1955 Jaguar XK140 SE - By Andrew Golseth

This Preserved 1955 Jaguar XK140 SE Is A Patina Perfect Driver

Click Here to Read The Full Article by Andrew Golseth


Porsche Carrera

Porsche Carrera I.M.S.A. GT 'O' RSR/935 

Porsche could not have wished for a more sensational start to the racing success of its 911 RSR. Peter Gregg and Hurley Haywood won the Daytona 24-Hours, the first race of the 1973 season, outright. Their Carrara RSR running as a prototype since homologation had not yet been secured. The car would become a perfect choice for customers who could rely on upwards of 300 bhp from its 2.8 litre capacity and near bullet-proof reliability. Gregg and Haywood followed up their Daytona win with victory in the Sebring 12-hours and the Porsche RSR’s legend had begun would remain competitive over many seasons.

Originally a S.C.C.A race car in the late 60’s, it was re-built to full RSR specifications in the mid 1970’s by Bob Gregg, a legend in United States motor sport history, who not only had a great reputation as a driver but also as a team owner, entrant and engineer, this car has a truly amazing and well documented history.

Known as “Bullet Bob the Barefoot Boy” because he didn’t like racing with shoes on, Bob Gregg’s career spanned six decades, winning over 1000 main events and forty-eight championships racing all over the US and Canada, Gregg was as versatile as he was successful.

His exacting standards are obvious in the build quality of this highly modified Porsche, built to the best RSR specification of the day and continually upgraded during its long competition career more latterly with 935 parts, including suspension with desirable centrelock uprights, the gearbox installed “upside down” (to lower the C of G) and continual development of the 3.3-litre 12 plug injected engine - the final evolution prior to its retirement from international competition in the mid-eighties.

The car has an extensive well documented race history in IMSA Camel GT ‘O’ class from 1981 until 1985, including several appearances in world class events such as the Daytona 24-Hours and the Sebring 12-Hours and somewhat surprisingly for a car with such a race history, no major accidents.

Recently discovered still in the ownership of Ron Coupland, where it has remained untouched but carefully stored for more than thirty years, along with the original support equipment including refuelling rig, complete spare gearbox, ratios and bodywork all in the exact condition as the car last appeared in Daytona 1985 - A unique, completely original and undisturbed time capsule of early 80’s IMSA GT competition.

Never before offered on the open market, this ‘time warp’ package of car and all the supporting equipment with a huge amount of original documentation including historical photo’s, race entries, race results, passes, etc., is a rare opportunity for the new owner to restore this historically significant racing Porsche and be eligible for and highly competitive in all major historic events Worldwide.



Daytona 24 Hours. 1/2/1981.

Porsche 911 Carrera. 911/75 F6 N/A.

Entrant: Bob Gregg Racing.

Drivers: Bob Young (USA), Len Jones (USA), Bob Gregg (USA).

27th overall. 8th in GTO class.


Sebring 12 Hours. 21/3/1981.

Porsche 911 Carrera. 911/75 F6 N/A.

Entrant: Bob Gregg Racing.

Drivers: Bob Gregg (USA), Bob Young (USA), Joe Varde (USA).

34th overall. 14th in GTO class.


Riverside 6 Hours. 26/4/1981.

Porsche 911 Carrera. 911/75 F6 3000cc N/A.

Entrant: Bob Gregg Racing.

Drivers: Bob Gregg (USA), Len Jones (USA), Bob Young (USA).

20th overall. 7th in GTO class.


Laguna Seca 100 Miles. 3/5/1981.

Porsche Carrera. 911/75 F6 N/A.

Entrant: Bob Gregg Racing.

Drivers: Bob Gregg.

31st overall. 15th in GTO class. 


Daytona 24 Hours. 31/1/1982.

Porsche 911 Carrera RSR. Porsche F6 N/A.

Entrant: Bob Gregg Racing.

Drivers: Bob Young (USA), Bob Gregg (USA), Ray McIntyre (USA).

50th overall. 22nd in GTO class.


Riverside 6 Hours. 25/4/1982.

Porsche 911 Carrera. Porsche 911/75 F6 N/A.

Entrant: Bob Gregg Racing.

Drivers: Bob Young (USA), Bob Gregg (USA).

