Posts Tagged ‘Nice’
Nice Car Auctions Sales photos
Some cool car auctions sales images:
Smiling Jaguar E-Type V12
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "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.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• 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, one is known to have been destroyed and two others have been converted to coupé form. 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.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car 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)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race 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 testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars 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. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. 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.[7]
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 auto 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 licence 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 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-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.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
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 with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, 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 (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) 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.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
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 0-60 mph (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 £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists 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 Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-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. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
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)
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. 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 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 plexi. 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 major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
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 a 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. At least one car is known to have been fitted with fuel-injection.
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.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
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 L 6 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.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
Jaguar E-Type 4.2 at Samuel’s in Allston: View from the driver’s seat
Image by Chris Devers
The red car in front is a Jaguar Mark 1.
I’ve got a few pictures of it, too. 
• • • • • •
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "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.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• 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, one is known to have been destroyed and two others have been converted to coupé form. 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.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car 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)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race 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 testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars 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. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. 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.[7]
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 auto 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 licence 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 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-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.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
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 with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, 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 (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) 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.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
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 0-60 mph (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 £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists 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 Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-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. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
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)
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. 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 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 plexi. 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 major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
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 a 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. At least one car is known to have been fitted with fuel-injection.
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.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
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 L 6 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.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
Southport Registration Plate
Image by mrrobertwade (wadey)
Mayoral number plate is put up for auction
Jun 5 2008
by Ed Casson, Maghull and Aintree Star
SEALED bids are being accepted for a 60 year old registration plate of Sefton’s former Mayoral car.
The number plate, FFY1 was first issued on October 1, 1946, it has served over 60 mayors and was last seen on the Mayoral Ford Scorpio car.
A reserve for the number plate has been set and the money raised from the sale will be used to enhance Mayoral services across the whole borough.
Anyone wanting to make a bid for the registration plate should visit www.sefton.gov.uk or call 934 3225 to request a form.
All bids must be received by 12 noon, September 4, 2008.
Nice Car Auctions Sales photos
Check out these car auctions sales images:
Jaguar E-Type 4-2
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "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.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• 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, one is known to have been destroyed and two others have been converted to coupé form. 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.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car 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)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race 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 testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars 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. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. 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.[7]
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 auto 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 licence 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 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-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.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
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 with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, 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 (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) 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.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
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 0-60 mph (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 £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists 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 Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-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. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
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)
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. 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 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 plexi. 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 major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
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 a 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. At least one car is known to have been fitted with fuel-injection.
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.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
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 L 6 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.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
Jaguar E-Type 4.2 at Samuel’s in Allston: E-Type badge on the steering wheel
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "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.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• 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, one is known to have been destroyed and two others have been converted to coupé form. 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.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car 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)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race 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 testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars 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. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. 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.[7]
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 auto 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 licence 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 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-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.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
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 with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, 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 (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) 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.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
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 0-60 mph (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 £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists 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 Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-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. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
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)
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. 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 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 plexi. 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 major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
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 a 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. At least one car is known to have been fitted with fuel-injection.
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.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
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 L 6 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.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
Jaguar E-Type 4.2 at Samuel’s in Allston: Model plate on the trunk / boot lid
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "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.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• 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, one is known to have been destroyed and two others have been converted to coupé form. 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.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car 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)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race 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 testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars 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. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. 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.[7]
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 auto 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 licence 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 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-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.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
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 with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, 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 (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) 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.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
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 0-60 mph (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 £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists 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 Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-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. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
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)
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. 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 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 plexi. 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 major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
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 a 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. At least one car is known to have been fitted with fuel-injection.
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.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
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 L 6 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.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
Nice Government Auctions Sales photos
Some cool government auctions sales images:
1957 Talbot Lago T 14 LS (02)
Image by GS1311
The Anglo-French STD (Sunbeam-Talbot-Darracq) combine collapsed in 1935. The French Talbot company was reorganised by Anthony Lago (1893-1960) and after that, the Talbot-Lago name was used but on the home market the cars bore a Talbot badge.
After the World War II, for the model Grand Sport 26CV (1947-1954), a 4483 cc six cylinder engine was developed. Another model, named Lago Sport (1954-1957) used a Maserati engine.
One of the immediate post-war cars that received notoriety for its speed was the T26 Grand Sport (GS). It was built for either racing or luxury and benefited directly from Talbot’s successful T26C Grand Prix car. As such it was expensive, rare and helped Louis Rosier win the LeMans 24 Hour race. The GS replaced the Lago-Record chassis which was named for its remarkable top speed. Having a 4.5 liter inline-6 aluminum cylinder head and triple carburetor fuel feed from the T26 the Grand Prix cars, the GS was one of the world’s most powerful production cars. It produced 190 bhp (140 kW) which was good for around 125 mph (201 km/h) depending on the body that was fitted. Chassis details were similar to the Grand Prix cars, but it was longer and wider. It came it two wheelbase lengths -104 and 110 inches (2,800 mm). Later Lago America models (1957-1959) used 2.6 or 2,7 litre BMW engines or Simca engines.
Postwar government taxation policies savagely discouraged the sale in France of passenger cars with engine sizes above two litres: despite its high quality cars, Talbot-Lago struggled for survival along with other pre-war marques such as Hotchkiss and Delahaye, and production ceased when Simca took over during 1959. (Simca was subsequently taken over by Chrysler, who gained a controlling share in 1963, and rebranded the business as Chrysler France in 1970).
Talbot-Lagos have become a top-prized car at various auctions, fetching as much as .685 million at the 2005 Pebble Beach Auction for a 1938 T150-C Lago Speciale Teardrop Coupe. The same year, the top bidder at a Christie’s auction was awarded a 1937 Talbot-Lago T150 C-SS Teardrop Coupe with coachwork by Figoni and Falaschi for his .535 million-dollar bid.
(Wikipedia)
- – -
Als 1935 die Sunbeam-Talbot-Darracq-Gruppe zahlungsunfähig wurde, übernahm der ehemalige Produktionsleiter Antonio Lago die französische Niederlassung in Suresnes. Den englischen Firmenteil übernahm die Rootes-Gruppe.
1935 leitete der Italiener Antonio Lago mit der Übernahme des Talbot-Werks in Suresnes eine neue Ära ein. Unter Lagos Leitung und dem neuen Firmennamen Talbot Lago wurden bis 1937 zwei völlig neue Automodelle mit Sechszylindermotoren (2,7 und 3 Liter Hubraum) entwickelt. In den folgenden Jahren entstanden in Kooperationen mit den namhaftesten Karosseuren Europas einige der aufregendsten Fahrzeuge der Vorkriegsgeschichte. Zu diesen Karosseriebauern gehörten: Figoni Falaschi (T 150 SS Coupé von 1937 und das weltberühmte Teardrop Coupé von 1939), Chausson, Saoutchik, Partout und Henri Chapron. Es wurde sogar ein Cabriolet von Graber und eines von Ghia gefertigt. (Im Januar 2006 wechselte bei Gooding & Company in den USA eines der spektakulären Teardrop-Coupés für 3.905.000 USD seinen Eigentümer.)
In der Rennsaison 1939 wurden in Suresnes zwei Grand-Prix-Fahrzeuge für den GP 1939 entwickelt. Bedingt durch die politische Situation dieser Zeit kamen die Wagen jedoch nicht zum Einsatz. Nach dem Zweiten Weltkrieg stellte Lago den Talbot Lago Record und den Grand Sport mit einem 4,5-l-Motor und einem Wilson-Vorwählgetriebe vor und konnte damit sportliche Erfolge wie zum Beispiel den Le-Mans-Sieg 1950 mit Louis Rosier am Steuer erzielen. Ebenfalls 1950 erschien ein neues Modell namens Baby (Vierzylindermotor mit 2690 cm³ Hubraum). 400 Automobile wurden im Jahre 1950 produziert. Im darauf folgenden Jahr waren es weniger als 100 Automobile. Eine bedeutende Änderung in den Jahren ab 1953 bestand darin, dass anstelle des Wilson-Vorwählgetriebes ein konventionelles Getriebe mit 4-Gang-Schaltung von Pont-a-Mousson eingebaut wurde. Das Fahrgestell des Talbot Lago Babys konnte auch ohne Aufbau erworben werden. Diese Fahrgestelle kamen bis zum Produktionsende im Jahre 1955 bei den Grand-Sport-Coupés mit einem 4,5-Liter-Sechszylinder-Motor zum Einsatz.
Der letzte große Entwurf von Talbot Lago wurde 1955 vorgestellt. Es war der 2500 Sport. Antonio Lago entschied sich für einen Vierzylinder-Reihenmotor, der mit 2491 cm³ genau das Rennklassement der 2,5-Liter-Klasse ohne Kompressor erfüllte. Insgesamt wurden 54 Exemplare des 2500 Sport gefertigt. Zwei Fahrzeuge verließen das Werk ohne Aufbau, um später vermutlich als offene Sportwagen vollendet zu werden. Unter diesen 52 karossierten Exemplaren wird unterscheiden zwischen den Varianten für Europa und denen, die nach Amerika geliefert wurden. Die 2500-Amerika-Modelle wurden mit einem BMW-2,5-Liter-V8-Aggregat bestückt, bekannt aus dem BMW 502, und besitzen massivere Chromapplikationen als die Europamodelle. 15 der 52 Exemplare wurden als Amerika-Versionen gebaut. Aus den Werksproduktionslisten geht hervor, dass 1956 für das 24-Stunden-Rennen in Le Mans zwei Prototypen mit einem Sechszylinder-Maserati-Motor gebaut wurden. Der Verbleib ist heute unbekannt.
1959 waren die Absatzchancen für die wertvollen Talbot Lagos derart gesunken, dass Antonio Lago seine Firma an Simca verkaufen musste.
(Wikipedia)
1935 Talbot Lago T 120 Roadster (02)
Image by GS1311
The Anglo-French STD (Sunbeam-Talbot-Darracq) combine collapsed in 1935. The French Talbot company was reorganised by Anthony Lago (1893-1960) and after that, the Talbot-Lago name was used but on the home market the cars bore a Talbot badge.
After the World War II, for the model Grand Sport 26CV (1947-1954), a 4483 cc six cylinder engine was developed. Another model, named Lago Sport (1954-1957) used a Maserati engine.
One of the immediate post-war cars that received notoriety for its speed was the T26 Grand Sport (GS). It was built for either racing or luxury and benefited directly from Talbot’s successful T26C Grand Prix car. As such it was expensive, rare and helped Louis Rosier win the LeMans 24 Hour race. The GS replaced the Lago-Record chassis which was named for its remarkable top speed. Having a 4.5 liter inline-6 aluminum cylinder head and triple carburetor fuel feed from the T26 the Grand Prix cars, the GS was one of the world’s most powerful production cars. It produced 190 bhp (140 kW) which was good for around 125 mph (201 km/h) depending on the body that was fitted. Chassis details were similar to the Grand Prix cars, but it was longer and wider. It came it two wheelbase lengths -104 and 110 inches (2,800 mm). Later Lago America models (1957-1959) used 2.6 or 2,7 litre BMW engines or Simca engines.
Postwar government taxation policies savagely discouraged the sale in France of passenger cars with engine sizes above two litres: despite its high quality cars, Talbot-Lago struggled for survival along with other pre-war marques such as Hotchkiss and Delahaye, and production ceased when Simca took over during 1959. (Simca was subsequently taken over by Chrysler, who gained a controlling share in 1963, and rebranded the business as Chrysler France in 1970).
