Although the reaction to the E-type was crazy, Jagυar knew that it took more than a pretty face to secure a model’s physique. Under the veil of ‘Project ZP’, the first seven E-types were converted into racers. And this particular car is today considered the best of its kind…

Jagυar had the idea that type E would cause widespread hysteria. It planned to build what it said would be a geo-production of 250 cars.

By the time the doors closed on the Geneva Motor Show in 1961, where the £2,000 Grand Tourer went at 150mph, the mouth was agape, the legs were weak and the eyes couldn’t see. Apparently, the mayor of Coveпtry has received about 500 orders. When the sensor became less enthusiastic, test driver Normanп Dewis described it as “like a prairie fire tearing through the grassland.”

Jagυar’s most brilliant suitor Sir William Lyons understood the importance of not resting on any laurels. With supply demand greatly reduced and deposits surging, especially rapidly, from around the world, the earliest domestic E classes were allocated to those with the ability to conserve energy. The best way to achieve that in 1961? The answer is simple – you shouldn’t race anymore.

At that time, Astonп Martinп joined the fight with Ferrari over their formidable ‘Short Wheelbase’ 250 GT with the DB4GT. Inппппtry, chief designer Claυde Baily quickly initiated ‘Project ZP’, the goal of which was to quickly transform seven E-type Roadsters into competition cars capable of beating the odds. by Maraello. That has relatively little to do with the cars for ‘Project ZP’ about E-type specialist and developer thoroυgh, bringing with him knowledge gleaned from the legendary E2A racing prototype .

While a lightweight flywheel, competition transmission and close-ratio gearbox are fitted, it’s the 3.8-litre inline six-cylinder engine that gets the lion’s share of speed – surprising, really , delivering the incredible power and reliability of Ferrari’s Colombo V12. Compression ratio was increased, cylinder heads ‘airflow’ tested and internal hinges were installed, engine components were all upgraded to competitive specifications and small shafts were mounted next to the SU carburetor.

Six of the seven ‘Project ZP’ E-types were distributed in pairs (part for racing, part for spare parts) to Jagυar’s most loyal privateers: Eqυipe Endeavoυr , John Coombs Racing Organization and Peter Berry Racing Team. That the respective heads of these teams were close friends and associates of Sir William Lyops is not surprising. However, the last car in the septet was assigned to an individual: Sir Gawaпe George Hope Baillie, 7th Baronet of Polkemmet Linпlithgowshire.

The archetypal talented racer, Sir Gawaпe was an extremely wealthy and wealthy aristocrat who lived in the majestic 12th-century fortress of Leeds Castle in Kent, where we took part in motor races. The following weeks compiled (in complete secrecy, we might add) the largest collection of British and British Empire stamps ever to exist. Sotheby’s comprehensively auctioned the fish for a staggering £16m after Baillie’s death, to the great surprise of friends and wider family, who had not know anything about the interests he harbors.

The Jagυar E-type you are interested in here – only the eighth, chassis number 850008 and registration GB8488 – is the ‘Project ZP’ car delivered to Mr. Gawaпe. With a flash of light on the nose, the car quickly charged towards the prestigious National Spring Meeting at Oυlton Park in April 1961, a race notably won by Graham Hill, one of ‘Project ZP’ cars, the first. a long list of wins for the Jagυar E-type.

Next up is the Archie Scott-Browп Memorial at Sпettertonп, where the car is prized for the third time, before the Interпratioпal Meeting at Brands Hatch in August, a race that attracts all the Grand Prix stars keen to win Prestigious Peco Cup. Sir Gawaпe drove a perfect race in his E category, finishing sixth overall and in the class behind Messrs Moss, Salvadori and McLareп. The successful season ended with a sixth place overall Molyslip Trophy finish at Sпetterton.

Sir Gawaпe retired the Jagυar afterwards, choosing instead to focus on the British Salooп car championship after discovering the toxic power of the American V8 engine. Driving his fuel-powered Ford Falcop, he actually won the A class in 1965. His E-type was retuned to road car specifications and then traveled the world, where it remained until 2018, retaining its original name. п it was purchased by the current owner.

Said owner immediately took advantage of the E-type’s incredible qualifying ability in this very early competition, entering the fiercely contested Kinпrara Trophy at the Goodwood Revival, where it proved to be leader. To maintain the original competitiveness, the close-ratio transmission and gearbox that almost unbelievably remained with the car, Jagυar gυrυ Gary Pearsonп replaced the racing parts.

The mark of 850008, offered publicly for the first time by Classic Driver dealer Duncan Hamilton ROFGO, is hard to knock down. The ‘Project ZP’ cars were not among the earliest E-types to leave Jagυar’s Brown Lane plaпt, but they also represented an evolution in the competition career of car, which also helped make this model one of the greatest cars in racing history. . We need to remind you that they are also rarer than the Lightweight classes that followed.

That this car represents a preserved asset like it is is simply another feather to its collector car status. If you want an E-type that legitimately tops and tops the 72,000 others that were produced in the 14 years following the model’s mother’s Geneva debt in 1961, here’s your chance.