2007-02-06 14:13:53 | XKE Data writes:

The record was updated:

2010-12-06 00:27:50 | XKE Data writes:

The record was updated:

2011-01-29 21:39:16 | XKE Data writes:

The record was updated:

2011-01-30 06:58:34 | XKE Data writes:

The record was updated:

2011-09-23 17:54:03 | XKE Data writes:

The record was updated:

2016-01-19 17:15:18 | XKE Data writes:

The record was updated:

2004-01-22 11:16:45 | pauls writes:

Info gathered with permission from:
www.hendi.nl/xke/main.htm

850007 was one of the seven ZPS37/24 modified cars. It was said to have been used by Coombs as a demonstrator, and carry the registration 9 VPD. It was reported to exist in the March 1981 issue of Jaguar Driver, and said to be awaiting restoration in 1991.

2004-04-21 10:19:57 | Anonymous writes:

Comment dated Feb, '03 found on web:
E-Type Roadster chassis 850007 sold, at a recent Coys auction, for a staggering £65,460 – and it was in a dreadfully neglected state.

Photograph 1) shows the car in a former life, and not wearing its original registration mark. It was owned by a friend who had every intention of restoring it but, unfortunately, circumstances at the time forced him to sell. Never did he dream that it would make this sort of money!

The car was built on March 29th 1961, despatched to Henlys of London on July 20th 1961 and from there was transferred to Coombs of Guildford with the registration 9 VPD. It joined the Coombs team as Demonstrator/Paddock car, and only saw a race track once, which was when the Dr. Peter Berry race car (chassis 850010 – 3 BXV) suffered problems at Snetterton on July 23rd 1961 and could not take its place on the grid. John Coombs lent 9 VPD to the Peter Berry team to be driven by Albert Powell, but the car was in no way 'race prepared', and was soon well down the field.

Photograph 2) shows chassis number 1E20006, the sixth 4.2 right hand drive Fixed Head Coupé to be built, first registered in September 1964. It was also the Jaguar Press Car for the launch of the 4.2. It was owned in the early 1980s by the aforementioned friend, who once owned 850007, and by all reports this was a really lovely car. However, a Mr. Sayto from Japan was looking for an early(ish) E-Type Fixed Head for a collector in Tokyo. The car left England in the late 1980s, and as far as we know it is still there. If there is anyone out there who knows different, would they please let us know so that we can amend the records.

Photograph 3) shows a rather badly bent Series II left hand drive Roadster. The story of this one is that two lads from Germany arrived at Harwich and were touring towards Cambridge. It wasn't long before they came to some road works and went through a set of temporary traffic lights. Unfortunately, the driver failed to return to the left hand side of the road, which resulted in a nasty collision with an army truck – not the sort of thing you argue with, for choice.

The lads were OK. The car was restored, put back on the road and returned to Hamburg.

2007-02-06 13:18:20 | pauls writes:

Car was mentioned in Nov '07 Jaguar Journal. Having factory records stating it was built for John Coombs, color was Opalescent Dark Blue. Registration 9 VDP, engine R1017.

2007-02-07 13:19:31 | pauls writes:

Above should have read Nov '06 issue of Jaguar Journal.

2007-05-11 21:19:05 | andy writes:

i had this car from 1972 to 1997 a sad story about 532FS OR BUY2

2007-05-11 21:23:36 | andy writes:

ANY PICS OF 532FS BUYS OR CHASIS 850007 PLEEEEEEEEASE I MISS THIS CAR SO MUCH.

2007-05-11 21:28:31 | A writes:

LAST SEEN IN 1997 IN ST ALBANS RED IN COLOUR SOLD TO A MAN IN BURGESS HILL

2007-05-11 21:31:11 | andy writes:

REG NUMBER IS 532FS OR BUY 2

2007-05-19 15:36:57 | M writes:

Just to correct the previous posts by Andy (enthusiastic nephew): this E-Type was owned by his (our) uncle (details kept confidential, partly due to the likely effect on his health if he were to be informed of the Coy's sale price...) between 1975 and 1997, formerly in Scotland and latterly in Herts. perhaps the longest period of ownership by any one of its drivers.

