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Jaguar Lightweight E-Type
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Jaguar Lightweight E-type unveiled
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17th August, 2014
- Jaguar Land Rover Special Operations has unveiled its ‘new’ Lightweight E-type – hand-built by highly skilled Jaguar
craftsmen in a new facility at Browns Lane (England)
- The new Lightweight E-type is the first 'remake' to come from Jaguar Heritage, which operates within the Jaguar Land
Rover Special Operations division
- Just six customer Lightweight E-types will be built – each assigned one of the remaining chassis numbers originally
allocated in 1963 to the intended 18-car 'Special GT E-type' project, of which just 12 were built
- The new Jaguar Heritage customer workshop facility at Browns Lane is now open to offer Jaguar warrantied servicing
and restoration of classic Jaguar models
- In remaking the Lightweight, Jaguar Heritage has drawn on Jaguar's unique engineering and design resources, including
the company's world-leading aluminium body technology
- The specification includes an aluminium body shell with doors, boot lid, hard top and bonnet also in aluminium, and
is assembled to exacting standards
- The six-cylinder XK engine mirrors the original power units, with an aluminium block, 'wide angle' aluminium cylinder
head and dry sump lubrication
- The cars will be sold as period competition vehicles and all will be suitable for FIA homologation for historic motor
sport purposes
- Only 12 of the original Lightweight E-types were built, all but one leaving Jaguar's Browns Lane competitions
department in 1963 (the last car was delivered in 1964)
- A prototype Lightweight – ‘Car Zero’ – has been completed and was revealed at the opening reception to the Pebble
Beach Automotive week-end in USA, one of the world’s most prestigious classic car event
“Special Operations’ remit is to indulge our most discerning and enthusiastic customers’ passion for our cars –
including those from our past. This is why our Jaguar Heritage division exists, and why the new Lightweight E-type is
such an incredibly exciting project.”
“The E-type is an iconic car, and the Lightweight E-type the most desirable of all. To be able to complete the
intended production run of 18, some 50 years after the last Lightweight was completed, was an opportunity we couldn’t
miss.” said John Edwards, Managing Director, Jaguar Land Rover Special Operations.
So Jaguar has now revealed the prototype of its ‘new’ Lightweight E-type – a further six of which will be built and
sold.
Jaguar announced in May 2014 that it would make
six new
Lightweights, each built by Jaguar Heritage, part of Jaguar Land Rover’s new Special Operations division.
Each of the six cars will be built to a specification originated from the last Lightweight E-type produced in 1964
and will be hand-crafted at the original home of the E-type, Jaguar’s Browns Lane plant in Coventry, England.
The cars will be sold as period competition vehicles and all will be suitable for FIA homologation for historic motor
sport purposes.
The new cars are the 'missing' six vehicles from the 'Special GT E-type' project, which originally started in February
1963 with the objective of building 18 cars. Only 12 of the aluminium-bodied Lightweight E-types were eventually built
and the remaining six designated chassis numbers having lain dormant, until now. The six new cars will carry those
original, historic Lightweight E-type chassis numbers.
A race winner in the hands of a variety of famous drivers during its short competitive career, the car has achieved
worldwide fame and original examples are now valued in the many millions. In reproducing the Lightweight E-type, Jaguar
Heritage has been able to call on the superlative skills and experience of many talented engineers and technicians
already working in a variety of departments within Jaguar.
All, when offered the chance to assist with this unique project, leapt at the opportunity. Some even have an indirect
link with the E-type when it was new: one master technician calculated that his family – including his grandparents, his
father and his uncle – had a collective 170 years' service at Jaguar stretching back to the early 1960s.
The expertise and attention brought to bear on this project is staggering, with the full resources of Jaguar being
applied to ensure that the six new Lightweights will not only be authentic, but will also be built to the highest
quality standards.
So the six chosen customers will each receive the rarest of things – a brand new Lightweight E-type, hand-built at
Browns Lane and just as desirable as one of the originals.
