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A torrent of water passed under the bridge bet [link widoczny dla zalogowanych] A torrent of water passed under the bridge between [link widoczny dla zalogowanych] the introduction of the Jaguar XK 120 show car at th [link widoczny dla zalogowanych] Earls Court Motor Show in 1946 and the Geneva Auto Show i [link widoczny dla zalogowanych] 1961. For one thing, armed with the potent XK six-cylinder engin [link widoczny dla zalogowanych] , Jaguar had gone sports car racing in a most successful [link widoczny dla zalogowanych] ay. With the aerodynamic D-Type, the marque had won the 24 Ho [link widoczny dla zalogowanych] rs of Le Mans, the world's most prestigious road race, three y [link widoczny dla zalogowanych] ars in a row. Jaguar had transitioned from offering the
public a [link widoczny dla zalogowanych] ompetent sports car for the street based on sedan mech [link widoczny dla zalogowanych] nicals to building very specialized sports racing ma [link widoczny dla zalogowanych] hinery, and then, finding the cost of world-class co [link widoczny dla zalogowanych] petition rising ever-higher, it had pulled back from [link widoczny dla zalogowanych] its racing commitments to concentrate again of cars [link widoczny dla zalogowanych] the public could buy. With its emphasis moving back tow [link widoczny dla zalogowanych] rd cars for the street, William Lyons, who would event [link widoczny dla zalogowanych] ally be knighted for his efforts at Jaguar, looked to infu [link widoczny dla zalogowanych] e his production cars with the flavor of his
sports raci [link widoczny dla zalogowanych] g winners. One of the first attempts at this was the XK-SS, a [link widoczny dla zalogowanych] thinly disguised D-Type fitted with just enou [link widoczny dla zalogowanych] h equipment to make it street legal. Equipped with a 3.4-l [link widoczny dla zalogowanych] ter version of the XK engine essentially in race tune, it [link widoczny dla zalogowanych] ffered 250 horsepower at 5750 rpm, a staggering figure, part [link widoczny dla zalogowanych] cularly in a car so light. Top speed was just short [link widoczny dla zalogowanych] f 145 miles per hour. But on the other side of the coin, [link widoczny dla zalogowanych] he XK-SS set one back $7,000 1957 dollars, while a fuel- [link widoczny dla zalogowanych] njected Corvette of the same year cost
little m [link widoczny dla zalogowanych] re than half as much. Further, the Corvette was far more civili [link widoczny dla zalogowanych] ed an automobile. By 1957 it had roll-up windo [link widoczny dla zalogowanych] s and a decent convertible top, while the XK-SS was [link widoczny dla zalogowanych] n most ways rudimentary. And because its engine was essentia [link widoczny dla zalogowanych] ly ready for the track, it proved to be a handful [link widoczny dla zalogowanych] o drive well on public roads. Just getting it moving fro [link widoczny dla zalogowanych] a standing start was often a frustrating experienc [link widoczny dla zalogowanych] due to its lack of low-end torque, hair-trigger accelerator and [link widoczny dla zalogowanych] ecalcitrant clutch. Fewer than 20 of these li [link widoczny dla zalogowanych] tle dev
ils had been produced in the early part of 1957 when a fir [link widoczny dla zalogowanych] raced through the Browns Lane factory where th [link widoczny dla zalogowanych] y were built. Most of the tooling for the XK-SS [link widoczny dla zalogowanych] as destroyed, and Lyons, sensing that this car wasn't [link widoczny dla zalogowanych] what he really wanted anyway, decided not to resu [link widoczny dla zalogowanych] e its production. Those few that remain in existence are rare a [link widoczny dla zalogowanych] d wonderfully quirky cars indeed. Instead of taking the XK-SS [link widoczny dla zalogowanych] path, Lyons set his engineering team abuilding on two experime [link widoczny dla zalogowanych] tal cars that bore the "E" designation. The E1A was powered
by [link widoczny dla zalogowanych] aguar's 2.4-liter six-cylinder engine, basically a de-st [link widoczny dla zalogowanych] oked 3.4 liter. For its chassis structure it [link widoczny dla zalogowanych] sed a monocoque tub with a space frame carrying the engine and fr [link widoczny dla zalogowanych] nt suspension components. The front suspension was, of cou [link widoczny dla zalogowanych] se, an independent design, but the E1A departed from the D-Type [link widoczny dla zalogowanych] s model by using an independent rear suspension as well. [link widoczny dla zalogowanych] For all its racing success, the D-Type had used a [link widoczny dla zalogowanych] airly mundane live rear axle.) While the E1A was piling u [link widoczny dla zalogowanych] clandestine test miles, Jaguar engineers we
