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Jaguar E-Type 4.2 at Samuel’s in Allston: Engine view


Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:

• • • • •

The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.

In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.

Contents

• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links

Overview

The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.

On its release Enzo Ferrari called it "The most beautiful car ever made".

The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".

In addition, several limited-edition variants were produced:

• The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.

Concept versions

E1A (1957)

After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.

It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)

The car featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine.

The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory

E2A (1960)

Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.

E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.

After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.

In 1961 the car returned to Jaguar in England to be used as a testing mule.

Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.

Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. Sale price was US.5 million

Production versions

Series 1 (1961-1968)

Series I

• Production
1961–1968[3] [4]

• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

• Engine(s)
3.8 L XK I6
4.2 L XK I6

• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]

• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]

• Width
65.25 in (1657 mm) (all) [5]

• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]

• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.

An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.

An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]

Production numbers from Graham[12]:

• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s

Production numbers from xkedata.com[block]63[/block]: [omitted -- Flickr doesn't allow tables]

Series 2 (1969-1971)

Series II

• Production
1969–1971[3] [4]

• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

• Engine(s)
4.2 L XK I6

• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.

Production according to Graham[12] is 13,490 of all types.

Series 2 production numbers from xkedata.com[block]78[/block]: [omitted -- Flickr doesn't allow tables]

Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.

Series 3 (1971-1975)

Series III

• Production
1971–1975

• Body style(s)
2-door 2+2 coupe
2-door convertible

• Engine(s)
5.3 L Jaguar V12

• Wheelbase
105 in (2667 mm) (both)[6]

• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]

• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]

• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]

• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]

• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.

In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]

Graham[12] lists production at 15,290.

Series 3 production numbers from xkedata.com[block]99[/block]: [omitted -- Flickr doesn't allow tables]

Limited edtions

Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:

Low Drag Coupé (1962)

Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar’s 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

Lightweight E-Type (1963-1964)

In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Motor Sport

Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.

The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

See also

• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns

References

• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…

Old Jaguar E-type sports car: driver’s console


Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:

• • • • •

The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.

In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.

Contents

• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links

Overview

The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.

On its release Enzo Ferrari called it "The most beautiful car ever made".

The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".

In addition, several limited-edition variants were produced:

• The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.

Concept versions

E1A (1957)

After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.

It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)

The car featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine.

The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory

E2A (1960)

Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.

E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.

After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.

In 1961 the car returned to Jaguar in England to be used as a testing mule.

Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.

Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. Sale price was US.5 million

Production versions

Series 1 (1961-1968)

Series I

• Production
1961–1968[3] [4]

• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

• Engine(s)
3.8 L XK I6
4.2 L XK I6

• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]

• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]

• Width
65.25 in (1657 mm) (all) [5]

• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]

• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.

An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.

An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]

Production numbers from Graham[12]:

• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s

Production numbers from xkedata.com[block]226[/block]: [omitted -- Flickr doesn't allow tables]

Series 2 (1969-1971)

Series II

• Production
1969–1971[3] [4]

• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

• Engine(s)
4.2 L XK I6

• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.

Production according to Graham[12] is 13,490 of all types.

Series 2 production numbers from xkedata.com[block]241[/block]: [omitted -- Flickr doesn't allow tables]

Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.

Series 3 (1971-1975)

Series III

• Production
1971–1975

• Body style(s)
2-door 2+2 coupe
2-door convertible

• Engine(s)
5.3 L Jaguar V12

• Wheelbase
105 in (2667 mm) (both)[6]

• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]

• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]

• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]

• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]

• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.

In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]

Graham[12] lists production at 15,290.

Series 3 production numbers from xkedata.com[block]262[/block]: [omitted -- Flickr doesn't allow tables]

Limited edtions

Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:

Low Drag Coupé (1962)

Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar’s 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

Lightweight E-Type (1963-1964)

In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Motor Sport

Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.

The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

See also

• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns

References

• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…

Old Jaguar E-type sports car: badges on radiator grille


Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:

• • • • •

The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.

In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.

Contents

• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links

Overview

The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.

On its release Enzo Ferrari called it "The most beautiful car ever made".

The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".

In addition, several limited-edition variants were produced:

• The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.

Concept versions

E1A (1957)

After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.

It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)

The car featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine.

The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory

E2A (1960)

Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.

E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.

After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.

In 1961 the car returned to Jaguar in England to be used as a testing mule.

Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.

Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. Sale price was US.5 million

Production versions

Series 1 (1961-1968)

Series I

• Production
1961–1968[3] [4]

• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

• Engine(s)
3.8 L XK I6
4.2 L XK I6

• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]

• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]

• Width
65.25 in (1657 mm) (all) [5]

• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]

• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.

An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.

An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]

Production numbers from Graham[12]:

• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s

Production numbers from xkedata.com[block]389[/block]: [omitted -- Flickr doesn't allow tables]

Series 2 (1969-1971)

Series II

• Production
1969–1971[3] [4]

• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

• Engine(s)
4.2 L XK I6

• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.

Production according to Graham[12] is 13,490 of all types.

Series 2 production numbers from xkedata.com[block]404[/block]: [omitted -- Flickr doesn't allow tables]

Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.

Series 3 (1971-1975)

Series III

• Production
1971–1975

• Body style(s)
2-door 2+2 coupe
2-door convertible

• Engine(s)
5.3 L Jaguar V12

• Wheelbase
105 in (2667 mm) (both)[6]

• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]

• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]

• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]

• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]

• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.

In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]

Graham[12] lists production at 15,290.

Series 3 production numbers from xkedata.com[block]425[/block]: [omitted -- Flickr doesn't allow tables]

Limited edtions

Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:

Low Drag Coupé (1962)

Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar’s 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

Lightweight E-Type (1963-1964)

In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Motor Sport

Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.

The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

See also

• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns

References

• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…

Question by luvy: lesson plan for stress reducing activities for young children?
I’m having a lot of trouble finding something. I need a lesson plan (so something with “materials needed” and “step-by-step procedure” kinda thing”) about a way to reduce stress and increase a child’s self-worth, control, and/or security.

Well, actually i need a lot, but even just one would help soooooo much!

