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Saturday, February 22, 2020  |  2:00 PM EUR (GMT)
to bid until the live auction begins!


Saturday, February 22, 2020  |  2:00 PM EUR (GMT)
to bid until the live auction begins!
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Silverstone Auctions will be returning to Race Retro for the ninth consecutive year, bringing a fine selection of competition and classic cars to market.

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Silverstone Auctions

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Lot # 1 (Sale Order: 1 of 15)      

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1987 Ford Sierra Cosworth 'Group A' Rally Car

Lot # 269298 (Sale Order: 2 of 15)      

  • Dry stored for fifteen years prior to a full restoration with lots of mechanical input.

  • Big spec. New floor and remaining body remarkably sound displaying no structural damage 

  • One of the last YB200 engine blocks from Cosworth. New Mahle pistons, crank, cams ++

  • Original T5 gearbox with an all-new, close-ratio, Quaife cluster and quick-shift

  • An outright win in March 2018 in the 'Legends' Class of the Rally Isla Mallorca

  • One of the most competitive 'Group A' rally cars available. Incredible value  

When Stuart Turner was appointed Head of Motorsport for Ford Europe in 1983, he quickly came to the conclusion that the company was no longer competitive in those areas that had traditionally influenced sales of their road cars for the past couple of decades. Walter Hayes, having instigated the Cosworth DFV engine and Fords assault on Le Mans with the GT40, was still the driving force at Ford and, not surprisingly, he was enthusiastic about his new colleague's plans to produce a turbocharged Cosworth 2.0-litre engine that would power a Ford saloon in motorsport. Cosworth already had an appropriate cylinder head design that fitted the Ford T88 Pinto block so they agreed to produce the 2.0-litre turbo engine, but only if Ford signed-off a production run of 15,000 units.

When introduced in 1982, sales of the Sierra were a little lacklustre and, as a bit of a marketing boost, it was selected to become the platform for Ford's new competition aspirations. It was rear-wheel drive, had good aerodynamics, albeit being prone to lift at high speeds, and it was available as a three-door, absolutely perfect apart from the aerodynamics at speed but a new body kit and rear spoiler would sort that out. But Ford still needed to build 5,000 units for homologation which was somewhat worrying when Turner's initial approach to the dealer network came back with an estimate that suggested they could sell around 1,500 units! The Sierra's eventual sales record is of course history and Ford went on to sell 5,545 three-door cars including the RS500 and the Cosworth engine also found its way into nearly 30,000 Ford Sierra Saloons (Cosworth 3dr, Sapphire 2wd and 4wd). The Sierra Cosworth comfortably exceeded Ford's wishes and went on to become one of the most successful Touring Car racers of all time, winning races all over the world. In rallying, the Group A Sierra, on tarmac, was equal to all the four-wheel-drive opposition, particularly when Didier Auriol won the 1988 Corsica Rally outright.

Offered here is an immaculately prepared and engineered 'Group A' Sierra Cosworth having had an outright win in March 2018 in the 'Legends' Class of the Rally Isla Mallorca. It began its life as an original DDR Motorsport factory car first used by Frederik Blaresque in the French Rally Championship in 1988. In the early nineties, it was sold and registered in Spain and campaigned by the late Juan Luis Sarasola, a well known national rally driver before being sold once more prior to becoming the property of our vendor, himself a winner of the Rally Isla Mallorca.

The Cosworth had been dry stored for some fifteen years before he embarked on a full restoration and the quality of the work and massive mechanical input have resulted in one of the most competitive Group A rally cars available anywhere today. The restoration of the shell required only a new floor, which is almost a rallying consumable, with the remaining body remarkably sound displaying no structural damage over its lifetime. The original engine block was replaced with one of the last YB200 units from Cosworth and built up with modern know-how. New Mahle pistons, a new crank, and new camshafts were fitted and all other parts replaced where necessary. The engine build was completed by knowledgeable Cosworth engineer, Diego De Casa, with mapping by the specialist, Ahmed Bayjoo, resulting in a reliable 350bhp at 1.7-bar boost.  The gearbox is an original T5 with an all-new close-ratio Quaife cluster and quick-shift built and installed by John Roberts of the Tommi Makinen camp. He also assembled the differential which is a 7.5 inch unit with a new Gripper Limited Slip unit and a 4.4 final-drive. The suspension and running gear is all-new Bilstein and Group A 909, built to the original Ford homologation specification, front and rear. The seats, harnesses and automatic FEV fire extinguisher system were fitted new in 2017 and the car has Spanish 'Federation  Historic' papers and the equivalent to a UK MOT (ITV). This Group A Sierra rally car is as good as it gets and is offered here at a guide less than half of its likely build cost. Its authentic period factory spec and recent rally success, make this a very desirable rally Sierra Cosworth and...

1950 Jaguar XK120 Competition Roadster - Ex-Duncan Hamilton

Lot # 269387 (Sale Order: 3 of 15)      

  • Chassis #660332 left Browns Lane on 22nd November 1950 finished in Suede Green with a matching interior

  • Supplied by Henlys of London in mid-December 1950 to Mr Philip Fotheringham-Parker

  • He promptly lent it to his friend Duncan Hamilton who proceeded to race it at National and International events 

  • Raced extensively with much success during the 1951 season by Hamilton

  • Restored to its early race specification during 2011 and since maintained regardless of cost

  • Subsequently successfully completed the Mille Miglia (twice) and the Le Mans Legends support race

  • Offered with a comprehensive history file, this is a unique opportunity to acquire LXF 731, an important part of Jaguar's motorsport history

LXF 731 (660332) came off the Browns Lane assembly line on 22nd November 1950 and was delivered, through Henlys of London, to its first owner a Mr Philip Fotheringham-Parker a little over two weeks later classically finished in Suede Green with a matching interior. Fotheringham-Parker was a typical amateur racing driver of the immediate pre-and post-war years combining sufficient levels of wealth, talent and enthusiasm to enjoy a respectable level of success in both national and international events. His first competition forays were with an Alvis at Brooklands where, in 1932, he had the unpleasant experience of losing control in the wet and going over the top of the banking. Escaping this accident without serious injury he subsequently drove a Lancia Lambda and Ford V8 in other meetings at Brooklands and Donington Park.

