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Krak des Chevaliers, NW Syria
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Krak des Chevaliers is a Crusader castle in Syria and one of the most important preserved medieval castles in the world. The site was first inhabited in the 11th century by a settlement of Kurds; as a result it was known as Hisn al Akrad, meaning the "Castle of the Kurds". In 1142 it was given by Raymond II, Count of Tripoli, to the Knights Hospitaller. It remained in their possession until it fell in 1271. It became known as Crac de l’Ospital; the name Krak des Chevaliers was coined in the 19th century.
The Hospitallers began rebuilding the castle in the 1140s and were finished by 1170 when an earthquake damaged the castle. The order controlled a number of castles along the border of the County of Tripoli, a state founded after the First Crusade. Krak des Chevaliers was amongst the most important and acted as a centre of administration as well as a military base. After a second phase of building was undertaken in the 13th century, Krak des Chevaliers became a concentric castle. This phase created the outer wall and gave the castle its current appearance. The first half of the century has been described as Krak des Chevaliers’ "golden age". At its peak, Krak des Chevaliers housed a garrison of around 2,000. Such a large garrison allowed the Hospitallers to extract tribute from a wide area. From the 1250s the fortunes of the Knights Hospitaller took a turn for the worse and in 1271 Krak des Chevaliers was captured by the Mamluk Sultan Baibars after a siege lasting 36 days.
Renewed interest in Crusader castles in the 19th century led to the investigation of Krak des Chevaliers, and architectural plans were drawn up. In the late 19th or early 20th century a settlement had been created within the castle, causing damage to its fabric. The 500 inhabitants were moved in 1933 and the castle was given over to the French state, under which a programme of clearing and restoration was carried out. When Syria declared independence in 1946, the castle left French control. Krak des Chevaliers is located approximately 40 kilometres (25 mi) west of the city of Homs, close to the border of Lebanon, and is administratively part of the Homs Governorate. Since 2006, the castles of Krak des Chevaliers and Qal’at Salah El-Din have been recognised by UNESCO as a World Heritage Site.
The modern Arabic name for the castle is Qalaat el Hosn, which translates as "stronghold castle"; this derives from the name of an earlier fortification on the site called Hisn el Akrad, meaning stronghold of the Kurds.It was called by the Franks Le Crat and then by a confusion with karak (fortress), Le Crac. Crat was probably the Frankish version of Akrad, the word for Kurds. After the Knights Hospitaller took control of the castle, it became known as Crac de l’Ospital; the name Crac des Chevaliers (alternatively spelt Krak des Chevaliers) was introduced by Guillaume Rey in the 19th century.
Location
The castle sits atop a 650-metre (2,130 ft) high hill east of Tartus, Syria, in the Homs Gap.[5] On the other side of the gap, 27 kilometres (17 mi) away, was the 12th-century Gibelacar Castle. The route through the strategically important Homs Gap connects the cities of Tripoli and Homs. To the north of the castle lies the Jebel Ansariyah, and to the south Lebanon. The surrounding area is fertile, benefiting from streams and abundant rainfall.
Compared to the Kingdom of Jerusalem, the other Crusader states had less land suitable for farming; however, the limestone peaks of Tripoli were well-suited to defensive sites.
Property in the County of Tripoli granted to the Knights Templar in the 1140s included the Castle of the Kurds, the towns of Rafanea and Montferrand, and the Buqai’ah plain separating Homs and Tripoli. Homs was never under Crusader control, so the region around the Castle of the Kurds was vulnerable to expeditions from the city. While its proximity caused the Knights problems with regard to defending their territory, it also meant it was close enough for them to raid. Because of its command of the plain, the castle became the Knights’ most important base in the area.
History
The Levant in 1135 (left), with Crusader states marked by a red cross and the region in 1190 (right)
According to Arab documents, the site of the later castle was first occupied in 1030 by a group of Kurds; it was from this settlement that the site derived its name. When building castles, Muslims often chose high sites such as hills and mountains that provided natural obstacles. While journeying towards Jerusalem in January 1099, the company of Raymond IV of Toulouse came under attack. The garrison of al-Akrad harried Raymond’s foragers.The following day he marched on the castle and found it deserted. The Franks briefly occupied the castle in February but abandoned when they continued their march towards Jerusalem. Permanent occupation began in 1110 when Tancred, Prince of Galilee took control of the site. The early castle was very different from the extant remains. No trace of this first castle on the site survives.
