1969 Corvette 427 Stingray in very good and original condition ! 427Ci/390Hp V8 with 4-speed manual gearbox ! Finished in a very rare color combination of green metallic with green interior. The interior is still all original and in perfect condition, body is completely professional repainted to the highest standard!! Technical just serviced and ready to enjoy ! 1969 Chevrolet Corvette C3 427 Speed8 Classics If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0911014 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Belgium Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 427Ci/V8 Transmission four speed manual Speed8 Classics Lierselei 130 Malle Belgium Contact details info@speed8classics.com +32 473 323 725 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright 1969 Corvette 427 Stingray in very good and original condition ! 427Ci/390Hp V8 with 4-speed manual gearbox ! Finished in a very rare color combination of green metallic with green interior. The interior is still all original and in perfect condition, body is completely professional repainted to the highest standard!! Technical just serviced and ready to enjoy ! Other Cars from Speed8 Classics 1973-Iso-Grifo-Series-2-01.jpeg 1973-Iso-Grifo-Series-2-02.jpg 1973-Iso-Grifo-Series-2-15.jpg 1973-Iso-Grifo-Series-2-01.jpeg 1/15 1973 Iso Grifo Series 2 Speed8 Classics Belgium 1978 -De-Tomaso-Longchamp-GTS-01.jpeg 1978 -De-Tomaso-Longchamp-GTS-02.jpg 1978 -De-Tomaso-Longchamp-GTS-10.jpg 1978 -De-Tomaso-Longchamp-GTS-01.jpeg 1/10 1978 De Tomaso Longchamp GTS Speed8 Classics Belgium 1986-Jaguar-XJS-C-01.jpeg 1986-Jaguar-XJS-C-02.jpeg 1986-Jaguar-XJS-C-15.jpeg 1986-Jaguar-XJS-C-01.jpeg 1/15 1986 Jaguar XJS-C Speed8 Classics Belgium Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

911 S upgraded to ST Specification. 3.6 Litre engine running Jenvey throttle bodies and OMEX electronic ignition. G50 quick shift close ratio gearbox. The Porsche 911 S ‘ST Evocation’ offered at Autostorico is a September 1974 example which was supplied new to North America market. Fast forward to 2006 when the car was purchased by an avid Porsche enthusiast David White. David along with the car moved to Slovenia where the journey to build the ultimate ST Evocation began. He undertook a no expense spared conversion with the help of Matjaz Novak an ex Porsche racing engineer. Works included removing the engine, gearbox and stripping the whole body, before replacing many of the panels with lightweight Kevlar or carbon panels before a respray in Viper Green. The original engine was replaced with a fully rebuilt 3.6 litre 964 unit running Jenvey throttle bodies and an OMEX electronic fuel injection system. This was mated to a close ratio quick shift G50 gearbox with a ZF limited slip differential along with upgraded brakes and suspension system. Other highlights include genuine 16” Fuchs alloys, Bonnet mounted driving lights, Bespoke exhaust system, FIA approved Heigo roll cage, Schruth harnesses, Heated windscreen. A period lightweight interior was installed which included Bielstein bucket seats, Alcantara trim and Momo steering wheel. This exceptional example is the best 1970’s Porsche’s we have ever driven. 1974 Porsche 911 ST Evocation Autostorico Partners LLP If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-1118005 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Configuration Left Hand Drive Engine 3600 Transmission Manual Autostorico Partners LLP Unit 5, Lys Mill Howe Road Watlington United Kingdom Contact details sales@autostorico.co.uk +44 (0)1491 917444 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright 911 S upgraded to ST Specification. 3.6 Litre engine running Jenvey throttle bodies and OMEX electronic ignition. G50 quick shift close ratio gearbox. The Porsche 911 S ‘ST Evocation’ offered at Autostorico is a September 1974 example which was supplied new to North America market. Fast forward to 2006 when the car was purchased by an avid Porsche enthusiast David White. David along with the car moved to Slovenia where the journey to build the ultimate ST Evocation began. He undertook a no expense spared conversion with the help of Matjaz Novak an ex Porsche racing engineer. Works included removing the engine, gearbox and stripping the whole body, before replacing many of the panels with lightweight Kevlar or carbon panels before a respray in Viper Green. The original engine was replaced with a fully rebuilt 3.6 litre 964 unit running Jenvey throttle bodies and an OMEX electronic fuel injection system. This was mated to a close ratio quick shift G50 gearbox with a ZF limited slip differential along with upgraded brakes and suspension system. Other highlights include genuine 16” Fuchs alloys, Bonnet mounted driving lights, Bespoke exhaust system, FIA approved Heigo roll cage, Schruth harnesses, Heated windscreen. A period lightweight interior was installed which included Bielstein bucket seats, Alcantara trim and Momo steering wheel. This exceptional example is the best 1970’s Porsche’s we have ever driven. Other Cars from Autostorico Partners LLP 1979-Ford-RS2000-Custom-01.jpg 1979-Ford-RS2000-Custom-02.jpg 1979-Ford-RS2000-Custom-15.jpg 1979-Ford-RS2000-Custom-01.jpg 1/15 1979 Ford RS2000 Custom Autostorico Partners LLP United Kingdom 1983-Lotus-Esprit-Turbo-01.jpg 1983-Lotus-Esprit-Turbo-02.jpg 1983-Lotus-Esprit-Turbo-20.jpg 1983-Lotus-Esprit-Turbo-01.jpg 1/20 1983 Lotus Esprit Turbo Autostorico Partners LLP United Kingdom 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1997-Ford-GT40-Evocation-by-GTD-02.jpg 1997-Ford-GT40-Evocation-by-GTD-15.jpg 1997-Ford-GT40-Evocation-by-GTD-01.jpg 1/15 1997 Ford GT40 Evocation by GTD Autostorico Partners LLP United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Simply astonishing Escort RS Turbo Series 1 in show-winning condition. The Escort RS Turbo Series 1 was specifically developed by Ford’s Special Vehicle Engineering team to set new standards in 'Group N' and 'Group A' motorsport events and was quickly dubbed 'the car to beat'. Ford initially planned to build 5,000 examples, the minimum number required for Homologation in 'Group A', however a total of 8,604 were built due to increased demand. The car was greeted with huge enthusiasm and was only sold through official Rallye Sport dealers. The much-revered Series 1 cars utilised a 1,600cc CVH unit modified to suit the higher loads and the application of a turbocharger. Computerised fuel-injection and state of the art engine management (in 1986) incorporating boost control resulted in a healthy 132bhp and offered reasonably lag-free acceleration with 0-62mph, taking 8.2 seconds on the way to 128mph. It was the first front-wheel drive road car in the world to use a compact viscous-coupling design LSD instead of a normal mechanical LSD, which greatly improved cornering and drivability. Aesthetically, the RS Turbo was given a distinctive sporty appearance with a body-coloured front grille, bumpers and aerodynamic aids. Unusually, there was only one choice of finish - Diamond White - and the purposeful interior was trimmed in a combination of Monza and Cashmere fabrics and Recaro LS bucket seats were fitted as standard. This remarkable example was supplied new by Haynes of Maidstone to its first lucky owner on 27th March 1986 and was enjoyed by a further three keepers until it was purchased by our vendor on 1st December 2020. He is a professional car body repairer and was impressed by the Ford's low mileage, originality and generally sound condition so decided to take some time off from working on customers' cars to work on his own. The RS was subject to a full nut and bolt restoration using old stock Ford NORS parts where possible and retaining all its original factory panels, stamp numbers and barcode plate still on lower cross-member. The engine was completely rebuilt including a reground crank, new big ends and mains, re-bored block (+1mm), oversized forged pistons and new rods, skimmed head, new valves and seats, polished ports, new cam and followers, a new Garrett Turbo, new water and oil pumps and much more. There is an invoice within the file (£3,680.93) detailing the engine build and we understand that over £50,000 and hundreds of hours have been invested in the project. The car has only covered a handful of miles since the work was completed and consequently the engine will need to be run-in for 1,500 miles to ensure a long and happy life. Lots of photographs were taken during the process and some of those images are reproduced here to help you appreciate the fine level of detail. Over recent years here at Iconic Auctioneers, we have been asked to look after the sale of a good number of 'Performance Fords' that have been restored to a 'world standard' (often with World Record results) and this Series 1 RS Turbo is certainly in that category. For legal reasons, we are discouraged from saying 'as good as new' or 'better than new' but, in this case, if we could - we would. It's supplied with a Haynes Workshop Manual and a very well presented History File containing the original dealer book pack with the Service Record (six stamps up to 30,072 on 3rd November 1992 plus the engine rebuild @ 36,521 miles), operating guides and manuals, HPI Check Summary, the V5C, the MOT history and the current one valid until 11th July 2025. We invite and encourage you to come along to Race Retro and view this stunning little RS Turbo in the metal to fully appreciate the quality on offer. 1986 Ford Escort RS Turbo Series 1 Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0105008 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine Number FK67637 Transmission Manual Body Colour Diamond White Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Simply astonishing Escort RS Turbo Series 1 in show-winning condition. The Escort RS Turbo Series 1 was specifically developed by Ford’s Special Vehicle Engineering team to set new standards in 'Group N' and 'Group A' motorsport events and was quickly dubbed 'the car to beat'. Ford initially planned to build 5,000 examples, the minimum number required for Homologation in 'Group A', however a total of 8,604 were built due to increased demand. The car was greeted with huge enthusiasm and was only sold through official Rallye Sport dealers. The much-revered Series 1 cars utilised a 1,600cc CVH unit modified to suit the higher loads and the application of a turbocharger. Computerised fuel-injection and state of the art engine management (in 1986) incorporating boost control resulted in a healthy 132bhp and offered reasonably lag-free acceleration with 0-62mph, taking 8.2 seconds on the way to 128mph. It was the first front-wheel drive road car in the world to use a compact viscous-coupling design LSD instead of a normal mechanical LSD, which greatly improved cornering and drivability. Aesthetically, the RS Turbo was given a distinctive sporty appearance with a body-coloured front grille, bumpers and aerodynamic aids. Unusually, there was only one choice of finish - Diamond White - and the purposeful interior was trimmed in a combination of Monza and Cashmere fabrics and Recaro LS bucket seats were fitted as standard. This remarkable example was supplied new by Haynes of Maidstone to its first lucky owner on 27th March 1986 and was enjoyed by a further three keepers until it was purchased by our vendor on 1st December 2020. He is a professional car body repairer and was impressed by the Ford's low mileage, originality and generally sound condition so decided to take some time off from working on customers' cars to work on his own. The RS was subject to a full nut and bolt restoration using old stock Ford NORS parts where possible and retaining all its original factory panels, stamp numbers and barcode plate still on lower cross-member. The engine was completely rebuilt including a reground crank, new big ends and mains, re-bored block (+1mm), oversized forged pistons and new rods, skimmed head, new valves and seats, polished ports, new cam and followers, a new Garrett Turbo, new water and oil pumps and much more. There is an invoice within the file (£3,680.93) detailing the engine build and we understand that over £50,000 and hundreds of hours have been invested in the project. The car has only covered a handful of miles since the work was completed and consequently the engine will need to be run-in for 1,500 miles to ensure a long and happy life. Lots of photographs were taken during the process and some of those images are reproduced here to help you appreciate the fine level of detail. Over recent years here at Iconic Auctioneers, we have been asked to look after the sale of a good number of 'Performance Fords' that have been restored to a 'world standard' (often with World Record results) and this Series 1 RS Turbo is certainly in that category. For legal reasons, we are discouraged from saying 'as good as new' or 'better than new' but, in this case, if we could - we would. It's supplied with a Haynes Workshop Manual and a very well presented History File containing the original dealer book pack with the Service Record (six stamps up to 30,072 on 3rd November 1992 plus the engine rebuild @ 36,521 miles), operating guides and manuals, HPI Check Summary, the V5C, the MOT history and the current one valid until 11th July 2025. We invite and encourage you to come along to Race Retro and view this stunning little RS Turbo in the metal to fully appreciate the quality on offer. Other Cars from Iconic Auctioneers Ltd 1965-Jaguar-E-Type-4.2-01.webp 1965-Jaguar-E-Type-4.2-02.webp 1965-Jaguar-E-Type-4.2-15.webp 1965-Jaguar-E-Type-4.2-01.webp 1/15 1965 Jaguar E-Type 4.2 Iconic Auctioneers Ltd United Kingdom 1975-De-Tomaso-Pantera-GTS-01.webp 1975-De-Tomaso-Pantera-GTS-02.webp 1975-De-Tomaso-Pantera-GTS-09.webp 1975-De-Tomaso-Pantera-GTS-01.webp 1/8 1975 De Tomaso Pantera GTS Iconic Auctioneers Ltd United Kingdom 1976-Lamborghini-Espada-Series-III-01.webp 1976-Lamborghini-Espada-Series-III-02.webp 1976-Lamborghini-Espada-Series-III-15.webp 1976-Lamborghini-Espada-Series-III-01.webp 1/15 1976 Lamborghini Espada Series III Iconic Auctioneers Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Extensively overhauled Upgrade to GTA specs. Oustanding performance Suitable for any sportive events In February 1966, Alfa Romeo introduced the Giulia GT 1300 Junior (Tipo 105.30). It replaced the Giulia Sprint from the Tipo 101 series, which still had the Scaglione body from 1954, as the entry-level model. The 1300 GT Junior combined the body of the Bertone GT with the 1.3-litre engine already used in the Giulia range. From summer 1968, the Junior GT became the benchmark in the 1300 class as the GTA Junior. Between 1966 and 1977, 92,053 vehicles of the 1300 GT Junior were built. According to the documents available, this extraordinary Alfa Romeo was extensively restored by specialist workshops and converted to GTA specification. In the course of the work, the engine was replaced by an optimised 1750 ccm unit and equipped with extensive improvements and vehicle lightening. The result is a lightweight classic (approx. 