• A right-hand drive, UK-spec, 150bhp (CP) example in stunning Dark Blue with chrome wires

• Originally delivered new to Singapore before being brought back to the UK in 1987 still with the original owner who enjoyed the TR for a total of 45 years up until 2016

• Fully recommissioned and treated to a fresh coat of Dark Blue

• With its rare factory hardtop (still in its original Mimosa Yellow)

• The clutch, flywheel and propshaft were balanced, the brakes were all replaced and a new up-rated radiator and renewed fuel lines were fitted

• Pleasingly most of the original interior has been refreshed and retained apart from new carpets

• A really lovely example of Triumph's classic TR6 which benefits from the more powerful engine and overdrive

Sharp, clean and ruggedly handsome, the TR6 looked far more modern than TR roadsters of old and proved a huge hit with the sporting driver of the early 1970's. Restyled in 1969 by Karmann of Osnabruck, the TR6 gained a full-width nose and a squared-off tail, however, under its new 'party frock' the chassis remained basically the same as its independently-rear-suspended TR5 predecessor. Handling was improved courtesy of wider wheels and a front anti-roll bar and the '6' was a little more refined than its predecessors featuring pile carpets, plush-looking bucket seats, a traditional wooden dashboard, and a full complement of instrumentation.

The 150bhp 2.5-litre Lucas fuel-injected straight-six power unit was initially unchanged, but was detuned to 125bhp for the US market and subsequently for the UK market from 1973 onwards to meet stricter emissions regulations. Even in the later detuned spec, it could still hit 60mph in just 9.5 seconds with a top speed of 116mph.

Originally delivered new to Singapore, this TR6 was built to 'CP' 150bhp UK-spec and was fitted from new with Overdrive and a 'factory' hardtop. Used sparingly at weekends and for special occasions, the TR6 was clearly the owner’s pride and joy, and in December 1987, it moved with him back to the UK. As in Singapore, the Triumph was used occasionally at the weekends, always in the dry, and remained cossetted in a heated garage. Naturally, as the owner became older he was able to use the car less and less and when he sadly passed away in 2016, he had owned it for a remarkable 45 years.

The car was acquired from his widow and, although in outstanding structural condition, it was obvious that it was in need of a little TLC. The decision was taken to recommission the TR and, once fully stripped, it was clear that the car was still in possession of all its original panels and never appeared to have been welded. With only minor areas of light surface rust, it was the perfect basis for a re-paint in a deep Dark Blue.

Whilst it was out, the engine was fully serviced and the flywheel and clutch replaced. These were balanced along with the prop-shaft, which was itself fitted with new UJs. The brakes were all replaced as were the fuel lines and an up-rated radiator fitted. The engine was refitted into the refreshed engine bay and the fuel pump, metering unit and injectors set up for smooth running.

Pleasingly, much of the interior was preserved, with only renewal of the carpets being necessary due to sun damage. The hood is original and in good condition as is the tonneau cover and hood bag and, quite importantly, the TR also retains its original factory hardtop (still in its original Mimosa Yellow).

This is a really lovely example of Triumph's classic TR6 which benefits from the more powerful CP engine and overdrive and is undoubtedly one of the best on the market. With it's gleaming fresh paint, chrome wire wheels and smart interior, we suspect its long term owner will be looking down with a real sense of pride.

• Dating from 1962, this Mk II was built in left-hand drive and destined for America

• The subject of a major restoration in the US and remains in very good condition

• Finished in a lovely shade of Iris Blue with dark blue dashboard and seating

• We believe that it’s fitted with ‘flat-top’ pistons and a 1098cc cylinder head

• With our vendor since 2017 and the cars current mileage is 85,867

• Active Owner’s Club with lots of events and opportunities to have fun

Introduced in May 1961, the MkII version of Austin Healey's Sprite sported a more conventional visage courtesy of its full-width grille and wing-mounted headlights. Other niceties included a rear bumper and opening boot lid. More civilised but slightly heavier than its 'Frogeye' predecessor, the MkII boasted more power and torque courtesy of improved carburation and a close-ratio gearbox. Reputedly capable of 85mph, the lightweight two-seater was a fun little sports car at an affordable price.

We understand that this particular 1962, left-hand drive Austin Healey Sprite was the subject of a major restoration in the USA before returning home to the UK and that the 948cc BMC ‘A’ series unit has been fitted with ‘flat-top’ pistons and a 1098 cc cylinder head which should provide a useful increase in power. From some older (2014) sales information, we understand that a new clutch and pressure plate had been fitted just prior to then at 85,000 miles. The sprite has been with our vendor since 2017 and the cars current mileage is 85,867.

The Iris Blue paintwork appears to have been expertly applied and it’s very likely that this car still had its original panels prior to restoration such is the quality of the finish and likewise the brightwork also looks excellent. The dashboard retains its original covering and looks great for it and the period bucket seats look sound and hardly worn.

The car was sold through Silverstone Auctions in 2014 and the report from then states; “The usefully modified twin-carb engine is superbly detailed and starts on the button with no knocks or rattles or leaks to cause any concern whatsoever. The gearbox is reported to be in excellent working condition as are the clutch and braking system. The suspension has clearly been set up with performance in mind and as such inspires confidence when driven enthusiastically”.

This is a delightful little Mark II that appears to have been well-restored in the US and with its lightly modified engine should be a lot of fun. It’s left-hand drive which makes touring in France and on the Continent a little less stressful and with its Iris Blue paintwork as bright as a Cote d’Azur sky, it would make a charming companion.

• The S-Type was a major redevelopment of the Mk.2 using a mid-scale version of the Mark 10's independent rear suspension to replace the Mk.2's live rear axle and featured longer rear bodywork, along with other styling and interior changes

• This is an original UK, 210bhp 3.4-litre car with the desirable manual overdrive gearbox

• Bare metal repaint in stunning Opalescent Dark Blue. Beautiful and original red upholstery

• Just 71,891 miles and two owners from new. Original books and 1967-issued 'green' logbook

Jaguar had bought Daimler in 1960, primarily to expand production facilities, and the Daimler 2½-Litre V-8 Saloon was subsequently launched in November 1962. Just one year earlier, Jaguar had introduced the Mark 10, and it was to be the first of a new generation of luxury Jaguar saloons which offered super accommodation with a nod to the E-Type’s sporting pedigree, as they shared similar independent rear suspension and the same engine. However, there was still a huge demand for a more luxurious Jaguar saloon with more compact dimensions and, once the new Daimler had been released, Sir William Lyons decided to combine the major improvements of the Mark 10 with the tried and trusted engineering of the Mark 2.

The result was arguably "the ultimate Mk 2" - the Jaguar S-Type Saloon, which was introduced in September 1963. The car was available with either a 210 bhp 3.4-litre or the 220 bhp 3.8-litre XK engine, and it was very similar to the Mark 2 in regards to the dimensions and running gear, except that the S-Type used Jaguar’s fabulous new independent rear suspension. The bodywork was extended to provide more boot space, and the roofline was changed to provide more headroom, making for a much more commodious and comfortable car. The interior was considerably more luxurious with a Mk10-style Walnut facia and wider front seats etc. and the front of the car was also updated, sporting slimmer, more stylish bumpers.

Performance was exceptional for a luxury four-door saloon of the time, and the suspension provided not only substantially better handling but also a very comfortable ride for four passengers, especially those in the rear seats. The new S-Type was a triumph commercially, and at the conclusion of the car’s relatively short production in 1968, nearly 25,000 examples had been produced.

Today we are offering one of the most delightful S-Type Jaguars we have ever seen. It’s finished in the most glorious shade of Jaguar Opalescent Dark Blue, which retains a shine so deep you could almost dive into it, the shut lines look factory tight, the brightwork gleams and the chrome wire wheels appear ‘box fresh’. The exceptional original red leather interior is exactly as you hope to find it, not shiny and ‘first day back from the trimmers’ but gently patinated, mellow, lived in. The Walnut dashboard and door cappings are excellent as are the carpets, door cards, headlining, instruments and controls. All in all, a lovely place to be. The car is fitted with the legendary 210bhp, 3.4-litre, 6-cylinder XK engine, mated to an all-synchro, manual, four-speed/ overdrive gearbox and the desirable factory fitted power steering option.

With this well-presented motor car is an equally well presented History File. Both of its previous owners appear to have been particularly fastidious, certainly when it comes to keeping records. The Jaguar was first registered on 23/03/1967 to one Iorwerth Smith of Tredegar in South Wales and you can imagine the net curtains in Commercial Street twitching when Mr Smith pulled up in his shiny brand new Jaguar. There are numerous invoices in the file that relate to Mr Smith’s ownership and there was a documented change of speedo head on 16/02/1982. The old instrument was indicating 58,994 when it failed and it was replaced by a second-hand unit that was reading 4,561 miles when it was installed. Pleasingly he has kept a yearly mileage/MOT log from that point up until 2/11/98 indicating that the Jaguar only covered 7,110 miles in those 12 years. After 32 years of cherished ownership, Mr Smith decided to part with the Jaguar and sold it to the highly respected Hurst Park Automobiles. The decision was made to totally dismantle the car and to repaint it in its current coat of Jaguar Opalescent Dark Blue, perfectly complementing the sumptuous original red leather trim.