Unfortunately the outbreak of the Second World War interrupted his promising career and by the time racing had re-started he was already 38 years of age and considerably older than many up and coming drivers, including his good friend ex-Lysander pilot and ebullient character, Duncan Hamilton. In spite of this, Fotheringham-Parker continued to race and achieved some success with his pre-war Maserati including a second place in the Wakefield trophy at the Curragh in 1949.

With the successful competition debut of the XK120 at Silverstone in 1949, Fotheringham-Parker was naturally keen to join the growing list of drivers who were keen to acquire one for themselves and immediately confirmed his order. When the car arrived in late 1950, he promptly honoured the promise he had made earlier in the year and lent it to Hamilton to prepare and race at national and international events throughout 1951. This was the start of a very fruitful relationship between the Jaguar marque and Hamilton, culminating in victories with the works team at Le Mans in 1953 and Rheims in 1956.

The first recorded event for LXF 731 was the 1-hour production car race at the Daily Express Silverstone International Trophy Meeting held on May 5th 1951. With Hamilton at the wheel, LXF 731 came home in third place behind Stirling Moss and Charles Dodson. The next outing at the Portuguese Grand Prix on June 17th was less successful with Hamilton retiring but he soon made amends by securing two victories in the XK120 at Boreham in the Williams Lyons Trophy race and the Unlimited race on August 11th. A week later Fotheringham-Parker himself would earn a brace of second places at Goodwood in the Sports Car and Handicap races at the BARC 7th Members meeting while Hamilton would complement this with two handicap second places of his own. At the September Goodwood International Meeting, Fotheringham-Parker would finish a respectable fifth in the Sports Car race and third in the Handicap race against strong opposition in both events including Moss driving the new C-Type, chassis XKC001. An entry at Winfield in October wrapped up the 1951 season and, with the arrival of Jaguar’s new sports racer, both Hamilton and Fotheringham-Parker decided that a faster car was needed for 1952; consequently Hamilton upgraded to a C-type, driving XKC004, and Fotheringham-Parker moved on to drive an HWM-Alta.

However, this was not the end of LXF 731’s competition career and the car was soon seen in action at the hands of C M Kemp on the RAC and Morecambe Rallies in the spring of 1952. It returned to Silverstone on August 30th where Kemp took part in the 750 MC Six Hour Relay race driving for the Sporting Owner Drivers Club team who finished fourth overall. His XK120 was the highest finisher beating those of more accomplished drivers such as Jim Swift and Denis O’M Taylor who had been rather severely handicapped. Competition appearances for LXF 731 declined thereafter but it participated in the MCC race in September 1952 and then in occasional minor events in the later 50s and 60s as typified by R Brodie’s entry in the car at the Dunfermline driving tests. The car subs...

1986 Audi Quattro 10V

Lot # 269422 (Sale Order: 4 of 15)      


  • The Quattro experience. An intoxicating combination of turbo power and four-wheel drive

  • One of only four UK-cars finished in Oceanic Blue Metallic

  • Just over 90,000 miles, previous Concours history and in lovely condition

  • Offered from a significant private collection and patently well cared for

  • Hugely innovative in period and consequently now very collectable

Audi's Quattro is a legend that re-wrote the form book in International Rallying, as well as causing rival manufacturers to rethink their offerings and was, quite literally, a trailblazer. The story began with Audi chassis engineer Jorg Bensinger, who spent a Finnish winter testing the Volkswagen Iltis - a four-wheel-drive West German military and forest service vehicle - and found it could outperform all other machines on snow, whatever their type or power output. He put the idea of a four-wheel-drive version of the Audi 80 Coupe to the company's hierarchy and, well, you know the rest. The resulting model was launched to great excitement at the 1980 Geneva Salon and then released to European customers later the same year powered, initially by the WR, 2144cc in-line, five-cylinder, 10-valve SOHC unit with turbocharger and intercooler. Whilst the engineering is pure-Teutonic, the styling was overseen by Yorkshireman Martin Smith who was tasked with turning the elegant but mundane Coupé into the distinctive, flared-arched Quattro charger. This was the first time the mass car market had been introduced to the intoxicating combination of turbo power and four-wheel drive, and the results were spectacular. The road-going Quattro was clearly a success for Audi, with nearly 11,500 cars produced, but it was as a world-beating rally car that the model really gained its fearsome reputation. Throughout the early ‘80s until the end of the Group B era, Quattro variants won 23 WRC rallies at the hands of rally legends Michèle Mouton, Hannu Mikkola, Walter Rӧrhl and Stig Blomqvist including two world championships and twice championship runners up.

This, UK-supplied, right-hand drive Quattro, is finished in stunning Oceanic Blue Metallic and is, we believe, one of only four UK cars finished in this striking colour. This rare car has clearly been looked after by its seven owners and indeed the current owner enjoys a significant private collection with all his cars fastidiously cared for. In previous ownership, we understand this Quattro has some Concours history and remains in a similar condition today, which is particularly impressive considering the car has covered over 90,000 miles. This is, therefore, a very useable example and when combined with its superb condition and very rare colour, will make the next owner of this example a very lucky person indeed. Silverstone Auctions encourage any inspection of this highly desirable 80s icon.

1991 BMW Z1

Lot # 269449 (Sale Order: 5 of 15)      


  • A lovely, UK-supplied, LHD example of these innovative little roadsters

  • First registered on 12/08/1991, three registered owners and 11,200 miles from new

  • Finished in Urgrun Green Metallic with Lemon Nubuck leather and Biscuit cloth

  • Moved to Germany in May 2018. Full German TUEV in May 2019.

  • Original Z1 Radio replaced. New tyres (500 miles), rear-axle rebush, full service with belts

  • Supplied with both sets of keys, documents, invoices, MOT and TUEV reports

  • Expensive when new and rare today. Distinctive looks and cool doors guarantee continued popularity


Of all the BMW 'Z' cars, the 'Zukunft' tag is arguably most fittingly applied to the Z1, a car that even now, thirty years after it first went on sale, looks fresh and modern. The Z1 used a skeletal frame on which the body panels were mounted, making it incredibly stiff, banishing scuttle shake and giving the car superb handling. The body panels were made of plastic, mounted on a substructure of hot-dipped galvanised pressed steel and the seams were continuously zinc welded, adding 25 per cent to body stiffness. The side panels and doors were made from General Electric's 'Xenoy' injection-cast thermoplastic, the bonnet and boot lid were glass-reinforced plastic and the whole body was painted in a special flexible lacquer.

