The September 22-24 event takes place at the Kent Island Yacht Club on the Kent Narrows and includes pre- and post-war classes of automobiles and a selection of Chesapeake Bay yachts and antique boats. Sunday, September 24 is set aside for spectators and offers a day of grand classic motoring, lively music, and Eastern Shore cuisine and libations in a casually elegant waterfront setting.

“The Delahaye’s aerodynamic curves and lines embrace elegance like no other,” says St. Michaels Concours d’Elegance Chairman Luke L. Phipps. “The world-renowned Audrain Auto Museum of Newport is entering a 1951 Delahaye, just one week before their own prestigious Concours & Motor Week. We feel extremely honored by their participation.”

Phipps says the 1951 Delahaye 135M remains in remarkable overall condition, including its very attractive two-tone gray finish, supple red leather interior with exquisite, burled wood trim, and whitewall tires.

The Delahaye’s 135, introduced in Paris in 1935, was a rare model that straddled both the pre-war and post-war eras. It boasted a brand-new chassis with the same 3.6-liter, six-cylinder engine first seen in the earlier Type 138, and it proved to be a remarkable automobile upon its release. The 135 proved to more than hold its own in competition, as it swept the top six places at Marseilles in 1936. In the following years, leading up to the beginning of the Second World War, the 135 further cemented its reputation, taking second place overall at Le Mans in 1937 and placing first, second, and fourth the following year.

“Even today, six decades after the final Delahaye was produced, the famous 135 series cars remain very highly regarded as some of the most compelling French automobiles ever produced,” Phipps says.

The invitational class of Corvettes includes six automobiles known on the racetracks at Le Mans, Sebring, and Daytona. The 1960 Corvette Briggs Cunningham Le Mans Racer #1 is a motorsports icon and will be on display at the event. The Corvette was personally driven by Briggs Cunningham and has been fully restored to its original 1960 Le Mans delivery. The 1960 Corvette Briggs Cunningham Le Mans Racer #3—the first Corvette to win 1^st Class at the famous 24 Hours of Le Mans in 1960, a title held for more than 40 years—will also be on display, along with a 1956 Corvette SR-2 Racer, the first General Motors purpose-built and sponsored Corvette Racer.

Spectators can also take in the only 1962 Corvette and one of five straight-axle Corvettes to compete in the 24 Hours of Le Mans. The September/Turner Corvette was placed in the number one position, set by its 5.4-liter engine size. A 1966 Roger Penske Corvette Development L88 #9 will also be on display and is the only midyear Corvette with back-to-back wins in 1966 at Daytona, 24 Hours of Le Mans, and 12 Hours of Sebring. Wrapping up the invitational class is the 1968 Corvette L88 Rebel #4 Le Mans Racer, built by Toye English’s Red team as the successor to the legendary “Rebel.” This Le Mans Racer completed the 1972 24 Hours of Le Mans and finished first in class and third overall at the 1973 24 Hours of Daytona.

Phipps says a single-family-owned 1926 Isotta Fraschini will also be making its first public appearance at this year’s Concours and has been kept in pristine condition by the family since purchased new as a gift for the owner’s Italian grandmother.

An award ceremony takes place Sunday afternoon and includes a Chairman’s Award recognizing one automobile in the Corvette Collector Car Park, with Corvette owners encouraged to attend the event and line the entrance of the Yacht Club. Vendor tents and live music wrap up the event.

Public day-trippers are encouraged to come by boat, with dockage for weekend transients also available at the Kent Island Yacht Club and Hyatt Place Marina. Slips are limited, with advanced reservations needed, with more by contacting info@smcde.org.

Locally-sourced cuisine and craft libations will be available for purchase from the Kent Island Yacht Club, with early-bird discounted tickets for September 24 and more information about the event at www.smcde.org. 

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In 1950, a small group of Americans crossed the Atlantic Ocean intent on conquering Europe’s snootiest automotive competition: the 24 Hours of Le Mans race (les vingt-quatre heures du Mans). They were properly prepared, as their arsenal included two examples of America’s best— a pair of big, brawny new Cadillacs.

One of those new Cadillacs was a race-prepped Series 61 coupe, the other a Series 61 specially fitted for the race with a custom roadster body.

The arrival of the 1950 Cadillacs in France for the Le Mans race was a homecoming of sorts. The cars’ very brand name was derived from the Frenchman who first settled Detroit, home of Cadillac Motor Car Co. This time, however, the American car company was going to attempt to conquer a little corner of France.

