When Jaguar unveiled the E-Type at the Geneva Motor Show in March 1961, the impact was nothing short of seismic. A surprise, first and foremost, because no prior information had filtered out regarding Coventry’s forthcoming Grand Touring car. But also because the E-Type’s silhouette instantly captivated the public. Penned under the guidance of William Lyons, combining a sporting chassis with genuine comfort and first-rate performance, the new Jaguar E-Type redefined expectations. Not to mention its astonishing price positioning at the time: three times cheaper than a Ferrari and fully twice as affordable as a Maserati… Since the end of the war, Jaguar had come to embody the very essence of British-style Grand Touring. The lineage of XK roadsters (from XK120 through XK150) played a major role in shaping this sporting image, reinforced by numerous victories in top-level competition. Yet, by the dawn of the 1960s, despite their undeniable qualities, the XK models could no longer conceal their age. Quietly and away from prying eyes, Coventry began work on their successor. Contemporary journalists were kept entirely in the dark, and the few perspective drawings released bore little resemblance to reality. On March 15th, at the Geneva Motor Show, journalists swarmed the Parc des Eaux-Vives, eager for a first glimpse of Coventry’s new star. Once inside the show itself, the E-Type caused a sensation. Praise was unanimous and ecstatic. Each appearance of a Jaguar E-Type on the street drew immediate crowds. Numerous celebrities and public figures rushed to place their orders: Françoise Sagan, Johnny Hallyday, Bernard Consten, Charles Trenet, Pierre Bardinon, Robert Hirsch, not to mention royalty. And beyond its breathtaking lines, the Jaguar E-Type could also boast a chassis that was remarkably advanced for its era… The design of the Jaguar E-Type is often attributed solely to Sir William Lyons. Yet, as with any automotive genesis, behind the figurehead stood a dedicated team working in the shadows. The actual author of the pencil stroke was Malcolm Sayer, an aerodynamicist from the aviation industry. Draped over a remarkably light tubular chassis, Sayer’s work endowed the E-Type with an immensely long, flat bonnet that quickly became central to its magnetic appeal. The clamshell bonnet opens fully forward, revealing the entire mechanical assembly. At the front, a small grille evokes a slightly parted mouth, suggestive and unmistakably sensual, flanked by twin round headlamps set beneath glass covers. The rear adopts a fastback profile, with the roofline flowing seamlessly into slender tail lamps. Glazing is framed by thin, elegant chrome-finished pillars, while the rear wings display pronounced, voluptuous curves. There is no denying the charm and femininity of this design. Interior finish is beyond reproach, and a generous luggage compartment made long-distance touring a very real proposition—precisely the vocation of a true GT. Jaguar owes so much to the XK engine that its story cannot be told without revisiting its origins. When the Jaguar XK120 roadster debuted at Earls Court in 1948, public reaction was immediate and overwhelming. Its name derived directly from its engine and performance: powered by the XK inline-six, the XK120 was capable of 120 mph. Originally a 3.4-litre unit with a cast-iron block and aluminium cylinder head, featuring twin overhead camshafts, it was truly advanced for its time. For the E-Type, Coventry installed a bored-out version of the XK engine, now displacing 3.8 litres (87 x 106 mm) and retaining its long-stroke character. The result was increased torque available from low revs. Factory figures quoted 265 SAE horsepower at 5,500 rpm and 35.9 mkg of torque at the same engine speed. Even today, the performance delivered by the 3.8-litre XK remains impressive: a top speed of 240 km/h and 0–100 km/h in under eight seconds. The chassis of the Jaguar E-Type received the utmost attention, with numerous solutions directly inspired by competition. For the new Coventry GT, chassis engineers Bob Knight and Norman Dewis devised a rear subframe independent of the monocoque, carrying the rear suspension, brakes and differential. This assembly was mounted to the body via V-shaped rubber mounts, isolating the cockpit from suspension-induced disturbances and road imperfections. At the front, the architecture was almost a direct carryover from the D-Type race car, featuring double wishbones, with the lower arm accommodating the forward end of the longitudinal torsion bar. To rein in its sharp-clawed feline, Jaguar adopted disc brakes on all four wheels, a technology proven at the 24 Hours of Le Mans in 1953 with the C-Type. A dual-circuit braking system was also fitted. With a kerb weight of just 1,220 kg, the E-Type enjoyed an excellent power-to-weight ratio, fully justifying its status as a genuine sports car. Road holding was notably modern, but it was the comfort that truly surprised—foreshadowing Jaguar’s enduring reputation for chassis excellence. Unlike the D-Type, the E-Type was not initially conceived as a race car. Nevertheless, the factory supported several well-known privateers. Graham Hill, driving for Equipe Endeavour with chassis ECD400, and Roy Salvadori for John Coombs in BUY1, achieved notable successes in 1961 against the dominant Ferrari 250 GTs—despite competing with a road-based car against purpose-built racing machines. No Jaguar appeared at Le Mans in 1961. However, Coombs’ car was in fact a factory development vehicle, built with thinner-gauge steel monocoque panels. It reappeared at the start of the 1962 season as 4WPD, fitted with a wet-sump D-Type engine, improved brakes and suspension, and an aluminium hardtop. Destroyed during the Easter Monday Meeting at Goodwood, the car was rebuilt by the factory to what would become known as “Lightweight” specification. Subsequently, eleven additional Lightweight E-Type roadsters were produced, along with two coupés and around ten semi-lightweight cars. True Lightweight specification included a fully aluminium monocoque, a dry-sump 3.8-litre all-alloy engine with wide-angle D-Type cylinder head, Lucas mechanical fuel injection, a ZF five-speed gearbox, Mk IX disc brakes, aluminium hardtop, doors and boot lid, widened rear track with modified Mk X