950 kg.) with excellent performance that can be used on the road, in historic rallies and at track days without any problems. The vehicle is supplied with a German registration and a historic licence plate. Equipment GTA steering wheel, Racing seats with headrests, roll bar, fire extinguisher, emergency stop, additional CIBIE headlights, towing bar, GTA frontgrill, GTA licence plate lighting and holder, Koni sport suspension, 40 Weber carburettor, sports exhaust system, GTA 7 x 15 rims, GTA door handle, electric fan and more. Engine 4 cylinder, 1750 cm³, performance upgrade approx. 165 hp 1968 Alfa Romeo GT 1300 Junior Thiesen Hamburg GmbH If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0122006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Germany Dealer This Car Contact the Dealer I am Interested Legal & Copyright Colour Red Interior Black Gearbox Manual shift Drive Left Power 165 PS Thiesen Hamburg GmbH Griegstraße, 73 Hamburg Germany Contact details sales@thiesen-automobile.com +49 (0) 40 / 450 343 - 0 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Extensively overhauled Upgrade to GTA specs. Oustanding performance Suitable for any sportive events In February 1966, Alfa Romeo introduced the Giulia GT 1300 Junior (Tipo 105.30). It replaced the Giulia Sprint from the Tipo 101 series, which still had the Scaglione body from 1954, as the entry-level model. The 1300 GT Junior combined the body of the Bertone GT with the 1.3-litre engine already used in the Giulia range. From summer 1968, the Junior GT became the benchmark in the 1300 class as the GTA Junior. Between 1966 and 1977, 92,053 vehicles of the 1300 GT Junior were built. According to the documents available, this extraordinary Alfa Romeo was extensively restored by specialist workshops and converted to GTA specification. In the course of the work, the engine was replaced by an optimised 1750 ccm unit and equipped with extensive improvements and vehicle lightening. The result is a lightweight classic (approx. 950 kg.) with excellent performance that can be used on the road, in historic rallies and at track days without any problems. The vehicle is supplied with a German registration and a historic licence plate. Equipment GTA steering wheel, Racing seats with headrests, roll bar, fire extinguisher, emergency stop, additional CIBIE headlights, towing bar, GTA frontgrill, GTA licence plate lighting and holder, Koni sport suspension, 40 Weber carburettor, sports exhaust system, GTA 7 x 15 rims, GTA door handle, electric fan and more. Engine 4 cylinder, 1750 cm³, performance upgrade approx. 165 hp Other Cars from Thiesen Hamburg GmbH 1999-Ferrari-360-Modena-01.webp 1999-Ferrari-360-Modena-02.webp 1999-Ferrari-360-Modena-15.webp 1999-Ferrari-360-Modena-01.webp 1/15 1999 Ferrari 360 Modena Thiesen Hamburg GmbH Germany 1997-Ferrari-F355-GTS-01.webp 1997-Ferrari-F355-GTS-02.webp 1997-Ferrari-F355-GTS-20.webp 1997-Ferrari-F355-GTS-01.webp 1/20 1997 Ferrari F355 GTS Thiesen Hamburg GmbH Germany 1969-Mercedes-Benz-280SL-01.webp 1969-Mercedes-Benz-280SL-02.webp 1969-Mercedes-Benz-280SL-20.webp 1969-Mercedes-Benz-280SL-01.webp 1/20 1969 Mercedes-Benz 280SL Thiesen Hamburg GmbH Germany Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

When Jaguar unveiled the E-Type at the Geneva Motor Show in March 1961, the impact was nothing short of seismic. A surprise, first and foremost, because no prior information had filtered out regarding Coventry’s forthcoming Grand Touring car. But also because the E-Type’s silhouette instantly captivated the public. Penned under the guidance of William Lyons, combining a sporting chassis with genuine comfort and first-rate performance, the new Jaguar E-Type redefined expectations. Not to mention its astonishing price positioning at the time: three times cheaper than a Ferrari and fully twice as affordable as a Maserati… Since the end of the war, Jaguar had come to embody the very essence of British-style Grand Touring. The lineage of XK roadsters (from XK120 through XK150) played a major role in shaping this sporting image, reinforced by numerous victories in top-level competition. Yet, by the dawn of the 1960s, despite their undeniable qualities, the XK models could no longer conceal their age. Quietly and away from prying eyes, Coventry began work on their successor. Contemporary journalists were kept entirely in the dark, and the few perspective drawings released bore little resemblance to reality. On March 15th, at the Geneva Motor Show, journalists swarmed the Parc des Eaux-Vives, eager for a first glimpse of Coventry’s new star. Once inside the show itself, the E-Type caused a sensation. Praise was unanimous and ecstatic. Each appearance of a Jaguar E-Type on the street drew immediate crowds. Numerous celebrities and public figures rushed to place their orders: Françoise Sagan, Johnny Hallyday, Bernard Consten, Charles Trenet, Pierre Bardinon, Robert Hirsch, not to mention royalty. And beyond its breathtaking lines, the Jaguar E-Type could also boast a chassis that was remarkably advanced for its era… The design of the Jaguar E-Type is often attributed solely to Sir William Lyons. Yet, as with any automotive genesis, behind the figurehead stood a dedicated team working in the shadows. The actual author of the pencil stroke was Malcolm Sayer, an aerodynamicist from the aviation industry. Draped over a remarkably light tubular chassis, Sayer’s work endowed the E-Type with an immensely long, flat bonnet that quickly became central to its magnetic appeal. The clamshell bonnet opens fully forward, revealing the entire mechanical assembly. At the front, a small grille evokes a slightly parted mouth, suggestive and unmistakably sensual, flanked by twin round headlamps set beneath glass covers. The rear adopts a fastback profile, with the roofline flowing seamlessly into slender tail lamps. Glazing is framed by thin, elegant chrome-finished pillars, while the rear wings display pronounced, voluptuous curves. There is no denying the charm and femininity of this design. Interior finish is beyond reproach, and a generous luggage compartment made long-distance touring a very real proposition—precisely the vocation of a true GT. Jaguar owes so much to the XK engine that its story cannot be told without revisiting its origins. When the Jaguar XK120 roadster debuted at Earls Court in 1948, public reaction was immediate and overwhelming. Its name derived directly from its engine and performance: powered by the XK inline-six, the XK120 was capable of 120 mph. Originally a 3.4-litre unit with a cast-iron block and aluminium cylinder head, featuring twin overhead camshafts, it was truly advanced for its time. For the E-Type, Coventry installed a bored-out version of the XK engine, now displacing 3.8 litres (87 x 106 mm) and retaining its long-stroke character. The result was increased torque available from low revs. Factory figures quoted 265 SAE horsepower at 5,500 rpm and 35.9 mkg of torque at the same engine speed. Even today, the performance delivered by the 3.8-litre XK remains impressive: a top speed of 240 km/h and 0–100 km/h in under eight seconds. The chassis of the Jaguar E-Type received the utmost attention, with numerous solutions directly inspired by competition. For the new Coventry GT, chassis engineers Bob Knight and Norman Dewis devised a rear subframe independent of the monocoque, carrying the rear suspension, brakes and differential. This assembly was mounted to the body via V-shaped rubber mounts, isolating the cockpit from suspension-induced disturbances and road imperfections. At the front, the architecture was almost a direct carryover from the D-Type race car, featuring double wishbones, with the lower arm accommodating the forward end of the longitudinal torsion bar. To rein in its sharp-clawed feline, Jaguar adopted disc brakes on all four wheels, a technology proven at the 24 Hours of Le Mans in 1953 with the C-Type. A dual-circuit braking system was also fitted. With a kerb weight of just 1,220 kg, the E-Type enjoyed an excellent power-to-weight ratio, fully justifying its status as a genuine sports car. Road holding was notably modern, but it was the comfort that truly surprised—foreshadowing Jaguar’s enduring reputation for chassis excellence. Unlike the D-Type, the E-Type was not initially conceived as a race car. Nevertheless, the factory supported several well-known privateers. Graham Hill, driving for Equipe Endeavour with chassis ECD400, and Roy Salvadori for John Coombs in BUY1, achieved notable successes in 1961 against the dominant Ferrari 250 GTs—despite competing with a road-based car against purpose-built racing machines. No Jaguar appeared at Le Mans in 1961. However, Coombs’ car was in fact a factory development vehicle, built with thinner-gauge steel monocoque panels. It reappeared at the start of the 1962 season as 4WPD, fitted with a wet-sump D-Type engine, improved brakes and suspension, and an aluminium hardtop. Destroyed during the Easter Monday Meeting at Goodwood, the car was rebuilt by the factory to what would become known as “Lightweight” specification. Subsequently, eleven additional Lightweight E-Type roadsters were produced, along with two coupés and around ten semi-lightweight cars. True Lightweight specification included a fully aluminium monocoque, a dry-sump 3.8-litre all-alloy engine with wide-angle D-Type cylinder head, Lucas mechanical fuel injection, a ZF five-speed gearbox, Mk IX disc brakes, aluminium hardtop, doors and boot lid, widened rear track with modified Mk X wishbones, anti-dive front suspension geometry, lowered steering rack, competition seats, and special Dunlop alloy wheels akin to those of the D-Type. Weight was reduced by some 270 kg, and with over 340 horsepower, the E-Type became a genuine rival to the Ferrari 250 GTO. Reliability issues, however, led to many alloy engines and ZF gearboxes being replaced by cast-iron Jaguar units and in-house transmissions. Ultimately, the factory never fully committed to the programme, and by 1964 it was over. The Lightweight arrived two years too late and was never sufficiently developed. Today, FIA-spec Jaguar E-Types compete successfully on circuits worldwide. Their sporting qualities make them formidable contenders, whether on the demanding special stages of the Tour Auto, the fiercely contested TT at Goodwood, or endurance races such as the Sixties’ Endurance and the Spa Six Hours. Assembled on March 7th, 1962, this Jaguar E-Type 3.8 Roadster left the Coventry production line before being delivered on April 4th to the Jaguar distributor in New York. In its original configuration, as confirmed by its Jaguar Heritage Trust certificate, it was finished in elegant Opalescent Silver Blue, paired with a red leather interior and a dark blue hood—an exceptionally rare and refined combination. After crossing the Atlantic and returning to Europe, this E-Type embarked on an entirely different path. Far from remaining a mere collector’s roadster, it was destined to become a fully-fledged competition machine: sharper, faster, more radical, and immediately recognisable thanks to a distinctive livery setting it apart from the rest of the field. This transformation was driven by the vision and experience of French driver Jean-Pierre Lajournade. His career speaks volumes: competing from 1975 in the Renault Elf Gordini Cup, which he won in 1978, before progressing to Formula Renault with the Elf and Motul teams in 1980 and 1981. Following a successful professional career, he quickly established himself as a leading figure in historic racing, particularly at the Tour Auto, where his record includes three overall victories, five second places and one third place, alongside numerous ASAVE wins. Winner of the 2010 Tour Auto Optic 2000 at the wheel of his Lotus Elan 26R—against significantly more powerful rivals—Lajournade acquired the Jaguar presented here in 2013 from renowned British preparer Denis Welch. His objective was clear: to create the most accomplished semi-lightweight E-Type ever built. While semi-lightweight E-Type Roadsters are now well