The origins of the Knights Hospitaller are unclear, but the order probably emerged around the 1070s in Jerusalem. It started as a religious order which cared for the sick, and later looked after pilgrims to the Holy Land. After the success of the First Crusade in capturing Jerusalem in 1099, many crusaders donated their new property in the Levant to the Hospital of St John. Early donations were in the newly formed Kingdom of Jerusalem, but over time the Order extended its holdings to the Crusader states of the County of Tripoli and the Principality of Antioch. Evidence suggests that in the 1130s the order was becoming militarised in 1136 Fulk, King of Jerusalem, granted the newly built castle at Bethgibelin to the order and a papal bull from between 1139 and 1143 may indicate the order was hiring people to defend pilgrims. There were other military orders, such as the Order of the Temple, which offered protection to pilgrims.
From Guillaume Rey Étude sur les monuments de l’architecture militaire des croisés en Syrie et dans l’île de Chypre (1871).
Between 1142 and 1144 Raymond II, Count of Tripoli, granted the order property in the County. According to historian Jonathan Riley-Smith, the Hospitallers effectively established a "palatinate" within Tripoli. The property included castles with which the Knights Templar were expected to defend Tripoli. Including Krak des Chevaliers, the Hospitallers were given five castles along the borders of the state. The order’s agreement with Raymond II allowed them to dominate the area; if Raymond II did not accompany the Knights on campaign, the spoils belonged entirely to the order, and if he was present it was split equally between the count and the order. Raymond II also could not make peace with the Muslims without the permission of the Hospitallers. The Hospitallers made Krak des Chevaliers a centre of administration for their new property. The work they undertook at the castle would make it one of the most elaborate Crusader fortifications in the Levant.
After acquiring the site in 1142, they began building a new castle, replacing the Kurdish fortification. The work lasted until 1170, when an earthquake damaged the castle. An Arab source mentions the quake destroyed the castle’s chapel. It was replaced with the present chapel. In 1163 the Crusaders were victorious over Nur ad-Din in the Battle of al-Buqaia near Krak des Chevaliers.
Drought conditions between 1175 and 1180 prompted the Crusaders to sign a two-year truce with the Muslims, but Tripoli was not included in the terms. During the 1180s raids by Christians and Muslims into each other’s territory became more frequent. In 1180, Saladin ventured into the County of Tripoli, ravaging the area. Unwilling to meet him in open battle, the Crusaders retreated to the relative safety of their fortifications. Without capturing the castles, Saladin could not secure control of the area, and once he retreated the Hospitallers were able to revitalise their damaged lands. The Battle of Hattin in 1187 was a disastrous defeat for the Crusaders: Guy of Lusignan, King of Jerusalem, was captured, as was the True Cross, a relic discovered during the First Crusade. Afterwards Saladin ordered the execution of the captured Templar and Hospitaller knights, such was the importance of the two orders in defending the Crusader states. After the battle, the Hospitaller castles of Belmont, Belvoir, and Bethgibelin fell to Muslim armies. Following these losses, the Order focussed its attention on its castles in Tripoli. In May 1188 Saladin led an army to attack Krak des Chevaliers, but on seeing the castle decided it was too well defended and marched on the Hospitaller castle of Margat, which he also failed to capture.
Another earthquake struck in 1202, and it may have been after this event that the castle was remodelled. The 13th-century work was the last period of building at Krak des Chevaliers and gave it its current appearance. An enclosing stone circuit was built between 1142 and 1170; the earlier structure became the castle’s inner court or ward. If there was a circuit of walls surrounding the inner court that pre-dated the current outer walls, no trace of it has been discovered.
The first half of the 13th century has been characterised as Krak des Chevaliers’ "golden age". While other Crusader strongholds were under threat, Krak des Chevaliers and its garrison of 2,000 soldiers dominated the surrounding area. It was effectively the centre of a principality which remained in Crusader hands until 1271 and was the only major inland area to remain constantly under Crusader control in this period. Crusaders passing through the area would often stop at the castle, and probably made donations. King Andrew II of Hungary visited in 1218 and proclaimed the castle was the "key of the Christian lands". He was so impressed with the castle he gave a yearly income of 60 marks to the Master and 40 to the brothers. Geoffroy de Joinville, uncle of the famous chronicler of the Crusades Jean de Joinville, died at Krak des Chevaliers in 1203 or 1204 and was buried within the castle’s chapel.