'State of the art' thinking was evident in every aspect of the car's design. Those magnificent doors were operated by toothed belts which lowered both the window and door at the touch of a button. The Z1 used the innovative 'Z-axle' suspension set-up at the rear and also featured some clever aerodynamics, the front of the car was designed to create a high-pressure zone ahead of the wheels to induce downforce whilst the aerofoil-shaped rear silencer helped to decrease turbulence and lift. The engine is one of BMW's finest in the form of the M20B25 unit taken from the E30 325i. The Z1 is special in every sense of the word, it's special to look at, to sit in and to drive and importantly, as the years have passed, people have clearly started to appreciate it as prices have soared. This is a marvellous little car with almost universal appeal and is, without a doubt, one of BMW's finest moments of the past thirty years.

This super little Z1 is finished in a very attractive bluey/green metallic know as 'Urgrun' with a contrasting light yellow leather interior with cloth panels in light biscuit colour. UK-supplied in left-hand drive, it was first registered on 12/08/1991 to a Mr Ray of St Albans and he was to keep it until June 1995 when it had covered 3,443 miles. The car moved north to bonny Scotland at that point in the care of a Mr Kelly from Edinburgh before returning south once again in April 1999 with an indicated mileage of 6,330. The BMW's third registered owner was a Mr Hayhow from Hitchin who cared for the car for 19 years only covering a little over 3,000 miles during that period. In May 2018, the Z1 returned to its homeland and was looked after by a knowledgeable collector from Potsdam who re-installed the original Z1 radio, fitted four new tyres (500 miles), recommissioned the rear axle and ensured the car was fully serviced with fresh belts. It was granted a full German TUEV in May 2019 and has covered only a few miles since.

It's supplied with both sets of keys, documents, invoices, MOT and TUEV reports. Expensive when new and very rare in the UK today, the Z1's distinctive looks and cool doors will ensure its continued popularity.


1992 Lancia Hyena Zagato

Lot # 269450 (Sale Order: 6 of 15)      


  • Zagato-developed Coupé based on  the chassis, power unit and drive train from the Integrale HF Evoluzione II

  • 1,995 cc inline 4-cylinder, 16v, 250bhp engine, Garrett turbocharger, 5-speed manual, ABS and 4 WD

  • Unique Zagato 'double-bubble, aluminium bodywork. Bespoke Carbon interior. 120kg lighter than an Integrale

  • Conceived by  Dutchman Paul V.J Koot. Very limited production. This is Number 9 of 24

  • Only three keepers (2 registered owners) and 9,500km from new. LHD. Recently arrived from Germany

  • Last serviced by Paul Koot, October 2018 at 8,800km

  • Homologation papers, service invoices, original sales brochure, magazine road test


Developed from a humble but sharp-suited five-door hatchback, the Lancia Delta spawned several performance derivatives and with the adoption of four-wheel drive and turbocharging, the Delta became a very accomplished competition car dominating the World Rally Championships in the late 1980s. With distinctively flared arches to accommodate the ever-increasing track, the Evoluzione began production in 1991 to meet with homologation requirements laid down by the FIA. The engine, although technically the same as the earlier 16V cars, was remapped to give 210bhp at 5750rpm in order to compensate for the slight increase in weight and larger frontal area. These developments were aimed at improving the handling potential of the car and it worked, with the new Integrale being considerably quicker over rally stages on both asphalt and gravel.

In production for many years, the Delta HF Integrale was highly regarded, commercially successful and even today is recognised as one of Lancia's landmark cars, however, as is the way of these things, there is always somebody who feels they could have done a better job. One such was a well-funded classic car builder and collector by the name of Paul V.J Koot. Although totally enamoured with his Integrale Evo, the Dutchman decided that the somewhat cubic little hatchback would be infinitely more desirable as a coupé and produced a series of sketches illustrating his vision. He approached legendary coachbuilders Zagato with his concept which retained the chassis, power unit, drive train and dynamic abilities of the Evo clothed with a pretty, wheel-at-each-corner coupé. They were enthusiastic and accepted the challenge and the first prototype, incorporating a number of traditional Zagato styling cues including the 'double-bubble' roof, was unveiled in 1992.

The new car, now christened 'Hyena' was well received and the decision was soon made to put it into limited production, but when Fiat heard of this they made their feelings very clear. They refused to have any involvement in the project at all, declining to supply Zagato with bare chassis to build their new creation.

But Koot was undeterred. Instead of having the chassis supplied by Fiat (Lancia), Koot went out and privately purchased fully finished HF Integrales by himself, had them stripped to a bare shell, before sending them to Zagato in Milan to have the newly developed bodies built for final assembly. To Zagato’s credit, the bodywork was completely handmade from aluminium and the interior featured a new dashboard, console and door skins made from carbon fibre. This use of lightweight materials meant that the new Hyena weighed in at an impressive 120kg lighter than an Integrale. They also squeezed a bit more power from the engine, increasing output to 250hp (184 kW) — achieving 100 km/h in 5.4 seconds.

Originally a run of 75 Hyenas was planned, but only 24 were ever completed between 1992 and 1993, possibly as a result of a price tag of 140,000 Swiss Francs,  as much as a brand new Porsche 911 Carrera at the time.

The car on offer here today is Number 9/24 and is based on a 1993 Integrale HF Evoluzione II although it was first registered on 15/09/92 presumably to avoid the forthcoming catalytic convertor requirements. It's finished in a special order green metallic with a mainly black interior lifted with light tan leather seating. Its first owner lived in Luxembourg and kept the car until March 2005 at which point it had covered some 6,000km. The 1,000km inspection was carried out by Paul Koot. The car's second owner was a Mr Jef van Hoot in Holland who was a Lancia collector and rally driver and he added a further 2,800km over the next 13 years. He also sent the car back to Paul Koot in 2018 for a full service.

