Most expensive E-Types ??
Discussion
Browsing carandclassics.co.uk and see listed 7/8 E-Types at huge huge prices for sale, can't be right it looks like ad's from the last over blown price rises. What do you think?
Getting the address correct helps www.carandclassic.co.uk
Getting the address correct helps www.carandclassic.co.uk
Edited by crankedup on Friday 3rd April 14:14
If you don't know Henry Pearman and the amount of work that goes into an Eagle E Type then you haven't lived! There is still a few years wait if you want one of his specially built E types and the attention to detail is mind boggling. There are E types and there is an Eagle E type, so please don't confuse the two. Clarkson used one of his to go around Europe having previously said that E types were poo, then changed his mind. No, if you want an ordinary roadster like mine then it is probably worth sbout £25K, but a Henry car is from another planet.
I have heard/know of Eagle but wasnt aware that they commanded such a huge increase in value! They really must be something special for a Series 3 to be shown at £185,000? All I know of them is they used to have the advert on the back of classic car with the pretty girl and the grey S1! - Apologies Lowdrag I'm still learning on Jags - so please excuse the niavety!
Not at all, Tim, we are all on a learning curve till the day we die! To explain that very expensive £135,000 series 3 E type, the very last 50 were all in black except one in green and all had a commemorative plaque signed by Sir William Lyons and this is one of them. The car there I know well and was owned by a club member and was spotless. The 1962 car at that price is very expensive but when you look at the specification I reckon that at least £100,000 has gone into it to modify it - just look through the specification. Not for me (I'm more a purist) and I wonder if it will in future hold its value. There are various prices for E types and the cheapest would without doubt be the series 2 2+2 coupe of about 1970. Strangely a well sorted car but somewhat ugly. Then any 2+2 but to get to the expensive ones you need to look to the first and the last. 500 cars were made with outside bonnet locks at the beginning of production in 1961 of which 91 were RHD roadsters and only 4 RHD fixed heads. A friend of mine has one of the latter. A very early car can fetch a fortune especially if it has racing history. Oh, I've excluded the lightweight alloy racing E types here because you are talking telephone numbers for one of those 12 cars made. Fashions change but it seems that the other cars that are now being sought again are the later 1961 cars called the "flat floor" cars. I have one and they aren't comfortable if you are over about 5' 8" I can tell you! In most people's opinion though the best car to have, without doubt, is the 1965ish Series 1 roadster or coupé. It has the Jaguar not Moss gearbox, the 4.2 litre engine and far better seats. Less expensive than the cars mentioned above, but the most practicable. Back to prices; it depends where you look and buy. Eagle provide you with a car to defy all expectations and many are highly modified to meet today's needs so you pay for the technology and expertise and, without doubt, their excellent craftmanship. Elsewhere you pays your money and takes your choice but - caveat emptor!
lowdrag said:
Not at all, Tim, we are all on a learning curve till the day we die! To explain that very expensive £135,000 series 3 E type, the very last 50 were all in black except one in green and all had a commemorative plaque signed by Sir William Lyons and this is one of them. The car there I know well and was owned by a club member and was spotless. The 1962 car at that price is very expensive but when you look at the specification I reckon that at least £100,000 has gone into it to modify it - just look through the specification. Not for me (I'm more a purist) and I wonder if it will in future hold its value. There are various prices for E types and the cheapest would without doubt be the series 2 2+2 coupe of about 1970. Strangely a well sorted car but somewhat ugly. Then any 2+2 but to get to the expensive ones you need to look to the first and the last. 500 cars were made with outside bonnet locks at the beginning of production in 1961 of which 91 were RHD roadsters and only 4 RHD fixed heads. A friend of mine has one of the latter. A very early car can fetch a fortune especially if it has racing history. Oh, I've excluded the lightweight alloy racing E types here because you are talking telephone numbers for one of those 12 cars made. Fashions change but it seems that the other cars that are now being sought again are the later 1961 cars called the "flat floor" cars. I have one and they aren't comfortable if you are over about 5' 8" I can tell you! In most people's opinion though the best car to have, without doubt, is the 1965ish Series 1 roadster or coupé. It has the Jaguar not Moss gearbox, the 4.2 litre engine and far better seats. Less expensive than the cars mentioned above, but the most practicable. Back to prices; it depends where you look and buy. Eagle provide you with a car to defy all expectations and many are highly modified to meet today's needs so you pay for the technology and expertise and, without doubt, their excellent craftmanship. Elsewhere you pays your money and takes your choice but - caveat emptor!
Many thanks Lowdrag.DBSV8 said:
With out hi jacking the thread , can anyone reccommend an E-type specialist , engineer who could perform an inspection of an E-type
how much would this cost
thanks
Etypeuk are spot on. Not sure on cost but would depend on where the car is.how much would this cost
thanks
http://etypeuk.com/
DBSV8 said:
With out hi jacking the thread , can anyone reccommend an E-type specialist , engineer who could perform an inspection of an E-type
how much would this cost
thanks
Yes I can give a very good recommendtion J.D classic of Maldon Essex,They do very thing E type and to a very hight standard.how much would this cost
thanks
You can spend until you have no more on your E-Type. Mine was was a real bargain but only as we did the work ourselves.
