How a Jowett Jupiter changed our lives!

All Jowett Jupiter owners know the thrill of owning and driving one of Great Britain’s rare and iconic sports cars. Every owner seems to have their own special story.

Our story started in 1980 when my wife Judie was expecting our daughter, Dana. She suggested a new hobby since our many travels would temporarily end. Our first idea was to own a special English sports car and we were fortunate to purchase a 1962  Morgan +4. Owning this car introduced us to other car enthusiasts and we attended many car events. 

Early in 1982 we were approached at a show by another Morgan owner wanting to sell a 1957 Morgan 4/4 needing restoration. It was a perfect project while our young daughter grew and we could eventually take her on family travels. The new vehicle received a ground-up restoration and was completed and ready to be shown at local car shows by 1983. 

Several years later while competing at a distant car show with our 1957 Morgan, we were approached by a gentleman indicating that he had an unusual British car that had been in storage for many years. He indicated it was a Jowett Jupiter. While I thought I knew about British cars, the name Jowett Jupiter was something new and piqued my interest. We were invited to see the car outside of Pittsburgh and found it buried under a tarp in a shed where it had sat for almost 20 years. The car was immediately purchased and a new garage project was started. 

The Jupiter was in need of a complete restoration. It had a cracked water jacket when the original owner, who bought the car in California in 1951 and was transferred to Pittsburgh, did not realize you need to put antifreeze in the car. Fixing that issue was part of a complete restoration with everything on the Jupiter being replaced or restored. This included dipping all body panels, restoring the chassis with Imron coating, rebuilding the engine and restoring every part possible —  including chrome parts, the interior and the bonnet material. 

The family resumed travel and in 1987 returned to England where we found a historic 1951 Morgan four- seat model at Laurie Weeks Light Car and Cycle Company in Hartlebury. It was in bare metal and waiting our choice of exterior color and upholstery. It was originally owned by a Dr William Steel and driven for the Morgan factory team to the 1951 RAC team championship. By 1990, the Jupiter was complete and ready to compete in its first major show, the 1990 Pittsburgh Vintage Grand Prix All British Car Show of almost 400 registered vehicles. 

The British cars competed by class such as Jaguar, Austin Healey and MG. The Jupiter was placed in a mixed class where often only one example or unusual make competed. We were excited that our Jupiter took a 1st place award in the large mixed class. We then found out that, out of 400 cars, our Jupiter was named Best of Show. This would be the start of a show car career for our Jupiter that never disappointed. 

Over the next three decades the Jupiter competed for bragging rights at shows along with our 1951 and 1957 Morgans. Over the years both Morgans have collected over 90 awards each, while the Jupiter collected over 110 awards, including many Best in Shows. One such Best in Show award was when we drove the car out of state to Moundsville, W.V., with little hope of winning an award against a field of mostly pre-1940 American vehicles with over 300 competing cars. At the conclusion of the show we were shocked when the 1951 Jowett Jupiter again was chosen Best in Show. The car was invited to several major Concours d’Elegances, including the Burn Prevention Foundation Show in Reading, Pa., where it won another award. In 1995 both our Jupiter and 1951 Morgan were invited to the Meadowbrook Concours d’Elegance in central Michigan where both won awards and got lots of attention.

In Edmund Nankivell’s definitive book titled “The Jowett Jupiter – The Car that Leaped to Fame” aptly describes our Jupiter E1 SAL 125 that over the years it was featured in at least five major United States and international magazines. This was in addition to many By Jupiter! and Jowetteer articles. 

In 2018, the Burrows family received a postal note from England inquiring about Dr. Steel’s famous Morgan from his grandson wanting information on the car’s status. At that point we decided that the car should return home and belong to the Steel family. Tim Steel was excited to see the car that was part of the family history upon its return to Great Britain. 

In the following year, the Steel family hosted family outside of London. Tim picked us and brought us home in the Morgan four-seater. 

In the summer of 2025, our family was contacted by Jeff Lane, owner of the Lane Motor Museum in Nashville, Tenn. Our long-time friend and mechanic, Jim Biery, would often undertake major restorations for Jeff back in Pittsburgh. Lane learned of the rarity and quality of the Jowett Jupiter from Jim, and made an offer to buy the car that we could not refuse. The Lane Motor Museum is the home of the largest European car collection in the United States with over 500 unique and unusual cars and 60-plus motorcycles. The museum continually rotates 150 different cars among its show room displays. While it was bittersweet seeing the Jowett leave for Nashville, we will forever treasure the memories of the many car and the and Jowett owners they met in Great Britain, New Zealand and Australia over the last four decades. 

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As some readers may recall, several years ago I wrote about the unfortunate Plymouth Cricket. A so-called “captive import,” it was sold by Plymouth dealers here in America in an effort to capture small car sales then being grabbed by various Japanese and European brands. Produced in the United Kingdom by Chrysler United Kingdom Ltd., one of Chrysler’s overseas affiliates at the time, the homely and lackluster Cricket was essentially a re-badged Hillman Avenger four-door sedan. After a moderately successful first year in America, sales dropped by half the following year. Before the end of 1973, the car was gone from the U.S. market and is barely remembered today.

