent road car to hold its own with the other great cars that were then in the market.Power was provided by a choice of V6 or V8 engines. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179 kW at 6800 revs and 300 Nm at 4100 revs.The alternative V8 was a smooth and zesty 4.0-litre double overhead cam unit with 209 kW at 6100 revs and 380 Nm at 4100 revs.Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and this featured Jaguar’s unique, but rather clunky ‘J-gate’ shift that was basically a second gate that ran parallel with the main shift gate and allowed you to shift manually.While the shift was reasonably effective, it really couldn’t compare with the simpler and more efficient manual shift functions offered by its rivals.There was also a five-speed manual gearbox, but that was only offered on the Sport models.Like all great sporting cars the S-Type drive was directed to the rear wheels.The suspension was independent front and rear, and the handling was nicely balanced and secure when pressed on a challenging road.It’s times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability. Of course the addition of ABS added to the S-Type’s dynamic safety.As a prestige car should the S-Type was packed with plenty of features. Apart from the air-conditioning and sound system already mentioned the V6 came standard with alarm, immobiliser, adjustable steering column, power windows and mirrors, and trip computer.Step up to the V6 SE and you also got power steering adjustment, sunroof, sports steering wheel, power seats with memory, and front fog lamps.Take another step up to the Sport V6 and you lost the SE’s sunroof, but you got adjustable shocks for a sportier driving experience.IN THE SHOPEarly cars had troubles with the power steering hoses blowing, but this was supposedly fixed soon after the S-Type was launched here. V8s were more prone to the problem than was the V6.Jaguars tend to be bought by Jaguar enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Still, it’s important to check the service record to confirm a caring owner as some cars are bought purely for the prestige and are moved on before problems develop.Check carefully for the telltale signs of crash damage, from ill-fitting panels, variable door gaps, mismatching paint.IN A CRASHWith dual airbags and side impact bags the S-Type has a full array of crash protection systems and you would expect them to perform well in a crash.The S-Type is too new to feature in the recent used car safety survey, too few were on the road, and involved in crashes, but they should be good in a crash.OWNERS SAYAnne Tootell always admired the classic Jags of the 1960s, the Mark I and II saloons and the E-Type sports car, but wasn’t a fan of the XJ6, so she was a natural candidate for the S-Type when it was launched. She owns a 1999 3.0-litre V6 and loves the ease of driving, dual climate control air-conditioning and exceptional economy when touring on the open road (less than 10 L/100 km). Her only criticism is that the BRG paintwork demands constant attention.LOOK FOR• retro styling evoking memories of past greats• Confined interior a little claustrophobic• Ford fittings a let down• powerful V6 and smooth V8 engines• clumsy manual shift ‘J-gate’ clumsyTHE BOTTOM LINESmooth classy prestige sedan a little too stuck in the past.RATING70/100

There's always a risk when revisiting the past that you won't be able to recreate what you once adored.  That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar's great sporting tradition in the 1960s.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn't possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II, Jaguar created an expectation that it would.MODEL WATCHThe S-Type was a classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump. The headlamps and adjacent driving lamps screamed "Mark II", the only thing missing being the famous leaper bonnet mascot. If there was a criticism it was that the large panels and the relatively small glass area combined to make it look heavy when compared with the likes of its BMW and Benz rivals. Inside it felt a little claustrophobic and sombre. The dash, with an appropriate finish of woodgrain, was tall and bluff, which made the Jaguar's cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, and there were all the appropriate features like air-conditioning, CD sound and cruise, along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. Power was provided by a choice of V6 or V8 plants. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179kW at 6800 revs and 300Nm at 4100 revs.The V8 was a smooth and zesty four-litre double overhead cam unit with 209kW at 6100 revs and 380Nm at 4100 revs.  Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and a five-speed manual gearbox, but that was only offered on the Sport models. As with all great sporting cars, the drive was directed to the rear wheels.Suspension was independent front and rear, and the handling was nicely balanced when pressed on a challenging road. It's times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability.Of course the addition of ABS added to the S-Type's dynamic safety.  The S-Type was packed with plenty of features including alarm, immobiliser, adjustable steering column, power windows and mirrors and a trip computer.IN THE SHOPEarly cars had troubles with the power steering hoses blowing. V8s were more prone to the problem than the V6.  Jaguars tend to be bought by enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Check carefully for signs of crash damage, such as ill-fitting panels, variable door gaps or mismatching paint.OWNER'S VIEWAnne Tootell owns a 1999 3.0-litre V6 and loves the ease of driving, the dual climate control airconditioning and exceptional economy when touring on the open road (less than 10L/100 km). Her only criticism is that the British Racing Green paintwork demands constant attention.Jaguar S-Type 99-02* Ford fittings are a let down* Confined interior a little claustrophobic* Powerful V6 and smooth V8 engines* Clumsy manual shift using J-gate* Retro styling evokes memories of past greatsRating14/20 Smooth classy prestige sedan a little too stuck in the past.