In 1999, the S-Type quickly became the property of Dennis Creasy of Leatherhead in exchange for £17,000, probably the highest price ever paid for an S-Type at the time, such was the quality. He obviously shared Mr

• A wonderfully cherished example with just 72,915 miles from new

• Only four previous owners, one owner from 1972 until 2001

• Remarkably original. Wonderful, gently-patinated interior

• Attractively finished in Admiralty Blue with a Silver Birch Roof and Rostyle wheels

• Considering the design is over 50 years old, these cars still turn heads

In 1965, Rover's Managing Director, William Martin-Hurst, secured the tooling and production rights to the 3528cc all-alloy OHV V8 ‘215’ engine from Buick and, after a period of development, it was ready for use in Rover’s model range. Although a marriage of expediency, the union between Rover's stately P5 and the ex-Buick V8 resulted in an unexpectedly fine motorcar. The new aluminium V8 was significantly lighter and considerably more powerful than its predecessor, delivering 160bhp and a massive leap in torque to 210 lbs/ft. at 2600rpm, vastly improving pace, comfort, balance, handling, economy and reliability.

Launched in 1967, the Rover P5B (or P5 Buick if you prefer) was conceived to stave off increasingly refined competition from the likes of Jaguar and Mercedes-Benz. Available in Saloon and Coupe guises, both of which employed four doors, the big Rover was equipped with independent torsion-bar front suspension, a leaf-sprung 'live' rear axle and disc /drum brakes. Fitted with three-speed automatic transmission and power-assisted steering as standard, it proved a relaxing drive although capable of a comfortable 115mph. The exterior was mostly unchanged, apart from bold '3.5 Litre' badging, a pair of fog lights which were added below the headlights, creating a striking four-light array and the fitting of chrome Rostyle wheels with black painted inserts. The svelte Coupe had a slightly lower roof-line, slimmer chromed window surrounds, twin-armchair rear seats and additional dash instruments, and is the most collectable variant today.

Well-appointed in the best Rover tradition, the P5B’s 'Gentlemen's Club' interior made it a firm favourite with businessmen, politicians (Harold Wilson's car was reputed to have a pipe rack in the back) and even HM The Queen who apparently still owns her Arden Green Saloon. Production lasted until 1973 by which time 9,099 Coupés and 11,501 Saloons had been built.

HPX 301H was first registered on 01/06/1970 and was finished in Admiralty Blue with a Silver Birch Roof and a Cream leather interior. It may have remained with the dealer for a period of time as its first registered owner was Trevor Tiffin Nash who acquired this 3.5-Litre Coupe on 12/04/1972 from Boorers Garage in Broadwater with the original Bill of Sale for £1,750 in the owner’s file. Boorers were, in fact, the Rover agents and, somewhat poignantly, within the file is a small faded advert cut from the Sussex Argus and dated 07/04/1972 for this car (£1,895) clipped to a copy of the same paper’s obituary of Mr Tiffin on 7/01/2008. He had, in fact, sold the car to Charles Regan on 9/02/2001 who also became a long-term owner, passing it on to Owen Lavington on 13/09/2017.

The history file is huge with well over 100 invoices for maintenance, routine repairs etc. with only two larger invoices obvious, one for a gearbox rebuild in May 1981 and one for new sills and inner and outer arches dated January 2008. The file also contains lots of MOTs, SORN notifications from 2004 to 2014 and V5s etc. There is a plastic wallet containing the original Owner’s Operating Manual, Owner’s Instruction Manual and the stamped service record which starts at 1,579 miles on 29/06/70 and finishes on the last page at 40,700 miles on 8/05/83.

It appears that HPX has never been restored and is all the better for it. The Admiralty Blue paintwork still shines, the brightwork is excellent and the Rostyle wheels look crisp. The Rover’s cream interior certainly feels original with that cosy lived-in feel often present in a much-loved family car, and the car simply ‘stands well’.

The mileage of 72,915 appears to be corroborated by the car’s MOT and Service history and we understand that it runs and drives superbly. The P5B is a go-anywhere, welcome-anywhere kind of ‘Classic’ and, unlike an old MG, you don’t have to don seven layers of clothing to go to an event. In period, these big Coupes were head-turners and were perceived to belong to comfortably off owners who appreciated quality and had a certain sense of style, and basically, nothing has changed. This lovely Rover is only available as our inveterate collector vendor has fo

• Number 255 of 500 examples of the ultimate super-saloon and road-going DTM car

• One owner for 30 years and just 26,056 miles (41,934km) from new

• Short-stroke,16v, 2.5-litre, 4-cyl with an AMG Power Pack producing 235bhp at 7,200rpm

• Presented in gleaming 'Blauschwarz' (blue/black) metallic with an array of spoilers, splitters, skirts and air dams

• Whilst aesthetically pleasing these dramatic aerodynamic aids are strictly functional

• Classic nineties black leather cockpit, Teutonically efficient yet immensely comfortable

• On offer from a private collection and for sale publicly for the first time since new

• Rare opportunity to acquire an example of Mercedes’ most radical road car since the Gullwing

25 years ago, the 190 E 2.5-16 Evolution II thrilled professionals and the general public alike when it was unveiled at the Geneva International Motor Show and legend has it that the entire limited run of 502 cars was sold pre-launch, possibly being squirrelled away by international car collectors. The bitter rivalry between BMW and Mercedes-Benz in saloon car racing throughout Europe helped hone the greatest 'touring cars' of the era and the Evo II was pitted against one of the best touring cars of all time, the E30 M3. A compromise was out of the question and the full-race car, developed for Group 'A' using this sports saloon as a basis, went on to acquire legendary status. Mercedes-Benz took the first three places in the DTM championship in the 1992 season with this remarkable vehicle, which henceforth is referred to, in revelation, as the "Evo II".

The engine's output had been raised once again in comparison to the first Evolution model from the previous year, the Evo II now generating 235 horsepower. Top speed was 250 km/h, and the Evo II accelerated from a standing start to 100 km/h in 7.1 seconds. The body had also undergone further refinement on an aesthetic and aerodynamic level and the car's sporting pedigree was emphasised by its muscular stance. In this form, the 190E finally had the match of the M3, and while it was never as naturally gifted as its rival, the brutal and unrelenting way it delivered its performance, and its devotion to technological supremacy, set a precedent for Mercedes performance models that can be traced right the way through to today.

The Evo II's body kit is perhaps the most outrageous ever applied to a production car, and the fact it was a product of the ultra-conservative world of early ninety's Mercedes-Benz is even more incredible. The ostentatious, fully adjustable rear spoiler was aerodynamically perfect and its front splitter would make a decent job of cutting the grass, however, despite outward appearances, the Evo II is a comfortable and tractable daily driver.

The 255th of 500 built, this Evo II Homologation special-edition is no disappointment and exceeds expectations on every level. Firstly, there is the way it looks. Legend has it that BMW redesigned its wind tunnel after seeing the Evo II race car and none of the excitement has been lost on the road car. With its stunning "Blauschwarz" (blue/black) metallic bodywork devoid of any decals, and with number plates fitted instead of sponsors’ logos, it’s arguably even more dramatic.

The build quality is pure Mercedes-Benz at their best and nothing has been compromised. The full-leather sports seats are both supportive and comfortable, the centre console has a full accompaniment of switches including air-conditioning and electric windows and, with only 26,056 miles (41,934km) from new, the interior wears its 30 years almost imperceptively.

All but the first 1,000 of these kilometres were covered by one collector-owner over the last 30 years. Speaking volumes for its ability to be an exciting ‘road-going’ racecar, without the compromises that this usually entails, is the fact that this owner seems to have used this car more than almost any other in his truly world-class collection. But here is an example that offers the perfect balance of low miles and usability, and has been cherished in one of the world’s finest car collections. With growing interest in historic motorsport, has come renewed interest from collectors in the cars that were homologated in order to allow some of the greatest saloon cars of all time to go racing in the first place. This Evo II ranks among the most visually strik

• One of only 230 UK right-hand drive QVs produced and just 41,046 miles from new

• Presented in gleaming Rosso Corsa with Magnolia Leather and Bordeaux carpets

• The car's classic looks are complemented by a deep front spoiler and Speedline wheels

• A very original example that has been cherished by the same family since 1987, acquired at circa 23,217 miles

• £16,000 spent on substantial service works in February 2019 by Kent High Performance at 40,941 miles

• Fabulous documented history. Original service wallet, book pack, tool kit, jack kit and standard exhaust

• Enticingly offered at No reserve – one for the true Ferrari enthusiast to use and enjoy

October 1975, saw the debut at the Paris Motor Show of the most successful shape ever to wear the Cavallino Rampante emblem, the Ferrari 308, and during its comparatively long production run from 1975-89, the model was consistently popular and kept the factory busy. This new car was constructed on a traditional steel tube chassis, but its beautiful body was initially manufactured in GRP before, after two years, Scaglietti started making GTBs in steel. The 3-litre, four-cam V8 was more or less unchanged until March 1981 when Bosch fuel injection was added in place of the 4 double-choke Webers, reducing the engine's power output significantly, although the final drive was altered on these cars to give similar acceleration to a carburettor car. Two years later, the 4-valve per cylinder Quattrovalvole or 'QV' model pushed output back up to 240 hp restoring the status quo. European-spec cars boasted higher horsepower than cars built for the American market and were somewhat lighter. Only 3,042 Spider Quattrovalvoles were produced, with just 230 RHD examples supplied to the UK and they are considered by many to be the most desirable of all the 308 variations as they are the fastest and most subtly styled with a deep front valance, racing mirrors, and short lightweight bumpers.