The French did not necessarily take this invasion well. The cars received more than their fair share of scrutiny by Le Mans race officials, who spent a significant amount of time ensuring the Cadillacs — especially the roadster race car — qualified for the race. The French press was likewise inhospitable.

Upon watching the large Cadillacs during practice as they listed on the track around diminutive Jaguars, Allards, Talbot-Lagos and other small European roadsters, the French press coined cheeky nicknames for the Cadillacs. They named the coupe Petit Pataud (French for “clumsy puppy”), and being especially abhorred by the custom roadster body, named it Le Monstre (“the monster”).

The crew importing the Cadillacs included men who were no strangers to speed and the quest to be the best at achieving it. Briggs Swift Cunningham, an affluent sportsman with a history of competing on land and water, created and funded the American team. He was joined by brothers Miles and Sam Collier, longtime friends who were likewise affluent motorsports enthusiasts. (The Colliers were founders of the Automobile Racing Club of America, which later became the Sports Car Club of America and, with Cunningham, had a hand in the establishment of Watkins Glen raceway.)

The men clearly knew the sport of racing from behind the wheel. But they needed someone who knew automobiles under the hood. That man was Bill Frick of Frick-Tappet Motors.

Frick was familiar with the power of the 160-hp, overhead-valve Cadillac V-8 engine that debuted for 1949, and he was planting them into new Fords formerly powered by now-antiquated flathead V-8s to create “Fordillacs.” Cunningham bought one of the first Fordillacs and regularly drove it, even racing it at Daytona Beach. The other half of Frick-Tappet Motors was Phil Walters, who used the pseudonym “Ted Tappet” when racing. Walters, aka “Tappet,” would be Cunningham’s co-driver at Le Mans.

Cunningham had originally hoped to run one of Frick’s Fordillacs at his first Le Mans race, which would give him Cadillac power in a lighter-weight Ford body. Upon learning that such a hybrid would not be accepted for entry at Le Mans, Cadillac chief engineer Ed Cole (who later became General Motors president) allegedly suggested Cunningham race the lightest Cadillacs in General Motors’ fleet, the Series 61 coupe. Cunningham would enter two Cadillacs in the up-to-8-liter class. To assist Cunningham, Cole designed a five-carburetor manifold that topped the 331-cid V-8 engine in the roadster that Cunningham was to enter at Le Mans. The Cadillac V-8 in the Series 61 coupe was fitted with a dual two-barrel-carburetor setup designed by GM engineer Frank Burrell. Le Mans’ governing body, Automobile Club de l’Ouest, forbid internal engine modifications, but did permit external changes, so these multi-carburetor setups were acceptable.

On the Cadillac roadster’s five-carburetor setup, a Carter carburetor was mounted in the center with a mechanical linkage permitting part throttle. At full throttle, the four Holley carburetors encircling it opened, but even at idle, the engine has a monstrous bellow.

For Frick’s familiarity with the new Cadillac engine, Cunningham commissioned him to prepare the two Cadillacs for the 24 Hours of Le Mans race. Frick also traveled to France to meet with team owner and roadster driver Briggs Cunningham (and roadster copilot and Frick-Tappet co-owner Phil Walters) and coupe drivers Sam and Miles Collier. In France, Frick would remain busy finishing race preparations and in the pits during the race itself. These men were joined by team chief Alec Ulmann, pre-eposeur d’essence (team “gas man”) Bill Spear and additional team members Hemp Oliver and John Oliveau. The latter served as a mechanic on the coupe and, as a Le Mans native, helped show the men the ropes in the town.

Behind the 331-cid Cadillac V-8, each car was equipped with the rarely specified, column-shifted Cadillac three-speed manual transmission. The manual transmission was lighter than a Hydra-Matic, which further maximized the performance of the Series 61, already the lightest Cadillac thanks, in part, to its 122-inch wheelbase that was 4 inches shorter than that of a Series 62.

Each Cadillac Series 61 was delivered with heavier-duty brakes and steel wheels from Cadillac’s commercial chassis models. Beyond the basic chassis, the two Series 61 Cadillacs were very different beasts, owing to their different bodies.

‘Le Monstre’ streamlined roadster

Automobile Club de l’Ouest permitted changes to a Le Mans entrant’s coachwork, so long as the chassis and engine internals were production units. One of the Cadillacs retained its stock Series 61 coupe body while the other chassis was dressed with the wind-tunnel-proven aluminum roadster body custom-built by Grumman Aircraft employees working after their regular shifts.