50th overall. 18th in GTO class.


500 Mile Pocono. 26/9/1982.

Porsche 911 Carrera.

Entrant: N/A.

Drivers: Ron Coupland (USA).

34th overall. 14th in GTO class.


3 Hour Daytona Finale. 28/11/1982.

Porsche 911 Carrera.

Entrant: N/A.

Drivers: John Hulen (USA), Ron Coupland (USA).

39th overall. 20th in GTO class.



Daytona 24 Hours. 6/2/1983.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA0, Speakman (USA).

58th overall. 28th in GTO class.


500KM Road Atlanta. 10/4/1983.

Porsche 911 Carrera RSR.

Entrant John Hulen.

Drivers: Ron Coupland (USA).

51st overall. 19th in GTO class.


500KM Charlotte. 15/5/1983.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: Ron Coupland.

40th overall. 13th in GTO class.


Mid-Ohio 6 Hours. 19/6/1983.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA).

36th overall. 9th in GTO class.


500 Mile Road America. 21/8/1983.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA).

26th overall. 8th in GTO class.


500 Mile Pocono. 11/9/1983.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA).

12th overall. 6th in GTO class.



Sebring 12 Hours. 24/3/1984.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA).

69th overall. 23rd in GTO class.


500KM Mid-Ohio. 10/6/1984.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA).

20th overall. 5th in GTO class.


500 Mile Road America. 26/8/1984.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA).

37th overall. 8th in GTO class.



500 Mile Road America. 25/8/1985.

Porsche 911 Carrera RSR.

Entrant: Coupland-Hulen Racing.

Drivers: John Hulen (USA), Ron Coupland (USA).

30th overall. 7th in GTO class.


Columbus (GT). 5/10/1985.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen

43rd overall. 21st in GTO class.


3 Hour Daytona Finale. 1/12/1985.

Porsche 911 Carrera RSR.

Entrant: John Hulen.

Drivers: John Hulen (USA), Ron Coupland (USA).

43rd overall. 12th in GTO class.


For more information about this Porsche Carrera I.M.S.A. GT 'O' RSR/935 visit ChequeredFlag.com or call us today at 310-827-8665

theCHIVE Field Guide to Finding Your Perfect Car

Mac just got his learner’s permit and he’s here to teach you the secrets to finding your perfect car.

Spike Feresten and the guys at theCHIVE spent the day with our all-knowing owner Neil Jaffe to really get down to the bottom of how to buy the perfect car. If you like classic cars and cats, you're in for a treat.  Chequered Flag International and theCHIVE are pleased to bring you: theCHIVE Field Guide to Buying Your Perfect Car.

Watch the Video Now

GQ.com | By The Editors of GQ | Adrian Gaut

These Cars Are the Brand-New Classics

If you liked gawking at these cars as a kid, imagine how much more you'd enjoy driving one right now. 

Read the full article here, http://www.gq.com/story/new-classic-cars 

1991 Acura NSX

Click HERE to watch our video on this 1991 Acura NSX

Chequered Flag Classic Sports and Performance Cars

Chequered Flag Classic cars is featured in this WATV Productions "Collector Car Classifieds" video shot on location for Chequered Flag Int'l in Marina Del Rey CA

Click Here to Watch The Video 

Morris - A Minor Documentary

Click Here to Watch The Video

The Morris Minor is a classic British car which has been given another lease of life by a new generation of young drivers. Join us on a journey from its humble beginnings to it's current adventures on British roads with interviews with Mike Barson (Madness) Zac Ware (Charles Ware & The Proclaimers) Martin Wainwright (Author/Journalist) and a host of Morris Minor owners.

Published on Feb 28, 2014

Moss Motoring - 1968 Triumph TR250

Triumph TR250-11



Despite the success of the Triumph TR4 and TR4A in sales and competition, as the end of the 60s approached it was clear that the company had to improve its performance with the introduction of a new engine that could offer not only greater horsepower, but also smoother operation than the relatively rough and noisy 4-cylinder could provide. The answer would lie with the 1998-cc inline 6-cylinder engine from the Triumph 2000 sedan, which was stroked to 2498-cc for use in the Triumph TR250 and TR5.

