How does one update a classic? Consider this for a moment, it is not as simple as it may sound. By definition a classic is timeless, able to win admiration in any era despite the bonds of current fashion. The E-type is certainly a prime example of the classic. The shape is so fresh and lovely that it seems near impossible that its fortieth anniversary is very rapidly approaching. So how does one update something like that? Above all you must be true to the original work and respectful of it - add what would have fit the designed ideals but may not have

e-type surrounded by fans

been available. Stay in proper taste so that your finished work doesn't replace the glory with the gauche; the Mona Lisa may be modern with purple spiked hair but I doubt that image would have the same appeal!

A daunting task to be sure but one that Gary Hagopian decided to take on nevertheless. One of the long-time leaders of JCNA (Jaguar Clubs of North America), Gary is a self-described 'Jag nut' since the age of 13 when a neighbour pulled his new 1951 XK-120 roadster into the car park at his local swimming spot. "I was mesmerized by the good looks and sounds from this beautiful green car. It changed me instantly from a Ford man to a Jaguar man!" Gary married his wife Sue at age 20 and they used to spend Sunday afternoons driving through the central Massachusetts countryside looking for older Jaguars that might be bought for a cheap price. In 1972 he located a 1957 XK-140 DHC on the way home from a golf tournament. The couple bought the car for $2,500 and drove it home. Their four children now joined them (three in the rear jump seats and Eric on Sue's lap) in Jaguar for the weekend drives. Gary still has this car (currently undergoing a very l-o-n-g term restoration…). He also restored a 1956 XK-140 OTS that won two JCNA National Championships and the (since retired) Jaguar Challenge Cup concours prize in 1991.

Gary has been as active in go as well as show events, having been Chairman of JCNA's Slalom programme for the past few years and instrumental in increasing the participation of that programme. You've seen his name mentioned here before as the Slalom/autocross is one of my favourite events and he is usually present and usually winning! For the past two years he had competed with a very fast modified 1967 E-type coupe. This slick dark blue car did much to gain respect for Jaguar performance amongst other marques at SCCA solo and Connecticut Autocross events, but it wasn't perfect. Gary wanted a true ultra-high performance road car, a 'street legal racer' in his words so he set out to build the car featured here into that ideal.

Gary's '64 E-Type

The car itself is a 1964 E-type FHC, purchased out of a barn in New Hampshire a couple of years back. It was partially disassembled but basically complete and sound. This condition is perfect as a starting point for this kind of project as it save you the job of removing trim items and makes it easier to sell them off once they are loose. In the interest of weight savings, a glass-fibre bonnet was procured from Predator Performance in Florida. This would take much modification before it would find its place on the car however. As the idea was to make this car a true dual purpose road/track vehicle, safety was paramount. With the interior stripped out a full SCCA spec rollcage was built inside, the petrol tank was also removed and replaced by a custom built racing fuel cell. An external battery cut-off switch was added, as most of the higher race classes require this safety feature as well. Tyre science is one of the automotive areas that has seen huge advances made since the 1960s. Indeed probably the one item that makes a stock early E look less than current is the now thin appearing stock wheels and tyres. Massive rubber was planned for this car from the start. Wheel arches were cut two inches higher and the rear wings widened by one and a half inches. The original plan was to use 16 inch D-type/lightweight style Dunlop wheels but that eventually changed to the 18 inch 1999 XJR style with the same 255/40 P-Zero Pirellis as the XJR carries. What a difference this combination makes in the car's appearance! The friendly E becomes more brawny and aggressive looking. Larger brake rotors were added but these caused some engineering problems. Eventually Gary and his son Greg solved them by modifying a set of Wilwood racing calipers. A racing five speed transmission was added along with a heavy duty Borg & Beck competition clutch to ensure positive gear changes. A number of suspension enhancements were made as well according to the Hagopian formula, heavier springs, shock absorbers, swaybars. The front end geometry was also slightly revised. Cooling was one of Gary's pet peeves with the blue car, it was fine while moving but to get caught in a long backup would often result in the temperature needle heading into the danger zone. To overcome this problem, a custom built extra capacity aluminium radiator and electric fan was added along with modification to the block and head to increase cooling capacity. He reports that the car now runs at 75 C all day regardless of traffic conditions, overheating problems even with a near full race motor are a thing of the past! The engine is a fully balanced 4.2 litre unit fitted with a set of hot cams and forged Venolia high-compression pistons. Triple SU induction is retained and the output is in the area of 380 bhp. Mated up to a 9 lb. flywheel, this engine spins up smartly to say the least!

