Latest news with #SeriesI
ArabGT
3 days ago
- Automotive
- ArabGT
The Earliest Military Land Rover Series I Still Survives
While the Land Rover Series I made its debut after World War II, its identity as a rugged, no-nonsense off-roader with military roots was quickly established—much like the Jeep CJ it is so often compared to. These compact, robust machines earned a place in the military almost immediately after production began in 1948. One rare example stands out above the rest: chassis R-860756, believed to be the oldest surviving military Land Rover Series I in existence. Now, this historic vehicle is heading to auction with RM Sotheby's, offering collectors a once-in-a-lifetime chance to own a true British legend. A Battle-Tested Legacy Preserved in Bronze Green Rolling out of the Solihull factory on December 16, 1948, this Series I was one of just 20 vehicles in the very first batch delivered to the British Ministry of Supply. It carried the War Department registration 'M6278786' before receiving its service number '90 YJ 00' in 1949. Unlike many of its contemporaries that were lost during active duty, this Land Rover endured—and its survival makes it a pivotal piece of Land Rover's military heritage. This Land Rover Series I remained in military service until 1961 and was officially retired the following year, sent to the War Department Storage Depot at Ruddington before being auctioned off. Civilian life began for the Series I with registration '2350 PK,' and it passed through only two owners before arriving in the hands of its current custodian in 1985. Restored With Respect, Built for History Though the original 1.6-liter four-cylinder engine was replaced during military service with a reconditioned 1949 unit—a standard practice for vehicles of this era—the engine block still wears its Ministry of Supply brass 'overhaul' plate. Beyond that, its drivetrain remains authentic, featuring a full-time, two-speed four-wheel-drive system and the rare 'ring pull' gearbox still intact. Photographic documentation from an early restoration effort revealed a chassis so well-preserved it had reportedly never required welded repairs. A comprehensive, historically faithful restoration followed in 2014–2015 under the supervision of a Dunsfold Land Rover expert. The body was returned to its correct Bronze Green, complemented by a silver chassis and black axles—factory-spec finishes throughout. It still rides on period-correct Avon Traction Mileage tyres wrapped around split-rim military wheels, and even includes semaphore turn signals and a complete toolkit. Interestingly, hints of red paint once flanking the body suggest it may have been used in bomb disposal or as a munitions carrier—a detail that adds further intrigue to its military backstory. Own a Defender's Grandfather—for the Price of One Despite its rarity and historical significance, RM Sotheby's has placed a surprisingly accessible estimate on this landmark vehicle: £50,000 to £75,000, or roughly $68,000 to $102,000. That positions it squarely within the price range of a new Land Rover Defender—modern, yes, but lacking the gravitas and originality of this Series I. With no reserve set, this iconic machine will sell to the highest bidder when it crosses the block at the Cliveden House auction on July 8. For enthusiasts and collectors alike, this Land Rover Series I isn't just an opportunity to buy a car—it's a chance to own the beginning of a legend. Gallery:
Yahoo
3 days ago
- Automotive
- Yahoo
ECD Auto Design Unveils an E-Type Like No Other
The Bridgewater GTO Commission is a bespoke, open-top grand tourer blending Series I–III lineage, D-Type cues, and modern performance KISSIMMEE, Fla., June 17, 2025 (GLOBE NEWSWIRE) -- ECD Automotive Design has unveiled its most ambitious creation yet: a Jaguar E-Type GTO, a bespoke, open-top grand tourer built from the ground up for a private client under what is now known as The Bridgewater Commission. View images and video of The Bridgewater Commission This one-of-one vehicle, dubbed the Jaguar E-Type GTO, represents a new vision for what the E-Type could have become — a handcrafted, performance-focused grand tourer inspired by Jaguar's motorsport history and the spirit of 1960s-era homologation specials. In ECD's naming convention, 'GTO' stands for Grand Touring Open — a performance-built, open-air configuration rooted in classic design and elevated for modern driving. This Jaguar GTO is the first of its kind: handcrafted, analog, and unapologetically bespoke. 'This is the Jaguar GTO that never was — but always should have been,' said Scott Wallace, ECD Co-Founder and CEO. 