Talbot-Lagos have become a top-prized car at various auctions, fetching as much as .685 million at the 2005 Pebble Beach Auction for a 1938 T150-C Lago Speciale Teardrop Coupe. The same year, the top bidder at a Christie’s auction was awarded a 1937 Talbot-Lago T150 C-SS Teardrop Coupe with coachwork by Figoni and Falaschi for his .535 million-dollar bid.
(Wikipedia)
- – -
Als 1935 die Sunbeam-Talbot-Darracq-Gruppe zahlungsunfähig wurde, übernahm der ehemalige Produktionsleiter Antonio Lago die französische Niederlassung in Suresnes. Den englischen Firmenteil übernahm die Rootes-Gruppe.
1935 leitete der Italiener Antonio Lago mit der Übernahme des Talbot-Werks in Suresnes eine neue Ära ein. Unter Lagos Leitung und dem neuen Firmennamen Talbot Lago wurden bis 1937 zwei völlig neue Automodelle mit Sechszylindermotoren (2,7 und 3 Liter Hubraum) entwickelt. In den folgenden Jahren entstanden in Kooperationen mit den namhaftesten Karosseuren Europas einige der aufregendsten Fahrzeuge der Vorkriegsgeschichte. Zu diesen Karosseriebauern gehörten: Figoni Falaschi (T 150 SS Coupé von 1937 und das weltberühmte Teardrop Coupé von 1939), Chausson, Saoutchik, Partout und Henri Chapron. Es wurde sogar ein Cabriolet von Graber und eines von Ghia gefertigt. (Im Januar 2006 wechselte bei Gooding & Company in den USA eines der spektakulären Teardrop-Coupés für 3.905.000 USD seinen Eigentümer.)
In der Rennsaison 1939 wurden in Suresnes zwei Grand-Prix-Fahrzeuge für den GP 1939 entwickelt. Bedingt durch die politische Situation dieser Zeit kamen die Wagen jedoch nicht zum Einsatz. Nach dem Zweiten Weltkrieg stellte Lago den Talbot Lago Record und den Grand Sport mit einem 4,5-l-Motor und einem Wilson-Vorwählgetriebe vor und konnte damit sportliche Erfolge wie zum Beispiel den Le-Mans-Sieg 1950 mit Louis Rosier am Steuer erzielen. Ebenfalls 1950 erschien ein neues Modell namens Baby (Vierzylindermotor mit 2690 cm³ Hubraum). 400 Automobile wurden im Jahre 1950 produziert. Im darauf folgenden Jahr waren es weniger als 100 Automobile. Eine bedeutende Änderung in den Jahren ab 1953 bestand darin, dass anstelle des Wilson-Vorwählgetriebes ein konventionelles Getriebe mit 4-Gang-Schaltung von Pont-a-Mousson eingebaut wurde. Das Fahrgestell des Talbot Lago Babys konnte auch ohne Aufbau erworben werden. Diese Fahrgestelle kamen bis zum Produktionsende im Jahre 1955 bei den Grand-Sport-Coupés mit einem 4,5-Liter-Sechszylinder-Motor zum Einsatz.
Der letzte große Entwurf von Talbot Lago wurde 1955 vorgestellt. Es war der 2500 Sport. Antonio Lago entschied sich für einen Vierzylinder-Reihenmotor, der mit 2491 cm³ genau das Rennklassement der 2,5-Liter-Klasse ohne Kompressor erfüllte. Insgesamt wurden 54 Exemplare des 2500 Sport gefertigt. Zwei Fahrzeuge verließen das Werk ohne Aufbau, um später vermutlich als offene Sportwagen vollendet zu werden. Unter diesen 52 karossierten Exemplaren wird unterscheiden zwischen den Varianten für Europa und denen, die nach Amerika geliefert wurden. Die 2500-Amerika-Modelle wurden mit einem BMW-2,5-Liter-V8-Aggregat bestückt, bekannt aus dem BMW 502, und besitzen massivere Chromapplikationen als die Europamodelle. 15 der 52 Exemplare wurden als Amerika-Versionen gebaut. Aus den Werksproduktionslisten geht hervor, dass 1956 für das 24-Stunden-Rennen in Le Mans zwei Prototypen mit einem Sechszylinder-Maserati-Motor gebaut wurden. Der Verbleib ist heute unbekannt.
1959 waren die Absatzchancen für die wertvollen Talbot Lagos derart gesunken, dass Antonio Lago seine Firma an Simca verkaufen musste.
(Wikipedia)
Teacher’s Training College
Image by rethought
Possibly around 1907?
Excerpts from Johnston Co., OK – The Wapanucka Press, July 1907
July 1-
"MISS NOVA BALL ENTERTAINS
Miss Nova Ball entertained a number of her friends last Saturday night at her
home. Music and contests formed the chief amusements of the evening. In the
representation contest Miss Mollie Robinson was given the favor and Roxie Ball
was given the booby favor. Alta Nixon was given the favor in the literary
contest, and the booby favor, a box of stick candy, was given to three boys
and all the guests partook of the contents. Covers were laid for Misses Genie
Wallace, Jennie Wyrick, Mollie Robinson, Flora and Ferril Benson, Inz
Williamson, Roxie Ball. Neta and Mettie Ball, Ethylene Booker, Alta Nixon,
Lizzie Beard, Mary Hancock, Dora Pearigen, Ola and Myrtle Hunt; Messrs Bob
Wyrick, Claud O’Neal, Will Walton, Will Hickman, Henry Kennon, Ed White, Ed
Clark, Henry Channell, Tom Taylor, Guy Fowler, Will Marton, Gerard West. Miss
Ball as assisted in receiving and entertaining by her sister, Mrs. R. T. Ball."
"LOCAL NEWS
J. M. Taylor was over from Springbrook Friday."
July 6-
"Bird Pearigen entertained about 30 of his young friends Monday evening at the
home of his parents Mr. and Mrs. H. C. Pearigen, the occasion being the
celebration of his 14th birthday. Tom Cornell was there with his graphophone
and played a number of selections which was very much appreciated by the
children. Bird received a number of presents from his little friends, and
those present report a very pleasant evening, and wish for him many more happy
birthdays."
July 22-
"J. M. Taylor is the happy father of another fine boy born Friday.
Miss May Dodd is visiting J. M. Taylor’s family this week."
April 4, 1907
"Misses Maggie Johnson and Pearl Parker, of Coalgate, were visiting their
cousin, Miss Dora Pearigen Saturday and Sunday."
August 3, 1905
"H. C. Pearrigen has opened a first class news stand, cigar and confectionery
store in the post office building."
August 9, 1906
"H. C. Pearrigen has bought out the laundry business of Workman & Co. Mr.
Pearrigen represents the Sherman Steam Laundry, one of the best in the
country."
Byrd, Melvin, and Dora listed as attending Wapanucka School, 1905-1906.
August 5, 1907
"B. A. Kuhn of Russellville, Arkansas, is here, visiting Postmaster A. A.
Taylor."
December 28, 1905
"POST OFFICE FIGHT
The Press erred last week in stating that Dr. A. A. Taylor had been appointed
postmaster for the new term under the third calls arrangement.
It now comes to light, so the Press learns from town talk, that J. D. Ball is
a candidate for the office and that he is making a vigorous campaign.
The Republican club is to have the matter up for consideration tonight. A hot
fight is predicted. The appointment is expected to be made by the president
immediately after the holidays."
December 1906-
"C. A. Taylor a farmer was held up Friday near Ardmore by highwaymen and robbed
of . cash. After the robbery the highwaymen cut the telephone wire leading
to Ardmore."
December 1907-
"Dora Pearrigen who is attending school at Belton, Texas, writes that Rev.
Holland and family have moved from there to South Carolina."
February 23, 1905
"Card of Thanks – I wish to thank those who have been so kind to me during my
recent illness. My father and mother as well as myself certainly appreciate
your kindness. Yours thankfully, Eldora Pearigen"
January 5, 1905
"Ernest and Fred Taylor, sons of Dr. and Mrs. A. A. Taylor, who are attending
Durant College, spend the holidays at home. Here are two exceedingly bright
boys who are making rapid stride in their college work."
17 January 1906
"Last Wednesday the President sent the name of Alva A. Taylor to the senate to
be postmaster at Wapanucka for four years."
"Miss Lula Taylor is now assisting Mrs. Taylor in the post office."
January 1907-
"Miss Dora Pearigen is visiting Miss Emma Bond at Stringtown."
"H. C. Pearigen left Saturday for a visit with his sister in Missouri."
"The following are the new officers of the local Rebekah Lodge installed Friday
night January 18:
Mrs. A. A. Taylor, Noble Grand
Mrs. Minnie Ross, Vice Grand
Miss Cora Skeen, R.S.N.G.
Mrs. L. E. Creekmore, L.S.N.G.
Mrs. E. J. Johnson, L.S.V.G.
Miss Bessie Dumphrey, Sec.
Miss Willie Smith, Warden
Mrs. O. M. Workman, Con.
K. T. Kelly, L.G.
L. E. Creekmore, O.G
Mrs. Jessie Stroud, Chaplain"
July 1905-
"H. C. Pearigen, agent for the Wapanucka Press, Dallas News and Sherman Steam
Laundry, is now located in the Post Office building, where in connection with
his agencies, he will carry a small line of tobacco, cigars, pipes,
stationery, novels, papers and magazines; in fact everything in the good
reading line."
July 1906-
"Mrs. A. A. Taylor, of Wapanucka, is visiting her parents, Mr. and Mrs. W. J.
B. Loyd. Benington Tribune"
June 1905-
"Mrs. A. A. Taylor is visiting her parents at Bennington this week. She will
also attend the commencement exercises of Durant Presbyterian College while
away."
"Ernest, son of Dr. and Mrs. A. A. Taylor, returned from Durant Friday
where they have been attending Durant College."
"Fred Taylor, the brilliant young son of Dr. and Mrs. A. A. Taylor, graduated
in the high school class at Durant College last week. He was recognized as
the best student in the class and was awarded the scholarship to Washington
Lee University."
June 1906-
"Ernest Taylor come home from Tecumseh Thursday where he has been attending
school."
March 2, 1905-
"BREAKS HIS LEG
Henry Pearrigen Meets With Serious Accident In Runaway
While he was unloading trunks on Main Street, in front of Mr. Franc’s jewelry
shop yesterday evening about 1 o’clock, the mule team of H. C. Pearrigen
became frightened and ran-a-way, and by jumping out of the wagon Mr. Pearrigen
happened to the sad misfortune of breaking his right leg. It seems that Mr.
Pearrigen has just gotten in the wagon without holding the lines, when the
team began running. He saw that he was in imminent danger and not being able
to secure the lines he jumped out falling on his leg and breaking it fearfully
in two places just above the ankle.
Mr. Pearrigen is a very hard working, industrious man, and his sad misfortune
is much regretted by all."
"H. C. Pearrigen, who happened to the misfortune of getting his leg broken by
jumping from a wagon last week is getting along nicely. Dr. Skeen set the
broken limb back into place and no fear is apprehended as to it giving
trouble."
May 1905-
"H. C. Pearigen, who got his leg broken about two months ago, is now able to be
out on the crutches. Mr. Pearigen is soliciting subscriptions for the Press
and any favors shown him will be highly appreciated."
May 1907-
"Henry Pearigen has rented the Commercial Hotel and will open it for business
soon."
"A letter received here Monday morning by Dora Pearrigen announced the death of
Mrs. W. J. Bond, which occurred at Stringtown at 4 o’clock Sunday morning.
She had been sick only a week. Pneumonia was the cause of her death."
October 1905-
"Rev. and Mrs. W. J. Lloyd, of Bennington, who were her visiting their
daughter, Mrs. A. A. Taylor, returned home Thursday."