Management had determined that the new powerplant would have to make 150 hp to provide the desired top speed of 120 mph and sub-nine second times from 0-60 mph, but the only practical means of doing so would require installation of the new Lucas PI fuel-injection system that would make its debut in the TR5. So equipped, the TR5 became the first mass-produced fuel injected British car and was the most affordable 120-mph vehicle in the country as well. With the exception of the new engine, the only external differences were a slightly revised grill with painted slats and new marker lights and chrome trim. Inside, a matte finish replaced the polished surface on the walnut dash while new seats debuted that were the most comfortable yet seen in a TR.

Triumph TR250-4

Now considered the most attractive of the four Triumph string eras – sidescreen, Michelotti, Karmann and Wedge – the shape pioneered by the TR4 combined with the grunt from the 6-cylinder engine is a winning combination

Alas, despite the impressive performance that the fuel-injection made possible, restrictive emissions rules in the United States made sale of the TR5 impossible because the primitive nature of the Lucas system could not meet the Federal standards. What this meant was that while the UK and continental Europe would enjoy the fastest TR ever built, the United States would get the Triumph TR250, which featured the same six-cylinder engine fed through dual tamper-proof Zenith-Stromberg carburetors that forced use of mild cam timing – compared to the TR5 – that resulted in only 104 hp at 4500 rpm – the same output as the 4-cylinder engine in the TR4A – but increased torque to the tune of 143 ft/lbs at 3000 rpm to allow for only slightly better acceleration and top speed. While response to the TR5 was enthusiastic – “without doubt the best Triumph yet” declared Autosport – in the United States, enthusiasm for the new model was decidedly muted, with Car & Driver musing, “to pay an extra $500 for a nearly identical but slower car doesn’t make much sense.” To be fair, the TR250 was much smoother and quieter than the TR4A and Road & Track found that the new engine “could hardly run more sweetly” and changed the essence of the TR from rough and tumble to relaxed and smooth.

Triumph TR250-16

The seats – unique to the TR250 – are the most comfortable and provide the most room of any TR from TR2 through TR6

For all the negativity that the TR250 engendered during its brief production run – only 14 months – it is appreciated now for having combined the best elements of the TR4 with the performance potential offered by the TR6. Modern advancements and technological know-how make it possible for current owners to replicate the 150-hp TR5 with the existing carbureted setup and for these reasons and others, the TR250 is now the most valuable TR sold in America.


The lines of the TR250 have only improved with time and the Michelotti design has an elegance that is lacking in both the TR3 and TR6 and despite having a wheelbase that is 3-inches shorter than the MGB with slightly more overall length, it appears to be the more substantial car. The muted tailfins, higher fender lines and larger 15-inch wheels add to that impression, although both cars are comparable in overall height. The interior of the TR250 is more luxurious than any offered by its competitors with its polished walnut dash, leather seats and high quality carpeting. The seats are comfortable and the travel adjusted such that any sized driver can be easily accommodated within, while the three-spoke steering wheel is both attractive to look at and well positioned for use. It would be hard to improve upon the basic instrumentation package that was largely carried over from the TR2. The face-level vents are a nice touch along with the generously sized lockable glove box that is situated before the passenger. The occasional rear seat provides a flat surface upon which soft luggage can be placed since it is no longer legal to place unbelted passengers in the diminutive space.

The Rostyle wheels and racing stripe are period touches that mark the TR250 as another matter from its TR4A predecessor

The engine starts with a turn of the key and it springs to idle with a growl reminiscent of a Big Healey. The pedal box is large enough that the dimmer switch – located on the floor adjacent to the driver’s kick panel – can be used as a dead pedal provided the driver is careful not to engage the switch with a heavy foot. The accelerator and brake pedal are closely located to allow for easy heel-and-toe operation and the clutch effort required for engagement is light enough to use the car in heavy traffic without much complaint. The gearbox – an all-synchromesh unit – is a delight to use although it is best used slowly – with a slight pause in the neutral position – to provide the smoothest shifts. The lever itself is short and well placed as it falls easily to hand from the steering wheel. Steering effort is very light and the slightest turns will result in a change of direction so it is best to let the car self-steer – with only a light hand on the wheel – down the freeway or long stretches of straight roads.