'The Bridgewater Commission challenged us to look beyond restoration and build something entirely original. We weren't just honoring Jaguar's history — we were evolving it.' A Vision Reinforced by Industry Praise ECD's bold reinterpretation of the Jaguar E-Type has already garnered national attention. In a recent Forbes feature titled 'Test Driving The ECD Automotive Design Series II Jaguar E-Type' (June 12, 2025), automotive journalist Peter Nelson praised the marque's craftsmanship and performance focus: 'In a word, it was heaven,' wrote Nelson. 'I've driven modern Aston Martins and Lamborghinis with 12 cylinders at their disposal, but this was different… This thing had drivability and thrill — two traits that are often at odds in old sports car fare — in spades.' Handbuilt in Coventry. Reimagined by ECD. Powered by Passion. The Jaguar E-Type GTO's body was formed in Coventry, England — Jaguar's spiritual home — by heritage metal craftsmen who shaped its long-nose bonnet, tapered tail, and functional louvers with inspiration drawn from the Series I E-Type and racing-spec D-Type. Its proportions evoke classic endurance racers, but every line is reinterpreted for modern presence. ECD completed the build in Florida, fitting the bodywork over a custom-configured Series II chassis and installing a Jaguar V12, rebuilt and tuned by Team CJ in Austin, Texas — one of the foremost Jaguar performance shops in North America. The engine is mated to ECD-developed fuel injection, a modern cooling system, and a bespoke center-exit twin-pipe exhaust that delivers more than 400 bhp. 'This car pushed the limits of what's possible when blending three generations of E-Type architecture,' said Elliot Humble, ECD's Chief Technical Officer. 'Series I body, Series II chassis, Series III power — every part was reconsidered, refined, and reengineered to work in harmony.' 'This wasn't just a technical challenge,' he added. 'It was a reward. Because once it all came together, and we rolled it out for the first time, we knew this was something the world had never seen — and might never see again.' A Touring Cockpit with Classic Soul Inside, the ECD Jaguar E-Type GTO exudes vintage character and bespoke detail. Custom GTS Classic Car Seats are wrapped in hand-stitched Spinneybeck Lucente Hercules leather and finished in a vertical fluted pattern. The brushed aluminum dash features Moal Bomber gauges and classic toggle switches, invoking the tactile drama of 1960s sports cars. Modern conveniences — including Bluetooth audio, heated seats, USB ports, automatic headlights, and power locks — are hidden seamlessly within the cabin. A custom removable hardtop was designed late in the project, allowing the driver to enjoy either full open-air grand touring or enclosed comfort. Vehicle Highlights Model: Jaguar E-Type GTO — The Bridgewater Commission Bodywork: Hand-formed aluminum panels built in Coventry; long-nose Series I–inspired silhouette; functional louvers; side gills; bullet mirrors; yellow fog lamps Paint: Metallic British Racing Green Powertrain: Rebuilt Jaguar V12 by Team CJ (Austin, TX); ECD-developed fuel injection and cooling; over 400 horsepower Chassis & Engineering: Series II chassis; Series III engine; custom cradle and axle system for seamless integration Suspension & Brakes: Fully adjustable ride height and damping; fast-ratio steering rack; 6-piston front / 4-piston rear calipers Wheels & Tires: 15-inch custom Turrino Wire Wheels; Pirelli blackwall tires Interior: GTS Classic Car Seats in Spinneybeck Lucente Hercules leather; brushed aluminum dash; Moal Bomber gauges; bespoke toggle switches Technology: Bluetooth-compatible vintage-look radio; heated seating; USB charging; automatic headlights; power locks Roof: Custom removable hardtop for open or enclosed driving About ECD Automotive Design ECD Automotive Design (NASDAQ: ECDA) is a creator of one-of-one reimagined classic vehicles that merge British heritage with modern performance. Specializing in Land Rover Defenders, Range Rover Classics, and Jaguar E-Types, every ECD commission is hand-built in the U.S. through a fully bespoke, client-driven design experience. With over 60 ASE certifications and a UK-based sourcing team, ECD delivers vehicles that are not restored to the past — but redesigned for the future. For more information about the Jaguar E-Type GTO or ECD's bespoke vehicle program, visit or call (407) 483-4825 Media Contact: Dia StewartMarketing Managerdia@ A photo accompanying this announcement is available at in to access your portfolio
Hindustan Times
5 days ago
- Automotive
- Hindustan Times
Classic Jaguar E-Type reimagined with V12 engine and subtle modern features. Check details