Everything i find on the internet just says something like “eat right and exercise” which is not what i need

please help

thank you:]

Best answer:

Give your answer to this question below!

Some cool stress management program images:

U.S. Army Wounded Warrior Sports Program – Team Roping – 10 May 2008 – Las Cruces – New Mexico – FMWRC


Image by familymwr
www.armymwr.com

PHOTO CAPTION: Spc. Jake Lowery of Fort Richardson, Alaska, competes May 10 in a Troy Shelley Affiliate team roping at Denny Calhoun Arena in Las Cruces, N.M., as part of the Army’s new Wounded Warrior Sports Program designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events.

Cowboy-Soldier Launches Army’s Wounded Warrior Sports Program

Photos and story by Tim Hipps, FMWRC Public Affairs (cleared for public release)

LAS CRUCES, N.M.—Purple Heart recipient Spc. Jake Lowery officially launched the U.S. Army Wounded Warrior Sports Program with an inspirational team-roping performance at Denny Calhoun Arena on May 10–11.

Lowery, 26, of Fort Richardson, Alaska, lost his right eye and sustained massive head injuries when he was hit by an improvised explosive device that killed a fellow Soldier in Fallujah, Iraq, on Feb. 11, 2007.

Less than a year later, Lowery, a lifelong cowboy, was back aboard a horse and roping steers despite suffering from a traumatic brain injury and post-traumatic stress disorder.

"This pretty much keeps me going—it’s the only thing that does," he said. "Without it, I’d just be hanging out in my room somewhere."

The Wounded Warrior Sports Program was designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events by paying for their athletic attire, registration fees, transportation, lodging and per diem.

Lowery travelled from Alaska to El Paso, Texas, and connected with family for a ride home to Silver City, N.M., where he, stepfather John Escobedo and grandfather Pete Escobedo loaded a trailer with horses and drove to Las Cruces for a weekend of roping.

All three competed in the Troy Shelley Affiliate event.

"This is one of the best things the Armed Forces could have done because it’s just therapy for these guys who feel like ‘I lost this. I lost that,’" said Sgt. 1st Class (ret.) Pete Escobedo, 83, who served 27 years in the Army. "If you really want to do something with yourself…Jacob is a prime example. He’s really trying.

"We’re thankful for the Army for doing everything it can for him."

Lowery teamed with different partners to successfully rope two of six steers in the first round of competition on Saturday. After roping two more in the second round and another in the third, he was sitting in third place entering the final short round. But when prize money came into play, his steer got away.

"It looked good to me," Lowery said of his final toss. "I’m not sure how he got out of it. I guess it happens that way sometimes, especially in this sport. Maybe I roped him a little too low. If not, I don’t know."

Despite struggling with limited depth perception, Lowery is encouraged that his roping skills will continue to improve. He already bounced back to win an all-around crown in Alaska and teamed with his stepfather to capture the team-roping title at the Professional Armed Forces Rodeo Association’s 2007 World Finals in Fort Worth, Texas.

"I’m not back to where I was, by any means," Lowery said. "I just keep practicing and hope it eventually comes back."
Lowery’s first run of 8.43 seconds was one of the fastest of the morning among 450 cowboys in Las Cruces. He posted another quality time of 8.69.

"Yeah, it was good, but it could have been better," he said of the full day of roping. "It was awesome just to come down and get out of the cold weather for awhile. I really enjoyed it."

Pete has faith that Jake eventually will overcome TBI and PTSD. Putting him on a horse is the best therapy he knows.

"I have been roping with Jacob since he was knee high to a grasshopper," granddad said. "I just don’t have words to explain the love that we have for Jacob and how much we enjoy ourselves doing what we do. He’s worked very hard. I’m sorry that he had to be injured the way that he was, but we’re doing the best that we can.

"He has taken his injury and forgotten it, to a degree, while he is doing what he loves the most. If you go to our house, this is all you’ll find: horses and cattle. If we’re not roping today, we’re roping tomorrow."

On this weekend, they were roping both days—three generations of cowboys taking turns roping steers in 100-degree desert heat.

"Jake has done remarkably well in coping with his injury," Pete said. "Instead of saying: ‘Well, I’m injured,’ he says: ‘I’m going to do what I can. The Good Lord handed me this hand, so I’m going to do with what he dealt me the best that I can.’"

John, too, is proud of how Jake has dealt with adversity, but he’s also experienced the aftereffects firsthand.

"Sometimes he gets those debilitating headaches and they just knock him smooth out," John said. "And then he just doesn’t feel like doing anything. And if he does feel like it, his head is hurting so bad that he’s not able to.

"There’s a lot of stuff in your head after you go to war and get blown up that you just can’t throw away. Me, I don’t have a clue because I’ve never been, but I can just imagine. A good friend of mine was a Navy SEAL in Vietnam and he got blown up big-time, and the guy’s got the best attitude of anybody I ever met.

"Jake wasn’t hit for ten minutes and he was on the phone asking: ‘What can I do?’" John said. "We got him cycled through (the recovery process) and once he started getting right, he called me up and said: ‘It’s not the events in your life that matter; it’s what you do with those events. If you want to lie around and be a crybaby, be a crybaby. If you want to jump up and do something…’"
That call made John proud.

"I told him before he left: ‘When you sign (enlistment papers with the Army), I can’t come and get you.’ And he said: ‘I ain’t worried.’ He’s never regretted his decision to go, not at all. He’s never got on the ‘Poor me, I wish I hadn’t’ and stuff like that. We hand him a lot and don’t give him the opportunity to lie around and have his own personal pity party. It’s like: ‘Hey, get up, let’s go do something.’"
Then another curious moment comes along.

"At to the world finals last year, he was sitting up at the top of the coliseum by himself," John recalled. "He just couldn’t stand the confinement of having people all around him. It’s just the little things, like he’ll forget to shut the gate (after riding the horse through)."

The affects also can be seen in Jake’s prolonged moments of silence.

"If we can ever get him to where he’ll just start talking again and intermingling with people and not being paranoid, I think life will be good," John said. "When he’s on horseback or working out, he’s a normal guy. But we’ll be sitting at the house watching TV or something and it ain’t the same guy. We drove six- or seven-hundred miles to the world finals—14 hours of drive time—and he probably said three words.