It was in below average condition; sprayed white when he acquired it, with the reg 532 FS. The paintwork was then stripped to reveal several former colours, including the original opalescent dark blue. He resprayed the car red - which it remained throughout his ownership - subsequently carrying out virtually all ongoing maintenance and (numerous) repairs, including the unfortunate need for 1/8th inch steel plating underneath the floorpan midsection to support sagging door pillars. The engine was also rebuilt and the car was used on a frequent basis - often daily - for many years, invariably winning the wooden spoon at Scottish Concours events involving the Edinburgh JDC. It was still mostly original when sold in 1997, including the whole of the interior, external bonnet T-bar lock clasps (not handle), et al, but I think I am correct in stating the bonnet was replaced in the late '70s for £500 (!) (if not then the centre bulge was certainly repaired) after it was damaged falling over in a freak wind gust, when removed for engine bay/suspension work. This was the only damage to the car throughout the period of ownership...that is apart from the ravages of rust and time...and if anyone feels its treatment was sacreligous, suffice to say it outlasted the vast majority of the 70,000 examples built.

Apologies to the purists for the inaccuracies and indeed the following sentence, but this was a well-loved vehicle (yes, I know they all are...) that was driven and enjoyed with ridiculous frozen smiles and indelible memories amid inclement Scottish isobars/empty unclassified roads, rather than cossetted in a dehumidified mausoleum. This E-type had its adventures: stolen more than once ('Twoc'ers without experience of a 365bhp straight six burnt the clutch out after 1000yds one time). Incessant constabulary attention; not for any irregularities on the part of the driver...but to admire

As a teenager, I spoke to Chris Harvey, the author of "End of an Era" in 1978 I think, who was unable to provide any detail beyond regrettably sparse references in his book, which the 2004 post above cites but if from another source, we did learn of those details accordingly. We also were given to understand that John Coombs registered 850006 as BUY 1 and 850007 as BUY12 (not BUY 2). Following a subsequent unanswered letter query about 850007's history to Browns Lane, Coventry in 1980 I contacted JD magazine and received a very kind reply from Paul Skilleter who expressed surprise at Jaguar's silence, but equally was unable to offer any further insight. I still have the letter....

85007 was laid up around 1987; to the best of my knowledge it wasn't driven for the last 10 years before being sold. A crying shame that it stood outside in all weathers. That period saw the collectors' car craze with dizzying amounts being offered: our uncle refused a Ferrari 308GTB in a straight swap and also turned down a sizeable cash sum, not far short of the Coy's winning bid. He always planned to restore it to former glories but was forced to sell (along with a dilapidated 1973 MGB GT), for an amount so low that is genuinely heartbreaking.

Pictures have been uploaded to this site (at time of posting haven't been able to verify images are displayed so again, apologies if you can't find them: if you can, then...enjoy. If the new owner wishes to get in touch please reply to this post...may be able to provide more detail.

2007-05-21 02:30:29 | Roger writes:

M, fabulous story, sounds like the car was used as it should have been!

2007-05-21 02:44:56 | Roger writes:

I wonder what happened to the photos. I don't see any strays in my queue.

2007-05-21 16:11:09 | M writes:

Thanks for the feedback Roger. A correction to my own post: It was Tony Dudmesh of the E-Type Register (JDC) who replied to my enquiry on 22nd Jan 1981, not P Skilleter. My letter was the one published in the March 1981 JD issue as referenced at the top of this page. Single photo uploaded now, 850007, circa 1979. NB pictured with owner, me in passenger seat. Hard top came with it (soft-top in this pic). Minus chrome bonnet strips but otherwise in fine polished fettle, glinting just before setting off on an 800-mile weekend round trip: Edinburgh to London and back...glory days.

2007-09-15 20:46:40 | Tony Connolly writes:

If this car happens to be for sale one day, please send me an email, i will be interested
Tony

2007-11-04 15:15:50 | Philippe writes:

Just added a picture I made in Spa-Francorchamps in 2006.
Very nice car !

2011-09-23 16:46:09 | pauls writes:

Seen at the Goodwood Revival Sept. 2011

2014-05-31 20:31:50 | pauls writes:

Feb. 2001 Jaguar World states the car was Coombs demonstrator registered 9VDP, at the time awaiting restoration in Norfolk.

2016-01-15 11:38:59 | Anonymous writes:

up for sale at H and H as a lightweight replica.
www.classic-auctions.com/Auctions/20-04-2016-ImperialWarMuseumDuxford-1413/1961J ...

