Add to those wild looks a fated history of sensational speed and unfulfilled performance that all ended on a miserable cold, wet day at Montlhery in October 1964 and you have one of the most fabled E-types of all. Failure would be too strong a word for the bitter story of this mean, beautiful machine but its tale did look cursed.

For many years the wreck of 4868 WK was locked up by French authorities after the inquiry into the death of three marshals and its luckless pilot. Then the twisted remains were saved and resurrected by well-known D- type specialist, Lynx of Hastings. Using a fresh (but original) alloy E-type monocoque, the Lindner/Nocker Lightweight was reborn with as many parts as possible from the fateful remains. It now resides in the Rosso Bianco Museum near Frankfurt with the twisted original monocoque. The remains were remarkably complete - suspension, engine and all but one wheel were reused.

After such detailed research and development it comes as no surprise that a batch of lookalikes - replicas, facsimiles, call them what you like - would be born. Since 1988 Lynx has completed two such cars; the one here is the first. Lightweight E-type production is well-charted by specialist historians, so there is no chance of these superb machines passing as originals. I wouldn't want a car born out of ghostly, gory remains - but a special built in the mould of the meanest looking E-type is different.

The competition modified E-type with standard hard- top (chassis number S850662) was delivered to the enthusiastic German dealer Peter Lindner in May 1963, and was first raced at the Nurburgring l000kms just three days after delivery. One of the myths about 4868 WK's past starts here; many historians relate its sensational pace by leading the first lap, ahead of mid-engined Ferrari prototypes. An E-type did lead but it was Peter Lumsden in 49 FXN - Peter Lindner retired with gearbox problems.

So began a long history of retirements of this works-developed coupe. At the '63 Le Mans the engine failed but its other driver Peter Nocker did win a GT race at Avus, the banked Berlin autodrome. After a long duel with a GTO his winning average was 132mph with a fastest lap of 137mph. For the 1964 season, 4868 WK returned to the works where Jaguar's talented aerodynamicist Malcolm Sayer developed its new slippery fastback shape in MIRA's wind tunnel. A steeply raked screen with the bottom edge pushed forward to the bonnet curved back to form a new distinctive dew-drop cabin. Thus Sayer created a near-perfect wing profile for the top, which resulted in negative lift.

First time out for the restyled racer was the Le Mans test day in April '64. With new fat tyres and a 3.54:1 back axle, the reportedly noisiest car on the track blasted through the Mulsanne Kink at l69mph in wet conditions. The shape was further improved at MIRA in May with shorter tail, flush indicators and a reinforced screen after fears it might blow out at high speed. At the '64 'Ring 1000kms the car failed with a seized gearbox but for Le Mans Jaguar's demon engine man George Buck improved power to 344bhp with a new tuned exhaust system. Peter Lindner was now lifting off at 170mph through the Kink and got down to a 4mm 6.3 sees lap before hitting the sandbank at Mulsanne when the throttle stuck open. The race was another anti-climax with driveshaft failure and head gasket problems, and the car finally retired in the early morning from last place after several long pit stops. The silver E-type was outpaced by the Daytona Cobras by l0mph.

The Goodwood TT was next when Peter Sutcliffe replaced Lindner as Nocker's co-driver. The latter hit the Woodcote bank at high speed in practice and Sutcliffe (more experienced racing another lightweight E-type, YVH 210) reported the car felt unstable on the straight with unnerving understeer out of corners.

Then came the fated day at Montlhery when Peter Lindner collided with a slow Abarth, with fatal consequences. 4868 WK's racing record was inglorious, to say the least.

The Daytona Cobras were brutally quick specials, the Ferrari GTOs and Aston Project cars exclusively exotic, but the E-type was the closest to a true mass-production model. Sports car racing was changing fast in the mid '60s to a prototype-dominated formula, and the highly developed Jaguars were brave but ultimately handicapped ventures. No wonder Browns Lane played a low profile about its involvement with the Lightweights. A competitive and accessible club lacer the E-type proved, but even here it was humbled by Chapman's brilliant Elan.

It is the racing coupe's close design links with the production model that makes projects like this so viable. Whereas the original Lindner/Nocker racer had an alloy monocoque, this recreation is based on an inner steel shell of a donor production E-type. All the outer panels are crafted in alloy including the bonnet and doors. Under that long tilling bumperless snout is a very serious 3.8- litre powerhouse. It may have a standard iron block but the dry sump, wide-angle head and fuel injection equal dramatic performance. Inside are special rods, Cosworth pistons, authentic lightweight-spec cams, big valves, and a longer (than production E-type) crankshaft to drive the two scavenge and one pressure oil pumps. Even the mechanical fuel injection is authentic and uses original Lucas components. Highlight of the engine bay is a line of polished air trumpets adorning the classic twin cam head - a glorious sight. The engine was built by Lynx employee Tim Card who modestly estimates around 300bhp at 6000rpm but more impressive, as I later discovered behind the wheel, is this engine's smooth tractability despite its potentially temperamental fuel injection specification. In fact half this car's value is in the engine.

This imitation of the famous Lightweight is totally convincing, right from its external rivets on the muscular rear body to the appropriate 'WK' registration. Riding on distinctive Dunlop racing alloys with 6in-section tyres at the front and dragster-like 6.5in-sections at the rear, the car has a bewitching, aggressive poise. Few cars would look so menacing breathing down in your rear view mirror, but it wouldn't be there for long.

The seat, a trim blue leather bucket design, is mounted lower than a production E-type's and is surprisingly supportive. Other than the close proximity to my forehead of a boxed roof beam, drilled for lightness, it's snug. Switch the ignition key and the fuel pumps whir intrusively - but the guttural exhaust bark soon drowns them out when the engine starts instantly on the button.

For such a lightly-skinned projectile, you might expect rattles and groans from the body and chassis but this taut, tight shell is a tribute to Lynx's quality construction. Ride is an ideal balance between race and road spring rates without compromising its impressive handling. Much of the sorting has been recently done by Jag experts John and Gary Pearson and it shows.

As the revs rise, the engine note changes to a sharper, harder roar and between 4000 and 6000rpm it really delivers. Only race-bred Jag sixes can deliver such a smooth, power surge, and I relish the fast exit onto the back straight where this hot cat reaches the ton with effortless ease - 0-IOOmph in about 15 secs - but it's the mid-range punch that really impresses.

I adore the responsive feel of this machine and to drive it with a helmet would be like paddling in Wellington boats. Roaring around this shaded, secluded track with the full sound effects pouring into the cockpit, I felt like the survivor in the final chapter of Neville Shute's apocalyptic On The Beach - no soul in sight.

This replica has all the authentic sensations - trigger torque, composed but gushing power, rewarding handling biased towards power oversteer, and classic cockpit character. Contemporary mid-engined designs may be faster and more precise but you can't match the view of that long curvy snout lifting as you feed in the power and the feeling as the tail breaks traction. In every respect this car is so much more responsive that its flashy, overrated production base. This, readers, is my ultimate B-type road car and not a four-wheeled fashion statement. Shame it would take a donor E-type and £100,000 to make Lynx recreate another.