Howard Weinman, a Grumman Aircraft designer, designed the unique open-top roadster body after the shape of an airplane wing, and a model of his design was tested in a wind tunnel at Grumman. The finished body was 3 inches narrower than a standard 1950 Cadillac and had removable panels affixed by aircraft-type Dzus fasteners to allow quick access to chassis components. The panels themselves were fastened to a framework of small-diameter chrome-moly tubing. Le Mans required a shatter-proof glass windshield and race officials were convinced the streamliner’s curved windshield was actually plastic, recounted Sam Collier in an October 1950 Road and Track article reporting on his experience in the race.

A hood scoop fed air to the five carburetors, and a head fairing was built into the body and incorporated a roll bar for the driver. The result was a streamlined 3,705-pound roadster that was lighter than the Series 61 coupe upon which it was based, but only by about 115 pounds.

Like the coupe, the body of the roadster was painted the American international racing colors of blue on a white body. Cunningham embraced the nicknames “Le Monstre” and “Petit Pataud” and capped off the paint jobs by painting the names on the respective Cadillacs’ hoods. However, Cunningham’s team referred to the roadster as “the streamliner” when differentiating it from the Cadillac coupe raced at Le Mans.

Under its aluminum skin that so offended the French press, “Le Monstre” was made race-ready with an oil filter mounted in the wheelwell and ducting to cool the Cadillac commercial brakes with harder-than-standard brake linings. Taller rear differential gears were tested in “Le Monstre,” but it was found the roadster lost speed coming out of turns and so the standard gears were reinstalled.

Collier acknowledged the “clumsy” handling during practice and as reported by the French press. In his Road and Track article, he wrote the Cadillacs were found to be “a little jumpy in the back end.” To address this handling issue, French shock absorbers were installed at the rear before the race. The Le Mans course’s notorious fog also inspired them to fit French Marchal headlamps and fog lamps for better visibility to each car when the standard Cadillac lighting was found inadequate during practice runs.

Inside the unique cockpit, “Le Monstre” was fit with two bucket-type seats (one each for the driver and the copilot), a Sun tachometer and a bevy of additional gauges from Stewart-Warner, plus the stock speedometer. Thermocouples monitored the brake, transmission and rear axle temperatures. Each car was originally fitted with a ship-to-shore two-way radio in order for the drivers to communicate with the pit crew, but these were abandoned at race time.

‘Petit Pataud’ coupe

The Series 61 coupe raced by brother Sam and Miles Collier was far less radical-looking than the “Le Monstre” streamlined roadster raced by Cunningham and Walters, but it wasn’t straight off the showroom floor. Sam Collier said it had air scoops welded on the brake drums to aid cooling, and an extra 35-gallon fuel tank. Like the streamlined roadster, it had to be fitted with hood straps and manual windshield wipers to be eligible to race. It was while testing the Collier-driven Cadillac coupe at Le Mans that visibility was found inadequate with the original-equipment Guide headlamps, and the rear of the car to be “jumpy,” so it, too, received French rear shock absorbers and Marchal lamps before race day.

Collier reported that Frick & Tappet had installed the coupe’s dual two-barrel intake manifold and carburetors and fine-tuned the engine in his Rockville Centre, Long Island shop in New York before the cars were shipped by boat to France. Once on the continent, Frick continued to tweak the cars. Further adjustments became obvious when the French fuel was found to be of poor quality, perhaps of 70 octane, guessed Collier. He said they had to accelerate “gingerly” because of severe detonation, and had to be gentle coming out of turns as four pistons had broke in a Cadillac V-8 during practice due to detonation. Despite these limits, Miles Collier recorded a best lap time of 5 minutes, 42 seconds, while driving the Series 61 coupe. Overall, the Cadillac used one quart of oil per pit stop and averaged 6 miles per gallon. Its fastest speed was 117 mph on the Mulsanne Straight of the Le Mans course, and the car recorded an average speed of 81.5 mph.

The Finish Line

Although not as sleek as the Grumman-bodied streamliner, the Series 61 coupe crossed the finish line first. It wasn’t the streamlined car’s body that was necessarily to blame— a nasty slide into a sand bank two laps into the race left Cunningham scooping sand to free the car, which cost him approximately one-half hour and damaged the area around the left-hand headlamp.

The damage to Le Monstre’s bodywork was the second such incident. Before the race, Walters had been driving the daughter of the secretary of Automobile Club de l’Ouest and crashed the car while avoiding a wagon. An aluminum-welding expert had to be flown in to make the repairs before the race.