represented on historic grids, this very car paved the way, igniting enthusiasm and demonstrating the true competitive potential of the model at the highest level. Conceived from the outset as a true rally weapon, this E-Type was developed without compromise, with a relentless focus on performance and reliability—particularly for demanding events such as the Tour Auto. Its first owner envisaged a complete reengineering of every component, drawing on decades of rally experience to anticipate the specific demands of road competition while preserving circuit performance: mechanical endurance, dynamic balance over long distances, ease of maintenance and uncompromising robustness. The car thus became the first semi-lightweight Jaguar E-Type Roadster developed in France. It was equipped with a roll cage designed by Matter Compétition in Saint-Brice-sous-Forêt. In accordance with regulations, the monocoque remains steel, while the body panels—bonnet, hardtop, boot lid and doors—are fabricated in aluminium. Leveraging its expertise, the Matter team optimised structural reinforcements to achieve rigidity perfectly suited to intensive competition use. Mechanical preparation was entrusted to Denis Welch, responsible for the engine, gearbox, differential and rear suspension. Final assembly was carried out by the team that has supported the driver for over thirty years, composed exclusively of former Renault F1 personnel—a guarantee of method, precision and reliability. In total, the transformation required over 440 hours of bodywork. Weight was reduced by 215 kg to 1,060 kg, while the six-cylinder engine now produces close to 380 horsepower, paired with a fully synchronised four-speed gearbox. Completed in February 2015, the project resulted in the only Jaguar E-Type Roadster semi-lightweight conceived and built in France at that time. From its first outings, the established hierarchy was overturned. In April 2015, the car claimed outright victory at the Tour Auto Optic 2000, repeating the feat the following year ahead of Ludovic Caron’s AC Cobra. It went on to deliver front-running performances at the Grand Prix de l’Âge d’Or, Spa-Classic, Dix Mille Tours and the Grand Prix de Pau Historique. It thus became the first Jaguar E-Type Roadster semi-lightweight to win the Tour Auto—and remains to this day the only one to have secured three overall victories, a testament to the perfection of its preparation. In 2023, the Jaguar was entrusted to another top-tier driver, Emmanuel Brigand. A former professional racer, he returned to historic competition with numerous French and European championship titles to his name. A multiple winner of the GHI category at the Tour Auto, his ambition is clear: overall VHC victory. The car was then taken over by Crubilé Sport in Gazeran. At the same time, Peter Auto adopted FIA international regulations allowing the replacement of the cast-iron engine block with an aluminium unit. The result: 37 kg saved over the front axle, lighter steering, sharper handling and a markedly more responsive car. The outcome was immediate—a third victory, secured with a commanding margin in Biarritz. Representing over €500,000 of development, this Jaguar is now accompanied by an FIA International HTP valid until December 31st, 2026. It has consistently demonstrated exceptional levels of performance and reliability. Delivered with several sets of wheels, two spare diff, and an extensive stock of parts, it allows entry into the most demanding events with a level of preparation rarely matched. Ready for the 2026 season, this Jaguar E-Type Roadster semi-lightweight stands as one of the absolute benchmarks of historic competition—equally formidable on the circuit and perfectly equipped for the extreme demands of major road events. 1962 Jaguar Type-E Semi-Light Historic Cars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." 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SH ID 26-0109006 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS France Dealer This Car Contact the Dealer I am Interested Legal & Copyright Historic Cars Allée Freres Voisin Paris France Contact details cars@historiccars.fr +33626486171 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. 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Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright When Jaguar unveiled the E-Type at the Geneva Motor Show in March 1961, the impact was nothing short of seismic. A surprise, first and foremost, because no prior information had filtered out regarding Coventry’s forthcoming Grand Touring car. But also because the E-Type’s silhouette instantly captivated the public. Penned under the guidance of William Lyons, combining a sporting chassis with genuine comfort and first-rate performance, the new Jaguar E-Type redefined expectations. Not to mention its astonishing price positioning at the time: three times cheaper than a Ferrari and fully twice as affordable as a Maserati… Since the end of the war, Jaguar had come to embody the very essence of British-style Grand Touring. The lineage of XK roadsters (from XK120 through XK150) played a major role in shaping this sporting image, reinforced by numerous victories in top-level competition. Yet, by the dawn of the 1960s, despite their undeniable qualities, the XK models could no longer conceal their age. Quietly and away from prying eyes, Coventry began work on their successor. Contemporary journalists were kept entirely in the dark, and the few perspective drawings released bore little resemblance to reality. On March 15th, at the Geneva Motor Show, journalists swarmed the Parc des Eaux-Vives, eager for a first glimpse of Coventry’s new star. Once inside the show itself, the E-Type caused a sensation. Praise was unanimous and ecstatic. Each appearance of a Jaguar E-Type on the street drew immediate crowds. Numerous celebrities and public figures rushed to place their orders: Françoise Sagan, Johnny Hallyday, Bernard Consten, Charles Trenet, Pierre Bardinon, Robert Hirsch, not to mention royalty. And beyond its breathtaking lines, the Jaguar E-Type could also boast a chassis that was remarkably advanced for its era… The design of the Jaguar E-Type is often attributed solely to Sir William Lyons. Yet, as with any automotive genesis, behind the figurehead stood a dedicated team working in the shadows. The actual author of the pencil stroke was Malcolm Sayer, an aerodynamicist from the aviation industry. Draped over a remarkably light tubular chassis, Sayer’s work endowed the E-Type with an immensely long, flat bonnet that quickly became central to its magnetic appeal. The clamshell bonnet opens fully forward, revealing the entire mechanical assembly. At the front, a small grille evokes a slightly parted mouth, suggestive and unmistakably sensual, flanked by twin round headlamps set beneath glass covers. The rear adopts a fastback profile, with the roofline flowing seamlessly into slender tail lamps. Glazing is framed by thin, elegant chrome-finished pillars, while the rear wings display pronounced, voluptuous curves. There is no denying the charm and femininity of this design. Interior finish is beyond reproach, and a generous luggage compartment made long-distance touring a very real proposition—precisely the vocation of a true GT. Jaguar owes so much to the XK engine that its story cannot be told without revisiting its origins. When the Jaguar XK120 roadster debuted at Earls Court in 1948, public reaction was immediate and overwhelming. Its name derived directly from its engine and performance: powered by the XK inline-six, the XK120 was capable of 120 mph. Originally a 3.4-litre unit with a cast-iron block and aluminium cylinder head, featuring twin overhead camshafts, it was truly advanced for its time. For the E-Type, Coventry installed a bored-out version of the XK engine, now displacing 3.8 litres (87 x 106 mm) and retaining its long-stroke character. The result was increased torque available from low revs. Factory figures quoted 265 SAE horsepower at 5,500 rpm and 35.9 mkg of torque at the same engine speed. Even today, the performance delivered by the 3.8-litre XK remains impressive: a top speed of 240 km/h and 0–100 km/h in under eight seconds. The chassis of the Jaguar E-Type received the utmost attention, with numerous solutions directly inspired by competition. For the new Coventry GT, chassis engineers Bob Knight and Norman Dewis devised a rear subframe independent of the monocoque, carrying the rear suspension, brakes and differential. This assembly was mounted to the body via V-shaped rubber mounts, isolating the cockpit from suspension-induced disturbances and road imperfections. At the front, the architecture was almost a direct carryover from the D-Type race car, featuring double wishbones, with the lower arm accommodating the forward end of the longitudinal torsion bar. To rein in its sharp-clawed feline, Jaguar adopted disc brakes on all four wheels, a technology proven at the 24 Hours of Le Mans in 1953 with the C-Type. A dual-circuit braking system was also fitted. With a kerb weight of just 1,220 kg, the E-Type enjoyed an excellent power-to-weight ratio, fully justifying its status as a genuine sports car. Road holding was notably modern, but it was the comfort that truly surprised—foreshadowing Jaguar’s enduring reputation for chassis excellence. Unlike the D-Type, the E-Type was not initially conceived as a race car. Nevertheless, the factory supported several well-known privateers. Graham Hill, driving for Equipe Endeavour with chassis ECD400, and Roy Salvadori for John Coombs in BUY1, achieved notable successes in 1961 against the dominant Ferrari 250 GTs—despite competing with a road-based car against purpose-built racing machines. No Jaguar appeared at Le Mans in 1961. However, Coombs’ car was in fact a factory development vehicle, built with thinner-gauge steel monocoque panels. It reappeared at the start of the 1962 season as 4WPD, fitted with a wet-sump D-Type engine, improved brakes and suspension, and an aluminium hardtop. Destroyed during the Easter Monday Meeting at Goodwood, the car was rebuilt by the factory to what would become known as “Lightweight” specification. Subsequently, eleven additional Lightweight E-Type roadsters were produced, along with two coupés and around ten semi-lightweight cars. True Lightweight specification included a fully aluminium monocoque, a dry-sump 3.8-litre all-alloy engine with wide-angle D-Type cylinder head, Lucas mechanical fuel injection, a ZF five-speed gearbox, Mk IX disc brakes, aluminium hardtop, doors and boot lid, widened rear track with modified Mk X wishbones, anti-dive front suspension geometry, lowered steering rack, competition seats, and special Dunlop alloy wheels akin to those of the D-Type. Weight was reduced by some 270 kg, and with over 340 horsepower, the E-Type became a genuine rival to the Ferrari 250 GTO. Reliability issues, however, led to many alloy engines and ZF gearboxes being replaced by cast-iron Jaguar units and in-house transmissions. Ultimately, the factory never fully committed to the programme, and by 1964 it was over. The Lightweight arrived two years too late and was never sufficiently developed. Today, FIA-spec Jaguar E-Types compete successfully on circuits worldwide. Their sporting qualities make them formidable contenders, whether on the demanding special stages of the Tour Auto, the fiercely contested TT at Goodwood, or endurance races such as the Sixties’ Endurance and the Spa Six Hours. Assembled on March 7th, 1962, this Jaguar E-Type 3.8 Roadster left the Coventry production line before being delivered on April 4th to the Jaguar distributor in New York. In its original configuration, as confirmed by its Jaguar Heritage Trust certificate, it was finished in elegant Opalescent Silver Blue, paired with a red leather interior and a dark blue hood—an exceptionally rare and refined combination. After crossing the Atlantic and returning to Europe, this E-Type embarked on an entirely different path. Far from remaining a mere collector’s roadster, it was destined to become a fully-fledged competition machine: sharper, faster, more radical, and immediately recognisable thanks to a distinctive livery setting it apart from the rest of the field. This transformation was driven by the vision and experience of French driver Jean-Pierre Lajournade. His career speaks volumes: competing from 1975 in the Renault Elf Gordini Cup, which he won in 1978, before progressing to Formula Renault with the Elf and Motul teams in 1980 and 1981. Following a successful professional career, he quickly established himself as a leading figure in historic racing, particularly at the Tour Auto, where his record includes three overall victories, five second places and one third place, alongside numerous ASAVE wins. Winner of the 2010 Tour Auto Optic 2000 at the wheel of his Lotus Elan 26R—against significantly more powerful rivals—Lajournade acquired the Jaguar presented here in 2013 from renowned British preparer Denis Welch. His objective was clear: to create the most accomplished semi-lightweight E-Type ever built. While semi-lightweight E-Type Roadsters are now well represented on historic grids, this very car paved the way, igniting enthusiasm and demonstrating the true competitive potential of the model at the highest level. Conceived from the outset as a true rally weapon, this E-Type was developed without compromise, with a relentless focus on performance and reliability—particularly for demanding events such as the Tour Auto. Its first owner envisaged a complete reengineering