2016-01-17 01:10:17 | pauls writes:

Description from above auction:
Sale Date: 20th April 2016
Estimate: (£) 700,000 - 900,000
Reg Number: 9 VPD
Chassis Number: 850007
Engine Number: R1026-9
Cc: 3800
Body Colour: Blue
Trim Colour: Blue
MOT ExpiryDate:

Overseen by Jaguar's Engineering Director Bill Heynes and supplied to favoured teams on Lofty England's say so, the seven right-hand drive Roadsters built to Project ZP 537/24 specification were the very first E-Type competition cars. Upgraded by the Competition Department at Browns Lane, the septet had particular attention paid to their running gear: increased compression ratio, gas flowed cylinder head, lightened flywheel, competition clutch springs and close-ratio gearbox etc.

One of two cars earmarked for John Coombs - the other five being distributed among Tommy Sopwith, Peter Berry and Sir Gawaine Baillie - chassis 850007 was completed on 29th March 1961 but not officially road registered as '9 VPD' for another four months (21st July 1961). Typically used as the Coombs team's paddock car whilst its sister machine '4 WPD' (chassis 850006 which became the first 'Lightweight') performed most of the racing duties, '9 VPD' took to the track for the Scott Brown Trophy on 23rd July 1961.

Albert Powell had been due to drive one of Peter Berry's 'Project ZP 537/24' E-types (chassis 850010, '3 BXV') at the event but suffered a drive shaft failure during practice. His entry was thus in doubt until Coombs sportingly offered '9 VPD' as a stand-in. Sadly, a broken fanbelt denied Powell the chance to take the chequered flag on a day when four of the other 'Project ZP 537/24' Roadsters were competing (chassis 850005 and 850006 taking first and second places respectively). Little more is known about chassis 850007's period competition history but it certainly led a quieter life than '4 WPD'.

Sold off into private hands, '9 VPD' had not moved under its own power for fifteen years or so by the time that the current owner acquired it in July 2002. Conscious of the Jaguar's historical significance he entrusted it to marque specialist Beacon Hill Garage with instructions that they preserve as many original components as possible. Thus although chassis 850007 was restored as a FIA compliant racer numerous 'surplus' parts were preserved for posterity including the original 'outside lock' bonnet, boot lid, doors, cylinder head, crankshaft, conrods, seats, close-ratio gearbox, hood frame etc.

The original tub (body number R1017) was salvaged and restored in steel, whilst the exterior panels were replaced with 'Lightweight' specification aluminium equivalents. Repainted in its initial Opalescent Dark Blue livery, the re-born '9 VPD' returned to the track for the July 2005 Silverstone Classic Festival. Finishing 4th at the 2006 Le Mans Classic (behind two Ford GT40s and a Cobra), the E-Type won its class during the Spa 6-hours that same year with Richard Attwood joining Steve Markey and Radical ace Austin Kinsella behind the wheel.

First Jaguar home during the Legends race which preceded the 2007 Le Mans 24 hours and paid tribute to the 50th Anniversary of the Coventry marque's famous 1957 victory, '9 VPD' made its Goodwood Revival debut that season too with Rauno Aaltonen co-driving alongside Steve Markey. A regular at the Goodwood Revival, Le Mans Classic and Spa since then, chassis 850007 has also been helmed by the likes of Emanuele Pirro, Marc Gene and Tony Jardine.

2016-02-14 12:18:24 | Paul Lewis writes:

Cant see how the original tub was "salvaged and restored" as you cant weld on to rust, the steel would have been to far gone to get a good weld penetration,If by a miracle it was used once the surface rust was removed the remaining steel would have been wafer thin. looking at the bulkhead this would have been like a "teabag"!! and almost certainly replaced (don't get fooled by different colour primer) Can any one confirm if it is matching numbers as I was told the engine had also been replaced?

2016-02-14 12:41:57 | Paul Lewis writes:

just spent a few minutes trying to make out the cylinder head numbers these look non factory.... can anyone confirm

2016-02-15 05:07:34 | John S writes:

Paul, looking at that red tub, it is obvious that it could, and likely was restored. I would check further from numerous Jag. restorers who could do this work before you place doubt on a rare and historic car.