The Collier brothers-driven Series 61 coupe had its own on-track setback. At the start of the Le Mans race, drivers must run to their cars, jump in, fire them up and dart into the race fold. Locked doors on the coupe left the Colliers scurrying for keys. Later, in the race, a stray dog crossed the track in front of the coupe, causing it to stop.

In the end, Le Monstre’s slickness caused it to gain ground in the race and on the coupe, but the coupe still finished one place ahead. When the Cadillacs crossed the finish line, the coupe had finished a very respectable 10th overall in the extremely competitive race, with Le Monstre right behind in 11th place. Although neither had won the race, the French are said to have stopped laughing at the lumbering American cars and begun respecting them.

After the Race

Upon the conclusion of the 1950 Le Mans race, the Cadillacs were shipped back to the United States. By this time, Cunningham had the makings of a stunning car collection, and the Le Mans Cadillacs joined Duesenbergs and other prewar exotics. Cunningham used his first Le Mans race to expand his racing experience and develop his own car. He bought Frick-Tappet Motors and created the Cunningham two-seat roadster, which was initially Cadillac-powered. He would return to Le Mans nine more times.

The Le Mans Cadillacs weren’t both left to gather dust in Cunningham’s garage. While the streamlined roadster was obviously a purpose-built machine with little other use, the coupe was employed by Cunningham to tow other race cars, and tens of thousands of miles were eventually accumulated on its odometer. Each Le Mans Cadillac remained in Cunningham’s California-based collection until he sold it in its entirety to Miles Cunningham, Jr. on Dec. 31, 1986. Collier, whose father had raced the Series 61 Cadillac coupe with his uncle, became the next custodian and retains both Le Mans Cadillacs in the Revs Institute in Naples, Fla. In recent years, the Le Mans Cadillacs have been traveling the show circuit, largely untouched since they were raced (the damage to the streamlined roadster was repaired soon after the race, and the coupe has since been fitted with a single four-barrel carburetor).

In 2022, the Cadillacs appeared at the Cadillac & LaSalle Club Museum and Research Center’s Cadillac Fall Festival alongside other notable Cadillac race cars. More recently, these historic race cars were on hand in February when Cadillac debuted its three new electrified V-LMDh race cars ahead of the Rolex 24 at Daytona. The Le Mans Cadillacs’ presence at these notable events and the crowds that they attract show that while their racing days are over, they remain important artifacts of Cadillac and racing history.

Special thanks to Paul Kierstein and Scott George of the Revs Institute and Lars Kneller of the Cadillac & LaSalle Club for making the cars and information about them available.

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Bonhams – One of the most important early racing Jaguars – a 1963 E-Type Lightweight Competition, owned and raced by the giant of US motorsport, Briggs Cunningham – will be in pole position at the Bonhams Quail Auction, leading the collector cars crossing the block in Carmel on August 19th.

Boasting impressive competition history as an official Cunningham team car, driven by champion drivers Augie Pabst and Walt Hansgen at Le Mans, this highly original E-Type Lightweight is among the most important examples of the rare competition model. The car returns to Quail Lodge, having been successfully sold at the Bonhams sale five years ago.

The Racing Jaguar E-Type

With the resounding success of the Jaguar D-Type in sportscar racing, not least in the 24 Hours of Le Mans, its successor was also destined for a career on the racetrack. Work started on the original E-Type (E1A) in 1957, evolving into the E2A racing development prototype which was campaigned in the French endurance race by Cunningham in 1960.

The already successful racing driver and team owner was involved at all stages of the car’s racing development, fielding an E-Type coupé at Le Mans in 1962, in which Roy Salvadori achieved fourth place.

A year later, Cunningham was offered early examples of the evolutionary E-type Lightweight Competition designed to meet the challenge posed by the Ferrari 250 GTO. A mere 12 cars were built with aluminum alloy bodies and an aluminum hardtop for added strength, with their 3.8-liter competition engines upgraded with Lucas fuel injection, and featuring modified chassis.

Known as GTO Killers, the Lightweight Competition cars were sold exclusively to preferred customers of Jaguar’s managing director, Lofty England, including Cunningham who acquired three, the second of which was the motorcar offered. Officially despatched on June 7, 1963, this E-Type, chassis S850664, was equipped with a four-speed gearbox for its debut in that year’s 24 Hours of Le Mans, with Cunningham’s champion drivers, Walt Hansgen and Augie Pabst, at the wheel.

