[1]: 64 [2] These assets and intellectual properties were then acquired in 2019 by Devin Sports Cars, LLC of Abington Pennsylvania U.S.A, where they exist today.

When Bill Devin sold his Ferrari 250 MM coupe to a buyer in Michigan in 1954 he took a 1953 Deutsch-Bonnet Le Mans barquette in trade as partial payment.

[1] Devin also bought out the stock of a Panhard dealer in California, acquiring ten chassis with engines but no bodies.

[3]: 61 Devin designed his own ladder frame for a custom race car that used the engine and front-wheel drive transaxle from the Panhards.

He abandoned the Panhard's pushrod OHV system and contacted the L. H. Gilmer company about using their toothed belts to drive the Manx cylinder heads' overhead cams.

The most commonly attributed source for the Devin body's shape is that it was developed from a mold taken of an Ermini 357 Sport 1100 with aluminium bodywork by Scaglietti.

[8] The car was serial number 1255, and was owned by James Orr, who was a friend of Bill Devin's and who had raced the second Devin-Panhard ever produced.

[11] This allowed the company to produce a recognizable Devin body that would fit a wide variety of chassis, from the tiny Crosley, through the British MGs, Triumphs and Healys right up to some American car frames.

Devin bodies were always very smooth and the quality of finish on panel edges and large flat surfaces was often better than that of competitors' products.

[12] Between direct sales and dealers Devin bodies were delivered throughout the Americas as well as Europe, South Africa and Saudi Arabia.

Devin bodies were also fitted to rear-engined Volkswagens, Porsches, and Renaults as well as a front-wheel drive Panhard Dyna (distinct from the Devin-Panhards).

[1]: 135  Miller fabricated a custom steel tube frame that used a coil-spring front suspension from a 1956 Chevrolet and a Ford rear axle with a Halibrand quick-change differential.

Suspension was done by Monroe coil-over shock absorbers and the axles were located by trailing arms and a Watt's linkage.

Front suspension was independent using many stock Chevrolet sedan and Corvette parts including coil-springs, links, a-arms and, at least initially, steering boxes.

The rear suspension was a narrowed Chevrolet live axle with Positraction that was located originally on factory leaf springs, but in later revisions by trailing arms (one or two per side depending on version) and a Watt's linkage.

The same article reported that the Echidna's designers were considering building a fourth chassis as a test-bed for investigating independent rear suspensions.

One piece of advertising copy from 1960 lists a "universal" intake manifold for the Chevrolet V8 as well as a finned alloy differential housing for a de Dion rear suspension.

Other items sold included everything from suspension parts, disk brakes or finned alloy brake drums up to wood-rimmed steering wheels, flip-up filler caps for fuel or oil tanks, Borrani wire wheels with knock-offs, custom gauges, and BID clutch plates.

The deluxe version came with a semi-flexible plastic safety windshield, padded headrest and washable interior upholstery and sold for US$319.00.

At the rear were two trailing links per side and a de Dion axle with a 3.73:1 ratio Salisbury differential that received a finned aluminum cover made by Devin.

The dash, designed for either left- or right-hand drive builds, had Stewart-Warner gauges, including a 200 mile-per-hour speedometer and a 10,000 RPM tachometer.

The prototype's Jaguar DOHC inline six-cylinder engine was replaced by a 4,638 cc (283 cu in) Chevrolet OHV small-block V8.

The rolling chassis was built in Ireland and then shipped to El Monte where the body and power-train was fitted and the interior trimmed.

A much more complete kit that included a laminated safety glass windshield, folding soft top, side curtains, upholstery and leather-covered bucket seats, chrome bumpers, brake and fuel line, and working head, tail, parking and directional lights was priced at US$1495.00.

Shortly after its introduction to the press,[26] the world-renowned Granatelli Brothers arranged to borrow the only completed Devin C for six weeks.

Bad weather and lack of time prevented an official run but an unofficial top speed of over 165 mph (265.5 km/h) was achieved.

The car then made appearances at several Southern California drag strips setting record breaking runs until it was turned away by track owners; few competitors wanted to be embarrassed by the little gold supercharged Devin C.[27] With the supercharger removed from the engine, racing driver Pete Woods,[28] qualified for the October 1961 L.A. Times-Mirror Grand Prix at Riverside International raceway alongside Jim Hall, Dan Gurney, Stirling Moss, Roger Penske, Bruce McLaren and other international racing champions.

The second completed Devin C was shown at the New York Auto Show sporting Girling disc brakes on all four wheels.

After the show, now owner Pete Woods drove the white car to Colorado where the new factory turbocharged engine was installed.

The remaining Devin GT Coupe was finished after Bill's passing in 2000 and was shown at The Quail, A Motorsports Gathering in 2009.