2016-02-15 21:39:34 | Paul Lewis writes:

John,I have restored lots of cars over the years the amount of rust evedent would have made the steel virtually unweldable even if they managed to holdit together with "birdsh*t welds the integrity would be non existant,...But the biggest question mark has to be the photo shown on the trolley when it was freshly painted blue 2014-11-12 it quite clearly shows the rear upper and lower wing with the original joining seam but the current photos used for the auction particulars at the top of page quite clearly shows it de-seamed!!!! surley the fabrication work is done before paint???? ( different cars) Make your own mind up but all I can say if you are thinking about bidding on this car take someone along who knows them inside out... Can anyone remark about my note about the non matching engine number and incorrect cylinder head...?

2016-02-15 23:13:18 | John S writes:

If you are referring to image no. 2 of 12, what you believe is a seam is a shadow.
I have one car that is a handful, couldn't afford another.

2016-02-15 23:20:39 | John S writes:

I see it now, on the 2012 photo

2016-02-15 23:30:35 | John S writes:

The case of the disappearing seam.

2016-02-15 23:48:00 | John S writes:

Looks like a ZB From the one photo.....Mark 10 ??

2016-02-16 09:02:11 | Anonymous writes:

Fantastic that the identity in any shape or form exists, much better than just putting to the crusher and disappearing altogether.

2016-02-16 10:32:39 | Stefan writes:

I tend to agree and disagree at the same time with you Paul....

The body is in a really bad state and it is hard to find a starting point for restoration. However there will be bits and peaces, which can be saved and on which basis an authentic shell can be built up.... Yes many body panels need to be exchanged, but noone can decide when it is ok and when it is too much.
The effort is much higher but it would have been worth the work.

I am not so much a fan of this early race / lightwight recreation. When it was not in that shape during live-time, why building the car up as such?!
I like the original form and style much more.......

2016-02-17 01:08:32 | Anonymous writes:

with regards to the remark above about it"s " fantastic that the identity in any form still exists, much better than just putting to the crusher".... that's the whole problem so far we have seen different bodies,different cylinderheads, newinterior.etc etc it probably did go to the crusher years ago when they were twoapenny,the original rf60 tranfered to a new v5 at somepoint and a racecar is built.... It"s easy to fool the"investor" by covering up the lack of history and no originality with "WHAT DO YOU EXPECT IT"S A RACE CAR SIR PARTS DO GET CHANGED".... I feel this car should have a price tag of around the £350k mark.

2016-02-17 11:23:30 | Anonymous writes:

Is it really "a problem" ?
If 'Racers' want to pay that, good. If 'originality' people want 'originality' also good, find one.

2016-02-21 10:06:23 | Anonymous writes:

Aggree with a few points raised above, Body would have been too rusty to repair so was most likely replaced, looking at the cylinder head it"s not an e-type so assume the block is incorrect also, But what it does have going for it is it"s "ID" !! , Good luck to the new owner enjoy the car and a new chapter in it"s life has already started

2016-04-04 17:11:44 | shaun writes:

interesting to read the views people have about this car. I am the buyer who purchased it from Mr Burgess in the mid 90`s along with his mgb gt, which sat in the garage while the e type was under a willow tree in his st albans back garden. just to clear up a few points. the engine froze and cracked the original block while it was a daily driver so it was replaced with a mk x block, the head and all internals were original as was the close ratio box. although it was rusty the front and rear bulkheads were still sound and quite useable so part of the factory shell remains. it was a standard e type road car when it left the factory but the choice to build it into a race car is not so bad. the new owner could easily return it back to road trim if he desired. 532 FS was cleverly reunited with it 9 VPD number, apparently living on a range rover in Scotland for many years. so the car could not have had a better restoration and life for the last 20 years. I talked to peter raven, a London based Ferrari dealer, when I owned it . he was a coombs mechanic in 1961 and instructed to meet at the works over a weekend to receive delivery of 2 e types 06 and 07, the cars were to be checked over as they were due to race around goodwood for the media on the following Monday. 06 had a fuel pump problem so 07 was the first e type to circle goodwood. also I have a friend who lived opposite graham hill in 1961 when he worked for coombs. the blue 07 car was used by him to drive home from work each day. my friend remembered standing in his driveway as a small boy looking at the new jaguar. this car has many wonderful stories, never to be repeated