ECD's take combines pieces from throughout the E-Type's heritage: a Series I body shell, sitting atop a Series II chassis, and brought to life by the Series III's heart Notify me The Jaguar E-Type has been a long-time icon of automotive design — a beacon of British performance and style. Introduced in 1961, it awed fans with its racing heritage and chiseled silhouette. But although purists loved its inline-six powerplant, some could never help but wonder how it might have performed with a V12 in the engine compartment. That dream has been revitalised by ECD Automotive Design with a unique Jaguar E-Type GTO that honors its heritage while leveraging contemporary engineering. Jaguar E-Type GTO : Design Reimagined yet unmistakably timeless, this new E-Type proudly displays its heritage. Immersed in a bespoke hue of Metallic British Racing Green, the coupe's swooping hood, low-slung stance, and elegant curves recall the golden era of sports cars. ECD's take combines pieces from throughout the E-Type's heritage: a Series I body shell, sitting atop a Series II chassis, and brought to life by the Series III's heart — all melded together into one unified automotive work of art. Also Read : Jaguar I-Pace electric luxury SUV delisted from India website The level of detail is high as well. Chrome trim, flush-mount panels, and period-correct 15-inch Turrino Wire Wheels shod with Pirelli rubber give the car a stance that is authentic to its heritage. Jaguar E-Type GTO : Features The interior of the car marries vintage design with tasteful modern refinements. The seating has an iconic 1960s design vocabulary but it's trimmed in modern Spinneybeck Lucente Hercules leather. The dash has brushed aluminum, toggle switches, and custom designed vintage gauges. Even though the styling is nostalgically inspired, it has modern features like heated seats, Bluetooth, USB ports, and automatic lights. It all exists in a manner that maintains the overall cabin configuration within the parameters of the period it looks to recreate. A removable hardtop increases versatility, with the vehicle being able to be driven as either a coupe or a convertible. Also Read : Upcoming Jaguar four door EV GT spied again. Here's what to expect Jaguar E-Type GTO: Specifications Powering the Jaguar E-Type GTO is a rebuilt Jaguar V12 engine, refurbished by Team CJ in Texas. It is estimated to develop 400 bhp and coupled with a bespoke fuel injection and cooling system designed by ECD. The restomod also features an overhauled suspension configuration with complete adjustability, a faster steering ratio, and four-piston front and six-piston rear upgraded brakes to enhance performance and control. The specialized cradle chassis and axle configuration were required to accommodate the Series III engine into the Series I body as a sign of how much emphasis the project placed on mixing components from disparate versions of the E-Type while maintaining mechanical compatibility. Check out Upcoming Cars in India 2024, Best SUVs in India. First Published Date: 15 Jun 2025, 09:36 AM IST
Yahoo
05-03-2025
- Automotive
- Yahoo
1967 Jaguar E-Type Series I Roadster Set for Mecum Glendale Auction
⚡️ Read the full article on Motorious A stunning 1967 Jaguar E-Type Series I Roadster, regarded as one of the most collectible classic sports cars, is set to cross the block at Mecum Glendale. This meticulously restored example represents the final model year of the Series I, making it a sought-after piece of Jaguar history. Delivered new on May 31, 1967, to its first owner, Milton O. Lustnaur, through Jaguar Cars, New York, this E-Type remains in its factory-original Carmen Red over black leather interior. The car retains its matching-numbers 4.2-liter inline-six engine paired with a four-speed manual transmission, a highly desirable configuration among collectors. The roadster underwent an exhaustive nine-year, $200,000 restoration completed in 2016, bringing it back to concours-worthy condition. Alongside its beautifully sculpted bodywork, the car features chrome wire wheels, Smiths instrumentation, tinted glass, a wood-rimmed steering wheel, and an updated JVC cassette radio. Included in the sale are its tool kit, Jaguar Operating and Service Handbook, and a Jaguar Heritage Trust certificate, further cementing its authenticity and provenance. The Series I E-Type remains one of the most revered postwar sports cars, lauded for its breathtaking design and exhilarating performance. This example, presented in fully restored condition, offers an opportunity to own one of Jaguar's most iconic models—a car that continues to captivate collectors and enthusiasts alike. With its timeless appeal and concours-level restoration, this 1967 Jaguar E-Type Series I Roadster is poised to attract strong bidding when it hits the auction stage at Mecum Glendale.