"But you stick him on a horse or in the gym, where his comfort zone is, and he’s fine."

At age 83, Pete derives inspiration from his injured grandson.
"His motivation is the love for this sport, and that keeps him wanting to get better instead of finding excuses as to why he can’t do something," he said. "He’s finding ways and reasons to do whatever he can. We really don’t worry too much about him, especially when we see how he’s progressing and conducting himself with his injury. He’s just not letting it get him down."

Jake believes that sets him apart from some of his fellow injured troops, whom he says "don’t seem to want to do anything." He couldn’t wait to get active again.

"Some of the Morale, Welfare and Recreation people told me about it when I was at the Warrior Transition Unit," Lowery said of the Wounded Warrior Sports Program. "About two days later, I sent in the paperwork. I sent them about four or five events they could pick from."

"This was the perfect venue for this particular guy," said Army sports specialist Mark Dunivan, who expects more applicants to follow. "I have been contacted by an amputee who wants to run in the USA Triathlon Physically Challenged National Championships in New York in July. I think it’s just a matter of getting the word out a little bit more."

Instructions for the application process to participate in the Wounded Warrior Sports Program are available at www.ArmyMWR.com. For more details, contact Dunivan at mark.dunivan@us.army.mil or 719-526-3908 or Peggy Hutchinson at peggy.hutchinson@us.army.mil or 703-681-7211.

To learn more about the Wounded Warrior Program, visit the U.S. Army online at: www.armymwr.com

U.S. Army Wounded Warrior Sports Program – Team Roping – 10 May 2008 – Las Cruces – New Mexico – FMWRC


Image by familymwr
www.armymwr.com

PHOTO CAPTION: Spc. Jake Lowery (RIGHT) of Fort Richardson, Alaska, competes May 10 in a Troy Shelley Affiliate team roping at Denny Calhoun Arena in Las Cruces, N.M., as part of the Army’s new Wounded Warrior Sports Program designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events.

Cowboy-Soldier Launches Army’s Wounded Warrior Sports Program

Photos and story by Tim Hipps, FMWRC Public Affairs (cleared for public release)

LAS CRUCES, N.M.—Purple Heart recipient Spc. Jake Lowery officially launched the U.S. Army Wounded Warrior Sports Program with an inspirational team-roping performance at Denny Calhoun Arena on May 10–11.

Lowery, 26, of Fort Richardson, Alaska, lost his right eye and sustained massive head injuries when he was hit by an improvised explosive device that killed a fellow Soldier in Fallujah, Iraq, on Feb. 11, 2007.

Less than a year later, Lowery, a lifelong cowboy, was back aboard a horse and roping steers despite suffering from a traumatic brain injury and post-traumatic stress disorder.

"This pretty much keeps me going—it’s the only thing that does," he said. "Without it, I’d just be hanging out in my room somewhere."

The Wounded Warrior Sports Program was designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events by paying for their athletic attire, registration fees, transportation, lodging and per diem.

Lowery travelled from Alaska to El Paso, Texas, and connected with family for a ride home to Silver City, N.M., where he, stepfather John Escobedo and grandfather Pete Escobedo loaded a trailer with horses and drove to Las Cruces for a weekend of roping.

All three competed in the Troy Shelley Affiliate event.

"This is one of the best things the Armed Forces could have done because it’s just therapy for these guys who feel like ‘I lost this. I lost that,’" said Sgt. 1st Class (ret.) Pete Escobedo, 83, who served 27 years in the Army. "If you really want to do something with yourself…Jacob is a prime example. He’s really trying.

"We’re thankful for the Army for doing everything it can for him."

Lowery teamed with different partners to successfully rope two of six steers in the first round of competition on Saturday. After roping two more in the second round and another in the third, he was sitting in third place entering the final short round. But when prize money came into play, his steer got away.

"It looked good to me," Lowery said of his final toss. "I’m not sure how he got out of it. I guess it happens that way sometimes, especially in this sport. Maybe I roped him a little too low. If not, I don’t know."

Despite struggling with limited depth perception, Lowery is encouraged that his roping skills will continue to improve. He already bounced back to win an all-around crown in Alaska and teamed with his stepfather to capture the team-roping title at the Professional Armed Forces Rodeo Association’s 2007 World Finals in Fort Worth, Texas.

"I’m not back to where I was, by any means," Lowery said. "I just keep practicing and hope it eventually comes back."
Lowery’s first run of 8.43 seconds was one of the fastest of the morning among 450 cowboys in Las Cruces. He posted another quality time of 8.69.

"Yeah, it was good, but it could have been better," he said of the full day of roping. "It was awesome just to come down and get out of the cold weather for awhile. I really enjoyed it."

Pete has faith that Jake eventually will overcome TBI and PTSD. Putting him on a horse is the best therapy he knows.

"I have been roping with Jacob since he was knee high to a grasshopper," granddad said. "I just don’t have words to explain the love that we have for Jacob and how much we enjoy ourselves doing what we do. He’s worked very hard. I’m sorry that he had to be injured the way that he was, but we’re doing the best that we can.

"He has taken his injury and forgotten it, to a degree, while he is doing what he loves the most. If you go to our house, this is all you’ll find: horses and cattle. If we’re not roping today, we’re roping tomorrow."

On this weekend, they were roping both days—three generations of cowboys taking turns roping steers in 100-degree desert heat.

"Jake has done remarkably well in coping with his injury," Pete said. "Instead of saying: ‘Well, I’m injured,’ he says: ‘I’m going to do what I can. The Good Lord handed me this hand, so I’m going to do with what he dealt me the best that I can.’"

John, too, is proud of how Jake has dealt with adversity, but he’s also experienced the aftereffects firsthand.

"Sometimes he gets those debilitating headaches and they just knock him smooth out," John said. "And then he just doesn’t feel like doing anything. And if he does feel like it, his head is hurting so bad that he’s not able to.

"There’s a lot of stuff in your head after you go to war and get blown up that you just can’t throw away. Me, I don’t have a clue because I’ve never been, but I can just imagine. A good friend of mine was a Navy SEAL in Vietnam and he got blown up big-time, and the guy’s got the best attitude of anybody I ever met.