Qualifying 14^th, the E-type was nevertheless forced into early retirement by gearbox failure. However, with the desirable five-speed ZF gearbox later fitted at the Jaguar factory, the Lightweight was driven to an 11^th overall finish for Cunningham by Hansgen and Paul Richards at the Road America 500 in September 1963. A 4th-place finish by Richards at the Bridgehampton 500 followed a week later.

After this brief competition career, the Jaguar was retired to Cunningham’s well-known museum in Costa Mesa, California, before being owned by a string of respected collectors including Anthony Bamford, Paul Vestey and Adrian Hamilton in the UK.

Having been significantly restored in the late 1980s, the Lightweight campaigned in historic races in the 1990s and was presented at other prestigious events, including the 1999 Goodwood Festival of Speed and 2001 Le Mans Legends, over the next decade.

The rare E-Type, which retains its factory-issued aluminum coachwork and matching-numbers alloy engine, now returns to Bonhams Quail Auction where it was acquired by the vendor – a prominent collector of important sports and racing cars – five years ago and is offered with a comprehensive history file.

It has been fastidiously maintained to highlight its 1963 Le Mans appearance and is ready for immediate use at premium vintage racing events and concours d’elegance worldwide. (Full catalogue description here: Bonhams : 1963 Jaguar E-Type Lightweight Competition Chassis no. S850664 Engine no. RA 1349-9S). 

The 25^th edition of the Bonhams Quail Auction takes place at the Quail Lodge & Golf Club in Carmel, California on Friday August 19 as a live auction, with telephone, internet and Bonhams app bids all welcome.

All lots will be available to view at the Bonhams Pavilion at Quail Lodge’s West Field on Wednesday August 17, 9am to 6pm; Thursday August 18, 9am to 6pm and Friday, sale day, from 8.30am.

The Bonhams Quail Auction is now online here: Bonhams: The Quail Auction

The Quail Auction August 19, 2022 at the Quail Lodge & Golf Club, Carmel, California

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BLENHEIM, Ontario – RM Sotheby’s announced a diverse lineup of coveted motorsport cars that will take center stage at its upcoming Amelia Island auction on May 22nd at the Ritz-Carlton. Leading the group is a 1960 Chevrolet Corvette Le Mans, representing a major milestone in American motorsports history.

As one of three Corvettes run by the team of American privateer Briggs Cunningham and developed with clandestine assistance by a Chevrolet team under Corvette lead Zora Arkus-Duntov for the 1960 24 Hours of Le Mans, the C1 Corvette, chassis no. 3535, represents Cunningham’s last effort to achieve his goal of winning the world’s most challenging race in an American car, with American drivers. Chassis 3535 was run during the race as the #1 livery driven by Bill Kimberly and retired after an accident during the race’s 32nd lap; nonetheless, the Cunningham team was led to a stunning class victory by the #3 livery of John Fitch and Bob Grossman. Considered lost until its rediscovery in 2012, the Corvette has been extensively modified during private ownership but still retains many extant features which confirm its historic provenance.

The Le Mans Corvettes solidified the Corvette as a signature mainstay of the marque’s catalogue for generations to come. Chassis 3535 is surely among the most iconic of Corvette race cars offered at auction in some time and its history offers an important testament to American motorsport efforts on the world stage offered without reserve.

Joining chassis no. 3535 on the auction block is a well-prepared 1965 Shelby 289 Cobra. CSX 2547 that was originally used as a demonstrator car by Shelby American and later retailed to Hayward Motors in California. Fitted with a 289 cu. in. V-8 engine paired to a four-speed manual transmission, this low-mileage example has been documented in the SAAC Cobra Registry and comes to auction ready to be driven and enjoyed by its next owner.