"On last Thursday W. S. Wyrick bought out the interest of Dr. A. A. Taylor in
the saw mill on Boggy. Those holding the other interest in the mill are Baily
Powers and J. H. McClendon of Atoka. We understand that the mill will be run
right along at its present location."
"COURT CONVENE
Mill of Justice Commence Long Grind at The Courthouse
Fall term of United States Court for the Atoka division, Central District,
convened at Atoka Monday, Justice Thas. C. Humphy presiding and Hon. Frank Lee
looking after the interests of the government.
The following is the Jury serving:
Pettit Jurors-
A. A. Taylor, Wapanucka"
September 1905-
"Fred Taylor has gone to Norman, Oklahoma to attend the State University."
October 1907-
"NOTICE OF FORECLOSURE SALE OF REAL ESTATE
By Virtue of the Powers conferred on me, the undersigned Mortgagee, by the
terms of a certain Real Estate Mortgage, executed by Henry C. Pearigen and his
wife, Sarah Pearigen, to secure the payment of a certain promissory note for
five hundred dollars, also executed by them and payable to me, in the payment
of which default has been made; I will now therefore in accord with the terms
of said Mortgage, at the hour of two o’clock, p.m., on the ninth day of
November, 1907, at the “Pearigen Residence,” on Block number one hundred and
thirty-one, in the town of Wapanucka, in the Central District, of the Indian
Territory, expose for sale and sell at Public Auction, to the highest bidder
for cash, the following Real Estate conveyed and described in said Mortgage,
to wit:
Lots numbers (3) three, (4) four, (5) five and (6) six in Block number (131)
one hundred and thirty-one together with a certain five room house situated
thereon and known as the Pearigen residence. Also Lot number (4) four in
Block number (70) seventy, all of said Real Estate being situated in the town
of Wapanucka, in the Central District of the Indian Territory.
The Proceeds of said Sale will be applied to the satisfaction of said Note and
interest thereon and the cost of this trust and the residue if any will be
paid to the Mortgagors.
Witness my hand this the 3rd day of October, 1907. W. S. Wyrick, Mortgagee"
September 2, 1907-
"Fred Taylor left Tuesday for Rocky Fort, Colorado, where he has accepted a
position."
January 1902-
"TO MY PATRONS AND FRIENDS
I have made arrangements to have a competent man to run my corn mill
each Saturday, and I assure my friends and patrons that they will be
treated right when they bring their corn to my mill. Thanking one
and all for past patronage, I am. Yours Truly, A. A. Taylor"
February 1902-
"DIED
Mrs. Aries Pearrigen, aged mother of H. C. Pearrigen, died at her
home in this city Tuesday morning. The deceased was 76 years of age,
was a member of the Methodist church of long standing, and was loved
and highly respected by all who knew her. Remains were interred in
the cemetery in this city Tuesday evening amid a concourse of heart
broken relatives and sorrowing friends. The Press join many friends
in extending condolence to the bereaved family."
"Dr. A. A. Taylor left for Atoka Sunday where he is this week serving
on the federal grand jury."
STEPHENS TAYLOR DEAD
"Stephens Taylor, one of the best known and highly respected men of
this country, passed away at 10 o’clock Saturday night. Mr. Taylor
had lived to the ripe old age of 82 years. He was the father of A.
A., A. W. and W. A. Taylor, of this city, and J. H. Taylor, of
Tecumseh, Oklahoma. He has lived in Wapanucka many years and was
loved by all who knew him. Remains were quietly interred at the
cemetery in this city Sunday evening."
"A meeting was held at the schoolhouse Monday night for the purpose of
deciding upon some way in which to get grounds set aside for grave
yard purposes, as the government surveyors overlooked this important
thing when platting the town. A committee of five was appointed to
look out a suitable place and to confer with the Indian department in
regard to the matter. The committee consisted of the following: W.
J. Bond, A. A. Taylor, T. A. Creighton, H. L. Nixon and L. B.
Rutherford. The Brown grave yard south of the city is a favorable
location and the committee will select it for the grounds."
March 1902-
"We are informed that our postmaster, D. A. A. Taylor, has order lock
boxes and new fixtures for the office. We are glad to know of the
improvements soon to be made as it is much needed; owing to the
recent quick growth of the city."
April, 1902-
"George Pearrigen has sold his gin to Stanphil & Been who expect to
put in new machinery."
May 1905-
"Dr. A. A. Taylor informed us that he is arranging to put in
additional machinery and will make many improvements to facilitate
his gin plant."
July 1907-
"Dr. Taylor on Monday began to haul the stone for his building on
Choctaw Avenue. He also informed us the postoffice would soon have a
new home."
"Dr. A. A. Taylor and city Recorder R. O. Rose went to Ardmore today.
Dr. Taylor goes to meet representatives of the factory to buy
additional machinery for his ginery, and Mr. Rose goes down to take
in the reunion."
August 1902-
"Fred, the 15 year old son of Dr. Taylor, was thrown from a horse last
Friday evening and severely but not dangerously hurt."
October 1902-
"MR. ROSE HAS PASSED AWAY
Last Sunday evening at the home of George Pearrigan, in Boggy Depot,
at the hour of two o’clock, Rufus O. Rose, one of the most prominent
and promising young men of our city, passed through the gates of
death, to abide in peace with God."
September 1903-
"Rose and H. C. Pearringen were visiting here last Sunday week"
October 1903-
"H. C. Pearrigen is behind the counters at Riley Bros. store this week."
December 1903-
"R. C. Hickman, Jim Longwith and Mrs. W. A. Taylor all left Monday
evening for Cleveland, Tennessee where they will spend Christmas with
old home folks."
January 28, 1904-
"TAYLOR MILL BURNED
Last Thursday night, during the rage of a severe snow store, the
engine shed and corn mill of Dr. A. A. Taylor caught fire and was
burned to the ground. The engine had not been fired up for three
days and it is a mystery where the fire originate, Supposition,
however, have it that some of the wood around the engine caught fire
some days ago and had never been put out and from that the fire
originated.
Through the heroic work of the citizens who rushed from their warm
beds to the fire the gin plant was saved.
There was no insurance on the property and the total loss is
estimated as about ,200."
February 1904-
"Dr. A. A. Taylor is making arrangements to begin the erection of a
new corn mill soon. He will put in a better plant than the one
recently burned."
May 1904-
"W. M. Rigsby has sold his blacksmith shop to G. W. Pearrigen"
July 1904-
"H. C. Pearrigen is now running a delivery hack in the city. Mr.
Pearrigen is a good man and will no doubt get plenty of work to do."
August 1904-
"Three mechanics commenced the work yesterday of overhauling Dr.
Taylor’s gin machinery, making ready for the fall season. Everything
is being put in fine shape and this gin will be well prepared to
handle the big cotton crop. The Doctor would be pleased to gin the
first bale of the season."
"Mrs. A. A. Taylor left Monday for Bennington, where she will visit
her parents, Rev. and Mrs. W. J. B. Lloyd, for several days. Her
sister, Miss Hattie Lloyd, who has been visiting here, returned with
her.
During the absence of Mrs. Taylor this week the post office is in the
competent hands of Misses Mollie Powers and Annie Lancaster. They
are selling stamps as heretofore at the low price of one and two
cents as desired."
September 1904-
"Ernest and Fred, two sons of Dr. and Mrs. A. A. Taylor, left Monday
for Durant where they go to attend the fall session of the Durant
Presbyterian College."
October 1904-
"H. C. Pearrigen is authorized to accept and receipt for subscriptions
for the Press. Mr. Pearrigen is a hustler and is rolling up a big
list of new subscribers. Any favors shown Mr. Pearrigen will be
appreciated by the Press."
Nice Local Horse Auctions photos
Check out these local horse auctions images:
horse show
Image by nozoomii
stud breeding at Janów Podlaski, in Eastern Poland, next to the Belarus border,
presting horses at the local horse show once a year .. including a horse auction after it
2009 09 18 292 The Inn in Aylsham
Image by IoW_Sparky
The Village Inn in Aylsham, Norfolk
The Black Boys history can be traced back as far as 1471 when it was described as a messuage and cottage called the stonenhus. In the early 1650s it is claimed that a Richard Andrews developed the premises as an inn. He died following a fight with one of Oliver Cromwell’s men who was billeted there. Legend has it that he was buried in the grounds and his ghost has been seen on the premises.
Many famous people are recorded as having enjoyed the hospitality of the Black Boys over the years including Daniel Defoe, Horatio Nelson and Princess Victoria. The hotel features prominently in local history. In 1786 The Aylsham Association was founded and met there. In the 1800s it was used as a Magistrates Court and in 1814 a ball was held there to celebrate peace after the Napleonic Wars.
Stabling at the rear of the Hotel was used for changing the horses when travel was predominately by mail coaches. A major redevelopment of the premises took place in 1844 when it was bought by a James Spanton who sold off the entire contents at the local auction rooms. In addition to furniture and sundries – a post chaise, post chariot, a gig and six horses were included in the sale.
There are a couple of theories as to how the hotel acquired its name. Firstly it is suggested that it was named after King Charles II who was nicknamed The Black Boy because he had black hair and a swarthy complexion. Secondly, it may have a connection with the black boy slaves who were used as servants in local wealthy households in the 17th century. In 1815 John Crome of the Norwich School of Painters was commissioned to paint a sign for the inn which he based on a portrait of the King.
The Black Boys Hotel is now a Grade 2 listed building in recognition of its rich history and still presides over the bustling Market Place of Aylsham.
www.blackboyshotel.co.uk/index.html
The Fort Worth Stockyards Company, Ft. Worth Texas Historical Marker
Image by fables98
The Fort Worth Stock Yards Company was created in 1893, when Boston capitalist Greenlief W. Simpson led a group of investors in purchasing the Fort Worth Union Stock Yards. Under Simpson’s leadership, the Company earned the support of the Texas Cattle Raisers Association and lured the prominent meatpacking companies of Armour and Swift to open plants here. Publicity through the Company’s market newspaper and annual Fat Stock Show, both begun in 1896, resulted in a significant increase in the number of animals brought to market. The Stock Yards Co. built the area’s livestock-related facilities and had controlling interest in many North Fort Worth businesses and properties. The first five decades of the 20th Century were the most successful for the Fort Worth Stock Yards Co. During World War I, foreign governments purchased draft animals, making Fort Worth the largest horse and mule market in the world. In 1917, overall livestock market receipts reached 3,500,000 and in 1944, sales exceeded 5,000,000 head of livestock. However, by the 1950s, local auctions were drawing sellers away from this central market. Today the Fort Worth Stock Yards Co. continues as a significant part of the city’s unique heritage. Texas Sesquicentennial 1836-1986.
Nice Local Horse Auctions photos
Check out these local horse auctions images:
CHINESE FOOT BINDING (1)
Image by Okinawa Soba (On the Road for a While)
Welcome to CHINESE FOOT BINDING 101, in FOUR PARTS — The story of how 4.5 BILLION Chinese Girls got a raw deal, maimed and crippled for life (with up to 10% suffering death) by a cultural outrage against nature that continued for a thousand years.
"…….what we do know is that the process of binding a foot was agonizing — so painful that by some estimates one girl in 10 died of shock in the first few days……" www.taipeitimes.com/News/world/archives/2005/03/23/200324…
NOTE : If you are here simply to read the gory details of HOW IT WAS DONE, that’s OK.
Please scroll down past the introduction and go to PART 1, where you will find plenty of INFECTION, INTERNAL BLEEDING, OOZING PUS, ROTTING FLESH, CHRONIC FUNGUS, GANGRENE, PUTRID ODORS, and the SNAPPING, CRUNCHING sound of little girl’s feet HAVING THEIR BONES CRUSHED AND BROKEN…..without anesthesia, and without mercy, making the TORTURE TECHNIQUES of the American CIA look like Mother Teresa compared to the UNRELENTING TORTURE OF LITTLE GIRLS practiced for a millennium by the HAN CHINESE of Asia.