Chrysler’s Dodge division had a much different experience with its own captive import, the Dodge Colt. Produced by Mitsubishi of Japan, the Colts were much better designed and built and were perkier to drive. Their styling was crisp and pleasant, unlike the Cricket’s bland, forgettable looks. Dodge dealers had decent success with the Colt line-up and much fewer complaints about quality, reliability and drivability.

Since Plymouth dealers still wanted a captive import to compete against Datsun and Toyota, Chrysler management eventually approved the importation of a Mitsubishi-built small Plymouth for its U.S. dealers. The new car arrived for the 1976 model year as the Plymouth Arrow.

The Arrow was unlike the Colts offered by Dodge, which was very much appreciated by Plymouth dealers, and it was a very attractive little car. The Plymouth Arrow was initially offered in only a single body style with three models or trim levels. A sleek-looking two-door hatchback coupe, Arrow boasted a low fastback roofline, clean and smooth bodysides with big wheel openings, and a simple but attractive grille. Large window areas kept the interior from feeling claustrophobic, and the rear hatch made the car much more practical than an ordinary sedan could ever be. It was just the sort of car a young person would really appreciate, and a great many did.

During its initial year on the market, the price for the base Arrow 160 was $3,175, which was more than reasonable, because even the basic model was nicely equipped with reclining bucket seats, fold-down rear seat, floor carpeting, an adjustable steering column, cigarette lighter, tinted glass all around, power-assisted front disc brakes and bumper guards, all of which were often extra cost on American small cars.

The mid-range model was the GS, which added woodgrain trim to the instrument panel, styled steel wheels, a carpeted cargo area, chrome bumpers (base bumpers were argent-painted), a light for the ashtray and more. We were unable to find a base price for the GS.

The top of the Arrow line was the GT. Priced at $3,748, it added to the GS model a floor console with coin holder plus oil and ammeter gauges, a Rallye instrument cluster with tachometer, sports steering wheel, dual black “sport” mirrors, an “over and under” body stripe, overhead console dome lamp, map lamp and indicators for low washer fluid and “door ajar.”

The Arrow’s chassis was the conventional “front engine with rear wheel drive” layout. As far as powertrains, all models came equipped with a 1600cc four-cylinder, overhead-cam engine with five main bearings and a two-barrel carburetor. Sturdy and smooth, this engine was good for 83 hp. Hooked up to this was a four-speed manual transmission on base and GS models, or a five-speed manual on the GT. Optional on 160 and GS models with the 1600cc engine was a three-speed automatic transmission with floor shifter. Both the GS and GT models could be equipped with an extra-cost 2-liter “Silent Shaft” overhead-cam four-cylinder engine with two-barrel carburetor producing 96 hp. Its special name signified it was equipped with a unique counter-rotating balance shaft that canceled out most ordinary engine vibrations, resulting in remarkably smooth-running engine at all speeds. The “Silent Shaft” engine could be ordered with an optional five-speed stick, if desired, or the optional automatic transmission.

Arrow’s wheelbase was a mere 92.1 inches and its overall length a trim 167.3 inches. Its front suspension consisted of MacPherson struts and coil springs, while the rear was leaf springs on a rigid axle. Steering was by recirculating ball, and brakes were power-assisted front disc, rear drum.

Major options, aside from the transmission choices mentioned, included air conditioning, rear defogger and a vinyl top. Introduced in January 1976, the Arrow line was an immediate hit, with some 30,400 units sold in its first model year. There were only minor changes and improvements for 1977, when more than 47,000 Arrows were retailed. Naturally, Plymouth dealers were quite happy with their new car.

New for 1978 was the “Arrow Jet” package, which included an unusual flat black-and-orange paint scheme, black bumpers and mirrors and special graphics. It doesn’t appear that many of these sporty models were sold. A total of 28,000 Arrows were retailed, down significantly from the previous year, in part because the auto market itself was turning downward. No doubt Arrow sales were also negatively impacted by its new stablemate, the Plymouth Sapporo coupe, which was slightly larger, richer and more luxurious than the Arrow. We covered the Sapporo in an earlier column some years ago.

The 1979 Arrows were treated to a new grille and rectangular headlamps, along with a larger rear window and sturdier bumpers. In addition, a new “Fire Arrow” performance package debuted for the Arrow GT, which included a 2.6-liter Silent Shaft four-cylinder engine good for 105 hp, 185/70-HR14 radial tires mounted on alloy wheels, plus four-wheel power disc brakes, easily making this the most desirable Arrow of all.