"Jake wasn’t hit for ten minutes and he was on the phone asking: ‘What can I do?’" John said. "We got him cycled through (the recovery process) and once he started getting right, he called me up and said: ‘It’s not the events in your life that matter; it’s what you do with those events. If you want to lie around and be a crybaby, be a crybaby. If you want to jump up and do something…’"
That call made John proud.

"I told him before he left: ‘When you sign (enlistment papers with the Army), I can’t come and get you.’ And he said: ‘I ain’t worried.’ He’s never regretted his decision to go, not at all. He’s never got on the ‘Poor me, I wish I hadn’t’ and stuff like that. We hand him a lot and don’t give him the opportunity to lie around and have his own personal pity party. It’s like: ‘Hey, get up, let’s go do something.’"
Then another curious moment comes along.

"At to the world finals last year, he was sitting up at the top of the coliseum by himself," John recalled. "He just couldn’t stand the confinement of having people all around him. It’s just the little things, like he’ll forget to shut the gate (after riding the horse through)."

The affects also can be seen in Jake’s prolonged moments of silence.

"If we can ever get him to where he’ll just start talking again and intermingling with people and not being paranoid, I think life will be good," John said. "When he’s on horseback or working out, he’s a normal guy. But we’ll be sitting at the house watching TV or something and it ain’t the same guy. We drove six- or seven-hundred miles to the world finals—14 hours of drive time—and he probably said three words.

"But you stick him on a horse or in the gym, where his comfort zone is, and he’s fine."

At age 83, Pete derives inspiration from his injured grandson.
"His motivation is the love for this sport, and that keeps him wanting to get better instead of finding excuses as to why he can’t do something," he said. "He’s finding ways and reasons to do whatever he can. We really don’t worry too much about him, especially when we see how he’s progressing and conducting himself with his injury. He’s just not letting it get him down."

Jake believes that sets him apart from some of his fellow injured troops, whom he says "don’t seem to want to do anything." He couldn’t wait to get active again.

"Some of the Morale, Welfare and Recreation people told me about it when I was at the Warrior Transition Unit," Lowery said of the Wounded Warrior Sports Program. "About two days later, I sent in the paperwork. I sent them about four or five events they could pick from."

"This was the perfect venue for this particular guy," said Army sports specialist Mark Dunivan, who expects more applicants to follow. "I have been contacted by an amputee who wants to run in the USA Triathlon Physically Challenged National Championships in New York in July. I think it’s just a matter of getting the word out a little bit more."

Instructions for the application process to participate in the Wounded Warrior Sports Program are available at www.ArmyMWR.com. For more details, contact Dunivan at mark.dunivan@us.army.mil or 719-526-3908 or Peggy Hutchinson at peggy.hutchinson@us.army.mil or 703-681-7211.

To learn more about the Wounded Warrior Program, visit the U.S. Army online at: www.armymwr.com

Set of Four Magic Stress Mittens for Infant 0-6 Months

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Dept 56 Snowpinions Holiday Stress Snowman Ornament

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Check out these holiday stress images:

CHRISTMAS HOLIDAY PARTY


Image by rafeejewell
The holidays have been intense with RL and SL busy mode happening all at once! I hadn’t even started my shopping for gifts until yesterday! LOL! OMG!

Some great events and partys on the SL grid way laid my efforts and focus this year. Oh, well… party on peeps…

Louis Volare was playing at Asagao Treasures yesterday. Thank you Montana Laurasia for the event planning and execution. Beautiful music at a beautiful site, and I loved the sky dancer giving the particle show above the stage. Louis is an incredible live musician who plays jazz piano. WOW!

I stopped off to say hello to the New Berlin friends at Electro Smog where Zap Hax was spinning. Can’t help leaving everything when Zap sends a tp. His music just puts me in a nice place in my head… especially with all the stress of the holidays!

Promoter Tasty Hax and her team put together an awesome event over at SEAT Beach Club. I saw EVERYONE there including the members of The A List! Woot! Over 50 people were at that event and it was a great stress tester on the sim. Xavi & I, explored it a day ahead and found some nice psy builds.

Ahhh Digital Francis sent an invite over to his Mu sim at the DC-10 club. Love Digi! So we jetted over asap to catch DJ Andy Seiling do his proggy thing… he is a smooth dj that I really enjoy hearing. Lots of peeps were there along with several dj’s: Moshi Kamachi (love love this guy), Ionic Benton, Aurora Fairey, Ryz Uriza, Tasty Hax and clubber Lolla Honi. We had a blast! TY Digi!

We promised ourselves that we would only stay at DeRailed for 30 min when DJ Daemonchadeaux sent the tp, but we ended up staying for the entire DJ Blabbermouth set. If you were there, you would know why. Xavi was in heaven! I did some shopping there too, so I did not waste any time! LOL!

Xavi logged out for a dinner break which left me to take care of building business. Yeah, right. DJ Space Greilling sent a tp and the temptation was too great! So, off I went to alt7 alternative club to listen to my favorite alternative dj! Space can keep me in a place indefinitely! I love his contemporary alternative tunes and he always gives us a little musical lesson to go along with it.

I’m off for more! Second Life has so much to do, it is impossible to see and do it all… but, I’m trying! LOL! hehe

ALT7 HOLIDAY PARTY


Image by rafeejewell
The holidays have been intense with RL and SL busy mode happening all at once! I hadn’t even started my shopping for gifts until yesterday! LOL! OMG!

Some great events and partys on the SL grid way laid my efforts and focus this year. Oh, well… party on peeps…

Louis Volare was playing at Asagao Treasures yesterday. Thank you Montana Laurasia for the event planning and execution. Beautiful music at a beautiful site, and I loved the sky dancer giving the particle show above the stage. Louis is an incredible live musician who plays jazz piano. WOW!

I stopped off to say hello to the New Berlin friends at Electro Smog where Zap Hax was spinning. Can’t help leaving everything when Zap sends a tp. His music just puts me in a nice place in my head… especially with all the stress of the holidays!