Triumph TR250-10

The stance is unmistakably Michelotti derived

The exhaust note is loud and powerful although unobtrusive at moderate speeds. The engine will pull strongly up to the redline and has the ability to cruise all day at 80 mph without fear of damaging any internal components given its stout construction. There is enough torque to remind you how much fun driving can be and the power band is tractable from idle to 5000 rpm. As much fun as an Austin-Healey 3000 or Jaguar E-Type, the IRS suspension provides a supple ride that easily handles irregular road surfaces with aplomb.

Sampled – It’s hard to believe that the TriumphTR250 was once unloved by even Triumph enthusiasts, but that train has long ago left the station, as it is now the most sought after of the TRs sold in America. The example that we were provided by Chequered Flag International in Marina Del Rey, California is the most original that we have ever seen with only one owner from new until 2014. Restored cars – no matter how much time and money is thrown at them – will never match the driving feel of an original car and this TR250 bears that out. More solid than any other example that we’ve driven, it was much as it must have been when first sold, a delightful roadster with added torque over the TR4A to play with in the twisty bits. With fewer made than any other TR, they’re hard to find but well worth seeking out.

Moss Motoring

Moss Motoring - 1961 Morris Minor




Before the Mini left its mark as one of the most iconic cars to ever come from Britain, Sir Alec Issigonis had already established a reputation for brilliance with the Morris Minor. The first car built in the United Kingdom to sell more than one million units, the landmark Minor has been hailed as a design classic that combined an essential English character with utility and performance at an affordable price.


The first British car to hit a million in sales, the Minor was the more stylish response to the ubiquitous Beetle

The first truly global British car, the Minor debuted at the London Motor Show at Earl’s Court in 1948 with a blend of qualities that made it the perfect car for a world still reeling from the effects of World War II. The original MM series was sold until 1953 and would eventually encompass a range of two and four-door saloons along with a convertible touring car. The front suspension used the torsion bar layout from the Morris Oxford and adopted a similar semi-monocoque bodyshell. The 918-cc engine was sourced from the Morris 8 and although horsepower was initially limited (27.5 bhp) it was an economical unit that delivered almost 40 mpg.


The 948-cc engine is familiar to any fan of British sports cars

The MM was an unqualified success with more than 250,000 cars sold and as the size of the engines increased the performance grew as well. The ubiquitous A-series engine made its debut in 1952 after the Austin merger resulted in BMC. Despite lower specific output, the new engine felt like an improvement and would go on to power successive generations of the car. The popular Traveller was also introduced in 1952 and featured an external ash frame for the rear bodywork and two barn-style doors. Commercial versions soon followed and the Minor name encompassed several varieties of unique cars. The Series II Minors with the A-Series engines offered spritely performance and even better handling than earlier cars equipped with the side valve engines.


A surprisingly roomy and usefully shaped cabin is a prime attribute

The 1000 series cars debuted in 1956 with the 948-cc engine and one-piece windscreens. Detail changes occurred on a regular basis to keep the car fresh and the market continued to buy the car in increasing numbers. The million mark in sales was reached in 1961 with 350 special edition cars built to commemorate the occasion. The next year saw an even larger version of the A-series engine (1098-cc) along with revisions to the interior and improvements to the heater. Amazingly, even though the Minor was born in 1948 just years after the end of the war it managed to live long enough to see men walk on the moon and then some. Although the convertible and saloon cars were withdrawn from the market in 1969 and 1970 respectively, the Traveller and other commercial versions soldiered on until 1972 with more than 1.6 million cars manufactured in total.


Much like the Volkswagen Beetle to which the Minor is inevitably compared, the Minor exhibits a build quality that belies its affordable price tag. Despite a Spartan interior – again like the VW – the Minor’s cabin is welcoming and capable of carrying four adults in reasonable comfort. The seating position is much more comfortable than in the Mini although the steering wheel is placed at an odd angle that takes some getting used to. The instrument panel is dominated by a centrally mounted speedometer – with an integral fuel gauge – and flanked by twin glove compartments with a generous parcel shelf located below the dashboard.