The silver streak was finally road-ready this spring and for a proper baptism of fire Gary and fellow JANE member John Loring entered it in the Cannonball One Lap of America race/rally in May. Sponsored by Car & Driver magazine, this event (unlike the original Cannonball Sea-to-Shining-Sea Memorial Trophy Dash of the 1970s) is a legal road rally to number of race tracks across the United States where full competition Special Stages are run. All cars must drive over the road to the track, race, then on to the next. Gary won the large saloon division last year with his 1998 XJR. This years run saw seven race tracks visited in eight days including such notables as Elkhart Lake, Road Atlanta and Lime Rock. The E-type acquitted itself honourably but some problems were encountered. The cooling modifications begat a head gasket problem as the special material selected just didn't deal with it well. Gary and John did soldier on though and successfully finished the event. A little more experimentation back home solved the head gasket problem by converting to a copper gasket.

I first saw the car shortly after the One Lap when Gary and Sue selected it out of their stable to take on the Cape Cod tour described a few issues back. Needless to say it made a very big impression on everyone who saw it, especially as it was (and is now) still covered in the racing livery! When Gary offered me the chance to do a driving test in the car, I naturally jumped at the chance! Accordingly in July I took a drive up to their home in Sunapee, New Hampshire to try on the Silver Streak. Pulling into the drive, I step back to look at the car and the aggressive character really comes through. It is amazing how the seemingly minor changes of removing the bumpers and fitting the larger tyres change the apparent personality of the car! Climbing into the car is no problem despite the roll cage, which is very well designed for both occupants. Easing into the competition seat, you strap in with a full five point harness. The level of safety equipment is well up to the standard of performance. Gary straps himself in and hits the starter button. The big straight six roars into life and we head off. Gary tells me that he is going for fuel and then we are headed to his 'test track'. This is a challenging road through the mountains for several miles with no homes or crossroads (location classified) where the car can be safely driven hard. How fast has it gone? He tells me that he has done the 0 - 60 sprint in approximately 4.5 seconds and touched 140 on a straight but he backed off before the car had topped out fully. Topped off, we switch places and I get behind the wheel. Gary warns me the clutch is pretty stiff and he's not joking! Depressing the pedal feels a leg press machine at the gym! He says he should be able to modify the linkages to improve that and that is next on the to-do list. Slipping the selector into first, I ease out and rapidly start down the road. I am amazed at how quickly the motor spins up and the power just pushes your back deeper into the bucket. Shifting into second produces a screech and two fifteen foot long stripes of rubber on the tarmac along with ever greater thrust! The only car I've ever driven that pulled anywhere near as strongly as this was my old Dodge Charger with the 500+ hp NASCAR V8, a catapult shot off an aircraft carrier would be close. Third gear and we're rapidly approaching triple digit speed! I back off slightly as I'm not familiar with the road or the area and don't wish to go rocketing up the local cop's backside at the speed of heat! It is virtually impossible to be under 80 mph once you're in third gear with this car! Handling is nothing short of superb. I'm running through curves posted as 30 mph at 85 - 90 and there is no fuss, no tyre squealing just zip through. Never once does the car feel like it's anywhere near its limits. Another impressive feature to me is the incredible lightness of the steering. Despite the humongous rubber this car is as easy to drive as any standard E! It feels almost as though it has power steering; road feel is superlative, crisp and responsive as a jet fighter. Coming up on straight of about 2 miles, Gary tells me to get on it. I press the pedal, fourth gear, snap!, fifth gear and the road is setting up for a sweeping right hander. As I downshift to fourth I see the speedo needle dropping down from the 120 mark. Easing back down to semi-respectable 80, we come out of the 'test track' and back into civilization. I follow the directions back to Sunapee and my drive is over. I tell Gary this is the most capable high performance road machine I've ever driven, what is he going to do to top it? He smiles and says that the project was a lot of fun to build and the shop that did the bodywork greatly enjoyed it as well. So much so that he wouldn't mind doing another now that he's worked out the teething troubles. Anybody out there want their own super E-type? Drop me a line and I'll be glad to put you in touch!

Until the next time, all the best from the USA!

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About the author - 40 years old (I'm available ladies!), current president of Jaguar Association of New England, Vice President & founder Boston Area MG Club, USA Correspondent for Jaguar Driver magazine since 1997. Owns 1985 XJ-6 Series III and a highly modified 1978 MGB roadster named 'Mary' (by my daughter Mary) Proud Scot with kilt to prove it!

Posted: 12/2000