Since 9/10/2018, the car has been in the care of a knowledgeable classic car collector in Germany who has added a set of OZ alloy wheels (17x5) fitted with new tyres ...

1967 Ford Mustang GT Fastback 347 CID

Lot # 269499 (Sale Order: 7 of 15)      

  • A desirable GT Fastback subject of a recent full, chassis-off, restoration

  • Built and re-engineered by renowned specialists 'Livernois Motorsports' of Michigan

  • Fitted with a high-performance 5,680cc Ford 347 CID V8 'crated' engine and a C6 auto gearbox

  • Brembo brakes, AirPod adjustable suspension technology, power steering, AC, high-spec audio system

  • Little use since restoration, now UK-registered and ready to rumble!

Full details and more photographs to follow.


2019 Aston Martin DBS Superleggera 'On Her Majesty's Secret Service'

Lot # 269502 (Sale Order: 8 of 15)      

  • One of just fifty limited edition 2019 DBS Superleggeras produced by Aston Martin

  • The model marks the 50th Anniversary of the release of "On Her Majesty's Secret Service"

  • Finished in Olive Green the same colours as James Bond's original 1969 Aston Martin DBS

  • The car is brand new with delivery mileage of just 45 miles and has never been driven by the owner

  • It has a 5.2-litre twin-turbo V12 engine that propels the car from 0 to 62mph in 3.2 seconds

  • The Aston Martin manufacturer's warranties naturally transfer to the new owner 

  • An unmissable opportunity to purchase a modern supercar respectfully paying its dues to the James Bond legacy.

In 1969, the world was introduced to a new James Bond and in the opening credits of ‘On Her Majesty’s Secret Service’, with the character’s face in shadow, it is the Olive Green Aston Martin DBS that takes centre stage. Replacing Sean Connery was no mean feat and the film’s producers might have given George Lazenby a Walther PPK and a dinner jacket but it is the Aston Martin that provides the continuity of 007’s new transition. With the famous theme song blaring and twin exhausts burbling the DBS took the corners of the Estoril coast road like the grand tourer it truly is.  

Roger Moore might have driven the odd Lotus but James Bond belongs in an Aston. In April 2020, the new Bond film ‘No Time to Die’ will be released and has no fewer than four Astons in it, two modern models, the rebuilt DB5 and, most notably, a welcome return to the screen of the V8 Vantage Coupe, last seen falling foul of its self-destruct button in ‘The Living Daylights’. 

The long partnership between Aston Martin Lagonda and the James Bond franchise has ensured that, not only is Britain’s motoring heritage promoted around the world on the big screen, but also the cutting-edge design and engineering of modern examples such as the Vanquish, DBS and the one-off DB10.  

As a company proud of its heritage and long associations, it was announced in May 2019 that a limited run of just fifty DBS Superleggera “On Her Majesty’s Secret Service” special editions will be produced to mark the fifty-year anniversary of the release of the film. This is no mere homage but a fully up to date re-working, a marvel of design and engineering. The rakish body with its sculpted flanks is naturally finished in Olive Green, which provides an intriguing mix of understatement, style and menace, much like Mr Bond himself.  

The car boasts a 5.2-litre, twin-turbo V12 engine that is set low and as far back in the chassis as possible to optimise the centre-of-gravity and weight distribution and this remarkable power unit will propel it from 0 to 62mph in a brisk 3.4sec and on to a top speed of 211mph. Detailed tuning of the V12 together with an exhaust strategy with active valves and quad tailpipes ensures that the car has a commanding and powerful sound, particularly in the more aggressive 'dynamic' modes, whilst retaining a level of refinement and civility that compliments its role as the consummate Super GT. 

Details include a carbon fibre splitter, aero blade, unique diamond-turned and forged wheels and a bespoke metal grille featuring six bright horizontal vanes, to replicate the distinctive front of the original 1969 DBS. The exterior paint surface is enhanced by body-coloured cant rails and roof, commemorative “OHMSS” side-strakes and unique touches throughout. The interior is trimmed in pure black leather, accented by grey-blend Alcantara, as in the original 1969 DBS. The cockpit is accented in red, inspired by the red-trimmed glovebox in the original car, which held 007’s telescopic-sight rifle. 

In May 2019, our vendor, an international businessman and Aston enthusiast bought the car as a planned retirement gift to himself. Nevertheless, at 81 he has not retired and neither has he driven the car, in his own words “Once I drove the car, I know that I wouldn’t want to part with it. The new owner will have a car that is absolutely brand new”. The car was first registered on the 18/12/2019, 50 years to the day since the release of "On Her Majesty's Secret Service".

Offered to auction having covered just 45 miles, at the time of consignment, this is the newest car Silverstone Auctions has ever had the privilege to offer and has not been driven on the road since it left Gaydon and was delivered to the dealer. Naturally, the Aston Martin manufacturers three-year

1973 Porsche 911 2.8 RSR FIA Historic GT Racecar

Lot # 269507 (Sale Order: 9 of 15)      


  • An original, 1973 left-hand drive, 911T brilliantly modified to 2.8 RSR specification

  • Delivered to the US in 1973. Returned to Germany in 2009 by S & N Automobilzentrum Aachen Gmbh.

  • Converted to RSR-spec by  'Scuderia-Eleven GmbH'. Engine rebuild and rebore by Bienert Boxer-Motoren

  • Unusually, for a conversion of this nature, the car is UK-registered with 'Historic Vehicle' tax status

  • Finished in Grand Prix White, this immaculate Porsche is ready for road or circuit

  • Accompanied by its UK V5C, MOT Certificate,  DMSB Historic Technical Passport, FIA papers and an inspection report from Gunther Frey. Dipl.Ing (FH).


The 'RSR', introduced in 1973 by the factory as an evolution of the already potent 2.7 RS, was both an official 'works' team car built to contest International World Championship 'Group' 4 GT endurance events and also available for privateer race teams in full competition trim. The 'RS' itself was a hugely successful development of the standard 2.4-litre flat-six. The engine was bored out to 2.7 and carefully massaged to produce 210 horsepower which was fed through a five-speed gearbox with uprated 4th and 5th cogs, all contributing to remarkable acceleration and a top speed of over 150 mph. Revised and stiffened suspension and larger four-wheel disc brakes complemented the increased power and ensured the RS remained perfectly balanced.