Promoter Tasty Hax and her team put together an awesome event over at SEAT Beach Club. I saw EVERYONE there including the members of The A List! Woot! Over 50 people were at that event and it was a great stress tester on the sim. Xavi & I, explored it a day ahead and found some nice psy builds.

Ahhh Digital Francis sent an invite over to his Mu sim at the DC-10 club. Love Digi! So we jetted over asap to catch DJ Andy Seiling do his proggy thing… he is a smooth dj that I really enjoy hearing. Lots of peeps were there along with several dj’s: Moshi Kamachi (love love this guy), Ionic Benton, Aurora Fairey, Ryz Uriza, Tasty Hax and clubber Lolla Honi. We had a blast! TY Digi!

We promised ourselves that we would only stay at DeRailed for 30 min when DJ Daemonchadeaux sent the tp, but we ended up staying for the entire DJ Blabbermouth set. If you were there, you would know why. Xavi was in heaven! I did some shopping there too, so I did not waste any time! LOL!

Xavi logged out for a dinner break which left me to take care of building business. Yeah, right. DJ Space Greilling sent a tp and the temptation was too great! So, off I went to alt7 alternative club to listen to my favorite alternative dj! Space can keep me in a place indefinitely! I love his contemporary alternative tunes and he always gives us a little musical lesson to go along with it.

I’m off for more! Second Life has so much to do, it is impossible to see and do it all… but, I’m trying! LOL! hehe

Understanding Stress: Effective Management Techniques

Stress, depression and anxiety are the plagues of the modern world. With modern day busy lifestyles, stress and anxiety are severe troubles that make the day very demanding and if you’re unaware of how to address stress and anxiety well, then both your psychological and physical wellness will suffer.The stress is universal. It is ubiquitous. It is natural. It is inseparable from life. However; if it is not managed properly then it becomes detrimental to individual and global blossoming and eve

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U.S. Army Wounded Warrior Sports Program – Team Roping – 10 May 2008 – Las Cruces – New Mexico – FMWRC


Image by familymwr
www.armymwr.com

PHOTO CAPTION: Spc. Jake Lowery (RIGHT) of Fort Richardson, Alaska, competes May 10 in a Troy Shelley Affiliate team roping at Denny Calhoun Arena in Las Cruces, N.M., as part of the Army’s new Wounded Warrior Sports Program designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events.

Cowboy-Soldier Launches Army’s Wounded Warrior Sports Program

Photos and story by Tim Hipps, FMWRC Public Affairs (cleared for public release)

LAS CRUCES, N.M.—Purple Heart recipient Spc. Jake Lowery officially launched the U.S. Army Wounded Warrior Sports Program with an inspirational team-roping performance at Denny Calhoun Arena on May 10–11.

Lowery, 26, of Fort Richardson, Alaska, lost his right eye and sustained massive head injuries when he was hit by an improvised explosive device that killed a fellow Soldier in Fallujah, Iraq, on Feb. 11, 2007.

Less than a year later, Lowery, a lifelong cowboy, was back aboard a horse and roping steers despite suffering from a traumatic brain injury and post-traumatic stress disorder.

"This pretty much keeps me going—it’s the only thing that does," he said. "Without it, I’d just be hanging out in my room somewhere."

The Wounded Warrior Sports Program was designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events by paying for their athletic attire, registration fees, transportation, lodging and per diem.

Lowery travelled from Alaska to El Paso, Texas, and connected with family for a ride home to Silver City, N.M., where he, stepfather John Escobedo and grandfather Pete Escobedo loaded a trailer with horses and drove to Las Cruces for a weekend of roping.

All three competed in the Troy Shelley Affiliate event.

"This is one of the best things the Armed Forces could have done because it’s just therapy for these guys who feel like ‘I lost this. I lost that,’" said Sgt. 1st Class (ret.) Pete Escobedo, 83, who served 27 years in the Army. "If you really want to do something with yourself…Jacob is a prime example. He’s really trying.

"We’re thankful for the Army for doing everything it can for him."

Lowery teamed with different partners to successfully rope two of six steers in the first round of competition on Saturday. After roping two more in the second round and another in the third, he was sitting in third place entering the final short round. But when prize money came into play, his steer got away.

"It looked good to me," Lowery said of his final toss. "I’m not sure how he got out of it. I guess it happens that way sometimes, especially in this sport. Maybe I roped him a little too low. If not, I don’t know."

Despite struggling with limited depth perception, Lowery is encouraged that his roping skills will continue to improve. He already bounced back to win an all-around crown in Alaska and teamed with his stepfather to capture the team-roping title at the Professional Armed Forces Rodeo Association’s 2007 World Finals in Fort Worth, Texas.

"I’m not back to where I was, by any means," Lowery said. "I just keep practicing and hope it eventually comes back."
Lowery’s first run of 8.43 seconds was one of the fastest of the morning among 450 cowboys in Las Cruces. He posted another quality time of 8.69.

"Yeah, it was good, but it could have been better," he said of the full day of roping. "It was awesome just to come down and get out of the cold weather for awhile. I really enjoyed it."

Pete has faith that Jake eventually will overcome TBI and PTSD. Putting him on a horse is the best therapy he knows.

"I have been roping with Jacob since he was knee high to a grasshopper," granddad said. "I just don’t have words to explain the love that we have for Jacob and how much we enjoy ourselves doing what we do. He’s worked very hard. I’m sorry that he had to be injured the way that he was, but we’re doing the best that we can.

"He has taken his injury and forgotten it, to a degree, while he is doing what he loves the most. If you go to our house, this is all you’ll find: horses and cattle. If we’re not roping today, we’re roping tomorrow."

On this weekend, they were roping both days—three generations of cowboys taking turns roping steers in 100-degree desert heat.

"Jake has done remarkably well in coping with his injury," Pete said. "Instead of saying: ‘Well, I’m injured,’ he says: ‘I’m going to do what I can. The Good Lord handed me this hand, so I’m going to do with what he dealt me the best that I can.’"

John, too, is proud of how Jake has dealt with adversity, but he’s also experienced the aftereffects firsthand.