When a Beetle is just too common …

While no one will mistake the Minor for a proper sports car, once the top is stowed it does a fair imitation given the deliberate acceleration (although it is no worse than in a similar vintage Beetle) and comfortable ride. While most Minor’s suffer from some balkiness while shifting, this example is easy to row through the gears with only the slightest hesitation present in second when rushing the synchros. With more torque than a Beetle, the Minor is more fun to drive and is the more unique mount (especially in Southern California where old VWs are plentiful).

Somewhat of a time capsule, this particular Morris was sold by British Motor Cars in San Francisco, California and has remained in the Golden State its entire life. While not a showpiece, there is enough patina present to make it look interesting, but not enough wear to set one’s thoughts to restoration. All in all, a better alternative to a convertible Beetle or Fiat 500, the Minor makes the ideal beach cruiser or weekend driver with room for friends and children.

Sampled – This 1961 Morris Minor Convertible is from the stable at Chequered Flag International in Marina Del Rey, California and displays its original black over red color scheme and California black plates. With a reported mileage of only 54,159 miles it seems to have led a pampered life. Some minor sorting could be done on the odd weekend or two, but this seems to be a great example of an all too rare English convertible.

 Moss Motoring

Moss Motoring - 1965 Jaguar E-Type OTS




The 1950s were halcyon days for Jaguar. With postwar demand for sports cars reaching record levels, Jaguar’s iconic XK120 two-seater quickly became a must-have amongst the American and European “sporty” car set. Alongside success in the showrooms, the decade also marked a period of near total domination by Jaguar in endurance racing, including 24 Hours of Le Mans victories in 1951, 1953, 1955, 1956 & 1957. Continued success on the track was becoming more difficult to achieve in the face of more technologically advanced competitors and the iconic XK range was beginning to look dated when compared to products from Aston Martin, Ferrari, Maserati, Mercedes-Benz and Porsche.


Repeated surveys confirm that the E-Type is the most revered British sports car ever built and one of a handful of design icons

Jaguar withdrew its factory-sponsored racecars after the 1956 Le Mans triumph and the competition department was tasked with the design of a new sports car based on the racing cars that owned the Maison Blanc and the Mulsanne Straight. The resulting E-Type was a direct descendant of the D-Type that had won the World Sports Car Championship and shared its XK engine, disc brakes and semi-monocoque chassis design while clothed in an aerodynamic envelope artfully fashioned by Malcolm Sayer.

It was the beautifully sleek profile over advanced mechanicals that would cement the E-Type’s reputation as an automotive hallmark. It was the equivalent of finding out that the supermodel for which you’ve pined was also an honors graduate with an affinity for small animals, children and charitable works. The new Jaguar would forever mark the transition from the conservative 50s into the sexy 60s and prepare the world for Ursula Andress, Brigitte Bardot and Raquel Welch. Following its launch at the 1961 Geneva Auto Show, Enzo Ferrari proclaimed the new cat as “The most beautiful car ever made” and, in time, it would grace the Museum of Modern Art in New York and sit atop the list of the “100 Most Beautiful Cars of All Time.”

An Affordable Thrill Ride

What was truly incredible about the car was not the curvaceous body, nor the world-class suspension, but the fact that it was downright affordable when compared to its peers – at less than half the cost of the Aston Martin DB4 GT you got better performance and handling. Within four months after its debut at Geneva, the Jaguar E-Type was available for purchase in roadster and coupe variants and capable of 150 mph (although few owners could replicate the feat) from its 3.8-liter twin overhead camshaft engine that had more than proved its worth in competition.


Few engines can match the venerable XK power plant for aural pleasure and effortless performance

The initial version of the car powered by the 3.8 sold briskly with 15,498 purchased in the three years following its launch. An enlarged 4.2-liter engine was introduced with the “Series 1” with more torque, better brakes and a significantly improved gearbox that now featured synchromesh on all forward gears. A 2+2 variant followed in 1966 boasting rear jump seats and an available automatic transmission to go along with its greater length.

Under pressure from increasingly onerous federal regulations, Jaguar created the “Series 1½” from 1967-1968 with more effective (but far less pretty) open headlights, improved dash switches and new carburetion to meet emissions standards. In total, 38,419 examples were sold through the end of the Series 1½ cars when the heavy-handed regulators squeezed the sexy feline even further.