The main contemporary sources relating to Krak des Chevaliers were written by Muslims. They tend to emphasise Muslim success and overlook setbacks against the Crusaders, but they suggest that the Knights Hospitaller forced the settlements of Hama and Homs to pay tribute to the order. This situation lasted as long as Saladin’s successors warred between themselves. The proximity of Krak des Chevaliers to Muslim territories allowed it to take on an offensive role, acting as a base from which neighbouring areas could be attacked. By 1203 the garrison were making raids on Montferrand (which was under Muslim control) and Hama, and in 1207 and 1208 the castle’s soldiers took part in an attack on Homs. Krak des Chevaliers acted as a base for expeditions to Hama in 1230 and 1233 after the amir refused to pay tribute. The former was unsuccessful, but the 1233 expedition was a show of force that demonstrated the importance of Krak des Chevaliers.
In the 1250s, the fortunes of the Hospitallers at Krak des Chevaliers took a turn for the worse. An army estimated to number 10,000 men ravaged the country around the castle in 1252. After this, it seems the order’s finances were badly affected. In 1268 Master Hugh Revel complained that the area, which had previously been home to around 10,000 people, was deserted and the order’s property in the Kingdom of Jerusalem was producing little income; he also noted that by this point there were only 300 of the order’s brothers left in the east. On the Muslim side, a new Sultan, Baibars, seized power in 1260 and united Egypt and Syria. One of the effects was that Muslim settlements which had previously paid tribute to the Hospitallers at Krak des Chevaliers were no longer intimidated into doing so.
Baibars ventured in the area around Krak des Chevaliers in 1270 and allowed his men to graze their animals on the fields around the castle. When he received news that year that King Louis IX of France was leading the Eighth Crusade, Baibars left for Cairo. Louis died in 1271 and Baibars returned north to deal with Krak des Chevaliers. Before marching on the castle he captured the smaller castles in the area, including Chastel Blanc. On 3 March, Baibars’ army arrived at Krak des Chevaliers. By the time the Sultan arrived the castle may already have been blockaded by Mamluk forces for several days. There are three Arabic accounts of the siege; only one, that of Ibn Shaddad, was by a contemporary although he was not present. Peasants who lived in the area had fled to the castle for safety and were kept in the outer ward. As soon as Baibars arrived he began erecting mangonels, powerful siege weapons which he would turn on the castle. According to Ibn Shaddad, two days later the first line of defences was captured by the besiegers; he was probably referring to a walled suburb outside the castle’s entrance.
Rain interrupted the siege, but on 21 March a triangular outwork immediately south of Krak des Chevaliers, possibly defended by a timber palisade, was captured. On 29 March, the tower in the south-west corner was undermined and collapsed. Baibars’ army attacked through the breach and on entering the outer ward where they encountered the peasants who had sought refuge in the castle. Though the outer ward had fallen, and in the process a handful of the garrison killed, the Crusaders retreated to the more formidable inner ward. After a lull of ten days, the besiegers conveyed a letter to the garrison, supposedly from the Grand Master of the Knights Hospitaller in Tripoli which granted permission for them to surrender. Although the letter was a forgery, the garrison capitulated and the Sultan spared their lives. The new owners of the castle undertook repairs, focussed mainly on the outer ward. The Hospitaller chapel was converted to a mosque and two mihrabs were added to the interior.
Later history
After the Franks were driven from the Holy Land in 1291, European familiarity with the castles of the Crusades declined. It was not until the 19th century that interest in these buildings was renewed, so there are no detailed plans from before 1837. Guillaume Rey was the first to scientifically study Crusader castles in the Holy Land. In 1871 he published the work Etudes sur les monuments de l’architecture militaire des Croisés en Syrie et dans l’ile de Chypre; it included plans and drawings of the major Crusader castles in Syria, including Krak des Chevaliers. In some instances his drawings were inaccurate, however for Krak des Chavaliers they record features which have since been lost.
Paul Deschamps visited the castle in February 1927. Since Rey had visited in the 19th century a village of 500 people had been established within the castle. Renewed inhabitation had damaged the site: underground vaults had been used as rubbish tips and in some places the battlements had been destroyed. Deschamps and fellow architect François Anus attempted to clear some of the detritus; General Maurice Gamelin assigned 60 Alawite soldiers to help. Deschamps left in March 1927, and work resumed when he returned two years later. The culmination of Deschamp’s work at the castle was the publication of Les Châteaux des Croisés en Terre Sainte I: le Crac des Chevaliers in 1934, with detailed plans by Anus.[36] The survey has been widely praised, described as "brilliant and exhaustive" by military historian D. J. Cathcart King in 1949[2] and "perhaps the finest account of the archaeology and history of a single medieval castle ever written" by historian Hugh Kennedy in 1994.