An initial order of 500 RS' was produced to meet FIA 'Homologation Requirements' but the cars were so popular that production eventually totalled some 1,580 units. The most hardcore, no-nonsense, version of these race-focused 911s was the RSR. These Rennsport specials, with their dramatic, pumped-out wheel arches, intensified the standard 2.7 RS flavour in every way. Wider, lighter, faster, and more capable in every performance category, the RSR was the RS unrestricted, dialled in for maximum capability with scant regard for creature comforts. The formula was successful – the 2.8 RSR is still recognised today as one of Porsche’s most successful race cars. Sadly, however, if the RSR was in the 'Periodic Table of Elements, it would be 'Unobtanium' as just 49 were built resulting in them rarely coming to market, and when they do, the numbers are not for the faint-hearted, broadly equivalent to a row of terrace houses in Bradford. Consequently, anyone wishing to experience the addictive blend of handling, balance, performance, feel and simple purity that is the RSR, has no choice but to create their own.

We are pleased to offer for sale an original 1973 left-hand drive, 911T brilliantly modified to 2.8 RSR specification and accompanied by an FIA Technical Passport (Competition GT; Class GTS27). Unusually, for a conversion of this nature, the car is UK-registered with Historic Vehicle tax status and could be used on the road or circuit.

Chassis Number 9113100481 was originally delivered to the USA in March 1973, however much of its early history is unknown. In 1991, it was registered as belonging to Patricia J Vanleen of Baton Rouge, Los Angeles and in October 2009 was returned to Germany in the care of the S & N Automobilzentrum Aachen Gmbh. From July 2010 until October 2017, the car was the pride and joy of the previous owner, who sold it through Silverstone Auctions Porsche sale in October 2017. During his seven-year ownership, upon arrival in Germany, the decision was taken to create an accurate RSR replica using the 911T as a basis and this work was entrusted to 'Scuderia-Eleven' with the engine left in the capable hands of Bienert Boxer-Motoren, who have over 25 year's experience in preparing air-cooled Porche engines.

The specification is too long to detail here but briefly; Original engine type 911/51 (2.4 Litre, 140bhp) replaced with 1974/75, 911/41 engine taken out to 2.8-litres, compression ratio 10.8: 1 producing 265 bhp with mechanical fuel injection, and dual ignition. Five-speed, 'short-shift' 915 gearbox and a ZF LSD. Front strut-brace, adjustable front shocks, adjustable front and rear anti-roll bars, front and rear polyurethane axle bushes, thicker torsion bars, and steel braided brake lines. Front tyres: 215/55 R1, rear tyres 270/45 R15. Wheels front: 9Jx15 and rear 11Jx15. The bumpers, front and rear bonnets and the wings were replaced with composite parts. 'Makrolon' polycarbonate side and rear windows. Welded-in multipoint roll cage. Sports steering wheel, sports seats with full harnesses and aluminium footplates. The final set-up was completed by Kadach.com for Harry Utesche at DLS Automobile in Stuttgart.

The previous owner, a well-known racing driver who has raced RSRs in the past, admits “There is no excuse or way to avoid the fact that I fell completely...

1990 Lamborghini Countach 25th Anniversary

Lot # 269509 (Sale Order: 10 of 15)      


  • Introduced to celebrate Lamborghini's 25 years as a car maker

  • 5167cc V12, 449bhp, 0-60 mph in 4.7 seconds with a top speed of 183 mph (295 km/h)

  • A3 DUU is one of very few UK-supplied, right-hand drive 'Anniversary' cars

  • With our vendor from new. Long-term storage from 1995 to 2017. 6,390 km

  • Completely recommissioned in June 2017. Brake overhaul, carburettors and fuel lines. (£17,600)

  • Widely regarded as the best driving of all Countach variants 

Designing a successor to the delicious Lamborghini Miura was something of a challenge for Marcello Gandini, however, with the arrival of the 'Countach' in 1971, he demonstrated to the world that his ability to create automotive drama was alive and well. In fact, the word 'Countach' is Piedmontese slang for something that visually shocks and has no direct translation but 'Wow' is probably the most polite.

The first Countach appeared at the Geneva Show in 1971 - the same year that 'Hot Pants' appeared on our city streets - with a similar ability to distract. Big, bright and brash like the rest of the seventies, the Countach was to remain in production, through various iterations for 16 years. With hindsight, it's clear that the car's 'flying wedge' design, with a sloping snout that appeared to descend directly from the windscreen, and innovative 'scissor doors', became a template for every 'supercar' that followed. The original, beautifully clean profile was gradually bedecked with 'wings and things' as fashions changed over the years and frequent small mechanical changes were often the result of customer input in their capacity as unwitting 'development engineers'. However, by the time Lamborghini was 25 years old and the Countach Anniversary was introduced in 1988, the majority of these teething troubles were in the past.

The Anniversary was effectively a 'new' Countach, mechanically very similar to the 5000QV but sporting much-changed styling courtesy of Horatio Pagani. The rear air boxes were restyled and enlarged, while the vents behind them were changed so that they ran front-to-back instead of side-to-side. In addition, a new air dam and side skirting, both with air intakes, were fitted, and the taillights restyled to be narrower, with body-coloured panels replacing the upper and lower parts of the previous larger lights. These styling changes were striking on the 17-year-old design and had the added benefit of improving the engine's cooling, a problem with which the powerful Countach had always struggled. The Countach also featured 345/35R15 tyres, the widest available on a production car at the time. The factory only anticipated a limited demand but the sheer talent of this mature development meant that it actually became the most prolific Countach ever with 67 being finished in right-hand drive.