Sales never really revived, however, and beginning in 1979, Plymouth buyers were given additional captive imports to choose from in the form of the Plymouth Champ hatchbacks. The two-door Champ offered a roomy interior, better fuel economy and front-wheel drive, something becoming increasingly important to new car buyers. The age of rear-drive automobiles was ending, and this was reflected in the fact that the Plymouth Arrow was discontinued after the 1980 model run. For but a brief moment, the Plymouth Arrow hatchback had hit the mark, but the automotive landscape changed shortly after its arrival.

However, the Arrow name continued on for a time because in 1979, Chrysler introduced two versions of the Mitsubishi Forte compact truck, which they badged as the Dodge D-50 and the Plymouth Arrow pickup. Smart-looking and easy-driving, the Arrow pickup met with some success, lasting on the market through 1982.

If you’re interested in owning a spritely, good-handling sporty coupe, the Plymouth Arrow might just be the ticket for you. Prices are not outlandish, but supply seems scarce. As usual, I did a quick search of online ads while writing this column, trying to find as many examples of Arrows for sale as possible. I found none, but there were several older ads in which the cars had been sold and the selling prices listed, so I could gauge the overall pricing situation and it was encouraging. So my advice is to be patient, look hard and be ready to pounce when one goes on sale. I think you’ll enjoy it.

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Story by Dave Doucette; Photos by Robin Hedma

In the 1930s, BMW was mainly known in Germany for producing motorcycles and airplane engines rather than automobiles for the relatively small portion of the German population who could actually afford to own one. However, it had begun automobile production in 1929 by building a small car under license from the Austin Motor Co.; this car was superseded by cars of the company’s own designs in 1932.

When BMW introduced the 321 model in the late 1930s, it was aimed at Germans who were not necessarily wealthy, but economically comfortable enough to afford a stylish sedan or cabriolet.

The four-passenger BMW 321 was produced from 1938 until 1941, when all industrial production was overtaken by the German military’s needs. That included the BMW plant in Eisenach, where the 321 was manufactured. When World War II ended, Eisenach fell behind the Soviet lines and production of the 321 eventually resumed in 1945 under communist control. The company produced almost 9,000 of the models until 1950, when BMW of West Germany regained control of the BMW name.

The postwar 321s were never exported, except to the USSR, where they were popular with government functionaries. But a few did make their way through the Iron Curtain, and that’s where the known story of Brian Kinports’ 1949 BMW 321 coupe begins. How his car escaped from East Germany is unknown, but it ended up in a museum in Finland before coming to the United States, where it became part of a collection of BMWs in South Carolina.

Brian, who lives the in the Tampa Bay area and owns several BMWs, knew the son of the collector, who was disposing of his father’s cars. Brian was interested in adding another BMW to his family, so he traveled to see the collection and found the 321 there.

“The 321 just caught my eye,” Brian says. “It didn’t run at the time, but got it started long enough to fit it in the trailer.”

Brian’s BMW might be the only postwar 321 coupe to find its way across the Atlantic Ocean. He knows of a 1939 cabriolet that’s owned by a family in Cincinnati, but there just isn’t any readily available data on other 321s known to be in the United States.

Andreas Harz of the BMW Group Classic in Germany says little information about the 321s exist in its records.

“Unfortunately, the delivery records for those years don’t exist anymore, neither in our records nor in those in Eisenach,” he says. “Since Eisenach was in the Soviet occupation zone after the war, it is rather unlikely that these cars were exported to the U.S. in the first place.”

Dirk de Groen of the BMW Classic Car Club of America agrees that Brian’s car might be the only postwar 321 in the country.

“He is the only member of our club who owns a BMW 321 from after the war,” Dirk says. “I have no idea how many of these cars there are in this country as there is no registry.”

Brian’s coupe carries a two-tone dark maroon and pale yellow paint scheme. It is powered by a 1972cc inline six-cylinder engine with a 6:1 compression ratio producing 45 hp and 81 lb-ft of torque. The engine uses an updraft Solex carburetor. The live-axle, torsion-bar rear axle gear ratio is 4.55:1. Four-wheel drum brakes provide stopping power for the 2,315-pound car. All of that translates through a four-speed manual transmission to provide a top speed of nearly 70 mph. Contemporary data estimated a 0-to-60-mph time of 29.3 seconds, with a quarter-mile time of 23.5 seconds.

The 321 was introduced as a successor to the 320. It sat on a shortened version of the BMW 326 chassis. In addition to larger tires, it used the front suspension from the earlier 326 model with upper control arms and a low-mounted transverse leaf spring.

Brian says he’s driven the car at cruising speeds and it’s stable, but probably not on high-speed interstates. He adds that his 321 does not have a high-point, nearly perfect restoration, but it was in very good condition when he acquired the car earlier this year. Steadily, Brian is working to improve the 321’s mechanical and cosmetic features. However, finding parts is often difficult, but not always so.

“The first part I needed was a starter solenoid, because it wouldn’t engage the starter,” he says. “I found a six-volt piece that fits a Mercedes.” 