2016-04-11 13:46:34 | Jim writes:

This car up for auction at The Imperial War Museum, Duxford on the 20th of April. Estimate £700,000 - £900,000

www.autocherish.com/homes/advert_details/JiwzPFQsMyxQCmAK

2016-04-18 13:05:29 | Anonymous writes:

This "bitsa" car seems to have stirred up a bit of a hornet's nest prior to the auction!
Who can say what is the value of anything - if someone is willing to pay the money he thinks appropriate he is happy. However, some of us prefer to see e types in all their original glory - not masquerading as something they never were.
There is a good photo of this car in Jaguar Driver magazine of February 1982, page 24 in its original condition, very roadworthy and complete, attending the JDC Lothians Jaguar Day June 6th 1981 when owned by Phil Burgess. This appears to be at odds with the statement in Jaguar Driver June 2005 "850007 was purchased by the present owner in July 2002, having been off the road since 1973, in an original but extremely dilapidated condition"

2016-04-21 09:33:04 | Anonymous writes:

Sold £840,000.00 sterling plus commission, another mile stone in the cars history, well done

2016-04-21 17:23:25 | Simon writes:

Ouch !!!!!! Lets hope he got the original engine thrown in for that price or at least a correct E-type engine and not a mark 10 that was plonked in it ...... (this car sold for 65k 12 years ago so yes well done to the auction house for overinflating prices!!!)

2016-04-22 18:19:24 | pauls writes:

Auction houses don't set the prices buyers do. Whether a good value or not, I'm very happy that the car was saved.

2016-04-25 17:18:55 | Anonymous writes:

Auction houses Most definataly DO set the prices most sellers are guided by them

2016-08-22 04:41:24 | pauls writes:

Car did not sell at April auction.

2016-08-24 15:51:01 | Stefan writes:

According to the Information posted here on 21st April I thought it sold for 840.000 GBP plus premium? How come it did not? It was well within the estimated price range?

Strange....

2016-10-29 04:15:53 | Andy writes:

www.youtube.com/watch Watch the video of this Amazing car which used to belong to Phil Burgess before being sold

2016-10-29 04:34:20 | Andy writes:

www.youtube.com/watch Another Video for you to watch

2016-11-22 15:40:34 | Andy writes:

www.youtube.com/watch and another

2018-02-07 18:16:22 | John Forsman writes:

My name is John Forsman, used to live at 3 St Lawrence Way, Bricket Wood and had a body repair shop behind Classic Service Station in the 1970's before emegrating to USA.in 1979. I have an aquantance here who is restoring an E type. Will see if I can get more info for you if you are interested.

2019-09-12 03:41:09 | Daniel writes:

For sale at Goodwood Revival Auction, 14 Sep 2019

www.bonhams.com/auctions/25454/lot/253/&length=258&page=1

Estimate : £ 600,000 - 750,000 € 670,000 - 840,000

1961 Jaguar E-Type Semi-Lightweight Competition Roadster with Hardtop

Registration no. 9 VPD

Chassis no. 850007

*One of seven 'Project ZP537/24' cars (the very first competition E-Types)

*The fourth oldest E-Type roadster surviving

*Supplied new to John Coombs and sister car to '4 WPD' (the first Lightweight E-Type)

*Coombs' spare car and demonstrator

*In-period competition history (1961)

*Restored to a highly competitive Semi-Lightweight specification

*Well known and extensively raced in the last 15 years in major events: Le Mans, Spa, Goodwood, etc

*Comes with an incredible amount of original spare parts

Entered by Jaguar dealer John Coombs, Hill's car was one of seven special competition E-Types, the very first of their kind built by the factory. Jaguar's designer, Claude Bailey, had initiated 'Project Specification ZP 537/24', the title of which was 'Variations Required To Build 7 Competition E-Type Cars'. The suggested modifications were in fact relatively mild, including an increased compression ratio; polished con-rods; gas-flowed cylinder head and inlet manifold; lightened flywheel; and the provision of a close-ratio gearbox. The fortunate few earmarked for this inaugural septet of racing E-Types were those who had already successfully waved the Jaguar flag on track: John Coombs, Tommy Sopwith, Écurie Écosse, Peter Berry, and Sir Gawaine Baillie. Ultimately, Coombs, Sopwith and Berry were granted two each and Baillie one.