Adding to the list of motorsport-specification cars is a trio of competition-grade examples from the estate of well-known collector of race and rally greats, John Campion. Leading the group is a 1981 March 811 Formula 1. This particular example was driven by Derek Daly during the 1981 Formula One World Championship season and, subsequently, run by Val Musetti and John Graham in British Formula One and Can-Am events. The car was fully rebuilt, and track tested in 2016 by front-running Historic Formula One team Lyons Racing, and fitted with low hours Hyspeed Racing-built Cosworth DFV and Hewland FGA by PDS Racing. It comes to its next caretaker eligible for Masters Historic Racing events and the Monaco Grand Prix Historique, offered without reserve. Alongside the March 811, a three-time IMSA race-winning 1983 March-Chevrolet 83G IMSA GTP “Spirit of Miami” also joins the Amelia Island auction. This race car was driven in period by Randy Lanier to win the 1984 IMSA Camel GT Championship and by double World Champion Emerson Fittipaldi to pole position in the 1984 Miami Grand Prix. A two-time competitor at Sebring 12 Hour, finishing second overall in 1984, the March-Chevrolet was also driven by several Le Mans winners, including Al Holbert, Bill Whittington, and Don Whittington. Today it is presented in its Miami GP “Spirit of Miami” colors and is ready for immediate track use, offered without reserve. The final addition from Campion’s estate is the 2005 Lola B05/52 A1 Grand Prix, which was used by the A1 Team Ireland franchise throughout the 2007/8 A1 Grand Prix season. Driven by former GP driver Ralph Firman and GP2 frontrunner Adam Carroll, the car recorded a race win in Mexico City and third places in Brno, Shanghai, and Brands Hatch. Rebuilt by Coloni Motorsport in 2020, the Lola was supplied with a fresh Gibson engine with only minimal mileage covered, offered without reserve.

Rounding out the highlights is a group of five performance coupes offered from a single-owner collection:

• Delivered new to Germany and raced in-period in the ADAC GT Cup Series, a 1993 Porsche 911 Carrera RSR 3.8, one of only 55 examples built for FIA homologation and benefitting from a restoration executed by Freisinger Motorsport of Karlsruhe, Germany;
• A 2012 Lexus LFA, the 430th of 500 LFA’s produced between 2010 and 2012, one of just 11 examples clad in Steel Gray paintwork, and showing less than 500 miles on the odometer;
• Originally built for the Beddor brothers, a 1990 Porsche RUF ‘CTR’ Carrera 4, one of only two four-wheel-drive CTRs on the 964 platform and having taken first place at the 1992 and 1995 Virginia City Hillclimb, as well as the 1994 One Lap of America;
• Originally delivered to Germany and formerly of the Canepa Collection, a 2005 Mercedes-Benz CLK DTM AMG, one of just 100 examples built by HWA AG and reading just 1,600 miles;
• An example of the one-year-only, extreme performance 2008 Mercedes-Benz CLK 63 AMG ‘Black Series’, one of just 367 U.S.-market examples produced and wearing Black over Anthracite leather with carbon fiber trim with less than 8,700 miles indicated.

For more information on RM Sotheby’s Amelia Island auction and to view an updated list of entries, please visit rmsothebys.com. Interested bidders are invited to call RM Sotheby’s Blenheim Headquarters at +1 519 352 4575 to speak with a Car Specialist.

About RM Sotheby’s
RM Sotheby’s is one of the world’s largest collector car auction houses. With 40 years of proven results in the collector car industry, RM’s vertically integrated range of services, from auctions (live and online) and private sales to estate planning and financial services, coupled with an expert team of Car Specialists and an international footprint, provide an unsurpassed level of service to the global collector car market. For further information, visit rmsothebys.com.

About The Amelia Island Concours d’Elegance
THE AMELIA will be held May 20-23, 2021 at The Ritz-Carlton, Amelia Island and The Golf Club of Amelia Island. For the Amelia’s full events schedule, including Saturday’s Cars & Coffee at the Concours and Sunday’s premier Amelia Island Concours d’Elegance, visit www.ameliaconcours.org. The show’s Foundation has donated over $3.75 million to Community Hospice & Palliative Care, Spina Bifida of Jacksonville and other charities on Florida’s First Coast since its inception in 1996.

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RYTON-ON-DUNSMORE, UK _ Jaguar Classic was scheduled debut its first ‘Reborn’ Jaguar E-Type at the Techno-Classica Essen show April 5 – 9. An initial batch of 10 expertly sourced and comprehensively restored examples of the iconic E-Type are now offered for sale direct from the new Jaguar Land Rover Classic Works facility in the UK.

E-Type Reborn is a complete service from Jaguar Classic, offering customers the opportunity to purchase an original collectible E-Type direct from the vehicle’s original manufacturer. Every E-Type Reborn, which starts with a base vehicle sourced by Jaguar’s E-Type experts, is completely restored according to the company’s original 1960s factory specification.

The first vehicle to go through the complete E-Type Reborn process is an Opalescent Gunmetal Grey Series 1 4.2 Fixed Head Coupe. Originally exported to California in May 1965, the car recorded 78,000 miles before being stored in 1983. It retains its original matching numbers body shell, engine and gearbox, all of which have been completely rebuilt by Jaguar Classic technicians.

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