As early as 1929 there were suggestions that the castle should be taken under French control. On 16 November 1933 Krak des Chevaliers was given into the control of the French state, and cared for by the Académie des Beaux-Arts. The villagers were moved and paid F1 million between them in compensation. Over the following two years a programme of cleaning and restoration was carried out by a force of 120 workers. Once finished, Krak des Chevaliers was one of the key tourist attractions in the French Levant. Pierre Coupel, who had undertaken similar work at the Tower of the Lions and the two castles at Sidon, supervised the work. Despite the restoration, no archaeological excavations were carried out. The French Mandate of Syria and Lebanon, which had been established in 1920, ended in 1946 with the declaration of Syrian independence. The castle was made a World Heritage Site by UNESCO, along with Qal’at Salah El-Din, in 2006,[1] and is owned by the Syrian government. During the Syrian uprising which began in 2011 UNESCO voiced concerns that the conflict might lead to the damage of important cultural sites such as Krak des Chevaliers. It has been reported that the castle has been shelled by the Syrian army, and that the Crusader chapel has been damaged.
Architecture
Writing in the early 20th century, T. E. Lawrence, popularly known as Lawrence of Arabia, remarked that Krak des Chevaliers was perhaps the best preserved and most wholly admirable castle in the world, [a castle which] forms a fitting commentary on any account of the Crusading buildings of Syria. Castles in Europe provided lordly accommodation for their owners and were centres of administration; in the Levant the need for defence was paramount and was reflected in castle design. Kennedy suggests that The castle scientifically designed as a fighting machine surely reached its apogee in great buildings like Margat and Crac des Chevaliers.
Krak des Chevaliers can be classified both as a spur castle, due to its site, and after the 13th-century expansion a fully developed concentric castle. It was similar in size and layout to Vadum Jacob, a Crusader castle built in the late 1170s. Margat has also been cited as Krak des Chevaliers’ sister castle. The main building material at Krak des Chevaliers was limestone; the ashlar facing is so fine that the mortar is barely noticeable. Outside the castle’s entrance was a "walled suburb" known as a burgus, although no trace of it remains. To the south of the outer ward was a triangular outwork and the Crusaders may have intended to build stone walls and towers around it. It is unknown how it was defended at the time of the 1271 siege, though it has been suggested it was surrounded by a timber palisade. South of the castle the spur on which it stands is connected to the next hill, so that siege engines can approach on level ground. The inner defences are strongest at this point, with a cluster of towers connected by a thick wall.
Between 1142 and 1170 the Knights Hospitaller undertook a building programme on the site. The castle was defended by a stone curtain wall studded with square towers which projected slightly. The main entrance was between two towers on the eastern side, and there was a postern gate in the north-west tower. At the centre was a courtyard surrounded by vaulted chambers. The lay of the land dictated the castle’s irregular shape. A site with natural defences was a typical location for Crusader castles and steep slopes provided Krak des Chevaliers with defences on all sides bar one, where the castle’s defences were concentrated. This phase of building was incorporated into the later castle’s construction.
When Krak des Chevaliers was remodelled in the 13th century, new walls surrounding the inner court were built. They followed the earlier walls, with a narrow gap between them in the west and south which was turned into a gallery from which defenders could unleash missiles. In this area, the walls were supported by a steeply sloping glacis which provided additional protection against both siege weapons and earthquakes. Four large, round towers project vertically from the glacis; they were used as accommodation for the Knights of the garrison, about 60 at its peak. The south-west tower was designed to house the rooms of the Grand Master of the Knights Hospitaller. Though the defences which once crested the walls of the inner wards no longer survive in most places, it seems that they did not extend for the entire circuit. Machicolations were absent from the southern face. The area between the inner court and the outer walls was narrow and not used for accommodation. In the east, where the defences were weakest, there was an open cistern filled by an aqueduct. It acted both as a moat and water supply for the castle.