Offered here is an Anniversary Countach with a complete timeline and only one owner from new. The story begins with our vendor, a lifetime Lamborghini fan ordering the Countach in UK RHD-spec from London dealer Portland, visiting the factory during the build in early 1990 and having a dialogue with all the Lamborghini notaries. He was the proud owner of one of the earliest ever Countach, a 1975 LP400' Periscopio' which was finished in Arancio and was in the enviable position of being able to 'book-end' the many years of Countach production. He was keen to have his new Anniversary model finished in the same 'Arancio Miura' colour scheme but the management were initially reluctant as they no longer listed that colour, however, with a little bit of persuasion from no less than Sig Balboni, they eventually conceded. A fair bit of time was spent making sure that the new car's hue matched our vendor's 1975 LP400.

Since collection, it has been used lightly, covering only 6,390 km from new, and consequently must represent one the best examples of the original ‘poster car’ available today. It was moved into long term storage in 1985 and was completely recommissioned in June 2017 including a full brake overhaul, carburettors and fuel lines. The invoice from Colin Clarke Engineering amounted to a not inconsiderable £17,600 and this Countach 25A is now back on the road and ready to be enjoyed by only its second owner. The registration A3 DUU will remain with the car and it's supplied with the original document pack, the purchase and registration paperwork, service and recommissioning invoices, both keys, a set of Lamborghini driving gloves and a bespoke Portman car cover.

Very seldom does such a car with single ownership come to market with what can only be described as a perfect history, in remarkable condition and in a colour that pays homage to its legendary predecessor.

2003 Alfa Romeo TZ2 Re-creation (FIA)

Lot # 269667 (Sale Order: 11 of 15)      

  • This fabulous TZ2 re-creation was envisaged from the start as a completely accurate “tool-room copy” of a 1966 Alfa Romeo TZ2 race car

  • Two original cars (#115 & #117), an original Autodelta-measured drawing and supporting period photos were used for reference throughout the build

  • Chassis constructed by the original Italian constructor using the correct specification chrome-moly steel to the original Autodelta TZ2 design

  • Glass fibre bodywork was formed in the original Autodelta TZ2 moulds which luckily still existed

  • Original Autodelta monobloc, dry-sump engine and drive train came from the ex-Bardelli, factory TZ2 (# 750 117) that had been campaigned at Imola, Mugello and the Targa Florio

  • Engine fully rebuilt with a Dyno print-out. Final commissioning and preparation by Hall and Hall

  • FIA HTP (Class GTS10  Period F 1961-65) should ensure invitations to all of Europe's 'Blue Riband' Historic meetings

The factory team Alfa Romeo TZ2, nicknamed in period ‘Il Bambino GTO’, is undoubtedly one of the most charismatic small-capacity Gran Turismo competition car designs of all time. But where some 36 Ferrari 250 GTOs were produced, in stark contrast only 10, or possibly 12, true Autodelta TZ2s are understood to have been completed. It was conceived, designed and manufactured by the Autodelta subsidiary of Alfa Romeo in Italy, this quasi-works specialist competition-unit having been created by ex-Ferrari chief engineer Ing. Carlo Chiti and his friend and associate Ludovico Chizzola in 1963 so it is understandable that the inspiration and passion of the Ferrari 250 GTO infused this project. From 1965, Alfa Romeo’s commitment to factory racing changed up a gear, and Autodelta had become an integrated division of the Milan-based giant, moving from its modest original facility in the provincial town of Udine to occupy extensive workshops nearer to the Alfa Romeo production plant, at Settimo Milanese.

The TZ2 chassis was similar to the original TZ consisting of a steel-tubed space-frame but significantly developed with lower suspension mounts and more adjustability. The prototype was wrapped in an all-alloy bodyshell designed by Ercole Spada for Zagato but subsequent cars were moulded from this and clothed in glass fibre. The total height of the vehicle was a mere 41-inches and the low-nose, flowing design proved very aerodynamically efficient, resulting in much higher speeds than anticipated. Under the bonnet lay an Alfa Romeo double overhead-camshaft, four-cylinder engine displacing 1570cc. The engines were built by Virgilio Conrero's Torino shop, Autotecnica Conrero and were fitted with larger valves, magnesium casings, upgraded camshafts, twin side-draught Weber carburettors, dry-sump lubrication, and a twin-plug head. These improvements produced around170bhp at a sonorous 7000rpm and, when combined with a featherlight 620kg and a slippery shape, the top speed was in excess of 160 mph, pretty impressive for a 1600. The racing debut of the Alfa Romeo TZ2 was at the 1965 24 Hours of Le Mans when three cars were entered, however, all three failed to finish the race. That was to be their only outing for the season, however, in 1966 they re-appeared, and in very strong fashion, winning the 1.6-litre GT-Class in every race they entered. Surprisingly, even with this new-found racing success, the TZ2 program was soon dropped and efforts were focussed on the GTA and Tipo 33 program. Most of the original cars were later sold to privateers and remain in private collections to this day rarely, if ever, coming to market.

The sheer impossibility of finding an original TZ2 (as opposed to the much more plentiful TZ, cosmetically modified) inspired the builder of this fabulous TZ2 re-creation and he intended that the car was to be a thorough and completely accurate “tool-room copy” of an Alfa Romeo TZ2 race car. The project began assembly in 2003 and used two original cars, Alfa Museum car a#750 115 and #117, as a very close reference throughout the build, as well as an original Autodelta-measured drawing of the chassis and supporting period photo reference material gathered over time. The car had to be built to the original standard and therefore the chassis was constructed by the original Italian constructor using the correct specification chrome-moly steel and all to the original Autodelta TZ2 design. ...

1974 Porsche 911 Carrera 2.7 MFI

Lot # 269719 (Sale Order: 12 of 15)      

  • One of only 24  2.7 Carrera MFI 911s supplied to the UK in the 1975 MY

  • Later cosmetically modified by Autofarm to present as a 1973 RS

  • Prepared for Regularity Rallying during 2008/9 by Francis Tuthill

  • Much success over the last 10 years including a Gold Medal in the 2018 LeJog

  • Displayed in the Rotunda of the RAC's Pall Mall clubhouse during January 2019

  • Engine and gearbox rebuilt around 10 years ago. Recent service and refresh

Further photographs and details to follow.