SEX, SEX, and MORE SEX
SEXUAL ISSUES and SPURIOUS SEXUAL REASONS FOR FOOT BINDING are covered in PART 3.
WARNING : CONTAINS GRAPHIC DESCRIPTIONS AND SEXUALLY EXPLICIT COMMENTS REFERENCING MALE AND FEMALE ANATOMY USING BOTH SLANG AND TECHNICAL TERMS.
That is to say, NFTK. (Not For The Kiddies)
IF YOU ARE TOO SQUEAMISH TO READ THE HORROR STORY RIGHT AWAY, I WILL HELP YOU RELAX FIRST BY PLAYING A GAME. The Game is called FIND THE HEEL. Go to this link, and see of you can find the heel that used to be naturally rounded out behind the girl’s foot. If you can’t find it, and give up, just read the caption to find out where it went. After you’re done, you can come back here and continue reading :
www.flickr.com/photos/24443965@N08/3461349265/in/set-7215…
You seriously DON’T want to read anything else, and just want to look at all the pics ?
Ok…..here’s my complete FOOT BINDING Photo Set : www.flickr.com/photos/24443965@N08/sets/72157617279516959/
Also, here’s the direct link to a stereoview (3-D) view of the above photo. You can always come back and check it out later : www.flickr.com/photos/24443965@N08/3461351447/in/photostr…
********************************************
DISCLAIMER, and STATEMENT OF PURPOSE
What follows is not a racist rant against the nation we now call "China", so please relax.
Everyone in China did not practice foot binding, and many of the more sane Chinese were against it to the point where some regions and tribes enacted prohibitions against it. Therefore, the condemnation of this cultural practice which you are about to read is not a blanket condemnation of all Chinese who lived in China during times past, nor those who are descended from them today. It is certainly not a post against the Chinese Women who suffered so horribly. Neither is it a post against the young girls who were at times forced by their parents to break the feet of their even younger sisters. As for the Mothers who "fell in line" and allowed this male-directed madness to proceed, the words "Stockholm Syndrome" come to mind.
en.wikipedia.org/wiki/Stockholm_syndrome
What I have written below is a post against those particular men in China who initiated it and allowed it to take root, who promoted it, defended it, and perpetuated it in the regions where it was allowed by leaders who did not care. It is against those particular billions of men who came later and oversaw the continuing horrific pain and suffering of women and children while making no attempt to stop it, even in their own homes.
It is also a post against those particular men in today’s China who continue on in the spirit of treachery against women by allowing the stone-aged practice of FEMALE INFANTICIDE — via the lopsided, prejudicial abortion of tens of millions of devalued little girls — while letting the little boys live on, simply because they have a little pecker between their legs.
In a broader sense, it is also a post against every male chauvinist pig who has ever been born on the face of the earth.
Period.
****************************************
INTRODUCTORY RANT —- BOGUS CONCEPTS ABOUT CULTURE
Did Confucius ever say, "…If only one man crush and break daughter’s feet to destroy happy childhood, cripple her for life (and maybe kill her), he is CRIMINAL PSYCHOPATH and VERY SICK BASTARD…….. But, if one million man do it, it is RESPECTABLE and HONORABLE CULTURE…" ?
No, he did not. He was long dead by the time the insidious practice of foot binding came along. However, he probably wished he had said the above, and is now in the grave, kicking himself in the butt for not being the first to introduce this crime against women.
Confuse Us….er… Confucius was just another male chauvinist pig of the first degree, whose teachings helped lay the groundwork for the stupidity that was to follow. He will be discussed again later — in negative terms, of course — at the very end of this long 101 caption.
Further, in PARTS 3 and 4 below, the following people will also get smacked around : Modern-day, so-called "educators" who spend their time (1) groveling on the ground before the Idols of superstition and ignorance, (2) pandering to the sublime cop-out of "cultural relativism", and (3) appealing to adolescent "Time-Place" arguments while making immature pronouncements like "all cultural practices and beliefs must be respected on their own terms in the context of the age during which they occurred".
Here’s a preview :
Q & A.
QUESTION : What do you call a person who is the opposite of a "Cultural Imperialist"?
And by "Cultural Imperialist" — in the context of this foot binding caption, at least — I mean someone (like me, for example) who would like to rid the world of backward, stone-age, male-dominated, sexist, cultural practices that slash, maim, crush, cut, burn, break, torture, sexually traffic, enslave, rape, abuse, and suppress WOMEN and CHILDREN, simply because they are WOMEN and CHILDREN.
ANSWER : You call these anti-Cultural Imperialists "Time-Place Wackos", "Cultural Relativists", and the Malignant Mavens of "Moral Relativity".
They are the so-called "scholars", "educators" and "bureaucrats" of the world who excuse, coddle, and kiss up to ignorance, superstition, and male chauvinism wherever it is found on our planet (both past and present). They are those who cannot think outside the safe little box that they live in, or engage their brain in any independent thought — unless it is happens to be thinking about themselves to the exclusion of all others.
They are those who have no personal fortitude, guts, understanding, compassion, or meaningful values that they can extend to others. The have no empathy or interest in those on the other side of cultural or national boundaries who are being mutilated, crushed, or caged. By their "politically correct" passive omissions, and failure to SPEAK OUT AGAINST SUCH THINGS, they demonstrate not only their complicity, but their lack of interest in alleviating the adult-imposed physical abuse of WOMEN and CHILDREN the world over — with the un-spoken, self-serving, fortuitous excuse that since it’s not happening on their side of the fence, why should they speak out or even care ?
These proponents of MORAL RELATIVITY tell us that…..
(1)….. if one man in a village somewhere throws acid in the face of a 14-year-old girl before slitting her throat and roasting her alive — all because she had a romantic crush on some unapproved male — that this is a "heinous, horrible crime"….
But somehow…..
(2)….. if one hundred men in a village do it to one hundred women, the crime is no longer a crime, but is now suddenly and wonderfully transformed into "culture", and is "not to be judged or condemned", and is now "worthy of our understanding and appreciation in the context in which it occurs", etc etc blah blah blah.
This kindergarten-to-adolescent approach to life is called "Magical Thinking".
It is also called "Bullsh*t".
To cover their lame excuses, these "Moral and Cultural Relativists" clap their hands and say,
"……Whatever people do in other cultures, that’s OK…because it’s their Culture…."
They are the ones who put daisies in their hair, and dance around in circles singing,
"……. I’m OK…You’re OK…We’re ALL OK ! Let’s all just GET ALONG, and RESPECT WHATEVER EACH OF US DOES and WHATEVER WE HAPPEN TO BELIEVE……."
These are the same folks who stick their head in the sand and say,
"…..Throwing acid in young girls faces, and "Honor Killing" of women who don’t do what men tell them to do is their beautiful tradition ! It’s their time-honored culture ! Who are we to say that what they are doing is wrong ? Who are we to judge ? …."
Blah Blah Blah.
Getting back to our subject, here’s a REAL EXAMPLE from the Internet : "……However, let’s not condemn this practice [of foot binding] for we cannot judge it in respect to our own culture. To fully understand a practice such as foot binding we have to practice cultural relativism……" www.angelfire.com/ca/beekeeper/foot.html
I’m sure the writer of that Essay has no condemnation for GENITAL MUTILATION either, nor a host of other practices that are destructive of children. And I’m sure he has no condemnation for Japan’s long culture of SELLING CHILDREN INTO THE WORLD OF PROSTITUTION, and finds no fault with America’s long history and culture of SLAVERY, and SELLING HUMAN BEINGS ON THE AUCTION BLOCK. How nice….NOT. After all, "we have to practice cultural relativism".
Yeah. Right. Excuse me while I Barf.
Again, Cultural Relativism is just another euphemism and piss-poor excuse for not engaging the brain, heart, or any other level of logic or independent thought that goes deeper than 1mm into the skin of a rotten banana.
YOU MAY NOW SCROLL DOWN TO PART 1 FOR THE GORY DETAILS OF HOW TO CRUSH THE FEET OF INNOCENT CHILDREN…..
…..OR YOU MAY READ ON A BIT MORE IF YOU NEED TO GET CURED OF YOUR DEVIANT AFFECTIONS FOR TIME-PLACE, CULTURAL RELATIVITY :
If you really believe that human culture — both past and present — cannot be judged, then please send me all of your WIVES, GIRLFRIENDS, YOUNG DAUGHTERS, AND GRAND-DAUGHTERS.
I will return them to you completely SCREWED, BLUED, and TATTOOED, minus their CLITORIS and HALF OF THEIR VAGINAL PLUMBING thanks to genital mutilation carried out by using the rusted lid from an old tunafish can, their collar bones and shoulders WARPED AND TWISTED BY NECK RING EXTENSIONS, their once happy FEET CRUSHED BY FOOT BINDING, and their EARS and LIPS HALF-RIPPED FROM THEIR FACES and ENLARGED BY WOODEN DISK AND PLUG DECORATIONS.
And that’s just for starters ! On the way home from their trip, I will have them do a 6-month "Home Stay" in a remote village under TALIBAN rule. Woo Hoo !!!
Finally, so they can really understand the "beautiful and amazing culture of foot binding" as practiced in old China, I will personally take a sledgehammer to your daughters tender and natural feet before I send them home to you. And don’t forget : "…….what we do know is that the process of binding a foot was agonizing — so painful that by some estimates one girl in 10 died of shock in the first few days……" www.taipeitimes.com/News/world/archives/2005/03/23/200324…
Of course, since you have taught your children the sick values of "Moral Relativity", I’m sure they won’t feel a thing as internal bleeding and infection set in.
Oh…You say you only have a SON ? Great ! No problem ! Give me the young lad for a while, and I’ll take him to live with the SAMBIA TRIBE, where he can give BLOW JOBS to all of the men in the Village until their semen flows out his ears.
Now, give me your little newborn infant — for the sake of his or her health, I’m going to toss ‘em off a 50 foot building into a sheet — fireman’s style !!! Woo Hoo ! I’m sure the impact will knock more sense into your baby than you apparently have !
www.liveleak.com/view?i=8ed_1209300037
Yes, let’s see how culturally tolerant you are of Okinawa_Soba’s world-tour contributions to your young son’s and daughters international experiences !!!
On second thought, forget your kids. I want YOU ! I’m sending you off for a vacation to the land of Head Hunters and Cannibals for a cultural experience you will never remember — because you will be DEAD ! What’s that you say ? Cannibalism is a fine cultural feature of man — just as long as YOU are not the one being eaten ? HA ! That’s what I thought.
Cultural Relativism ? Give me a break.
Read This : www.flickr.com/photos/osvaldo_zoom/2044452206/
And many other extensive captions at these Photos : www.flickr.com/search/?w=all&q=Genital+Mutilation&…
There are some so-called "enlightened" and "educated" folks out there who think our world is some kind of PEACE LOVE DOVE FEST , and that we shouldn’t criticize OURSELVES and OTHERS for practices that are destructive to basic human life — failing to understand that we are part of ONE HUMAN FAMILY, and who share our ONE HOME, PLANET EARTH — and whose RACIST ATTITUDES allow for and placate those who would destroy the natural functions, liberty, and happiness of another.
Thank GOD (or MOTHER NATURE) that you who are reading this are NOT ONE OF THOSE "TIME-PLACE" WACKO TYPES ! However, on the outside chance that you are, the COMMENTS SECTION is now open for business, where you may put me in my Cultural Imperialist place.