“Operating from a brand new workshop at Browns Lane – now open for the restoration and servicing of customer cars –
the building of six new, meticulously crafted Lightweight E-type period competition cars by Jaguar Heritage is testament
to the unique skills within the team. To know those same skills can also be utilised to the benefit of existing classic
Jaguar owners means this is a very exciting time for Jaguar Heritage.” said Derek Weale, Director, Jaguar Heritage
Business.
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ENGINEERING
The bodyshell
The core component of the Lightweight E-type is its aluminium body shell. This material replaced the steel of the
production E-type in the quest to shed weight – some 114kg (205lb) were saved compared with the standard car.
Despite the 50-year gap, the aluminium build of the six new Lightweights gives them an immediate affinity with the
current Jaguar range, the F-TYPE and XJ models being built to exacting standards with aluminium bodies for exactly the
same reason. In fact, Jaguar is now the world's leading manufacturer of aluminium-bodied cars and the company has
unrivalled experience in the relatively new field of applying aluminium technology to volume production cars.
So when tasked with the job of reproducing the Lightweight E-type's aluminium body, today's Jaguar engineers could
relate at once to what their predecessors had achieved 50 years before. However, despite the enormous advances in
technology since the early 1960s, the decision was taken not to incorporate modern materials or fixing methods. While
high-strength aluminium alloys and bonded structures would have been invisible, they would not have been true to the
original design – and nor would they have conformed to the FIA’s homologation requirements for historic racing.
Instead, today's advanced technology was deployed to ensure the highest quality and most faithful rendition of the
Lightweight E-type's open two-seater body components. Using state-of-the-art scanning technology, the inner and outer
surfaces of a Lightweight body shell were digitally mapped.
The resulting massively detailed scan, which recorded dimensions and shape down to a fraction of a millimetre, was
then assessed by Jaguar's technicians to validate how the body was assembled back in the 1960s, how consistent the
structure was side-to-side, and how it could be engineered today to produce the highest quality result for the
Lightweight E-type project.
As this digital capturing process gave Jaguar's engineers complete control over the Lightweight E-type body's 230
individual components, their shapes could then be optimised before the data was sent to the tool room at Jaguar's
Whitley engineering centre. Even panels which are unseen within the structure have been faithfully reproduced. To
ensure absolute symmetry, one side of the scanned body was used as the datum, this being 'flipped' to produce an
identical condition on the opposite side.
Additionally, before being signed-off, the outer ‘A-surface’ CAD scan was transferred to Jaguar's design department
where the surface geometry was finalised. All this work ensured that the tooling from which the majority of the new body
parts are produced is as accurate as possible.
Approximately 75 per cent of the panels are made in-house at Whitley, just a few very large pressings being supplied
by external specialists using Jaguar-designed tooling. The grades of aluminium used for both the under-structure and
surface panels are almost identical in mechanical properties to those used for the original 1963 Lightweight E-types. The
body is completed to original Lightweight E-type Chassis no. 12 condition, by which time Jaguar had added some additional
strengthening in key areas of the body shell. The aluminium body is then completed by the addition of an aluminium
bonnet, doors and boot lid. As with the original cars, an aluminium hard top is standard.
The development of the body-in-white tooling was undertaken by the same department that builds all Jaguar Land Rover
prototype vehicles, so the expertise applied to the project was world-class. The build process and assembly procedures
were initially proved out on Car Zero; this is effectively an engineering prototype and will not carry one of the six
Lightweight chassis numbers.
For the Lightweight E-type project, Jaguar's engineers made a 'grey book' of the type used during the development of
new production Jaguars. This internal document sets out the required quality standards in terms of body shell
fit-and-finish and ensures a consistency of build quality for all six new Lightweight E-types.
A roll-over cage is fitted as standard, and the body includes mounting points for a detachable front extension which
is available as an extra. The cars are built in a form suitable for FIA homologation for historic motor sport purposes
(see full specification).
