Unlike the D Type, the E Type was never designed as racing car but that did not stop the factory backing certain well known privateers. Graham Hill for Equipe Endeavour in ECD400 and Roy Salvadori for John Coombs in BUY1 had some success during 1961 against the all-conquering Ferrari 250 GT racers but it was clearly a contest between a road car (the E Type), and a purpose built race car as the Ferrari was 6cwt lighter. No Jaguar appeared at Le Mans in 1961. But during that same year, John Coombs’ car was effectively a works’ development car. It was rebuilt with a thinner gauge steel monocoque reappearing at the start of 1962 with a new registration 4WPD, a wet sump D Type engine, uprated brakes and suspension and an aluminum hardtop. This car was written off at the Goodwood Easter meeting, driven by Salvadori, and rebuilt by the factory to what would become the lightweight roadster specification. Subsequently 11 more Lightweight E Type Roadsters were built plus another two semi-lightweights, both fixed head coupes. All apparently survive. The true lightweight specification included a full aluminum monocoque, an all alloy 3.8 litre dry sump engine, a D Type wide angle cylinder head, Lucas mechanical fuel injection, a 5 speed ZF gearbox, Mk IX disc brakes, a bolted and vented aluminum roadster hardtop, and aluminum bonnet, doors and vented boot lid, a wider rear track using modified Mk X wishbones, altered front suspension with anti-dive geometry, a lowered steering rack, competition seats and special Dunlop slotted alloy wheels similar to those used on D types. This removed 600 lbs in weight and with well over 340 bhp, the lightweight E Type was more than a match for the Ferrari 250 GTO. But because of reliability problems many of the all alloy engines and ZF gearboxes were soon replaced with standard D Type cast iron engines and Jaguar gearboxes. However the factory never really backed the racing program and by 1964 it was all over. The lightweight was two years too late and was never sufficiently developed. The Lightweight version, of which only 12 were produced, is often raced in the UK, where over the years it has accumulated a fine prize list. It also took part in the Tour de France automobile MK2s, and won the Australian GT title in 1963 with Bob Jane. That same year, Graham Hill won several national GT events at its wheel, and between between 1963 and 1964, Peter Lindner again took part, winning a few more cups. In December 1963, Hans Schenk won both the Governor's Trophy and the Bahamas Cup. Between 1964 and 1965, Peter Sutcliffe won the Prix de Paris GT in particular, and Brian Redman even to drive it. Today, E-Types compete in the VHC category in France UK and Europe, and in circuit racing in the have become, with advanced preparation, have become much more powerful, often taking 1st places. Delivered new in Italy in 1963 by Tarchini in Milan, our Roadster was prepared to the highest standards in England: aluminum doors, Jaguar gearbox, Mk IX brake and Wide Angle cylinder head made it the perfect tool for races such as the Tour Auto, the Sixties, Le Mans Classic, the 6 Hours of Spa, the Modena Cento Ore and many others. We find our type in the hands of Klaus Berg and then Chris Stahl, before changing hands in 2016, at which time it enters the workshop of Eric Perou, who entrusts the body to Atelier Forme Auto. The car then benefits from a complete bodywork overhaul and a new paint job. The car changes hands again in 2019, to join a very fine European collection. The latter will order a new Wide Angle cast iron engine and a new Jaguar gearbox from Denis WELCH, an engine that today has a racing season behind it (1500km), as does the gearbox. Accompanied by its FIA PTH valid until 2025, an up-to-date safety and an extensive file of invoices, the car is given for 1.39 at Dijon; 1.50 at Nogaro, 2.04 at Estoril and 2.03 on the Bugatti. All that's left for you to do is get behind the wheel for the 2025 season.