And he says he’s found smaller parts (fittings, etc.) on Amazon. But in some cases, that means taking a damaged or worn-out part, measuring it and trying to adapt something from another application. Brian says he’s heard that there is a good source of 321 parts in Europe, but as of now, he hasn’t had to go that far.

One of the easier parts that Brian was able to source were reproduction tires to replace the old, worn tires that came on the car.

The interior is in good shape, but Brian isn’t sure if the current fabric is original. There is no trace of sales materials from the time, and given the shortage of materials after the war, it’s possible that several different styles of fabric were used during the brief production run.

The car has several unusual features. For example, the small trunk space is only accessible by removing the lower rear seat and lifting the rear seat back, which is hinged at the top. The small space has a pair of wooden rails likely designed to allow suitcases (or an actual trunk) to be installed. Turn signals are mounted on the cowl of the car, just in front of the doors, as on many European cars of the period. A switch on the dash activates a small solenoid that flips an orange marker out and upward in a similar fashion to Volkswagens of the 1950s that had similar semaphores in the B pillars. And on the floor, just above the foot-activated headlamp dimmer switch, is a larger lever that, when pushed, sends oil to all four wheel hubs. Brian says he isn’t sure of the purpose of the system, but there is a reservoir for the oil. A small took kit is mounted on top of the firewall on the driver’s side.

Brian’s plans for the 321 include continued efforts to improve it, such as rechroming several pieces, while enjoying the car. He takes it to car cruises around the Tampa/St. Petersburg area on a regular basis. 

SHOW US YOUR WHEELS!

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This column is a little embarrassing, because it shows what a dumb cluck I was when I was younger. However, many “life lessons” have been acquired by making dumb mistakes and learning from them.

At age 15-1/2, I was obsessed with cars. I read Motor Trend magazine, Road & Track, Cars & Parts and every other car magazine I could find—even Car & Driver, with its annoyingly smug columnists.

I was fascinated with American Motors, but also began to lust for European cars, especially BMWs. Every magazine road test or review raved about the German sports sedan’s great handling, responsive engines and the like. So, when I turned 18, I went to look at the new AMC Gremlin (I really dug the “X” package) and the new BMW 1600 two-door sedan. Luckily, nearby Hamden, Conn., had both a BMW dealer and an AMC dealer within spitting distance of each other. I drove out to look at both products one fine, sunny day.

The salesman at Nelke Motors BMW was sharp and pleasant. He showed me a new 2002 model, which I really liked, but soon realized was more than I could afford. With zero credit, I’d have to pay cash for whatever I bought. I told him the BMW 1600 was more in my range.

Most of my acquaintances called the BMWs “funny-looking foreign cars” and said they were “tin cans.” They couldn’t understand my wanting one. I thought they were beautifully styled and my feelings haven’t changed. The 1600’s styling is clean and unique. The tall roof line and large glass areas provide outstanding visibility, a feeling of greater interior roominess, and a unique-but-handsome profile. The body “cut lines” are pure delight—what other car ever had trunk and hood openings like that? It was fantastic!

The BMW’s interior is classic Bavarian minimalism—spare, yet tasteful; manly, but welcoming. The carpeting, seat coverings and instrument panel all have a look of basic quality. The interior is not just all business—it’s all business class!

However, when I looked at the 1600’s price tag—something like $2,700 plus shipping—I was aghast. “You want twenty-seven-hundred bucks for a four-cylinder car?” I rhetorically asked the salesman. “You’ve gotta be kidding me! I can buy a six-cylinder Gremlin for two grand even!” I somehow had gotten the idea the 1600 was less expensive than it actually was. I left the dealership without buying the BMW, to my everlasting regret. Oh, what fools we mortals be!

I crossed the street to the AMC dealer. The salesman was a fat, older guy who spoke to me like I was a moron, and on top of that, he was very pushy. When I asked why Gremlin didn’t offer a four-speed manual transmission option, he said the AMC six-cylinder engine had so much low-end power it didn’t need more than three speeds. He obviously didn’t understand young men. We didn’t want a four-speed for driving flexibility, we wanted it because it was cool. Idiot!

Well, the Gremlin was indeed about $2,000—all that for a car that made a Checker cab look like an Eldorado. For the base price, you bought a cheaply upholstered bench seat, black rubber floor covering and a miserable three-speed transmission with non-synchromesh first gear. Oh, and cheap hubcaps, skinny blackwall tires—you know the drill. The salesman and I began to option out a stick-shift Gremlin X with the bigger six, radio, sway bar and a few other options. I decided to quit at $2,600 and still climbing. It was my first experience trying to purchase a new car, and it really surprised me. Instead, I ended up buying a used Gremlin and upbadged it into an “X.”

Decades later, when all of life’s bills were finally paid and I had a extra few bucks, I went searching for a vintage BMW. I figured a 1600 or 2002 would suit me nicely.