Coombs' first competition E-Type, chassis '850006', carried the company's well known registration 'BUY 1' in its first year but by the following season its identity had been changed to '4 WPD'. It was this car that went on to become the prototype Lightweight E-Type and arguably the most important competition example of the model.

Coombs' second car - chassis '850007', the seventh right-hand drive roadster built - was completed on 29th March 1961 and despatched to Henlys of London on 20th July of that year. From there the E-Type was transferred four months later to Coombs of Guildford with the registration '9 VPD'. It effectively served as a spare for the team and, other than reputedly being entrusted to Graham Hill during testing at Goodwood, was not called into action until the Scott-Brown Memorial Trophy meeting at Snetterton on 23rd July 1961.

Albert Powell had been due to pilot one of Peter Berry's competition E-Types (chassis '850010', registration '3 BXV') before the car suffered a broken wishbone in practice, whereupon Coombs kindly loaned him '9 VPD'. According to Autosport, Powell ran as high as 4th before dropping back, eventually retiring when a broken fan belt led to overheating. No fewer than five of the seven 'ZP 537/24' cars were in action that day, including chassis '850005' ('ECD 400') and '850006' ('BUY 1') although that car did not carry registration plates at that meeting for some reason. The pair finished in 1st and 2nd places respectively. As far as its in-period competition history is concerned, little more is known of '850007' other than it definitely led a much quieter life than '4 WPD'.

Sold off into private hands, '9 VPD' was purchased by the preceding owner in July 2002 in an extremely dilapidated but original state, having been left in the open in Scotland for some 15 years. Jaguar Driver magazine reported that the E-Type had been off the road since 1973. Apparently, it was while north of the border that the E-Type was repainted red and acquired the Scottish registration '532 FS'. Acutely conscious of the Jaguar's historical significance, the owner entrusted it to marque specialists Beacon Hill Garage of Hindhead, Surrey with instructions to restore it as an FIA-compliant racer while preserving as many of the original components as possible. Major parts of the original tub (body number 'R1017'), including the front and rear bulkheads and spine, were employed in its reconstruction in steel, while the outer body panels were replaced with 'Lightweight' specification aluminium equivalents. All parts deemed surplus to the restoration have been preserved for posterity, including the original cylinder head, crankshaft, con rods, close-ratio gearbox, 'outside lock' bonnet, boot lid, doors, seats, hardtop, and hood frame. The vendor even managed to recover the original registration, which had found its way onto a Range Rover in Scotland.

Repainted in its original livery of Opalescent Dark Blue, the reborn '9 VPD' returned to the track in time for the July 2005 Silverstone Classic Festival, and later that year finished 4th overall in the Gentleman Drivers' two-hour race at Spa in the hands of Steve Markey and Austin Kinsella. It was 4th in the 2006 Le Mans Classic (behind two Ford GT40s and an AC Cobra) and 3rd overall and 1st-in¬-class in the Spa 6 Hours that same year, with former Le Mans winner Richard Attwood joining Steve Markey and Radical ace Austin Kinsella behind the wheel. It was the first Jaguar home and 3rd-in-class in the 2007 Le Mans Legends race, the year in which '9 VPD' also made its Goodwood Revival debut, with rally legend Rauno Aaltonen co-driving alongside Steve Markey. Now a regular contender in the Goodwood Revival, Le Mans Classic, and Spa meetings, '850007' boasts a list of helmsmen that also includes Emanuele Pirro, Marc Gené, and Tony Jardine.

In 2011 renowned marque specialists Rob Beere Racing supplied a new 3.8-litre engine and carried out further works on the cylinder block and heads in 2015.

This car's fascinating history is outlined in a detailed illustrated report, compiled by Gaëtan Van der Kindere and Stéphane Meeremans of British & Sportscars, which prospective purchasers are urged to read. This report illustrates the car's BMIHT Certificate; an old-style continuation logbook (issued 1969); in-period press cuttings; MSA Historic Technical Passport; old/current V5C Registration Certificates; and numerous photographs of the E-Type 'as found' and undergoing restoration. It also contains photographs and a detailed list of the vast quantity of original parts included in the sale, while the original documentation is contained within various box files and folders.

Beautifully presented and 'on the button', this highly significant and beautifully restored racing E-Type is ready for the fortunate next owner to enjoy.