At the north end of the small courtyard is a chapel and at the southern end is an esplanade. The esplanade is raised above the rest of the courtyard; the vaulted area beneath it would have provided storage and could have acted as stabling and shelter from missiles. Lining the west of the courtyard is the hall of the Knights. Though probably first built in the 12th century, the interior dates from the 13th-century remodelling. The tracery and delicate decoration is a sophisticated example of Gothic architecture, probably dating from the 1230s.
Chapel
The current chapel was probably built to replace the one destroyed by an earthquake in 1170. Only the east end of the original chapel, which housed the apse, and a small part of the south wall survive from the original chapel. The later chapel had a barrel vault and an uncomplicated apse; its design would have been considered outmoded by contemporary standards in France, but bears similarities to that built around 1186 at Margat. It was divided into three roughly equal bays. A cornice runs round the chapel at the point where the vault ends and the wall begins. Oriented roughly east to west, it was 21.5 metres (71 ft) long and 8.5 metres (28 ft) wide with the main entrance from the west and a second smaller one in the north wall. When the castle was remodelled in the early 13th century, the entrance was moved to the south wall. The chapel was lit by windows above the cornice, one at the west end, one on either side of the east bay, and one on the south side of the central bay, and the apse at the east end had a large window. In 1935 a second chapel was discovered outside the castle’s main entrance, however it no longer survives.
Outer ward
The second phase of building work undertaken by the Hospitallers began in the early 13th century and lasted decades. The outer walls were built in the last major construction on the site, lending the Krak des Chevaliers its current appearance. Standing 9 metres (30 ft) high, the outer circuit had towers that projected strongly from the wall. While the towers of the inner court had a square plan and did not project far beyond the wall, the towers of the 13th-century outer walls were rounded. This design was new and even contemporary Templar castles did not have rounded towers. The technique was developed at Château Gaillard in France by Richard the Lionheart between 1196 and 1198. The extension to the south-east is of lesser quality than the rest of the circuit and was built at an unknown date. Probably around the 1250s a postern was added to the north wall.
Arrow slits in the walls and towers were distributed to minimise the amount of dead ground around the castle. Machicolations crowned the walls, offering defenders a way to hurl projectiles towards enemies at the foot of the wall. They were so cramped archers would have had to crouch inside them. The box machicolations were unusual: those at Krak des Chevaliers were more complex that those at Saône or Margat and there were no comparable features amongst Crusader castles. However, they bore similarities to Muslim work, such as the contemporary defences at the Citadel of Aleppo. It is unclear which side imitated the other, as the date they were added to Krak des Chevaliers is unknown, but it does provide evidence for the diffusion of military ideas between the Muslim and Christian armies. These defences were accessed by a wall-walk known as a chemin de ronde. In the opinion of historian Hugh Kennedy the defences of the outer wall were "the most elaborate and developed anywhere in the Latin east … the whole structure is a brilliantly designed and superbly built fighting machine.
When the outer walls were built in the 13th century the main entrance was enhanced. A vaulted corridor led uphill from the outer gate in the north-east. The corridor made a hairpin turn halfway along its length, making it an example of a bent entrance. Bent entrances were a Byzantine innovation, but that at Krak des Chevaliers was a particularly complex example. It extended for 137 metres (450 ft), and along its length were murder-holes which allowed defenders to shower attackers with missiles. Anyone going straight ahead rather following the hairpin turn would emerge in the area between the castle’s two circuits of walls. To access the inner ward, the passage had to be followed round.
Frescoes
Despite its predominantly military character, the castle is one of the few sites where Crusader art (in the form of frescoes) has been preserved. In 1935, 1955, and 1978 medieval frescoes were discovered within Krak des Chevaliers after later plaster and white-wash had decayed. They were painted on the interior and exterior of the main chapel, the chapel outside the main entrance which no longer survives. Writing in 1982, historian Jaroslav Folda noted that at the time there had been little investigation of Crusader frescoes which would provide a comparison for the fragmentary remains found at Krak des Chevaliers. Those in the chapel were painted on the masonry from the 1170–1202 rebuild. Mould, smoke, and moisture have made it difficult to preserve the frescoes. The fragmentary nature of the red and blue frescoes inside the chapel means they are difficult to assess. The one on the exterior of the chapel depicted the Presentation of Jesus at the Temple.