And after you are done bashing me for my lack of respect for others, you may celebrate by having a drink (from a bowl) with this woman :
www.liveleak.com/view?i=9e2_1244159836
And believe me, I live under no ethic or law that requires me to have any respect for any culture whose actions and proclivities against women and children are born from male-dominated social structures, perpetuated and preserved by pampered men having the mentality of a mushroom.
Thank You.
Now, let’s move on to the destruction of a few Chinese girls feet — BILLIONS OF THEM !!!
None of us are above what you are about to read; that is to say, every human being has the capacity for doing evil things. The problem comes when individuals and societies don’t deal with evil things before they get out of hand. This custom of foot binding — practiced for a thousand years by about half the tribes and ethnic regions of old China — will be examined and ripped apart here as an example for all of us on what NOT to do, with implications for all other cultures of the world today that treat women like animals…..
***************************************************
PART 1 : HOW IT WAS DONE :
*** THE CHINESE METHOD OF CRUSHING THE FEET OF YOUNG GIRLS ***
SNAP, CRACKLE, and POP !
First, be aware of two gross fallacies floating around on the internet :
(1) There are several serious statements found across the Web that say things such as wearing high heeled shoes are just as bad for your feet as Chinese foot binding. The people who say such things are either blithering idiots, or as clueless as a rock under a barrel.
(2) There are also several serious statements found across the Web that say Chinese foot binding simply consisted of wrapping cloth tightly around the foot for two years to slow the growth and development of the foot. The people who describe it like that should get the "Nobel Prize for Making the Understatement of the Millennium", and are guilty of glossing over the horrific reality of what went on under those pretty white strips of cloth.
To those broad-minded souls who think that anything and everything falling under the umbrella of what we call "culture" is a wonderful thing, and that all of China was a civilized country of age and wisdom, then please read this barbaric description of what FOOT BINDING really entailed for the BILLIONS of little girls that were forced into it for ultimate "sexual" and / or so-called "cultural" reasons.
OK….. GRAB YOUR DAUGHTER (or your SISTER) and LET’S DO IT !!!
"…….At about the age of three to six years old, when the bones of the young girl’s feet were fully developed, the footbinding began. It was generally an elder female member of the girl’s family or a professional footbinder who started the binding. It was seen as preferable to avoid having the mother do it as she might be sympathetic to the pain of her daughter’s feet and loosen the bandages. The process was started before the arch of the foot had a chance to properly develop. Binding usually started during the winter months so that the feet were numb, meaning the pain would not be as extreme.
First, each foot would be soaked in a warm mixture of herbs and animal blood, this is to soften the foot to aid the binding. Then her toenails were cut back as far as possible to prevent ingrowth and subsequent infections since the toes were to be pressed tightly into the sole of the foot. To prepare her for what was to come next the girl’s feet were delicately massaged. Cotton bandages, ten feet long and two inches wide, were prepared by soaking them in the same blood and herb mix as before.
The toes on each foot were then pressed downwards into the sole of the foot until they were broken, and held against the sole of the foot. The foot was then drawn straight with the leg and the arch broken. The bandage would be repeatedly wound in a figure eight movement, starting at the inside of the foot at the instep, then carried over the toes, under the foot, and round the heel, the freshly broken toes being pressed tightly into the sole of the foot. At each pass the binding was tightened, pulling the ball of the foot and the heel ever close together. When the binding is done, the end of the binding cloth is sewn tightly to prevent the girl from loosening it. As the wet bandages dried they would constrict greatly, making the binding even tighter.
This binding ritual would be repeated as often as possible (for the rich at least once daily, for poor peasants two or three times a week), with fresh bindings. Each time the feet were unbound they would be kneaded to make the joints more flexible, then washed and the nails meticulously trimmed. Immediately after this pedicure the feet are rebound and the bindings are pulled tighter each time, making this process continually more and more painful. The unbound feet would regularly be soaked in a concoction (also considered a "special potion") that caused any necrotised flesh to fall off.
The girl was not allowed to rest after her feet had been bound, however much pain she was in she would often have to walk long distances on her broken & bound feet, so that her own body weight crushed her feet into the correct shape.
The most common ailment of bound feet was infection. Toenails would often ingrow and could lead to flesh rotting, if the infection got into the bones of the feet it could cause toes to drop off. Toes dropping off was seen as a positive, as the feet could then be bound even tighter than before. Disease inevitably followed infection meaning that death could result from foot binding.
As the girl grew older, she was more at risk from medical problems. Even after the foot bones healed they were prone to re-breaking. Older women were more likely to break hips and other bones in falls and were less able to stand up from sitting……"
The above was condensed in the Wiki from the following books : (1) Jackson, Beverly: Splendid Slippers. Berkley: Tenspeed Press. 1997, (2) Levy, Howard S: The Lotus Lovers: The Complete History of the Curious Erotic Tradition of Foot Binding in China. New York:Prometheus Books 1991, and (3) Cummings, S & Stone, K: Consequences of Foot Binding Among Older Women in Beijing China. American Journal of Public Health EBSCO Host. Oct 1997.
And finally THIS :
"……….It usually began somewhere between the ages of four and seven. Possibly even later if the family was poor and needed their daughter to do work around the house or farm. A bandage, ten feet long and two inches wide was wrapped tightly around the foot, forcing the [already broken] four small toes under the sole of the foot. This made the feet narrower but at the same time it made the feet shorter because it also forced the big toe and the heel closer together by bowing the arch of the foot. The bandage was tightened each day and the girl was put into progressively smaller and smaller sized shoes. The entire process usually took about two years at the end of which the feet were essentially dead and utterly useless…….
The feet had to be washed and manicured on a daily basis. If they weren’t manicured properly the toe nails could cut into the instep and infection could set in. If the bindings were too tight they could cut off circulation which could lead to gangrene and blood poisoning.
The feet had to be massaged and given hot and cold compresses to help relieve the pain and help improve circulation. If all this isn’t bad enough, corns would develop on the toes that were bent under and would have to be cut off with a knife. But wait! It gets worse! With the lack of circulation flesh would rot and fall off and sometimes the toes would ooze pus.
The pain was said to have been excruciating especially if this process was begun at a later age…… It is difficult to imagine the suffering that these women had to endure. Here is an account from a woman that went through this ordeal:
A CHINESE WOMAN TELLS HER TALE
"When I was seven my mother….washed and placed alum on my feet and cut my toenails. She then bent my toes toward the plantar with a binding cloth ten feet long and two inches wide doing the right foot first and then the left. She…ordered me to walk but when I did the pain proved unbearable, that night…my feet felt on fire and I couldn’t sleep; mother struck me for crying. On the following days I tried to hide but was forced to walk on my feet…after several months all toes but the big one were pressed against the inner surface……mother would remove the bindings and wipe the blood and puss which dripped from my feet. She told me that only with removal of the flesh could my feet become slender…every two weeks I changed to new shoes. Each new pair was one to two tenths of an inch smaller than the previous one….
In summer my feet smelled offensively because of puss and blood;in winter my feet felt cold because of lack of circulation…four of the toes were curled in like so many dead caterpillars…it took two years to achieve the three inch model…my shanks were thin, my feet became humped, ugly and odoriferous…….. "
www.angelfire.com/ca/beekeeper/foot.html
ARE YOU STILL WITH ME SO FAR ? HAVING THE BONES OF YOUR FEET CRUSHED AND BOUND FOR LIFE IS NOT THE SAME AS WEARING A PAIR OF HIGH HEELS TO A SOCIAL FUNCTION ON FRIDAY NIGHT.
If you cannot figure that one out, it’s probably time for your milk and cookies.
THE CHINESE WOMEN SPEAK : www.josephrupp.com/story1116.html
Do you want to delve more deeply into the psychological factors that — after the practice became entrenched in China — caused women to willingly go along with it all, being "bound together" with other women in their suffering ? You may go back and review the above two links, and also this excellent paper that discusses it all from a base context of immigrant foot binding practiced in the USA : userwww.sfsu.edu/~epf/2001/chang.html
A VERY IMPORTANT TOPIC OF DISCUSSION THAT REMAINS PARTIALLY UNRESOLVED, AND OPEN FOR FURTHER DISCUSSION : WAS THIS A MINORITY PRACTICE OF THE HAN CHINESE, OR A MAJORITY ONE ? Or, was Chinese society split RIGHT DOWN THE MIDDLE ?
One paper (already quoted above) makes the general remark that "….In some areas and among some social groups, such as the Hakka in southern China, women’s’ feet were generally not bound and even among the imperial courts of the Ming and Qing dynasties the practice was not strictly observed. Despite these exceptions, however, footbinding was more commonly practiced than not….." academic.brooklyn.cuny.edu/core9/phalsall/studpages/vento…
In any case, ROUGHLY HOW MANY HUMAN BEINGS WERE CRIPPLED AND DEFORMED BY THIS PSYCHOPATHIC PERVERSION OF LUST AND CULTURE ?
RUBBER MEETS THE ROAD. ONE ESTIMATE GIVEN FOR TOTAL COUNT OF CHINESE GIRLS WHO HAD THEIR FEET CRUSHED AND BROKEN : 4.5 BILLION.
THAT’S ONLY A MEAGER AVERAGE OF 4.5 MILLION LITTLE GIRLS A YEAR over 1000 YEARS. WAY LESS THAN THAT NUMBER WHEN THEY STARTED IT, AND RUNNING TO THE TENS-OF-MILLIONS (OR HUNDREDS-OF-MILLIONS) A YEAR BY THE TIME MAO PUT A SERIOUS END TO IT ALL IN 1946.
4.5 BILLION GIRLS TOTAL.
EXCELLENT MAP showing FOOT BINDING BY REGIONS : www.csuchico.edu/~cheinz/syllabi/fall99/linzey/where.html
CONGRATULATIONS TO THOSE CHINESE LEADERS AND REGIONS THAT REFUSED TO ALLOW THE NATURAL LIVES OF THEIR WOMEN TO BE DESTROYED BY FOOT BINDING
***************************************************
PART 2 : THE PHOTOGRAPHS
The above ca.1900 photo was made in a hotel in Shanghai. Her mother is off camera acting as chaperon. The girl did not want to expose her feet, but stereo-photographer JAMES RICALTON offered her four silver dollars if she said OK.
Here’s the story in Ricalton’s own "cleaned up" words found on the back of the above photo : www.flickr.com/photos/24443965@N08/3490090118/in/set-7215…
The deep 3-D version, with her feet coming right at you for close examination is next to this image in the photostream (or click here : www.flickr.com/photos/24443965@N08/3461351447/in/photostr… )
Her feet may be seen again from a top angle, and in comparison with a low-class laboring woman’s foot in this rare 3-D photo :
www.flickr.com/photos/24443965@N08/3461350093/
Here she is before taking her shoes off for RICALTON :
www.flickr.com/photos/24443965@N08/3461348795/
Here’s my COMPLETE SET OF FOOTBINDING PHOTOS on Flickr : www.flickr.com/photos/24443965@N08/sets/72157617279516959/
Just how small could they make their feet appear by pulling the big toe and heel even closer together in shoes made help them do that ? You’d be amazed ! Another flickr member has posted a great image to help you see it. : "…….. www.flickr.com/photos/22719239@N04/2283064557/
However, the few 2-D and 3-D pics right here in Okinawa_Soba’s FOOT BINDING 101 set are CREATIVE COMMONS licensed, and in nice, clear condition for immediate use if you need them for your blogs, collages, artwork, or homework assignments.
NO, I don’t want to see or hear any more about foot binding. TAKE ME TO THE KITTENS ! www.flickr.com/search/?w=24443965@N08&q=Kitty&m=tags
****************************************************************
PART 3 :
SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX SEX……and even MORE SEX !!!