The engine and drivetrain
The Lightweight E-type was powered by a highly developed version of Jaguar's straight-six XK engine which, with its
chain-driven twin overhead camshafts and aluminium head with hemispherical combustion chambers, remained highly advanced
in 1963 even though it had first been seen in the XK 120 as far back as 1948.
It was this engine that had powered the C- and D-types to five Le Mans victories in the 1950s, and the unit developed
for the Lightweight E-type is based on the 3,868cc (236 cu in) engine which, in the D-type, had won Le Mans in 1957. A
similar big valve 'wide angle' cylinder head is used, but in place of the D-type's cast iron block, Jaguar introduced an
aluminium block for the Lightweight E-type which substantially reduced the amount of weight over the front wheels. This
also features in the present-day car, with pressed-in steel liners.
Another major feature transferred from the D-type is the dry sump lubrication system. This uses a scavenge pump to
collect oil from the sump and return it to a separate oil tank in the underbonnet area. This eliminates oil surge during
fast cornering and consequent risk of damage to the engine's bearings, and also allows a greater quantity of oil to be
carried.
The compression ratio is 10:1 and today's car is supplied with three 45DCO3 Weber carburettors. These were homologated
by Jaguar for the Lightweight E-type in addition to a Lucas mechanical fuel injection system – which is being offered to
customers as an option (as is fitted to Car Zero). The exhaust manifold is a steel fabrication and leads the exhaust
gasses into twin pipes which take them through a centre silencer box to the rear of the car, where the exhaust system
ends in twin polished tail pipes.
Whether carburettors or fuel injection is specified, brake horsepower is well over 300, and with torque in the region
of 280lb ft at 4,500 rpm, the car is endowed with rapid acceleration from comparatively low engine revs – a traditional
feature of Jaguar racing engines.
A 12 volt negative earth electrical system is used, and the engine benefits from a modern inertia-type starter motor.
The water and oil radiators are in aluminium alloy, there is an aluminium expansion tank for the coolant, and the fuel
tank is mesh-filled for safety.
The power is transferred to the road via a lightweight, low inertia flywheel, a single-plate clutch and a Jaguar
close-ratio, manual four-speed all-synchromesh gearbox as used by the Lightweight E-type in period. A variety of final
drive ratios are available, all with the Powr-Lok limited-slip differential, but a 3.31:1 ratio is supplied as
standard.
Suspension, steering and brakes
The twin wishbone front suspension and independent wide-based wishbone rear suspension (where the drive-shaft serves
as the upper link) are set-up according to period racing practice, with uprated shock absorbers controlling the torsion
bar springs (front) and the four coil springs (rear).
The steering is the excellent standard E-type rack-and-pinion, with a traditional wood-rim wheel for the driver.
Larger (12.25in) brake discs are fitted at the front, with the rear brakes being standard E-type. No servo is fitted.
The 15in diameter wheels are period type in the correct 'perforated' style, and like the originals are cast in
magnesium alloy. Rim width is 7in front, 8in rear. Dunlop racing tyres are fitted, 6.00 section front, 6.50 section rear,
both in CR65 compound.
Final assembly
The monocoque body shell is built at Whitley where it is matched to its tubular engine sub-frame – which is stiffened
with gussets as for the original Lightweight – and then shipped to Jaguar's Gaydon facility for painting. From there it
is then taken to Jaguar Heritage at Browns Lane where the car is built up with powertrain, suspension, brakes, steering,
electrical items, instrument panel and soft trim.
This process takes place in a dedicated area close to where the original Lightweight E-types were assembled in
1963/64, and the work is undertaken by highly skilled technicians used to assembling extremely complex JLR prototypes.
It is at this stage that personal consultation with the customer dictates the final specification for each individual
car – no two of which are expected to be identical.