re har [link widoczny dla zalogowanych] a work on the E2A, which many in their number hoped would put [link widoczny dla zalogowanych] Jaguar back in the motor racing spotlight. With racing rath [link widoczny dla zalogowanych] r than volume production in mind, the E2A was an exotic m [link widoczny dla zalogowanych] chine for its day. Its powerplant was an alloy-block [link widoczny dla zalogowanych] ersion of the XK engine equipped with a racing-typ [link widoczny dla zalogowanych] dry sump system and mechanical fuel injection. With [link widoczny dla zalogowanych] a displacement of just a hair under 3-liters, it offere [link widoczny dla zalogowanych] 293 horsepower at a motorcycle-like 6750 rpm. Its aluminum [link widoczny dla zalogowanych] nvelope body
enclosing a monocoque tub and space frame, the [link widoczny dla zalogowanych] E2A would have a somewhat belated and largely [link widoczny dla zalogowanych] nsuccessful career on the racetrack. Though designed and built in [link widoczny dla zalogowanych] 1957 and 1958, it didn't find its way to Le Mans until 1960 and t [link widoczny dla zalogowanych] en as part of Briggs Cunningham's multi-car effort that also in [link widoczny dla zalogowanych] olved Corvettes, not with a rejuvenated Jaguar " [link widoczny dla zalogowanych] actory team." Initially fast, it quit short of the halfwa [link widoczny dla zalogowanych] mark in the race, and that was pretty much that as [link widoczny dla zalogowanych] ar as international racing was concerned for th [link widoczny dla zalogowanych] car. While it didn't enjoy the stunni
ng success of i [link widoczny dla zalogowanych] s D-Type predecessor, the E2A did set the stage for the p [link widoczny dla zalogowanych] oduction E-Type. In fact, Jaguar's breathtaking [link widoczny dla zalogowanych] ew sports car would take most of its architectur [link widoczny dla zalogowanych] from the E2A. Of course, with volume produc [link widoczny dla zalogowanych] ion in mind, Lyons wisely chose steel as the primary [link widoczny dla zalogowanych] ody material. The basic tub was a monocoque of s [link widoczny dla zalogowanych] eet steel to which were attached steel space frames for [link widoczny dla zalogowanych] ront suspension and engine and rear suspension. The f [link widoczny dla zalogowanych] ont suspension borrowed from Jagua
r racing practi [link widoczny dla zalogowanych] e with torsion bars as the springing medium, tu [link widoczny dla zalogowanych] ular shocks controlling rebound and forged control arms ha [link widoczny dla zalogowanych] dling wheel location. The rear suspension was an all-inde [link widoczny dla zalogowanych] endent unit so elegantly designed that it became a model for [link widoczny dla zalogowanych] a wide variety of other suspensions that would follow it a [link widoczny dla zalogowanych] d even found its way under some of America's m [link widoczny dla zalogowanych] st beloved hot rods. In the scheme (a version similar to [link widoczny dla zalogowanych] which found its way into the 1963 Corvette St [link widoczny dla zalogowanych] ngray) the differential was mounted to the chassis
sub-f [link widoczny dla zalogowanych] ame with in-board disc brakes on each side and th [link widoczny dla zalogowanych] n, through universal joints, halfshafts sent power to the rear [link widoczny dla zalogowanych] wheels. Ingeniously, the halfshafts themselves repres [link widoczny dla zalogowanych] nted the upper control link while another, lower arm and a [link widoczny dla zalogowanych] ink that controlled braking and acceleration forc [link widoczny dla zalogowanych] s completed the simple but effective system. Springs a [link widoczny dla zalogowanych] d damping was not nearly so simple with dual coil-spring [link widoczny dla zalogowanych] tubular shock absorber units on each side, but they wer [link widoczny dla zalogowanych] at least compact and effect
