THE E2A STORY
CKL have the privilege of being custodians of E2A, the only surviving prototype built by Jaguar, which raced at Le Mans in 1960. This car survives in absolute originality as an astonishing time-capsule.
After the Jaguar D-Type won Le Mans in 1955, 1956, and 1957, a rule change for 1958 limiting engine size to three-litres made the D-type uncompetitive. William Lyons decided to convert the unsold D-Types into road-going sports cars, and created the XKSS. Then, towards the end of 1957, the works department created the first prototype E-Type, which was to all intents and purposes a D-type with a proper windscreen and independent rear suspension. This car, officially known as XK101, was more commonly referred to by its body number, E1A.
E1A
E1A followed established D-Type construction, meaning a tubular frame bolted to an aluminium monocoque rear half. The crucial difference was the new independent rear suspension, which was initially bolted directly to the monocoque together with the final drive unit.
Extensive testing showed that this method concentrated the load on just a handful of points on the monocoque, so a separate steel subframe was developed to which the drivetrain and suspension components were bolted. This subframe was then attached to the monocoque at multiple points. The suspension loads were more evenly distributed, and the use of the separate subframe also reduced road noise. The rear brakes suffered from heat fade, so the team modified the body to include cooling ducts above the rear wheels. The car was tested and developed extensively before being broken up in 1959 and a second version was built - body number E2A.
E2A Design
All of the lessons learned with the first prototype were incorporated in this second body - E2A, which was built as a pure racing car early in 1960. Accordingly, the car was designed with the larger windscreen mandated for Le Mans in 1960. Compared to the long-nose D-Type, E2A was stretched six inches to maintain proper aerodynamics with the large windscreen. Having a high windscreen also necessitated the need for window wipers instead of having the driver just look over the window. E2A also took advantage of aerodynamic lessons learned with the previous prototype. For instance, the brake cooling intakes above the rear wings.
The engine fitted was the alloy block twin cam 3.0-litre unit as fitted to customer D-Types late in its competition career. Fitted with Lucas fuel-injection, the downsized unit produced close to 300 hp. The car was assembled in the first two months of 1960 and completed in time to begin testing at MIRA at the end of February. Norman Dewis was not particularly impressed, and suggested several improvements. Although built to meet international sporting regulations, Jaguar had no concrete plans to race the car.
E2A at le mans 1960 entered by Briggs Cunningham and driven by Walt Hansgen
Then, Briggs Cunningham visited the factory with his lead driver Walt Hansgen and mechanic Alfred Momo, saw the car, and persuaded William Lyons to let him privately enter it in Le Mans. It was a deal that would be mutually advantageous - E2A would be loaned to Cunningham's team to race, and Jaguar would be able to develop the prototype without all the attention of an official works effort.
For Jaguar, this was a serious project and the imminent Le Mans entry saw the test and development work intensify. The suspension was refined, a new gearbox fitted, and the troublesome engine rebuilt. It made its public debut at the official Le Mans test in early April 1960, and was a promising third fastest.
More development work followed, and in the race in June the car was reportedly the fastest down the Mulsanne Straight. However, competing against a fleet of powerful and race-proven V12 Ferraris, the 3.0-litre version of the XK engine proved to be unreliable. On lap three Walt Hansgen came back to the pits to have a split injector pipe replaced, but the damage had been done, with a badly burned piston. The car soldiered on, but by the sixth hour had to be retired due to head-gasket failure.
JAGUAR 1960 LE MANS REPORT
A post race summation to Heynes confirmed that E2A had posted the third fastest lap of the race at 4 min 10 seconds. This is one of the most interesting documents about E2A.
Written by T.C. Jones to Mr. Heynes, it refers to E2A as; Modified ‘D’ and it points out that the Ferraris fuel consumption was much higher - they had to refuel every 20 laps after two works cars run out of fuel.
Meanwhile, E2A was consuming a remarkable 10mpg meaning that it could easily manage 26 laps in the dry, and even did 30 laps in the wet, so that would have meant 11 stops versus 16 or so for the winning Ferrari.