of every component, drawing on decades of rally experience to anticipate the specific demands of road competition while preserving circuit performance: mechanical endurance, dynamic balance over long distances, ease of maintenance and uncompromising robustness. The car thus became the first semi-lightweight Jaguar E-Type Roadster developed in France. It was equipped with a roll cage designed by Matter Compétition in Saint-Brice-sous-Forêt. In accordance with regulations, the monocoque remains steel, while the body panels—bonnet, hardtop, boot lid and doors—are fabricated in aluminium. Leveraging its expertise, the Matter team optimised structural reinforcements to achieve rigidity perfectly suited to intensive competition use. Mechanical preparation was entrusted to Denis Welch, responsible for the engine, gearbox, differential and rear suspension. Final assembly was carried out by the team that has supported the driver for over thirty years, composed exclusively of former Renault F1 personnel—a guarantee of method, precision and reliability. In total, the transformation required over 440 hours of bodywork. Weight was reduced by 215 kg to 1,060 kg, while the six-cylinder engine now produces close to 380 horsepower, paired with a fully synchronised four-speed gearbox. Completed in February 2015, the project resulted in the only Jaguar E-Type Roadster semi-lightweight conceived and built in France at that time. From its first outings, the established hierarchy was overturned. In April 2015, the car claimed outright victory at the Tour Auto Optic 2000, repeating the feat the following year ahead of Ludovic Caron’s AC Cobra. It went on to deliver front-running performances at the Grand Prix de l’Âge d’Or, Spa-Classic, Dix Mille Tours and the Grand Prix de Pau Historique. It thus became the first Jaguar E-Type Roadster semi-lightweight to win the Tour Auto—and remains to this day the only one to have secured three overall victories, a testament to the perfection of its preparation. In 2023, the Jaguar was entrusted to another top-tier driver, Emmanuel Brigand. A former professional racer, he returned to historic competition with numerous French and European championship titles to his name. A multiple winner of the GHI category at the Tour Auto, his ambition is clear: overall VHC victory. The car was then taken over by Crubilé Sport in Gazeran. At the same time, Peter Auto adopted FIA international regulations allowing the replacement of the cast-iron engine block with an aluminium unit. The result: 37 kg saved over the front axle, lighter steering, sharper handling and a markedly more responsive car. The outcome was immediate—a third victory, secured with a commanding margin in Biarritz. Representing over €500,000 of development, this Jaguar is now accompanied by an FIA International HTP valid until December 31st, 2026. It has consistently demonstrated exceptional levels of performance and reliability. Delivered with several sets of wheels, two spare diff, and an extensive stock of parts, it allows entry into the most demanding events with a level of preparation rarely matched. Ready for the 2026 season, this Jaguar E-Type Roadster semi-lightweight stands as one of the absolute benchmarks of historic competition—equally formidable on the circuit and perfectly equipped for the extreme demands of major road events. Other Cars from Historic Cars 1982-Renault-5-Turbo-Group-4-01.jpg 1982-Renault-5-Turbo-Group-4-02.jpg 1982-Renault-5-Turbo-Group-4-11.jpg 1982-Renault-5-Turbo-Group-4-01.jpg 1/11 1982 Renault 5 Turbo Group 4 Historic Cars France 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1967-Jaguar-E-Type-4.2-OTS-02.jpg 1967-Jaguar-E-Type-4.2-OTS-15.jpg 1967-Jaguar-E-Type-4.2-OTS-01.jpg 1/15 1967 Jaguar E-Type 4.2 OTS Historic Cars France 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1958-Lotus-XI-ex-24H-Le-Mans-02.jpg 1958-Lotus-XI-ex-24H-Le-Mans-10.jpg 1958-Lotus-XI-ex-24H-Le-Mans-01.jpg 1/10 1958 Lotus XI ex 24H Le Mans Historic Cars France Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The Ferrari F1-87 Towards the end of the first ‘turbo era’ in Formula 1, drivers weren’t so much as driving the cars than wrestling them, such was the extraordinary power they were producing. Ferrari’s class of 1987, the popular duo of Gerhard Berger and Michele Alboreto, had the pleasure of taming the Prancing Horse’s most powerful single-seater of them all, the F1-87. Its all-new 90-degree blown V6 kicked out a dizzying 950bhp, which, combined with a sophisticated chassis and aero package designed by Gustav Brunner and honed by John Barnard, made for an extremely effective racing car. Just seven chassis left Maranello for the Scuderia to race, of which the car we’re thrilled to be offering, number 098, was the most successful. Chassis no. 098 Alboreto finished third in Monaco, marking an impressive debut for chassis number 098 With a record 26 starters and an alarming eight-second disparity in lap times between the fastest and the slowest cars, the Monaco Grand Prix in 1987 brought with it a certain sense of anxiety in the paddock. Anxiety that was realised barely 10 minutes into the first qualifying session, when Michele Alboreto’s Ferrari collided with the Zakspeed of Christian Danner in what was an especially nasty incident. For his role, Danner was promptly sent home. And in a remarkable display of resilience, a battered and bruised Alboreto climbed straight into the spare F1-87, chassis number 098, and stuck it on the fifth spot on the grid. After a revised rear wing was fitted in a bid to quell the wheelspin Alboreto had complained about during qualifying, the Italian was finally able to put down the immense power of his turbocharged V6. “We imagine the champagne tasted especially sweet for Alboreto after a traumatic and physically challenging weekend on the Côte d’Azur.” Crucially, in the race, he kept his nose out of the trouble that plagued so many others and crossed the finish line third. We imagine the champagne tasted especially sweet for Alboreto after a traumatic and physically challenging weekend on the Côte d’Azur. Chassis number 098 assumed the role of Alboreto’s primary car for the four Grands Prix that followed: Detroit, France, Britain and Germany. Ferrari flexed its financial muscle throughout the 1987 season, its technical team helmed by Englishman John Barnard constantly working on myriad aspects of the F1-87 to improve its pace and reliability. Innovations such as the stepped rear wing, electronic sensor readout displaying the live speed and current gear, the Gleason differential, which varied the distribution of torque to the rear wheels, and stronger carbon-fibre clutch. Particular attention was paid to the engine, with a view to unlocking power lower in the rev range and increasing top-end power for the fastest circuits. Gerhard Berger assumed control of chassis number 098 from the Italian Grand Prix onwards By the time Ferrari’s number-one driver, Gerhard Berger, assumed control of chassis number 098 at the halfway point of the season, the potential of the F1-87 had started to show – not that Ferrari let up with its quest to improve. An encouraging top-three qualifying spot at Monza preceded a stunning pole position at Estoril in Portugal. Back in Maranello there was cause to celebrate, for the Scuderia had not recorded a pole position since the opening round of the 1985 Formula 1 World Championship. Agonisingly, after a race-long battle with the McLaren of Alain Prost, Berger was forced to settle for second place. Leaving Portugal with six points and the fastest lap must have instilled hope for all at the Scuderia nonetheless. Further fastest laps at the following Spanish and Mexican Grands Prix reaffirmed the sheer pace of the F1-87. Berger finally tasted the spoils of success in the Japanese Grand Prix, which he won driving chassis number 098 The far-flung final rounds of the 1987 Formula 1 season beckoned and Ferrari was bullish. “Of one fact nobody had been in any doubt for the three previous months,” stated Autocourse ahead of the Japanese Grand Prix at Suzuka, “was that Gerhard Berger was knocking on the door of Ferrari’s first victory in a couple of years and the lanky Austrian needed only a slice of luck to put the Prancing Horse back where millions of Italian fans believed it belonged.” Mercifully, Lady Luck would play ball in the Land of the Rising Sun. That this was the first Grand Prix on Japanese soil in a decade was lost on not one of the 100,000-strong crowd, which expectantly filled the Suzuka grandstands hours before the race. Berger started from the pole and was unchallenged throughout. Apart from the odd missed gearchange, he drove a faultless race, not only putting a long-overdue victory in the bag, but wiping the floor with Honda in its own backyard. “I’m sure the old man will sleep more easily over the winter now we’ve won again at last,” exclaimed Berger after the chequered flag had fallen. Berger finished the 1987 Formula 1 season with an emphatic victory at Adelaide with this very F1-87 Not even a heavy cold could slow Berger’s momentum heading into the final round of the season in Adelaide, Australia. Down under, the Austrian asserted Ferrari’s technical authority with a near-flawless performance across the weekend. Having scratched a third pole position onto his competition record, Berger was only momentarily not in the lead of the race proper when Nelson Piquet barged past before the first chicane. A mere 200 yards later, Berger had retaken the top spot, where he’d remain until the chequered flag fell on the race – and indeed the season – 89 laps later. “I honestly wondered whether I would be able to last out the distance,” the sickly and profusely sweaty Austrian pronounced after the race. “Particularly when I’d been driving for what seemed ages only to notice a pit board telling me there were still 50 laps to go!” Amazingly, compounding Berger’s discomfort was one of his ear plugs, which worked itself loose around five laps into the race, leaving him to contend with a near-deafening engine on top of the task at hand. Racing drivers really are a different breed… This F1-87 is accompanied by copies of Ferrari factory correspondence and a spares package including a rear wing and a period telemetry acquisition computer With two race wins, two further podiums, three pole-position starts and three fastest laps under its belt, it’s fair to say chassis number 098 served the Prancing Horse honourably over the course of its 11 entries for the Works Scuderia Ferrari outfit. Most definitely a season of momentum-building and technical persistence, Ferrari threw the proverbial kitchen sink at the F1-87 and this chassis exemplified that gradual enhancement. When later asked which of all the cars he drove during his 13-year Formula 1 career was his favourite, Berger answered with the F1-87. “The last turbocharged single-seater, actually the penultimate but the most ‘real’, because it had over 900bhp and the following year they limited power to 650bhp,” he recalled fondly. “With that car I won in Japan and Australia. But I’m not fond of it so much for the two victories, but because of the driving pleasure it gave me.” Perhaps more pertinently to disciples of the marque today, this was the last Ferrari Il Commendatore witnessed win a Formula 1 race before his death in August of the following year. And for those same disciples, there can surely be no higher peak to summit than acquiring one of the Prancing Horse’s history-steeped single-seaters and following in the tyre tracks of the Ferrari heroes of yesteryear. F1 Clienti, part of the marque’s ultra-exclusive Corse Clienti arm, is your chance to join the Ferrari family and drive the F1-87 during private events on the world’s greatest motor circuits. The 2025 Ferrari F1 Clienti programme includes Monza, Paul Ricard, Miami, Fuji, Spa-Francorchamps and Mugello. The generous track time is controlled and non-competitive and includes coaching from professional Ferrari test-drivers, spare tyres and bespoke logistics. Away from the track there’s the world-class and intimate hospitality you’d expect from Ferrari. “Pertinently for disciples of the marque today, this was the last Ferrari Il Commendatore witnessed win a Formula 1 race before his death the following year.” Fearsome flame-belching turbocharged engines pumping out in excess of 1,000bhp. Do-it-yourself manual gear changes. Immortal cigarette-lavished liveries. And drivers who were as brazen and fearless on the track as they were charismatic off it. In our opinion, the late-1980s represented peak Formula 1. And this sensational privately owned Ferrari F1-87 – which scored two standout victories for the greatest constructor of them all – perfectly embodies that magic. 1987 Ferrari F1-87 Formula 1 Girardo & Co. Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 25-0213010 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United Kingdom Dealer This Car Contact the Dealer I am Interested Legal & Copyright Raced by Gerhard Berger to victories in the Japanese and Australian Grands Prix The last Ferrari company founder Enzo Ferrari witnessed win a Formula 1 race before his death A Works Scuderia Ferrari entry in 11 rounds of the 1987 Formula 1 World Championship Scored two further podium finishes including in the 1987 Monaco Grand Prix Started on pole position for the Portuguese, Japanese and Australian Grands Prix Recorded the fastest race laps in the Portuguese, Spanish and Australian Grands Prix Eligible for Ferrari’s hallowed F1 Clienti programme, part of the marque’s Corse Clienti arm Raced by the 1997 24 Hours of Le Mans winner and Formula 1 veteran Michele Alboreto Powered by the most powerful Ferrari turbocharged V6 engine, capable of producing in excess of 950bhp Accompanied by copies of Ferrari factory correspondence and a spares package including a rear wing and a period telemetry acquisition computer One of only seven F1-87s built by Ferrari’s Reparto Corse for the 1987 Formula 1 World Championship A multiple race-winning Ferrari from arguably the most evocative and extreme eras of Formula 1 Girardo & Co. Ltd Belchers Farm Oxford United Kingdom Contact details info@girardo.com +44 (0)203 621 2923 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The Ferrari F1-87 Towards the end of the first ‘turbo era’ in Formula 1, drivers weren’t so much as driving the cars than wrestling them, such was the extraordinary power they were producing. Ferrari’s class of 1987, the popular duo of Gerhard Berger and Michele Alboreto, had the pleasure of taming the Prancing Horse’s most powerful single-seater of them all, the F1-87. Its all-new 90-degree blown V6 kicked out a dizzying 950bhp, which, combined with a sophisticated chassis and aero package designed by Gustav Brunner and honed by John Barnard, made for an extremely effective racing car. Just seven chassis left Maranello for the Scuderia to race, of which the car we’re thrilled to be offering, number 098, was the most successful. Chassis no. 098 Alboreto finished third in Monaco, marking an impressive debut for chassis number 098 With a record 26 starters and an alarming eight-second disparity in lap times between the fastest and the slowest cars, the Monaco Grand Prix in 1987 brought with it a certain sense of anxiety in the paddock. Anxiety that was realised barely 10 minutes into the first qualifying session, when Michele Alboreto’s Ferrari collided with the Zakspeed of Christian Danner in what was an especially nasty incident. For his role, Danner was promptly sent home. And in a remarkable display of resilience, a battered and bruised Alboreto climbed straight into the spare F1-87, chassis number 098, and stuck it on the fifth spot on the grid. After a revised rear wing was fitted in a bid to quell the wheelspin Alboreto had complained about during qualifying, the Italian was finally able to put down the immense power of his turbocharged V6. “We imagine the champagne tasted especially sweet for Alboreto after a traumatic and physically challenging weekend on the Côte d’Azur.” Crucially, in the race, he kept his nose out of the trouble that plagued so many others and crossed the finish line third. We imagine the champagne tasted especially sweet for Alboreto after a traumatic and physically challenging weekend on the Côte d’Azur. Chassis number 098 assumed the role of Alboreto’s primary car for the four Grands Prix that followed: Detroit, France, Britain and Germany. Ferrari flexed its financial muscle throughout the 1987 season, its technical team helmed by Englishman John Barnard constantly working on myriad aspects of the F1-87 to improve its pace and reliability. Innovations such as the stepped rear wing, electronic sensor readout displaying the live speed and current gear, the Gleason differential, which varied the distribution of torque to the rear wheels, and stronger carbon-fibre clutch. Particular attention was paid to the engine, with a view to unlocking power lower in the rev range and increasing top-end power for the fastest circuits. Gerhard Berger assumed control of chassis number 098 from the Italian Grand Prix onwards By the time Ferrari’s number-one driver, Gerhard Berger, assumed control of chassis number 098 at the halfway point of the season, the potential of the F1-87 had started to show – not that Ferrari let up with its quest to improve. An encouraging top-three qualifying spot at Monza preceded a stunning pole position at Estoril in Portugal. Back in Maranello there was cause to celebrate, for the Scuderia had not recorded a pole position since the opening round of the 1985 Formula 1 World Championship. Agonisingly, after a race-long battle with the McLaren of Alain Prost, Berger was forced to settle for second place. Leaving Portugal with six points and the fastest lap must have instilled hope for all at the Scuderia nonetheless. Further fastest laps at the following Spanish and Mexican Grands Prix reaffirmed the sheer pace of the F1-87. Berger finally tasted the spoils of success in the Japanese Grand Prix, which he won driving chassis number 098 The far-flung final rounds of the 1987 Formula 1 season beckoned and Ferrari was bullish. “Of one fact nobody had been in any doubt for the three previous months,” stated Autocourse ahead of the Japanese Grand Prix at Suzuka, “was that Gerhard Berger was knocking on the door of Ferrari’s first victory in a couple of years and the lanky Austrian needed only a slice of luck to put the Prancing Horse back where millions of Italian fans believed it belonged.” Mercifully, Lady Luck would play ball in the Land of the Rising Sun. That this was the first Grand Prix on Japanese soil in a decade was lost on not one of the 100,000-strong crowd, which expectantly filled the Suzuka grandstands hours before the race. Berger started from the pole and was unchallenged throughout. Apart from the odd missed gearchange, he drove a faultless race, not only putting a long-overdue victory in the bag, but wiping the floor with Honda in its own backyard. “I’m sure the old man will sleep more easily over the winter now we’ve won again at last,” exclaimed Berger after the chequered flag had fallen. Berger finished the 1987 Formula 1 season with an emphatic victory at Adelaide with this very F1-87 Not even a heavy cold could slow Berger’s momentum heading into the final round of the season in Adelaide, Australia. Down under, the Austrian asserted Ferrari’s technical authority with a near-flawless performance across the weekend. Having scratched a third pole position onto his competition record, Berger was only momentarily not in the lead of the race proper when Nelson Piquet barged past before the first chicane. A mere 200 yards later, Berger had retaken the top spot, where he’d remain until the chequered flag fell on the race – and indeed the season – 89 laps later. “I honestly wondered whether I would be able to last out the distance,” the sickly and profusely sweaty Austrian pronounced after the race. “Particularly when I’d been driving for what seemed ages only to notice a pit board telling me there were still 50 laps to go!” Amazingly, compounding Berger’s discomfort was one of his ear plugs, which worked itself loose around five laps into the race, leaving him to contend with a near-deafening engine on top of the task at hand. Racing drivers really are a different breed… This F1-87 is accompanied by copies of Ferrari factory correspondence and a spares package including a rear wing and a period telemetry acquisition computer With two race wins, two further podiums, three pole-position starts and three fastest laps under its belt, it’s fair to say chassis number 098 served the Prancing Horse honourably over the course of its 11 entries for the Works Scuderia Ferrari outfit. Most definitely a season of momentum-building and technical persistence, Ferrari threw the proverbial kitchen sink at the F1-87 and this chassis exemplified that gradual enhancement. When later asked which of all the cars he drove during his 13-year Formula 1 career was his favourite, Berger answered with the F1-87. “The last turbocharged single-seater, actually the penultimate but the most ‘real’, because it had over 900bhp and the following year they limited power to 650bhp,” he recalled fondly. “With that car I won in Japan and Australia. But I’m not fond of it so much for the two victories, but because of the driving pleasure it gave me.” Perhaps more pertinently to disciples of the marque today, this was the last Ferrari Il Commendatore witnessed win a Formula 1 race before his death in August of the following year. And for those same disciples, there can surely be no higher peak to summit than acquiring one of the Prancing Horse’s history-steeped single-seaters and following in the tyre tracks of the Ferrari heroes of yesteryear. F1 Clienti, part of the marque’s ultra-exclusive Corse Clienti arm, is your chance to join the Ferrari family and drive the F1-87 during private events on the world’s greatest motor circuits. The 2025 Ferrari F1 Clienti programme includes Monza, Paul Ricard, Miami, Fuji, Spa-Francorchamps and Mugello. The generous track time is controlled and non-competitive and includes coaching from professional Ferrari test-drivers, spare tyres and bespoke logistics. Away from the track there’s the world-class and intimate hospitality you’d expect from Ferrari. “Pertinently for disciples of the marque today, this was the last Ferrari Il Commendatore witnessed win a Formula 1 race before his death the following year.” Fearsome flame-belching turbocharged engines pumping out in excess of 1,000bhp. Do-it-yourself manual gear changes. Immortal cigarette-lavished liveries. And drivers who were as brazen and fearless on the track as they were charismatic off it. In our opinion, the late-1980s represented peak Formula 1. And this sensational privately owned Ferrari F1-87 – which scored two standout victories for the greatest constructor of them all – perfectly embodies that magic. Other Cars from Girardo & Co. Ltd 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1991-Ferrari-F40-Cat-Non-Adjust-02.jpg 1991-Ferrari-F40-Cat-Non-Adjust-21.jpg 1991-Ferrari-F40-Cat-Non-Adjust-01.jpg 1/21 1991 Ferrari F40 ‘Cat Non-Adjust’ Girardo & Co. Ltd United Kingdom 1955-Ferrari-750-Monza-01.jpg 1955-Ferrari-750-Monza-02.jpg 1955-Ferrari-750-Monza-15.jpg 1955-Ferrari-750-Monza-01.jpg 1/15 1955 Ferrari 750 Monza Girardo & Co. Ltd United Kingdom 1997-Ferrari-F50-01.jpg 1997-Ferrari-F50-02.jpg 1997-Ferrari-F50-20.jpg 1997-Ferrari-F50-01.jpg 1/20 1997 Ferrari F50 Girardo & Co. Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

1973 Dino GTS Only 152 RHD GTS ever made in production. Complete concourse restoration from Ferrari Classiche Italy. Four year waiting list and finally it has been completed and ready for delivery. If you are looking for the best Dino look no further it’s currently show casing in Enzo Ferrari‘s museum Modern Italy Italy on display. This is the best of its class Dino in the world. It’s for sale and ready to take delivery direct Via Paolo Ferrari, 85, 41121 Modena MO, Italy. A serious collectors car it has been restored perfectly to its original specifications. 1973 Dino 246 GTS JamesEdition B.V. If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0608003 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Italy Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine 6 Cylinder Drive Rhd Drive train Rwd Fuel type Petrol Power 210 hp (157 kw) Condition New VIN 5862 Color Blue Interior color Black Internal Reference DINO1973 JamesEdition B.V. Radarweg 29 Amsterdam The Netherlands Contact details support@jamesedition.com +31 (20) 369-07-23 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright 1973 Dino GTS Only 152 RHD GTS ever made in production. Complete concourse restoration from Ferrari Classiche Italy. Four year waiting list and finally it has been completed and ready for delivery. If you are looking for the best Dino look no further it’s currently show casing in Enzo Ferrari‘s museum Modern Italy Italy on display. This is the best of its class Dino in the world. It’s for sale and ready to take delivery direct Via Paolo Ferrari, 85, 41121 Modena MO, Italy. A serious collectors car it has been restored perfectly to its original specifications. Other Cars from JamesEdition B.V. 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1969-Alfa-Romeo-Guilia-Sprint-02.webp 1969-Alfa-Romeo-Guilia-Sprint-15.webp 1969-Alfa-Romeo-Guilia-Sprint-01.webp 1/15 1969 Alfa Romeo Guilia Sprint GT JamesEdition B.V. Germany 1965-Ferrari-330-GT-01.webp 1965-Ferrari-330-GT-02.webp 1965-Ferrari-330-GT-20.webp 1965-Ferrari-330-GT-01.webp 1/20 1965 Ferrari 330 GT JamesEdition B.V. Los Angeles 2000-Porsche-996-Carrera-01.webp 2000-Porsche-996-Carrera-02.webp 2000-Porsche-996-Carrera-15.webp 2000-Porsche-996-Carrera-01.webp 1/15 2000 Porsche 996 Carrera JamesEdition B.V. Los Angeles Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