"Sometimes he gets those debilitating headaches and they just knock him smooth out," John said. "And then he just doesn’t feel like doing anything. And if he does feel like it, his head is hurting so bad that he’s not able to.

"There’s a lot of stuff in your head after you go to war and get blown up that you just can’t throw away. Me, I don’t have a clue because I’ve never been, but I can just imagine. A good friend of mine was a Navy SEAL in Vietnam and he got blown up big-time, and the guy’s got the best attitude of anybody I ever met.

"Jake wasn’t hit for ten minutes and he was on the phone asking: ‘What can I do?’" John said. "We got him cycled through (the recovery process) and once he started getting right, he called me up and said: ‘It’s not the events in your life that matter; it’s what you do with those events. If you want to lie around and be a crybaby, be a crybaby. If you want to jump up and do something…’"
That call made John proud.

"I told him before he left: ‘When you sign (enlistment papers with the Army), I can’t come and get you.’ And he said: ‘I ain’t worried.’ He’s never regretted his decision to go, not at all. He’s never got on the ‘Poor me, I wish I hadn’t’ and stuff like that. We hand him a lot and don’t give him the opportunity to lie around and have his own personal pity party. It’s like: ‘Hey, get up, let’s go do something.’"
Then another curious moment comes along.

"At to the world finals last year, he was sitting up at the top of the coliseum by himself," John recalled. "He just couldn’t stand the confinement of having people all around him. It’s just the little things, like he’ll forget to shut the gate (after riding the horse through)."

The affects also can be seen in Jake’s prolonged moments of silence.

"If we can ever get him to where he’ll just start talking again and intermingling with people and not being paranoid, I think life will be good," John said. "When he’s on horseback or working out, he’s a normal guy. But we’ll be sitting at the house watching TV or something and it ain’t the same guy. We drove six- or seven-hundred miles to the world finals—14 hours of drive time—and he probably said three words.

"But you stick him on a horse or in the gym, where his comfort zone is, and he’s fine."

At age 83, Pete derives inspiration from his injured grandson.
"His motivation is the love for this sport, and that keeps him wanting to get better instead of finding excuses as to why he can’t do something," he said. "He’s finding ways and reasons to do whatever he can. We really don’t worry too much about him, especially when we see how he’s progressing and conducting himself with his injury. He’s just not letting it get him down."

Jake believes that sets him apart from some of his fellow injured troops, whom he says "don’t seem to want to do anything." He couldn’t wait to get active again.

"Some of the Morale, Welfare and Recreation people told me about it when I was at the Warrior Transition Unit," Lowery said of the Wounded Warrior Sports Program. "About two days later, I sent in the paperwork. I sent them about four or five events they could pick from."

"This was the perfect venue for this particular guy," said Army sports specialist Mark Dunivan, who expects more applicants to follow. "I have been contacted by an amputee who wants to run in the USA Triathlon Physically Challenged National Championships in New York in July. I think it’s just a matter of getting the word out a little bit more."

Instructions for the application process to participate in the Wounded Warrior Sports Program are available at www.ArmyMWR.com. For more details, contact Dunivan at mark.dunivan@us.army.mil or 719-526-3908 or Peggy Hutchinson at peggy.hutchinson@us.army.mil or 703-681-7211.

To learn more about the Wounded Warrior Program, visit the U.S. Army online at: www.armymwr.com

U.S. Army Wounded Warrior Sports Program – Team Roping – 10 May 2008 – Las Cruces – New Mexico – FMWRC


Image by familymwr
www.armymwr.com

PHOTO CAPTION: Spc. Jake Lowery (RIGHT) of Fort Richardson, Alaska, competes May 10 in a Troy Shelley Affiliate team roping at Denny Calhoun Arena in Las Cruces, N.M., as part of the Army’s new Wounded Warrior Sports Program designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events.