NOTE : The following discussion contains words like MASTURBATE and VAGINA. If you are sensitive to the use of such words (which are found in any English Dictionary), please skip to PART 4. On second thought, DON’T skip to PART 4. After all, why would you want to skip over the lovely concept of a man trying to have sexual intercourse with his wife’s sweaty, smelly foot that’s all covered with fungal slime ?
It is written in several places that Chinese men were culturally trained to think that the particular walking "gait" of a young women crippled like this was something VERY SEXY. How do we know this at least partly true ? Because the Manchu women — who were prohibited from binding their own feet, yet were aware that a few Chinese men thought it was HOT STUFF — came up with their own footwear that would cause them to mimic the gait of girls with bound feet, hoping to make themselves appear more attractive to men.
"…….The custom is commonly cited by sociologists and anthropologists as examples of how an extreme deformity by contemporary standards can be viewed [by men] as a source of "beauty and pleasure", and how immense human suffering can be inflicted upon girls [by men] in the pursuit of female beauty……"
A TIGHT FIT & A FIRM GRIP
"……This is plain in Chinese pornography; the upper leg of a woman with bound feet was supposed to be extra strong, and her vagina was said to be powerful. Men were supposed to enjoy a wonderful grip. In the paintings, in what- ever position the amorous male devised, he was likely to be holding his partner’s foot, invariably in a tiny white sock. The sock prevented the man from seeing, handling, or smelling the woman’s deformed foot….."
www.spectator.co.uk/books/20121/part_2/torture-as-a-text….
Apparently, men who allow their daughters to be physically tortured and maimed need an extremely tight vagina because they all have extremely small peckers — so small, in fact, that once inserted into the to target area, their little ding dongs cannot find or make contact with the sidewalls of a normal-sized vagina !
The (ahem) TIGHT VAGINA thing is commented on further at this lovely photo : www.flickr.com/photos/24443965@N08/3461349265/in/set-7215…
And…SPEAKING OF VAGINAS….
LET A SMILE BE YOUR UMBRELLA
LET A FOOT BE YOUR VAGINA
"…….Bound feet were considered "intensely erotic". Qing Dynasty sex manuals listed 48 different ways of playing with women’s bound feet. Some men preferred never to see a woman’s bound feet, so they were always concealed within tiny "lotus shoes". Feng Xun is recorded as stating, "If you remove the shoes and bindings, the aesthetic feeling will be destroyed forever." For them, the erotic effect was a function of the lotus gait, the tiny steps and swaying walk of a woman whose feet had been bound. The very fact that the bound foot was concealed from men’s eyes was, in and of itself, sexually appealing. en.wikipedia.org/wiki/Foot_binding
And then this lovely passage ……
"…….Unlikely though it may sound, it was said that the way a foot bound woman walked, mainly on her heels, tightened the vaginal muscles and enhanced the act of sexual intercourse. Whether this was true or not, like a modern-day foot fetishist, a Chinese man of those times would find the withered extremity to be highly arousing, even to the exclusion of the woman attached. Men would become aroused simply by a shoe intended for a bound foot. They would buy, beg, borrow or even steal these tiny shoes and pleasure themselves (MASTURBATE) with them or even drink from them…… While one man may just enjoy seeing his wife’s bound feet along with the rest of her body, another may adore the smell of dirty bindings. And some men even wanted to (ahem) pleasure themselves (MORE MASTURBATION) by treating the fold of a bound foot like a VAGINA……" www.dismalaesthetics.com/boundfeet.html
Using a crippled woman’s shoe to MASTERBATE with ?
Using the folded crack of a broken foot as a VAGINA ?
Holy Mother of God.
That’s right folks, who needs a HAND (or even a warm watermelon with a hole in it) when you have a smelly old crippled foot coated with dried pus to satisfy your sexual needs
So…what other writers and scholars are telling us is that — like gunpowder and movable type — the Chinese also invented Birth Control by diverting mens peckers away from the natural pleasure of the fertile vagina, to the inner folds of the bent, broken, and putrifying feet of crippled woman.
Uh huh. Ok. Let’s examine that.
Considering that they didn’t have IUDs and "The Pill" back then, we can always say that such a national fetish as having sex with a foot could double as a 100% Guaranteed method of BIRTH CONTROL. Yes, we can SAY that. However, the booming population of China even then seems to say the Foot-crack Vagina thing wasn’t all it was (ahem) cracked up to be "
Why ? Because it is also written in numerous places that……
…..an uncovered foot would also give off a foul odor, as various fungi would colonize the unwashable folds, and etc etc etc. Then again, we are thwarted by scholarship that states plenty of the foot-binder guys really got turned on by the smell of rotting flesh coated with pus and fungus.
YUMMY YUMMY !!! — LET ME SUCK ON IT !!!
"…….The mincing gait of these maidens, who could not stray beyond the limits of their room, bewitches men, young an old alike,” Pang-Mei Natasha Chang wrote in Bound Feet and Western Dress. “He who beat out all others in a drinking game downed his last from one tiny embroidered slipper whose owner lay waiting for him on the top floor of the teahouse.” Later upstairs, “In the intimacy of her chamber, she would unravel the bindings of her feet and reveal them to him. That evening, in a final moment of passion, he would lift her tiny unwrapped feet to his shoulders and thrust them into his mouth to suck…….."
factsanddetails.com/china.php?itemid=104&catid=4&…
Apparently, the sex drive of some of these guys was so strong that it made them oblivious to the putrid odors emanating from the "tasty" dried puss, bacteria and sweat that lined the dark and moldy cracks of his wife’s crippled feet (or those prostitutes of the Tea Houses mentioned above) as they dove in there to get their rocks off while fantasizing about even bigger, moldy cracks in the Great Wall of China !
Do you think I am kidding ? Here’s what one foot-bound women has to say about how romantic some of the men of old China could be : "…..To us, the smell of rotting flesh would be unbearable. But back then, men wrote poems about the rich smell……" www.taipeitimes.com/News/world/archives/2005/03/23/200324…
Can you just imagine millions of these guys over the centuries, smashing little girls feet to provide future foot vaginas for other guys just like them ? After all, who’s not to say that someone culturally brainwashed enough to demand that a woman have crushed and deformed feet, would not also be mentally warped enough to actually have sex with a foot by trying to force his pecker into the oozing, fetid, fungus-filled, puss-dripping, necrotic, smelly, pungent folds of his wife’s foot, or the skanky feet of the local prostitutes ?
WHAT THE HELL WERE THEY THINKING ???
OK….let’s keep going, here….
A WOMANS PLACE IS IN A CAGE THE HOME :
"…….The other primary attribute of a woman having bound feet was to limit her mobility, altering the means by which females were allowed to be a part of politics and of the world at large. It also gave the woman an irreversible dependency on her family. Thus bound feet became an alluring symbol of chastity, as a bound foot woman was largely restricted to her home and could not venture far without an escort to help her, thus denying any advances upon her and ensuring her total and absolute devotion to her husband……" en.wikipedia.org/wiki/Foot_binding
Beautiful ? Erotic ? Chastity by forced "Devotion" ? Yeah. Right. Some men should have their heads examined.
ADULT MEN PROJECTING SEXUAL DESIRES ON THEIR SON’S WIVES.
With all of those SEX and BONDAGE reasons for foot binding being bantered about, it might be good to point out that most marriages contracted among the MILLIONS and BILLIONS of Chinese who practiced foot binding were ARRANGED MARRIAGES — settled on at a young age, with the groom not even seeing his bride until the day they were married.
If such was the case, "scholarly" statements that say foot binding was for the purpose of "mate-baiting" or catching a man through "sexual attractiveness" seems to be way off the mark, if not completely wrong. That would not be surprising. So-called "scholars" have had a special talent for screwing up the annals of history on way more than one occasion.
So, either way — for SEX, or NOT FOR SEX — we can again rightfully ask the question : WHAT THE HELL WERE THEY THINKING ?
LET’S TAKE ANOTHER LOOK AT THE SEX THING.
The SEX ANGLE basically is telling us that half the adult men in old China liked girls who hobbled around on BROKEN FEET, and wanted their daughters to look like that for their future, unseen husbands. If true, what was it about the way the foot-bound girls walked that allegedly "turned them on" so much ?
Let’s give it a try, and see for ourselves — BUT, WITHOUT THE PAIN !
THE "LOTUS GAIT", or TRY TO WALK A MILE IN THEIR SHOES
According to the photographer of the above image, who spent a long time in China observing these things (as well as a modern-day Chinese writer on the subject who agrees with him) this is what you do to mimic the final results of foot binding :
*****Walk around the room, or down the street on the heels of your feet. Don’t let your toes or the balls of your feet ever touch the ground. Go ahead, try it for a while ! How do you think you look doing that ? Well, that’s what more than a few scholars say the Chinese men FOUND ATTRACTIVE AND SEXY FOR 1000 YEARS.*****
I ask a NEW question : DID LOOKING AT CRIPPLED GIRLS, AS THEY HOBBLED AROUND IN PAIN AND SUFFERING ON THEIR CRUSHED AND BROKEN FEET, REALLY MAKE A GUY’S PECKER STAND UP ???
We’ll get back to that question.
SEX ?…….WHO NEEDS THAT ? …….JUST GIMME SOME TORTURE !
If we adhere to the contrary NOT FOR SEX opinion that says foot binding was NOT for the "sexual reasons" some sources maintain, then why did the men of China allow their mother-in-laws, wives, or the older sisters to break the bones of the little sisters feet ? Was it for amusement purposes ? Did it entertain psychopathic men who liked hearing the tortured screaming of little girls as they were held down and their bones broken?
If not, then WHAT ? We have to ask WHY the MILLIONS AND MILLIONS (actually, it was BILLIONS) of fathers who permitted it, allowing it to go on for centuries on end, without interceding or protecting their daughters. Period.
Here is a good NOT FOR SEX explanation :
A very balanced paper on the subject written in 1998 remarks that "….. One notable personality who aided in the spread of footbinding was the famed writer and scholar Zhu Xi (1130-1200 A.D.), whose commentaries on the Confucian classics would form the canon of Neo-Confucianism that would dominate Chinese intellectual and philosophical life for six subsequent centuries. An ardent advocate of footbinding, he introduced the practice into southern Fuijan in order to spread Chinese culture and teach proper relations between men and women, greatly influencing other writers who mention the practice as if it were normal……" academic.brooklyn.cuny.edu/core9/phalsall/studpages/vento…
Zhu Xi was a "scholar" ? An "Intellectual" ? He was "Philosophical" ? An "ardent advocate of foot binding" ? "A spreader of Chinese culture" ?
Yeah. Right.
Actually, I think a more accurate description of the man would be "complete assshole, a total monster, and a scholar of total bullsh*t".
THEORIES ARE A DIME A DOZEN….. MAKE UP YOUR OWN !
OH NO…. BACK TO THE SEX THING…AGAIN ??? Of COURSE !!!
Just for the hell of it, Okinawa_Soba will now demonstrate how anyone can come up with anything to explain why half of China’s men wanted women to be maimed and crippled :
"…..The socially-contained RAPIST part of the men’s DNA expressed itself in the same biological and primitive reaction that SHARKS have when on the prowl to satisfy their hunger. That is, avoiding the healthy object of prey, and instead, going after the maimed, crippled, wounded, bloodied, and thrashing object in the water. Women were not "objects of love" (obviously), but rather "food" with which to satisfy the "sexual hunger" of the emotionally detached male’s hormonal state of mind. Therefore, seeing women in a crippled and wounded state aroused their primitive attraction to the easy "sexual meal" that couldn’t run away from them….. !!!