BMW: A 111-year-old company

Before telling you about my search for a vintage BMW 1600 or 2002, let me give you some background information about Bayerische Motoren Werke, aka BMW. It began in 1913 as an engine manufacturer, later producing airplane engines for Germany’s air corps during World War I. After the war, BMW produced motorcycles and in 1928 took over the Dixi automobile works, which produced Austin Sevens under license in Germany. A few years later, after the Austin agreement expired, BMW developed its own small car. Then, in 1933, it debuted the all-new Type 303, a larger six-cylinder car with a tubular chassis. It was the first BMW to use the now-famous “twin kidney” grille theme. In 1936 came the legendary BMW 328 roadster. BMW soon earned a reputation for performance and style, posing a threat to Mercedes-Benz’s domination of the prestige car market.

The rise of Hitler’s National Socialist Party saw BMW transition to producing military goods. Though it continued building cars and motorcycles, most of its profits came from aircraft engines and other war production. Wartime demand for its military products soared so high that the company opened several new plants in order to keep up with orders for engines, army motorcycles and staff cars. To ease labor shortages, BMW used forced labor plucked from concentration camps. These poor souls were often badly mistreated, and sometimes worked to death. It’s an ineradicable stain on BMW’s history.

After the war, Germany was divided between the Allies. Before long, the Eisenach company of East Germany began offering BMW-branded cars. BMW sued and in 1952 was granted the sole right to the BMW brand. Eisenach rebranded its cars “EMW.” Weird, right?

In 1952, the new six-cylinder BMW 501 went into production. As purveyors of luxury cars for younger, sportier buyers, the company mainly focused on the prestige market (except for the iconic Isetta cars) until 1962, when it announced its “New Class” cars with clean and modern styling, and lower prices. The new line proved popular and sales volume quickly grew.

An all-new 1600 model debuted for 1966. With unitized construction and a 98.4-inch wheelbase, it was powered by a 1.6-liter, overhead-cam four-cylinder engine producing 85 hp. A four-speed manual transmission was the usual choice, though a three-speed automatic was available at extra cost. Weighing around 2,100 lbs., the new BMW 1600 sedan was light, very nimble and surprisingly fast, boasting an impressive 0-60-mph time of 11.6 seconds and a 96-mph top speed—good performance for a 1.6-liter, four-cylinder car of that era.

The 1600’s suspension consisted of MacPherson struts and coil springs up front with semi-trailing arms and coil springs for the rear. Surprisingly, steering was worm and roller, while the brake system included front discs and rear drums.

Sales were outstanding, so few changes were needed in the following years. In 1971, exterior styling was updated with an attractive new grille and bodyside moldings. But 1971 ended up being the last time the 1600 model was offered in the United States. By this point, BMW’s performance reputation was becoming established and the brand began its relentless move upmarket. For 1972, the lowest-priced BMW was the 2002, tagged at $3,571. Reference books list a 2000 base model, but apparently it wasn’t offered in the United States.

Bimmer hunting

When I decided last year to look for a BMW 1600 in nice condition, all I found were completely restored examples selling for $30,000-$50,000, which is more than I can easily spend. More recently, I found one in basically good condition for $14,000. It needed a complete repaint and some mechanical work to make it roadworthy. I also found a very nice 1600 needing nothing and priced at $24,000. Too bad I purchased a different car in the meantime!

If you’d like a simple, pleasurable vintage car to drive, the 1600 is an ideal choice. Just avoid rusty examples; 1960s BMWs are notorious for rust. Take your time until you find the one that’s right for you. Good hunting!

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Kurt Glaisner picked up a pretty nice souvenir from a college football game he attended back around 1990. Glaisner skipped the usual trinkets such as cups, pennants or key chains and went straight for the big stuff.

“We were in Madison [Wis.] going to [the University of Wisconsin] game, and we woke up in the morning and there it was,” laughs Glaisner, pointing at his 1964 Jaguar XK-E coupe. “One of the neighbors was apparently going through a divorce and he had it sitting for a sale a few houses down…. It was just sitting on the street. He needed to get rid of it and, yeah, it was for sale, and I was like, ‘OK, I’ll take it.’”

That day was about 34 years ago, Glaisner guesses, and he still has the Jaguar today—in all of its beautiful, exciting and somewhat flawed glory. He insists it is spectacularly imperfect, just the way he likes it.

“They are so damn pretty!” he chuckles. “Enzo Ferrari said it’s the most beautiful car ever made, and Sterling Moss … he said the weight isn’t right, and the engine doesn’t sit right, and it could have been faster, and it could have been this and that. But it’s like the ‘dumb blonde of cars,’ you know? Who cares? It’s so pretty!”

Indeed, even though he didn’t know a lot about the Jaguar, where it had been, or how it had been treated during its lifetime, Glaisner decided that the XK-E was worth a chance. He had never owned anything like it, and figured opportunity was knocking.

