Vehicle Description
Twelve cylinders. The new 60-degree, all-aluminum SOHC V-12 had its
roots in the planned mid-1960s DOHC racing engine that powered the
stillborn XJ13. The production version used a 90 x 70-mm bore and
stroke and displaced 5,343-cc/326-cu.in. It had a forged-steel
three-plane crankshaft with seven main bearings and wet cylinder
liners, and in original form, a 9.1:1 compression ratio. Four
emissions-ready one-barrel Zenith-Stromberg 175 CD 2SE carburetors
supplied the copious amount of fuel demanded, and its new Lucas
OPUS electronic ignition system was derived from Formula 1 racing
practice. Output was a DIN-rated 272 hp (net, 244 hp) at 5,850 rpm
and 304-lb-ft (283-lb-ft) of torque at 3,600 rpm.
In the automotive numbers game, that's very nearly top of the pops,
a Classic-era throwback that blends smoothness, performance, and
prestige in equal measures. Jaguar had long been famed for its
sophisticated XK twin-cam straight-six engines, but as the 1970s
approached with new emissions regulations, the limitations of that
cast-iron unit prompted the automaker's engineers to create
something entirely new. The aluminum Jaguar V-12 would effortlessly
make as much power as the race-spec six while weighing just 80
pounds more and fitting into the same space. The E-type would be
its first, and most sporting, home. The third series of this
model-still called "XKE" by the company's U.S. marketing arm
-represented a sea change for its maker. At its most basic level,
it was a beautiful container for the jewel-like V-12 under its long
hood. That engine not only kept the E-type competitive in the face
of ever-increasing pollution controls, it gave Jaguar a cylinder
count matched only by Ferrari and Lamborghini, and would power the
automaker's forthcoming flagship luxury sedan, the XJ12.
A Borg-Warner Model 12 automatic was available for the first time
in the E-type Open Two-Seater (OTS, aka roadster), and power
steering was standard, for a special reason: It now shared the
2+2's 9-inch-longer wheelbase, and the traditional two-seat
Fixed-Head Coupe was no longer available. The roadster and 2+2
featured tracks 4� inches wider in front and nearly 3 inches wider
in the rear. In addition to the longer sills and doors that the
roadster received, both it and the 2+2 got lower floor pans that
improved legroom.
Setting the 1971 Series III apart from earlier E-types were a
larger front air intake capped with an egg-crate grille, a steeper
windshield with two wipers, demure fender arch flares over 15 x
6-inch chromed steel or available 72-spoke wire wheels, ventilation
grilles in the 2+2's hatch and the roadster's optional fiberglass
hardtop, and four exhaust tips making a dramatic exit in the rear.
The slender bumpers sported chrome overriders with small rubber
tips. Inside, a smaller 15-inch steering wheel added thigh room,
and seats were upholstered in perforated leather, with Ambla vinyl
side and back trim. Air conditioning was a pricey option at $482,
but prospective owners were spoiled for choice with between 12 and
15 paint colors on offer, and up to 13 interior colors.
The 2+2 was built in 10 times the volume of the roadster for 1971:
3,406 to 340. But production was more equal for 1972 (1,994 to
1,711), when running changes included redesigned heater and choke
controls, new fresh air vents, a seatbelt warning system, and a
thermal vacuum system for emissions control; 2+2s received fixed
rear seatbacks.
For '73, a revised rack-and-pinion steering system debuted, along
with an updated version of the automatic transmission, and rear
brake air scoops; hoop-style metal front over riders with
collapsible rubber inserts were added. Changing emissions demands
led to a drop in compression ratio from 9.1:1 to 7.8:1. OTS
production outstripped the 2+2 at 3,165 to 1,521, and this would be
the solid-roof E-type's last model year.
January 1974 marked the highest E-type production month ever, with
480 roadsters built. All wore large, reinforced hydrocarbon rubber
front and rear bumper over riders, but with this modification came
two fewer exhaust tips. Ensuring the car went out with a bang, the
Group 44 and Huffaker racing teams drove British Leyland-sponsored
V-12 roadsters to divisional championships in SCCA B Production
racing.
*Total production of the Series III 1S20001 - 1S26120:
*LHD Open Two Seaters (6,120)
The last Open Two-Seater was assembled in September 1974 and given
to the Jaguar-Daimler Heritage Trust Museum in Coventry. More than
70-percent of the V-12 E-types built were sold in America, which
embraced the car's new, refined grand-touring character and could
better accept its 14 to 18 average mile-per-gallon thirst. Our
market loves this British automaker's wares, as the populous Jaguar
Clubs of North America (jcna.com) organization and multiple parts
vendors and specialist repair/restoration shops confirm. There are
many E-type experts who can help you evaluate, purchase, maintain,
and enjoy a Series III of your own.
While V-12 E-types have traditionally lagged behind the early 3.8-
and 4.2-liter cars in desirability and value, they're no longer
inexpensive. That said, the Series III still represents a major
bargain compared to other 12-cylinder sports and GT cars.
The 1974 model year marked the end of an era for Jaguar, as it was
the final production year for the E-Type, one of Jaguar's most
celebrated post-war models. Throughout its transition from the
Series I 3.8-liter inline-six to the Series III powered by a
5.3-liter V-12, the E-Type had remained an icon of British
engineering and design. Over the E-Type's 13 years of production,
it had evolved into a comfortable grand tourer, and the V-12 cars
were the pinnacle of that evolution. The addition of a V-12 engine
over the earlier straight-six meant an increase in available power.
Other mechanical changes included a new suspension and wider track.
The roadster also adapted the longer wheelbase of the outgoing 2+2
coupe, providing for slightly more interior room.
Twelve-cylinder E-Types are praised by enthusiasts for the power
and torque provided by their engines, and they are excellent
long-distance drivers. This Series III E-Type Roadster is finished
in a highly attractive color scheme of Regency Red over a Biscuit
Tan leather interior, and it represents excellent value for the
price, as it combines one of the 20th century's best automotive
designs with the sense of occasion only a V-12-powered Roadster can
provide.
This is a absolute stunning example of a 1974 Jaguar Series III
OTS/Roadster finished in Silver with Black leather interior and
Black vinyl top. The Numbers Matching V12 is mated to a three speed
automatic transmission and has only traveled 55,452 miles from new
in the last 49 years. This is a factory Air Conditioning car and
has the 72 spoke wire wheels with matching spare and jack. The
paint on the car is fantastic with a very deep shine and a mirror
like finish. All of the chrome trim and bright work is in amazing
condition as well. This is a investment grade 1974 Jaguar series
III Roadster with that will continue climb in value.
Call 314-346-6039 to purchase or with any questions
314-346-6039