This lovely GTS (Spider) is classically finished in Rosso Corsa with Magnolia leather and Bordeaux carpets. The paintwork and coachwork are exactly as you might hope to find and the timeless looks of this 45-year-old design are complemented by the deep front valance and optional roof-mounted aerofoil. It has been part of one family since 1987 until joining our vendor's collection last year and is accompanied by a great history file. The substantially documented current mileage is 41,046 and within the file is an invoice from highly regarded marque experts Kent High Performance, dated February 2019, for a full cambelt and substantial service to include rebuilt Koni shocks, rebuilt heater, alloy wheel refinish with new tyres and more at 40,941 miles with less than 110 miles travelled since.

Presented with the car is its original wallet containing the service books and manuals documenting the cars excellent service history and a folder containing a number of bills/invoices detailing attention over the years. The tool kit and jack appear original and the standard factory exhaust looks quite at home.

In superb condition for its age and mileage, this rare right-hand drive, QV Spider has patently been well looked after and is a fantastic example of the ultimate evolution of the 308. Enticingly offered at No Reserve, it’s one for the true Ferrari enthusiast to use and enjoy.

• A superb 1964 Mk1 998 Cooper fitted in-period with tuning parts from Downton Engineering

• Polished and gas-flowed head with larger valves, a Downton manifold, twin SU H.4 carbs

• Superbly restored by Ant Anstead and Mini expert Keith Calver with the emphasis on maintaining originality

• Engine and running gear rebuilt by Keith Calver, AVO shock absorbers, SuperPro bushes

• The car featured on the For the Love of Cars restoration show. Lots of early history

• Correctly presented in its original Almond Green and Old English White with Dunlop D1 alloys

• Rebuilt 'Knighton' seats retaining their original covers. Les Leston wood rim wheel

• Simply delightful, sympathetically restored and exactly as you would hope to find a 1964 Cooper

It was in December 1961 that Autocar magazine published an article entitled “Mini-Ton-Bomb” which was a rave review of a Downton converted Mini Cooper that could not only do a genuine 100mph but was easier to drive, quieter and even more frugal on fuel than the standard model. This was closely followed, in 1962, by a Downton-modified Mini Cooper competing in the Targa Florio road race in Sicily. The little Cooper, not only did remarkably well in its class but outperformed many of the larger cars on the event. It was not long before news of the work being done in the sleepy Wiltshire village of Downton made it back to the people who ran the British Motor Industry at the time and Daniel Richmond was invited to demonstrate his wares to the men at BMC. This initial meeting was a great success and shortly after, Downton Engineering began supplying BMC with modified engine components for the race and rally cars being prepared by their Competitions Department. The Richmonds, Daniel and his, commercially astute, wife Bunty even fitted a Downton tuning kit to the Mini driven by its designer Alec Issigonis. BMC was so impressed with the quality of his work and the insight into the workings of the internal combustion engine that Daniel Richmond possessed, that he was offered work as a Design Consultant, with particular emphasis on the cylinder head, the heart of any internal combustion engine.

By 1968, both Downton and BMC were at the top of their game. BMC was by far the largest and most profitable car manufacturer in the UK and had topped the results sheets at the Monte Carlo Rally four years in succession using the Mini Cooper 1275S fitted with engines built by the BMC Competitions Department at Abingdon in Oxfordshire using components supplied by Downton. With, what turned out to be a stroke of genius, BMC announced with a fanfare, the introduction of a range of “Stage 1” tuning equipment that could be fitted to the BMC range of cars without violating the new car warranty, Downton, of course, being the company who supplied these kits.

When 539 KYI was two years old in 1966, its then-owner, John Hughes of Ambleside, instructed local BMC Agents, R.Smith of Bowness, to modify the car using components that he had purchased from Downton Engineering. Magazines like ‘Car and Car Conversions’ at the time were full of adverts for Mini tuning products and the road tests of Minis fitted with off the shelf parts from Downton Engineering were particularly favourable. Using the Internet of the period, the telephone, John ordered ‘Stage 1’ parts for the Cooper including a gas-flowed cylinder head with larger valves, a Downton manifold, Downton-modified twin SU H.4 carburettors, a Kenlowe cast aluminium radiator bracket, Dunlop D1 alloy wheels and Knighton sports seats. These were duly fitted by his local garage and presumably, Mr Hughes enjoyed his quick little Cooper for many years.

The story of 539 KYI gets lost for a few years until it was discovered in a lock-up in Ireland where it had been standing since the late 1990s. This is where Ant Anstead of Evanta Motors, known from the popular TV-programme ‘For the Love of Cars’ comes in. Having been made aware of the car he travelled to Ireland, was shocked to find such a fabulous original Cooper, and managed to persuade (eventually) the current owner to part with it.

The car was subsequently restored by Ant and Mini expert, Keith Calver, with the emphasis on authenticity and the whole process is best explored on YouTube (For the Love of Cars, Series 1-Episode 4). The original bodyshell needed a small number of replacement panels but was in fundamentally sound condition. It has been restored to perfect as-new condition at Evanta and totally re-sprayed, inside and out, in its original Alm

• An original, right-hand drive 280SL automatic first registered in the UK on the 21/08/1969

• Superbly presented in Moss Green with a beige Mercedes-Benz Tex interior, biscuit carpets with piped Moss Green overmats, and a body-coloured dashboard all set off by a matching factory hardtop and wheel trims

• In Ireland in single-ownership for 13 years covering only 2,500 miles

• Only 63,140 miles from new and in commensurate condition

• Original Mercedes-Benz Wallet, with Manuals, old MOTs, tax discs, Irish Registration, V5c, etc

• You know that a motor car is special when a team of consignors look at a car and go "wow"

The Mercedes-Benz SL 'Pagoda' was introduced in mid-1963 in 2.3-litre form and continued in production until February 1971 before being replaced by its successor, the entirely new and substantially heavier R107 350SL. Over the years, the W113 quietly evolved from a nimble 'sports car' into a comfortable 'grand tourer' and was usually equipped with four-speed automatic transmission and air conditioning. The final evolution of the Pagoda was the 280SL, launched in November 1967 with a host of technical improvements, and is now seen as the most refined iteration of the W113 series. The robust new seven-bearing, 2778cc, M130 engine developed 170bhp and perfectly suited the automatic transmission. New one-piece wheel trims distinguished the last W113 but alloys were now an option. By the time production ceased in March 1971, some 23,885 had been made making the 280SL the most popular of all W113 variants.

Offered here is an original right-hand drive, Mercedes-Benz 280SL automatic first registered in the UK on the 21st of August 1969. The car presents really well in Moss Green with a beige M-B Tex interior, biscuit carpets with piped Moss Green over mats, and a body-coloured dashboard all set off by a matching factory hardtop and wheel trims.

With the car is an MOT Schedule with entries running from 5/08/1981 @ 49,299 miles through to 21/12/2015 at 62,489 miles with a gap between August 1998 and September 2011 when it appears that the Pagoda was in Ireland in the ownership of Michael Murphy of Ballycrane for all of this time. Irish Licensing Certificates cover these dates and the car only covered just under 2,500 miles in this 13-year period. This little Moss Green Mercedes tootling around the leafy lanes of County Wexford does present a pleasing image.

There are two Service Booklets with the car stamped up until 01/08/1986 at 55,673 miles and some invoices detailing later services and maintenance. These reside in the original Mercedes-Benz Wallet with the Owner's Manual, Parts Manual, old MOTs, Tax Discs, Irish Registration, V5c, etc. and the spare keys.

• UK-supplied, right-hand drive, just 13,346 miles and a full service history

• Finished in stunning Obsidian Black with a glorious cockpit in classic red leather

• Roof-hinged gullwing doors pay homage to the iconic 300SL

• Front-mid mounted, aluminium-alloy, dry-sumped, normally aspirated 6.2-litre V8

• Structured and panelled entirely in aluminium; lightweight carbon-fibre driveshafts

• 0-62mph in 3.8 seconds, 197 mph/563bhp at 6800rpm/479lb ft at 4750rpm

• Superbly presented and correctly maintained, this desirable modern classic would be at home in any collection of important motor cars

Jaguar E-Type fans will undoubtedly disagree but perhaps the most recognisable sports car of the 1950s was the classic Mercedes 300SL Gullwing. With its dramatic doors, this was the ultimate supercar of its time and the very mention of the name evokes memories of Grace Kelly and grainy black and white racing footage. It was the embodiment of half a century of Mercedes motorsport pedigree and pleasingly, became the inspiration for a modern interpretation - the brand's equally desirable SLS AMG model, launched in 2010.