The problem is we want to upgrade breaks, I want webbers, we need a new wheel or more, the body - you could spend 1000s every year on this. The list just goes on and on and on.
I would love an Eagle E-type but I think modifying it ourselves would give more personal satisfaction... it has the pitfall that you have to make your own mistakes along the way. And I don't have 100k to mess around with anyway
The problem is we want to upgrade breaks, I want webbers, we need a new wheel or more, the body - you could spend 1000s every year on this. The list just goes on and on and on.
I would love an Eagle E-type but I think modifying it ourselves would give more personal satisfaction... it has the pitfall that you have to make your own mistakes along the way. And I don't have 100k to mess around with anyway
leginigel said:
DBSV8 said:
With out hi jacking the thread , can anyone reccommend an E-type specialist , engineer who could perform an inspection of an E-type
how much would this cost
thanks
Yes I can give a very good recommendtion J.D classic of Maldon Essex,They do very thing E type and to a very hight standard.how much would this cost
thanks
This doesn't just apply to the appearance. You can replace all kinds of major components of the car, I've swapped the brakes for larger callipers, I'm in the process of swapping the original Jaguar engine, for a later variant of the same engine. But I still run her on cross ply types and the Moss gear box. Too others what I'm doing is sacrilege since I'm changing parts of the car, to others I'm an idiot since I didn't take the opportunity to replace the Moss gearbox with a more modern one from a Toyota Supra, which is no doubt a far better gearbox - but to me would change a too fundamental part of the cars nature.
I've not used anyone to inspect a Classic Jag, perhaps stupidly. I bought mine from Racing Green Cars and have been fairly happy with what they said about the car.
Before that when I was looking at buying an Aston Martin, everyone on PH in the Aston forum and everyone on the relevant forums on the AMOC website said before you buy one, you get Rikki Cann to inspect it and I did arrange for him to inspect a car I was going to see, but in the end I decided against the car before he had seen it. He was very helpful still.
The Jaguar market place is much bigger. I'm not sure that there is an equivalent to Rikki. I suspect that many of the better dealers will do an inspection for you of a car at another dealers. I would think the same is true of many of the companies who do restoration/renovation work. But I would try and find someone with whom you share an opinion about what you are looking for.
dinkel said:
I guess the racers will fetch the highest pricetags today?
But the: how standard are they?
You are now going from black to grey to white here Dinkel. Do you mean the part alloy/part steel cars such as the Samir Klat car, the Dick Protheroe lowdrag CUT 7 and the Lindner/Knocker car and so on or the out and out lightweight E types made by Jaguar? CUT 7 was sold at the top of the market in 1989 at Monaco for £750,000 and has changed hands a few times since at much lower prices. It is probably now worth around £1 million like the Lumsden/Sargent car 49FXN. However, when you look for the most expensive E types in the world then you are looking at the famous dozen,. the all alloy bodied alloy engine block fuel injected roadsters. These are in the stratosphere. Even a production E type can be valuable too, depending on its history, but the lightweights are probably around £1.5 million today despite the recession. If you destroy an engine in one of these, it only costs £37,000 for a replacement!But the: how standard are they?
lowdrag said:
but the lightweights are probably around £1.5 million today despite the recession. If you destroy an engine in one of these, it only costs £37,000 for a replacement!
What would you need to do to one of the original engines to right it off?I suspect that even if you put a rod through the side it would be sufficiently valuable to warrant fixing it. Forget the cost of the replacement engine, the value hit on the car though not have the correct engine would be the real killer.
Those Crosthwaite & Gardiner engines look amazing though, even upside down on their shipping pallets they're good enough to have sitting in the middle of the study as a piece of high art.
The one I saw had been ordered to use as an everyday engine in preference to risking damaging the original un-necessarily. I guess you could easily run up a £37K bill rescuing a damaged one.
I thought I had a picture of the engine somewhere but I can't find it.
I would doubt that there is one of those 12 cars that hasn't had a catastrophic engine failure - the blocks weren't strong enough. Perhaps Penny Woodley's car which was sold a few years back with 2,500 on the clock from new but to "right" (I think you mean "write") off one of those engines was entirely possible. The sliding throttle fuel injection was known to jam open, the blocks to warp, the heads suffered, and so on. Robert Sarrailh in France recreated the alloy blocks years back but put strengthening ribs on and they weren't completely original. Here's a photo of three sitting on the shelf and a GT40 gearbox underneath:-
Furthermore, here's a photo of the engine from 86 PJ when it was removed from the lightweight when Penny sold it:-
Furthermore, here's a photo of the engine from 86 PJ when it was removed from the lightweight when Penny sold it:-
dinkel said:
Are C&G the same that did the Auto Union?
Yes,I was shown their Jaguar parts catalogue and price list once. Not sure I could even afford their nuts and bolts let alone the big boys toys. Their website is fairly dissappointing but it does mention the rebuilding and replication of the Auto Unions.
And YES Lowdrag, I did mean write and not right .
I remembered you saying that there was a French company also producing recreations of the engines, but I don't believe you had previously named them. I've only seen the C&G ones.
Throttles jamming open wasn't just a problem on the injected engines. I understand it wasn't unknown on the Weber equipped ones too.
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