Cowboy-Soldier Launches Army’s Wounded Warrior Sports Program

Photos and story by Tim Hipps, FMWRC Public Affairs (cleared for public release)
LAS CRUCES, N.M.—Purple Heart recipient Spc. Jake Lowery officially launched the U.S. Army Wounded Warrior Sports Program with an inspirational team-roping performance at Denny Calhoun Arena on May 10–11.
Lowery, 26, of Fort Richardson, Alaska, lost his right eye and sustained massive head injuries when he was hit by an improvised explosive device that killed a fellow Soldier in Fallujah, Iraq, on Feb. 11, 2007.
Less than a year later, Lowery, a lifelong cowboy, was back aboard a horse and roping steers despite suffering from a traumatic brain injury and post-traumatic stress disorder.
"This pretty much keeps me going—it’s the only thing that does," he said. "Without it, I’d just be hanging out in my room somewhere."
The Wounded Warrior Sports Program was designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events by paying for their athletic attire, registration fees, transportation, lodging and per diem.
Lowery travelled from Alaska to El Paso, Texas, and connected with family for a ride home to Silver City, N.M., where he, stepfather John Escobedo and grandfather Pete Escobedo loaded a trailer with horses and drove to Las Cruces for a weekend of roping.
All three competed in the Troy Shelley Affiliate event.
"This is one of the best things the Armed Forces could have done because it’s just therapy for these guys who feel like ‘I lost this. I lost that,’" said Sgt. 1st Class (ret.) Pete Escobedo, 83, who served 27 years in the Army. "If you really want to do something with yourself…Jacob is a prime example. He’s really trying.
"We’re thankful for the Army for doing everything it can for him."
Lowery teamed with different partners to successfully rope two of six steers in the first round of competition on Saturday. After roping two more in the second round and another in the third, he was sitting in third place entering the final short round. But when prize money came into play, his steer got away.
"It looked good to me," Lowery said of his final toss. "I’m not sure how he got out of it. I guess it happens that way sometimes, especially in this sport. Maybe I roped him a little too low. If not, I don’t know."
Despite struggling with limited depth perception, Lowery is encouraged that his roping skills will continue to improve. He already bounced back to win an all-around crown in Alaska and teamed with his stepfather to capture the team-roping title at the Professional Armed Forces Rodeo Association’s 2007 World Finals in Fort Worth, Texas.
"I’m not back to where I was, by any means," Lowery said. "I just keep practicing and hope it eventually comes back."
Lowery’s first run of 8.43 seconds was one of the fastest of the morning among 450 cowboys in Las Cruces. He posted another quality time of 8.69.
"Yeah, it was good, but it could have been better," he said of the full day of roping. "It was awesome just to come down and get out of the cold weather for awhile. I really enjoyed it."
Pete has faith that Jake eventually will overcome TBI and PTSD. Putting him on a horse is the best therapy he knows.
"I have been roping with Jacob since he was knee high to a grasshopper," granddad said. "I just don’t have words to explain the love that we have for Jacob and how much we enjoy ourselves doing what we do. He’s worked very hard. I’m sorry that he had to be injured the way that he was, but we’re doing the best that we can.
"He has taken his injury and forgotten it, to a degree, while he is doing what he loves the most. If you go to our house, this is all you’ll find: horses and cattle. If we’re not roping today, we’re roping tomorrow."
On this weekend, they were roping both days—three generations of cowboys taking turns roping steers in 100-degree desert heat.
"Jake has done remarkably well in coping with his injury," Pete said. "Instead of saying: ‘Well, I’m injured,’ he says: ‘I’m going to do what I can. The Good Lord handed me this hand, so I’m going to do with what he dealt me the best that I can.’"
John, too, is proud of how Jake has dealt with adversity, but he’s also experienced the aftereffects firsthand.
"Sometimes he gets those debilitating headaches and they just knock him smooth out," John said. "And then he just doesn’t feel like doing anything. And if he does feel like it, his head is hurting so bad that he’s not able to.
"There’s a lot of stuff in your head after you go to war and get blown up that you just can’t throw away. Me, I don’t have a clue because I’ve never been, but I can just imagine. A good friend of mine was a Navy SEAL in Vietnam and he got blown up big-time, and the guy’s got the best attitude of anybody I ever met.
"Jake wasn’t hit for ten minutes and he was on the phone asking: ‘What can I do?’" John said. "We got him cycled through (the recovery process) and once he started getting right, he called me up and said: ‘It’s not the events in your life that matter; it’s what you do with those events. If you want to lie around and be a crybaby, be a crybaby. If you want to jump up and do something…’"
That call made John proud.
"I told him before he left: ‘When you sign (enlistment papers with the Army), I can’t come and get you.’ And he said: ‘I ain’t worried.’ He’s never regretted his decision to go, not at all. He’s never got on the ‘Poor me, I wish I hadn’t’ and stuff like that. We hand him a lot and don’t give him the opportunity to lie around and have his own personal pity party. It’s like: ‘Hey, get up, let’s go do something.’"
Then another curious moment comes along.
"At to the world finals last year, he was sitting up at the top of the coliseum by himself," John recalled. "He just couldn’t stand the confinement of having people all around him. It’s just the little things, like he’ll forget to shut the gate (after riding the horse through)."
The affects also can be seen in Jake’s prolonged moments of silence.
"If we can ever get him to where he’ll just start talking again and intermingling with people and not being paranoid, I think life will be good," John said. "When he’s on horseback or working out, he’s a normal guy. But we’ll be sitting at the house watching TV or something and it ain’t the same guy. We drove six- or seven-hundred miles to the world finals—14 hours of drive time—and he probably said three words.
"But you stick him on a horse or in the gym, where his comfort zone is, and he’s fine."
At age 83, Pete derives inspiration from his injured grandson.
"His motivation is the love for this sport, and that keeps him wanting to get better instead of finding excuses as to why he can’t do something," he said. "He’s finding ways and reasons to do whatever he can. We really don’t worry too much about him, especially when we see how he’s progressing and conducting himself with his injury. He’s just not letting it get him down."
Jake believes that sets him apart from some of his fellow injured troops, whom he says "don’t seem to want to do anything." He couldn’t wait to get active again.
"Some of the Morale, Welfare and Recreation people told me about it when I was at the Warrior Transition Unit," Lowery said of the Wounded Warrior Sports Program. "About two days later, I sent in the paperwork. I sent them about four or five events they could pick from."
"This was the perfect venue for this particular guy," said Army sports specialist Mark Dunivan, who expects more applicants to follow. "I have been contacted by an amputee who wants to run in the USA Triathlon Physically Challenged National Championships in New York in July. I think it’s just a matter of getting the word out a little bit more."
Instructions for the application process to participate in the Wounded Warrior Sports Program are available at www.ArmyMWR.com. For more details, contact Dunivan at mark.dunivan@us.army.mil or 719-526-3908 or Peggy Hutchinson at peggy.hutchinson@us.army.mil or 703-681-7211.

To learn more about the Wounded Warrior Program, visit the U.S. Army online at: www.armymwr.com

U.S. Army Wounded Warrior Sports Program – Team Roping – 10 May 2008 – Las Cruces – New Mexico – FMWRC


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www.armymwr.com

PHOTO CAPTION: Spc. Jake Lowery of Fort Richardson, Alaska, competes May 10 in a Troy Shelley Affiliate team roping at Denny Calhoun Arena in Las Cruces, N.M., as part of the Army’s new Wounded Warrior Sports Program designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events.

Cowboy-Soldier Launches Army’s Wounded Warrior Sports Program

Photos and story by Tim Hipps, FMWRC Public Affairs (cleared for public release)

LAS CRUCES, N.M.—Purple Heart recipient Spc. Jake Lowery officially launched the U.S. Army Wounded Warrior Sports Program with an inspirational team-roping performance at Denny Calhoun Arena on May 10–11.

Lowery, 26, of Fort Richardson, Alaska, lost his right eye and sustained massive head injuries when he was hit by an improvised explosive device that killed a fellow Soldier in Fallujah, Iraq, on Feb. 11, 2007.

Less than a year later, Lowery, a lifelong cowboy, was back aboard a horse and roping steers despite suffering from a traumatic brain injury and post-traumatic stress disorder.

"This pretty much keeps me going—it’s the only thing that does," he said. "Without it, I’d just be hanging out in my room somewhere."

The Wounded Warrior Sports Program was designed to give active-duty Soldiers with life-altering injuries an opportunity to compete in sporting events by paying for their athletic attire, registration fees, transportation, lodging and per diem.