Not only that, but in the April test E2A had matched the winning Ferrari’s fastest lap time of 4 mins 8 secs.
There is no doubt that E2A could have won the race, if the engine had been reliable.
Despite the Le Mans retirement, Cunningham had been impressed with E2A and convinced Jaguar to loan him the car for several North American races. After Le Mans, the car was returned to the factory to have the windcreen cut down and be fitted with the tried and tested 3.8-litre engine with triple Webers. This engine was taller than the 3.0-litre which meant cutting a hole in the bonnet and fabricating a distinctive bulge, (which was then carried over to the E-Type). Immediately upon arriving at the docks in New York the car was entered for an SCCA race at Bridgehampton, Walt Hansgen taking pole and the win. Later in the year the car raced on the west coast, first with Jack Brabham at Riverside and then Bruce McLaren at Laguna Seca. At the end of October, the prototype was shipped back to Coventry.
Back at the Jaguar factory, the car was used as a test mule for Dunlop's new Maxaret anti-lock braking system. Although the system was later removed, the car still has the "SHOT FIRING-PULL" button, which had to be pressed to chalk-mark the road when testing the braking system. Meanwhile, Jaguar had revealed the E-Type production car, featuring the semi-monocoque construction, independent suspension and reliable 3.8-litre engine based on the mechanical development of E2A. The styling of the car featured a new tail, but the lines of the bonnet in particular were clearly inspired by E2A.
Photos courtesy Magneto, Tim Scott and Fiskens.
The normal practice was to scrap development prototypes, but in this case the car was saved by Roger Woodley, who looked after the customer competition cars. Woodley loved E2A and was to be married to Penny Griffiths, whose father Guy Griffiths had a car museum. He pleaded on behalf of the car to Jaguar CEO "Lofty" England and convinced him that Guy Griffiths would be the perfect custodian for the car. The car was purchased by Griffiths from the factory, but Jaguar stipulated that it was not to be raced. It was kept in running condition, displayed at Griffith's Camden Car Collection museum, and demonstrated on occasion, for the next forty years.
In 2008, E2A was consigned to Bonhams Quail Lodge sale, where it sold to a Swiss Jaguar collector. Not restricted by any clauses, he campaigned the car at many historic events, including the 2010 Le Mans Classic, fifty years after it was first raced. The car remains in astonishingly original condition.
CKL continue to maintain E2A and it appears in public from time to time at events such as Goodwood Festival of Speed, Goodwood Revival and the Pebble Beach Concours D’Elegance. Mark Hews, the current MD of CKL takes the responsibility of custodianship incredibly seriously.
“We’ve always maintained it and prepped it for events. Carefully. Not over polishing it, just keeping it clean. Each element of the car has its own history… it’s all about realism, so it is a bit of a deep breath when it goes on circuit at Goodwood Revival.”
MARK HEWS
1960 JAGUAR E2A RACE RESULTS:
LE MANS TEST April 9, 1960, B.S. Cunningham, #7 Hansgen/Crawford - 2nd
24 HOURS OF LE MANS June 26, 1960, B.S. Cunningham, #6 Hansgen/Gurney - DNF (89 laps)
SCCA INTERCLUB BRIDGEHAMPTON August 28, 1960, Briggs Cunningham, #60 Walt Hansgen - 1st (U.S. debut started on pole and cruised to an easy win.)
500 MILE ROAD AMERICA - ELKHART LAKE Sep 11, 1960, Briggs Cunningham, #60 Walt Hansgen - 3rd
200 MILE RIVERSIDE - LA TIMES GRAND PRIX Oct 16, 1960, Jaguar of New York, #60 Jack Brabham - 10th
USAC LAGUNA SECA PACIFIC GRAND PRIX Oct 23, 1960, Jaguar of New York, #60 Bruce McLaren - R1: 12th, R2: 17th (Inaugural USAC Laguna Seca Pacific Grand Prix)
E2A DRIVERS:
Norman Dewis
Walt Hansgen
Ed Crawford
Dan Gurney
Bruce McLaren
Jack Brabham