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Elaine threatened me with the fact that if I didn’t go with John then, I’d never get there, as I would be married with kids before too long. So I got time off from my new Disney job and went.

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In 1973, roughly ten years after Bond took delivery of his 330GT, VeloceToday’s future Publisher and Editor in was in possession of an Alfa 2600 Zagato for which he had paid the princely sum of $1800. He offered it for sale and soon someone came knocking with a deal; we’ll trade you even for a 250/330GT Ferrari America. The Alfa ran, the Ferrari didn’t. But the deal went through and soon this rare (at the time it was unknown how rare) Ferrari that refused to start was his. Another gent, Kyle Fleming, soon came knocking as well, and offered to take the Ferrari in trade for an Alfa 2000 Spider and enough cash to put down on a house.

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Like the Sebring GTs, the Turbo GTs had similar badging and serial plaques, although the Turbos’ plaques proclaimed the forced induction with the word “Turbo” on it. Because all three Turbo GTs were built as 1978 cars, the plaques indicated such with serial numbers stamped as “1xxx-78”, where the “xxx” refers to the serial number. The Greenwood GT wheel discs were intended for the same American Racing Vector wheels as used in the Sebring GT, however, no pictures to this date indicate that they ever made it on the Turbos.

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In June 1957, the Scottish team Ecurie Ecosse claimed its second consecutive victory at the 24 Hours of Le Mans in a Jaguar D-type, giving the legendary sports racer a third straight victory in the endurance contest for which it was essentially devised. Yet despite the D-Type's unmitigated success, Jaguar was already at work in 1957 on a succeeding model, one that might serve as a production development mule or the basis of a GT-class racer. Clothed in a svelte aluminum body, the so-called E1A development car eventually blossomed into the production E-Type project, though a more dedicated racecar dubbed the E2A followed by 1959.

Around May 1964, Bob Jane and his brother Bill took the Lightweight to Europe, where they intended to test its mettle in long-distance continental events while stopping by the Brown's Lane factory for a few upgrades. They also intended to socialize with Bruce McLaren on the Formula 1 scene.

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It was a stock automatic that we did the mock-up body work. We didn't have much idea of where the car would go so we just filled the gas tank and then I started working on the rear glass area. I filled-in the rear deck with styrofoam and mocked-up the new rear glass design. Then we simulated a turbo bubble on the hood, did the turbo-style fender cut-outs and glass everything. We painted it red and silver and sent it out on the show circuit with a van called "Future Shock". The car wasn't really intended to be driven around much but, by about half way through the show circuit, in the middle of winter in Kansas City, it ran out of gas. They couldn't figure out how to refill it so we had to send out one of the kids from the shop with an electric fuel pump and a gas can. When we got the phone call, he didn't get to go home or anything. John just put him on a plane and sent him out to fill up the car. I thought that was pretty funny.

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Itinerary was amazing; Paris Auto Show, demo drives in the radical ’55 Citroen DS-19, lunch with Bernard Cahier. Then a visit to the then moribund Bugatti works, on to Porsche and Mercedes. I got to meet Ferry Porsche, he let me sit in his President’s chair!

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Other than the development example, cars began numbering with S850659 and proceeded sequentially to S850669, all within the standard E-Type numbering. The only signifier of a Lightweight within the chassis number was the S prefix. As Jaguar didn't intend to build enough cars for the Lightweight to be homologated separately, the model was passed off as part of the production E-Type family even though very few parts were shared, and it was never formally marketed or acknowledged in sales materials. The lack of factory marketing has only contributed to the model's increased cachet over the decades, lending it a shroud of mystery.

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Bond Jr. in a Corvette pedal car, circa 1956-7. His sister Lee is on the left, Elaine on right.

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The F40's interior reinforced its image as a thinly disguised racecar, with body-contoured seats, an absence of carpeting and trim, and sliding Plexiglas windows. When it came to actual competition, race-prepared F40s more than held their own and in the Global GT series proved quicker on many circuits than McLaren's F1 GTR.

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Jane was also in the tire business, the owner of a chain of stores known as the Bob Jane T-Marts. On November 29, 1961, Jane even became an official Jaguar importer under an agreement with Jack Bryson. The opening of his showroom on Sydney Road in Brunswick was congratulated with newspaper advertisements from companies in motorsports including Repco, Mobil, Lucas, and Bosch. With his rising accomplishments on Australian tracks, Jane was increasingly recognized by the factory's competition department, as corroborated by correspondence.

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But racing was dangerous and as Lee recalls, “In the early days, mom and dad attended a lot of road races – sometimes with us in tow, but most of the time on their own. There came a point, however, when they stopped attending in person. I wish I could tell you when that was, but I can’t.

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At the 24 Hours of Le Mans in June, Cunningham entered three Lightweights with official support from the factory. While the two cars respectively driven by Hansgen and Augie Pabst, and Roy Salvadori and Paul Richards each retired early, the car piloted by Bob Grossman and Cunningham, himself, finished 9th overall and second in class. One can only speculate how well the car might have finished were it not for a two-hour delay caused by a brake issue.

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In fact both Elaine and John had been married before. John too had married before the war — a lady named Mercedes, when they both worked for Studebaker in Indiana.

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After nearly 20 years of ownership, Briggs offered the rare E-Type for sale in early 1999, consigning the car to an auction in Florida. In preparation for the sale, the Lightweight was submitted to the famed Lynx Engineering in England, perhaps the premier authorities on vintage racing Jaguar C-Types, D-Types, and E-Type Lightweights. According to their written evaluation, the experts at Lynx were amazed by the car's originality, which included the factory-appointed leather seats, 4-speed close-ratio gearbox, and the 45-gallon Le Mans gas tank, as well as the original aluminum body.