“Nope, nothing—I didn’t know anything about it,” he admits. “I don’t think it had many previous owners. The guy liked it and his wife liked it. He said it was like a chick magnet, and they had it for, like, seven years. The car was apparently in California early on. [The previous owner] was afraid of the car, and it was all full of oil. They leak; just plan on it, they’re gonna leak… He was afraid something was going to happen to it. His wife was driving it for the most part, and the car was just covered with oil. Underneath it was all dripping … But it ran good. It was all there, it just leaked oil.”

Glaisner has had just about everything on the Jaguar restored over the years—at least the areas that have needed it. Ownership has been an exciting and curvy road, for sure. He says he finally “finished” the XK-E in its current state only about a year ago. “Everything’s been done in stages. When you don’t know what you’re doing, you have to take good notes, and a lot of photos!”

The ‘E’ Era

Jaguar’s racing D-Type evolved into the production Series 1 E-Type (called the XK-E in the United States) in 1961, and the car was a smash hit from the start. It was completely different in appearance from its XK-120/140/150 predecessors, and more than 400 lbs. lighter. The new projectile-shaped roadster and coupe debuted in March of ’61 at the Geneva Motor Show. Styling came from aerodynamicist Malcolm Sayer, making the E-Type the first Jaguar not penned by Sir William Lyons, who had been knighted by this time.

The wheelbase was 96 inches (6 inches shorter than the XK-150), and the E-Type was propelled by the 265-hp version of the 3.8-liter six, which had been the most potent 3.8-liter in the XK family.

Pressed-steel monocoque construction was used on a bolt-on tubular front sub-frame to hold the engine and front suspension. The whole front-end sheet metal tilted forward for access to the engine, as on the D-Type racer.

The simple oval grille contained a single horizontal bar to match the slim bumper, and a small oval emblem was placed at the center. Headlamps were recessed into nacelles. At the rear was a slim wrap-around back bumper with narrow taillamps, plus two center dual exhaust pipes. Underneath was a new independent rear suspension consisting of lower wishbones and coil springs with a chassis-mounted differential. Disc brakes were installed at all four corners. The coupe’s rear hatchback opened sideways. Painted wire wheels were standard, while chromed wires were optional.

With the “S” variant of the 3.8-liter XK engine, top speed was reported to be 150 mph due to improved aerodynamics, and an E-Type could run from 0 to 60 mph in 6.9 seconds. Two models were offered: an open two-seater and a fastback fixed-head coupe.

An E-Type driven by Graham Hill won its first race, but sports cars were evolving and Jaguar struggled on the track to keep up with Ferrari. A dozen “lightweight” E-Types were built for racing, some with an aluminum monocoque chassis and up to 320 bhp or more using fuel injection. Though driven by top drivers such as Hill and Jackie Stewart, the racing E-Types enjoyed only modest success.

A 4235cc version of the old XK engine was added later in the 1964 model year, with no horsepower increase but more torque. The gearbox for that engine was now fully synchronized.

The 3.8 cars came with leather-upholstered bucket seats, an aluminum-trimmed instrument panel and a Moss four-speed gearbox. The later 4.2-liter cars were equipped with improved seats and brakes, upgraded electrics and a synchromesh four-speed gearbox. A “Jaguar 4.2 Litre E-Type” badge identifies those later cars, while the 3.8 cars received a standard “Jaguar” ID badge.

Exact year-by-year production figures are fuzzy, but total E-Type Series I production is believed to be 38,419 cars over the model’s run from 1961-’68. A 2+2 coupe was added in 1966. Glaisner’s ’64 is one of 15,442 of the fixed-head coupes built during the Series I period. Brand new, it would have carried a sticker price of about $5,500.

A NEW LIFE AT 50

Glaisner says all he ever wanted to do with his XK-E was be seen and have some fun—until 10 years ago. Then he said a few of his goals with the car changed.

“I just wanted to drive it, but when it turned 50 I started thinking maybe for fun I should re-chrome the car…There is not a lot of chrome and it needed chrome and it needed a lot of things,” he recalls. “So I had the bumpers re-chromed …Well, they are attached to the sheet metal! There is no structure to it. They attached right to the sheet metal! At that point I said, ‘Screw it, I’ll just do the whole car.’”

“The engine had already been rebuilt at least once by the time he bought it, so Glaisner didn’t have a lot of mechanical work to do. He instead initially focused on the car’s aesthetics and all the plating and re-plating that needed to be done. “I didn’t have to take the engine out, but all the zinc chromate pieces and all the other parts have been re-plated,” he says. “There wasn’t a lot of bodywork. There was some scuffs on the bonnet. The rust was minor, and I let other people do that for me… Everything inside was pulled out and that’s all new stuff [in the interior].”

The engine has certainly not been trouble-free, however. Glaisner is quick to point out—almost with a sense of pride — that he has blown up the engine not just once, but twice.

