Miguel Sánchez
Without a doubt, the Jaguar E-Type of 1961 Not only is it one of the great icons of British motoring, but it is also one of the greatest sports cars in history; a classic design from its very birth. The subject of constant praise for its engineering and design.
In short, a complete masterpiece that also meant a decisive commercial step forward for the house of CoventryNot in vain, tens of thousands of units of the E-Type were produced until 1974.
The date on which it disappeared from dealerships after having even had a powerful 12-litre V5.3 version. Given this situation, it is logical to think that any previous model, prototype or study of this model should be a particularly recognised piece. However, the Jaguar E2A remained degraded for decades.
What's more, not even the brand itself seemed interested in preserving it or properly claiming it. In fact, for four decades it sat unnoticed in a small British museum, all while those responsible for it endured iHints about authenticity of that Jaguar that was even seen only as an exotic racing version derived from the E-Type.
A gross error, since it is precisely the production GT that derives from the E2A. A prototype put into racing, through which the final design of 1961 was tested, thus transcending the D-Type and that attempt to put it on the streets that was its XK-SS version.
But let's take it one step at a time. In this way, it would be best to go back to Le Mans 1955. Possibly the greatest moment of glory for the D-Type, reaching first place and not leaving it for three consecutive years.
However, financial problems darkened the horizon, and just one year later, William Lyons had to close the racing department. Not in vain were the company's financial problems besieging it, and it had to delegate its circuit work to the Scottish team. Stable Scotland.
In fact, something similar had happened to Lancia with F1 at that time. Despite having the sensational D50 The state of his accounts made him forget about any participation in the top category. In fact, the cars were sold to Ferrari along with a transfer of personnel that included Vittorio Jano himself as if he were just another car.
At this point, Jaguar focused on developing a new model to replace the long-lived XK-120 and XK-150. However, many of the engineers employed at brands like this were not simple workers. Far from it. their passion for racing made them enthusiastic designers, always willing to go further without taking account of the accountants. In this way William Heynes - the head of design at the British company - launched into the development of a prototype known as E1A.
Created on a monocoque chassis intended to be the starting point for the future E-Type, it also featured body panels in aluminum. A refinement that had to be dispensed with in future developments, not only because of the price of the material but also because of the inherent difficulty in its moulding.
However, the E1A It included other innovations such as independent rear suspension as well as new adjustments to the 3,8-litre engine already produced by Jaguar. Evidently with the aim of winning at Le Mans, supplying various units to Ecurie Ecosse for this purpose.
JAGUAR E2A, THE STEP BEFORE THE E-TYPE
for the season of 1959 At the World Championship for Brands, the design of the Jaguar E1A was already finalised. In fact, all that was left was to assemble a small series and coordinate with the collaborating teams.
However, even with outsourcing, the brand's management was not prepared to spend a single pound on anything to do with the competition. Thus, William Lyons forced the closure of the project. E1A causing its engineers to focus solely on the development of the imminent E-Type.
And boy, to a large extent that had already happened. Not in vain, thanks to this truncated prototype, the future GT already had a perfectly studied monocoque chassis. In addition, in the mechanical section they had managed to extract almost 300 CV to the classic Jaguar block with six inline cylinders. In fact, this was the case even after reducing the displacement to three liters. However, the use of fuel injection was key, thus learning how to make this element effective in order to replace the everlasting carburettors.
In short, the E1A had already fulfilled a fundamental role as a previous step to the E-Type despite not having managed to set foot on the competition tracks. However, when in 1960 Jaguar technicians They already had at their disposal up to three pre-series units of the future street model, the assembly of a competition model was allowed in order to carry out test work similar to that experienced with the E1A. Thanks to this, in February of that same year the Jaguar E2A already existed.
What's more, it is at this point that the story begins to accelerate. The new prototype has pleasantly impressed Briggs Cunningham during a visit to the Coventry factory.
Widely recognized for his work managing competition teams, this American managed to persuade William Lyons to lend him the E2A in order to compete in Le MansFrom this moment on, Norman Dewis - legendary test driver at Jaguar, having developed models for more than thirty years - began a frantic fine-tuning of the prototype with the aim of being ready for the 24 Hours of Le Mans in 1960.
The engine was ultimately a 3-litre, 295 hp, six-cylinder engine at 7.000 rpm, forged from aluminium. The monocoque was also made from this alloy, although steel was used for the front subframe. All this to leave the group at 875 kilos, being decorated with the classic decoration of the American teams based on two blue bands on a white background.
Ahead of us was a track where we would have to deal with the Ferrari TR 59/60 or the Maserati Birdcage.
At this point the duo formed by Walt Hansgen and Dan Gurney The Jaguar E2A was launched into the race. However, after six hours the Jaguar E3.8A had to retire due to engine problems. After this the prototype returned to Coventry, where a XNUMX-litre engine was fitted in order to compete in the United States.
THE STAGE IN THE UNITED STATES
In fact, There he had Jack Brabham and Bruce McLaren at the controls. The latter at the iconic Laguna Seca circuit. However, at the end of the season the Jaguar E2A ended up back at the factory and was used as a test car and minor races for several years.
After this, in the mid-sixties, the old and transcendental prototype ended up practically forgotten in a warehouse at the Jaguar factory. A really delicate point, where could have easily been scrapped had it not been for the Camden Collection. Place where it was kept for forty years until its auction in 2008, even recovering the 3-liter engine used in Le Mans 1960.
What's more, although the aerodynamic fin had been lost, its original wooden mould was found. A methodical conservation task that, at the same time, has bequeathed us the Jaguar E2A in perfect condition. One of the most interesting pieces of motor sport in the XNUMXth century.
Photographs: Bonhams / Jaguar