As the successor to the iconic Pagoda (W113), the W107 had a monumental task to live up to such a legend. Over an incredible production span of 18 years, no less than 240,000 were built—proof enough that it succeeded. The 107s are already rising in value, and as is often the case with Mercedes, they remain a solid investment. So, what makes this formula so successful? With a weight of 1,560 kg and luxuriously comfortable seats, it isn’t exactly “Sporty” or “Light.” The answer is simple yet all-encompassing: the car exudes finesse, commands respect with its power, and represents pure German engineering excellence. This is what makes it such a superb classic, perfect as a daily driver or a holiday cruiser. And ours? Have you seen the mileage? It speaks volumes. Featuring the largest engine of the range with 231 West German horses, in an incredibly striking colour combination: Classic White with a Dark Blue leather interior. All documentation is complete, and the car is in a phenomenal condition that will delight any enthusiast. Mercedes – the brightest star in the galaxy of car brands. 1984 Mercedes-Benz 500SL Cool Classic Club If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 26-0415002 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Netherlands Dealer This Car Contact the Dealer I am Interested Legal & Copyright Power 241 PK Date Part I February 28, 1984 Color Classic White Interior Blue Leather Transmission Automaat VAT deductible Marge Cool Classic Club Energiestraat 3 Naarden The Netherlands Contact details info@coolclassicclub.com +31 (0) 35 203 17 53 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright As the successor to the iconic Pagoda (W113), the W107 had a monumental task to live up to such a legend. Over an incredible production span of 18 years, no less than 240,000 were built—proof enough that it succeeded. The 107s are already rising in value, and as is often the case with Mercedes, they remain a solid investment. So, what makes this formula so successful? With a weight of 1,560 kg and luxuriously comfortable seats, it isn’t exactly “Sporty” or “Light.” The answer is simple yet all-encompassing: the car exudes finesse, commands respect with its power, and represents pure German engineering excellence. This is what makes it such a superb classic, perfect as a daily driver or a holiday cruiser. And ours? Have you seen the mileage? It speaks volumes. Featuring the largest engine of the range with 231 West German horses, in an incredibly striking colour combination: Classic White with a Dark Blue leather interior. All documentation is complete, and the car is in a phenomenal condition that will delight any enthusiast. Mercedes – the brightest star in the galaxy of car brands. Other Cars from Cool Classic Club 1992-Porsche-964-Turbo-3.3-01.webp 1992-Porsche-964-Turbo-3.3-02.webp 1992-Porsche-964-Turbo-3.3-15.webp 1992-Porsche-964-Turbo-3.3-01.webp 1/15 1992 Porsche 964 Turbo 3.3 Cool Classic Club Netherlands 1984-Mercedes-Benz-500SL-01.webp 1984-Mercedes-Benz-500SL-02.webp 1984-Mercedes-Benz-500SL-15.webp 1984-Mercedes-Benz-500SL-01.webp 1/15 1984 Mercedes-Benz 500SL Cool Classic Club Netherlands 1966-Porsche-911-SWB-01.webp 1966-Porsche-911-SWB-02.webp 1966-Porsche-911-SWB-15.webp 1966-Porsche-911-SWB-01.webp 1/15 1966 Porsche 911 SWB Cool Classic Club Netherlands Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

Excellently Preserved in Stock Configuration Original Ferrari Glass with All Matching Security Etched Glass (A895ASK) Restored 'Sticky Buttons' Tight Supple Leather Upholstery and Carpeting Glossy Paint and Presentation Well serviced over the years with Record File Continuous Service History Log from 1997-2008 Previous Major Service completed at 51,945 kilometers by Munsterhuis Sportscars / Hengelo Ferrari Continental Extreme Contact Tire – dated 2022 Summer 2023 Inspection and 'Major' Belt Service by DriverSource Belt Service – New Belts, Tensioners, Gaskets, Seals, and Water Pump New Battery Air Conditioning Assessment and Repair Clean, Pressure Flush and Test Evaporator New Condenser and Expansion Valve A/C Lines Recharge and Pressure Test Engine Oil and Brakes Fluid Flush R&I Headliner and Leather Trim Pieces Sony (Ferrari) XR-F21RDS Restoration 40 Hour Detailing and Steam clean of underside in preparation for sale Supported Original VIN-Matched Owner's Manuals in Leather Folio Owner's Manual, Owner's Warranty and Service Book, Hi-Fi System Manual and Warranty Card, Sales and Service Organization Booklet, Direct Line Book, Alarm System Instructions, Conolly Leather Phamplet and 2 Keys with Remotes Complete with Tool Kit, Emergency Light, Tire Inflators in Case and Dust Bag, Ferrari Seat Covers and Steering Wheel Cover with Bag, Clean Carfax & Auto Check Reports Like the cars that made Ferrari famous in the 1950s and 1960s, the 550 Maranello is a GT meant for high-speed, cross-country travel, with all of the essential Ferrari pieces present and accounted for. Its style comes from Pininfarina; Scaglietti built the all-aluminum bodywork, and the 5.5-liter DOHC V-12 under the hood produces 479hp. The rear-mounted transaxle helps balance out this 3,726-pound car, and the six-speed manual features a classic gated shifter with a polished metal lever and knob. Conceived to be a classic from the start, Ferrari's discerning customers demanded not just out and out performance, but also drivability, luxury, and comfort. Displaying 56,850 kms (35,324) original miles, the 550 remains well preserved throughout, including upholstery, trim and original numbered etched glass all around. The front bumber and hood were previously repainted due to normal road rash and stone chips. Both Carfax and Auto Check report a clean brief history here in the US. The Maranello's most recent “Major Service” was commissioned in Summer 2023 at 56,600 kms, comprised of a complete timing belt service with new gaskets, seals and water pump, battery, fluids, filters, plugs and air conditioning service. Followed by a major 40 hour detailing in preparation for sale. The car performs well as expected, with excellent power and the most intoxicating sound, while manually rowing through the gears. A tremendous complement to Ferrari's iconic GTs of years past. Ferrari's 550M as the reborn Daytona, surely ranks among the upper echelon of modern Gran Tourers. With its stunning and unique livery, recent services and unmistakably beautiful ensemble, enthusiasts and astute collectors alike are encouraged to take a closer look at this example. The above vehicle information is accurate to the best of our knowledge at the time it is posted to this website. It is provided 'as-is', without warranties as to its accuracy, whether expressed or implied, and is intended for informational purposes only. Corrections or additional information is always appreciated. 1997 Ferrari 550 Maranello Driver Source Fine Motorcars If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 23-0829009 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS United States Dealer This Car Contact the Dealer I am Interested Legal & Copyright Vin ZFFZR49B000108995 Engine number 46459 Assembly number 25998 Colors Special Order Blu Swaters Metallic over Rosso Cartier Conolly Leather Sold New:June 4, 1997 by Ferrari Import Kroymans of Holland Timeless Modern Classic - Ferrari's Refined, Front-Engined V12 Gran Tourer Desirable European Delivery with 6-Speed Gated Transmission In Striking Original Livery Driver Source Fine Motorcars 14750 Memoriaö Drive Huston Texas Contact details sales@driversource.com 1 (281) 497-1000 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright Excellently Preserved in Stock Configuration Original Ferrari Glass with All Matching Security Etched Glass (A895ASK) Restored 'Sticky Buttons' Tight Supple Leather Upholstery and Carpeting Glossy Paint and Presentation Well serviced over the years with Record File Continuous Service History Log from 1997-2008 Previous Major Service completed at 51,945 kilometers by Munsterhuis Sportscars / Hengelo Ferrari Continental Extreme Contact Tire – dated 2022 Summer 2023 Inspection and 'Major' Belt Service by DriverSource Belt Service – New Belts, Tensioners, Gaskets, Seals, and Water Pump New Battery Air Conditioning Assessment and Repair Clean, Pressure Flush and Test Evaporator New Condenser and Expansion Valve A/C Lines Recharge and Pressure Test Engine Oil and Brakes Fluid Flush R&I Headliner and Leather Trim Pieces Sony (Ferrari) XR-F21RDS Restoration 40 Hour Detailing and Steam clean of underside in preparation for sale Supported Original VIN-Matched Owner's Manuals in Leather Folio Owner's Manual, Owner's Warranty and Service Book, Hi-Fi System Manual and Warranty Card, Sales and Service Organization Booklet, Direct Line Book, Alarm System Instructions, Conolly Leather Phamplet and 2 Keys with Remotes Complete with Tool Kit, Emergency Light, Tire Inflators in Case and Dust Bag, Ferrari Seat Covers and Steering Wheel Cover with Bag, Clean Carfax & Auto Check Reports Like the cars that made Ferrari famous in the 1950s and 1960s, the 550 Maranello is a GT meant for high-speed, cross-country travel, with all of the essential Ferrari pieces present and accounted for. Its style comes from Pininfarina; Scaglietti built the all-aluminum bodywork, and the 5.5-liter DOHC V-12 under the hood produces 479hp. The rear-mounted transaxle helps balance out this 3,726-pound car, and the six-speed manual features a classic gated shifter with a polished metal lever and knob. Conceived to be a classic from the start, Ferrari's discerning customers demanded not just out and out performance, but also drivability, luxury, and comfort. Displaying 56,850 kms (35,324) original miles, the 550 remains well preserved throughout, including upholstery, trim and original numbered etched glass all around. The front bumber and hood were previously repainted due to normal road rash and stone chips. Both Carfax and Auto Check report a clean brief history here in the US. The Maranello's most recent “Major Service” was commissioned in Summer 2023 at 56,600 kms, comprised of a complete timing belt service with new gaskets, seals and water pump, battery, fluids, filters, plugs and air conditioning service. Followed by a major 40 hour detailing in preparation for sale. The car performs well as expected, with excellent power and the most intoxicating sound, while manually rowing through the gears. A tremendous complement to Ferrari's iconic GTs of years past. Ferrari's 550M as the reborn Daytona, surely ranks among the upper echelon of modern Gran Tourers. With its stunning and unique livery, recent services and unmistakably beautiful ensemble, enthusiasts and astute collectors alike are encouraged to take a closer look at this example. The above vehicle information is accurate to the best of our knowledge at the time it is posted to this website. It is provided 'as-is', without warranties as to its accuracy, whether expressed or implied, and is intended for informational purposes only. Corrections or additional information is always appreciated. Other Cars from Driver Source Fine Motorcars 1984-Ferrari-512-BBi-01.webp 1984-Ferrari-512-BBi-02.webp 1984-Ferrari-512-BBi-15.webp 1984-Ferrari-512-BBi-01.webp 1/15 1984 Ferrari 512 BBi Driver Source Fine Motorcars United States 1981-Mercedes-Benz-500-SL-01.webp 1981-Mercedes-Benz-500-SL-02.webp 1981-Mercedes-Benz-500-SL-20.webp 1981-Mercedes-Benz-500-SL-01.webp 1/20 1981 Mercedes-Benz 500 SLC Driver Source Fine Motorcars United States 1973-Ferrari-246-GTS-Dino-01.webp 1973-Ferrari-246-GTS-Dino-02.webp 1973-Ferrari-246-GTS-Dino-15.webp 1973-Ferrari-246-GTS-Dino-01.webp 1/15 1973 Ferrari 246 GTS Dino Driver Source Fine Motorcars United States Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

The second-generation Corvette debuted for the 1963 model year as the culmination of more than half a decade of research on and off the track. Rechristened the Sting Ray, it was an instant sensation. The revolutionary exterior design only heightened its appeal, particularly on the all-new coupe body with its raised “spine” running the length of the roof and bisecting the rear window. Complaints of obstructed rear visibility soon saw the iconic split-window design replaced with a more conventional one for 1964, ensuring that the 1963 Corvette Sting Ray Coupe would become one of the most sought-after American collector cars of all time. This particular “split-window” ventures beyond typical Corvette mystique into the realm of mystery. With a chassis number ending in “666” and a production date of 30 October 1962—the day before Halloween—how could it not? Whether its original Tuxedo Black exterior and fiery red interior were deliberate choices or unholy happenstance, we may never know. A window sticker on file lists Dailey’s Chevrolet in—appropriately enough—Erie, Pennsylvania as dealer that sold the car new (note that a Shipping Data Report from the National Corvette Restorers Society cites Luby Chevrolet of Forest Hills, New York as the original receiving dealer). Also noted were the options of red vinyl trim, a four-speed manual transmission, signal-seeking radio, Positraction limited-slip rear differential, and 327-cubic-inch L76 V-8—making it one of 6,978 Corvettes built for the 1963 model year with the 340-horsepower engine. Little else is known of its early history, but by the early 1990s, it was with an owner in Lebanon, Pennsylvania who would sell it to a Corvette specialist out of Ozark, Missouri in 2008. The car was given a comprehensive body-off restoration to concours standards with the help of numerous other marque specialists throughout the country, photos and invoices for which are on file. A Bloomington Gold Certification, two NCRS Top Flight Awards, and a Gold Spinner Certificate from the Houston Chevy/Vettefest Nationals testify to the quality of workmanship and attention to detail. After passing briefly to a subsequent owner in New Jersey, the Corvette entered the Dare to Dream Collection in 2013, where it has been well cared-for. This sinister Sting Ray coupe has since remained enshrined and well-preserved within the collection, awaiting the opportunity to beguile its next caretaker. 1963 Chevrolet Corvette Sting Ray 'Split-Window' Coupe RM Sotheby's If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 24-0520006 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS Canada Dealer This Car Contact the Dealer I am Interested Legal & Copyright Engine number 3102666 Documents Canadian Registration Nicknamed the “Devil’s Car” for its chassis number ending in “666,” production date of Halloween eve, and black-over-red color scheme Well-preserved concours-quality restoration to factory specifications completed in 2010; numbers-matching 327 cu.