The year 1948 was a big one for the car industry. The war in Europe had ended in 1945 and European carmakers had turned their attention back to peacetime production.Three years on from the end of hostilities it was time to unveil the cars they’d been working on. Just about every car company had new and exciting models to tempt the taste buds of anyone who could afford them. Among the new models was a car with a brand new name: Jaguar.Before the war they were called SS, short for Swallow Sidecar, the name of the company producing them, but after the war that name was on the nose after Mister Hitler and his henchman had committed all sorts of atrocities against innocent people.A name change was called for and Jaguar was the one chosen. The XK120 was an all-new car, one that simply took your breath away. It was the first of a series of sports cars with the XK prefix that culminated in the sexiest of them all, the E-Type.Still today, 47 years after its spectacular launch at the Geneva Motor Show, the E-Type holds its allure with anyone who appreciates the automotive artform.MODEL WATCH Jaguars were the quintessential sports cars when sports cars were special and not dressed up family cars. The first Jaguar, the pre-war SS100 wasn’t a Jaguar as such, but it was a pure sports machine. With its long bonnet, stumpy tail and flowing guards it looked the part, but even more it had the performance to back up its sporty looks.The first post-war Jaguar was the XK120 and it took the world by storm. It retained the same classic proportions of the pre-war car, but had an all-enveloping body that blended the sweeping guards in with the overall body to create a beautiful car that still turns heads today.It also had the performance; the ‘120’ name signifying that it would do 120 mph, or 193 km/h, in 1948. The XK120 remains a classic for good reasons, but it was followed by other classics in the XK140 and XK150, before the E-Type arrived in a blaze of glory in 1961.If the Jaguar road cars became all-time classics for their looks and performance, their allure was increased by the exploits of the racing Jaguars that were so successful in sports car racing in the 1950s. The Le Mans-winning C-Type was a racing evolution of the road going XK120, but the D-Type was an all-new car that dominated Le Mans in the mid-‘50s.When it came to develop a replacement for the XK150 Jaguar blended the mechanics of the earlier XK sports models with the looks and construction of the D-Type. The main body was of monocoque construction similar to the D-Type’s, with front and rear subframes to carry the engine, gearbox and suspension at the front and the diff and rear suspension at the back.Low and sleek, with the classic long bonnet and short tail proportions that its predecessors had, the E-Type was beautiful in every sense of the word. Under the massive one-piece bonnet was a 3.8-litre double-overhead camshaft six-cylinder engine fed by triple SU carburetors and developing close to 200 kW.It was a development of the famous XK engine that helped Jaguar establish its high performance credentials. With heaps of torque from its long strike configuration it was both flexible and capable of propelling the low-slung sports car to very high speeds. The E-Type was capable of reaching 150 mph (250 km/h), which made it the perfect car in which to cross the continent at high speed.The first E-Type had a rather clunky Moss four-speed gearbox, which was one of the few criticisms of the early model. That was changed in 1964 for a Jaguar four-speed all-synchromesh gearbox, which was a much smoother shifting unit.The E-Type’s suspension was independent front and rear, a combination of upper and lower wishbones with front torsion bars and a roll bar, and the brakes were discs all round, a product of Jaguar’s racing experience and advanced for the day.On the road the E-Type could quite happily be driven quietly around town or it could just as happily be driven fast and furiously on the open road. The engine’s torque meant it would pull hard from low down in high gears and respond smoothly and willingly as the revs rose. Its handling was balanced and reassuring, but its braking initially left a little to be desired. The brakes were later improved and better matched the performance of the E-Type.The Series 2 came in 1966, but by then Jaguar had to bow to the safety demands of the US market, and there was the Series 3 V12 that came in 1971. There was also what is generally known as Series 1 ½. It’s not an official factory designation, but one that has been given to late Series 1 cars that had some of the Series 2 updates.Along the way the shape on the bonnet changed to allow more cooling air into the radiator for hotter climates than it had to endure in its homeland, the headlights sadly were uncovered and raised to suit American laws, and the tail lights were also changed. None of the changes improved on the original.The engine was enlarged to 4.2 litres in 1964, but without extra performance, the gearbox was changed to a Jaguar unit from the clunky old Moss ’box, the flat floor was altered with the addition of a depression for a footwell to give a more comfortable driving position.The E-Type was initially sold as a sleek coupe and a stunning convertible, but later the company bowed to the demand for a version that would accommodate more than the two of the original car and it produced the ugly duckling two-plus-two coupe from 1966. With a bulging roofline the 2-plus-2 lost the classic lines and proportions of the original cars and wasn’t as popular with enthusiasts.IN THE SHOP Start by checking the authenticity of the car as incorrect changes can have a dramatic effect on values. The engine is generally quite robust. They tended to use oil so a blue haze coming from the tailpipes is not unusual, as long it’s not a smoke screen. They can also suffer from head gasket issues.Like the engine the gearboxes usually give little trouble. The Moss gearbox was tough and reliable, but not generally well liked because of its poor shifting quality, and many cars will have been updated to the later all-synchromesh ’box. Check to make sure it goes into gear readily without baulking or clashing, which is likely to mean the synchros need replacing.Check the rear-end carefully for leaks from the diff and the inboard rear disc brakes. When driving listen intently for clunks and clinks that might signal a problem with universal joints, stub axle splines or bottom pivots. Any directional instability or wallowing when cornering briskly is likely to be caused by wear in the Metalistik bushes between the body and the rear subframe.Rust can also be a problem, as it with most old cars. Check the doors, sills, floors and the bonnet. The bonnet is also prone to the odd accidental knock that can knock it out of alignment.IN A CRASH The E-Type was born before the perceived need for passive safety. It was the product of a time it was thought that handling, braking and engine performance were enough to extract you from a tricky situation.Its handling was impeccable, it generally braked well, and its engine gave it the zip to power out of trouble. Sadly those things are no longer considered enough and cars are only thought safe if they have airbags and ABS, none of which the E-Type had.AT THE PUMP With three SU carburetors feeding the Jaguar’s big six the E-Type could not be described as economical. It was conceived in a time when petrol was cheap and there was no indication supplies would one day run out. Still, driven with a deft touch on the right pedal the E-Type would do 20 mpg (14 L/100 km).LOOK FOR • Classically elegant looks• Thrust of six-cylinder engine• Comfortable long distance cruising• Great handling• Powerful brakingTHE BOTTOM LINE One of the all-time great cars still turns heads almost 50 years since it was launched.RATING 85/100