Is this the prettiest car ever made? OK, scratch that, there are plenty of gorgeous one-offs and limited-production machines out there. How about: Is this the prettiest mass-produced car ever made? I think there’s an argument to be made there, for sure. The Jaguar E-Type ends up on every major list of every important car of the 20th century, it has influenced design for two generations, and it formed the template for what is, arguably, the supercar. What’s even more remarkable than the mere presence of the E-Type on American roads in 1962 is that it could be purchased for roughly one-and-a-half times the price of a new Buick, which is rather extraordinary.

It is probably with all this in mind that E-Type prices, particularly those of the lovely Series I cars, have skyrocketed. Whether that’s driven by the meteoric rise of Ferrari and Porsche prices is speculation, but the E-Type still represents the pinnacle of British sports cars and the template for all that would follow. And they remain eminently usable machines: comfortable, fast, reliable, and reasonably user-friendly so that even an inexperienced driver won’t get in over his head. You may look at Series I cars as getting too expensive, but I think that’s the wrong perspective. What you should be looking at is that it’s the most affordable ‘60s supercar you can buy and has earned a spot in the Museum of Modern Art. If the Jag isn’t art, what is?

This 1963 E-Type roadster is an early Series I car, not early enough to have a flat floor or exterior hood latches, but pretty early. It was comprehensively restored perhaps 10 or 12 years ago and collected some trophies, then hit the road, which is really what you should do with your thoroughbred. That’s also my way of telling you that this is not a concours car, although it’s surely a very high-quality car in every way. The handsome British Racing Green finish is really the best choice on these cars and it has the right mix of yellow in it, not a pure green but kind of an olive green that was how it was done originally. With the rocket ship-like rise in E-Type prices, there are a lot of sub-standard cars out there, rushed through a restoration to get on the market in order to capitalize on the white-hot sales environment. This is not such a car. It was restored for passion by someone who wanted the car right, and as a result, the bodywork is outstanding, with laser-straight panels and extremely good gaps, all of which suggest the underlying structure is in excellent order. The doors open and close easily, and with their featherweight design, feel almost delicate. The hood swings forward on well-oiled hinges, and the trunk lid (boot lid?) sits flush with the surrounding sheetmetal. Paint is deep and glossy with surprisingly few signs of use and the chrome is brilliantly restored with no notable demerits.

The biscuit leather interior is the right choice with the BRG paint, a handsome and completely British contrast that is skillfully done. The rounded bucket seats are another indicator of an early E-Type, as they were replaced shortly after this car was built with squared-off buckets with deeper padding and simple pleats, but these lightweight shells are so pretty, I can’t imagine wanting something different. The leather is aromatic and beautifully fitted, and aside from one or two scuffs on the heel pad of the carpets and some “comfort marks” on the driver’s seat cushion, it shows almost no wear. I suspect that the Moto-Lita steering wheel is a reproduction, as the spokes seem more substantial than an original, but that’s all I have—a hunch. The Smiths gauges are as lovely here as in any British sports car, and they all work except the temperature gauge. A long row of toggle switches controls auxiliary functions, ranging from the interior lights to the windshield wipers, and it’s one of the most distinctive features of a Series I E-Type. The crisp motion of the switches is a delight. The textured aluminum center console is correct and frames the stubby 4-speed shifter, which itself is wrapped in more tan leather. There is no radio, although all Jaguars came with provisions for a dealer-installed unit and one could surely be added here. Seat belts with Jaguar logos on the latches were added and look proper in the roadster’s interior, and there’s a bit of storage space behind the seats that’s likewise fitted with plush wool carpets. Overhead you’ll find a snug-fitting tan canvas top with a crystal clear rear window, but it’s really only for emergencies, and the matching tan boot gives it a dashing look with the top down. The trunk is good for one or two small bags, but also includes a matching wire wheel and spare tire and a sisal mat up top.

Mechanically, the E-Type’s 3.8 liter DOHC inline-six was well-established in 1963, and as a result, it’s reliable and powerful. Jaguars (indeed, all British cars) get a bad rap in the reliability department, but that’s largely due to neglect, not flaws in the design. A properly sorted E-Type like this can be driven with confidence and we’ve found that it’s a reliable runner, always starting easily and idling well with a little choke, even when it’s cold. The block is not this car’s original block, but it is a correct E-Type unit, serial number RA5755-9, which dates from between March 1963 and early 1964 when 4.2-liter production started. Interestingly, it does carry its original cylinder head, serial number R61767-9, as indicated on the number plate in the engine bay. It was fully rebuilt at the time of restoration and still runs superbly, with good oil pressure and a burly six-cylinder soundtrack through a fresh polished stainless steel exhaust system. The triple carburetor setup is nicely tuned and still uses the original air intake silencer, but there’s no disguising the sound of all three throats opening up to feed the fast-revving engine. The hardware and fittings throughout the engine bay are correct, including the Champion-logo spark plug wires, Lucas ignition coil, and bellows-type brake assist. The exhaust manifolds were porcelainized when it was restored, but are today showing evidence of having been driven, which is probably inevitable. More recently, it has been fitted with an upgraded aluminum radiator from Welsh Enterprises, as well as a big electric fan up front to assist the laughably delicate 2-blade original unit.

The 4-speed manual transmission shifts cleanly and smoothly (it’s not an early Moss gearbox) and clutch take-up is light and progressive. The brakes are firm and confidence-inspiring, and as I mentioned, the exhaust system is recent. The undercarriage shows signs of having been driven, because this car was restored for the road, not the back of a trailer, but everything appears to be in good order. Yes, it has been driven, so don’t expect perfection, but you also won’t have to worry if you’re motoring along and splash some water underneath. And always remember that a Jaguar that has been exercised properly is generally going to be healthier than one that sits in stasis its entire life. And really, with a car like this, it would be a shame not to drive it as intended. The suspension is that ideal combination of supple and competent that only Jaguar seems to have mastered, and with 185HR15 Dunlop radials, it has just the right period look with the confidence of modern tire technology.

The car comes with many receipts for recent service adding up to more than $10,000, putting it in top-notch mechanical condition, ready to enjoy.

Is it art? I think so. It speaks to us on a visceral level and even people who are not “car people” respond to the look of the E-Type. There’s a purity of line that has never been replicated, and it still distills the essence of motoring down to its basest form, but wraps it in a luxurious leather lining. It is an eminently usable car, something you can drive to work every day if you choose to do so, and always ready for a quick early morning sprint down your favorite country road. The Jaguar E-Type still lives in a class of one.