-in. L76 V-8 Bloomington Gold Certified and recipient of two NCRS Top Flight Awards; extensive history file with original window sticker and restoration documents RM Sotheby's 1 Classic Car Drive Blenheim Ontario Contact details clientservices@rmsothebys.com + 1 519 352 4575 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright The second-generation Corvette debuted for the 1963 model year as the culmination of more than half a decade of research on and off the track. Rechristened the Sting Ray, it was an instant sensation. The revolutionary exterior design only heightened its appeal, particularly on the all-new coupe body with its raised “spine” running the length of the roof and bisecting the rear window. Complaints of obstructed rear visibility soon saw the iconic split-window design replaced with a more conventional one for 1964, ensuring that the 1963 Corvette Sting Ray Coupe would become one of the most sought-after American collector cars of all time. This particular “split-window” ventures beyond typical Corvette mystique into the realm of mystery. With a chassis number ending in “666” and a production date of 30 October 1962—the day before Halloween—how could it not? Whether its original Tuxedo Black exterior and fiery red interior were deliberate choices or unholy happenstance, we may never know. A window sticker on file lists Dailey’s Chevrolet in—appropriately enough—Erie, Pennsylvania as dealer that sold the car new (note that a Shipping Data Report from the National Corvette Restorers Society cites Luby Chevrolet of Forest Hills, New York as the original receiving dealer). Also noted were the options of red vinyl trim, a four-speed manual transmission, signal-seeking radio, Positraction limited-slip rear differential, and 327-cubic-inch L76 V-8—making it one of 6,978 Corvettes built for the 1963 model year with the 340-horsepower engine. Little else is known of its early history, but by the early 1990s, it was with an owner in Lebanon, Pennsylvania who would sell it to a Corvette specialist out of Ozark, Missouri in 2008. The car was given a comprehensive body-off restoration to concours standards with the help of numerous other marque specialists throughout the country, photos and invoices for which are on file. A Bloomington Gold Certification, two NCRS Top Flight Awards, and a Gold Spinner Certificate from the Houston Chevy/Vettefest Nationals testify to the quality of workmanship and attention to detail. After passing briefly to a subsequent owner in New Jersey, the Corvette entered the Dare to Dream Collection in 2013, where it has been well cared-for. This sinister Sting Ray coupe has since remained enshrined and well-preserved within the collection, awaiting the opportunity to beguile its next caretaker. Other Cars from RM Sotheby's 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1967-Lamborghini-Miura-P400-by Bertone-02.webp 1967-Lamborghini-Miura-P400-by Bertone-20.webp 1967-Lamborghini-Miura-P400-by Bertone-01.webp 1/20 1967 Lamborghini Miura P400 by Bertone RM Sotheby's United States 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-02.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-15.webp 1961-Ferrari-250-GT-Cabriolet-Series-II-by-Pininfarina-01.webp 1/15 1961 Ferrari 250 GT Cabriolet Series II by Pininfarina RM Sotheby's Monaco Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

On offer from the Bunbury Collection. A right-hand drive Series III example subject to signifcant expenditure with Iain Tyrell Classic Cars in 2025. 1975 Lamborghini Espada S3 Iconic Auctioneers Ltd If you are interested in the content of this listing, please contact the Dealer. Contact details are indicated below in the section "Contact the Dealer." Should you require confidential support from SpeedHolics for your inquiry, kindly complete the section "I am Interested." This listing is provided by SpeedHolics solely for the purpose of offering information and resources to our readers. The information contained within this listing is the property of the entity indicated as the "Dealer." SpeedHolics has no involvement in the commercial transactions arising from this listing, and we will not derive any financial gain from any sales made through it. Furthermore, SpeedHolics is entirely independent from the "Dealer" mentioned in this listing and maintains no affiliation, association, or connection with them in any capacity. Any transactions, engagements, or communications undertaken as a result of this listing are the sole responsibility of the parties involved, and SpeedHolics shall bear no liability or responsibility in connection therewith. For more information, please refer to the "Legal & Copyright" section below. SH ID 26-0121003 FEATURED BY SPEEDHOLICS In Stock SEARCH OTHER CARS United Kingdom Auction This Car Contact the Dealer I am Interested Legal & Copyright Engine Number 41425 Transmission Manual Body Colour Tahiti Blue Iconic Auctioneers Ltd The Forge, Harwoods House, Banbury Road Ashorne United Kingdom Contact details inquiries@iconicauctioneers.com +44 (0) 1926 691 141 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright On offer from the Bunbury Collection. A right-hand drive Series III example subject to signifcant expenditure with Iain Tyrell Classic Cars in 2025. Other Cars from Iconic Auctioneers Ltd 1965-Jaguar-E-Type-4.2-01.webp 1965-Jaguar-E-Type-4.2-02.webp 1965-Jaguar-E-Type-4.2-15.webp 1965-Jaguar-E-Type-4.2-01.webp 1/15 1965 Jaguar E-Type 4.2 Iconic Auctioneers Ltd United Kingdom 1975-De-Tomaso-Pantera-GTS-01.webp 1975-De-Tomaso-Pantera-GTS-02.webp 1975-De-Tomaso-Pantera-GTS-09.webp 1975-De-Tomaso-Pantera-GTS-01.webp 1/8 1975 De Tomaso Pantera GTS Iconic Auctioneers Ltd United Kingdom 1976-Lamborghini-Espada-Series-III-01.webp 1976-Lamborghini-Espada-Series-III-02.webp 1976-Lamborghini-Espada-Series-III-15.webp 1976-Lamborghini-Espada-Series-III-01.webp 1/15 1976 Lamborghini Espada Series III Iconic Auctioneers Ltd United Kingdom Last Featured Cars 1992-Subaru-SVX-01.webp 1992-Subaru-SVX-02.webp 1992-Subaru-SVX-10.webp 1992-Subaru-SVX-01.webp 1/10 1992 Subaru SVX DLS Automobile Germany 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-02.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-15.webp 1990-Porsche-911-964-Carrera-RS-IROC-Evocation-01.webp 1/15 1990 Porsche 911 964 Carrera RS IROC Evocation Classic Connection United Kingdom 1964-Alfa-Rome-TZ-01.jpg 1964-Alfa-Rome-TZ-02.jpg 1964-Alfa-Rome-TZ-20.jpg 1964-Alfa-Rome-TZ-01.jpg 1/20 1964 Alfa Romeo TZ Oldtimer Galerie International GmbH Switzerland

When Jaguar unveiled its E-Type at the Geneva Motor Show in March 1961, it was a complete surprise. It was a surprise because no one had received any prior information about the Coventry-based brand's future Grand Touring, and also because the E-Type's styling totally captivated the crowds. A line signed by William Lyons, a sporty yet comfortable chassis and first-class performance characterized the new Jaguar E-Type. Not to mention the unrivalled price, which was three times less than a Ferrari and half that of a Maserati... Since the end of the war, Jaguar has been the perfect symbol of the English Grand Touring. The whole genealogy of XK roadsters (120 to 150) has largely contributed to build this sporty image in addition to the numerous victories in major competitions. But at the dawn of the 1960s, despite all their qualities, the XKs could not hide their age. So, in secret, Coventry worked on a replacement. The journalists of the time were kept completely out of the loop and the few perspective drawings that were revealed were far from reality. On March 15 at the Geneva Motor Show, there was a rush of journalists in the Eaux-Vives park. They all wanted to have a preview of the new star of Coventry. Then, it's the big crowd at the Geneva show. The comments and reactions are dithyrambic. Each time a Jaguar E-Type appears in the street, there is a crowd. Many stars and personalities were quick to order the beautiful English car: Françoise Sagan, Johnny Halliday, Bernard Consten, Charles Trenet, Pierre Bardinon, Robert Hirsch, not to mention the crowned heads. But not only satisfied with offering a breathtaking line, the Jaguar E-Type could boast of having a chassis very advanced for the time... The design of the Jaguar E-Type has often been attributed to Sir William Lyons. But as in every car genesis, there is a captain at the helm, and a whole team behind him working in his shadow. Malcolm Sayer, an aerodynamicist from the aircraft industry, was responsible for the design. Using a very light tubular chassis, our English designer gave the Jaguar E-Type an immensely long and flat hood that quickly contributed to the magnetism of the noble GT from Coventry. The opening of the hood is total with the complete block tilting forward and uncovering the entire engine. At the front, a small grille looks like a suggestive open mouth leaving the door open to the most fertile imaginations. Two round headlights are under globes and recessed. The rear is a fastback with the roof coming down to the slim taillights. The glass surfaces are distinguished by very thin and elegant chrome-clad pillars. Finally, the rear of the Jaguar E-Type is characterized by very curved wings. As you will soon realize, there is a lot of charm and femininity in this design. The finish on board does not suffer from criticism, on the contrary, and a consequent trunk allowed to consider long trips. Isn't that the main purpose of a GT car? Jaguar owes so much to the XK engine that we cannot talk about it without recalling its history. When the Jaguar XK120 roadster was presented at Earls Court in 1948, the British car show, the public fell in love with it immediately. Its name "XK 120" comes precisely from its engine and its performance. Equipped with the XK block, this in-line six of Jaguar design, it allowed the Jaguar XK120 Roadster a maximum speed of... 120 miles per hour! Born in 3,4 liters with a cast iron block and an aluminum cylinder head, its distribution was done by two overhead camshafts. Not bad in 1948! For the Jaguar Type E, Coventry equips it with a rebored version of the engine XK. The in-line 6 has now a displacement of 3,8 liters (87x106 mm) and keeps its character of long stroke engine. This means more torque from the lowest rpm. The power announced by the factory is 265hp SAE at 5500 rpm and a torque of 35.9 mkg at 5500 rpm. Even today, the performance provided by the XK 3.8 engine to the Jaguar E-Type is uncommon, with a top speed of 240 km/h and a 0 to 100 km/h time of less than 8 seconds. For its chassis, the Jaguar E-Type has been the object of the most attentive care. Indeed, many solutions were taken from the competition. For the new Coventry GT, the chassis engineers (Bob Knight and Norman Dewis) designed a cradle that is independent of the body. It receives the rear suspension, the brakes, and the differential. It is then attached to the body by V-shaped silents blocks. This allows to isolate the passenger compartment from any parasite coming from the suspensions and/or from the irregularities of the road. For the front end, it's almost a "copy and paste" of the D-Type racing structure. Two triangulated levers are superimposed on each other, the lower one hosting the front end of the longitudinal torque arm. To slow down its sharp-clawed feline, Jaguar used the principle of disc brakes, which had been successfully introduced in the 24 Hours of Le Mans in June 1953 with the Jaguar C-Type. All four wheels are equipped with disc brakes and a separate dual braking system is fitted. With a contained weight of 1,220 kg, the Jaguar E-Type boasts a very flattering power-to-weight ratio that allows it to apply for true sports car status. The handling is very modern, and it is especially the driving comfort that amazes. It's easy to understand why Jaguar has built a reputation for itself in the field of chassis. Unlike the D-Type, the E-Type was not initially designed as a race car, but that didn't stop the factory from supporting some well-known privateers. Graham Hill for Equipe Endeavour with ECD400 and Roy Salvadori for John Coombs with BUY1 had some success in 1961 against the dominant Ferrari 250 GTs, but it was clearly a competition between a road car (the E-Type) and a lighter, built-to-win Ferrari. No Jaguar appeared at Le Mans in 1961. But that same year, John Coombs' car was a in fact a factory development car. It was built with a thinner steel monocoque. It reappeared at the start of the 1962 season registered 4WPD, with a Type D wet sump engine, improved brakes and suspension, and an aluminum hardtop. This car, which was destroyed during the Easter Cup at Goodwood (driven by Salvadori), was rebuilt by the factory to what would henceforth be called "Lightweight" specifications. Subsequently, 11 more Type E Lightweight roadsters were built, plus two more coupes and a dozen semi-lightweights. The true Lightweight specification included an all-aluminum monocoque, all-alloy 3.8-liter dry-sump engine, Type D Wide Angle cylinder head, Lucas mechanical fuel injection, ZF 5-speed transmission, Mk IX disc brakes, hardtop, aluminum doors and trunk, wider rear track with modified Mk X wishbones, anti-dive front suspension, lower steering rack, sport seats, special Dunlop alloy wheels similar to Type D. This reduced the weight by 270kg and with more than 340hp, the E-Type became a real opponent to the Ferrari 250 GTO. But due to reliability problems, most of the ZF alloy engines and gearboxes were soon replaced by Jaguar cast iron blocks and in-house gearboxes. Despite this, the factory never really supported the racing program, and by 1964, it was all over. The Lightweight arrived 2 years too late and was never sufficiently developed. Today, Jaguar E-Types in their FIA version are racing all over the world with ever increasing success. The sporty qualities of the E-Type make it a formidable racer today, whether in the rugged stages of the Tour Auto, the hotly contested TT race at Goodwood or in endurance races such as the Sixties' Endurance or the Spa 6 hours. Our Jaguar 3.8L Roadster was delivered to the American dealer in New York on August 14th 1963. After a quiet life in the USA, our car was imported to Europe and modified in 2011 by Martin O'Connell Racing. It's a Semi-Lightweight specification race car with a steel monocoque, dressed up with an aluminum bonnet, hard top, boot and doors. It then passed to Pearson Engineering who will take over the complete set up before we source the car for one of our customers in December 2019. The gearbox is a fully synchronized Denis Welch close-ratio, with power transmitted via a racing clutch to an oil-cooled limited-slip differential. Jaguar Mk9 front calipers, Dunlop magnesium alloy wheels, etc... The cast iron 'straight port' engine was rebuilt in 2023 by AS Classic Engineering (Alexandre SURBERE), who has just serviced it after 10 hours on the track. A recent visit to the power bench revealed 320 bhp and 417Nm of torque. Our E-Type has proved to be a very fast and reliable Jaguar with successes in the HSCC, the Masters and the E-Type Challenge. It has also competed at Goodwood in the dedicated E-Type race, as well as in the VSCC's Pomeroy Trophy, finishing 5th overall, and more recently in Peter Auto's Le Mans Classic and Sixties' Endurance. Accompanied by an FIA International PTH valid until the end of 2030, this E-Type has always performed well and been extremely reliable. It comes with a set of spare wheels, a spare gearbox to rebuild and a host of spare parts to give you peace of mind for any race. It's ready for the 2024 season! 