So…maybe seeing crippled women walking down the street really DID make a few Chinaman’s peckers stand up. Woo Hoo !!!
Let’s call it what it was, folks — A SICK, PERVERTED CULTURE BASED ON MOB HYSTERIA OF MILLIONS OF EMOTIONALLY IMMATURE MEN WHO WERE NUMBED INTO PSYCHOPATHIC INDIFFERENCE TO THE SUFFERING OF WOMEN BY EMASCULATED, WIMPY "EDUCATORS", SO-CALLED "LEARNED SAGES", AND INDIFFERENT LEADERS WHO WERE ONLY CONCERNED WITH REVIVING THE QUESTIONABLE STATE OF THEIR SOCIALLY-PICKLED LITTLE PECKERS, INSTEAD OF PROTECTING THE HEALTH AND WELFARE OF THOSE IN THEIR NATION WHO WERE CALLED BY NATURE TO BEAR AND RAISE THE CHILDREN OF THEIR FUTURE.
You can now call me Professor Soba, and quote my "bait-shop" theory in your next "authoritative and scholarly" paper on Foot Binding and Shark Feeding….and at your discretion, substitute "Lions and Tigers and Bears" (Oh My!) for the Great White Sharks.
NO EXPLANATION FOR CULTURAL INSANITY CAN ACT AS AN EXCUSE FOR IT
At the moment, even after reading numerous sources and commentary that give abundant "explanations, folk tales, spurious history, lame reasons, and piss-poor excuses" for this mass-lunacy in "time-place", I can only arrive at the same place I started — that the chumps who promoted and allowed it (such as "scholar" Zhu Xi mentioned above) were complete wimps. No explanation or excuse can suffice to get them off the hook.
Am I repeating myself here ? You bet I am ! Nails never get through a thick plank with only one whack.
So much for our review of Stupid Reasons and Asinine Excuses for Foot Binding
************************************************************************
PART 4 : OKINAWA_SOBA’S PERSONAL THOUGHTS ON THE MATTER
The following opinions are directed at (1) those now in their graves, who tortured and maimed the female children of China, and their Rulers who allowed it, and (2) those still living who think the CONTINUING mass extermination of millions of children, just because they are females, is still a good thing.
We have already asked,WHY DID THIS GO ON FOR SO LONG ?
AND WHY DID MILLIONS OF MEN ALLOW IT, TOLERATE IT, and PROMOTE IT ?
As with most things in primitive, backward cultures, it’s all about SEX, who’s in control, and who decides who is going to have it with whom — with a large dose if ignorant MOB PSYCHOLOGY tossed in for good measure.
I HAVE NOTHING AGAINST "RESPECTFUL STUDIES" ON FOOT BINDING. HOWEVER, AS YOU HAVE ALREADY NOTICED, THIS FLICKr CAPTION IN NOT ONE OF THEM. THE PRACTICE OF FOOT BINDING DESERVES ABOUT AS MUCH RESPECT AS A CANCEROUS MELANOMA GROWING ON THE TIP OF YOUR NOSE — IN FACT, IT DESERVES LESS RESPECT.
WHEN IT COMES TO THIS KIND OF TWISTED INHUMANITY, NO NATION OR CULTURE — INCLUDING MY OWN — IS EXEMPT FROM HARSH CRITICISM, ESPECIALLY WHEN IT COMES TO THE SUBJECT OF ABUSE OF WOMEN AND CHILDREN.
WE MIGHT SAY TO OURSELVES "…….IT’S OVER WITH, AND NO LONGER PRACTICED, SO CONDEMNING THOSE WHO FORCED IT ON LITERALLY BILLIONS OF GIRLS FOR 1000 YEARS HAS NOW BECOME MOOT. THOSE WHO DID IT ARE NO LONGER ALIVE, SO WHAT’S THE POINT OF MORALIZING ON THE ISSUE ?……."
TO THE CONTRARY, VOCAL (WRITTEN) CONDEMNATION OF OUR PAST FAILINGS AS HUMAN BEINGS SERVE AS A WARNING TO THOSE WHO MIGHT BE TEMPTED TO INVENT SOME EQUALLY CRUEL, STUPID, AND APPALLING THINGS TODAY.
FURTHER — BY EXTENSION OF PRINCIPLE — THE POSTHUMOUS CONDEMNATION OF THOSE WHO PRACTICED FOOT BINDING SERVES AS A DIRECT CONDEMNATION OF THOSE WHO, IN ALL COUNTRIES OF THE WORLD, CONTINUE THE STONE-AGE, BARBARIC TREATMENT OF WOMEN AND CHILDREN IN THE PRESENT DAY — MANY WITH THE SILENT APPROVAL OF THEIR TRADITIONS, CULTURE, AND RELIGION.
These are not racist opinions, but definitely ones that takes a hard look at a culture that endorses this crippling, maiming, or outright killing of girls — opinions that can be applied across the board to any barbaric idiots who like crippling or abusing children.
All nations usually rely on the positive aspects of their history, and contributions made to the world, as something to give the citizens of the nation a pride in their existence, and an esprit de corp with which to face the future. However, if you go back far enough, you can usually find things in any country and culture where folks really SCREWED UP.
Within the borders of America, the practice of HUMAN SLAVERY using ripped apart families abducted from Africa, and sold on auction blocks of American cities, is part of the shameful, hypocritical history and culture that built America. However, not everyone owned slaves. Yet some who did not, wished they could, while others were totally against Slavery. And even among those who were against it, there was a further sub-set of society who were not 100% convinced that African Blacks were 100% human !
In the end, America went to war with itself over the issue, and 600,000 Americans died fighting about it, and the future of the "Union". And as everyone who lives in America knows, that was not the end of trouble of the ex-slaves and their descendants, with the fallout continuing to affect both public and private attitudes on race right into the 21st Century.
Likewise, not everyone in old China practiced foot binding. Sadly, there were some people who didn’t crush the feet of their young daughters..but secretly wished that they could ! While some regional Chinese leaders had the guts to ban the practice for the tribes and regions around them, other regional leaders did not.
Yet the Chinese never went to war over the issue, and for a thousand years, half of the female strength of China was sacrificed on the altar of tradition, "male dominated culture", and — as described in the above section — the crushed bones of millions of screaming young girls.
4.5 BILLION of them.
A REVIEW OF THE NUMBERS (REHASHED AND EXPANDED FROM PART 1)
In an exchange of comments with flickr commenter ralphrepo (seen below in the comment thread) some estimates were discussed that put the total number of foot-bound Chinese women at any given time in history at roughly 40 to 50 % of the entire female population — making it initially sound like the USA dealing with "half of the Country" given over to the practice of Slavery. Some papers say it was way less than half, and others say “most of China”.
In any case, this practice cannot be said to have blanketed the Chinese Empire in maxed-out numbers. As ralphrepo said, if such had been the case, where would they have gotten all of the full-footed, laboring women of the fields ?
On the other hand there WERE some "laboring girls and women of the fields" who labored with crushed feet as well. They were put into this hellish position by fathers who wanted to "have their cake, and eat it too". 100-year-old text + my short comment about that HERE : www.flickr.com/photos/24443965@N08/3489274333/
PHOTO TO ILLUSTRATE THE ABOVE SEEN HERE : www.flickr.com/photos/24443965@N08/3477857791/in/set-7215…
However, even at the lower estimates — even lower than the numbers hypothesized above (and given the large population to begin with) — the absolute numbers of crippled children and women in China is astounding.
The huge numbers involved made it one of the better-known "marks" of old Chinese culture — right into the 20th Century. In fact, there are many elderly Chinese women living with the still-crippling effects of it right now in the 21st Century.
For most of their common history, right up to the present day, quite a few Chinese have (as a political and cultural entity) considered themselves to be the Celestial Center of the World with all others around them considered to be Barbarians worthy of nothing more than a vassal state existence, owing homage to the great Chinese Kingdom.
However, any such "national pride" on the part of those Chinese who at any time during the past 1000 years practiced foot binding and female infanticide amounts to nothing more than a pile of raw horse manure.
Although some may jump out of their seats and run to the defense of these Chinese foot-binders because I just used the words HORSE MANURE to describe their personal politic of self-righteousness, and delusions of racial and cultural supremacy (al la the JAPANESE), please have no fear ! Chinese translators will be pleased that I likened their cultural practices to life-sustaining, growth-giving FERTILIZER !!!
However, the fact that half of the Nation allowed and promulgated the inexcusable, barbaric, and destructive practice of FOOT BINDING throughout their Empire proves that the Chinese Nation was just as infected with EVIL, STUPIDITY, and IGNORANCE as the rest of the world !
As already mentioned, half of WHITE AMERICA condoned (or turned a blind eye to) the complete slavery of BLACK AFRICANS and the SLAUGHTER OF NATIVE AMERICANS. As an American, I am painfully acquainted with National Stupidity when combined with Patriotic Arrogance and Pride of National Origin — and therefore, quickly recognize it when it rears its ugly head in my neighbors yard.
While living in OKINAWA, any time a resident Chinese makes any allusion to the historical greatness of their country, I toss two words back at them : FOOT BINDING.
I could say FEMALE INFANTICIDE, but too many other countries were on that bandwagon (and still are), providing a very comfortable global context for China’s practice of killing little girls simply because they don’t have a little pecker between their legs.
I could say CULTURAL REVOLUTION, but FOOT BINDING really brings any discussion of China’s past "greatness" to a very fast halt. Besides, it was MAO who "finally" brought a true end to foot binding in 1949.
Mao ? 1949 ? ….. No way. Foot Binding was outlawed in 1911, wasn’t it ???
The Wiki and many other sources report that "in 1911, after the fall of the Qing Dynasty, the new Republic of China government banned foot binding. Women were told to unwrap their feet lest they be killed". That was a good start, but in spite of the death threats, it was still carried on until Mao refused to take any "cultural bullsh*t" excuses for violations.
Prior to Mao, telling the Chinese in 1911 that foot binding would get you killed was like telling the Japanese today that parking in a no-parking zone will get you killed. In other words — it was not taken seriously).
Yes, Mao finally outlawed it. But why did those who practiced it for ten centuries need a law and a death threat from Mao to stop destroying the natural, physical lives of little girls? Millions of foot binders and bone crushers couldn’t figure it out before that? You know, like after the very first time some mentally deranged psychopath did the first one, you didn’t clamp down it ???
Nope. The men were too busy being un-feeling bastards, with no balls to do anything about it.
1000 years of maiming and crippling women and children for LIFE must be a WORLD RECORD for the longest running CHILD ABUSE case in the history of the planet.
This is an indicator of severe impotence FOR ANY COUNTRY (NOT JUST CHINA) when it comes to a national policy of cultural control.
CULTURE CONTROL
WE CANNOT CAN’T CHANGE OUR "RACE", BUT WE CAN CHANGE OUR CULTURE.
Culture Control ? You’re damn right !
Moving the discussion into today’s world, are you going to let folks move into your own "civilized country" and bring their "honorable and ancient practice of female genital mutilation with them ? Hell NO ! Foot Binding ? Hell NO ! Throwing acid in the faces of wives and daughters who don’t "please you" ? Hell NO ! "Honor Killing" ? Hell, NO !
You either put these people in Jail if they try it, or ship them back where they came from if they refuse to renounce that aspect of their culture ! Why ? Because we must, AS NATIONS ATTEMPTING TO BE CIVILIZED, PASS, AND CONTINUE PASSING MORAL JUDGMENT on inhumane or suspect cultural features of another Nations.