Davis recalled that “Elaine admired the New Yorker magazine immensely, and the New Yorker** became their model. Their Road & Track combined the subject matter of English car magazines with the sly wit and understated elegance of the New Yorker.

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Currently displaying less than 4,000 original miles, chassis no. S850667 has been fastidiously maintained by just three caretakers over the course of 53 years. All of the original stampings, body tags, and related rivets remain intact, and the car has never been disassembled or restored. Considering that the factory alloy engine-block replacement was supplied in period, and that the factory modifications such as the installation of the Le Mans fuel tank were undertaken during May 1964, this car is basically a time capsule of its configuration as raced by Bob Jane.

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This F40LM, #97893, is the penultimate example produced, the 18th built out of a total production run of 19 cars. According to Ferrari historian Marcel Massini, the F40LM was delivered new on June 8th, 1993, through Ferrari North America to their new Ferrari of San Francisco dealership, located just a few miles north of San Francisco's Golden Gate Bridge in picturesque Mill Valley, California.

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The first two purpose-built Lightweights were completed in time for the 12 Hours of Sebring in March 1963, and team owners Briggs Cunningham and Kjell Qvale each acquired a car. While Bruce McLaren and Walt Hansgen finished 8th overall and second in class for Cunningham, Ed Leslie and Frank Morrill placed 7th overall and first in class for Qvale.

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Von Hanstein was their racing director and Elaine and I met him everywhere, from Sebring to Le Mans

Receptive nevertheless to the challenge of competing with Maranello's new thoroughbred, Jaguar moved a step further with the development of S850006, using it as the mold for 17 more competition cars. First entering the build process in October 1962, the racing E-Type also incorporated elements of an earlier works car known as the Low-Drag Coupe, for which Malcolm Sayers had revised his E-Type coachwork to feature a more aerodynamic roof and tail, including trailing exhaust vents.

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As illustrated by a tremendous file of documentation, the story of S850667 begins with Robert "Bob" Jane, an ex-truck driver from Melbourne, Australia, who raced motorcycles and water-skied for pleasure. By the late 1950s, Mr. Jane had transitioned to sports car racing, becoming a dedicated proponent of Jaguars. He was a principal racing customer of Bryson's in Melbourne, the official Jaguar importer Down Under.

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Correspondence shows that Jane wanted to source a ZF 5-speed gearbox at Coventry, but because the ZF units were in short supply the factory declined to install one. The opportunity was taken, however, to add wider disc wheels and install a Le Mans-style 45-gallon fuel tank, surely appropriate for the immediate goals of running Monza, Rheims, Goodwood, and the Portuguese Grand Prix.

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The end of the 1966 season basically concluded the E-Type's racing career, and over the following few years it was exhibited as a display piece at Jane's tire outlets. The car essentially remained unused for the next decade, and in November 1980 Bob Jane offered his cars publicly at the Australian Grand Prix auction. He would later comment that selling the Lightweight was the biggest regret of his life.

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Further documentation from the McGrath archives shows that Bryson's contacted the factory to source a replacement alloy block, even inquiring if one might be available with displacement greater than 3/8 liters. Brown's Lane assured Jane that such displacements had not been satisfactorily tested, but they provided a correct factory alloy replacement block, no. V682558P, which continues to power the car to this day. It should be noted that it is extremely rare to encounter a Lightweight with an original alloy block, as most examples are today powered by reproduction units.

The "turbo" cars were started shortly after the GTs. I remember seeing some skinny guy walking around the shop every once in a while. I asked one of the other guys in the shop who that was and he said, "That's your real father". I asked him what he meant and he told me that it was Zora Arkus Duntov. He and John were consulting on the turbo car. I guess his shop must have had something going inside GM and they were using (helping) John to see if it would work and what reaction would be. I guess I should mention another name that kept cropping-up too. All of the street cars (and most of the prototypes) were built on brand new Corvettes. As I recall they all came out of Mancuso Chevrolet in Chicago, IL. People who have followed John's work with the street cars will be familiar with the fact that Mancuso was into a lot of these deals. And he raced some of the Greenwood cars, too.

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Chassis modifications included a Thornton Tork-Lok differential with a 3/54:1 final-drive ratio, suspension mountings 25% stiffer than a standard E-Type, and 11¼ inch brake discs all around, with aluminum brake cylinders. The pedal gear was lightened and axles were mounted with light alloy disc wheels in the style of the D-Type. Suspension settings were adjusted with a modified rear set-up and anti-roll bars.

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Chassis no. S850667 returned to Australia by the fall of 1964, though it would not race again until the following season. The Lightweight's success resumed at Bathurst on February 21, 1965, where it was timed at 146/05 mph and established a fastest lap. On May 2, Bill Jane drove the E-Type at the One-Hour Production Car Race at Lakeside in Queensland, finishing third, and a week later the car finished first in both the preliminary and the main races at Bathurst. As the season wore on, the Lightweight found itself competing against far more purpose-built racecars like the rear-engine Lotus 23B. Despite the increasing competition, S850667 still managed a 4th-place finish at the Australian Tourist Trophy at Lakeside, where Bob Jane ran the car without a hardtop. The season concluded with additional runs at Warwick Farm, Lakeside, Sandown, and Longford, though no top finishes were recorded.

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