It's not just the gullwing doors that awaken reminiscences of the legendary 300 SL as the characteristic wide radiator grille with the large Mercedes-Benz star and the wing-like fin are also reminiscent of the face of that historic sports car. The three-dimensional, sculptured front with the low, v-shaped, front skirt with lateral indentations gives this new gullwing a powerful, almost aggressive stance on the road, a sort of 'don't mess with me' look. The car’s dominance is underscored by six large air intakes and the wide-set, Bi-xenon vertical headlamps.

There's something utterly beguiling about a large capacity V8 and the one you'll find under the bonnet of the Mercedes-Benz SLS AMG is an absolute peach. It's a 6.2-litre unit and was the first V8 from the AMG stable to be designed from the ground up, with its initial application being in the E63 super-saloon. The engine was further developed for the SLS with a dry-sump set-up and 120 unique parts and, in this guise, could muster a very healthy 563bhp. It's a simply superb engine and even when running on a light throttle it rumbles and crackles like distant thunder and lightning. It's mated to a seven-speed, dual-clutch transmission complete with a 'Race Start' launch-control system enabling a claimed 0-62mph time of 3.8secs and a top speed of 197mph.

The SLS is one of those machines that had modern-classic written all over it from the moment it first saw the light of day and Mercedes themselves state on record that they will only build such a special car once every 50 years or so and there was never any replacement either planned or offered. Whilst it was the first car to be fully designed by AMG in-house, it was sadly the last to be fitted with a naturally aspirated V8, the most powerful normally aspirated engine they had ever built. However, it wasn't just a case of prodigious power and retro-inspired styling that made the SLS a modern icon as, when EVO magazine pitched it up against some pretty serious rivals, it won the motoring press over with its blend of all-round ability and everyday usability. Pitched head-to-head with Aston's V12 Vantage, Ferrari's 599HGTE and the evergreen Porsche 911 Turbo 'S', the AMG's depth of talent won the day.

This impressive example is a UK-supplied, right-hand drive 2011 SLS 63 AMG and is finished in stunning Obsidian Black with a glorious cockpit in Classic Red leather It’s fitted with the seven-speed, dual-clutch transmission and has been optioned with Electric Windows, 4GB Music Register, ABS with Brake Assist and AMG Performance Steering Wheel. It has been enjoyed by just two previous keepers, has covered 13,346 miles and was most recently fully serviced in February 2019 at Mercedes with a fresh MOT being added a few weeks ago.

Immortalised at every Grand Prix meeting for many years, being the car selected to lead the pack in any safety car conditions, the SLS AMG was destined to be a modern classic from the moment it arrived and this superbly presented and maintained example would fit nicely into any collection of important motor cars. We welcome any inspection and, at 'No Reserve', anticipate serious interest.

• With rear-wheel drive and a manual gearbox, the 993 C2 is reminiscent of the earliest 911s

• Dating from 1995, this left-hand-drive 993 was delivered new to Porsche Södertälje in Southern Sweden

• Fully documented ownership confirming its 14,760 miles (23,755km) from new

• Specified from new with air-con, heated seats, cruise control and 17” wheels

• Benchmark originality, low mileage and all its original books, tools and spare keys

• 6 stamps and most recently a full 24,000 miles service at Paragon Porsche on 12/06/2020

• This is undoubtedly one of the purest and lowest mileage 993s in existence

The 993 was the final generation of air-cooled 911s, and as such, will always have a special place in the affections of Porsche enthusiasts. There is a school of thought that it is the last of the 911s that were built whilst engineering integrity overruled accounting pressures at Porsche. Twenty-odd years on, it still looks modern - a truly timeless design penned by Englishman, Toni Hatter. The model was launched in the Autumn of 1994 and was claimed by the factory to be 80% new. The bodywork was altogether more curvaceous, with a number of new panels and the overall look was much smoother and more integrated. The biggest change under the skin was the new multi-link rear suspension, engendering greater driver confidence, less road noise, and excellent ride quality. Designed to give a level of passive rear-wheel steering (the 'Weissach effect'), thus controlling the way the suspension behaved under cornering, braking, and acceleration, it transformed the 911. The 993 was also the first 911 to be equipped with power steering and an advanced ABS system. The new car used essentially the same 3.6-litre engine as the 964, mated to a development of the worthy G50 gearbox, but now with six forward gears. Whereas the 964 produced 247 bhp, the 993 produced a healthy 272bhp resulting in a top speed of over 150mph and acceleration to match.

The 993 Carrera Coupe you see here is as pure as you are likely to find and, with rear-wheel drive and a manual gearbox, it is deeply reminiscent of the earliest 911s.

Built in 1995, this 993 was delivered new to Porsche Södertälje and came well-appointed with the optional air-conditioning, 17” wheels, cruise control and, perhaps not surprisingly for Sweden, heated seats. Its first owner, Ms Brett-Louise Tengvall enjoyed her Porsche for some three years, before it was sold by the Porsche Centre Stockholm on 14th October 1998. A Porsche Guarantee Certificate issued to the second owner, Sven-Åke Mildner, confirms that the 911 had covered just 2,175 miles at this time.

Over the next 11 years, Mr Mildner used the 911 little and often, entrusting its maintenance to specialists and covering approximately 18,000kms. The Porsche would remain in the Mildner family for a further five years, with Christmas coming early for Paul Christian Mildner, who became the next owner on 15th December 2009. By the time the Mildner family sold the Porsche to Dr Per Bosemark in February 2014, the odometer had counted just 14,338 miles (23,075 km)

Just 442 miles have been driven since then, with the Porsche joining one of Europe’s significant car collections in 2017 and our vendor thereafter. There are 6 stamps in the Service Records with the most recent being a full 24,000 miles (40K km) service, new battery and fresh MOT, at Paragon Porsche on 12th June 2020. All books, tools and spare keys have been retained.

Supremely well documented and surviving in a condition rarely seen from these famously reliable, usable and usually high mileage sports cars, this Porsche 993 really does set the benchmark.

• Desirable early 'Flat Floor' Roadster, just the 598th made

• Built on the 25th September 1961 and dispatched to Arizona

• Matching numbers engine

• Retains the early-production features including welded louvres, flat floors, and a number stamped bonnet

• A fabulous, very original and highly presentable Jaguar E-Type

• Part of a matching Roadster/Coupe pair of Cream 1961 E-Types

• Just selected to be featured in the new, vastly expanded 'Original E-Type' book by Porter Press

Here at Silverstone Auctions, we are delighted to offer an incredible pair of matching-number, ‘time warp’ survivors of the earliest E-Types, cherished in a museum together for nearly 20 years. They are for sale separately and with the E-Type's Diamond Jubilee next year, this is an appropriate time for these significant cars to become available. From a respected private collector, both these cars are, remarkably, being offered at No Reserve.

In 1961, it was almost impossible to be able to actually obtain Jaguar’s ‘Supercar’, which was so closely related to their triple Le Mans-winning D-Type racer, but with legendary comfort and practicality, offering perhaps the ultimate road car.

The E-Type itself needs no introduction and it is no secret that company founder and chairman, William Lyons, desired to add a supremely elegant coupe to the original roadster in development and their combined launch literally stunned the world, at Geneva back in March 1961.

For both the enthusiast and the dedicated collector, the desire to obtain the 'first of the breed' in its most original condition will always be the 'Holy Grail'. The problem with actually achieving this goal is that those first E-Types were seriously flawed. The body structure was never built with any intention to make it last and indeed many were succumbing to rust issues when just a few years old. The majority of worldwide climates did not offer the kind of conditions in which an E-Type might thrive and Jaguar themselves often cited that, with such a low purchase cost, " It was far better to simply buy the new and improved model than repairing an older model with rust issues". Consequently, there was no real desire to preserve these first models, with their cramped flat floors and dangerously poor brakes for a car capable of nearly 150 mph, which resulted in many cars suffering accident damage, some on more than one occasion.

In 1961, you genuinely ‘had to be a name, and a name on a list’ to acquire one of these first delivery cars. As always, Jaguar’s primary market was the United States and this is where almost 90% of E-Type production ended up. Even there, to source an original, first-supply suffix chassis number roadster starting ‘875’ is incredibly difficult to find in original condition if at all – this confirming it to be a genuine 1961 built car, the ultimate vintage for any serious collector.

Enter Paul Webb, a passionate collector who has specialised in dealing with E-Types since the early 1970's and recalls that in those days, he would far prefer to buy a later and more expensive Series 2, 4.2 model to sell than an early car. But Paul’s passion is originality and many decades of ‘wintering’ in California allowed the opportunity to bring back several amazingly rust-free cars from there. He was ideally placed and in the perfect ‘hunting ground’ to try to find that ‘Holy Grail’ – a super early 1961 E-Type that retained every original panel fitted by Jaguar when delivered new, back in 1961.

