Eagle E-Type review

That impressive kerb weight includes such civilising influences as climate control, power steering and fully trimmed interior including thick, comfortable chairs. When it reverses off the truck I’m amazed by how quiet it is: the engine note is deep, cultured and classically English straight six, but it doesn’t want to shout about it.

The driving position is pure E-Type, short in the leg despite the longer wheelbase, but can house a 6ft 4in driver. It’s snug. Then there’s the dash – apparently all E-Type too with a pair of large clocks in front and the rest spread in a single disciplined file across the centre console. The switches are the same too, but not their labels. One even says ‘climate’.

First engages with a solid, mechanical thunk. The car may only weigh a tonne but this transmission feels strong enough to change the rotation of the earth. Good. The clutch is heavy but gentle. There’s no hop or stagger as we draw away – it’s all elegant: E-Type elegant.

But this isn’t. As the test track opens out and the individual throttle bodies open up, the Eagle takes wing and flies. No E-Type even went like this, at least not with just 1500rpm on the clock. The roar becomes a snarl and we’re surging on a supercharged wave of torque, handily without the need for a supercharger. 

Thunk, thunk, thunk, the gears come and go, each engaged with such deft fluency a passenger would think I’d been doing this for years, not knowing the class of the driveline was actually doing it all.

The Jaguar engine is still relatively new so I only use 4500rpm, but that’s just 500rpm short of the redline and all you’ll ever need. Even now, with limited traction and that slick but slow shift, it feels as fast as a modern Aston.

Would I have chosen power steering? Probably not: with that alloy engine and alloy panels, there’s not much weight over the nose but it’s hard to be unimpressed by the lucidity of the messages it sends through the wooden-rimmed Nardi wheel, the only item of equipment that doesn’t look born to be in an E-Type.

On modern rubber and with the dampers doing their finest, there’s grip of a kind no owner of a normal E-Type would recognise. But when it’s finally exhausted, it’s the front that slides first. But there’s a little too much understeer and while the car will tighten its line nicely on lift-off, oversteer needs provoking. 

I mention this to Eagle’s general manager who dives under the car to wind another ten clicks onto the rear Ohlins. “Try that.” So we do and at once there’s a little less understeer and it no longer needs to be kicked into a drift: a small lift and a smaller prod and it slides beautifully.