e-type series 1 roadster
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Image by Alex Drennan
The Jaguar E-Type (a.k.a. Jaguar XK-E) is a British sports car, manufactured by Jaguar Cars Ltd between 1961 and 1974. Its combination of good looks, high performance and competitive pricing established the marque as an icon of 1960s motoring. More than 70,000 E-Types were sold.

In March 2008, the Jaguar E-Type ranked first in a The Daily Telegraph online list of the world’s "100 most beautiful cars" of all time.[2]

In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.

The E-Type was initially designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a two-seater convertible (OTS or Open Two Seater). A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released several years later.

On its release Enzo Ferrari called it "The most beautiful car ever made".[3]

Later model updates of the E-Type were officially designated "Series 2" and "Series 3", and over time the earlier cars have come to be referred to as, sensibly, "Series 1" and "Series 1½".

Of the "Series 1" cars, Jaguar manufactured some limited-edition variants, inspired by motor racing :
The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, two have been converted to Low-Drag form and two others are known to have been wrecked and deemed to be beyond repair, although one has now been rebuilt. These are exceedingly rare and sought after by collectors.
The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.

The New York City Museum of Modern Art recognised the significance of the E-Type’s design in 1996 by adding a blue roadster to its permanent design collection, one of only six automobiles to receive the distinction.[4]

Concept versions[edit]

E1A (1957)[edit]

After the company’s success at the LeMans 24 hr through the 1950s, Jaguar’s defunct racing department was given the brief to use D-Type style construction to build a road-going sports car, replacing the XK150.

The first prototype (E1A) featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine. The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory.

E2A (1960)[edit]

Jaguar’s second E-Type concept was E2A which, unlike the E1A, was constructed from a steel chassis with an aluminium body. This car was completed as a racing car as it was thought by Jaguar at the time it would provide a better testing ground. E2A used a 3-litre version of the XK engine with a Lucas fuel injection system.