The Porsche 911 Carrera 2.7 MFI (mechanical fuel injection), was aimed at worldwide markets apart from the United States, where the Carrera 2.7 was restricted to the 2.7 K-Jetronic engine to sit more easily with Porsche America's marketing strategy. So the rest of us were able to benefit from a new model utilising the same brilliant power-plant as the, now-iconic, 1973 Carrera RS, making them mechanically identical, but with a few concessions towards civility and day to day use. In its introductory year of 1974, the Carrera 2.7 MFI came fitted with a 'ducktail' spoiler and the new G-Series chassis was 'beefed-up' to appease ever-stricter US crash-worthiness requirements. The floor pans were strengthened, lighting was improved and larger bumpers incorporated. Importantly, the Carrera 2.7 MFI is capable of the same performance and engenders the same feel and driving enjoyment as the RS and its dramatic styling cues including the 'ducktail' and wide rear wings pay homage to its more focussed sibling. With an impressive 210 bhp, 2,687 cc Type 911/83 air-cooled horizontally opposed six-cylinder engine with Bosch mechanical fuel injection, 0-60 mph was achieved in just over five seconds and the car was geared for 150mph through the 5-speed manual transmission. The suspension was fully independent with torsion bars, McPherson struts and anti-roll bars. The total weight was just over 1,075 kilograms, which made the 2.7 MFI a very fast car in its day and in fact, it was the fastest production 911 until the late 1980's. In total, 1,647 MFI Carrera Coupés were built for Europe/non-US markets during this three-year run, along with 631 Targas, with total production figures not vastly outnumbering that of the original 1973 Carrera RS. 

This 2.7 Carrera is a genuine UK-supplied, right-hand drive car and appears to have been built in August 1974 as one of the very first of the 1975 Model Years production run. The chassis number is 0096 and the engine number is similarly low at 665 0130 suggesting it was one of the first 1975 M/Y cars off the line. It was delivered to the UK in September 1974 and registered to its first owner on the 23rd of that month. The 2.7 MFi was often the second choice for buyers in 1974 as the RS or RSL were simply too expensive or, more likely, impossible to find so it was no surprise that a number of these cars were subsequently transformed into RS lookalikes and we understand that at some point long-established marque specialists, Autofarm, were tasked with cosmetically modifying this MFi so that it presented as a 1973 RS. The extent of these modifications and any mechanical alterations will be detailed here as soon as we receive the appropriate invoices from our vendor.

The car was purchased by its most recent owner in 2005 and some years later, in 2008/2009,  KLM 544N was converted to a spec that would enable it to run in 'Regularity Rallies' with much of the work carried out by the Francis Tuthill Workshops in Banbury, probably the most highly respected specialists in this field and certainly vastly experienced in preparing 911s for demanding rallies. They have continued to assist in the running of the car and we understand that KLM has now competed in some 53 events in the UK and Europe, with roughly half of those being multi-day events that could last up to a week. One of the most notable was the gruelling 2018  HERO LeJog Reliability Trial, which winds its way up through 1,500 miles of the UK from Land’s End to John O’Groats, the most southerly point of England to the northernmost tip of Scotland. It challenges crews with incredibly tough navigational challenges, difficult terrain and a schedule that doesn’t really allow for sleep. If you can survive LeJog, you earn serious rally kudos. To quote 'Petrolicious', "Of the 71 starters, just 51 made it through the four days, three nights, 16 driving tests and 31 regularities to the finish, with retirements due to mechanical failures, accidents and sheer exhaustion". Not only did this cracking Porche make it through, but it also won a Gold Medal demonstrating its mechanical reliability and overall capability. Naturally, with years of successful competition, there is a fair...

2012 Ferrari FF

Lot # 269777 (Sale Order: 13 of 15)      

  • UK-supplied, right-hand drive, finished in Nero Daytona with Rosso quilted leather sports seats

  • Showing just 37,800 miles (atoc) supported by a full Ferrari service history

  • 6.3-litre V-12 producing 651bhp; 0-60mph in 3.7 seconds and 208 mph

  • High spec includes heated memory seats, F&R parking camera with sensors, Sat/Nav and Carbon steering wheel

  • Seating four adults with excellent luggage space, a high-performance GT revered for both performance and practicality

Making its world debut at the 2011 Geneva Motor Show, the Ferrari FF (an acronym of Ferrari Four, signifying its seat and driven-wheel count) was a shooting brake-style, four-seater offering buyers a first: a full-size Grand Tourer with a 651bhp V12 engine and four-wheel drive.

The car was designed by Pininfarina under the direction of Ferrari’s own chief designer, Flavio Manzoni. Maranello had previously dabbled with four driven wheels in the 1987 408 Integrale concept, but the V12-engined FF is the first Ferrari to make series production with such a system.

This all-wheel-drive system, patented 4RM, is said to weigh 50 per cent less than a conventional setup, helping maintain close-to-ideal weight distribution (47/53 front/rear). It works in tandem with the car’s numerous electronic dynamic control systems, adjusting torque distribution between the four wheels depending on conditions and terrain. The FF also boasts a magnetorheological damping system and carbon-ceramic Brembo brakes.

Powering all four wheels for the first time is a naturally-aspirated, 6.3-litre, V12 direct-injection engine (a descendant of the V12 that featured in the Enzo) with 651bhp (at a howling 8000rpm) and 504lb ft of torque. These figures are enough to hustle the 1790kg FF (dry weight) from 0-62mph in a claimed 3.7sec, whilst the top speed is a distinctly 'supercar-esque' 208 mph.

The car presented here is a UK-supplied, right-hand drive 2012 Ferrari FF, in a superb colour combination with a well-considered specification. Indicating just 37,800 miles at the time of cataloguing and supported by a full and documented Ferrari service history most recently added to with a full inspection and annual service in December 2019.

The specification includes Sat/Nav With Bluetooth Phone Prep, USB, AUX, Rear Entertainment, electric memory quilted red leather sports seats, front and rear parking camera with sensors, Scuderia Ferrari wing shields, privacy glass, auto lights and wipers, A/C, climate control and electric folding mirrors.

On offer at an appealing and sensible guide, this huge spec, practical Ferrari would make a superb high-performance daily driver.