When collecting anything, having a matching pair is always an ideal position to strive to achieve and Paul continued to search California and neighbouring Arizona for the very best original E-Types. He could not believe his luck when, in the early 2000s, he found this 1961 Roadster finished in Cream with a Beige interior, the complete twin to his 1961 Coupé. Manufactured on 25th September 1961 – the first month an E-Type would be released to any public buyers in the UK, this car was supplied new to an R Condon in Phoenix, Arizona, as confirmed by the Jaguar Heritage build sheet, and was dispatched there on 12th October 1961. In common with his coupé, this car too retained all its original features and panels and amazingly both this car and the coupe had received just one 'outside only' refresh of colour, so the door shuts and engine bay still wore their factory-applied original paint and the bonnet still displayed its origin

• Incredibly early ‘Flat Floor’ E-Type Coupe. The 249th of just 399 left-hand drive cars built in 1961

• Completed in November 1961 in left-hand drive and despatched to California

• Retains all the important early production features including welded louvres, number stamped bonnet and Mk2-type round tin tool kit

• Just 49,319 miles from new and two previous long-term owners

• Remarkably well preserved

• Part of a matching Roadster/Coupe pair of Cream 1961 E-Types

• Just selected to be featured in the new, vastly expanded 'Original E-Type' book by Porter Press

Here at Silverstone Auctions, we are delighted to offer an incredible pair of matching-number, ‘time warp’ survivors of the earliest E-Types, cherished in a museum together for nearly 20 years. They are for sale separately and with the E-Type's Diamond Jubilee next year, this is an appropriate time for these significant cars to become available. From a respected private collector, both these cars are, remarkably, being offered at No Reserve.

In 1961, it was almost impossible to be able to actually obtain Jaguar’s ‘Supercar’, which was so closely related to their triple Le Mans-winning D-Type racer, but with legendary comfort and practicality, offering perhaps the ultimate road car.

The E-Type itself needs no introduction and it is no secret that company founder and chairman, William Lyons, desired to add a supremely elegant coupe to the original roadster in development and their combined launch literally stunned the world, at Geneva back in March 1961.

For both the enthusiast and the dedicated collector, the desire to obtain the 'first of the breed' in its most original condition will always be the 'Holy Grail'. The problem with actually achieving this goal is that those first E-Types were seriously flawed. The body structure was never built with any intention to make it last and indeed many were succumbing to rust issues when just a few years old. The majority of worldwide climates did not offer the kind of conditions in which an E-Type might thrive and Jaguar themselves often cited that, with such a low purchase cost, " It was far better to simply buy the new and improved model than repairing an older model with rust issues". Consequently, there was no real desire to preserve these first models, with their cramped flat floors and dangerously poor brakes for a car capable of nearly 150 mph, which resulted in many cars suffering accident damage, some on more than one occasion.

In 1961, you genuinely ‘had to be a name, and a name on a list’ to acquire one of these first delivery cars. As always, Jaguar’s primary market was the United States and this is where almost 90% of E-Type production ended up. Even there, to source an original, first-supply suffix chassis number coupe starting ‘885’ is incredibly difficult to find in original condition if at all – this confirming it to be a genuine 1961 built car, of which just 399 left-hand drive cars were completed, the ultimate vintage for any serious collector.

Enter Paul Webb, a passionate collector who has specialised in dealing with E-Types since the early 1970s and recalls that in those days, he would far prefer to buy a later and more expensive Series 2, 4.2 model to sell than an early car. But Paul’s passion is originality and many decades of ‘wintering’ in California allowed the opportunity to bring back several amazingly rust-free cars from there. He was ideally placed and in the perfect ‘hunting ground’ to try to find that ‘Holy Grail’ – a super early 1961 E-Type that retained every original panel fitted by Jaguar when delivered new, back in 1961. Paul could not believe his luck when, in the mid-1990s, he discovered 885249, just the 249th Fixed Head Coupe produced. Built on 30th November, supplied new to Abbey-Scherer Co, El Monte, California on 14th December 1961 and allegedly still with its first owner, having resided in the ultimate climate to amazingly preserve this Jaguar.

The owner was a private pilot and had covered just 49,000 miles from new in the car. It had been laid-up off the road since 1985 with that Californian dated registration plate still fitted, various Dyno-strips of instructions in the engine bay etc and even still retained the original brake master cylinders with their correct 'dated' tags. Paul immediately snapped up the car. Literally everything was correct; the early ‘small ellipse’ no

• Stunning looks, sculpted interior, creamy V6, manual box and four-wheel drive

• UK-supplied in right-hand drive and first registered on 01/09/2006

• Finished in Alfa Red with Black leather and 18", 7-hole design alloys

• Joined our vendor's collection in March 2009, as just the second owner

• Very hard to find, with only three 3.2 V6 Q4s available for sale in the UK at the time

• Comprehensive history with five services listed + a geometry check

• 34,338 miles fully supported by MOTs from the first on 08/09/09 at 14,814 miles

• Most recent MOT 11/06/20 with no advisories

• Original Alfa book pack with Service and Warranty booklets, Owner's Manual, Sound System Manual etc. and a copy of the original Sales Brochure

• VAT qualifying, so 20% to be added to the hammer price

"For the Alfa Romeo Brera, Giorgetto Giugiaro set out to look within himself, fine-tuning the concept of a contemporary, elegant, refined and essential car that could stand as the quintessence of the brand and its history and express technological development, though compressed into an almost intimate and discreet blend: the very requirements of elegance and classicism, of objects that are designed to last in time.” (Ital Design).

That was a direct quote from the advanced publicity for the Brera Concept in 2003 and could easily be dismissed as ‘marketing-speak’, however, we all know that when the boys at Alfa dip into their pencil box, the result is usually rather special and, when the production version of the Brera arrived late in 2005, it was met with uniform praise for its exterior and interior styling.

It was never meant to be a road-going car - it actually started life as an Ital Design concept car based around a Maserati in 2003, however, Alfa submitted to demand and went ahead with a production version. Developed alongside the 159, the Brera shares exterior and interior styling cues, as well as engines and gearboxes.

Launch engines were a choice of 182bhp 2.2-litre and a spine-tingling 256bhp 3.2 V6 petrol engines (utilising GM blocks with Alfa's magic added and bespoke heads) or a 2.4 diesel with 200bhp and 295lb ft of torque. The standard gearbox was a six-speed manual, although the 2.2 could be specified with optional Q-Tronic auto. The 3.2 V6 was very much the performance option and featured four-wheel drive with a Torsen diff, unlike the front-wheel-drive 4 cylinder cars.

The fabulous example on offer from the SA30 Collection is a super rare UK-supplied, right-hand drive, top of the Brera range 3.2 V6 JTS Q4 with a 6-speed manual gearbox. It dates from 2006 and is finished in classic Alfa Red with a black leather interior and optioned with 18”,7-hole design, alloys.

From the comprehensive history file, we can see that it was first registered on 1/09/2006 and joined our vendor’s collection on the 24/03/2009 with the one previous owners listed. We understand from our vendor that such was the demand for these sought after Alfas that he had to scour the UK to find one with only three being available at the time.

In addition to always being comprehensively maintained by our vendor's in house team, the service record is fully stamped and shows the following;

23/08/06 Pre-delivery services

23/05/08 1st Service @ 8,732 miles

16/03/09 2nd Service @ 12,345 miles

19/08/10 Steering and geometry check

8/11/14 Oil and Filter change @ 29,995 miles

17/12/15 Oil and Filter service @ 32,082 miles

The mileage at the time of cataloguing was 34,338 miles. Within the file are older MOTs going back to the very first, on 8/09/09 @14,814 and the most recent which was issued on 11/06/20 with No Advisories. The original Alfa Romeo Book Pack is immaculate and contains the Service and Warranty Booklet, the Owner’s Manual and the Sound System Manual. Pleasingly there is a mint copy of the original Brera/Spider brochure.

As you can see from the other cars in the SA30 Collection, over vendor is particularly fastidious when it comes to the condition of his cars and this Alfa is no exception. It presents beautifully outside, inside, under the bonnet, in the boot – everywhere and we think that you would have to go a long way to find a better one. There can be no doubt that this must be a guaranteed 'future classic', with so many great ingredients.

NB; The car is VAT qualifying, so 20% needs to be added to the hammer price.

• Probably the most original survivor to exist

• Totally documented 59,097 miles from new

• First joined our vendor's collection in May 1994

• Original paintwork, woodwork and interior

• Stunning Black Pearl with dark green leather

• Full Jack Barclay service records to 49,718 miles

• Rare and practical manual window winders

• Freshly serviced and running very well

As the sixties approached, Bentley turned to V8 power as a way of keeping up with its luxury rivals, especially in America. A radical change was on the cards in 1959 as Bentley felt their faithful straight-six engine was getting a bit 'long in the tooth' and in the search for a more modern power unit, they turned to the General Motors inspired 6,230cc all-aluminium V8. The new engine was an entirely new departure for Bentley and caused some consternation amongst traditional Bentley customers, however, in execution, their worries were short-lived, as the new power unit delivered more performance with unparalleled smoothness, setting the standard for the rest of the century and ultimately the 'S2' set the benchmark for others to follow.

The extra power produced by the V8 enabled the Bentley to now exceed 110 mph, with an incredible 0-60 time of 10.9 seconds. Visually, the new model was near identical to the previous six-cylinder, but with a 120 mph speedo now fitted and a more suitable smaller steering wheel, as power steering was standardised - as was fully automatic transmission, electrically operated ride control and redesigned and more flexible heating and fresh air ventilation. Most Bentley S2s carried factory 'Standard Steel Saloon' coachwork, satisfying the company's commercial requirements, and in total 2,308 Bentley S2s slid quietly through the doors of the Crewe works.