After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham. In 1961, the car returned to Jaguar in England to be used as a test vehicle. Ownership of E2A passed to Roger Woodley (Jaguar’s customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped. Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. It eventually sold for US,957,000.[5]

Production versions[edit]

Series 1 (1961–1968)[edit]

Series I

SeriesoneJag.jpg

Production
1961–1968[6][7]

Body style
2-door coupe
2-door 2+2 coupe
2-door convertible

Engine
3.8 L XK I6
4.2 L XK I6

Transmission
4-speed manual; 3-speed automatic (automatic available 1966-onward, 2+2 model only)

Wheelbase
96.0 in (2,438 mm) (FHC / OTS)
105.0 in (2,667 mm) (2+2)[8]

Length
175.3125 in (4,453 mm) (FHC / OTS)
184.4375 in (4,685 mm) (2+2)[8]

Width
65.25 in (1,657 mm) (all)[8]

Height
48.125 in (1,222 mm) (FHC)
50.125 in (1,273 mm) (2+2)
46.5 in (1,181 mm) (OTS)[8]

Kerb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2)[9]

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[10] The cars at this time used the triple SU carburetted 3.8 litre six-cylinder Jaguar XK6 engine from the XK150S. Very earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8-litre engine was increased to 4.2 litres in October 1964.[10]

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first vehicle manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass-covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear.

3.8-litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear ("Moss box"). 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different. The roadster remained a strict two-seater.

Less widely known, right at the end of Series 1 production and prior to the transitional "Series 1½" referred to below, a very small number of Series 1 cars were produced with open headlights.[11] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[12] The low number of these cars produced make them amongst the rarest of all production E Types.

Following the Series 1 there was a transitional series of cars built in 1967–1968, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (using two Zenith-Stromberg carburetters instead of the original three SUs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. A United States federal safety law effecting 1968 model year cars sold in the U.S. was the reason for the lack of headlight covers and change in switch design in the "Series 1.5" of 1968. An often overlooked change, one that is often "modified back" to the older style, is the wheel knock-off "nut." U.S. safety law for 1968 models also forbid the winged-spinner knockoff, and any 1968 model year sold in the U.S. should have a hexagonal knockoff nut, to be hammered on and off with the assistance of a special "socket" included with the car from the factory. This hexagonal nut carried on into the later Series 2 and 3.

An open 3.8-litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0 to 60 mph (0 to 97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2,097 including taxes.[13]

The cars submitted for road test by the popular motoring journals of the time (1961)such as The Motor, The Autocar and Autosport magazines were specially prepared by the Jaguar works to give better-than-standard performance figures. This work entailed engine balancing and subtle work such as gas-flowing the cylinder heads and may even have involved fitting larger diameter inlet valves.

Both of the well-known 1961 road test cars: the E-type Coupe Reg. No. 9600 HP and E-type Convertible Reg.No. 77 RW, were fitted with Dunlop Racing Tyres on test, which had a larger rolling diameter and lower drag co-efficient. This goes some way to explaining the 150 mph (240 km/h) maximum speeds that were obtained under ideal test conditions. The maximum safe rev limit for standard 6-cylinder 3.8-litre E-type engines is 5,500 rpm. The later 4.2-Litre units had a red marking on the rev counter from just 5,000 rpm. The maximum safe engine speed is therefore 127mph (3.31:1 axle) and 137mph (3.07:1 axle) at the 5,500 rpm limit. Both test cars must have reached or exceeded 6,000 rpm in top gear when on road test in 1961.

Series 1 4.2 Roadster, pictured in London
Production numbers from Robson:[14]
15,490 3.8s
17,320 4.2s
10,930 2+2s

Production numbers:[15]

FHC

OTS

2+2

Total

S1 3.8
7,670 7,828 0 15,498

S1 4.2
5,830 6,749 3,616 16,195

S1.5
1,942 2,801 1,983 6,726

TOTAL
38,419

Series 2 (1969–1971)[edit]

Series II

Jag E-Type.JPG

Production
1969–1971[6][7]

Body style
2-door coupe
2-door 2+2 coupe
2-door convertible

Engine
4.2 L XK I6

Kerb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2)[9]

Hallmarks of Series 2 cars are open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and tail lights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes. The engine is easily identified visually by the change from smooth polished cam covers to a more industrial "ribbed" appearance. It was de-tuned in the US with twin Strombergs and larger valve clearances, but in the UK retained triple SUs and the much tighter valve clearances. (Late Series 1½ cars also had ribbed cam covers). The interior and dashboard were also redesigned; rocker switches that met US health and safety regulations were substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists[who?] claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.

