The idea was born, as good ideas usually are, in the pub. Jaguar design director Ian Callum and his colleague David Fairbairn got talking over a pint about how Jaguar had never truly replaced the E-Type, arguably its greatest car, and that something had to be done.
“We discussed various plans but couldn’t quite find the right one,” says Callum, who famously began his love affair with Jaguar early on when his grandfather took him to see an E-Type at the local dealership. “Then David moved to our new Special Operations division and the idea for a continuation series of six Lightweight E-Types suddenly seemed an absolute natural.”
Back in the early 1960s, when the Lightweight was new, Jaguar’s fortunes were changing rapidly. In the post-war decade, the company had climbed to world prominence on the extraordinary popularity of the XK120 sports car and its six-cylinder, twin-cam XK engine, which was soon used to power some beautiful new saloons and the famous family of C-Type and D-Type Jaguar sports/racing cars that scored dozens of international wins, including five Le Mans victories in seven years.
However, a disastrous fire at the Browns Lane factory in 1957 set the company on a new course that led to the launch of the E-Type at the Geneva motor show in 1961.
This new sports car’s beauty and affordability made it such an enormous hit that the company’s founder, Sir William Lyons, turned most of Jaguar’s resources to building road cars. The competitions department lost its pre-eminence – just as a new crop of lightweight rivals like Ferrari’s 250 GTO started winning races.
Lacking the time and resources to build an all-new GT, Jaguar’s racers hatched a plan to build an ultra-light E-Type using aluminium components pressed on the same tools as the standard steel cars. Given the material differences between steel and aluminium, the plan looks naïve nowadays, but it worked well enough.