1960 Lotus 19 Monte Carlo - Chassis '953'

Lot # 269784 (Sale Order: 14 of 15)      

  • Raced in period by Moss, Hill, Gendebian, Maggs and Ireland – Jim Clark won in this car!
  • Potentially eligible for all the best events on offer in the classic car race scene – Le Mans Classic, Goodwood etc.
  • The last car driven by Sir Stirling Moss before he retired as a professional 
  • FIA HTP papers are being prepared in time for the auction
  • During our vendor's ownership (2017), significant expenditure has been incurred with Andrew Tart for recommissioning, competition preparation and development
  • Will be presented to auction with a fresh engine (dyno sheet on file-240bhp) and fresh competition preparation by Andrew Tart- the car will Not be shaken down so the new owner will need to do that 
  • Extensive history file including race results, period race programmes, artwork as part of a series on ‘Clark's Winning Cars’, the 1962 BRDC International Trophy (1st in Class) and much more
  • First time on the open market in nearly 60 years – what an opportunity 

The Lotus 19 was a remarkable car from the fertile mind of Colin Chapman during a period when he was at his most creative. A two-seat, mid-engined sports racer with a particularly beautiful fibreglass body clothing a classic Lotus spaceframe and powered by a willing 2.5-litre Coventry-Climax, it emerged as the proverbial giant killer taking on the V8 Chevys and Buicks that were being raced at the time – and any number of the more fancied Jaguars and Ferraris. Chapman named the car ‘Monte Carlo’, ostensibly as a tribute to Stirling Moss’ victory in the 1960 Monaco Grand Prix but possibly as a friendly poke at John Cooper whose considerably heavier and less ‘petite’ Monaco was named after the marque’s similar success at the same event in 1958. Most testing of the new Lotus 19 was undertaken by Stirling beginning on 25 July 1960, and in his hands, it made a winning race debut on 7 August 1960 at Karlskoga in Sweden. A total of 17 cars were constructed.

Chassis 953 was built in 1960 equipped with a Coventry Climax 2.5L FPF engine and a Colotti gearbox. Over the seasons, it competed with Climax engines of capacities ranging from 1.5 to 2.75 litres and was hugely successful winning at home and overseas, driven by many of the top drivers of the era including Jim Clark, Graham Hill, Innes Ireland and Stirling Moss.  #953 was first raced in April 1961 by the British Racing Partnership (BRP) alongside the team’s other two 19s - # 950 and 952, however for 1962, only #953 was retained.

BRP was a UK-based racing team established in 1957 by Alfred Moss and Ken Gregory - Stirling Moss’ father and former manager respectively - to run cars for Stirling, when not under contract with other firms, along with other up-and-coming drivers. For the 1961 and 1962 seasons, BRP was renamed UDT-Laystall Racing as part of a sponsorship deal. UDT was United Dominions Trust who, amongst other holdings, owned Laystall Engineering, the principal supplier of crankshafts to the British automotive and aviation industries. Their race cars sported a distinctive green livery, a McGregor tartan noseband (possibly at the request of a certain Robert McGregor Innes Ireland) and a golden hare emblem. For 1963, the team reverted to its original name, pleasingly retaining that lovely pastel hue which, to this day, is known as "UDT-Laystall Racing Green".

In 1961, the UDT 19s completely dominated the races in which they competed. During the early part of the season, all three cars were achieving podiums in every race, although it is often unclear which chassis number finished in which position. On the back of their success, the team planned to run all three cars in the Nurburgring 1000km in May 1961. New knock-on hubs were fitted to two of the 19s to enable fast tyre changes for endurance racing, however, at Crystal Palace the week before the Nurburgring, the hubs - which had not been correctly heat-treated - sheered on the cars driven by Henry Taylor and Mike Parkes resulting in the German expedition being cancelled. It has been suggested (and noted in 953’s competition history on racingsportscars.com) that 953 was also entered for that year’s Le Mans 24-Hours and (sensibly) withdrawn. A Lotus 19 was entered by Lotus Engineering, but the chassis number has not been confirmed. During the late season, much underrated Belgian Olivier Gendebien (four Le Mans...

2006 Maserati GranSport V8

Lot # 269920 (Sale Order: 15 of 15)      


  • One owner from new and a warranted 25,432 miles indicated (atoc)

  • Superbly presented in Grigio Alfieri with silver 'Trofeo' wheels and red calipers

  • 4244cc V8. 400bhp, 333lbs/ft of torque. 0-62mph in 4.9 seconds and 180mph

  • Classic Maserati interior in Nero with Midnight Blue dial faces and that famous clock

  • Immaculate engine bay. Recently serviced. Full service history

  • Supplied with a UK V5C, its Maserati book pack and a current MOT

Launched at the 2004 Geneva Motorshow, the GranSport was a more focused version of its predecessor, the Maserati Coupe. It featured the same delectably sonorous 4244cc V8 engine, however, a new exhaust system, improved intake manifolds, and bigger valves squeezed an extra 10bhp to bring it up to a neat, even 400bhp supported by 333lbs/ft of torque. 0-62mph occupied around 4.9 seconds and the revised aerodynamics enabled a top speed of 180mph. The six-speed paddle-shift system was also upgraded and re-calibrated resulting in faster, crisper changes and the suspension was lowered by 10mm and the geometry tweaked. Chrome mesh grilles were added to the front and rear bumpers and 19" 'Trofeo' wheels gave the car a much more purposeful look. The interior benefited from sports seats, a slimmer centre console, carbon fibre details and a new steering wheel.

Becoming increasingly tricky to find with low use, this particular 2006 Maserati GranSport V8 was delivered through H.R.Owen, London to its first and only owner. Very tastefully specified and finished in Grigio Alfieri (metallic grey) with a Nero (black) leather interior. The original service book accompanies the car and shows three main dealer services at 4,137 miles, 13,280 miles, and 18,417 miles. Most recently, the car has been the recipient of another service at a Ferrari main dealer and it will arrive at the sale with a current MOT. Supplied with a UK V5c and its book pack, this single-owner car has covered a mere 25,432 miles at the time of cataloguing and has to be one of the best of its type currently available on the market.

A high performance, luxurious ‘Grand Tourer’ tastefully presented, sensibly guided, in fine order and serviced up-to-date. All that is left is to enjoy the note of that V8 on route to wherever…

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