The example on offer is quite likely to be the best 'original survivor' to exist worldwide. Supplied new to a Harley Street resident and first registered on 17th June 1961, initially carrying registration number RNO 3, it first changed recorded ownership in 1968, although this might be from company ownership to the, still same, private owner, when studying the accompanying Jack Barclay service books. These alone make fascinating reading and the car certainly was very busy in its first few years. In relation to services on record, the mileage of 4,348 was recorded on 3rd January 1962, 6,771 on 5th April 1962, a 'B' type service was carried out on 11 July 1966 at 36,738 miles, a "25,000-mile service" carried out on 20 February 1968 at 45,050 miles and the final entry in the books - all by Jack Barclay - is a '5,000-mile' service on 9th July 1970 at 49,718 miles.

Whatever the actual position, it's recorded that it entered the Kingham family's ownership in 1968 and it is quite possible that the registration 7000 PP was then applied. The family were to keep the car for the next twenty-six years and it was cherished and always garaged - perhaps explaining the incredible interior condition - and led a very relaxed life, possibly with the exception of the school run with the children, who affectionately christened the car "Elephant's Breath" due to its dark grey colour. It's incredible to note, that from July 1970 to May 1994, just a further 6,902 miles were added in those intervening 24 years.

It was sold by the family, still in totally original condition, through Christie's Collectors' Motor Cars sale at Beaulieu Sale on 14th May 1994 - original catalogue on file - and our vendor first purchased the car immediately post-sale. Sold soon after to a close friend, on condition it would one day return, the next owner was John Nicholls, a well-known pioneer collector of the most original cars to survive and well before any Concours 'preservation class' existed. Via our vendor, John commissioned three-generation Bentley specialists, Sargeants of Goudhurst, to fully recommission the car, after some nine years in storage. This was completed on 5th September 1995, with the mileage then being just 56,620 from new. The cost of this work was just below £5,000 - over 30% of the car's, then-recent, £14,500 purchase price! Mr Nichols rarely drove the Bentley, as it was in a collection of almost 50 cars at the time, all stored in a Central London waterside warehouse. True to his word, our vendor was able to repurchase the Bentley in September 2002. A tiny mileage had been added, as confirmed by a 4th September 2003 MOT Certificate displaying a figure of 56,873 miles. Another close

• Original European left-hand drive Turbo that has covered only 48,821 miles (78,570km) from new

• Full 12,000 miles service and new turbo - July 2020, by Paragon Porsche

• Post-1983 930/66 engine with 300bhp and 432Nm

• Finished in Iris Blue Metallic with a perfectly preserved original dark blue leather interior

• Optioned with the Sport steering wheel, electric Sport Seats and recoil bumpers

• Just five previous owners, the first for 16 years

• With low mileage and diligent owners, this is a simply splendid example

During 1977/1978, the 930 Turbo's capacity went up from 3.0 to 3.3-litres and an air-to-air intercooler was positioned under the rear spoiler. The spoiler was re-profiled and raised slightly to make room for the intercooler assembly, and this meant saying goodbye to the ‘whale-tail' and welcoming the equally distinctive ‘tea-tray'. By cooling the pressurised air charge, power was increased from 260bhp to 300bhp, bringing the 0-60 mph time down to 5.0 seconds, and the larger engine helped reduce a lot of the turbo lag inherent in the earlier version. Porsche also upgraded the brakes to units similar to those used on the 917 race-car but was able to keep the original strengthened gearbox, which had the benefit of freeing up space inside the casing for larger and stronger gear clusters, with an impressive torque capacity of 475lb ft. From 1983, the engine was developed further and whilst the new 930/66 engine offered no more power, there was a significant increase in torque.

The factory Certificate of Authenticity accompanying this 930 Turbo confirms that it is fitted with the 930/66 engine and was produced in late October 1984 (making it 1985 model year). It was finished in Iris Blue Metallic with dark blue leather and optioned from new with a Sport Steering Wheel, Impact-absorbing bumpers, electric Sport Seats and a convex passenger-side door mirror.

Supplied through Rösch Porsche in Nürnberg, the first owner kept this beautiful Iris Blue 930 Turbo for an impressive 16 years. In 2000, the car was bought by Luigi Marchese with about 70,000km and taken with him back to Italy. Unfortunately, it appears Sgr Marchese’s divorce prompted the Porsche’s quick sale and it was acquired by a Herr Brauereiß (music producer and owner of Streetlife Studios), remaining in his collection for the next 10 years. In March and April 2011, the car was comprehensively technically revised at Porsche Klassik in Stuttgart with four separate invoices in the file totalling €16,000.

From Herrn Brauereß, the 911 became the property of businessman and Porsche enthusiast Andreas Steinmetzer, who treated the car to a complete cosmetic refresh in late 2011 at Porsche Kempten and the detailed account totalling €8,400 is in the file. The mileage at this point (27/12/2011) is shown as 77,800km and the Turbo, complete with its shiny new coat of paint was registered with the Porsche Classic Card program.

The Turbo joined a foremost European collection in 2013 until being purchased by our vendor and has just been fully refreshed (30th June 2020), with a full 12,000-mile service at Paragon Porsche which included renewing the spark plugs, brake fluid and checking tappets. The Turbo was also fully rebuilt and updated, a second rear fog lamp added and the car was freshly MOT'd.

• An exceptional UK/right-hand drive SLS with just 10,804 miles and full Mercedes-Benz service history

• Finished in Mystic White with 10-spoke AMG alloys, red AMG callipers and carbon mirrors

• Stunning cockpit in Classic Red leather with a carbon centre-console, AMG Performance steering wheel and 'Airscarf' neck-level heating

• Normally-aspirated 6.2-litre AMG V8 with 563bhp matched to a 7-speed, double-clutch AMG Speedshift gearbox, giving a 0-62mph time of 3.8 seconds and a top speed of 197mph

• Remarkably torsionally stiff with a bodyshell that weighs a mere 2kg more than that of the Coupe with an identical drivetrain and lightweight carbon driveshafts

• A supremely refined and capable open-top supercar with the added benefit of being engulfed in the rousing soundtrack of one of the best V8 engines ever produced by AMG

The Mercedes-Benz SLS AMG Roadster is the open-top version of one of the most sought-after supercars of the last ten years. It’s low, sleek and sufficiently dramatic to stop pedestrians in their tracks, but can it possibly compete with the SLS Coupe in the way in which it drives?

With no exaggeration, reviewers of the Roadster were quick to say that it's an even more convincing proposition to drive than the Coupe. The level of grip is remarkable and it stops with great conviction, but where the soft-top really presses its case is in the more subtle areas of its handling repertoire, many of which are a nudge ahead of its fixed-roof sibling. The engineering changes Mercedes made to counter the loss of rigidity caused by the absence of a fixed roof provide the SLS Roadster with an even more fluid feel to its handling. Pushed hard, it feels better balanced and, with its overzealous traction control turned off, it's nothing short of sublime. The SLS Roadster possesses better body control and greater levels of feedback than the Coupé, and if there is any lack of rigidity it is never obvious. AMG claims that minimal strengthening to the chassis was required to compensate for the lack of a roof, as the car was designed as a Roadster from the start. Tweaks include thicker aluminium for the sills, a reinforcing cross-member under the dash and another brace positioned behind the seats. The end result is a level of torsional stiffness that’s almost identical to that of the SLS Coupe.

It’s not lacking in performance, either. Boasting the same 6.2-litre V8 as the Coupe, the Roadster produces 563bhp and 479lb.ft of torque generating an official 0-62mph time of 3.8 seconds, while top speed is put at a bouffant-rearranging, 197mph. And without a roof to filter out its soundtrack, there are tiny nuances in the exhaust note evident in the Roadster that you just don’t notice with the Coupe, whether it be entertaining pops and crackles on a trailing throttle or the NASCAR-grade growl on a wide-open throttle.

But perhaps the Roadster’s most persuasive sales attribute is its striking appearance, which is nothing short of spectacular. The retro-inspired exterior, credited to British-born Mercedes designer Mark Featherstone, lends itself well to the open-top treatment, giving the roadster a satisfyingly low-slung look that sets it apart from its fixed-roof twin. AMG has also introduced optional electronically adjustable dampers on the Roadster, with three settings, Comfort, Sport and Sport +.

The car presented here is a 2011 Mercedes-Benz SLS AMG Roadster finished in Designo Mystic White with 10-spoke AMG alloys, red AMG calipers and carbon mirrors. The Classic Red leather interior features a carbon centre-console, AMG Performance steering wheel and 'Airscarf' neck-level heating. First registered on 20-12-2011, just in time for Christmas, it joined our vendor’s collection in 2017 but has only been lightly used recently. It enjoyed a ‘B’ Service at Mercedes on 15/09/2017 at 10,198 miles and its current mileage (supported by prior MOTs and service records) is 10,804, only 600 since the last service. The car was freshly MOT’d on 22/06/20. It’s accompanied by its full Mercedes book pack, V5c, older MOTs and invoices and the appropriate registration number, KS10 SLS, will remain with the car.