“And it’s not because of my driving! It was actually the cooling tunnels in the engine inside the block. They were clogged. And the car was so hot I wouldn’t drive it in the summer. It was a fall car. The second time I blew up the engine, they went through it and said, ‘Oh we missed all these other things on it.’ We just re-sleeved it. I’ve been working with my mechanic for 30 years, so we get along pretty good.”

Glaisner said he had Milwaukee Auto Body in Milwaukee handle the bodywork and paint. “The color is a version of Old English White, I think they call it,” he pointed out. “It all took about five, six years before we were done.”

Glaisner has been a loyal and responsible caretaker for his ’64 E-Type for about 35 years now, and his patience and dedication to the car are certainly paying off these days. He gets to enjoy doing what the car does best—going for scintillating drives and attracting attention—with the car looking and performing at the top of its game.

“It’s amazing. I’m just going to drive it. That’s it,” he says. “My friend has a ’Vette, a 70-something ’Vette, and we were in this thing and he says, ‘This thing rides like you are on a cloud’ compared to his ’Vette. It’s just so fun to drive.

“You know the prices are high and it’s tempting to sell it, but it’s really so pretty. You know, I have friends who are into art and have paintings and a lot of other guys have, like, wood carvings and special, nice furniture and all that. Well, I drive my art,” he laughs.”

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While at the 2023 Iola car show we were smitten with this Jag. It isn’t often we see a ’64 Jag XKE in the wild of Wisconsin.

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As you may recall, I used to work for Saab-Scania of America, the company that imported to the United States Saab cars, along with (for a short time) Scania trucks. I ended up working for both divisions. It was a fun place, and my experience there even helped me write a few columns of which I’m rather proud. The subject of today’s column is the rare and fun little sports car the company produced for four model years: the Saab Sonett II.

Now you’re probably wondering, was there a Sonett I? Yes, there was, and I wrote about it in this space many years ago. I probably should write about it again some time, but not today. Today is the “II’s” day.

The early Sonetts are rare for the simple reason that the company didn’t build a whole lot of them. “The Standard Catalog of Imported Cars” says that 60 Sonett II models were produced during late 1966, and another 455 in 1967. A former Saab-Scania engineer who once owned a Sonett II reports that, “The original Sonett debuted in 1966 as the Sonett II with the triple-carb, two-stroke engine with oil injection. Something like 28 were cobbled together before production of the 1967 model began. In all, 258 strokers were built, mostly all 1967s. All were oil-injected using a separate tank under the hood.” By the end of production in 1969, a total of 1,868 Sonett II models had been produced. As noted, the first of the Sonett II models, the 1966 and early 1967 models, are especially rare, because the initial 258 cars produced were powered by the famed Saab 841cc two-stroke, three-cylinder engine equipped with three one-barrel carburetors. After that came a changeover to the 1500cc, Ford-built V-4 engine, which was smoother, quieter, more powerful, and even had markedly better fuel economy. All in all, the Sonett V-4 is far and away the better of the two “II” models, but to us old two-stroke guys, the three-banger is the mill to have. It’s just a two-stroke thing; it doesn’t really make any sense, except to certain diehards like me. So, this column is going to focus mainly on the two-strokes — those lonely 258 cars built with the light-weight three-banger under the hood.

And by the way, although books and reference guides refer to the Sonett II with the V-4 as the “Sonett II V-4,” insiders call it simply the “Sonett V-4.” To old-timers like me, the correct nomenclature for the Sonett model range is the Sonett I, Sonett II, the Sonett V-4 and the Sonett III, the latter two Sonetts having the V-4 motor. Hardly anyone talks about the Sonett I nowadays, because so few were built that the chance of coming across one for sale is nil. And the Sonett III is so different from the earlier models that it deserves a separate column.

A little two-stroke insider info: Would you like to know when your muffler needs to be replaced? You need to change it when it gets quiet! That’s because quietness indicates that it’s packed with oil residue from the exhaust and creating too much back pressure. Here’s an old saying to remind you: “If you can’t hear the ‘ring a ding ding,’ it’s time to change the darn thing.” At least it’s an easy job.

So, anyway, let’s get into the details about the Sonett II. It’s a small, fiberglass-bodied two-seat sports car powered by the quirky three-cylinder two-stroke Saab engine that revs like an electric drill and is smoother and more powerful than one would guess. Its 841cc equates to just 51.3 cubic inches, so we’re not dealing with a whole lot of motor here; some garden tractors have bigger mills. But being a two-stroke means every other stroke is a power stroke, rather than every fourth stroke, as in a conventional four-stroke internal-combustion engine, so it’s almost like having 1682cc under the hood. Add to that the triple carbs (which sound so sweet under full acceleration), a neat roller-bearing crankshaft and a high compression ratio (9:1), and you can see why such a small engine is able to pump out 60 hp, or more than one horsepower per cubic inch.