Lowery travelled from Alaska to El Paso, Texas, and connected with family for a ride home to Silver City, N.M., where he, stepfather John Escobedo and grandfather Pete Escobedo loaded a trailer with horses and drove to Las Cruces for a weekend of roping.

All three competed in the Troy Shelley Affiliate event.

"This is one of the best things the Armed Forces could have done because it’s just therapy for these guys who feel like ‘I lost this. I lost that,’" said Sgt. 1st Class (ret.) Pete Escobedo, 83, who served 27 years in the Army. "If you really want to do something with yourself…Jacob is a prime example. He’s really trying.

"We’re thankful for the Army for doing everything it can for him."

Lowery teamed with different partners to successfully rope two of six steers in the first round of competition on Saturday. After roping two more in the second round and another in the third, he was sitting in third place entering the final short round. But when prize money came into play, his steer got away.

"It looked good to me," Lowery said of his final toss. "I’m not sure how he got out of it. I guess it happens that way sometimes, especially in this sport. Maybe I roped him a little too low. If not, I don’t know."

Despite struggling with limited depth perception, Lowery is encouraged that his roping skills will continue to improve. He already bounced back to win an all-around crown in Alaska and teamed with his stepfather to capture the team-roping title at the Professional Armed Forces Rodeo Association’s 2007 World Finals in Fort Worth, Texas.

"I’m not back to where I was, by any means," Lowery said. "I just keep practicing and hope it eventually comes back."
Lowery’s first run of 8.43 seconds was one of the fastest of the morning among 450 cowboys in Las Cruces. He posted another quality time of 8.69.

"Yeah, it was good, but it could have been better," he said of the full day of roping. "It was awesome just to come down and get out of the cold weather for awhile. I really enjoyed it."

Pete has faith that Jake eventually will overcome TBI and PTSD. Putting him on a horse is the best therapy he knows.

"I have been roping with Jacob since he was knee high to a grasshopper," granddad said. "I just don’t have words to explain the love that we have for Jacob and how much we enjoy ourselves doing what we do. He’s worked very hard. I’m sorry that he had to be injured the way that he was, but we’re doing the best that we can.

"He has taken his injury and forgotten it, to a degree, while he is doing what he loves the most. If you go to our house, this is all you’ll find: horses and cattle. If we’re not roping today, we’re roping tomorrow."

On this weekend, they were roping both days—three generations of cowboys taking turns roping steers in 100-degree desert heat.

"Jake has done remarkably well in coping with his injury," Pete said. "Instead of saying: ‘Well, I’m injured,’ he says: ‘I’m going to do what I can. The Good Lord handed me this hand, so I’m going to do with what he dealt me the best that I can.’"

John, too, is proud of how Jake has dealt with adversity, but he’s also experienced the aftereffects firsthand.

"Sometimes he gets those debilitating headaches and they just knock him smooth out," John said. "And then he just doesn’t feel like doing anything. And if he does feel like it, his head is hurting so bad that he’s not able to.

"There’s a lot of stuff in your head after you go to war and get blown up that you just can’t throw away. Me, I don’t have a clue because I’ve never been, but I can just imagine. A good friend of mine was a Navy SEAL in Vietnam and he got blown up big-time, and the guy’s got the best attitude of anybody I ever met.

"Jake wasn’t hit for ten minutes and he was on the phone asking: ‘What can I do?’" John said. "We got him cycled through (the recovery process) and once he started getting right, he called me up and said: ‘It’s not the events in your life that matter; it’s what you do with those events. If you want to lie around and be a crybaby, be a crybaby. If you want to jump up and do something…’"
That call made John proud.

"I told him before he left: ‘When you sign (enlistment papers with the Army), I can’t come and get you.’ And he said: ‘I ain’t worried.’ He’s never regretted his decision to go, not at all. He’s never got on the ‘Poor me, I wish I hadn’t’ and stuff like that. We hand him a lot and don’t give him the opportunity to lie around and have his own personal pity party. It’s like: ‘Hey, get up, let’s go do something.’"
Then another curious moment comes along.

"At to the world finals last year, he was sitting up at the top of the coliseum by himself," John recalled. "He just couldn’t stand the confinement of having people all around him. It’s just the little things, like he’ll forget to shut the gate (after riding the horse through)."

The affects also can be seen in Jake’s prolonged moments of silence.

"If we can ever get him to where he’ll just start talking again and intermingling with people and not being paranoid, I think life will be good," John said. "When he’s on horseback or working out, he’s a normal guy. But we’ll be sitting at the house watching TV or something and it ain’t the same guy. We drove six- or seven-hundred miles to the world finals—14 hours of drive time—and he probably said three words.

"But you stick him on a horse or in the gym, where his comfort zone is, and he’s fine."

At age 83, Pete derives inspiration from his injured grandson.
"His motivation is the love for this sport, and that keeps him wanting to get better instead of finding excuses as to why he can’t do something," he said. "He’s finding ways and reasons to do whatever he can. We really don’t worry too much about him, especially when we see how he’s progressing and conducting himself with his injury. He’s just not letting it get him down."

Jake believes that sets him apart from some of his fellow injured troops, whom he says "don’t seem to want to do anything." He couldn’t wait to get active again.

"Some of the Morale, Welfare and Recreation people told me about it when I was at the Warrior Transition Unit," Lowery said of the Wounded Warrior Sports Program. "About two days later, I sent in the paperwork. I sent them about four or five events they could pick from."

"This was the perfect venue for this particular guy," said Army sports specialist Mark Dunivan, who expects more applicants to follow. "I have been contacted by an amputee who wants to run in the USA Triathlon Physically Challenged National Championships in New York in July. I think it’s just a matter of getting the word out a little bit more."

Instructions for the application process to participate in the Wounded Warrior Sports Program are available at www.ArmyMWR.com. For more details, contact Dunivan at mark.dunivan@us.army.mil or 719-526-3908 or Peggy Hutchinson at peggy.hutchinson@us.army.mil or 703-681-7211.

To learn more about the Wounded Warrior Program, visit the U.S. Army online at: www.armymwr.com

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