The SLS Roadster was destined to be a modern classic from the moment it arrived and this superbly presented and maintained example would fit nicely into any collection of important motor cars. We welcome any inspection and, at 'No Reserve', anticipate serious interest.

• An 80s time-capsule. Only 3,598 km (2,236 miles) from new

• A desirable European-delivered car that remains remarkably original

• With its first owner for 20 years and only two subsequently

• Classically finished in Rosso over Nero with black carpets and silver alloys

• With early documentation/correspondence, original books/manuals, tools and bespoke luggage

• We don’t know where you’ll find a more original example and, amazingly, offered at No Reserve

• NB. This car has been in a private collection for some time and although the mileage is tiny, it will need a full cambelt service before any attempt is made to start it

When Ferrari introduced the Testarossa in Paris in 1984, it was regarded as possibly the best car they had ever built but, whilst the design was spectacular, it was not considered to be as sensually beautiful as numerous GT Ferraris of the past. As a complete departure, Pininfarina had designed a modern, aerodynamic and efficient body shape, immediately recognisable by its very distinctive side 'strakes' unlike anything else seen in the post-war period. The name 'Testarossa', literally Redhead, became synonymous with Ferrari sports racing cars in the 50s and 60s and was resurrected at the launch of this new model at the Porte de Versailles in 1984.

Housing a 4.9-litre V12 engine producing 390bhp, the car was capable of a respectable 0-60 mph time of 4.7 seconds and a top speed of 196mph. Produced between 1984 and 1991, several thousand of these amazing cars found homes. Once again, time showed Pininfarina's design to be durable, and throughout the eighties, the distinctive 'strakes' were echoed in other design disciplines from cars to kettles.

However, although the design may have seemed to be 'of the moment', the Testarossa proved itself to be a well-built car, and despite its 'Eiger-rivaling' list price, turned out to be Ferrari's most successful model ever up to that point. Today it's a design icon, symbolic of eighties culture, and despite a quieter year or two, its popularity is returning rapidly. It's not a surprise really since the Testarossa offers a rare package of serious performance, practicality, and reasonable comfort and although heavy at low speeds, its confidence-inspiring handling at high speed becomes almost addictive.

On the 30th May 1988, Herr Dieter Korch decided that the time had come to convert his desire to own a new Ferrari Testarossa into reality as he signed the order form and handed over DM 240.880,00 (approximately £75,000 at the time) for the car you see here today. Korch, the founder of a successful auto glazing company in the Middle Rhine, would, however, be kept waiting for his new Ferrari and a letter from the Zender Exclusiv-Auto dealer in January 1989 explained that delays at the factory were to be blamed. Finally, on the 16th of May, almost exactly one year after placing his order, the original registration document was issued.

According to this document, which remains with the car along with the original order forms and dealer correspondence, the Ferrari was only registered for use in the summer months and was annually stamped as ‘Decommissioned’ from use over winter. The result of this selective use is that the Testarossa had covered just 2,998kms by 8th September 1995, when it was declared off the road for the winter once more, however, this particular period of annual hibernation was to last until May 2009, with the Ferrari comfortably asleep for nearly 14 years.

Having not used his Ferrari for all those years, Herr Korch finally parted with it in 2010 after a rewarding 20-year ownership. With the mileage at a little over 3,000km, hotelier Manfred Petermann became the car’s second proud owner but he, in turn, added little to the Ferrari’s odometer before it joined one of Europe’s significant car collections in May 2012.

Classically finished in Rosso Corsa with a black leather interior, black carpets, and silver 5-bolt alloys, this remarkable car has still only covered 3,598km and remains virtually unmarked and in ‘showroom’ condition. Whilst it has been pampered, petted and polished for the last few years in the collection, it hasn’t actually gone anywhere so common sense dictates that it’s not to be started until it’s had a full service and fresh cambelts. It’s supplied with the original Order Forms, Registration Document, Book Pack, spare keys, tool roll and bespoke luggage case.

The Testarossa offers a rare package of serious performance, practicality, and

• An incredible survivor, a super rare very early car with only 37,087 miles from new

• One family ownership for almost 55 years

• Tartan Red with a grey and red interior. Fitted with the optional heater and wing mirrors

• Replacement Gold Seal gearbox was fitted c1975/1976 along with a new rear subframe+

• In storage from 1976 until 2015 then recommissioned and fully serviced at c36,000 miles

• New bumpers, a new set of tyres, Halogen headlamp bulbs, and BMC export-type seat belts

• Documentation includes a Heritage Certificate; original driver's handbook/maintenance book; original passport to service with stamps up to 27,276 miles; 1974 tax disc; BMC parts-list and workshop manual, plus a Scientific Publication workshop manual

A work of true genius, the Mini not only became an icon of the Swinging Sixties but also influenced a whole generation of car designers and is widely considered to be the most influential car of the 20th Century. When it arrived in August 1959, it was sold and marketed under BMC’s two main brand names, Austin and Morris, though apart from the badging, both the Seven and the Mini-Minor were virtually identical. By January 1962 the ‘Seven’ name was dropped and it became simply the Austin Mini although both Morris and Austin badged versions continued to be sold until 1969 by which time the car had become such an icon that all versions were simply known as the Mini.

As the accompanying Heritage Certificate confirms, this Austin Seven Mini was built on 2nd December 1960 - the first full year of production - finished in Tartan Red with a Spanish Red and Fleck interior, fitted with the optional heater prior to being despatched to Weybridge Automobiles Ltd of Surrey where it was fitted with its wing mirrors.

Its first owner was the dealer’s brother-in-law who took delivery shortly before Christmas and used the car locally and for annual holidays in Bournemouth and he retained the car until his passing away in 1974, at which point the Mini had covered just 27,276 miles.

Ownership then passed to his granddaughter who used it for day-to-day commuting for a couple of years before putting it into storage in 1976, at which point it still only had some 36,000 miles under its wheels. During her ownership, a replacement Gold Seal gearbox was fitted along with a new rear subframe, whilst the cable-operated door handles were also replaced with chrome accessory handles but the car otherwise remained totally standard. She also exchanged the original buff logbook for a V5 and disposed of the old MOT Certificates, although fortunately, she did keep the service records.

The car was to remain in storage for the next three decades, although it was moved from a garage in Surrey to another in Kent at some point, and the engine was periodically started to keep it free. Brought out of storage in recent years, the Mini was thoroughly cleaned and brought up to MOT standard, great care being taken to preserve as much originality as possible. This amounted to little more than a full service and an overhaul of the braking system, although new bumpers were required front and rear along with a new set of tyres. Halogen headlamp bulbs have also been fitted along with a spin-off oil filter and BMC export-type seat belts. It passed the MOT test in April 2015 but is now MOT exempt.

The car has covered under 37,100 miles from new and remains highly original in all important respects, including the interior trim and carpets, rivet type wheels, foam-filled sills and floor panels, floor starter, ‘magic wand’ gearstick and original Surrey registration. The previous owner stated that it appears never to have been welded and nor does it require any welding. While it could no doubt be transformed into a shiny new pin with some cosmetic detailing and an (unnecessary) full repaint, the previous owner much preferred to keep it as it is and reluctantly offered it for sale due to health problems. Subsequently, it has been looked after in our vendor’s important collection ever since.

Documentation includes the aforementioned Heritage Certificate; an original driver's handbook and maintenance book; original Passport to Service book with stamps up to 27,276 miles; 1974 tax disc; a BMC parts list and workshop manual plus a Scientific Publication workshop manual.

This is not a no-expense-spared restoration of an early Mini, there are plenty of those about, but an incredibly low mileage, low ownership, matching numbers, original car

• An original left-hand-drive European example with just 2,040km (1,268 miles) from new

• Totally cherished by its first owner until 2013 before becoming the property of a significant European collector

• ABS, Air-conditioning and the optional roof aerofoil were specified from new

• With its Targa-top, the Gran Turismo Spider offers unbridled access to the glorious sound of that sensational 'flat-plane' V8

• Original books and manuals, Ferrari tool roll, Targa-top cover and spare keys with a Crepaldi key ring

• Perhaps the definition of preservation and reference of originality for all 328s?

• This surely must be one of, if not the, very best original 328 GTS in existence and excitingly, is offered at No Reserve

• NB. This car has been in a private collection for some time and although the mileage is tiny, it will need a full cambelt service before any attempt is made to start it

The Ferrari 328 GTS and GTB made their worldwide debut at the 1985 Frankfurt Motor Show and its styling was an obvious evolution of the Ferrari 308 Series, however, Pininfarina's Leonardo Fioravanti had softened his previous design and it still remained a popular choice with Ferrari aficionados.

Under the engine cover is the same transversely-mounted, fuel-injected V8 from the Ferrari 308 Quattrovalvole, with an increase in displacement. By increasing both bore and stroke, the 'quattrovalvole's capacity was raised to 3,186cc which, together with a higher compression ratio, revised pistons, and an improved Marelli engine management system, lifted maximum power to 270bhp at 7,000rpm. Top speed was raised to within a whisker of 160mph (258km/h) and 60mph arrived from a standing start in 5.5 seconds.

