By the time work began on the C-2R, the supply of engines and the expected help from Cadillac had evaporated, so Briggs Cunningham called on an old Yale classmate, Bob Keller (the son of K.T. Keller, who had succeeded Walter P. Chrysler as president of the company), and suddenly Chrysler engines were made available to Cunningham at a 40-percent discount.

Chassis details of the C-1 and C-2R were identical, with Cadillac drum brakes, Chrysler Oriflow shock absorbers backed up by Houdaille lever-action units, and Chrysler worm-and-sector steering, modified to provide 2.75 turns lock-to-lock.

As delivered, the Chrysler engines produced 180 HP, but compression was raised from 7.5 to 8.6:1 (using Cadillac rods and pistons!) and a log-type manifold carrying four downdraft Zenith carbs was installed, resulting in 220 HP. Additional testing and development of cam timing, plus intake and exhaust porting, raised power to 270 HP by the time the cars ran at Watkins Glen and Elkhart Lake in 1951.

These early Cunninghams were fast, a C-2R reportedly being clocked at 152 mph during the Le Mans race, but they were far too heavy and put an exhorbitant load on tires, brakes and clutches - a problem the Cunningham crew could not solve with the state of the art at the time.