Yahoo
21-02-2025
- Automotive
- Yahoo
Keep Warm and Carry On: Helderburg Defender Is the Perfect Winter Ride
The collector-car industry constantly shifts direction based on the winds of global financial markets and the whims of those whose sails swell the biggest. But where some trends are difficult to spot, there's one that's hard to miss: Defenders are hot right now. It's a fire that Land Rover is happy to pour fuel upon, returning the model to its lineup in 2020 and recently giving it a shot of adrenaline to create the monstrous Octa. Yet while the new Defender is easy to respect and even easier to live with, the boxier classic models really tug the heartstrings for many. While the original Land Rover, the Series I, will forever be an icon, it is the Defender models from the mid-Eighties and beyond that have been receiving stratospheric valuations lately. The models were originally called simply the 90, the 110, and the 127 (later the 130)—a nomenclature roughly corresponding to each model's respective wheelbase—Land Rover put them all under the Defender umbrella after the introduction of the Discovery in 1989. These Defenders were never meant to be posh. Though they were far more civilized than the original Land Rover, their suspensions and diesel engines were designed and tuned for simplicity and survival. Here in the U.S., we only got Defenders for a very short while. The so-called North American Spec, or NAS, models were sold between 1994 and 1997. Somewhere short of 8000 were imported over that period, powered by a 182-hp 3.9-liter V-8, a limited run thanks to ever-evolving American crash and emissions regulations. Finding a good original car is, understandably, a challenge—and Defenders tend to make serious money when they come to market. Thankfully, Land Rover made plenty more for the European market, models that are increasingly falling outside our 25-year limit on imports. There is no shortage of companies ready and willing to find and ship you one, and more are offering to elevate your machine to a level of fit and finish far beyond anything that rolled out of Land Rover's factory in England when new. Helderburg Defenders wants to be at the top of that list of prestigious builders. The company is based in Sharon Springs, New York, a small, agrarian village that, despite its proximity and similar-sounding name to Saratoga Springs, offers few of the chic trappings of that town to the east. Few, that is, until you step into Paul Potratz's garage, which not only contains a half-dozen Defenders but is also riddled with numerous posh adventure trappings, including shotguns, Wellington boots, and vintage motorcycles, many British. Potratz founded Helderburg in 2019 with William Lines, who lives in the U.K. and oversees the company's British operations. It is situated just down the road from the Defender's original manufacturing location in Solihull near Birmingham. That's not a coincidence. "We're able to hire people that worked for Land Rover," Potratz said, meaning many of the people who restore these Defenders built them in the first place. Using the original workers is just part of Helderburg's efforts to keep things original. The company sources left-hand-drive Defenders from throughout Europe, tears them down to a bare frame, and then rebuilds them to better-than-new specification, all while preserving the details that made them unique, both large and small. On the small side, we have things like the aluminum body panels, which are spot-welded in place, preserving the subtle divots along the rear fenders that punctuate the originals. On the far bigger side, we have the engine. Many Defender builders eagerly evict the original inline-four 300tdi diesel engines from the noses of their machines, often swapping in a GM-sourced V-8 or the like. For Helderburg's Potratz, that's nothing short of sacrilege. "We're not going to do that. And it just kind of takes away from the heritage," he says. "If you want the GM, go buy a GM." Helderburg Defenders are numbers-matching machines, which Potratz says will only help their values in the long run. But while the blocks remain, everything else is subject to replacement. Helderburg offers a variety of packages to elevate the humble 300tdi, everything from minor tweaks and retunes to bored-out cylinders with upgraded internals and turbos to match. The ever-evolving top-shelf model makes about 220 hp and 440 lb-ft of torque, roughly double the 300tdi's original output. Power level is just one of a series of decisions buyers must make when configuring their Defender. Custom paints, beefy winches, roll cages, uprated differentials, and plenty more are all on offer. On the inside, Helderburg fits bespoke leather interiors and replaces much of the original plastic switchgear with finer stuff. So, yes, the windows still roll down with a crank, but that crank is made of billet aluminum. This, in many ways, perfectly represents what the Helderburg experience is all about. But before all those details are set, the buyer has a bigger