The Series 2 was sold from 1969 to 1971 and adopted many of the features unveiled on its immediate predecessor plus larger and higher bumpers and turn signal indicators. The brake lights went from delicate to garish (and as many sexy bits eventually fall prey, migrated south – to under the bumpers) and the mouth opening was increased in size to assist in engine cooling (helped by supplemental fans) while fragile Americans were protected by the replacement of the toggles by safer rocker-style dash switches. Brakes continued to improve while air conditioning and power steering were newly available from the factory. While emissions controls and added weight hampered performance the car continued to resonate with buyers (with 18,809 car sold).

To offset the loss in performance dictated by compliance with federal regulations, Jaguar responded with an all-new 5.3-liter V-12 in 1971. The engine added only 80 pounds to the car and boasted excellent acceleration, refinement and torque. What it added in these qualities, however, detracted from the essential nature of the car, which grew softer and more luxurious with each passing year and foretold the coming of the XJ-S in 1975.


More than 50 years after its debut, the E-Type retains its visceral sensuality and the shape is compelling now as then. The 1965 E-Type OTS Series 1 that we drove is at once both feminine and phallic and is the embodiment of the sexually liberated decade of its birth. The car stands low to the ground although none of the contortion required of entering a coupe is necessary with the top lowered. The interior is trimmed in high-quality black leather of recent vintage and features all the elements that make for memorable sports cars – full instrumentation, firm seating and performance far in excess of its saloon car relatives. From the start, the venerable XK engine is familiar with a note that is restrained at idle and joyous at speed. One of the most interesting features of the XK powerplant is that as displacement increased throughout its lifespan (1948 to 1992) it grew more flexible and tractable rather than less so.

The gearbox is familiar to anyone that has spent any time in British cars with its long handle and positive throws, while the transmission allows for quick shifts and well-spaced ratios. The clutch pedal is firm but easy to depress and the pedals are well spaced to allow for heel and toe operation. The brakes are as good as any offered during the period and the pedal operates with servo assistance that allows for firm (rather than excessive pressure). The braking is progressive and neither overwhelms the suspension in hard use nor elicits fade from repeated stopping.


The perfect sports car cockpit trimmed in luxurious leather and with some of the best ergonomics from the 60s

The steering wheel is (like the rest of the car) beautiful but its use is somewhat heavy in traffic. At speed the effort to control the car is almost perfect and it is easy to see the gauges through the wheel and the gearbox lever falls easily to reach. The performance of the car remains exceptional even when compared with modern commuters that can nominally match its statistics. It is as much a case of how the E-Type goes about its job, as it is what the E-Type does as a car.

The E-Type is the rare classic that can be driven anywhere at anytime (especially in coupe form with open headlights – the closed headlight models are almost unusable at night due to visibility concerns) and rewards the driver with exceptional performance in the here and now rather than wistfully reminding us how much has changed in the intervening decades. The car not only keeps up with traffic but also accelerates away from it and handles as well as one could hope for while riding on narrow tires with wire wheels. It never feels twitchy in transition and feels benign at the limits, which most drivers will explore.

What settles the question, however, is the view over the hood that is, perhaps, the most compelling factor presented to the enthusiast driver. While at a stoplight, other drivers nod approvingly and appreciate its beauty despite the passage of time. There are few sports cars that everyone should own at one time or another, but the Jaguar E-Type should reside near the top of the list. It remains relevant today, will be tomorrow, and constantly serves as a reminder of an automotive legend whose beauty will never fade.

DSC_1185Sampled – Few cars have undergone as meteoric a rise in value as has the E-Type in recent years, with even previously unloved Series III cars now routinely passing the $100,000 threshold at auction. From the standpoint of collectability, desirability and aesthetics, the best of the breed are the Series I closed headlamp cars in either FHC or OTS trim. While this particular model wears a flattering red – instead of the original white and has a non-original block – these are advantages in that it keeps the price reasonable unlike the $200,000-250,000 that 100-point cars now command. Most of us can no longer afford such scratch, but nonetheless we would prefer a driver condition closed headlamp E-Type like this since every mile driven would add smiles rather than detract from the car’s value as would be the case with a concours standard example. Thanks to Chequered Flag International in Marina Del Rey, California for throwing us the keys to the most popular British sports car ever.

Moss Motoring