1963 Jaguar E-Type Roadster Historic Cars If you are interested in the content of this listing, please contact the Dealer. 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For more information, please refer to the "Legal & Copyright" section below. SH ID 23-1204030 FEATURED BY SPEEDHOLICS Sold SEARCH OTHER CARS France Dealer This Car Contact the Dealer I am Interested Legal & Copyright Historic Cars Allée Freres Voisin Paris France Contact details cars@historiccars.fr +33626486171 Visit dealer's website If you are intrested in this car and you would like SpeedHolics to put you in touch with the right person, please fill in this form. Let us arrange everything for you. How to contact you? I'd like to receive weekly updates about new listings SUBMIT We take your privacy seriously. While submitting your information please check our Privacy Policy & Terms of Use Your content has been submitted Disclaimer SpeedHolics has not been paid to feature this product or brand, nor will we profit from any purchases you may make through the links in this article. We’re a fully independent website. SpeedHolics provides the information contained in this section solely as a resource for its users without any form of assurance. While SpeedHolics tries to provide high quality content, it does not guarantee the accuracy, reliability, appropriateness for use or timeliness of this information. Visitors to this page should not act or refrain from acting on the basis of any of the material it contains without first conducting their own investigations and seeking professional advice specific to their own situation if necessary. We will not be liable for any transactions carried out by you as a result of the information that you can find on this page. Please exercise your due diligence. Dealers Support Are you the owner of this content and you want to make changes or to ask any questions to our editorial team? Write an email to team@speedholics.com. Copyright & DMCA Photos and texts are property and copyright of the respective owner as indicated in the section "Dealer" of this page. SpeedHolics has requested and obtained written authorisation to reproduce the content. Copyright holders who believe their rights under copyright law have been infringed are invited to follow our notice and takedown procedure as required by DMCA regulations. The notice and take down procedure is described here: https://www.speedholics.com/copyright When Jaguar unveiled its E-Type at the Geneva Motor Show in March 1961, it was a complete surprise. It was a surprise because no one had received any prior information about the Coventry-based brand's future Grand Touring, and also because the E-Type's styling totally captivated the crowds. A line signed by William Lyons, a sporty yet comfortable chassis and first-class performance characterized the new Jaguar E-Type. Not to mention the unrivalled price, which was three times less than a Ferrari and half that of a Maserati... Since the end of the war, Jaguar has been the perfect symbol of the English Grand Touring. The whole genealogy of XK roadsters (120 to 150) has largely contributed to build this sporty image in addition to the numerous victories in major competitions. But at the dawn of the 1960s, despite all their qualities, the XKs could not hide their age. So, in secret, Coventry worked on a replacement. The journalists of the time were kept completely out of the loop and the few perspective drawings that were revealed were far from reality. On March 15 at the Geneva Motor Show, there was a rush of journalists in the Eaux-Vives park. They all wanted to have a preview of the new star of Coventry. Then, it's the big crowd at the Geneva show. The comments and reactions are dithyrambic. Each time a Jaguar E-Type appears in the street, there is a crowd. Many stars and personalities were quick to order the beautiful English car: Françoise Sagan, Johnny Halliday, Bernard Consten, Charles Trenet, Pierre Bardinon, Robert Hirsch, not to mention the crowned heads. But not only satisfied with offering a breathtaking line, the Jaguar E-Type could boast of having a chassis very advanced for the time... The design of the Jaguar E-Type has often been attributed to Sir William Lyons. But as in every car genesis, there is a captain at the helm, and a whole team behind him working in his shadow. Malcolm Sayer, an aerodynamicist from the aircraft industry, was responsible for the design. Using a very light tubular chassis, our English designer gave the Jaguar E-Type an immensely long and flat hood that quickly contributed to the magnetism of the noble GT from Coventry. The opening of the hood is total with the complete block tilting forward and uncovering the entire engine. At the front, a small grille looks like a suggestive open mouth leaving the door open to the most fertile imaginations. Two round headlights are under globes and recessed. The rear is a fastback with the roof coming down to the slim taillights. The glass surfaces are distinguished by very thin and elegant chrome-clad pillars. Finally, the rear of the Jaguar E-Type is characterized by very curved wings. As you will soon realize, there is a lot of charm and femininity in this design. The finish on board does not suffer from criticism, on the contrary, and a consequent trunk allowed to consider long trips. Isn't that the main purpose of a GT car? Jaguar owes so much to the XK engine that we cannot talk about it without recalling its history. When the Jaguar XK120 roadster was presented at Earls Court in 1948, the British car show, the public fell in love with it immediately. Its name "XK 120" comes precisely from its engine and its performance. Equipped with the XK block, this in-line six of Jaguar design, it allowed the Jaguar XK120 Roadster a maximum speed of... 120 miles per hour! Born in 3,4 liters with a cast iron block and an aluminum cylinder head, its distribution was done by two overhead camshafts. Not bad in 1948! For the Jaguar Type E, Coventry equips it with a rebored version of the engine XK. The in-line 6 has now a displacement of 3,8 liters (87x106 mm) and keeps its character of long stroke engine. This means more torque from the lowest rpm. The power announced by the factory is 265hp SAE at 5500 rpm and a torque of 35.9 mkg at 5500 rpm. Even today, the performance provided by the XK 3.8 engine to the Jaguar E-Type is uncommon, with a top speed of 240 km/h and a 0 to 100 km/h time of less than 8 seconds. For its chassis, the Jaguar E-Type has been the object of the most attentive care. Indeed, many solutions were taken from the competition. For the new Coventry GT, the chassis engineers (Bob Knight and Norman Dewis) designed a cradle that is independent of the body. It receives the rear suspension, the brakes, and the differential. It is then attached to the body by V-shaped silents blocks. This allows to isolate the passenger compartment from any parasite coming from the suspensions and/or from the irregularities of the road. For the front end, it's almost a "copy and paste" of the D-Type racing structure. Two triangulated levers are superimposed on each other, the lower one hosting the front end of the longitudinal torque arm. To slow down its sharp-clawed feline, Jaguar used the principle of disc brakes, which had been successfully introduced in the 24 Hours of Le Mans in June 1953 with the Jaguar C-Type. All four wheels are equipped with disc brakes and a separate dual braking system is fitted. With a contained weight of 1,220 kg, the Jaguar E-Type boasts a very flattering power-to-weight ratio that allows it to apply for true sports car status. The handling is very modern, and it is especially the driving comfort that amazes. It's easy to understand why Jaguar has built a reputation for itself in the field of chassis. Unlike the D-Type, the E-Type was not initially designed as a race car, but that didn't stop the factory from supporting some well-known privateers. Graham Hill for Equipe Endeavour with ECD400 and Roy Salvadori for John Coombs with BUY1 had some success in 1961 against the dominant Ferrari 250 GTs, but it was clearly a competition between a road car (the E-Type) and a lighter, built-to-win Ferrari. No Jaguar appeared at Le Mans in 1961. But that same year, John Coombs' car was a in fact a factory development car. It was built with a thinner steel monocoque. It reappeared at the start of the 1962 season registered 4WPD, with a Type D wet sump engine, improved brakes and suspension, and an aluminum hardtop. This car, which was destroyed during the Easter Cup at Goodwood (driven by Salvadori), was rebuilt by the factory to what would henceforth be called "Lightweight" specifications. Subsequently, 11 more Type E Lightweight roadsters were built, plus two more coupes and a dozen semi-lightweights. The true Lightweight specification included an all-aluminum monocoque, all-alloy 3.8-liter dry-sump engine, Type D Wide Angle cylinder head, Lucas mechanical fuel injection, ZF 5-speed transmission, Mk IX disc brakes, hardtop, aluminum doors and trunk, wider rear track with modified Mk X wishbones, anti-dive front suspension, lower steering rack, sport seats, special Dunlop alloy wheels similar to Type D. This reduced the weight by 270kg and with more than 340hp, the E-Type became a real opponent to the Ferrari 250 GTO. But due to reliability problems, most of the ZF alloy engines and gearboxes were soon replaced by Jaguar cast iron blocks and in-house gearboxes. Despite this, the factory never really supported the racing program, and by 1964, it was all over. The Lightweight arrived 2 years too late and was never sufficiently developed. Today, Jaguar E-Types in their FIA version are racing all over the world with ever increasing success. The sporty qualities of the E-Type make it a formidable racer today, whether in the rugged stages of the Tour Auto, the hotly contested TT race at Goodwood or in endurance races such as the Sixties' Endurance or the Spa 6 hours. Our Jaguar 3.8L Roadster was delivered to the American dealer in New York on August 14th 1963. After a quiet life in the USA, our car was imported to Europe and modified in 2011 by Martin O'Connell Racing. It's a Semi-Lightweight specification race car with a steel monocoque, dressed up with an aluminum bonnet, hard top, boot and doors. It then passed to Pearson Engineering who will take over the complete set up before we source the car for one of our customers in December 2019. The gearbox is a fully synchronized Denis Welch close-ratio, with power transmitted via a racing clutch to an oil-cooled limited-slip differential. Jaguar Mk9 front calipers, Dunlop magnesium alloy wheels, etc... The cast iron 'straight port' engine was rebuilt in 2023 by AS Classic Engineering (Alexandre SURBERE), who has just serviced it after 10 hours on the track. A recent visit to the power bench revealed 320 bhp and 417Nm of torque. Our E-Type has proved to be a very fast and reliable Jaguar with successes in the HSCC, the Masters and the E-Type Challenge. It has also competed at Goodwood in the dedicated E-Type race, as well as in the VSCC's Pomeroy Trophy, finishing 5th overall, and more recently in Peter Auto's Le Mans Classic and Sixties' Endurance. Accompanied by an FIA International PTH valid until the end of 2030, this E-Type has always performed well and been extremely reliable. It comes with a set of spare wheels, a spare gearbox to rebuild and a host of spare parts to give you peace of mind for any race. It's ready for the 2024 season! 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