decision to make: What size Defender? Helderburg will gladly build you a 90, a 110, or a 130, but if you want that longest option, you'd better hurry. Potratz says 130s are becoming increasingly rare: "They use these for railroad trucks, logging trucks, so there's just not many in existence." I got to sample all three versions over the better part of a snowy day at Helderburg's headquarters, a horse farm with plenty of open pasture and private land to enable the sorts of pursuits frequented by the landed gentry who can afford these machines. I, however, was just there to drive. Despite eye-watering prices, upwards of $450,000 for a well-outfitted 130, each was entirely approachable on the road. Despite rolling on all-terrain 35-inch tires chosen for their knobby style rather than cold-weather performance, these machines were a simple joy on the road. It took a strong kick on the throttle and a little patience to induce wheelspin. The relaxed power delivery of the 300tdi, even the tuned editions, means that such histrionics only happened on demand and were easily quelled. It is best not to indulge too much, though, as the steering on the original Defender is slow and vague. The shifter, too, is tall and its throws long, but I was never left searching for the next gear. Locking the differentials is a bit of a process, requiring you to swing the short lever connected to the transfer case through left and back, then hold it there as you creep forward to get everything properly engaged. The feel of the controls, then, is thoroughly vintage. The extra cladding added in the new body panels helps to keep the worst of the powertrain's harshness from the cabin, but the Fox suspension clearly prioritizes off-road performance over on-road manners. That's especially true in the 90. Its reduced dimensions made it feel far more lively on the road but also substantially more nervous. Yet when I powered through a snowbank, heading for ungraded and unplowed terrain, everything clicked right into place. Here, bounding through deep snow and flying across an open pasture, each of the Helderburg Defenders felt happy, stopping and going without issue despite the improper tires. The heavy snow cover meant no low-speed rock-crawling on that day, the sorts of terrain where these machines excel, but with Cooper Discoverer STT Pro tires underneath and Red winches up front, I can't imagine the car wanting on the trails. Whether this is the ultimate roadgoing Defender, though, I'm not so sure. That 300tdi engine is certainly part of the experience, but I can't say I found any of the diesels I sampled particularly charming. Tuning them to such extreme heights surely won't do anything to help their legendary reliability, either. Additionally, I found the liberal application of the Helderburg logo on virtually every surface to be a bit much. And, again, there's the cost. If you want a basic machine, a simple 90 with minimal add-ons, you'll spend around $250,000 to start. Add about another $100,000 for a 110; a 130 with everything will set you back nearly half a million dollars. That's far too rich for my blood, but thankfully, there are other, cheaper options out there. Defenders are relatively common in the European market, so importing one could be far more economical, but that's changing. "I used to be able to buy a Defender for about £4000, £5000 [roughly $5000–$6300], and now I can't even touch one for £25,000 [about $31,500]," Portraz says. There are other options on the bespoke side, too. E.C.D. Automotive Design in Florida is one of the biggest, building Defenders that trade some tradition for a lower cost. John Price, director of vehicle design at E.C.D., told me that the tried and true LS swap is a popular option. "Most clients prefer the power and reliability of a GM drivetrain. For those who want a diesel option, we offer the Cummins R2.8, which is more powerful and dependable than the original 300tdi factory options." E.C.D. will even build you a Defender with a Tesla-sourced EV powertrain if you really want to be a rolling affront to Land Rover purists. And there are plenty of other builders out there too. Land Rover itself is in the restomod Defender game with its Works Bespoke division. Which is the best path? Well, where do you want to draw the line on authenticity, and how much are you willing to spend? The goal of any good restomod should be to enhance the original while preserving its character, to iron out the crow's feet but keep the laugh lines. The team at Helderburg clearly has great respect for that character and for doing things right. That requires patience, though. Potratz told me that the company builds about 30 or 40 cars per year and that orders placed today will not be filled for at least another 18 months. That's a long time to wait for a toy as fun as this. But as Defenders have always been famed for unstoppability rather than outright speed, perhaps the delayed gratification is entirely in keeping with the tradition. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