A significant difference from the 308 is the use of galvanized steel, which greatly reduces potential rust problems compared to its forebear, however, beneath the skin, the tubular steel chassis remained much as before, with all-round independent suspension by double wishbones, four-wheel servo-assisted disc brakes, and aluminium-alloy wheels, though the latter were increased in size. The interior too had come in for some subtle revision and now featured improved instruments, switchgear, and heating.

Taking advantage of all this development was Sig. Riccardo Nicoli, a Milanese businessman who, on the 14th January 1988, placed an order for this very 328 GTS through his local Ferrari Concessionaires 'Crepaldi Auto'. Pleasingly, both the original Order Form and Sales Invoice have been beautifully preserved, still within their original distinctive yellow Crepaldi Auto envelopes, and they show that the car was specified new with the optional air conditioning, ABS and roof-mounted aerofoil.

Having negotiated a near 4 Million Lire discount, presumably to help ease the cost of his optional extras, Sig. Nicoli signed over the L104.134.800,00 balance and proudly took delivery of his gleaming Ferrari Spider on 21st June 1988 – just time for the Italian Summer. The car was clearly cherished during his 25-year ownership as over this period he covered less than 2,000km but the Ferrari was maintained within an inch of its life. Every millimetre of the Rosso bodywork was dusted and kept clean and dry and every mechanical area received the attention it required. Total devotion. In 2013, the Ferrari joined one of Europe’s premier car collections and was equally cherished there. Now on offer from our vendor's private collection, the 328 today has covered just 2,039 km (1,267 miles) from new and surely must be one of the, if not the, very best original 328 GTS in existence. As you would expect, it's accompanied by its original books, the original Order Form and Sales Invoice, tool roll, Targa-top cover and spare keys on the Crepaldi key ring.

We welcome any inspection of this remarkable car.

NB; Whilst it has been pampered, petted and polished for the last few years, it hasn’t actually gone anywhere, so common sense dictates that the car is not to be started until it’s had a full service and fresh cambelts.

• Originally a factory-supplied, left-hand drive 1975 2.7MFi Carrera- one of just 505 built in '75

• Usable for Road, Rally or Race - or all three!

• In 1996 was selected as the perfect basis to build a Porsche to FIA "IROC" RSR specification

• HS Racing in Switzerland carried out the rebuild at great expense and with exceptional detail

• The engine was originally built by Heini Schneebit using high butterfly injection, twin coils and all the usual RSR type mods used by Porsche to produce around 300bhp

• Bilstein suspension on all corners and 930 Turbo large front brakes

• Imported and campaigned by well known Porsche racer Nick Faure

• Won the Tour Espania in 2006, and later went on to win the Tour Britannia in 2008/2010

• Supplied with its old HTP. Issued 30/06/2006 (Period H1 '72-75 FIA Class GTS27)

• The car was refreshed by Mike Bainbridge who rebuilt the engine in 2012

• Old MOTs, V5cs, German titles, old HTP and dozens of detailed invoices

• Eligible for a number of prestigious International events

When it comes to the 911, ask any 'Porschephile' for their opinion as to which was the greatest racing 911 ever built and quickly you will become used to hearing the acronym 'RSR'. Introduced in 1973 by the factory as an evolution of the already potent 2.7 RS, it was both an official 'works' team car built to contest International World Championship 'Group' 4 GT endurance events and was also available for privateer race teams in full competition trim.

The 'RS' itself was a hugely successful development of the standard Mechanical Fuel Injection 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 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. Even 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 incredibly successful – the 2.8 RSR was superseded in 1974 by the even more impressive 3 litre RS and RSR models, which were tremendously successful and still recognised today as one of Porsche’s most successful race cars. In total, just 109 3 lite RS models were built, sharing the same platform and '46' suffix for '74 model year chassis number range, as the carried over 2.7 Carrera, now with the newly introduced 'impact bumper G series body'. The production split was 51 full race RSR examples, with wild rear wheel arch extensions and 58 of the road going 3.0 RS.

Perhaps the best balanced looking were the additional 15 original 3.0 IROC (International Race Of Champions) RSR's, using an original 2.7 MFI Carrera as the starting point and adding the 3.0 RS wider arches, such as this car today.

The Porsche you see here was originally a factory-supplied, left-hand drive 1975 2.7 MFi Carrera and according to its Certificate of Authenticity, dates from April 1975 - so is one of just 505 examples produced for 1975 out of the 1,618 total, built over three years. It was supplied through Mahag in Munich finished in Silver Metallic with a Black leatherette and Tweed interior and 7/8 x 15 Alloys. It was later used as the perfect basis to build a Porsche to FIA RSR specification in 1996. The body was upgraded to the less wild 3.0 IROC RSR wheel arch extensions and HS Racing in Switzerland carried out the rebuild at great expense and with exceptional attention to detail. The engine was originally built by Heini Schneebit using high butterfly injection, twin coils and all the usual RSR type mods used by Porsche to produce around 300bhp. Bilstein suspension was fitted on all corners and the car is fitted with 930 Turbo large front brakes.

Later imported into the UK the Carrara became well known in competition and was an extremely competitive car in the hands of talented Porsche racer Nick Faure, who had raced RSRs in period for Porsche Cars GB and at Le Mans. With Nick at the helm,

• Amazing example with just 63,940 miles

• Mileage at 46,329 on 03/11/1982

• Only two owners from new prior to joining the collection

• Substantial service records on file

• Repainted to match the legendary 'Honeysuckle' in 1994

• Exceptionally rare with a totally original interior

Imposing, handsome and dignified, the Bentley R-Type is one of those cars that just exudes class from every well-turned angle. And it doesn't just look good, as Autocar pointed out: "Years of painstaking research and development, with mechanical perfection as the goal, show their results unmistakably. Smoothness, quietness and sheer quality are in the superlative."

Introduced at the 1952 Earls Court Motor Show, the R-Type was a subtle reworking of its MkVI predecessor and would have been called the MkVII had Jaguar not just appropriated the name for their flagship saloon. Effectively a more practical, longer booted version of the MkVI, it was powered by a silky-smooth 'Big Bore' 4,566cc straight-six engine with twin SU carbs and an aluminium cylinder head. The excellent 4 speed Automatic transmission was offered for the first time, resulting in a far more relaxing driving experience. The majority of cars were factory-built 'Standard Steel Saloons', as here, but coachbuilt versions were offered by H. J. Mulliner, Park Ward, Harold Radford and Freestone and Webb amongst others.

Despite weighing nearly two tons, it was a spritely performer, achieving 106mph in near silence and reaching 50 from standstill in just 10 seconds. Servo assisted drum brakes provided the stopping power while the suspension was independent with coil springs at the front and leaf springs at the rear. Enjoyable to drive with a light sure-footed feel, it had enough power to give even contemporary sports cars a serious run for their money.

Inside things got even better, the lucky occupants were cosseted in acres of hide and walnut that truly justified the cliche of "a Gentleman's Club on wheels". Just 2,320 examples were made before the R-Type was replaced by the much larger S1 in 1955. All the more surprising then, that they are such good value today, being more or less in the same price bracket as a relatively humdrum Mk2 Jaguar – a situation that we feel sure cannot continue much longer.

This particular example is fitted with the desirable four-speed automatic gearbox and offers a unique opportunity. It was first registered on 12th August 1954 and the DVLA records state that it remained with this owner until his passing in 1982. Within the very substantial history file is a written offer from Frank Dale & Stepsons, dated 3rd November 1982, offering to purchase the car for £2,500 and this valuation was used for probate - the mileage then being 46,329. The car was inherited from that first listed owner to a Mr Giles Clarke. Mr Clarke then owned the Bentley until it directly joined our vendor's collection on 31st May 2013. Our vendor acquired the car via Sargeants of Goudhurst, a three-generation family business that had specialised in the Bentley marque since the late 1950s. Mr Clarke first took the R-Type to Sargeants on 16th September 1992, when the mileage had risen to 52,742. These very well respected specialists were then entrusted with looking after the car for the following 20 years and there are substantial records of it being serviced every year by them, up until the last, dated 23 October 2012. Like many, Mr Clarke was struck by the infamous Derby Bentley "Honeysuckle" and was so taken by the car's colour that he commissioned Sargeants to change the R-Type from the existing Black and Silver to the closest match they could obtain to Honeysuckle's 1930's golden hue. This work totalled nearly £9,000 - a substantial sum at the time and was completed in October 1994, at 53,347 miles and still looks sensational today. The original 'Honeysuckle' was invited to the Pebble Beach Concours last year, to celebrate the Bentley Centenary and caused such a sensation that it was purchased almost immediately whilst there and now resides in the United States.

The amazingly well preserved dark brown leather interior remains untouched and it's rare to have survived these days. There is also a quantity of MOT Certificates on file, dating back to 1991, at 51,809 miles and certainly, both the interior and completely original bulkhead/engine bay are commensurate with such low mileage. The car is running extremely well and this June has just received a full 3,000-mile service, together with a new fuel pump, battery and distributor cap, leaving m