Car Zero underwent a 15-day shake-down period at Jaguar Land Rover's test facility at Gaydon to prove the car's
dynamics and establish optimum suspension settings. This involved Mike Cross, Jaguar's Chief Engineer, Vehicle Integrity.
Jaguar's engineers even established a 'design verification plan' for the car, just as they would do for an entirely new
model. Each of the six new Lightweights will go through shake-down tests to ensure that they meet the required standards
in terms of braking, handling and steering.
“In our contemporary Jaguar sports cars our aim is always to achieve an immediacy of response to all driver inputs
– and the goal with Lightweight E-type was the same. For me, its response to steering, brake and throttle inputs – along
with the terrific noise it creates – is what makes it such an engaging machine from the driver’s seat.” said Mike
Cross, Chief Engineer, Vehicle Integrity, Jaguar.
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Design
Jaguar's Advanced Design Studio has been involved in the project from an early stage, charged with arriving at the
appropriate level of trim for the new car, together with selecting the materials used and the nature and colour of
finishes.
“With the Lightweight E-type, our focus as a design team has been to ensure justice was done to the original work
of Sir William Lyons and Malcolm Sayer. Meticulous attention to detail has been everything to us in re-creating this car,
just as it is in our contemporary Jaguars. I believe the result is a new Lightweight E-type that is as stunning now as
the originals would have been when they were new.” said Ian Callum, Director of Design, Jaguar.
Connolly leather is used, supplied by Jonathan Connolly with hides produced to the same specification as those used by
Jaguar in the 1960s. This leather is used to trim the competition-type aluminium bucket seat base. The centre console
covering is also leather, and there is a choice of seven trim colours.
As befits a thoroughbred GT car where weight saving in all areas is demanded, interior trim is minimal. However, the
customer can opt for a more fully-trimmed car and the Jaguar team can devise bespoke trim packages. This may include door
cards, headliner for the hardtop, removable custom saddle-leather floor mats, and a cover for the transmission tunnel.
Much of Car Zero's interior – floorpan, sills, rear areas – have intentionally been left unpainted, to emphasise the
car's aluminium bodywork.
The studio has selected a palette of six 'heritage' paint colours recommended for the exterior: Carmine red,
opalescent grey metallic, silver metallic, opalescent blue metallic, British racing green and Old English white. However,
various colour and trim alternatives are available, as each car is built to the personal specification of each individual
customer, who can discuss options with Jaguar's Director of Design, Ian Callum, in person.
In celebration of the new Lightweight E-types, Jaguar has also furthered its relationship with the Bremont Watch
Company. Bremont will make six bespoke ‘E-type’ watches, each of which will be offered to customers of the six new
Lightweight E-types.
About the Jaguar Lightweight E-Type:
- The E-type was produced between 1961 and 1975. Just over 72,500 were made.
- The Lightweight E-types were built in 1963 (one car being delivered in 1964) by Jaguar’s competition department.
Twelve complete cars were built in total – 11 are believed to survive today.
- The Lightweights were homologated for GT competition by being designated a 'standard' roadster E-type fitted with
a number of options. Those options varied from car to car, but the main modifications included all-aluminium monocoque
and aluminium body panels, aluminium-block, wide-angle head, dry-sumped 3.8-litre XK engine with fuel injection, and
aluminium hardtop. All chassis numbers carried an 'S' prefix.
- The Lightweight E-types were raced in period by drivers such as Graham Hill, Jackie Stewart, Roy Salvadori and
Briggs Cunningham. Today the remaining Lightweights are regular front-runners in the historic motor sport scene.
- Jaguar Land Rover’s newly organised Special Operations team will focus on delivering unique vehicles, bespoke
commissions, heritage products and branded goods.
- The new Lightweight E-type is the first reproduction to come from Jaguar Heritage, which operates within the
Jaguar Land Rover Special Operations division.
- The new Jaguar Heritage workshop at the historic Browns Lane site in Coventry will offer Jaguar warrantied
servicing and restoration of the company’s classic models. Customers can contact the workshop on:
+44 (0)203 6011544.