ive. Instead of an exotic alloy rac [link widoczny dla zalogowanych] ng engine, Lyons decided to stick with the 3.8-liter [link widoczny dla zalogowanych] K in-line six that was a direct descendent of th [link widoczny dla zalogowanych] original XK engine in the XK 120. With fuel delivered [link widoczny dla zalogowanych] y twin Weber carburetors, the iron block engine [link widoczny dla zalogowanych] elivered 265 horsepower at 5500 rpm and 260 pounds/feet of torq [link widoczny dla zalogowanych] e at 4000 rpm. Despite all this mechanical faldural the mos [link widoczny dla zalogowanych] striking part of the production E-Type was its abso [link widoczny dla zalogowanych] utely lascivious body. Try as designers might to top it, the E-Ty [link widoczny dla zalogowanych] e has the
most sensuous lines of any car ever produced, a [link widoczny dla zalogowanych] d it is many critics' pick as the most beautiful [link widoczny dla zalogowanych] car ever made. Further description is unnecessary b [link widoczny dla zalogowanych] cause the look of the E-Type has become such an automo [link widoczny dla zalogowanych] ive icon that at the mere mention of its name, the luscious p [link widoczny dla zalogowanych] cture comes to mind. The hit of the 1961 Geneva show [link widoczny dla zalogowanych] the E-Type was offered as both a convertible ( [link widoczny dla zalogowanych] ith an available hardtop) and a coupe, and auto journ [link widoczny dla zalogowanych] lists immediately fell all over themselves praising the car. An [link widoczny dla zalogowanych] for good rea
son. The independent rear suspension provid [link widoczny dla zalogowanych] d a huge advance in handling, particularly on bad roads, and [link widoczny dla zalogowanych] n street form the car had true 150 mile-per-hour poten [link widoczny dla zalogowanych] ial. It was also quick enough as a drag racer to find itself inc [link widoczny dla zalogowanych] uded in a Jan and Dean hit tune of the era, "D [link widoczny dla zalogowanych] adman's Curve." In fact, the E-Type was, arguabl [link widoczny dla zalogowanych] , the car of the decade. With looks, style, performance [link widoczny dla zalogowanych] and handling, the Jaguar E-Type was everything a car s [link widoczny dla zalogowanych] ould be. A lot of water passed through the mil [link widoczny dla zalogowanych] from the time the Dodge brothers built
engin [link widoczny dla zalogowanych] s for Henry Ford until the Dodge Viper peeked out from [link widoczny dla zalogowanych] nder its wraps at the 1989 Detroit auto show. Over the c [link widoczny dla zalogowanych] urse of that time the Dodge brothers split with [link widoczny dla zalogowanych] Ford to start building cars of their own under th [link widoczny dla zalogowanych] imaginative Dodge Brothers name; Dodge Brothers [link widoczny dla zalogowanych] was acquired by Walter P. Chrysler as he built [link widoczny dla zalogowanych] hrysler Corporation in the image of his former employer, [link widoczny dla zalogowanych] General Motors; and Dodge (sans Brothers) went from an [link widoczny dla zalogowanych] icon of performance during the halcyon years of the Sixti [link widoczny dla zalogowanych] s to becoming largely irrelevant by the
late Eight [link widoczny dla zalogowanych] es. K-cars and Omnis will do that, no matter how proud one [link widoczny dla zalogowanych] s history. A rapidly fading brand with a dreary image were [link widoczny dla zalogowanych] hat faced Chrysler Corporation planners as they co [link widoczny dla zalogowanych] sidered what they should do for the '89 Detroit show, and thei [link widoczny dla zalogowanych] response -- a big, brutal two-seat sports car -- stood show att [link widoczny dla zalogowanych] ndees, including your author, on their collective ear. Who could [link widoczny dla zalogowanych] have expected such a thing from a nameplate that seemed to [link widoczny dla zalogowanych] be barely producing a pulse, lot less a vibe? But th [link widoczny dla zalogowanych] Dodge Viper did emerge from the corpor
ate caul [link widoczny dla zalogowanych] ron -- somehow -- and it proved there was still som [link widoczny dla zalogowanych] life in the old Dodge brand yet. The goal of what was ref [link widoczny dla zalogowanych] rred to as "Team Viper" was a purpose-built performance vehicle. [link widoczny dla zalogowanych] verything else took a backseat to performance and, [link widoczny dla zalogowanych] ecause of that, the Viper had no backseat at all. [link widoczny dla zalogowanych] ike the Shelby Cobra that inspired it, the vehicle was rough [link widoczny dla zalogowanych] crude and unsophisticated but, at the same time, brutal.