Jaguar E-Type S3 V12 Coupe Automatic

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Launched in 1971, the Series 3 V12 was the last and most luxurious of the E-Type range with a wider track, longer wheelbase, bigger tyres, revised suspension and a more spacious cockpit.

Much better proportioned than the earlier 2+2 E-Types, it had a beautifully muscular form and was easily a match for anything that the Italians had to offer and is still surprisingly undervalued by comparison, even more so when compared to its generally far more pricey six-cylinder siblings.

Weighing just a few pounds more than the smaller XK 4.2 engine it replaced, the alloy blocked 5.3-litre V12 produced only slightly more power (272 instead of 265bhp) but vastly more torque (349 instead of 283lb/ft). This results in a quite different driving experience: gone is the XK snarl, replaced by quiet thunder and a sense of huge momentum in place of raw acceleration – although in fact the 0-100mph time of around 16 seconds made it the fastest-accelerating E-Type ever.

In manual form, the 0 - 60mph benchmark is dispatched in just 6.3 seconds and 145mph is only a squeeze of the right foot away. Best of all, despite its size and complexity, the V12 has also got an enviable reputation for unburstable reliability.

As a letter from the Jaguar archives confirms, this particular V12 Coupe Automatic was built in early October 1971 and despatched to the Abbotts dealership from whom the first owner, Dr Gerald Moore of Heathfield, Sussex, acquired it on 5th November 1971. Silver with Dark Blue leather trim, it was originally registered BJN 438K but acquired its distinctive OJC 160 number (which is transferable) in early 1988.

It has had seven keepers in total (all recorded in the history file), the sixth owner acquiring it in 1990 and keeping it right up until his death in 2007 at which point it was put into the name of his widow. Although the car was MOTd and in running order when acquired, it was in need of some attention and was handed over to Mann Egerton of Worcester during 1991 and 1992 for various jobs to be attended to.

Bills on file for this period include: new shock absorbers all round; various suspension bushes; new UJs; new diff pinion seal; various new brake parts; carburettors overhauled; new oil and air filters; new wheel bearings and rear exhaust section etc. Unfortunately the owner then fell ill and the car was put into storage in late 1992 where it has remained ever since.

Now in need of substantial restoration, the car is believed to be complete although the driver’s door has been removed at some point and will require refitting. Supplied with a fair amount of history and several useful workshop and spare parts manuals, it has all the appearance of a fairly straightforward project and, at the modest guide price suggested, should amply reward the work now required to get it back on the road where it belongs.