wishbones, anti-dive front suspension geometry, lowered steering rack, competition seats, and special Dunlop alloy wheels akin to those of the D-Type. Weight was reduced by some 270 kg, and with over 340 horsepower, the E-Type became a genuine rival to the Ferrari 250 GTO. Reliability issues, however, led to many alloy engines and ZF gearboxes being replaced by cast-iron Jaguar units and in-house transmissions. Ultimately, the factory never fully committed to the programme, and by 1964 it was over. The Lightweight arrived two years too late and was never sufficiently developed. Today, FIA-spec Jaguar E-Types compete successfully on circuits worldwide. Their sporting qualities make them formidable contenders, whether on the demanding special stages of the Tour Auto, the fiercely contested TT at Goodwood, or endurance races such as the Sixties’ Endurance and the Spa Six Hours. Assembled on March 7th, 1962, this Jaguar E-Type 3.8 Roadster left the Coventry production line before being delivered on April 4th to the Jaguar distributor in New York. In its original configuration, as confirmed by its Jaguar Heritage Trust certificate, it was finished in elegant Opalescent Silver Blue, paired with a red leather interior and a dark blue hood—an exceptionally rare and refined combination. After crossing the Atlantic and returning to Europe, this E-Type embarked on an entirely different path. Far from remaining a mere collector’s roadster, it was destined to become a fully-fledged competition machine: sharper, faster, more radical, and immediately recognisable thanks to a distinctive livery setting it apart from the rest of the field. This transformation was driven by the vision and experience of French driver Jean-Pierre Lajournade. His career speaks volumes: competing from 1975 in the Renault Elf Gordini Cup, which he won in 1978, before progressing to Formula Renault with the Elf and Motul teams in 1980 and 1981. Following a successful professional career, he quickly established himself as a leading figure in historic racing, particularly at the Tour Auto, where his record includes three overall victories, five second places and one third place, alongside numerous ASAVE wins. Winner of the 2010 Tour Auto Optic 2000 at the wheel of his Lotus Elan 26R—against significantly more powerful rivals—Lajournade acquired the Jaguar presented here in 2013 from renowned British preparer Denis Welch. His objective was clear: to create the most accomplished semi-lightweight E-Type ever built. While semi-lightweight E-Type Roadsters are now well represented on historic grids, this very car paved the way, igniting enthusiasm and demonstrating the true competitive potential of the model at the highest level. Conceived from the outset as a true rally weapon, this E-Type was developed without compromise, with a relentless focus on performance and reliability—particularly for demanding events such as the Tour Auto. Its first owner envisaged a complete reengineering of every component, drawing on decades of rally experience to anticipate the specific demands of road competition while preserving circuit performance: mechanical endurance, dynamic balance over long distances, ease of maintenance and uncompromising robustness. The car thus became the first semi-lightweight Jaguar E-Type Roadster developed in France. It was equipped with a roll cage designed by Matter Compétition in Saint-Brice-sous-Forêt. In accordance with regulations, the monocoque remains steel, while the body panels—bonnet, hardtop, boot lid and doors—are fabricated in aluminium. Leveraging its expertise, the Matter team optimised structural reinforcements to achieve rigidity perfectly suited to intensive competition use. Mechanical preparation was entrusted to Denis Welch, responsible for the engine, gearbox, differential and rear suspension. Final assembly was carried out by the team that has supported the driver for over thirty years, composed exclusively of former Renault F1 personnel—a guarantee of method, precision and reliability. In total, the transformation required over 440 hours of bodywork. Weight was reduced by 215 kg to 1,060 kg, while the six-cylinder engine now produces close to 380 horsepower, paired with a fully synchronised four-speed gearbox. Completed in February 2015, the project resulted in the only Jaguar E-Type Roadster semi-lightweight conceived and built in France at that time. From its first outings, the established hierarchy was overturned. In April 2015, the car claimed outright victory at the Tour Auto Optic 2000, repeating the feat the following year ahead of Ludovic Caron’s AC Cobra. It went on to deliver front-running performances at the Grand Prix de l’Âge d’Or, Spa-Classic, Dix Mille Tours and the Grand Prix de Pau Historique. It thus became the first Jaguar E-Type Roadster semi-lightweight to win the Tour Auto—and remains to this day the only one to have secured three overall victories, a testament to the perfection of its preparation. In 2023, the Jaguar was entrusted to another top-tier driver, Emmanuel Brigand. A former professional racer, he returned to historic competition with numerous French and European championship titles to his name. A multiple winner of the GHI category at the Tour Auto, his ambition is clear: overall VHC victory. The car was then taken over by Crubilé Sport in Gazeran. At the same time, Peter Auto adopted FIA international regulations allowing the replacement of the cast-iron engine block with an aluminium unit. The result: 37 kg saved over the front axle, lighter steering, sharper handling and a markedly more responsive car. The outcome was immediate—a third victory, secured with a commanding margin in Biarritz. Representing over €500,000 of development, this Jaguar is now accompanied by an FIA International HTP valid until December 31st, 2026. It has consistently demonstrated exceptional levels of performance and reliability. Delivered with several sets of wheels, two spare diff, and an extensive stock of parts, it allows entry into the most demanding events with a level of preparation rarely matched. Ready for the 2026 season, this Jaguar E-Type Roadster semi-lightweight stands as one of the absolute benchmarks of historic competition—equally formidable on the circuit and perfectly equipped for the extreme demands of major road events.