Having said all that, 60 hp is sure not a lot of pep for a supposed sports car, but the little Sonett II weighs just 1,565 lbs., so it’s able to perform reasonably well, especially in the context of its era.

The Sonett II’s transaxle included a four-speed manual transmission with a column shifter, a not-uncommon practice back then. Free-wheeling was included as standard equipment; initially it was needed, because the two-stroke engine received its lubrication from oil being mixed in the gasoline, and when downshifting, the engine might not get enough lubrication since no fuel was going into the cylinders. If you’ve never driven a car with free-wheeling, it can be terrifying the first couple of times that you downshift down an exit ramp and nothing happens. In fact, it sometimes feels like the car speeds up! With free-wheeling, the engine and transmission disengage when you take your foot off the gas (i.e., the drivetrain “free-wheels”). It saves gas, along with clutch wear, but it’s not everyone’s cup of tea.

The Sonett II rides an 85-inch wheelbase, which provides decent legroom. The two bucket seats are very low, as is the roofline (just 48 inches from the ground), which gives the little coupe a sporty feel very similar to a Porsche 914. The instrument panel includes a nice tachometer, speedometer/odometer and temperature gauge; no oil pressure gauge for the two-strokes, naturally, since they don’t have an oil sump.

Exterior styling is a mix of influences. The one-piece nose with scooped out headlamps has Jaguar overtones, and I wouldn’t be surprised if it influenced the later Datsun 240Z more than a bit. (By the way, the Sonett II’s nose is held in place by clasps on either side, much like the Triumph Spitfire, and the whole hood/fender combo tilts forward to allow perfect access to the drivetrain for servicing). The front fender line continues along the doors before gracefully turning upward onto the rear quarters to provide good visual balance to the profile. The roofline flows back to a curved glass fastback that terminates at the rear in an abrupt Kammback holding four taillamps — two per side — along with one of the most unique features we’ve ever seen: a fold-down rear access door.

The chassis is, of course, front-wheel-drive; this is a Saab, remember. Tires are 155x15s mounted on silver-painted wheels with chrome hubcaps. Steering was rack and pinion, and the independent front suspension consisted of coil springs, upper and lower wishbones and an anti-sway bar. The rear suspension included a tubular rear axle, coil springs and trailing rods. Brakes were disc all around, so all in all, this was a surprisingly sophisticated little machine.

Options included chrome trim rings, radio and, if memory serves, Saab eventually offered an air conditioning kit for dealer installation.

After the initial run of two-stroke-powered cars, the factory switched over to the Ford-supplied V-4 engine. The day of two-stroke passenger cars was nearing the end, and Saab would soon phase out the two-stroke mill in its entire U.S. lineup, beginning with the Sonett V-4. As we said earlier, the V-4 cars are faster, smoother and more enjoyable for most people. They’re not as quirky as the two-strokes, but some of us like quirky. Styling changes had to be made for the V-4, including an ungainly looking hump on the hood necessary to fit the new engine. In my eyes, the hump spoiled the pureness of the original design, but many people like it.

The Sonetts — both the II and the V-4 models — were marketed primarily to Americans and were meant to attract attention to the full Saab line-up. This they succeeded in doing, and the brand proved popular with U.S. buyers.

As far as finding a Sonett II to buy, they seem to pop up regularly, most often in V-4 guise, though I’ve seen a few two-strokes for sale in the past couple of years. As I write this, I’ve found two V-4 models for sale online; one for $19,500, and the other for $24,500, and both looked nice. That’s not a lot of money to pay for something so rare and unusual. And they’re fun to drive.

Good hunting! 

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Dale Gordon is the lucky owner of this ’70s 2-seat with Italian flair.

“The Lancia Scorpions were imported to the U.S. in 1976-1977. Only 1801 were ever made. The Lancias are comprised of a 2-seat mid-engine, 1.8 L Lampredi 4 cyl. with retractable roof, 4-wheel ind. susp. and 4-wheel disc brakes. It was designed by the same Fioravanti design team at Pinninfarina as the Ferrari Boxer, hence called ‘Baby Boxer.’ The seminal car – first car designed AND manufactured by Pinninfarina and the first car mass produced with flush, rimless windshield. It was the originally made to be the successor to the X1/9. This is a 23,000 mile, all original car. It took first place at the Fiat FreakOut Nationals. This is a reference car and possible the finest in existence. The design was so far ahead of its time. Car and Driver said handling was ‘sublime.’ This car is a stunning work of art!”

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“I have owned my 1957 Morgan for 42 years. My initial purchase found that the Morgan needed a complete frame up restoration which took place over a 3-year period. The car originally was shipped to Fergus Motors in 1957. It is a standard left hand drive model (on U.S.A. imports) and runs what is basically a Ford Cortina engine used in this period Morgan. A somewhat upgraded Morgan in 1957 was the Morgan +4 and used a Triumph engine. It has been a very reliable and usable car and has won many awards including Best in Show.”

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