1961 - 1967 Jaguar XK-E Series | Roadster
Provided by Hemmings

High: $55,000
Average: $37,500
Low: $15,000
Note: Add 10-15 % for early "flat-floor" roadsters

It burst upon the automotive world in April 1961 like a megaton-explosion. The first ads for the new Jaguar XK-E showed a stunning red coupe and not much else, but not much else needed to be said. If ever a design spoke for itself it was this sleek and sensual new cat from Coventry. Today, in the eyes of most collectors, the XK-E looks better than ever and they're willing to pay the price to prove their convictions.

Like the XK-120 before it, here was a Jaguar road car that looked like a racing car and, indeed, with the right tires, the new E could nudge past the magic 150-mph mark. On its great style alone it was expected to have an enthusiastic reception. Coupled with the Le Mans-winning 3.8-liter dohc six-cylinder engine, four-wheel disc brakes, all independent suspension and other racing-type features derived from the all-conquering D-Types (and bearing more than a passing resemblance to these beautiful sports racers), the new Jaguar could deliver the goods under the hood as well.

Advanced thinking showed everywhere including the car's construction, with a multi-tube-frame monocoque body very much like an airplane fuselage contributing light weight and great strength.

But there were some teething problems -not wholly unexpected with a car that was such a departure from conventional practice. The so-called "flat floor" cars, which are the earliest examples of the E, had cramped passenger space. This was corrected in early 1962, but for some reason known only in the minds of collectors the "flat floor" cars now carry a premium. If you find one with a flat floor and outside hood latches, you've really got a car that is desirable to Jag enthusiasts because the "outside latch" cars are the very earliest E-Types!

For most XK-E fans, the Series I cars like the one shown here are the most desirable from a styling point of view. They are the "purest" design, with the slick covered headlights, the nicely integrated taillamps and the delicate rear bumper. Some might argue that the 1964-'67 cars with the 4.2-liter engine and all-synchro gearbox are the better cars to drive, but in terms of sheer power development the '61-63 Es can more than hold their own with their younger brothers.

While early E-Types might be considered costly to buy in good restored condition, bear in mind that they can cost the earth to restore from a rough car and perhaps eventually cost more in the end than a good one right out of an ad in Hemmings. Basically, nothing is cheap to fix or replace on an XK-E, so buy the best one your checkbook will allow.

Among the warning signs to watch for is low oil pressure when warm; overheating (they tend to run warm, anyway); poor hood, door and trunk lid fit (possible accident damage); signs of laying-on of bondo by the plastic surgeons, especially in the rockers and the rear fender arches; uneven tire wear and/or "crab-track" attitude on road (damaged chassis, and a bear to fix correctly); really poor synchros in the tranny and/or excessive gear noise (the early Moss gearboxes didn't have wonderful synchros to start with) and tired/incorrect interiors, because they cost mucho moola to put right.

The old saying is that finding and owning a good Jaguar can be one of the joys of a collector's life but owning and maintaining a bad one can be a nightmare, but that holds true for most all exotic or semi-exotic cars. It's in their nature, but a well-sorted E will display far less temperament than many of its more costly European rivals. And you'll have the satisfaction of owning what the late Henry N. Manney called in his Road & Track road test, "The greatest crumpet-catcher known to man."