LIGHTWEIGHT E-TYPE SPECIFICATION*
Engine System
Engine: Aluminium six-cylinder block, wide-angle cylinder head, dry sump
lubrication, lightweight low-inertia flywheel
Displacement: 3,868cc (236.0 cu in)
Bore/Stroke: 88.0mm/106.0mm (3.46in/4.17in)
Valvetrain: 2 valves per cylinder, DOHC
Compression ratio: 10:1
Carburettors: Triple 45DCO3 Weber
Injection (optional): Lucas mechanical, 158.7mm (6.25in) butterfly trumpets
Crankshaft: Steel with steel H-section con rods
Power: 253.5kW (340hp) @ 6,500rpm
Torque: 380Nm (280lbs ft) @ 4,500rpm
Fuel tank: Mesh-filled 64-litre (14-gallon) capacity
Fuel pump: Standard E-type
Transmission and Driveline
Transmission: Jaguar 4-speed all-synchro close-ratio gearbox
Final drive casing: Cast iron, Powr-Lok limited slip differential, axle ratio 3.31:1
Gearbox oil: Castrol
Clutch: Single dry plate
Suspension and Steering
Front: Double wishbone, LWE torsion bars, uprated anti-roll bar
Rear: Jaguar independent rear suspension lower wishbones/driveshaft links, radius arms,
anti-roll bar (C/O Standard E-type rear springs with uprated damper assemblies)
Steering: Standard E-type rack-and-pinion, adjustable steering column
Brakes
Brake discs (front): 305mm (12in) Dia
Brake discs (rear): 286mm (11.25in) Dia
Handbrake: Production E-type
Wheels and Tyres
Magnesium disc
wheels: Front: 15in x 7.0J, Rear 15in x 8.0J
Tyres: Dunlop (Front - 6.00L15 CR65, Rear – 6.50L15 CR65)
Electrical
Battery: 12v - 62 amp / hour
System: 12v negative-earth
Lighting: Tungsten headlamps and standard rear tail-lamps
Ignition: Electronic
Instruments: Smiths Industries
Generator: Production E-type
Starter: Production E-type
Control Box: Production E-type
Wiper motor and blades: Production E-type
Exhaust and Cooling
Exhaust: Fabricated steel manifold, steel exhaust system with centre silencer box and twin polished tail pipes
Cooling: Aluminium E-type radiator, aluminium expansion header tank, engine oil cooler, oil sump tank
Overview
Length: 4,453mm (175.3in)
Width: 1,700mm (66.9in)
Height: 1,181mm (46.5in)
Weight: 1,000kg (2204.6lbs)
Wheelbase: 2,440mm (96.1 in)
Front Track: 1,270mm (50.0in)
Rear Track: 1,397mm (55.0 in)
BODY TRIM & HARDWARE
Body in white & closures
Aluminium monocoque with stiffened front sub-frame for race engines above 300bhp
Riveted and welded aluminium construction
Aluminium body closures (bonnet/doors/boot lid)
Aluminium detachable hard top roof
21 louvre bonnet air intakes
Black powder-coated roll cage
Front brake cooling ducts integrated with bonnet structure
Exterior trim
Side bonnet-release handles
‘Long range’ aluminium quick release fuel cap
Body colour cabin ventilation air intakes
Protective car cover (non-waterproof)
Centre bonnet catch
Oval door mirror upgrade
Interior Trim
Aluminium bucket seats with increased backrest angle and padded cushions
Rear-view mirror
Leather selection from Connolly palette
Wood-rimmed steering wheel
Aluminium gear knob and standard hand brake
Machined metal toggle and push button starter
Five-point seat belt
Black instrument panel with glove box
Bonnet and boot stands
Glass house
Clear laminated front screen
Perspex side windows and rear screen
Manual slide side windows
NOTE: specifications are manufacturer’s estimates, subject to change according to customer specification.
E&OE.
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