(For what it’s worth, many Chinese immigrants and descendant families living in the USA continued the practice of foot binding on American soil….and the White Americans were always trying to catch them at it to either (1) bring the perpetrators to justice, or (2) have the children removed from the home and placed in protective custody. However, the White man was not very successful in his game of cat and mouse with the immigrant Chinese.)
In the 21st Century world of GLOBALIZATION, you cannot "dumb down" the laws of Nations that are attempting to be CIVILIZED — that is, Nations that aim to improve the health, welfare, and equality of its male and female citizens.
Progressive nations cannot allow those who practice barbaric or stone-age cultural features of child maiming, torture, or subjugation of women to immigrate to your shores, or cross over your borders with indifference and impunity toward the human progress you are attempting to make.
That’s why we have borders, immigration control, and laws — and why the WASP Americans on the West Coast always tried to catch and prosecute the CHINESE Americans who continued to ignore American laws by acting like they were still back in stone-age CHINA — "stone age" as regards the treatment of women and children. (Albeit, those same WASPS were hypocritical PIN-HEADS for turning a blind eye to other racial injustices going on in the land, and for eventually tossing JAPANESE Americans into CONCENTRATION CAMPS during WW2 !).
Therefore, good for Mao….at least in the Foot Binding thing, where he tried to drag his country out of the dark ages with respect to women. I beg to differ with the old chap on a good pile of other things, though.
But, returning to the past…
If a Chinese Leader could say WE ARE GOING TO BUILD A GREAT WALL, and millions of people did what he said, then the SAME man could have said (as Mao did), NO MORE FOOT BINDING AND CRIPPLING OF OUR WOMEN. But….no Emperor, or any leader of any Chinese ever said it, or took pains to enforce it if he did.
And no Leader ever took another to task, or fought a civil war over it. Again, this simply shows that half of China was as much in the DARK AGES when it came to the treatment of Women as many other countries of the world.
For those who feel that China’s contributions to the world outweighed their treatment of women, listen up…..
Yeah, yeah, yeah. I know. A great and long history. Paper, gunpowder, fireworks, movable type, porcelain, chop suey, tofu, the Great Wal-Mart….er, I mean the Great Wall, etc etc etc.
So what ? Just because a couple of guys set off the world’s first bottle rockets is no reason to lay claim to being a great civilization. Greatness is determined by how men in a society treat their women — their mothers, wives, and daughters — and how they treat the weak and infirm.
CONFUCIUS
So, what do we have in China as far as culture and politics are concerned ? Today we have a country that is still killing off women because some old geezer named CONFUSE US….ooops, I mean CONFUCIUS… and his devoted disciples came up with some heretical nonsense that said MEN are better than WOMEN in the entire broad scheme of life and social order.
In other words, MORE HORSE MANURE ! (Again, that’s Fertilizer to the old Chinese)
OK. So Confucius lived 1,500 years before foot binding ever got started, and never had a direct hand in it. In fact, it was Confucius who came up with what we now call the "GOLDEN RULE" — long before it appeared in the Christian New Testament. That’s a GOOD THING, isn’t it ? So why drag Confucius into this ?
Here’s why…
Because Confucius was only including MEN in his own homosocial world of human order, and women didn’t even count for equal consideration in the matter of applying the Golden Rule — in fact, for the most part, he didn’t even want women around !
Confucious’s personal and adamant espousal of the Golden Rule, if expressed as DON’T CRUSH THE FEET OF A FEMALE CHILD IF YOU DON’T WANT TO GET YOUR OWN FEET CRUSHED would NOT be an application of his philosophy he would have approved of.
CONFUCIUS and the GOLDEN RULE
In other words, the GOLDEN RULE proclaimed by Confucius did NOT apply to women in the same way that the words "ALL MEN ARE CREATED EQUAL" proclaimed by Thomas Jefferson in the DECLARATION OF INDEPENDENCE did NOT apply to African slaves bought and sold on the auction blocks of America.
Today, Confucious’ discriminatory, so-called "Golden Rule" continues to be worshipped at the altar of THE SUPERIORITY AND DESIRABILITY OF MEN, and the WORTHLESSNESS OF WOMEN — except for their sexual use, and value as 2nd-class drudges in the home and the field.
And the RESULT of this philosophy in the 21st Century ? : TENS OF MILLIONS OF MEN (One China-based report says 50 million men) STANDING AROUND WITH THEIR PECKERS IN THEIR HANDS because the continuing "Culture of Confucianism" has led to the modern-day killing off females faster than a goose eats grasshoppers. No wife for you, Grasshopper !
Okinawa_Soba doesn’t make these things up :
www.nytimes.com/2009/04/11/world/asia/11china.html?_r=1
FEMALE INFANTICIDE and ABORTION OF FEMALES in TODAY’S CHINA.
In the PAST, half of China crushed the feet of the little girls. TODAY, they go beyond mere crushing of the feet, and COMPLETELY get rid of any little girls (potential or otherwise) who are "in the way" of their "cultural need" to have a little boy !
May I facetiously suggest to my friends in China who believe that abortion is a sad, but "necessary evil (especially in light of your "one child policy") then why don’t you equally abort 50% of your conceived males — killing off as many men as you do women — while you are aiming for your one and only child ?
On the other hand, if a government mandated abortion is just too emotionally horrifying to consider, you can always just DUMP the little girls (but not down a well, please). We already know that GIRLS are being dumped : TIME MAGAZINE stated that even today, "…..girls still make up 95 percent of children in Chinese orphanages…."
The next time the rest of you see "Made in China" on on something, take a moment to think about the culture that’s producing your bargain-priced goods….then take a moment to kiss the feet of your own loved and wanted little girls.
The Tam O’Shanter Jug
Image by antefixus21
Large fawn coloured jug decorated with relief moulding. Main body depicts scenes from a Burns’ poem. Handle represents an arm grasping Tam O’Shanter’s mare’s tail. Garland of thistles around the neck section. No lid. Makers mark on base.
the base of the jug carries and impressed mark which reads “Published by W. Ridgway & Co Hanley, October 1, 1835.
What makes this jug particularly interesting is that it is decorated with the famous story of Tam O’Shanter, based on scenes from the poem by Robert Burns (1759-96).
But first things first. The famous Ridgway family of potters have a complicated history. In simple terms, brothers John and William succeeded their father, Job, who trained at Swansea and Leeds before returning home to Hanley in 1781 to found a pottery company of his own.
He built the Cauldon Place Works in Shelton in 1802 and the two boys joined him in 1808. Job died in 1813 and the brothers continued trading as partners until 1830 when they went their separate ways.
John retained the factory where he produced porcelain fine enough to receive Royal assent as Potter to Queen Victoria.
William, meanwhile, concentrated on fine quality domestic earthenware and was clearly successful — he went on to own six factories in the Potteries.
How it got to Canada is unclear, but the fine relief moulded jug is a William Ridgway speciality, one of more than 25 with different designs, made over a period of almost 30 years at his Church Works in Hanley.
Fortunately for today’s collectors, the varying designs or either published or registered and many bear impressed marks,which means they can be dated with some certainty.
Interestingly, the Tam O’Shanter jug is the earliest Ridgeway jug to carry a date mark.
It tells the story based loosely on Douglas Graham of Shanter, Ayrshire (1739-1811), whose wife Helen was a superstitious shrew.
He was prone to drunkenness and womanising on market day and on one such occasion the local wags clipped his horse’s tail – a fact he explained away with a scary tale of witches which his wife was naive enough to believe.
On one side of the jug we can see Tam carousing away the evening of market day in the local hostelry:
Fast by an ingle, bleezing finely,
Wi reaming sAats, that drank divinely;
And at his elbow, Souter Johnie,
His ancient, trusty, drougthy crony:
However, “the minutes wing’d their way wi’ pleasure”, the clock on a wall showing almost midnight, Tam must quickly make his way home.
But in his inebriated and confused state, he claims he is waylaid by a couple of warlocks and witches and is forced to run for his life.
Ah, Tam! Ah, Tam! thou’ll get thy fairin!
In hell, they’ll roast thee like a herrin!
In vain thy Kate awaits thy comin!
Kate soon will be a woefu’ woman!
The witches give chase and Tam heads for the river, knowing that they are unable to cross running water.
But before his grey mare Meg, or Maggie, reaches the bridge:
For Nannie, far before the rest,
Hard upon noble Maggie prest,
And flew at Tam wi’ furious ettle;
But little wist she Maggie’s mettle!
Ae spring brought off her master hale,
But left behind her ain grey tail:
The carlin claught her by the rump,
And left poor Maggie scarce a stump.
The other side of the jug shows the chase. One of the two witches in the seen is shown clinging on to the horse’s tail just as Tam reaches the bridge over the stream, while the jug handle is modelled with a hand clutching the tail.
The designs are almost certainly copies of contemporary prints taken from pictures in circulation at the time. Most notable among them are illustrations by the eminent engraver Thomas Landseer ARA (1795-1880) brother of the famous Sir Edwin Landseer, which were published in an edition of Burns’s poem by Marsh & Miller of London in 1830.
The email from Canada asking for information about Ridgway jugs in fact began: “Hello from the Moon”!
Its sender went on to explain that his home was situated where the Moon River flows into Lake Muskoka in Bala, Ontario. “We live on the Moon River. And so, we live on the Moon!”
Bala was founded in 1868 by Thomas Burgess, a settler born in Scotland who had visited North Wales prior to emigrating. On his arrival he said the area and its lake reminded him of Bala and he decided to adopt the name.
Burgess built a sawmill, opened a general store, bakeshop, blacksmith’s shop and post office and in 1917, the family helped establish a hydroelectric plant on the site of the original sawmill.
In 1922, Lucy Maud Montgomery, author of Anne of Green Gables, vacationed at Bala and was inspired to write The Blue Castle. The boarding house she stayed in is now home to the Bala Museum and has become a shrine to her.
The town is officially twinned with our own Bala in Gwynedd.
Interestingly, the scene inside the inn and the handle formed by a witch’s hand clutching the horse’s tail can also be seen on a Burns jug manufactured by another potter which appeared a year before the Ridgway version.
The coincidence is too great and it can be safely assumed that Ridgway copied the idea from the other potter. At the time, the laws of copyright were but a twinkle in a lawyer’s eye.
It was common practice in the middle of the 19th century for potters to take their inspiration for events going on around them. Modellers of Staffordshire flatback figures depicting famous politicians, soldiers and actors copied the illustrations in the broadsheets, penny dreadfuls and playbills and printers made a good living by publishing prints of engraved illustrations specifically for the pottery industry.
Another charming Ridgway jug is modelled with the story of John Gilpin’s ride, while others are similarly decorated in relief with classical motifs, arabesques, fruiting vines and other naturalistic elements.
Oddly, such crisply modelled examples of the potter’s skill, whilst becoming less common, remain surprisingly affordable. It is more than possible to pick up an extremely fine and undamaged example for under 200, while 80 to 120 is the going rate for most at auction. Of course, replacement value for insurance purposes is somewhat more.
As a result, it is eminently possible to build a collection of Ridgway jugs picking up an examples of the many different designs available without breaking the bank. They make a fascinating documentary of middle-class aspirations during the course of the Industrial Revolution that brought great wealth to a relative few.
Nice Car Auctions Sales photos
A few nice car auctions sales images I found:
Jaguar E-Type 4-2
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "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.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• 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, one is known to have been destroyed and two others have been converted to coupé form. 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.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car 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)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race 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 testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars 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. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. 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.[7]
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 auto 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 licence 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 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-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.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
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 with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, 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 (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) 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.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
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 0-60 mph (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 £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists 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 Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-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. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
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)
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. 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 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 plexi. 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 major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
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 a 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. At least one car is known to have been fitted with fuel-injection.
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.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
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 L 6 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.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