Production according to Robson is 13,490 of all types.[14]

Series 2 production numbers:[15]

FHC

OTS

2+2

TOTAL

S2
4,855 8,628 5,326 18,809

Official delivery numbers by market and year are listed in Porter[6] but no summary totals are given.

Series 3 (1971–1974)[edit]

Series III

’74 Jaguar E-Type Convertible (Hudson).JPG

Production
1971–1974

Body style
2-door 2+2 coupe
2-door convertible

Engine
5.3 L Jaguar V12 engine

Wheelbase
105 in (2,667 mm) (both)[9]

Length
184.4 in (4,684 mm) (2+2)
184.5 in (4,686 mm) (OTS)[9]

Width
66.0 in (1,676 mm) (2+2)
66.1 in (1,679 mm) (OTS)[9]

Height
48.9 in (1,242 mm) (2+2)
48.1 in (1,222 mm) (OTS)[9]

Kerb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[9]

A new 5.3 L twelve-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. The Series 3 is easily identifiable by the large cross-slatted front grille and flared wheel arches, and a badge on the rear that proclaims it to be a V12. Cars for the US market were fitted with large projecting rubber bumper over-riders to meet local collision regulations, but those on European models were considerably smaller. US models also have side indicator repeats on the front wings. There were also a very limited number of six-cylinder Series 3 E-Types built. These were featured in the initial sales literature.

Robson lists production at 15,290.[14]

Series 3 production numbers:[15]

FHC

OTS

2+2

TOTAL

S3 0 7,990 7,297 15,287

Limited editions[edit]

Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:

Low Drag Coupé (1962)[edit]

Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars, because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types, the LDC used lightweight aluminium. Malcolm Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope, and the rear hatch was welded shut. Rear brake cooling ducts appeared next to the rear windows, and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was perspex. A tuned version of Jaguar’s 3.8-litre engine with a wide-angle cylinder head design tested on the D-Type racers was used. Air management became a problem and, though a higher performing vehicle than its production counterpart, the car was never competitive.

The only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe. Since then it has passed through the hands of several collectors on both sides of the Atlantic and is now believed to reside in the private collection of the current Viscount Cowdray.

Lightweight E-Type (1963–1964)[edit]

Twelve cars plus two spare bodies were made by Jaguar.

In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used an aluminium block tuned version of the production 3.8-litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. All factory-built lightweights are fitted with Lucas Fuel Injection and a ZF 5 speed gearbox.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring but were reasonably successful in private hands and in smaller races.

One Lightweight was modified into a Low-Drag Coupé (the Lindner/Nocker car), by Malcolm Sayer.

Another Lightweight was modified into a unique Low-Drag design (the Lumsden/Sargent car), by Dr Samir Klat of Imperial College. Along with the factory LDC, this lightweight is now believed to reside in the private collection of the current Viscount Cowdray.

Many were fitted with more powerful engines as developments occurred.

Motorsport[edit]

Bob Jane won the 1963 Australian GT Championship at the wheel of a "lightweight" E-Type.[16]

The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2-litre six-cylinder FHC racer in SCCA production series, and in 1980 won the National Championship in the SCCA C-Production Class, defeating a fully funded factory Nissan Z-car team with Paul Newman.

Blinding Headache
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Image by les_batteries
We were invited to play as part of the (now called "legendary") "New Wave Vaudeville" show at Irving Plaza. I hope some historian will give this picture a precise date… Having already played upstairs in the "real" venue we decided, with the curators approval, to play in the lobby as people were arriving for the big show. Unfortunately, nobody tipped off the older Polish man who ran the elevator and took care of the building back then. Here he is informing us, mid-set, that we were in the wrong place, that bands played upstairs on the stage. Willie is ignoring him.
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